WorkBoat September 2015 by WorkBoat

LNG Tugs • Diesel Directory • Waterjets ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

SEPTEMBER 2015

Safety Pays Twenty-five years after OPA ‘90, double hulls have paid off.

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ON THE COVER

SEPTEMBER 2015 • VOLUME 72, NO. 9

Bouchard’s double-hull asphalt barge B. No. 235 and 6,140-hp tug J. George Betz. Photo courtesy of Bollinger Shipyards

FEATURES 22 Vessel Report: Gas Symptoms Interest grows in the use of natural gas as a fuel for tugs.

32 Cover Story: Double Down Twenty-five years after it became law, how successful has the Oil Pollution Act of 1990 been?

BOATS & GEAR 24 On the Ways Bouchard’s new 260,000-bbl. ATB from VT Halter is its largest to date. Bay Welding delivers 46' aluminum passenger vessel to Alaska lodge. Naiad delivers three vessels in July. Horizon completes third of three 2,100hp towboats for Florida Marine Transporters. Vane takes delivery of new 53,000-bbl. asphalt barge from Conrad. Main Iron Works to build fifth ASD ship-assist tug for Bisso Towboat. All American Marine inks deal to build 48' research vessel for New Hampshire. New 109' fast catamaran ferry from Yank Marine for NY Waterway completes sea trials.

40 2015 Power Guide WorkBoat’s annual directory of marine diesel engines.

60 Jet Set Waterjets have new products and have found new markets for them.

AT A GLANCE 10 10 11 12 14 15 16

On the Water: Learning from experience — Part III. Captain’s Table: Rolling along on the Ohio River. OSV Day Rates: Deepwater market and Mexico fall flat. WB Stock Index: Operators lose ground again in July. Inland Insider: Oil and coal companies are feeling the heat. Insurance Watch: Check your hull insurance. Legal Talk: Be sure to research what you hear.

60 DEPARTMENTS

NEWS LOG 18 18 19 20 21 21

Signal International files for bankruptcy. Delta Queen needs new legislation to allow the historic steamboat to sail. High water problems hit the Mississippi. Coast Guard clarifies marine casualty reporting requirements. Senate committee signs off on lifting oil export ban. Congress hears about Coast Guard’s icebreaker needs.

www.workboat.com • SEPTEMBER 2015 • WorkBoat

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4 Editor’s Watch 8 Mail Bag 64 Port of Call 75 Advertisers Index 76 WB Looks Back

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Editor'sWatch

OPA ’90: A success story

hen the industry says a law or regulation has been good, I’m skeptical to say the least. But with the Oil Pollution Act of 1990, that appears to be the case. Shippers and barge operators have embraced the law and statistics show a big drop in oil spills in the 25 years since its enactment. In our cover story that begins on page 32, Kirk Moore takes a look back at OPA ‘90, a quarter century after it was passed. Initially, some operators were predicting doom and gloom, a result of the requirement that all new tankers and tank barges be built with double hulls. It basically meant the forced retirement of the nation’s entire single-hull tank barge and vessel fleet. On top of that, the law contained new stiff fines for accidents resulting in spills, including unlimited liability if a responsible party was found in violation of laws or grossly negligent. Predictably, many family businesses, facing big, new capital costs and potential future unlimited liability, discussed whether it was time to get out. A few did, but the industry pretty much moved forward. You could say operators ultimately embraced the new law, based on the quick pace that they double hulled their fleets. When the final single-hull retirement deadline passed Jan. 1 of this year, the American Waterways Operators marked the date by noting that most inland and coastal barge operators had double-hulled their fleets well before the phase-out deadlines. The AWO also pointed out that oil spills from tank barges had dropped 99.6% since the enactment of OPA ‘90. A big factor in the early phase out

David Krapf, Editor in Chief

by operators and the impressive spill prevention statistics was support from shippers. They had their own worries about being held liable for oil spills under OPA ‘90. Tank barge company owner Walter Blessey pointed out that the industry changed from the point of view of the shippers. “They cared about quality, and they were willing to pay for it.” Morton Bouchard III was one of those who thought about getting out of the business. But he and his family owned company stayed, and it has worked out. “If you’re going to stay in this industry, the only way you can be profitable is to be safe.”

dkrapf@divcom.com

WORKBOAT® (ISSN 0043-8014) is published monthly by Diversified Business Communications and Diversified Publications, 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. Editorial Office: P.O. Box 1348, Mandeville, LA 70470. Annual Subscription Rates: U.S. $39; Canada $55; International $103. When available, extra copies of current issue are $4, all other issues and special issues are $5. For subscription customer service call (978) 671-0444. The publisher reserves the right to sell subscriptions to those who have purchasing power in the industry this publication serves. Periodicals postage paid at Portland, ME, and additional mailing offices. Circulation Office: 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. From time to time, we make your name and address available to other companies whose products and services may interest you. If you prefer not to receive such mailings, please send a copy of your mailing label to: WorkBoat’s Mailing Preference Service, P.O. Box 7438, Portland, ME 04112. POSTMASTER: Send address changes to WORKBOAT, P.O. Box 1792, Lowell, MA 01853. Copyright 20 15 by Diversified Business Communications. Printed in U.S.A.

www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/10/15 5:40 PM

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EDITOR IN CHIEF

David Krapf dkrapf@divcom.com

SENIOR EDITOR

Ken Hocke khocke@divcom.com

ASSOCIATE EDITOR

Kirk Moore kmoore@divcom.com

ONLINE EDITOR

Ashley Herriman aherriman@divcom.com

CONTRIBUTING WRITERS

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

PRODUCTION DIRECTOR

Jenn Stein

ART DIRECTOR PRODUCTION ASSOCIATE

Doug Stewart

PRODUCTION ASSISTANT

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PUBLISHING OFFICES

Dylan Andrews

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

Southern/Editorial Office: P.O. Box 1348 • Mandeville, LA 70470 • Fax: (985) 624-4801 Subscription Information: (978) 671-0444 • cs@e-circ.net General Information: (207) 842-5610

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

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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 ATLANTIC / CENTRAL STATES Adam Shaw (207) 842-5496 • Fax: (207) 842-5611 ashaw@divcom.com EXPOSITIONS (207) 842-5508 • Fax: (207) 842-5509 Producers of The International WorkBoat Show, WorkBoat Maintenance & Repair Conference and Expo, and Pacific Marine Expo www.workboatshow.com EXPOSITION SALES DIRECTOR Chris Dimmerling (207) 842-5666 • Fax: (207) 842-5509 cdimmerling@divcom.com

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Since Deepwater Horizon, insurance rates have come down

was very pleased to see the in-depth coverage that WorkBoat gave to the topic of safety in the July issue with the “New Horizon” cover story. It validated a theory that I have developed over the last few years. I am an insurance broker and have noticed that the rates charged by insurance underwriters over the last several years have been dropping without explanation. I theorized that perhaps the enhanced interest in safety is manifesting itself in both fewer losses and lowering the severity of the claims. In turn as the loss experience , much

improves, the loss cost calculation is lower resulting in lower rates. I would like to distribute a reprint of the “New Horizon” article to my producing agents as a sales tool as well as to validate the value of “safety first.” I want to use your article coupled with information from the Greater New Orleans Barge Fleeting Association (GNOBFA) to help convince marine underwriters that there is a paradigm shift caused by the (Deepwater Horizon) disaster. The shift justifies lower insurance costs for Gulf of Mexico operators. Sometimes good things arise from tragic events.

Electronics • Government Boats • Austal USA

IN BUSINESS ON THE COASTAL AND INLAND WATERS

JULY 2015

Safety Drill

Five years after Deepwater Horizon, operators and others say safety is the priority.

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Bill Fehlis Senior Broker U.S. Risk Brokers Inc. Houston

Editor’s note: The July cover story revisited the Deepwater Horizon disaster, five years after the blowout and spill, and took a close look at changes in the safety culture.

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

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

6/8/15 3:46 PM

www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/4/15 2:16 PM

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On the Water

Learning from experience — Part III

T By Joel Milton

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

his month I take a look at Capt. Richard Cahill’s incisive analysis of the infamous Andrea Doria-Stockholm collision contained in his book Strandings and Their Causes. The incident, which occurred in the foggy waters near the Nantucket Light Ship in 1956, was a classic radar-assisted collision that had a full complement of the typical wrong assumptions, mistakes and judgment errors. It’s also a showcase for the human factors that continue to confound us decade after decade. It was mainly a simultaneous failure by the watches of both ships to take adequate action to avoid each other as the two ships approached head-on at relatively high speed in poor visibility. This is an important point — head-on or nearly head-on. Is there a difference or should there be? No, they should be treated the same. Because historically it’s been the act of trying to parse a

Captain’s Table Rollin’ on the river

I By Capt. Alan Bernstein

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

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wrote this column from the pilothouse of my vessel, the Belle of Cincinnati, while it was on its annual summer tour of five upriver cities on the historic Ohio River — Portsmouth, Ohio; Ashland, Ky.; Huntington, W.Va.; Point Pleasant, W.Va.; and Maysville, Ky. I look forward to this trip every year because it reminds me of the rich history of steamboating on our inland rivers. Early on, steamboats or “packet boats” carried products and goods to remote parts of our growing nation via the inland river system. The steamboats provided a vital service and business boomed. As rail and other transportation modes became available, the packet boat trade faded. This gave rise to a burgeoning new riverboat excursion business, where tramping — travelling from river city to river city — became a staple for early riverboats and the communities they visited.

difference, real or imagined, between them that too often has brought vessels into direct physical contact with each other. The Andrea Doria and Stockholm were cutting it too close for comfort. It was the strong desire of both watches to avoid substantial course changes or reductions in speed, either of which could have saved them, that caused the collision. They wore rose-colored glasses right into disaster. To consistently operate with minimal safety margins, which is inadvisable, also requires a correspondingly high level of skill. It’s easy to find mariners who routinely overestimate their skills. Cahill wrote that the Stockholm’s mate “probably fell into the most common trap of all. He let his pride override his judgment. That is one of the most frequent and serious mistakes made by watch officers. Even those who have no good reason for it often take an inordinate pride in their skill as navigators. To call the master seems to be an admission of inadequacy. Although many may know that this is not the case, they are reluctant to appear so in the eyes of their subordinates.” Pride goeth before a fall.

When I pilot my vessel upriver, I think about this rich river history, and I enjoy the natural beauty of the Ohio as my predecessors did. I am also reminded of my early years on the rivers and reading Mark Twain. On my voyage, I even passed a homemade flatboat floating down the river, which reminded me of Twain’s novels. It is amazing how much has changed on our inland rivers and how much has remained the same. In addition to the natural beauty and history, I get the strong sense that the inland river transportation system is going strong. As I pass barge tow after barge tow, I realize how important the inland rivers are to our nation’s economy. As I talk to my counterparts on towing vessels, they are always interested in the fact that we are tramping. There continues to be a great connection among the inland river operators. Many people visit my pilothouse and ask what it is like to be the captain of a riverboat. I tell them that it is the greatest job in the world, and I’m proud to be a U.S. mariner on our inland rivers. I hope to continue to be one for many more years to come. www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/10/15 4:51 PM

JULY 2015 DAY RATES, FLEET UTILIZATION VESSEL TYPE

OSV Day Rates More bad news offshore By Bill Pike

t’s hard to know what to believe about the offshore oil and gas market. Some analysts say that things will begin to improve in the third or fourth quarter. Others believe that oil prices will remain around $50 bbl. with little upward potential in the near- to medium-term. Two recent reports from Wood Mackenzie (Wood Mac) are in the latter camp. The first report discusses the initial round of Mexico’s licensing sale in the Gulf of Mexico, which resulted in the awarding of only two of the 14 exploration blocks up for bid in the shallow waters of the Bay of Campeche. The Mexican government had expected to award four to six blocks. There were four unsuccessful bids for other blocks,

AVERAGE DAY RATES JUNE '15

JULY '15

JULY '14

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JULY '14

SUPPLY (DWT) three of 1,999 & below $ 9,729 $ 9,729 $14,899 74% 90% which failed 2,000-2,999 $18,324 $17,694 $24,575 59% 100% to meet the 3,000-3,999 $27,812 $23,750 $31,500 81% 100% government’s 4,000-4,999 $29,500 $25,375 $31,250 80% 100% minimum 5,000 & above $34,200 $34,200 $40,089 100% 100% acceptable CREWBOATS profit share. Under 170' $ 3,670 $ 3,603 $ 4,834 63% 83% While the 170' & over $ 6,082 $ 6,141 $ 8,465 88% 87% sale was disSOURCE: WorkBoat survey of 32 offshore service vessel companies. appointing, Wood Mac noted that it is a buyer’s market for new sanction and funding) during the year exploration leases, which does not faon one hand.” He noted that the fall vor secret minimum bid requirements. in oil prices and the “dismantling” of If Mexico adjusts the minimums, ana2015 budgets has, by midyear, “already lysts believe a second round of lease resulted in over 45 major project FID sales might prove more successful. deferrals” encompassing an estimated Adding to the poor Mexican lease 20 billion bbls. of reserves. More than sale is a growing list of deepwater proj- half of the reserves are in deepwater, ects that have been put on hold due to with another 11% to 12% in shallow low oil prices. Wood Mac analyst Anwater. Rogers estimates that the majorgus Rogers predicted in late July that ity of these projects will be rescheduled we “may be able to count the number to 2019–2023, although they could be of major upstream projects that reach pushed back further if conditions do a Final Investment Decision (FID, or not improve.

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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 dips 1.3% in July

he WorkBoat Composite Index lost 22 points in July, or 1.3%. For the month, losers topped winners by more than 5-1. Like June, the big losers again were operators. After losing over 7% last month, the Operators Index lost another 6% in July. The Philadelphia Oil Service

INDEX NET PERCENT COMPARISONS 6/30/15 7/31/15 CHANGE CHANGE Operators 348.19 327.17 -21.01 -6.04 Suppliers 2761.67 2716.97 -44.70 -1.62 Shipyards 1758.09 1864.15 106.06 6.03 Workboat Composite 1693.39 1671.32 -22.07 -1.30 PHLX Oil Service Index 199.60 179.74 -19.86 -9.95 Dow Jones Industrials 17619.51 17689.86 70.35 0.40 Standard & Poors 500 2063.12 2103.84 40.72 1.97

Sector Index also got hammered, losing 10% for the second consecutive month. Most operators posted double-digit losses, including Hornbeck Offshore Services (HOS), which lost over 11% of its value in July. Despite the soft energy market, Todd Hornbeck, the company’s chairman, president and CEO, said HOS is in a good position to reap the rewards of an up cycle in the oil and gas industry. During HOS’s second-quarter conference call on July 30, Hornbeck said that the Covington, La., OSV operator must put itself in position to take advantage of when activity in the Gulf of Mexico begins to increase. “The sustained level of deepwater drilling units active in the Gulf of Mexico is indicative we think of the long-term promise that this market holds,” he told analysts. He added that despite the 50% drop in oil prices, there were still 40 or so deepwater units actively drilling in the Gulf of Mexico. Hornbeck sees that level remaining flat for now, but it is still at historically high levels. “Plus, we expect five additional high-spec floating rigs mobilized to the Gulf of Mexico over the next 12 months.” HOS recorded net income for the second quarter of $19.2 million, or 53 cents a share, compared to net income of $31.2 million, or 85 cents a share, for the year-ago quarter. Hornbeck warned that it would be tough to maintain earnings levels. “We relatively had decent earnings last quarter, but the ability to repeat those earnings is difficult, if not impossible to predict with any level of confidence.” — David Krapf and Ken Hocke

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www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/10/15 4:52 PM

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8/4/15 9:57 AM 7/17/2014 12:54:09 PM

Inland Insider Coal, oil under pressure

“T

here are three kinds of lies: lies, damned lies and statistics.” The famous phrase describes the persuasive power of numbers, particularly the use of statistics to support weak arguments. Some of this characterizes the continuing energy debate about when we’ll see a bottom in energy prices and when prices will begin to rise. Many have predicted for nearly a year now that oil prices will bounce back to a comfortable level around $60 bbl. to $70 bbl. and $3 to $4 for natural gas. However, that hasn’t happened. Domestic crude oil prices will likely stay in the $50bbl. zone, well below the consensus forecast of at least $60 for all of 2015. Natural gas is stuck below $3. The response from energy producers and others to the drop in energy prices

— spending cuts, layoffs, curtailed production, etc. — has been predictable. This is typical for any industry affected by short-term market shifts. However, long-term depressed prices, such as those currently hitting the domestic energy sector, will ultimately result in industry restructuring. The bearish outlook for domestic energy prices can be seen in sharply lower second-quarter profits for major oil companies, among the worst in the last decade. Chevron posted its worst quarterly profit in almost 13 years, while ExxonMobil had its worst showing in six years. The cheap energy spillover to the transport sector has been particularly obvious for publicly traded shares of railroads. Coal loadings are down for major railroads. Since 2008, Norfolk Southern and CSX Transportation have seen coal loadings fall about 30%. The fallout goes on. The capitalized market values of the large domestic

coal companies have been ravaged. The three largest domestic coal producers, Arch Coal, Peabody Energy and Alpha Natural Resources (filed for bankruptcy Aug. 3), have a By Kevin Horn combined market value of about $400 million, down from about $40 billion in 2008. Railroads and barge lines that are heavily dependent on coal will have to cut costs and operations to a level that might not be possible for existing operators. This suggests that restructuring might be forthcoming. Kevin Horn is a senior manager with GEC Inc., Delaplane, Va. He can be contacted at khorn@gecinc.com.

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www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/10/15 4:51 PM

Insurance Watch

What does that policy say again?

f you own a vessel you probably have hull insurance on it, especially if you have a ship’s mortgage on the vessel. There are a few things you need to be aware of concerning how your vessel’s hull is insured. Let’s start with the “Inchmaree clause.” This was an English court decision in the late 1800s involving the steamer Inchmaree where the court determined that the then normal perils of the sea needed expansion to include: • Bursting of boilers; • Breakage of shafts; • Latent defects in machinery, hull or appurtenances; and • Faults or errors in the navigation or management of the vessel by the master, officers, crew, engineers or pilots. This clause was established in part because the age of steam power was overtaking sail power. The insurance form needed an upgrade in order to cover claims created by this new source of By Gene propulsion. McKeever Today, we’re looking at a new age of propulsion with diesel, LNG, nuclear and diesel/electric. Ships and their propulsion systems are lasting longer today than ever before. That’s why the ocean marine insurance industry needed to see if they could cut claim costs when the Inchmaree clause might apply. Some ocean marine hull underwriters now put endorsements on hull policies eliminating coverage for damage to machinery in the vessel. Others will not cover damage to propulsion machinery and still others will cover the damage but will charge depreciation. Normally, commercial hull insurance policies cover hull damage with no depreciation based on the wording in the policy “new for old.” However some insurance underwriters will add wording by endorsement that will include depreciation if the propulsion machinery is older than 10 years. If you have engines older than 10 years and you’ve decided to upgrade with new ones, ask your ocean marine insurance agent to look at your hull policies. They may also need to be upgraded to eliminate any limitations that may hinder your rights to fully recover damages under your hull insurance policies. Remember, nearly everything is negotiable in ocean marine insurance. So if your insurance agent tells you that your policies have these limitations ask him or her to get a price for eliminating those restrictions. That’s money in the bank when a claim arises. Gene McKeever is a marine insurance agent with Allen Insurance and Financial. He can be reached at 800-439-4311 or gmckeever@allenif.com www.workboat.com • SEPTEMBER 2015 • WorkBoat

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8/10/15 4:52 PM

Legal Talk Common maritime misunderstandings

hether on deck or the dock, there’s always a lot of knowledge floating around. You likely give more weight to what the older guys or gals say, and maybe that’s justified. As for me, I like to know for certain. There’s local knowledge that’s not going to be printed up anywhere, but some stuff is down in writing. If it’s in print, it’s probably worth reading yourself rather than hearing someone else’s interpretation. Here are a couple of things you might have learned one way, when the writings say something different. Maybe you don’t speak French, but if you’re in the wheelhouse you're required to sound — at least in one instance — like a Parisian. The word

“securite,” used as a safety signal prior to transmitting a safety message about your navigation, is supposed to be “pronounced as in French,” according to regulations. Also, that safety signal and its accompanying message “must be sent on one of the international distress frequencies.” Have you or someone you know been content with making such securite calls on a working frequency? You can find a copy of this regulation in the telecommunications chapter of the Code of Federal Regulations. Sometimes seasoned mariners and marine industry professionals get a little loose with the concept of maritime liens. In the face of a dispute, I’ll hear people say, “Well, I guess we could put a lien on the boat.” That's not how it works. Maritime lien issues get complicated quickly, so always speak to your admiralty lawyer, but they arise at the time the service is provided or the goods delivered.

Unlike the automobile lender or bank that holds your home mortgage that must go through a process to establish their lien, your maritime lien springs to life on its own. Sure, you can By John K. file a “Notice of Fulweiler Claim of Lien” on a vessel’s abstract of title, but that doesn’t create a lien. There are several examples of what you once heard doesn’t quite align with how things actually are. That makes it worthwhile to listen once and check twice. John K. Fulweiler of Fulweiler LLC is a licensed mariner and maritime attorney. He can be reached at john@fulweiler.com or 1-800-383-MAYDAY.

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SEPTEMBER 2015

NEWS LOG OFFSHORE WIND PROJECT MOVES FORWARD

NEWS BITTS LEGISLATION WOULD HELP DELTA QUEEN

Deepwater Wind

ontractors for Deepwater Wind began installing foundations for the Rhode Island company’s offshore wind energy demonstration project, marking the start of the first ocean wind energy project in U.S. waters. Gulf Island Fabrication, Houma, La., and Specialty Diving Services, North Kingstown, R.I., fabricated the five 1,500-ton steel structures, which will support five Alston Haliade 150 turbines producing up to 30 MW. Manson Construction, Seattle, and New Jersey-based Weeks Marine are on the job with the 433'x128' Bold Tern self-propelled jackup crane vessel operated by Fred Olsen Windcarrier as the main work platform. Onshore, Blount Boats, Warren, R.I., has begun building a 69'x24'x8'10" aluminum crew transfer vessel (CTV), the first CTV for the U.S. offshore wind industry. — Kirk Moore

Signal on auction block after filing for bankruptcy

ignal International, which has acquired other shipyards out of bankruptcy, is now in Chapter 11 itself and seeking a buyer. Strained by falling oil and gas prices and facing $20 million in federal court claims for allegations of abusing Indian guest workers, Signal filed for bankruptcy protection in July while keeping its Mobile, Ala., and Pascagoula, Miss., yards and 302 employees working. A settlement agreement is subject to court approval. Signal’s facilities are being widely shopped in preparation for an expected 18

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October auction. The Teachers’ Retirement System of Alabama and Employees’ Retirement System of Alabama, which own about 47% of Signal’s shares, agreed to provide up to $90 million in financing during bankruptcy and serve as a stalking horse bidder in the sale. “We’ve approached close to 200 strategic buyers — both domestic and international,” said J. Scott Victor, managing director of SSG Capital Advisors, which is handling the sale. “We’re going to expand our international scope a little more.”

hio senators along with co-sponsors from Missouri, Arkansas, Mississippi and Louisiana are again trying to throw the 176-passenger Delta Queen a lifeline. Legislation introduced in July would exempt old vessels that operate on inland waters from fire hazard restrictions if the owners “make annual structural alterations to at least 10 percent of the areas of the vessels that are not constructed of fire-retardant materials.” A similar bill that passed the House last year but not the Senate gave the historic steamboat a 15-year exemption to regulations that require passenger vessels for 50 or more be made of fire retardant materials. Built in 1926, the steel-hulled Delta Queen with its wood and steel superstructure had continued to sail through a series of exemptions. The overnight cruise vessel had stopped sailing in 2008 when money-losing Majestic America Line shut down. Purchased in February by Cornel Martin, a former Delta Queen executive, and his partners, the vessel is at a private slip in Louisiana. The legislation is key to securing commercial financing for much of the estimated $5 million needed for restoration and renovation. — Dale K. DuPont

The retirement systems’ bid is for the whole company, but the properties could possibly be sold separately. “The hard assets will be sold as going concerns,” he said. “There are multiple parties looking at this.” Pascagoula is home to several other yards. VT Halter Marine, which is located close by, declined to comment on its interest in Signal’s assets. Signet Maritime Corp., which owns Signet Shipbuilding & Repair in Pascagoula, has no interest in Signal’s facilities, said Gayle Snyder, vice presi-

www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/6/15 10:54 AM

David Krapf

dent of marketing and special projects. “Our shipyard has delivered several high quality new construction vessels, and offers exceptional repair services.” For the past seven years, Signal has been battling a federal lawsuit by five workers hired on H-2B short-term temporary visas, who alleged they were mistreated by Signal. The workers claimed that they had to live in substandard conditions for which they were charged $1,050 a month and had to pay as much as $20,000 each for a job. Signal hired about 500 welders and shipfitters from India through a recruiting service to handle increased business after Hurricane Katrina in 2005. A jury found against Signal earlier this year and in May the court entered a judgment of $12 million against the company. Signal has been involved in suits in three states resulting in about $20 million in fees and expenses. The company said it has settled a majority of the remaining 11 suits involving 227 workers and expects more to join the agreement. In responding to the suit, Signal said it relied on immigration experts to recruit the workers and wasn’t aware of promises made to them. The company also said they were housed “in clean, safe, decent and adequate facility-centered housing.” The yard also was expected to issue an apology to the workers, court filings show. Matt Paxton, president of the Shipbuilders Council of America, said the use of H-2B visa workers is not as widespread as it was several years ago, and it’s not a preferred option because yards want permanent workers. “As an industry we have a tremendous problem replacing an aging workforce,” he said. “It’s still an issue. It’s one we’re working aggressively on.” Signal’s troubles come just five years after it bought Bender Shipbuilding & Repair’s Mobile assets out of bankruptcy court for $31.25 million cash. Signal’s revenue fell from $175.9 million in 2012 to $74.4 million in 2013, Delaware bankruptcy court

Signal has filed for Chapter 11 bankruptcy.

filings show. Signal’s earnings also declined considerably over the last two years. In 2014, Signal’s earnings were $19.2 million compared to $41.6 million in 2012. — D.K. DuPont

Mississippi high water problems continue

orkboat operators this summer have faced delays, tow and bridge transit restrictions, dock and navigation shutdowns, large debris and swift currents all thanks to unseasonably high water on the inland rivers. By early August trouble spots persisted on parts of the Lower Mississippi River with some gauges registering over flood levels but still below the records of the Great Flood of 2011 or earlier high water marks. “The worst is about over,” said Marty Hettel, senior manager of waterway regulatory programs for AEP River Operations, which has a fleet of 2,269 barges. “The Illinois River had some extremely high water.” Flooding closed parts of the Illinois in late June and again in July. By late July, the Coast Guard had lifted traffic restrictions. Water conditions on the Upper Mississippi forced the American Queen to shift its itinerary through early August. Instead of cruising between St. Louis and St. Paul, Minn., the riverboat sailed the Ohio River with Cincinnati as the turnaround port, American Queen Steamboat Co. said. Officials were waiting for lower river levels to salvage the 61'×24', 1,000-hp towboat Charlie Boy which sank July 19 in the Mississippi at mile marker 173 south of St. Louis. Two crewmembers were rescued by another towboat and a third was still missing. The boat sank while moving barges

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in the fleeting area, said Coast Guard spokesman Lt. Sean Haley. The accident was still under investigation, but he said it was “highly likely” the high water was a contributing factor. Rick Calhoun, president of Cargill Inc.’s Cargo Carriers, which operates 1,300 barges, said the high water “has delayed our ability to get goods to the Gulf,” and since the grain can’t move out, farmers can’t deliver more to already full elevators. Longer term, he was concerned that if the June and July grain isn’t shipped until August there might not be enough barges available up north for the harvest. “The fleet would be somewhat out of place for normal movements,” he said. On the upper Mississippi, southbound tows over 600' (excluding towboat) were restricted to daylight hours, the Coast Guard said. Each loaded barge required a minimum of 250 hp, and northbound tows had to have enough horsepower to maintain a 3-mph minimum approaching the St. Louis Harbor Bridge. On the Lower Mississippi, the Coast Guard issued an extreme high water safety advisory from mile 869 to mile 303 “due to hazardous conditions associated with strong currents, severe outdrafts, missing/off station aids to navigation and diving buoys.” Depending on readings at gauges from Memphis, Tenn., south, downbound vessels had to have at least 280 hp per barge with a maximum of 36 barges, and vessels with less than 6,000 hp were restricted to 20 barges. “If there’s an advantage to high water, we can load our barges to maximum capability,” AEP’s Hettel said. “I’ll take high water over low water any day.” — D.K. DuPont

8/6/15 10:50 AM

Marine casualty reporting clarified

long-anticipated move to clarify Coast Guard marine casualty reporting requirements is being welcomed by passenger vessel companies and other marine operators who say varying interpretations of the rules have confused the industry for years. Formally titled “Navigation and Vessel Inspection Circular No. 01-15”, the document was released by the Coast Guard in July. While the changes address some industry concerns, a major concern is also to reduce the Coast Guard’s own paperwork burden from excessive reporting. “Due to the complexity of the subject and inconsistent enforcement, the Coast Guard recognizes that additional guidance to clarify these requirements would benefit both Coast Guard field commanders and the marine industry,” an introduction to the changes, signed

by Rear Adm. Paul F. Thomas, assistant commandant for prevention policy, said. “Such clarification furthers the Coast Guard’s goal of providing consistent national guidance regarding marine casualty reporting to all stakeholders.” Besides advising operators of how the rules for reporting should work, the circular instructs Coast Guard officers to update their policies and procedures for conducting casualty investigations. The directive was welcomed by the Passenger Vessel Association, which for years has pointed out problems with what operators saw as seemingly random and onerous reporting requirements for inconsequential incidents, such as momentary, touch-and-go groundings without damage. At an industry day last year hosted in Miami by the PVA and Coast Guard, PVA regulatory affairs consultant Peter Lauridsen said, “the Coast Guard has driven casualty reporting far beyond the definition.”

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The PVA hailed the Coast Guard’s move in an email to members, while saying its staff is analyzing the full text to prepare its own supplemental guidance for operators. “Industry has been awaiting NVIC guidance from Coast Guard for years, and during this time operators have struggled with running their businesses in an uncertain environment,” the group said. “In some instances Coast Guard has stopped operators from sailing because of conflicting interpretation of the requirements and second-guessing of seasoned mariners’ professional decisions.” The clarifications give more clear guidance on when mariners are expected to submit a Coast Guard Form 2692, the standard reporting form for accidents. Other clarifications say when mariners need not file a 2692 and should simply report a hazardous condition. This includes momentary grounding bumps, and falls overboard

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8/6/15 10:50 AM

NEWS BITTS SENATE COMMITTEE APPROVES LIFTING OF OIL EXPORT BAN

he U.S. Senate Energy Committee voted 12-10 in early August to lift a 40-year-old ban on the export of crude oil. The bill, part of the Offshore Production and Energizing National Security (OPENS) Act of 2015, would allow the U.S. to export oil and increase state revenue sharing for offshore oil and gas drilling. Advanced by committee chair Sen. Lisa Murkowski, R-Alaska, the bill is likely to face opposition from Congressional Democrats in the full Senate who cite concerns that reversing the ban would lead to higher gas prices. Democratic support is viewed as a critical part of getting President Barack Obama to sign crude export legislation.

where the person is recovered without injury or death. — K. Moore

existing vessels to paying for new ones so the U.S. doesn’t fall further behind other countries. Panel chairman Rep. Duncan Hunter, R-Calif., has introduced a bill to create the National Icebreaker Fund, which would “pay the costs of construction, alteration, renovation, lease or charter of icebreakers.” An independent analysis released earlier this year said the Coast Guard needs three heavy and three medium

icebreakers to cover the anticipated needs of the U.S. in the Arctic and Antarctic. In addition to the Polar Star, the Coast Guard operates the 420'×82' Healy, a medium icebreaker commissioned in 2000 that was designed mainly for scientific research. The Coast Guard is trying to decide by the end of next year whether to reactivate or decommission the Polar Sea, Rasicot said. —D.K. DuPont

MAKE THE CONNECTION

Congress hears bad news about U.S. icebreakers

he Coast Guard’s only operating heavy icebreaker is so old the agency has had a hard time securing parts to keep it going. “I was actually just talking to the skipper of the Polar Star this week and believe it or not they have to buy some of the fuses for their main generators and switchboards on E-Bay” because they’re no longer manufactured, Gary Rasicot, the Coast Guard’s director of marine transportation systems, told a House committee in late July. What’s more, they’ve taken parts off its sistership the Polar Sea “to make Polar Star work,” he said. The 399'×83' Polar Sea was put on inactive status in October 2011 after engine failure in 2010. Both vessels were built in the mid-1970s. “We need to think about recapitalizing the icebreaker fleet as opposed to using 40-year-old ships,” Rasicot told the House Coast Guard and Maritime Transportation Subcommittee as the discussion ranged from refurbishing

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8/6/15 10:50 AM

Tugs

Gas Symptoms Interest in LNG as a fuel for tugs picks up steam.

By Max Hardberger, Correspondent

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n addition to the incremental design improvements expected in an industry with particular requirements and challenges, tugboat operators are seeing some quantum leaps in a technology that promises to usher in a new era in shipassist and other work — the use of natural gas as a fuel. Other types of vessels powered by LNG and CNG have already appeared, including the Harvey Energy, a 302' offshore service vessel operated by Harvey Gulf International Marine, New Orleans, and a string of ferries for Scandinavian waters. But tugboats may enjoy a distinct advantage in using these fuels. “Natural gas has a lower caloric value than diesel,” Harvey Gulf’s Wade Pitre told WorkBoat earlier this year, “but even in terms of dollar per

BTU natural gas is cheaper. The major disadvantage is the lack of refueling infrastructure, but for a vessel that doesn’t travel far from its home dock, that’s not a major problem. We used trucks for the first LNG bunkering (of the Harvey Energy) and it went off without a hitch.” The trend toward LNG as a fuel for tugs started five years ago, when a Chinese tugboat company modified an existing vessel to burn a mixture of 70% LNG and 30% diesel. The experiment was reportedly a success, and naval architects soon rushed to the design boards for scratch-built natural-gas-fueled tugs. An early consortium was Damen Shipyards of the Netherlands, MTU, Rolls-Royce, and Denmark’s Svitzer Towing, who designed a pioneering CNG-powered reverse-stern-drive (RSD) tug

Sanmar Shipyard

The world’s first LNG-fueled tug was reportedly the Borgøy, built for Norway’s Buksér og Berging. It went into service in 2014.

www.workboat.com • SEPTEMBER 2015 • WorkBoat

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powered by a 16-cylinder engine based on MTU’s Series 4000 diesel engine. The engine features a multipoint gas injection system and dynamic engine control. Delivery of the eco-friendly tug is planned for 2016. Although the use of natural gas will reduce the company's fuel costs, in eco-conscious Europe the reduction in emissions is equally important.

Jensen Maritime

FIRST LNG-POWERED TUG But the award for the first naturalgas-fueled tug in the world went to the Borgøy, built for Norway’s Buksér og Berging by Sanmar Shipyard in Istanbul, Turkey. The 115'×50'×25' tug was designed in house by Buksér og Berging in cooperation with Marin Design AS of Kolvareid, Norway. Delivered in early 2014 by Sanmar, the ship-assist tug has two Bergen C26:33L6PG engines powering RollsRoyce Z-drives. The tug does shipassist and escort work at the Statoil (Norway) Kårstø gas terminal, so refueling is the least of her worries. For ship-assist tugboats, time required to power-up is critical, but the Borgøy’s MTU gas-powered engine was specifically tuned for the job. According to Rolls-Royce, the company’s gas series engines were developed

to meet the load profile of tugs, with acceleration comparable to diesel engines. By mid-2014, the race was on to build the first natural-gas-fueled tug in the U.S. Naval architects Jensen Maritime of Seattle produced a spec design for an LNG-fueled version based on its popular 100' Valor-class tugboat, to be powered by the same Bergen/RollsRoyce engine/Z-drive combination as the Borgøy. Although dual fuel in a sense — the generators are diesel powered — the design offers longer range than single-fuel LNG vessels, with a projected 14-day endurance. The design attracted the attention of Crescent Towing, New Orleans. With a contract to supply escort and docking assistance to LNG tankers at the Elba Island Terminal in Savannah, Ga., the company had put out a bid request for a 100' LNG-powered tug design to take advantage of the cheap and ready availability of LNG at the terminal. Some designers, including Anil Raj of Technology Associates Inc., New Orleans, are already thinking beyond natural gas. TAI has produced a true hybrid design. It’s a diesel/electric (not diesel-electric), ship-assist/escort tug that would use diesel for escort work and electricity for harbor work. “Ship assist in harbor is short-

Jensen’s spec 100'x40'x17' LNG tug design.

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duration work,” Raj said, “which lends itself to electric power. Most Z-drives are electric driven anyway, so the only difference in a true hybrid is that, when appropriate, the drives are powered by batteries rather than directly from the generators.” Raj noted some significant advantages of electric power in a ship-assist tug, which spends most of its time at the dock while waiting for work. “A diesel-electric tug uses diesel to generate electricity,” he added, “but electricity from the power grid is the cheapest electricity there is, and a lot cheaper than electricity from the vessel’s diesel engines. Further, it has a much lower carbon footprint. So when you add in cost and lost time for engine maintenance and rebuilds, the advantages of hybrid power for this misson is clear.” Perhaps the most critical challenge facing tug designers adapting their boats to natural gas as a fuel is space. With lower thermal output and the need for separate tanks rather than built-in fuel tanks, natural gas demands a larger vessel for a given horsepower rating. However, most designers agree that for harbor work, the short-range mission minimizes this disadvantage. Ultimately, natural gas as a fuel may depend on regulation as much as the market. With far fewer particulate, nitrous oxide, and sulphur dioxide emissions than diesel fuel, present and future regulation is sure to favor the fuel. Relatively unsatisfactory solutions to EPA Tier 3 regulations, like scrubbers, and the coming Tier 4 regulations will have little or no effect on naturalgas engines, a strong impetus to use the fuel. With fracking and other oilfield developments virtually guaranteeing an abundant supply of natural gas in the years to come, a perfect storm of technical, market and environmental forces is bringing winds of change to tugboat design and propulsion. And tug designers, builders, and operators have lost no time hoisting their sails.

8/5/15 10:21 AM

CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS VT Halter Marine completes largest Bouchard ATB

ouchard Transportation Co., Melville, N.Y., christened its new articulated tug-barge, the Kim M. Bouchard and B. No. 270, on July 14 in New Orleans. The ATB and a sister unit under construction are the biggest vessels to date in Bouchard’s ongoing fleet expansion program, company officials said. Built by VT Halter Marine, the 150'×44'×24', 10,000-hp Kim M. Bouchard and 628'×91'×47', 260,000-bbl. B. No. 270 were launched earlier this year at Halter’s Moss Point Marine facility in Escatawpa, Miss., and at its shipyard operations in Pascagoula, Miss., respectively. The Kim M. Bouchard and B. No. 270 will be Bouchard’s 18th ATB unit and the “safest and most technologically advanced unit of its kind,” said Morton S. Bouchard III, the company’s president and CEO. The new tug is named for Bouchard’s older sister, and joins the petroleum barge transport company’s fleet of 21 tugs and 25 barges. The tug has two Tier 3-compliant EMD 20-710G7 engines each rated at 5,000 hp at 900 rpm. Lufkin RS4100HG gears turn two 148", fixed pitch stainless steel propellers in Nautican high-speed nozzles with triple flap rudders. Electrical power comes from three John Deere-powered 200-kW generators, with one Deere-powered 150-kW emer24

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gency generator. Fuel tankage is 294,000 gals., with 375,000 gals. water ballast. Bollard pull is 145 tons. The black oil barge is mated to the Kim M. Bouchard with a 64" Intercon coupler system. It is equipped with a crude oil washing system, inert gas system, and clean water ballast system with two ballast water pumps. There are two cargo pumps and 12 cargo tanks. A sister ATB unit, the Donna J. Bouchard and B. No. 272, is under construction at VT Halter and scheduled for delivery in January 2016. “This will give us three vessels in the 250-foot-plus range,” Bouchard said. “They will be working all three coasts — West Coast, the Gulf and the East Coast.” — Kirk Moore

Bouchard Transportation Co.

New Bouchard 260,000-bbl. ATB was christened in New Orleans in July.

Bay Welding Services delivers passenger vessel to Alaska lodge owner

ay Welding Services, Homer, Alaska, delivered the 43'6"×13'6" aluminum boat Aligo Point to the Alaska Wildland Adventures lodge in Aialik Bay in July. Designed by Coastwise Corp., the new vessel can carry passengers or freight. Since the destination is outside the relatively protected waters of Resurrection Bay and the Aligo www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/6/15 9:23 AM

Bay Welding Services

Point will be travelling Alaska’s outer gulf coast, a Coast Guard certificate of inspection for limited coastal travel was required “There’s a lot of need for passenger vessels in Alaska,” said Bay Welding’s general manager, Eric Engebretsen, who added that the company aims to do its best to meet that demand. The Aligo Point is built with a landing-craft-style bow that folds down, “because the lodge is quite remote,” said Engebretsen. “They don’t have a dock. That’s why bow loading is so important.” More than the bow’s design, it’s the ability to do two different tasks that makes the new boat unique, according to Engebretsen. “Most landing craft are single purpose, just moving people or freight. This is equally prioritized for both purposes.” The boat carries up to 30 people — 28 passengers, two crew — or 10,000 lbs. of freight. For passengers, there’s a

New 43' passenger/freight vessel for Alaska.

cabin that’s a little over half the boat’s length with a raised pilothouse above it. Inside the cabin is seating for 18 passengers. Each passenger station has a heat duct, ventilation fan and a “USB port for charging their picture taking devices,” noted Engebretsen. There’s also a head and snack galley. Outside is seating for 12 without the cabin’s amenities.

When it’s time to load freight, the cabin seats are removable and the front of the cabin is hinged, allowing it to be swung open. There’s enough space in the cabin to fit a bobcat loader and “close the door,” said Engebretsen, or put in lumber to support Alaska Wildland Adventures’s growing lodge operations. A deck crane with a 750-lb. Continued on page 30

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On TheWays

BOATBUILDING BITTS

Horizon Shipbuilding Inc.

orizon Shipbuilding, Bayou La Batre, Ala., has delivered the third of three 80'×33'×10'6" towboats for Mandeville, La.-based Florida Marine Transporters. Designed by John W. Gilbert Associates, Hingham, Mass., the steel-hulled Michael Akiu #86 is named for the current Florida Marine employee and former Houston Oiler wide receiver. The contract was originally let in 2013. In the last eight years, Horizon has built seven 140', three 120' and three 80' vessels for FMT. Main propulsion for the Michael Akiu #86 comes from twin Caterpillar 3508C diesels, producing 1,050 hp at 1,600 rpm. The Cats are connected to 78", 4-bladed stainless steel propellers through Twin Disc MG-540 reduction gears. The propulsion package gives the new towboat a running speed of 8 knots. With a draft of 8'6"-8'9", the new towboat will be used on the inland river system and Gulf Intracoastal Waterway. Capacities for the boat include 24,000 gals. of fuel and 7,200 gals. water. Ship’s service power is provided by three John Deere 4045-powered gensets, sparking 99 kW of electrical power each. The electronics suite is from Engine Monitor Inc. The Michael Akiu #86 carries a crew of six. — Ken Hocke Eastern Shipbuilding Group, Panama City, Fla., delivered the 3,000-hp towboat Rena Marie on July 9 to Florida Marine Transporters. It is the 61st 90' inland towboat delivered to Mandeville, La.-based FMT over the last 10 years. In the spring, FMT signed an option with Eastern, bringing the total to 65 vessels contracted over the last 10 years. Five of the most recent 90' inland towboat deliveries to FMT occurred over the past year. The Rena Marie was constructed at Eastern’s Allanton Shipyard from a design furnished by John W. Gilbert Associates Inc., Hingham, Mass. The original FMT contract was for 25 90' towboats with deliveries starting in 2006. It has expanded to become the largest single builder, single owner, and new construction program with the same class towboat design in U.S. history, according to Eastern. The vessels recently delivered to FMT have EPA Tier 3 main propulsion engines and generators. The Rena Marie is powered by two Caterpillar 3512C Tier 3 diesel engines, rated at 1,500 hp at 1,600 rpm, provided by Louisiana Power Systems. The reduction Third of three 80' gears are directtowboats for FMT. coupled TwinDisc MG-5600 from Stewart Supply Inc., Harvey, La., with 6.04:1 reduction ratios. Electrical power is pro-

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vided by two 99-kW John Vane’s new double-skin Deere 4045AFM85 Tier 3 asphalt barge. powered generator engines rated for 60 Hz, at 208 VAC provided by Kennedy Engine Company Inc., Biloxi, Miss. — David Krapf Baltimore-based Vane Brothers Co. has ventured into a new product transportation niche with the delivery of its first asphalt barge. The DS-509A, built at Conrad Industries, Amelia, La., is a double-skinned, 361'×62'×24'6", 53,222-bbl. tank barge. It has a pumping rate of 8,000 bph and a loading rate of 10,000 bph. The new barge is equipped with dual 8.6-million BTU thermal fluid heaters and nearly nine miles of 2 1/2"-dia. heating coils. — Kathy Bergren Smith Bisso Towboat Co. Inc., Luling, La., has signed a contract with Main Iron Works, Houma, La., to build a 4,480-hp ASD ship-assist tug. The new tug will be a carbon copy of the recently delivered Z-drive tug Becky S. The 100'×38'×13'6" Becky S. has the same design as the previous four azimuthing stern-drive tugs Main Iron has constructed for Bisso in the last 17 years. The Becky S. has a little more horsepower than its sister tugs — 4,000 hp versus 4,480 hp. The tug has a pair of Caterpillar 3515T3MPL Tier 3 main engines (compared with the other tugs’ Cat Tier 2 engines) that each produce 2,240 hp at 1,600 rpm. Two Cat 3516C Tier 3 main engines, also producing 2,240-hp each at 1,600 rpm, will power the new tug. Propulsion will be provided by a pair of Rolls Royce US 205 FP Z-drives featuring 90.4"×82.4" 4-bladed stainless steel propellers set in stainless steel nozzles. Electrical service will be provided by two 99-kW Marathon generators powered by John Deere 4045AFM85 Tier 3 engines. The new Bisso tug will be equipped with a JonRie lntertech Series 230 hydraulic bow winch equipped with 500' of 8" circumference synthetic hawser. Bollard pull will be an estimated 60 tons. Tankage will include 30,163 gals. of diesel fuel, 1,826 gals. each of lube and hydraulic oil, and 10,938 gals. of potable water. Construction is expected to begin immediately with delivery in early 2016. The new tug will bring the total number of tugs in the Bisso fleet to 13. — D. Krapf All American Marine Inc., Bellingham, Wash., has signed a contract for the design and construction of a new 48'×17' aluminum catamaran research vessel. The new catamaran will be custom designed by Teknicraft Design Ltd., Auckland, New Zealand. The vessel will serve the Joint Hydrographic Center (JHC) at the University of New Hampshire and will join the univerVane Brothers

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Eastern Shipbuilding Group

LeMole Naval ArchiNew ferry for NY Waterway. tecture said the Molly Pitcher and sistership Betsy Ross are designed for up to 400 passengers and 28 knots loaded service speed. Draft can be an issue, so the boats draw just 6' and have propellers partly recessed in tunnels. The $104 million project employed 46 workers at its peak, taking 19 months to complete the Molly Pitcher, said Aaron Duffy, Yank’s project manager. The Betsy Ross will be ready about three months early for delivery in late December, he said. — Kirk Moore Eastern Shipbuilding Group recently launched the 302'×76'×26' multipurpose service vessel (MPSV) HOS Woodland for Hornbeck Offshore Services, Covington, La. The new OSV is the sistership to the HOS Warland that was launched in March. Referred to by Hornbeck as the HOSMPSV 310s, the boats each have a 15'×18'

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sity’s existing fleet. The aluminum hull will feature the Teknicraft signature hull shape with symmetrical bow, asymmetrical tunnel, and integrated wave piercer. A pair of Cummins QSB 6.7 Tier 3 engines, producing 250 hp at 2,600 rpm, will provide power for the propeller driven vessel. Auxiliary power will be supplied via a Cummins Onan 21.5-kW generator. The suite of deck gear will include a hydraulic A-frame, davit, scientific winch, side mount sonar strut, and moon pool with deployable sonar strut. NY Waterway’s new 109'×26'×6' fast catamaran ferry Molly Pitcher underwent sea trials in July between the Yank Marine shipyard in Tuckahoe, N.J., and lower New York Harbor. Fitting out continued at Yank with an expected delivery and christening at the Belford, N.J., ferry terminal in August. MPSV launched at Eastern. Michael LeMole of

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On TheWays

moon pool and hydro acoustic hull penetrations. Capacities include 521,800 gals. of fuel; 27,183 gals. day-tank fuel; 618,655 gals. drill water; 25,233 gals. potable water; 20,190 bbls. liquid mud; and 1,707 bbls. methanol. The boats have 10,338 sq. ft. of deck area. Aluma Marine, Harvey, La., has delivered the 75'×20'×10' Port Chicago, an aluminum fast response firefighting boat, to the U.S. Army’s U.S. Military Surface Deployment Distribution Command (SDDC) 596th Transportation Brigade. Designed by New Orleans-based Technology Associates Inc. (TAI), the new boat supports the Army’s mission of fire protection of the Military Ocean Terminal Concord (MOTCO), Calif. Port Chicago is National Fire Protection Agency (NFPA) 1925 Type II compliant and meets ABS High Speed Vessel rules. It is equipped with twin Caterpillar C-32 propulsion engines, producing 3,200 hp, which turn two HamiltonJet waterjets, allowing for quick tactical response at high speeds reaching 30 knots and providing the ability to approach shallow waters. — K. Hocke In July the second of two ferries built for the provin-

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cial government of Newfoundland and Labrador was launched at Damen Shipyard Galati in Romania. The 265'×55' Legionnaire is a RoPax ferry, ice class A1 design from Netherlands-based Damen which earlier this year launched the sistership Veteran at its Romanian yard. Both steel vessels are part of the provincial government’s ship replacement program. Driven by three MTU 16 4000 diesels powering two 1600 Rolls-Royce azimuth electric drive thrusters, the ships are capable of 12 knots while carrying up to 200 passengers and 64 cars. The Legionnaire is scheduled for delivery in spring 2016. Damen plans to open a maintenance hub at the Port of St. John’s. The 418'×54' National Security Cutter James (WMSL 754) left Huntington Ingalls Industries’ Ingalls Shipbuilding in July. The NSC, the flagship of the U.S. Coast Guard’s cutter fleet, is designed to replace the 378' Hamilton-class high-endurance cutters, which entered service during the 1960s. NSCs displace 4,500 tons with a full load, have a top speed of 28 knots, a range of 12,000 miles and endurance of 60 days, and a crew of 120.

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Images for illustrative purpose only.

THE CALM BEFORE, DURING, AND AFTER THE

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On TheWays Continued from page 25

capacity is available for loading and unloading cargo. Altogether the Aligo Point has a 10,000-lb. carrying capacity. The 43' landing craft is powered by triple Suzuki 300-hp outboards. With that power package, the Aligo Point has a top speed of 42 mph. It’s expected to cruise at 30 mph with passengers aboard. The outboards are mounted on a Teleflex jack plate that can be raised for shallow water operations. With the outboards tipped up, the vessel can operate in about 2' of water. The Aligo Point is the largest Coast Guard-inspected boat that Bay Welding has built, but larger boats will probably be coming out of the Homer boat shop in the future. That gets back to the need for passenger boats in Alaska. “We’ve decided to prioritize building Coast Guard-certified boats,” said Engebret-

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sen. “I don’t know of anyone else prioritizing Coast Guard-inspected vessels” in Alaska. — Michael Crowley

Naiad Inflatables delivers three new vessels

aiad Inflatables of Newport Inc. has launched three new vessels bound for Alaska and Texas — a pilot boat, a response boat and a whalewatching passenger vessel. The boats underwent sea trials and delivery began in July. The new Naiad 15-meter pilot boat has twin Scania DI13 77M main engines with Twin Disc MGX-5114A gears and ZF controls. Built for the Matagorda Bay Pilots, Port Lavaca, Texas, the 48'×16'×5'9" boat will be the pilots’ primary vessel. It uses shaft propulsion, with driveline components from H&H and Michigan Wheel propellers. For coming alongside ships, the hull is ringed with Naiad’s proprietary

EVA foam core fendering system with polyurea coating. All interior and deck lighting is LED. The ship’s primary systems are 25 volt, with a voltage converter for 12VDC service. The vessel has a 3,000-watt inverter and shore power service. In the wheelhouse are six Shockwave seats for pilots and crew during runs. Instrumentation is a top of the line G-series Raymarine package. For crew comfort there is a chart table, a small refrigerator — and for the blazing Texas summers, a 24 VDC roof mounted air conditioner for dockside service, and a Seafrost engine driven unit for use underway. “We have seen 33-knots-plus for top speed,” said Stephen Connett Jr., president of Naiad, headquartered in Portsmouth, R.I. Naiad’s 11.2-meter response/crew vessel Arctic Resolution, delivered to Arctic Response Services in Anchorage, Alaska, is powered by twin Volvo-Penta D4 300s with ZF63 gears and HamiltonJet HJ274 waterjets. Top speed is 34 knots, and the 36'8"×10'11"×2' vessel is Coast Guard certified for 12 passengers and two crew. The helm has a Furuno instrumentation array, with Shockwave seats for the navigator and helmsman. There is bench seating for the 12 passengers inside the cabin, with a Webasto diesel fired cabin heater. The engines are equipped with auxiliary block heaters. Connett said this is the first Naiad equipped vessel with a single point Henrikson hook system for davit launching from an offshore supply vessel. The OSV’s davit system was custom designed for the Naiad and fitted prior to the crewboat’s delivery to Alaska. The 12.6-meter tour vessel is the first Naiad of this size to be certified for passenger use in the U.S., Connett said, but sisterships have been operating in Australia and New Zealand for over 10 years. The new 41'×13'11"×2'7" vessel will carry a certification for 40 passengers and two crew. Controls for the

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Naiad Inflatables of Newport

three Yamaha 300-hp outboards are on a large center console, which also has an interior space to accommodate a marine toilet for passengers. The 12.6 meter hull can be equipped with up to four outboards or diesel stern drives, and a similar Naiad 12.6-meter design is available specifically for diesel waterjets. The boat will take passengers on marine mammal tours less than five miles from shore. It is equipped with a small Garmin GPS/plotter, a VHF radio, stereo system, and Coast Guard-required safety gear for its inshore route.

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Double Down

The double-hull tanker Polar Adventure takes shape at Huntington Ingalls Avondale in New Orleans in 2003. It was one of five Endeavour-class OPA Â´90-compliant tankers built for ConocoPhillips.

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Huntington Ingalls Industries

A quarter-century later, has OPA â&#x20AC;&#x2122;90 accomplished its goals?

8/6/15 9:04 AM

By Kirk Moore, Associate Editor

hen the federal Oil Pollution Act became law in 1990, many foresaw financial disaster in the government’s attempt to prevent another environmental catastrophe. Drafted in the months following the 1989 Exxon Valdez tanker grounding in Alaska’s Prince William Sound and its massive 11-million-gallon oil spill, OPA ‘90 mandated an array of new safety, training and qualification requirements for marine transportation. The big one for operators was that the law required that all new tankers and tank barges be built with double hulls. Over time, it forced the wholesale retirement of the nation’s single-hulled tank vessels. With the new law there was also new liability for spills — up to $10 million for owners of vessels over 3,000 gt, or $1,200 per vessel gt, whichever would be larger. If responsible parties were found in violation of laws or grossly negligent, the liability could be unlimited. Owners of multigenerational family businesses, facing the new law’s potentially huge sanctions for accidents and demands for recapitalizing fleets, seriously discussed whether to quit the industry. Then there were operators who had invested early in collisionresistant double-hulled barges and positioned themselves to get out in front of the new law.

Ultimately, the industry as a whole moved on, even faster than the law dubbed OPA ‘90 mandated. Internationally, the International Maritime Organization (IMO) in 1993 took up the U.S.’s call to adopt double-hull construction, devising a plan to convert the global tanker fleet by 2026. When the final Jan. 1, 2015, deadline came around to retire the last U.S. single-hull vessels and barges, the American Waterway Operators noted that most of the job was finished long before, with dramatic results. “Oil spills from tank barges have plummeted by 99.6% since enactment of OPA ‘90,” Thomas A. Allegretti, AWO’s president and CEO said then. He said that achievement is even more relevant 25 years after adoption of the law, “given the nation’s energy renaissance and the vastly increased need for marine transportation of crude oil and petroleum products.” SHIPPERS CHANGE TUNE A big factor pushing compliance was shippers’ own worries about being on the hook for environmental and cleanup damages under OPA‘90. As in the last five years, with safety changes imposed since the Deepwater Horizon blowout and spill in the Gulf of Mexico, customers pressed those 1990 game changes upon tanker and barge operators. “The industry changed from the point of view of the shippers. They

“If you’re going to stay in this industry, the only way you can be profitable is to be safe.” — Morton S. Bouchard III, president and CEO, Bouchard Transportation cared about quality, and they were willing to pay for it,” said Walter Blessey Jr., chairman and CEO of Blessey Marine Services Inc., Harahan, La. “Major oil companies didn’t want to use single-skin barges.” Those single-hull bottoms were a mainstay of the tank barge fleet, but Blessey had begun building double hulls before the law was enacted. “Frankly I think I saw the writing on the wall” with the risks and liability of single hulls, Blessey said. But before OPA ‘90, the more expensive double-hull vessels and barges could be a tough sell. A Coast Guard analysis of the law in 1990 predicted that double hulls would increase construction costs 17% to 20% but that proved to be a lowball estimate. “The double-hull challenge was, for the most part, with the shippers. They didn’t care,” Blessey said. Building a barge with a second hull layer added 60% to 70% to capital costs. “So your basic cost is much higher than competitors with single-skin barges,” he said. Nor did insurers at the time take notice of the difference when it came to

The tanker Satilla, loaded with 41 million gals. of oil, hit a submerged jackup rig in the U.S. Gulf in 2009. The outer hull was sheared open but the inner hull and the oil stayed intact.

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David Krapf

Texas General Land Office

A 1990 Coast Guard analysis estimated that double hulls would increase construction costs 17% to 20%. Operators say 60% to 70% is more accurate.

8/6/15 9:04 AM

David Krapf

their rates, Blessey said. “They charged the same. I argued that they should have separate (risk) pools,” he said. “So, here comes OPA ‘90,” Blessey said. “We were covered for it.” An early Coast Guard report on the Exxon Valdez estimated the spill might have been reduced by some 50% had the ship been double hulled. In passing OPA ‘90, Congress and the Bush administration moved quickly to require the next generations of newbuilds to have that margin of safety, and gradually phase out single-hull equipment. “I sat down with my dad. The first reaction was, ‘This is terrible legislation and maybe we should get out of the business,’ ” recalled Morton S. Bouchard III, president and CEO of Bouchard Transportation Co. Inc., Melville, N.Y. The family owned company operates 25 barges and 21 tugs in U.S. coastal waters and the Great Lakes. But the Bouchards circled back to the company’s philosophy that served

Cenac and other tank-barge operators double hulled their equipment long before the final Jan. 1, 2015, deadline.

it over four generations. Bouchard defined that again a few weeks ago with the christening of the ATB unit Kim M Bouchard and barge B. No. 207. “Investing our profits in new, modern equipment to service our customers in the most efficient and environmentally

safest manner possible,” he said. Bouchard said his company was the first to start building double-hull coastal barges in 1990. “The customers came to us, and said, ‘We would prefer you use these.’ ” It cost a lot more than expected,

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Bouchard said, but there was really no choice. “If you’re going to stay in this industry, the only way you can be profitable is to be safe,” he said. SAFETY CONSCIOUS How much safer did the industry become? It was difficult to definitively quantify, but research in 1996-1998 estimated the probability of serious spills

from double-hulled vessels was onequarter to one-sixth as likely compared to single-hull vessels. Follow-up studies by the National Research Council’s Transportation Research Board suggested that in some collision scenarios, double hulls could reduce the chance of a spill by as much as 67%, although a lot depended on how cargo tanks were subdivided.

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Other researchers have offered estimates, based on Coast Guard and international vessel accident data. In a 2007 paper, Coast Guard economists Anthony Homan and Todd Steiner used modeling to predict that without OPA ‘90, oil spills would have occurred at a rate 80% higher than in 1990. A 2011 paper reported that Coast Guard investigations from 2001 to 2008 “indicate that the double-hull design on average reduces the size of oil spills by 20% and 62% in tank barge and tanker ship accidents, respectively.” The March 2009 Satilla incident is used by the Coast Guard as vindication for the double-hull mandate. The 900' Norwegian tanker was carrying 41 million gals. of crude in the Gulf of Mexico when it struck a submerged jackup rig 65 miles south of Galveston, Texas. The outer hull was sheared open, but the inner hull stayed intact. All 41 million gals. — four times what spilled from the Exxon Valdez 20 years before — was successfully offloaded at sea. As the OPA ‘90 phase-out program approached another key date in 2010, Nuka Research and Planning Group LLC, Seldovia, Alaska, compiled one of the most comprehensive surveys of its effects in 2009 for the Prince William Sound Regional Citizens Advisory Council. The council monitored the long, slow cleanup from the Exxon Valdez, and commissioned the report to see what OPA ‘90 had accomplished. Worldwide, the number of major oil spills was down, helped by new U.S. and international standards. But the report also warned why double hulls could never be a sweeping fix to the inherent hazards of moving oil and petrochemicals: “Double hulls are a key component of the oil spill prevention system, but they are not the only component. A double hull does not in and of itself prevent an accident or chain of events that could lead to an oil spill from occurring. It reduces oil spill risks by reducing the amount of oil that might be released if an incident or accident

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should occur. The only way to safeguard against the potential for future oil spills from double-hull tankers is to create and maintain an effective prevention system including engineering and human factor components.” Over the years Coast Guard reports and Congressional testimony showed the pace of fleet replacement. In 2001, then Coast Guard commandant Adm. James Loy expressed his concern to lawmakers that U.S. tank fleet replacement was falling short and “there would need to be an additional 2.1 million barrels of vessel capacity … contracted for delivery by 2005.” In those years Congress and the Coast Guard had to balance fears of another Valdez-scale accident with the economic need to keep marine transport capacity. In 2004 the Coast Guard cautioned that political pressure for moving up the final deadline to 2010 would shave five years off the remaining lives of some 1,650 tank

barges — about 38% of the U.S. fleet at mid-decade. But increasing demands from customers and rising rates helped accelerate the changeover. Records from the Maritime Administration show that among tank vessels removed from the domestic petroleum trade from 1994 to 2013, most were retired before the deadlines for their class. Many were scrapped, a few upgraded with new second hulls, and about 10% flaggedout to foreign buyers. Operators say they were not surprised to see growing demand for double hulls, given the scale of penalties and natural resource damage claims levied on oil companies and shippers when single hulls failed. The government forced big settlements for spills much smaller than the Exxon Valdez. In 2004 the Greek tanker Athos I, ran over an anchor in the bottom of the Delaware River, and the puncture let

out more than 263,000 gals. of Venezuelan crude. On top of damages for the $177 million cleanup, federal and state agencies sought a $25 million restoration settlement. That was a huge markup from preOPA ‘90 days. A comparable 1989 tanker spill in the Delaware River had been settled back then for a mere $2.14 million in restoration charges. Blessey Marine had better luck and foresight. Walter Blessey recalled a close call that could have cost his company big time. But one of their doublehull barges lost only its first skin in a close shave. “I can tell you, back 25 years ago, a foreign-flag vessel in Houston lost power and took the side off one of our vessels. We did not lose a single drop,” Blessey said. With 25,000 bbls. of black oil in the tanks, “that would have been a catastrophic spill in the Houston Ship Channel.”

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MAN Engines & Components

2015 2015 POWER GUIDE By Ken Hocke, Senior Editor

he U.S. Environmental Protection Agency’s emissions legislation marches on with more Tier 4 engines entering the market over the past year. All diesel engines with ratings above 804 hp will have to be Tier 4 by 2017. (Tier 4 applies to diesels with a horsepower rating of 804 and above. The latest rating is designed to reduce particulate matter by 90% and nitrogen matter by 80% compared to Tier 2 engines.) So not all 804-hp engines have to be compliant concurrently. (A good reference guide can be found at www. dieselnet.com. Click on “Standards” on the menu at the top of the page.) Model Cyl.

Displacement Bore x (cu. in.) Stroke (in.)

Cummins new EPA Tier 4 QSK60 engines are set to debut before next year’s Power Guide is published. The company introduced the engine at the 2014 International WorkBoat Show. The QSK60 will have power levels up to 2,700 hp and utilize the company’s selective catalytic reduction to bring down emission levels within the exhaust instead of an in-cylinder reduction, so no major changes to the engine’s external configuration will be needed, Cummins said. Man Engines & Components now has a line of Tier 3 diesels that range from light duty (730 hp to 1,800 hp at 2,300 rpm) to medium duty (400 hp to 1,400 hp at 2,100 rpm) to heavy duty Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

(258 hp to 1,000 hp at 1,800 rpm). GE Marine has a line of Tier 4 diesels in 12- and 16-cylinder packages. The company reduces NOx and particulate matter in-cylinder using EGR (exhaust gas recirculation). Unfortunately, Northern Lights/ Lugger has dropped out of the survey after more than 20 years because “we are no longer manufacturing diesel engines. Our manufacture business is generator sets and HVACR,” said the company’s marketing manager, Scott Putnicki. Be sure to check out all the diesel manufacturers’ booths at this year’s International WorkBoat Show, to be held Dec. 1-3 in New Orleans. High Output hp rpm

Medium Duty hp rpm

Continuous Duty hp rpm

CATERPILLAR MARINE POWER SYSTEMS

Ph: 800-321-7332; 309-578-6298 • Fax: 309-578-2559 P.O. Box 610 • Mossville, IL 61552 www.cat.com/en_US/products/new/by-industry/marine.html • https://marine.cat.com Cat 3056 6 365 3.94x5.0 — 42.05 30.6 31.5 1,312 — 185 @ 2,100 — — 205 @ 2,500 — — 125 @ 2,600 — Cat C7 TA 6 442 4.33x5.0 — 48.1 36.2 36.1 1,760 — 275 @ 2,400 250 @ 2,400 370 @2,600 315 @ 2,400 — Cat C7 (ACERT) 6 442 4.33x5.0 — 48.1 36.2 36.1 1,760 455 @ 2,800 — — Cat C9 6 538 4.41x5.87 — 47.2 38.3 38.7 2,086 503 @ 2,500 — — (ACERT TA) 567 @ 2,500 — — Cat C12 TA 12 732 5.1x5.9 — 62 38.1 39.5 2,588 570 @ 2,300 385 @ 1,800 340 @ 1,800 600 @ 2,300 454 @ 2,100 —

WB_DieselDirectory_2015_LINO.indd 40

www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/12/15 9:13 AM

Model Cyl.

Displacement Bore x (cu. in.) Stroke (in.)

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

High Output hp rpm

Medium Duty hp rpm

Continuous Duty hp rpm

490 @ 2,300 Cat C12 6 732 5.1x5.9 — 62 38.1 39.5 2,588 660 @ 2,300 — — (ACERT) TA 705 @ 2,300 — — Cat C15 6 — — — — — — 3,226 800 @ 2,300 — — (ACERT) TA 853 @ 2,300 — — Cat C18 TA 6 1,106 5.7x7.2 — 61.3 41.6 46.4 3,700- 873 @ 2,200 479 @ 1,800 340 @ 1,800 4,200 1,001 @ 2,300 385 @ 1,800 454 @ 1,800 — 553 @ 2,100 587 @ 1,800 — 600 @ 1,800 — — 671 @ 2,100 — — 715 @ 2,100 — Cat C18 6 1,106 5.7x7.2 — 62.6 44 46.5 3,700- 873 @ 2,200 553 @ 2,100 454 @ 1,800 (ACERT) TA, TTA 4,200 918 @ 2,100 670 @ 2,100 479 @ 1,800 1,001 @ 2,300 715 @ 2,100 600 @ 1,800 1,136 @ 2,300 — — Cat C32 (ACERT) 12 1,959 5.71x6.38 — 77.8 55.4 54.4 7,100- 1,600 @ 2,300*** 1,300 @ 2,100 660 @ 1,800*** — — 660 @ 1,600*** 7,300 1,700 @ 2,300*** 1,450 @ 2,300*** 750 @ 1,800*** — — 750 @ 1,600*** 1,800 @ 2,300*** 1,600 @ 2,300*** 850 @ 1,800*** — — 850 @ 1,600*** 1,900 @ 2,300*** 1,200 @ 1,800*** 950 @ 1,600 — 1,300 @ 1,800- 1,000 @ 1,800*** — 2,100*** — — 1,450 @ 2,300*** — — 1,600 @ 2,300*** — Cat 3508 TTA 8 2,105 6.7x7.5 — 81.8 67.1 71 11,499 1,150 @ 1,800 805 @ 1,300 705 @ 1,200 — 905 @ 1,600 855 @ 1,600 — 960 @ 1,800 855 @ 1,800 — 820 @ 1,300 — — 1,000 @ 1,800 — Cat 3508B TTA 8 2,105 6.7x7.5 — 90.9 67.1 71 10,181- 1,400 @ 1,880* 850 @ 1,200 775 @ 1,200 11,499 1,500 @ 1,925* 960 @ 1,600 855 @ 1,600 — 960 @ 1,800 855 @ 1,800 — 1,050 @ 1,600 1,000 @ 1,600 — 1,050 @ 1,800 1,000 @ 1,800 — 900 @ 1,200 — — 1,000 @ 1,600 — — 1,100 @ 1,800 — — 1,200 @ 1,685* — — 1,600 @ 1,600* — Cat 3508C TTA 8 2,107 6.7x7.5 — 83.4 67 72 10,935 — 850 @ 1,200 775 @ 1,200 — 900 @ 1,200 1,000 @ 1,600 — 1,050 @ 1,600 — — 1,100 @ 1,600 — Cat 3512 TTA 12 3,158 6.7x7.5 — 107 67.1 80.8 14,398- 1,750 @ 1,800 1,301 @ 1,200 1,207 @ 1,200 14,411 — 1,360 @ 1,600 1,280 @ 1,600 — 1,445 @ 1,800 1,280 @ 1,800 — 1,408 @ 1,200 — — 1,410 @ 1,600 — — 1,500 @ 1,800 — Cat 3512B TTA 12 3,158 6.7x7.5 — 121 70.2 82.3 14,398- 2,100 @ 1,880* 1,155 @ 1,200 1,100 @ 1,200 14,411 2,250 @ 1,925* 1,260 @ 1,200 1,280 @ 1,600 — 1,750 @ 1,600 1,300 @ 1,200 — 1,350 @ 1,200 1,500 @ 1,200 — — 1,800 — 1,360 @ 1,600 1,500 @ 1,800*** — 1,360 @ 1,800 1,500 @ 1,200 — 1,575 @ 1,600 1,675 @ 1,600 — 1,575 @ 1,800 1,810 @1,600 — 1,210 @ 1,200 — — 1,300 @ 1,200 — — 1,410 @ 1,600 — — 1,410 @ 1,800 — — 1,475 @ 1,200 — — 1,650 @ 1,600 — — 1,650 @ 1,800 — — 1,800 @ 1,785* — — 1,950 @ 1,835 * — — 1,800 @ 1,785* — — 1,810 @ 1,600** — — 2,012 @ 1,600** — Cat 3512B TTA 12 3,576 6.7x7.5 — 121 70.2 82.3 14,144- — 1,650 @ 1,600 1,500 @ 1,200 14,398 — — 1,800 — 1,911 @ 1,600 1,675 @ 1,600 — 1,850 @ 1,600 1,810 @ 1,600 — 2,012 @ 1,600 — Cat 3512C TTA 12 3,161 6.69x7.48 — 105.1 87.9 88.3 14,400- — 1,650 @ 1,800 1,280 @ 1,600 16,340 — 1,359 @ 1,600 1,300 @ 1,200 — 1,400 @ 1,200 1,400 @ 1,600 — 1,409 @ 1,600 1,500 @ 1,800 — 1,500 @ 1,600 — — 1,500 @ 1,200 — — 1,575 @ 1,800 — — 1,600 @ 1,600 — Cat 3512C TTA** 12 3,574 6.69x8.46 — 105.1 87.9 88.3 14,400- 2,541 @ 1,800** 1,600 @ 1,200** 1,500 @ 1,200** 16,340 2,551 @ 1,800** 1,700 @ 1,200 1,676 @ 1,600 — 1,749 @ 1,600** 1,810 @ 1,600** — 1,851 @ 1,600** — — 1,911 @ 1,600** — — 2,250 @ 1,800** — — 2,012 @ 1,600** — — 2,365 @ 1,800** — Cat 3512C HD 12 3,574 6.69x8.46 — 127.2 85 86.8 17,386 — 2,011 @ 1,600 1,810 @ 1,600 Tier 3 — 1,910 @ 1,600 1,501 @ 1,600 — 1,649 @ 1,600 1,340 @ 1,600

www.workboat.com • SEPTEMBER 2015 • WorkBoat

WB_DieselDirectory_2015_LINO.indd 41

8/12/15 9:13 AM

Model Cyl.

Displacement Bore x (cu. in.) Stroke (in.)

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

High Output hp rpm

— — — — — Cat 3516 TTA 16 4,210 6.7x7.5 — 145.3 67.1 80.8 17,699 2,200 @ 1,800 — — — — Cat 3516B TTA 16 4,210 6.7x7.5 — 146.7 80.8 82.3 17,185- 2,800 @ 1,880* 17,699 3,000 @ 1,925 — — — — — Cat 3516B TTA** 16 4,766 6.7x8.5 — 141.1 84.4 81.9 17,185- — 17,699 — — — Cat 3516C TTA** 16 4,765 6.69x8.46 — 125.4 84.3 84.6 17, 550- 3,386 @ 1,800** 19,025 2,816 @ 1,600 — — — — Cat 3516C TTA 16 4,211 6.69x7.48 — 148 84.3 84.6 17,550- — 19,025 — — Cat 3516C HD 16 4,765 6.69x8.46 — 125.7 89.9 87.6 19,454 3,385 @ 1,800 — — — — — Cat C280-6 6 6,773 11.0x11.8 — 158 71 108 34,496 — — Cat C280-8 8 9,031 11.0x11.8 — 195 71 104 41,800 — — Cat C280 12 TTA 12 13,546 11.0x11.8 — 182 80 134 57,276 — —

Medium Duty hp rpm

Continuous Duty hp rpm

1,575 @ 1,600 1,501 @ 1,800 1,649 @ 1,800 — 1,575 @ 1,800 — 2,366 @ 1,800 — 2,249 @ 1,800 — 1,676 @ 1,200 1,603 @ 1,200 1,810 @ 1,600 1,710 @ 1,600 1,920 @ 1,800 1,710 @ 1,800 1,750 @ 1,200 — 2,000 @ 1,800 — 1,750 @ 1,200 1,650 @ 1,200 2,100 @ 1,600 2,682 @ 1,925* 2,100 @ 1,800 2,000 @ 1,600 1,850 @ 1,200 2,000 @ 1,800 2,200 @ 1,600 2,000 @ 1,800*** 2,682 @ 1,600 — 2,400 @ 1,785* — 2,375 @ 1,600 1,875 @ 1,200 2,575 @ 1,600 2,260 @ 1,600 2,500 @ 1,600 2,447 @ 1,600 2,682 @ 1,600 — 2,375 @ 1,600 2,000 @ 1,600 2,575 @ 1,600 2,448 @ 1,600 3,004 @ 1,800 — 2,500 @ 1,600 — 2,682 @ 1,600 — 3,151 @ 1,800 — 1,750 @ 1,200 — 2,100 @ 1,600 — 1,850 @ 1,200 — 2,216 @1,600 — 2,681 @ 1,600 2,446 @ 1,600 2,574 @ 1,600 2,131 @ 1,600 2,346 @ 1,600 — 2,239 @ 1,600 — 3,150 @ 1,800 — 3,003 @ 1,800 — 2,548 @ 900 2,320 @ 900 2,722 @ 1,000 2,481 @ 1,000 3,393 @ 900 3,084 @ 900 3,634 @ 1,000 3,299 @ 1,000 5,096 @ 900 4,640 @ 900 5,444 @ 1,000 4,962 @ 1,000

UNCOMPROMISED

CONTROL

HT Series

Low Submergence Requirement Small Hull Penetrations Auxiliary Propulsion/ “Take Home” Capability Effective Thrust in Currents JT Series

Waterjet Bow/Stern Thrusters Up to 2,200HP

WB_DieselDirectory_2015_LINO.indd 42

Proudly Made in the USA!

www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/12/15 9:13 AM

WB_FULLS.indd 43

8/10/15 3:46 PM

Model Cyl.

Displacement Bore x (cu. in.) Stroke (in.)

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

High Output hp rpm

Medium Duty hp rpm

— — —

7,268 @ 1,000 6,785 @ 900 7,577 @ 1,000

Cat C280 16 TTA 16 18,062 11.0x11.8 — 224 80 134 62,832

Continuous Duty hp rpm

6,598 @ 1,000 6,169 @ 900 —

*Fuel consumption tolerence +5%. Reflects European standards. **High-displacement engine (HD). ***Wide operating speed range.

CATERPILLAR MARINE POWER SYSTEMS (MAK)

Ph: +49 (0) 40 2380-3000 • Fax: +49 (0) 40 2380-3535 Neumuehlen 9 • 22763 Hamburg, Germany https://marine.cat.com • E-mail: ju_marketing@CAT.com MaK 6 M 20 C 6 3,478 7.9x11.8 — 159.4 61.4 107.4 11,500 — MaK 6 M 25 C 6 7,505 7.9x11.8 — 210.4 88.2 148.5 23,500 MaK 6 M 32 C 6 14,155 12.6x18.9 — 234 93.3 169.8 39,500 MaK 6 M 43 C 6 32,398 16.9x24 — 234 93.3 169.8 — MaK 7 M 43 C 7 37,828 16.9x24 — 234 93.3 169.8 — MaK 8 M 20 C 8 4,576 7.9x11.8 — 190.9 66.7 113 14,500 MaK 8 M 25 C 8 9,945 10x15.7 — 247.6 90.4 154.2 30,000 MaK 8 M 32 C 8 18,853 12.6x18.9 — 281.5 85.8 172.1 108,027 MaK 8 M 43 C 8 43,258 16.9x24 — 281.5 85.8 172.1 251,327 MaK 9 M 20 C 9 — — — — — — 15,000 MaK 9 M 25 C 9 11,226 10x15.7 — 210.4 90.4 154.2 32,000 MaK 9 M 32 C 9 21,171 12.6x18.9 — 308.7 85.8 179.8 112,436 MaK 9 M 43 C 9 48,627 16.9x24 — 308.7 85.8 179.8 279,987 MaK 12 M 32 C 12 24,715 12.6x18.1 — — — — 143,301 MaK 12 M 43 C 12 64,857 16.9x24 — — — — 352,740 MaK 16 M 32 C 16 33,008 12.6x16.5 — 339.4 114.8 191.5 180,779 MaK 16 M 43 C 16 86,455 16.9x24 — 339.4 114.8 191.5 485,017

WB_DieselDirectory_2015_LINO.indd 44

— — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — —

1,390 @ 900 1,469 @ 900 1,550 @ 1,000 1,632 @ 1,000 2,370 @ 720 2,450 @ 750 2,856 @ 720 2,856 @ 750 2,720 @ 720 2,720 @ 750 3,920 @ 600 4,080 @ 600 7,344 @ 500 7,344 @ 514 8,160 @ 500 8,160 @ 514 8,568 @ 500 8,568 @ 514 9,520 @ 500 9,520 @ 514 9,996 @ 500 9,996 @ 514 1,850 @ 900 1,958 @ 900 2,070 @ 1,000 2,176 @ 1,000 3,160 @ 720 3,808 @ 720 3,808 @ 750 3,260 @ 750 3,630 @ 750 3,630 @ 720 5,220 @ 600 5,440 @ 600 9,792 @ 500 9,792 @ 514 10,880 @ 500 10,880 @ 514 11,424 @ 500 11,424 @ 514 2,082 @ 900 2,203 @ 900 2,326 @ 1,000 2,448 @ 1,000 3,550 @ 720 3,880 @ 720 3,670 @750 4,080 @ 720 4,080 @ 750 4,284 @ 720 4,284 @ 750 6,120 @ 600 5,880 @ 600 11,016 @ 500 11,016 @ 514 12,240 @ 500 12,240 @ 514 12,852 @ 500 12,852 @ 514 7,830 @ 720 8,160 @ 720 8,160 @ 750 8,650 @ 720 8,650 @ 750 9,139 @720 9,139 @ 750 14,688 @ 500 14,688 @ 514 16,320 @ 500 16,320 @ 514 17,136 @ 500 17,536 @ 514 10,880 @ 720 10,880 @ 750 10,445 @ 720 11,533 @720 11,533 @ 750 12,186 @ 720 12,186 @ 750 19,584 @ 500 19,584 @ 514 21,760 @ 500

www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/12/15 9:13 AM

Introducing Lubriplate®

ATB BIOBASED EP-2 GREASE An Environmentally Acceptable Lubricant (EAL) Designed To Protect Your Vessel, Your Equipment And The Environment. Meets U.S. EPA Vessel General Permit (VGP) Requirements Passes U.S. EPA Static Sheen Test 1617 Passes U.S. EPA Acute Toxicity Test LC-50 Ultimately Biodegradable (Pw1) Base Fluid – 75.2% LUBRIPLATE ATB Biobased EP-2 Grease was designed to outperform conventional products in a variety of marine applications. It has excellent water resistance, good oxidative stability and a high level of protection against rust and corrosion.

For Use On... • Articulated Tug Barge (ATB) Notch Interface • Coupler Ram and Drive Screws • Above Deck Equipment • Rudder Shafts • Wire Rope • Port Equipment and Cranes • Barges • Oil Platforms • Water Treatment and Hydroelectric Facilities VGP COMPLIANCE STATEMENT

LUBRIPLATE ATB BIOBASED EP-2 GREASE is an Environmentally Acceptable Lubricant (EAL) according to the definitions and requirements of the US EPA 2013 Vessel General Permit, as described in VGP Section 2.2.9

Sold In 120 lb Lined Drums

Newark, NJ 07105 / Toledo, OH 43605 / 1-800-733-4755 www.lubriplate.com / LubeXpert@lubriplate.com

WB_FULLS.indd 45

8/4/15 9:59 AM

Model Cyl.

Displacement Bore x (cu. in.) Stroke (in.)

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

High Output hp rpm

Medium Duty hp rpm

— — —

Continuous Duty hp rpm

21,760 @ 514 22,848 @ 500 22,848 @ 514

CUMMINS INC.

Ph: 800-DIESELS • Fax: 800-232-6393 4500 Leeds Ave. • Suite 301 • Charleston, SC 29405 marine.cummins.com • E-mail: wavemaster@cummins.com NTA855-M* 6 855 5.50x6.0 — 61.0 32.0 53.0 3,160 — — 325 @ 1,800 (Intermittent) — — 400 @ 1,800 KTA19-M3* 6 1,150 6.25x6.25 — 74.0 40.0 75.0 4,570 — — 500 @ 1,800 — — 530 @ 1,800 640 @ 1,800 — — KTA19-M3* 6 1,150 6.25x6.25 — 74.0 40.0 75.0 4,570 — — 600 @ 1,800 KTA19-M4 6 1,150 6.25x6.25 — 74.0 40.0 75.0 4,570 700 @ 2,100 — — QSK19-M** 6 1,150 6.25x6.26 — 79.0 38.0 74.0 4,825 750 @ 1,800 — 600 @ 1,800 760 @ 2,100 — 660 @ 1,800 800 @ 2,100 — 500 @ 1,800 — — 750 @ 1,800 — — 800 @ 2,100 KTA 38-M 12 2,300 6.25x6.25 — 84.0 58.0 82.0 9,300 — — 850 @ 1,800 — — 1,000 @ 1,800 — — 850 @ 1,800 KTA38-MO 12 2,300 6.25x6.25 — 84.0 58.0 82.0 9,300 — — 750 @ 1,600 — — 800 @ 1,800 — — 850 @ 1,800 KTA38-M1 12 2,300 6.25x6.25 — 84.0 58.0 82.0 9,300 1,100 @ 1,800 — 900 @ 1,600 — — 1,000 @ 1,800 KTA38-M2 12 2,300 6.25x6.25 — 84.0 58.0 82.0 9,300 1,350 @ 1,950 1,400 @ 1,950 (int.) 1,500 @ 2,050 — — 850 @ 1,800 KTA38-M2* 12 2,300 6.25x6.25 — 84 58 82 9,300 1,350 @ 1,900 — — KTA50-M2 16 3,067 6.25x6.25 — 106 62 89 11,389 1,600 @ 1,900 1,875 @ 1,950 1,400 @ 1,600* 1,700 @ 1,800 — — 1,800 @ 1,900* — KTA-M2* 16 3,067 6.25x6.25 — 106 62 89 11,389 1,800 @ 1,900 — 1,600 @ 1,800 QSK38-M1** 12 2,300 6.25x6.25 — 106 62 89 10,692 1,400 @ 1,600 — 1,000 @ 1,800 1,400 @ 1,800 1,300 @ 1,600 1,400 @ 1,900 1,300 @ 1,800 QSK50-M** 16 3,067 6.25x6.25 — 125 65 83 14,584 1,800 @ 1,800* — 1,600 @ 1,800* 1,800 @ 1,900* — 1,700 @ 1,800* QSK50-M1** 16 3,068 6.25x6.25 — 130 69 95 13,594 1,800 @ 1,600* — 1,700 @ 1,600** 1,800 @ 1,800** — 1,700 @ 1,800* 1,800 @ 1,900** — 1,800 @ 1,900 QSK60-M** 16 3,672 6.25x7.48 — 130 69 95 19,300 2,300 @ 1,900* 2,500 @ 1,900** 2,000 @ 1,600** — 2,700 @ 1,900* 2,000 @ 1,800* — — 2,200 @ 1,800** — — 2,680 @ 1,900** (Intermittent) — — 2,700 @ 1,900* (Intermittent QSB5.9-230 6 359 4.02x4.72 — 40.8 32.9 34.6 1,350 — 230 @ 2,600 — QSB5.9-305 6 359 4.02x4.72 — 40.8 32.9 34.6 1,350 — 305 @ 2,600 — QSB5.9-330 6 359 4.02x4.72 — 40.8 32.9 34.6 1,350 — 330 @ 2,600 — QSB5.9-355 6 359 4.02x4.72 — 40.8 32.9 34.6 1,350 — 355 @ 2,800 355 @ 1,800 QSC8.3-500 6 505 4.49x5.31 — 46.2 33.0 38.8 1,975 — 500 @ 2,600 — K38-M** 12 2,300 6.25x6.25 — 90.0 62.0 88.0 9,300 — — 1,000 @ 1,800 QSB6.7-230** 6 408 4.21x4.88 — 43.1 35.8 33.74 1,450 — — 227 @ 3,000 (Intermittent) QSB6.7-250** 6 408 4.21x4.88 — 43.1 35.8 33.74 1,450 247 @ 3,000 — — QSB6.7-305** 6 408 4.21x4.88 — 43.1 35.8 33.74 1,450 301 @ 2,600 — — QSB6.7-355** 6 408 4.21x4.88 — 43.1 35.8 33.74 1,450 — — 349 @ 3,000 (Intermittent) QSB6.7-380 6 408 4.21x4.88 — 43.1 35.3 33.74 1,450 — — 375 @ 3,000 (Intermittent) QSB6.7-425 6 408 4.21x4.88 — 43.1 35.3 33.74 1,450 — — 425 @ 3,300 (Intermittent) QSB6.7-480 6 408 4.21x4.88 — 43.1 35.3 33.74 1,450 — — 475 @ 3,300 (Gov. Service) QSB6.7-550 6 408 4.21x4.88 — 43.1 35.3 33.74 1,450 — — 542 @ 3,300 (Gov. Service) QSC8.3-500** 6 505 4.49x5.31 — 43.1 35.3 33.74 1,975 — — 493 @ 3,000 (Intermittent) QSC8.3-600 6 505 4.49x5.31 — 43.1 35.3 33.74 1,975 — — 592 @ 2,600 (Gov. Service) QSL9 290 6 542 4.49x5.71 — 46.2 33.2 42.8 2,000 326 @ 1,800* 400 @ 2,100* 285 @ 1,800* QSL 9 335 6 542 4.49x5.71 — 46.2 33.2 42.8 2,000 330 @ 1,800** — — QSL 9 410 6 542 4.49x5.71 — 46.2 33.2 42.8 2,000 — 405 @ 2,100 — QSM11-300* 6 661 4.92x5.79 — 52.3 43.5 39.9 2,620 — — 295 @ 1,800* QSM11-355* 6 661 4.92x5.79 — 52.3 42.5 40.9 2,620 — — 350 @ 1,800* QSM11-405* 6 661 4.92x5.79 — 52.3 42.5 40.9 2,610 400 @ 2,100 — — QSM 11-455* 6 661 4.92x5.79 — 52.3 42.5 40.9 2,620 — 450 @ 2,100 — QSM 11-610** 6 661 4.92x5.79 — 52.3 43.5 39.9 2,620 — — 602 @ 2,300 (Intermittent) QSM 11-670** 6 661 4.92x5.79 — 52.3 43.5 39.9 2,620 — — 661 @ 2,300 (Gov. Service) QSM 11-715** 6 661 4.92x5.79 — 52.3 43.5 39.9 2,620 — — 705 @ 2,500 (Gov. Service) PRIME POWER

WB_DieselDirectory_2015_LINO.indd 46

www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/12/15 9:14 AM

OUR MARITIME EXPERTS CAN HELP

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WB_FULLS.indd 47 CCB151031NY_1_Maritime_Tugboat_WorkboatMagV4.indd 1

8/4/15 9:59 AM 6/29/15 4:51 PM

Model Cyl.

Displacement Bore x (cu. in.) Stroke (in.)

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

6BT5.9-D(M) 6 359 4.02x4.75 — 40 24 47 940 QSB7-DM 6 408 4.21x4.88 — 50.5 37.5 39.1 1,561 QSM11-DM 6 661 4.92x5.79 — 58 43 41 2,464 6CTA8.3M 6 505 4.49x5.32 — 47 28 45 1,505 6CTA8.3-DM 6 505 4.92x5.79 — 58 43 41 1,545 NT855-DM 6 855 5.50x6.0 — 61 32 53 3,060 NTA855-DM 6 855 5.50x6.0 — 61 32 53 3,160 KTA19-DM 6 1,150 6.25x6.25 — 74.0 40.0 75.0 4,570 KTA19-DM1* 6 1,150 6.25x6.25 — 74.0 40.0 75.0 4,570 QSK19-DM** 6 1,150 6.25x6.25 — 79.0 38.0 74.0 4,825 VTA28-DM* 12 1,710 5.50x6.0 — 75.0 39.0 65.0 6,395 KTA38-DM 12 2,300 6.25x6.25 — 84 58 82 9,300 KTA38-DM1 12 2,300 6.25x6.25 — 84 58 82 9,300 QSK38-DM* 12 2,300 6.25x6.25 — 106 65 79 10,230 QSK38 DM1 12 2,300 6.25x6.25 — 90 62 88 11,973 KTA50-DM 16 3,067 6.25x6.25 — 106 62 89 11,973 KTA50-D(M1) 16 3,067 6.25x6.25 — 106 62 89 11,973 KTA50-D(M1)* 16 3,067 6.25x6.25 — 106 62 89 11,973 QSK50-DM 16 3,068 6.25x6.25 — 125 65 83 14,584 QSK60-DM 16 3,672 6.25x7.48 — 130 69 95 19,300 * IMO Tier II Certified ** EPA Tier 3 and IMO Tier II Certified

High Output hp rpm

Medium Duty hp rpm

Continuous Duty hp rpm

104 @ 1,500 122 @ 1,500 121 @ 1,800 150 @ 1,800 132 @ 1,800** 150 @ 1,800** 164 @ 1,500* 174 @ 1,800** 190 @ 1,800** 220 @ 1,500* 250 @ 1,800** 282 @ 1,800** 355 @ 1,500* 355 @ 1,800** 425 @ 1,800** 164 @ 1,500 188 @ 1,800 355 @ 1,500* 270 @ 1,800 252 @ 1,800 242 @ 1,800 220 @ 1,500 219 @ 1,500 280 @ 1,500 310 @ 1,500 325 @ 1,500 340 @ 1,800 355 @ 1,800 395 @ 1,800 450 @ 1,500 365 @ 1,800* 375 @ 1,500 380 @ 1,500* 410 @ 1,500 420 @ 1,800 480 @ 1,800 525 @ 1,800 450 @ 1,500 540 @ 1,500 600 @ 1,500 620 @ 1,800 680 @ 1,800 480 @ 1,500* 550 @ 1,500* 570 @ 1,800* 650 @ 1,800* 580 @ 1,500* 755 @ 1,800** 565 @ 1,500* 690 @ 1,800 750 @ 1,500* 750 @ 1,800 815 @ 1,800 850 @ 1,500 890 @ 1,500 1,030 @ 1,800 1,080 @ 1,500 1,085 @ 1,800 1,180 @ 1,500 1,220 @ 1,800 1,350 @ 1,800 1,000 @ 1,500 1,100 @ 1,800 1,180 @ 1,500* 1,300 @ 1,800* 1,400 @ 1,800 1,320 @ 1,500 1,320 @ 1,500** 1,400 @ 1,800 1,180 @ 1,500 1,206 @ 1,500 1,340 @ 1,800 1,350 @ 1,800 1,470 @ 1,500 1,635 @ 1,800 1,350 @ 1,500 1,530 @ 1,800 1,470 @ 1,500* 1,730 @ 1,800* 1,630 @ 1,500* 1,800 @ 1,800* 2,095 @ 1,500 2,547 @ 1,800

CUMMINS RECON PRODUCT LINE

Ph: 800-DIESELS • Fax: 843-745-1410 4500 Leeds Ave., Suite 301 • Charleston, SC 29405 cumminsengines.com/marine-recon • E-mail: wave.master@cummins.com MECHANICAL ENGINES

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Model Cyl.

Displacement Bore x (cu. in.) Stroke (in.)

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

High Output hp rpm

Medium Duty hp rpm

4BT3.9 4 239 4.02x4.72 — 30.7 27.7 30.4 932 — 150 @ 2,800 6BT5.9. 6 359 4.02x4.72 — 42.3 28.0 32.0 1,120 — 152 @ 2,500 6BT5.9 6 359 4.02x4.72 — 42.3 28.0 32.0 1,120 — 180 @ 2,800 6BT5.9 6 359 4.02x4.72 — 42.3 28.0 32.0 1,120 — — 6BT5.9 6 359 4.02x4.72 — 40.5 32.5 33.0 1,140 — — 6BTA5.9 6 359 4.02x4.72 — 40.5 32.5 33.0 1,140 — — 6BTA5.9 6 359 4.02x4.72 — 41.0 32.2 30.4 1,280 — — 6BTA5.9 6 359 4.02x4.72 — 41.0 32.2 30.4 1,280 — — 6BTA5.9 6 359 4.02x4.72 — 41.0 32.2 30.4 1,280 — — 6CTA8.3 6 505 4.49x5.31 — 45.7 35.8 36.3 1,885 — — 6CTA8.3 6 505 4.49x5.31 — 45.7 35.8 36.3 1,885 — — NTA855-M 6 855 5.5x6.0 — 77.8 36.8 62.9 3,150 — — ELECTRONIC ENGINES QSB5.9-230 6 359 4.02x4.72 — 40.8 32.9 34.6 1,350 — 230 @ 2,600 QSB5.9-305 6 359 4.02x4.72 — 40.8 32.9 34.6 1,350 — 305 @ 2,600 QSB5.9-330 6 359 4.02x4.72 — 40.8 32.9 34.6 1,350 — 330 @ 2,600 QSB5.9-355 6 359 4.02x4.72 — 40.8 32.9 34.6 1,350 — 355 @ 2,800 QSC8.3-500 6 505 4.49x5.31 — 46.2 33.0 38.8 1,975 — — QSM11-300 6 661 4.92x5.79 — 52.3 42.5 40.9 2,610 — — QSM11-355 6 661 4.92x5.79 — 52.3 42.5 40.9 2,610 — — QSM11-405 6 661 4.92x5.79 — 52.3 42.5 40.9 2,610 — 405 @ 2,100 QSM11-455 6 661 4.92x5.79 — 52.3 42.5 40.9 2,610 — 455 @ 2,100 QSM11-610 6 661 4.92x5.79 — 52.3 43.5 39.9 2,620 — 610 @ 2,300 * IMO Tier II Certified. **EPA Tier 3 and IMO Tier II Certified.

Continuous Duty hp rpm

155 @ 2,800 (Intermittent) — — 210 @ 2,600 (Intermittent) 220 @ 2,600 (Intermittent) 260 @ 2,600 (Intermittent) 270 @ 2,800 (Intermittent) 315 @ 2,800 (Intermittent) 330 @ 2,800 (Intermittent) 430 @ 2,600 (Intermittent) 450 @ 2,600 (Intermittent) 350 @ 1,800

— — — 355 @ 1,800 500 @ 2,600 (Intermittent) 300 @ 1,800 355 @ 1,800 — — —

JOHN DEERE POWER SYSTEMS

Ph: 800-JDENGINE • Fax: 319-292-5075 3801 W. Ridgeway Ave. • Waterloo, IA 50704 www.deere.com/marine 4045DFM70 4045TFM75 4045AFM85 4045TFM85 6068SFM50 6068SFM75 6068AFM75 6068AFM85 6068TFM50 6068TFM75 6068SFM85 6090AFM75 6090SFM75 6090AFM85 6090SFM85 6135AFM85 6135SFM85

4 4 4 4 6 6 6 6 6 6 6 6 6 6 6 6 6

276 276 276 276 414 414 414 414 414 414 414 548 548 548 548 824 824

4.20x5.00 4.20x5.00 4.21x5.00 4.19x5.00 4.19x5.00 4.20x5.00 4.19x5.00 4.21x5.00 4.19x5.00 4.20x5.00 4.17x5.00 4.60x5.40 4.66x5.35 4.65x5.35 4.65x5.35 5.20x6.50 5.20x6.50

w/o w/o w/o w/o w/o w/o w/o w/o w/o w/o w/o w/o w/o w/o w/o w/o w/o

29.8 29.4 29.6 28.1 41.3 40.7 40.7 40.7 39.5 39.5 40.7 51.1 50.9 51.1 50.9 51.8 52.6

26.6 32.6 30.3 30.3 34.4 35.7 33.6 33.6 32.6 32.6 35.7 36.9 38.4 36.9 38.4 42.3 38.4

35.4 34.7 38 35.9 34.7 35.9 35.9 35.9 34.7 34.7 35.9 37.5 38.7 37.5 38.7 45.9 45

963 1,019 1,274 1,117 1,710 1,682 1,732 1,732 1,609 1,609 1,682 2,229 2,350 2,229 2,350 3,300 3,363

— 135 @ 2,600 225 @ 2,600 — 300 @ 2,600 400 @ 2,800 330 @ 2,600 330 @ 2,600 225 @ 2,600 201 @ 2,600 400 @ 2,800 425 @ 2,400 550 @ 2,500 425 @ 2,400 550 @ 2,500 575 @ 2,100 750 @ 2,200

80 @ 2,500 121 @ 2,500 200 @ 2,500 125 @ 2,500 236 @ 2,600 321 @ 2,600 300 @ 2,500 300 @ 2,500 200 @ 2,500 178 @ 2,500 321 @ 2,600 375 @ 2,300 425 @ 2,300 375 @ 2,300 425 @ 2,300 500 @ 2,000 575 @ 2,000

— 107 @ 2,400 160 @ 2,300 100 @ 2,400 — 249 @ 2,400 230 @ 2,300 230 @ 2,300 154 @ 2,300 158 @ 2,400 249 @ 2,400 285 @ 2,100 325 @ 2,100 285 @ 2,100 325 @ 2,100 365 @ 1,800 425 @ 1,800

DEUTZ CORPORATION MOTOR-SERVICES HUGO STAMP INC.

Ph: 954-763-3660 • Fax: 954-713-0435 3190 SW 4th Ave. • Fort Lauderdale, FL 33315 www.mshs.com • E-mail: torsten.schmitt@mshs.com BF4M1013M 4L 290.47 4.2x5.1 — 44.3 22.2 46.7 1,102 — 127 @ 2,300 97 @ 1,900 — — 109 @ 2,300 BF4M1013MC 4L 290.47 4.2x5.1 — 44.3 22.2 46.7 1,213 — 158 @ 2,300 119 @ 1,900 — — 137 @ 2,300 — — 145 @ 1,900 BF6M1013M 6L 436.32 4.2x5.1 — 55.4 33.5 47.1 1,433 — 173 @ 2,300 165 @ 2,300 — — 174 @ 1,900 BF6M1013MC 6L 436.32 4.2x5.1 — 55.4 33.5 47.1 1,543 — 233 @ 2,300 198 @ 2,300 — — 189 @ 1,800 BF6M1013MCP 6L 436.32 4.2x5.1 — 55.4 33.5 47.1 1,543 — 261 @ 2,300 223 @ 2,300 BF6M1015M 6V 726.79 5.2x5.7 — 54.3 51.8 45.6 2,381 — — 272 @ 1,800 — 322 @ 2,100 287 @ 2,100 BF6M1015MC 6V 726.79 5.2x5.7 — 58.3 51.8 44.8 2,602 — — 332 @ 1,800 — 402 @ 2,100 350 @ 2,100 — — 365 @ 1,800 — 450 @ 2,100 385 @ 2,100 BF8M1015MC 8V 968.45 5.2x5.7 — 64.9 52.5 41.6 3,043 — — 442 @ 1,800 — 536 @ 2,100 466 @ 2,100 — — 488 @ 1,800 — 600 @ 2,100 513 @ 2,100 TCD 2015M V6 6V 726.18 5.2x5.7 — 59.5 51.8 44.9 2,909 — 476 @ 1,800 428 @ 1,800 — 489 @ 1,900 445 @ 1,900 — 489 @ 2,100 445 @ 2,100

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8/12/15 9:14 AM

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Model Cyl.

Displacement Bore x (cu. in.) Stroke (in.)

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

TCD 2015M V8 8V 970.27 5.2x5.7 — 67.1 52.4 44.9 3,394

High Output hp rpm

Medium Duty hp rpm

— — —

666 @ 1,800 680 @ 1,900 680 @ 2,100

Continuous Duty hp rpm 598 @ 1,800 612 @ 1,900 612 @ 2,100

ELECTRO-MOTIVE DIESEL INC.

Ph: 708-387-6081 • Fax: 708-387-5845 9301 W. 55th St. • La Grange, IL 60525 progressrail.com/powerproducts • E-mail: grwest@progressrail.com EMD 710 Series Max Continuous Continuous 8 E 23 8 710 9-1/16x11 — 115 75 102 28,700 — 2,200 @ 900 2,000 @ 900 8 E 23* 8 710 9-1/16x11 — 115 75 102 28,700 — 2,500 @ 900 2,500 @ 900 12 E 23 12 710 9-1/16x11 — 150 75 108 39,000 — 3,300 @ 900 3,000 @ 900 16 E 23 16 710 9-1/16x11 — 188 75 108 46,000 — 4,400 @ 900 4,000 @ 900 20 E 23 20 710 9-1/16x11 — 222 75 117 52,800 — 5,500 @ 900 5,000 @ 900 * Special Marine Rating — see EMD for details.

FAIRBANKS MORSE ENGINE Ph: 608-364-8054 701 White Ave. • Beloit, WI 53511 www.fairbanksmorse.com

FM-MAN 9 — 10.6x15.0 — 252 82 143 90,388 L27/28 Opposed Piston 12 — 8.1x10.0 — 365 130 130 85,979 38D 8 1/8 FM/ALCO 251 F 18 — 9.0x10.5 — 412 106 137 94,797 Colt-Pielstick 20 — 11.0x13.0 — 443 78 142 171,958 PA6B FM-MAN L, 18 — 12.6x15.7 — 337 147 167 189,595 V 32/40 FM-MAN 9 — 15.7x21.3 — 394 111 172 213,846 L 40/54 Colt-Pielstick 20 — 11.0x13.0 — 315 104 135 90,388 PA6B STC FM-MAN 20 — 11.0x13.8 — 265 76 133 108,245 28/33D Plus Colt-Pielstick 18 — 15.7x18.1 — 357 149 148 200,618 PC2.5 STC FM-MAN L, 18 — 18.9x23.6 — 507 217 195 582,014 V 48/60B Colt-Pielstick 20 — 15.7x19.7 — 466 157 188 308,644 PC2.6B FM-MAN 9 — 22.8x25.2 — 496 139 202 478,398 L 58/64 Colt-Pielstick 18 — 22.4x26.0 — 413 224 252 727,518 PC4 2B

—

4,100 @ 800

—

4,416 @ 900

— —

4,008 @ 1,100 9,380 @ 900

—

11,592 @ 750

—

8,694 @ 550

—

10,860 @ 1,050

—

13,420 @ 1,000

—

11,700 @ 520

—

24,120 @ 500

—

20,100 @ 600

—

16,776 @ 428

—

31,986 @ 430

FIAT POWERTRAIN TECHNOLOGIES MOTOR-SERVICES HUGO STAMP INC.

Ph: 954-763-3660 • Fax: 954-713-0435 3190 SW 4th Ave. • Fort Lauderdale, FL 33315 www.mshs.com • E-mail: torsten.schmitt@mshs.com N67 570 6 6.7 4.09x5.19 — 42.9 30.7 31.8 1,433 570 @ 3,000 — — (NEF 570) — 450 @ 3,000 — — 500 @ 3,000 — C87 620 6 8.7 4.61x5.31 — 50.6 30.7 37.8 2,072 620 @ 2,530 550 @ 2,530 — (C 620) — 500 @ 2,530 — — 450 @ 2,530 — C87 650 (C 650) 6 8.7 4.61x5.31 — 50.6 30.7 37.8 2,072 650 @ 2,530 — — C87 380 6 8.7 4.53x4.92 — 61.2 37.0 37.1 2,072 — — 410 @ 2,000 (C 380) — — 380 @ 2,000 — 450 @ 2,530 — C13 500 (C 500) 6 12.9 5.31x5.91 — 71.4 40.1 41.6 2,965 — — 500 @ 2,000 — — 520 @ 2,000 C13 825 6 12.9 5.31x5.91 — 73.5 41.7 43.9 3,086 825 @ 2,400 — — (C 825) 750 @ 2,400 — — 650 @ 2,400 — — 600 @ 2,400 — — EPA Tier 3 compliant for commercial applications

FNM MARINE DIESEL ENGINES MOTOR-SERVICES HUGO STAMP INC.

Ph: 800-856-9639 • Fax: 586-268-9320 Ph: 954-763-3660 • Fax: 954-713-0435 35418 Mound Road • Sterling Heights, MI 48310 3190 SW 4th Ave. • Fort Lauderdale FL 33315 www.fnmmarinenorthamerica.com www.nshs.com • E-mail: torsten.schmitt@mshs.com HPE 110 4 76.16 2.7x3.2 — 22.0 18.1 26.1 392 110 @ 4,000 — — 110 @ 4,400 — — HPE 110 4 76.16 2.7x3.2 — — — — — 110 @ 4,000 — — 110 @ 4,400 — — HPE 135 4L — — — — — — 391 135 @ 4,000 — 100 @ 4,000

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8/12/15 9:14 AM

TOP 10 REASONS TO ATTEND Highlights of WMTC 2015: 10. Over 225 technical papers and presentations from SNAME and the other 20 organizing Societies. 9. Panel Sessions focused on Ballast Water Treatment and Human Factors in the Maritime Industry. 8. Networking receptions and off-site events. 7. Topical Breakfasts and Lunches. 6. Internationally-focused Expo covering all reaches of the maritime industry. 5. Innovative Sessions showcasing technical advances and new products. 4. Student and Young Professionals Programs to connect the global mari time community of the future. 3. SNAME Cup Sailing Regatta and SNAME Annual Golf Tournament. 2. SNAME Annual Banquet and Awards Lunch to recognize leaders both young and old. And the number one reason to attend? 1. A repeated history of excellence in its week-long program.

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Model Cyl.

Displacement Bore x (cu. in.) Stroke (in.)

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

High Output hp rpm

Medium Duty hp rpm

135 @ 4,400 — HPE 135 4 76.16 2.7x3.2 — — — — — — — HPE 205 4 119.36 3.3x3.6 — 29.7 27.2 27.4 639 200 @ 4,100 170 @ 4,100 — 140 @ 4100 HPEP 205 4 119.36 3.3x3.6 — — — — — 225 @ 4,000 — HPE 225 4 145.66 3.2x3.6 — 35 29 30.1 639 225 @ 4,000 — HPEP 225 4 145.66 3.2x3.6 — 61.3 22.5 37.5 639 225 @ 4,000 — HPE 250 5 119.36 3.3x3.6 — 35.0 29.0 30.1 639 250 @ 4,200 225 @ 4,200 — 150 @ 4,200 HPEP 250 5 145.66 3.2x3.6 — — — — — 250 @ 4,000 — HPE 300 4L 183.3 — — — — — 705 295 @ 4,000 — — — — — HPEP 300 4 182.84 3.8x4.1 — — — — — 295 @ 4,000 — HPE 300

182.84

3.8x4.1

—

Continuous Duty hp rpm

80 @ 4,000 60 @ 4,000 — — — — — — — — — 130 @ 4,000 180 @ 4,000 130 @ 4,000 — —

Most Ratings Available EPA Tier 3 Manufactured in Italy

GE MARINE

Ph: 814-875-5048 • Fax: 814-420-1805 2901 East Lake Road • Erie, PA 16531 www.getransportation.com/marine 8V228 8 5,344 9.0x10.5 — 156.0 80.0 109.0 30,135 2,250 @ 1050 — 2,045 @ 1,050 2,143 @ 1,000 — 1,948 @ 1,000 1,928 @ 900 — 1,753 @ 900 12V228 12 8,016 9.0x10.5 — 185.0 84.0 109.0 41,760 3,375 @ 1,050 — 3,070 @ 1,050 3,214 @ 1,000 — 2,922 @ 1,000 2,893 @ 900 — 2,630 @ 900 16V228 16 10,688 9.0x10.5 — 219.0 87.0 118.0 48, 585 4,510 @ 1,050 — 4,100 @ 1,050 4,286 @ 1,000 — 3,896 @ 1,000 3,857 @ 900 — 3,506 @ 900 12V250 12 11,404 9.8x12.6 — 189.0 97.0 126.0 51,600 4,021 @ 900 — 3,655 @ 900 4,466 @ 1,000 — 4,060 @ 1,000 4,692 @ 1,050 — 4,265 @ 1,050 (EPA Tier 4i/ 12 11,404 9.8x12.6 — 208.0 106.0 143.0 56,317 4,224 @ 900 — — IMO Tier III) 4,694 @ 1,000 — — 16V250 16 15,207 9.8x12.6 — 224.0 97.0 129.0 68,000 5,357 @ 900 — 4,870 @ 900 5,957 @ 1,000 — 5,415 @ 1,000 6,254 @ 1,050 — 5,685 @ 1,050 (EPA Tier 4i/ 16 15,207 9.8x12.6 — 247.0 106.0 147.0 70,195 5,632 @ 900 — — IMO Tier III) 6,249 @ 1,000 — — 6L250MDA 6 5,702 9.8x12.6 — 202.0 77.0 116.0 38,182 2,210 @ 900 — 2,009 @ 900 2,455 @ 1,000 — 2,232 @ 1,000 2,578 @ 1,050 — 2,344 @ 1,050 (EPA Tier 3) 6 5.702 9.8x12.6 — 185.0 79.0 111.0 43,876 2,280 @ 900 — — 2,548 @ 1,000 — — 8L250MDC 8 7,603 9.8x12.6 — 235.0 80.0 132.0 45,980 2,947 @ 900 — 2,679 @ 900 3,274 @ 1,000 — 2,976 @ 1,000 3,438 @ 1,050 — 3,125 @ 1,050 (EPA Tier 3) 8 7,603 9.8x12.6 — 219.0 77.0 115.0 46,885 2,679 @ 900 — — (EPA Tier 4/ 8 7,603 9.8x12.6 — 219.0 79.0 111.0 51,491 3.017 @ 900 — — IMO Tier III) 3,353 @ 1,000 — —

ISUZU MOTORS AMERICA INC.

Ph: 248-497-3902 • Fax: 985-876-0575 46401 Commerce Center Dr. • Plymouth, MI 48170 www.isuzuengines.com • E-mail: bob.links@isza.com UM6HK1WMAB2 6 476 4.52x4.92 w/o 56.89 38.93 23.25 1,676 — — 300 @ 2,400 UM6HK1WMAB3 6 476 4.52x4.92 w/o 56.89 38.93 23.25 1,676 — 350 @ 2,500 — UM6WG1TCAA1 6 958 5.79x6.06 w/o 74.68 35.5 52.91 3,219 — — 505 @ 1,800 UM6WG1TCAA2 6 958 5.79x6.06 w/o 74.68 35.5 52.91 3,220 — 650 @ 2,100 — UM6WG1WMAB1 6 958 5.79x6.06 w/o 74.68 35.5 52.91 3,220 — — 505 @ 1,800 UM6WG1WMAB2 6 958 5.79x6.06 w/o 74.68 35.5 52.91 3,220 — 600 @ 2,000 — UM6WG1WMAB3 6 958 5.79x6.06 w/o 74.68 35.5 52.91 3,220 — 671 @ 2,100 — EXPORT MODELS UM4BG1TCX UM6BG1TCX UM6HE1TCX UM6SD1TCX

4 6 6 6

262 305 439 579

3.94x4.13 4.13x4.92 4.33x4.92 4.63x5.71

w/o w/o w/o w/o

50.51 52.87 56.89 59.75

23.85 24.78 26.9 30.31

37.04 38.11 41.10 46.81

1,160 1,521 1,598 2,283

— — — —

200 @ 2,800 282 @ 2,700 344 @ 2,800 374 @ 2,300

— — — —

• None of the above engines are EPA Tier 3 rated; therefore they are for sale outside of the U.S.

MAN ENGINES & COMPONENTS INC. Ph: 800-MAN-2842 • Fax: 954-946-9098 591 S.W. 13th Terrace • Pompano Beach, FL 33069-3520 www.man-mec.com • E-mail: mec.info@man.eu D2866LXE40

WB_DieselDirectory_2015_LINO.indd 54

—

2,249

—

258 @ 1,800

www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/12/15 9:14 AM

The International WorkBoat Show is the only solution that can connect you to the best resources in the maritime industry all in one convenient location. With over 1,000 exhibitors and thousands of innovative products, you’ll be able to meet and negotiate face to face with colleagues and suppliers to find the new ideas that bring in business and save you money.

Save $50! Register before the show using promo code: WBMAG and receive FREE* admission to the exhibit hall and keynotes.

workboatshow.com

DECEMBER 1-3, 2015 // NEW ORLEANS Morial Convention Center, Halls A, B, C, D & E To exhibit contact: Chris Dimmerling | cdimmerling@divcom.com Produced by

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8/5/15 4:44 PM 8/4/15 11:10 AM

Model Cyl.

Displacement Bore x (cu. in.) Stroke (in.)

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

High Output hp rpm

Medium Duty hp rpm

_ 400 @ 2,100 D2876LE402 6 — — — — — — 2,844 — 560 @ 2,100 D2876LE403 6 — — — — — — 2,557 — — D2876LE406 6 — — — — — — 2,557 — — D2876LE407 6 — — — — — — 2,557 — — R6-730 6 — — — — — — 2,877 730 @ 2,300 — R6-800 6 — — — — — — 2,877 800 @ 2,300 — V8-900 8 — — — — — — 3,450 900 @ 2,300 — V8-1000 8 — — — — — — 3,924 1,000 @ 2,300 — V8-1200 8 — — — — — — 4,134 1,200 @ 2,300 — D2842LE405 12 — — — — — — 3,946 — — D2842LE410 12 — — — — — — 4,101 — 1,019 @ 2,100 D2842LE412 12 — — — — — — 3,946 — — D2842LE419 12 — — — — — — 3.946 — — D2868LE424 8 — — — — — — 3,968 — — D2862LE424 12 — — — — — — 5,004 — — D2862LE434 12 — — — — — — 5,004 — — D2848LE422 8 — — — — — — 3,450 — 750 @ 2,100 D2868LE425 8 — — — — — — 3,968 — 800 @ 2,100 D2862LE425 12 — — — — — — 5,004 — 1,019 @ 2,100 D2862LE435 12 — — — — — — 5,004 — 1,200 @ 2,100 D2862LE466 12 — — — — — — 5,004 — 1,400 @ 2,100 V12-1360 12 — — — — — — 4,134 1,360 @ 2,300 — V12-1400 12 — — — — — — 5,004 1,400 @ 2,300 — V12-1550 12 — — — — — — 5,004 1,550 @ 2,300 — V12-1800 12 — — — — — — 5,214 1,800 @ 2,300 —

Continuous Duty hp rpm

379 @ 1,800 — — 450 @ 1,800 381 @ 1,800 490 @ 1,800 — — — — — 900 @ 2,100 — 800 @ 1,800 598 @ 1,800 600 @ 1,800 900 @ 1,800 749 @ 1,800 — — — — — — — — —

* All engines listed are high-speed, turbocharged and intercooled. * All Continuous (Light Duty) engines are electronically controlled. All others are mechanical. * All Medium and High Output (Heavy Duty) engines are available outside the U.S. only.

MITSUBISHI ENGINE NORTH AMERICA

Ph: 630-268-0750 • Fax: 630-268-9293 1250 Greenbriar Drive • Suite 1250 • Addison, IL 60101 www.mitsubishi-engine.com S6A3-Y2MPTK 6 1,133 5.91x6.88 — 64.4 36 54 4,190 — — S6A3-Y3MPTK** 6 1,133 5.91x6.89 — 64 41 60 4,100 — — S6B3-Y2MPTA 6 891 5.31x6.69 — 60.59 37 52.36 2,889 — — S6-Y3MPTAW** 6 891 5.31x6.69 — 60.6 40 52.4 2,889 — — S6R-Y1MPTA 6 1,496 6.69x7.09 — 71 44 63.5 6,130 764 @ 1,800 650 @ 1,650 S6R-Y1MPTK 6 1,496 6.69x7.09 — 71 44 63.5 6,240 811 @ 1,800 697 @ 1,650 S6R2-Y1MPTA 6 1,828 6.69x8.66 — 71.3 44 66.7 6,417 757 @ 1,500 657 @ 1,400 S6R2-Y1MPTK 6 1,828 6.69x8.67 — 71.3 44 66.8 6,527 818 @ 1,500 710 @ 1,400 S6R2-Y3MPTAW** 6 1,828 6.69x8.66 — 70.03 44.40 63.26 6,527 — — S6R-Y2MPTK 6 1,828 6.69x7.09 — 71.3 44 66.7 6,527 — — S6R-Y3MPTAW** 6 1,496 6.69x7.09 — 70.03 44.4 63.2 6,240 — — S12A2-Y1MPTA 12 2,071 5.91x6.30 — 78.8 56.7 63.7 7,453 1,040 @ 2,100 940 @ 2,000 S12A2-Y1MPTK 12 2,071 5.91x6.30 — 90 56.5 63.7 8,203 1,150 @ 2,100 1,040 @ 2,000 S12A2-Y2MPTK 12 2,071 5.91x6.30 — 90 56.5 63.7 8,203 — — S12R-Y1MPTA 12 2,992 6.69x7.09 — 93.5 59.5 68.6 11,532 1,528 @ 1,800 1,300 @ 1,650 S12R-Y1MPTK 12 2,992 6.69x7.09 — 93.5 59.5 68.6 11,731 1,622 @1,800 1,394 @ 1,650 S12R-Y2MPTK 12 2,992 6.69x7.09 — 93.5 59.5 68.6 11,731 — — S12R-Y3MPTAW** 12 2,992 6.69x7.09 — 116 56.5 80 11,731 — — S12R-Y3MPTAW** 12 2,992 6.69x7.08 — 116 116 80 11,731 — — S16R-Y1MPTA 16 3,989 6.69x7.09 — 115 59 77 14,685 2,038 @ 1,800 1,729 @ 1,650 S16R-Y1MPTK 16 3,989 6.69x7.09 — 115 59 77 14,950 2,158 @ 1,800 1,850 @ 1,650 S16R-Y3MPTAW** 16 3,989 6.69x7.09 — 115.9 59.8 27.17 14,950 — —

483 @ 1,840 543 @ 1,840 429 @ 2,000 429 @ 2,000 590 @ 1,600 630 @ 1,600 597 @ 1,350 643 @ 1,350 803 @ 1,400 630 @ 1,600 630 @ 1,600 850 @ 1,940 940 @ 1,940 940 @ 1,940 1,180 @ 1,600 1,260 @ 1,600 1,260 @ 1,600 1,100 @ 1,600 1,260 @ 1,600 1,568 @ 1,600 1,676 @ 1,600 1,675 @ 1,600

* Engines listed under HIGH OUTPUT are actually LIGHT DUTY. ** Tier 3 Marine Engines.

MOTEURS BAUDOUIN MOTOR-SERVICES HUGO STAMP INC.

Ph: 954-763-3660 • Fax: 954-713-0435 3190 SW 4th Ave. • Fort Lauderdale, FL 33315 www.mshs.com • E-mail: torsten.schmitt@mshs.com 6M26.3 6L — — — — — — 3,935 12M26.3 12V — — — — — — 7,088 C87 620 6 8.7 4.61x5.31 — 50.6 30.7 37.8 2,072 (C 620) C87 650 (C 650) 6 8.7 4.61x5.31 — 50.6 30.7 37.8 2,072 C87 380 6 8.7 4.53x4.92 — 61.2 37.0 37.1 2,072 (C 380) C13 500 (C 500) 6 12.9 5.31x5.91 — 71.4 40.1 41.6 2,965 C13 825 6 12.9 5.31x5.91 — 73.5 41.7 43.9 3,086 (C 825)

— — — — — — — — 620 @ 2,530 — — 650 @ 2,530 — — — — — 825 @ 2,400 750 @ 2,400 650 @ 2,400 600 @ 2,400

— — — — — — — — 550 @ 2,530 500 @ 2,530 450 @ 2,530 — — — 450 @ 2,530 — — — — — —

600 @ 1,800 700 @ 2,000 750 @ 2,100 815 @ 2,100 600 @ 1,800 700 @ 2,000 750 @ 2,100 815 @ 2,100 — — — — 410 @ 2,000 380 @ 2,000 — 500 @ 2,000 520 @ 2,000 — — — —

WB_DieselDirectory_2015_LINO.indd 56

www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/12/15 9:14 AM

Model Cyl.

Displacement Bore x (cu. in.) Stroke (in.)

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

High Output hp rpm

Medium Duty hp rpm

Continuous Duty hp rpm

MTU MTU — COMMERCIAL MARINE OPERATIONS Ph: 248-560-8000 • Fax: 248-560-8001 Ph: 504-467-8000 • Fax: 504-467-3811 39525 Mackenzie Drive • Novi, MI 48377 125 Mallard St. • St. Rose, LA 70087 www.mtu-online.com • E-mail: jeff.sherman@mtu-online.com www.mtu-online.com/mtu/applications/commercial-marine/ Intermittent Intermittent Continuous Maximum Series 60** 6 855 5.24x6.61 — 72.4 40.7 46.0 3,525 S60** 6 855 5.24x6.61 — 72.25 41.1 46.0 3,525 S60** 6 — — — 80.0 39.0 45.0 3,600 Series 2000** 8V2000M61 8 973 5.1x5.9 — 55.0 45.0 47.0 — 8V2000 M72 8 1,093 5.3x6.1 — 53.9 44.5 47.2 4,365 8V2000 M84 8 1,093 5.3x6.1 — 53.9 44.5 47.2 4,365 10V2000 M84 10 1,361 5.3x6.1 — 63.0 44.5 48.7 4,938 10V2000 M72 10 1,361 5.3x6.1 — 63.0 44.5 48.7 4,938 12V2000 M61 12 1,458 5.1x5.9 — 74.4 56.1 50.8 5,985 12V2000 M72 12 1,361 5.3x6.1 — 74.8 50.9 54.2 6,195 12V2000 M84 12 1,361 5.3x6.1 — 74.8 50.9 54.2 6,195 16V2000 M61 16 1,944 5.1x5.9 — 88.8 55.0 50.8 7,121 16V2000 M70 16 1,944 5.1x5.9 — 88.8 55.0 50.8 7,121 16V2000 M72 16 2,179 5.3x6.1 — 91.1 50.9 55.0 7,452 16V2000 M84 16 2,179 5.3x6.1 — 91.1 50.9 55.0 7,452

— — — — — — 475 @ 2,100 500 @ 1,800 535 @ 2,100 600 @ 2,100 625 @ 2,300 740 @ 2,300 800 @ 2,300 825 @ 2,300

— — — — — — — — — — — — — —

350 @ 1,800 375 @ 1,800 400 @ 1,800 425 @ 1,800 450 @ 1,800 475 @ 1,800 — — — — — — — —

— — 1,360 @ 2,450 1,360 @ 2,450 — — — 1,635 @ 2,450 — 1,800 @ 2,300 — 2,180 @ 2,450

— 965 @ 2,250 — — 1,205 @ 2,250 — 1,450 @ 2,250 — — 1,410 @ 2,100 1,930 @ 2,250 —

535 @ 1,800 — — — — 805 @ 1,800 — — 1,070 @ 1,800 — — —

Series 4000 8V4000M5R 8 2,331 6.7x8.3 — 80.3 63.6 81.1 12,522 — — 1,000 @ 1,600 8V4000 M54 8 2,331 6.7x8.3 — 80.3 63.6 81.1 12,522 — — 1,200 @ 1,800 8V4000 M245 8 2,331 6.7x8.3 — 80.3 63.6 86.4 12,522 — — 895 (kw) @ 1,800 (3a 60Hz) 12V4000 M54 12 3,491 6.7x8.3 — 99.2 72.8 81.7 17,086 — — 1,600 @ 1,800 12V4000 M64 12 3,491 6.7x8.3 — 99.2 72.8 81.7 17,086 — — 1,875 @ 1,800 12V4000 245 12 3,491 6.7x8.3 — 99.2 72.8 86.0 17,086 — — 1,195 (kW) @ 1,800 (3A 60Hz) 12V4000 345 12 3,491 6.7x8.3 — 99.2 72.8 86.0 17,086 — — 1,399 (kW) @ 1,800 (38 60Hz) Series 4000*** 16V4000 M54 16 4,656 6.7x8.3 — 117.7 72.8 81.5 19,489 — — 2,260 @ 1,800 16V40000 M64 16 4,656 6.7x8.3 — 117.7 72.8 81.5 19,489 — — 2,680 @ 1,800 16V4000 245 16 4,656 6.7x8.3 — 117.7 72.8 85.8 19,489 — — 1,685 (kW) @ 1,800 (3A 60 Hz) 16V4000 345 16 4,656 6.7x8.3 — 117.7 72.8 85.8 19,489 — — 1,999 (kW) @ 1,800 (38 60Hz) ** Available as EPA Tier 2 and IMO Tier II only *** Available as EPA Tier 3 and IMO Tier II Series 4000 ratings — please consult your selling distributor for additional ratings and EPA Tier 4-certified engines not listed above. Dimensions listed here should NOT be used for installation purposes. Consult installation drawings. All weights listed are dry. Rating Conditions: Series 60: j1128, all other series: ISO 8665 Rating Definitions: • Continuous 1A (All Series): Engines for vessels with unrestricted continuous operation. Average load factor: 70%-90%. Typical operating time: unrestricted. Typical applications: workboats, ferries, government vessels, tugs, barges and large sailing yachts. • Intermittent-Maximum (Series 60): Engines for fast vessels with midrange load factors. Average load factor <60%. Typical operation time 3,000 hrs/yr. Typical applications: government vessels, season fishing vessels. • Marine Auxiliary Continuous Power 3A: For onboard power generation and diesel electric drives in unrestricted continuous operation. • Marine Auxiliary Prime Power 3B: For onboard power generation and diesel electric drives in continuous operation with variable load. • Application Rating Definitions are approximate and consistent for comparative purposes only. * All engines listed above are either EPA Tier 2 or EPA Tier 3 compliant. * See dealer for IMO compliance and other ratings.

SCANIA USA INC.

Ph: 210-403-0007 • Fax: 210-403-0211 121 Interpark Blvd. • Suite 1002 • San Antonio, TX 78216 www.scaniausa.com • E-mail: contact@scaniausainc.com DI13 80M 6 — 5.1x6.3 — 59.1 38.2 46.2 2,624 — — — — — — — — — — — — DI13 81M 6 — 5.1x6.3 — 59.1 38.2 46.2 2,624 — — — — — — DI13 82M 6 — 5.1x6.3 — 59.1 38.2 46.2 2,624 — 450 @ 2,100 — 500 @ 2,100 DI13 83M 6 — 51.x6.3 — 59.1 38.2 46.2 2,624 — 550 @ 2,100 — 600 @ 2,100 DI13 85M 6 — 5.1x6.3 — 59.1 38.2 46.2 2,624 650 @ 2,300 —

www.workboat.com • SEPTEMBER 2015 • WorkBoat

WB_DieselDirectory_2015_LINO.indd 57

250 @ 1,800 220 @ 1,800 300 @ 1,800 339 @ 1,800 350 @ 1,800 400 @ 1,800 220 @ 1,800 450 @ 1,800 500 @ 1,800 — — — — —

8/12/15 9:15 AM

Model Cyl.

Displacement Bore x (cu. in.) Stroke (in.)

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

High Output hp rpm

Medium Duty hp rpm

Continuous Duty hp rpm

DI13 86M 6 — 5.1x6.3 — 59.1 38.2 46.2 2,624 DI13 70M 6 — 5.1x6.3 — 59.1 38.2 46.2 2,624 DI13 71M 6 — 5.1x6.3 — 59.1 38.2 46.2 2,624 DI13 72M 6 — 5.1x6.3 — 59.1 38.2 46.2 2,624 DI13 73M 6 — 5.1x6.3 — 59.1 38.2 46.2 2,624 DI13 77M 6 — 5.1x6.3 — 59.1 38.2 46.2 2,624 DI13 78M 6 — 5.1x6.3 — 59.1 38.2 46.2 2,624 DI16 72M 8 — 5.1x6.06 — 61.1 49.2 47.8 3,682 DI16 70M 8 — 5.1x6.06 — 61.1 49.2 47.8 3,682 DI16 71M 8 — 5.1x6.06 — 61.1 49.2 47.8 3,682 DI16 77M* 8 — 5.11x6.06 — 61.1 49.2 47.8 3,682

600 @ 2,300 675 @ 2,300 — — — — — — — 650 @ 2,300 — — — 700 @ 2,300 750 @ 2,300 — — — 800 @ 2,300 850 @ 2,300 900 @ 2,300 — — — — — — — 900 @ 2,300

— — — — — — — — — 600 @ 2,300 450 @ 2,100 500 @ 2,100 550 @ 2,100 — — 450 @ 2,100 500 @ 2,100 550 @ 2,100 650 @ 2,100 700 @ 2,100 750 @ 2,100 800 @ 2,100 — — — — — — —

— — 450 @ 1,800 400 @ 1,800 500 @ 1,800 550 @ 1,800 400 @ 1,800 450 @ 1,800 500 @ 1,800 — — — — — — — — — — — — — 550 @ 1,800 625 @ 1,800 700 @ 1,800 750 @ 1,800 550 @ 1,800 625 @ 1,800 —

DI16 80M 8 — 5.1x6.06 — 61.1 49.2 47.8 3,682 DI16 81M 8 — 5.1x6.06 — 61.1 49.2 47.8 3,682 DI16 82M 8 — 5.1x6.06 — 61.1 49.2 47.8 3,682 DI16 83M 8 — 5.1x6.06 — 61.1 49.2 47.8 3,682 DI16 77M 16 3,682 5.1x6.06 — 61.1 49.2 47.8 3,682

*1,000 @ 2,300 — — — — — — — — — — 800 @ 2,300 850 @ 2,300 900 @ 2,300 1,000 @ 2,300

— — — — — — — — 650 @ 2,100 700 @ 2,100 800 @ 2,100 — — — —

— 301 @ 1,800 350 @ 1,800 400 @ 1,800 450 @ 1,800 550 @ 1,800 625 @ 1,800 700 @ 1,800 — — — — — — —

— — — — — — — — — — —

STEYR MOTORS GMBH

Ph: 850-784-7933 2310 S. Hwy. 77, Ste. 110, #338 • Lynn Haven, FL 32444 www.steyr-motors.com SE144E38 4 2.1L — — — — — 569 144 @ 3,800 SE164E40 4 2.1L — — — — — 569 160 @ 4,000 SE126E25 6 3.2L — — — — — 750 120 @ 2,500 SE156E26 6 3.2L — — — — — 750 150 @ 2,600 SE196E35 6 3.2L — — — — — 750 190 @ 3,500 SE236E40 6 3.2L — — — — — 750 231 @ 4,000 SE236S36 6 3.2L — — — — — 750 231 @ 3,600 SE266E40 6 3.2L — — — — — 750 258 @ 4,000 SE266S36 6 3.2L — — — — — 750 258 @ 3,600 SE286E40 6 3.2L — — — — — 750 279 @ 4,000 SE306J38* 6 3.2L — — — — — 750 292 @ 3,800 * Waterjet Only.

VOLVO PENTA

Ph: 757-436-2800 • Fax: 757-436-5150 1300 Volvo Penta Dr. • Chesapeake, VA 23320 www.volvopenta.com D3-110 SOLAS 5 146 3.19x3.67 — 32.9 28.2 29.6 573 110 @ 3,000 Tier 3 D3-150 SOLAS 5 146 3.19x3.67 — 32.9 28.2 29.6 573 150 @ 3,000 Tier 3 D3-170 SOLAS 5 146 3.19x3.67 — 32.9 28.2 29.6 573 170 @ 4,000 Tier 3 D3-200 SOLAS 5 146 3.19x3.67 — 32.9 28.2 29.6 573 200 @ 4,000 Tier 3 D3-220 SOLAS 5 146 3.19x3.67 — 32.9 28.2 29.6 573 220 @ 4,000 Tier 3 D4-225/DP 4 226 4.05x4.33 — 30.9 29.6 30.7 1,420 225 @ 3,500 Tier 3 D4-180 4 226 4.05x4.33 w 30.9 29.6 30.7 1,204 — 180 @ 2,800 D4-180/DP 4 226 4.05x4.33 — 30.9 29.6 30.7 1,420 — 180 @ 2,800 D6-300/DP 6 336 4.05x4.33 — 40.1 32.2 30.7 1,653 300 @ 3,500 Tier 3 D6-330/DP 6 336 4.05x4.33 — 40.1 32.2 30.7 1,653 330 @ 3,500 — D4-225 4 226 4.05x4.33 w 30.9 29.6 30.7 1,204 225 @ 3,500 Tier 3 D6-330 6 336 4.05x4.33 — 40.1 32.2 30.7 1,446 330 @ 3,500 — D9 MH 6 571 4.72x5.43 — 53.7 38.8 44.6 2,535 — Tier 2 — — — — D9 MH 6 571 4.72x5.43 — 53.7 33.8 44.6 2,370 — 425 @ 2,200 D9-425 6 571 4.72x5.43 — 51.5 33.8 39.7 2,370 425 @ 2,200 Tier 2 D9-500 6 571 4.72x5.43 — 51.5 33.8 39.7 2,370 500 @ 2,600 Tier 2 D11-510 6 660 4.84x5.98 — 51.5 37.1 40.5 2,524 — 510 @ 2,250 D11-625 6 660 4.84x5.98 — 51.5 37.1 40.5 2,524 625 @ 2,400 Tier 3 D6-370 SOLAS 6 336 4.06x4.33 — 50.8 32.2 30.7 1,279 370 @ 3,500 Tier 3 D6-370/DP SOLAS 6 336 4.06x4.33 — 50.8 32.2 30.7 1,698 370 @ 3,500 Tier 3

WB_DieselDirectory_2015_LINO.indd 58

— — — — — — Tier 3 Tier 3 — — — — 300 @ 1,800 355 @ 1,800 355 @ 2,200 Tier 2 — — Tier 3 — — —

www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/12/15 9:15 AM

Model Cyl.

Displacement Bore x (cu. in.) Stroke (in.)

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

High Output hp rpm

Medium Duty hp rpm

Continuous Duty hp rpm

D6-300 6 336 4.06x4.33 w 40.1 32.2 30.7 1,446 300 @ 3,500 Tier 3 D16 MH 6 984 5.67x6.50 — 60.9 44.0 51.3 3,858 Tier 3 750 @ 1,900 D4-225/DP SOLAS 4 226 4.05x4.33 — 41.6 29.6 30.7 1,411 225 @ 3,500 Tier 3 D6-300 SOLAS 6 336 4.05x4.33 — 50.8 32.2 30.7 1,279 300 @ 3,500 Tier 3 D6-300/DP SOLAS 6 336 4.05x4.33 — 50.8 32.2 30.7 1,645 300 @ 3,500 Tier 3 D6-330 SOLAS 6 336 4.06x4.33 — 50.8 32.2 30.7 1,279 330 @ 3,500 Tier 3 D6-330/DP SOLAS 6 336 4.06x4.33 — 50.8 32.2 30.7 1,645 330 @ 3,500 Tier 3 D5A TA 4 290 4.25x5.12 — 43.5 30.0 40.0 1,157 Tier 2 140 @ 1,900 160 @ 2,300 D7A TA 6 436 4.25x5.12 — 55.3 33.5 40.0 1,521 Tier 2 208 @ 1,900 237 @ 2,300 D7C TA 6 436 4.25x5.12 — 55.3 33.5 40.0 1,521 Tier 2 230 @ 1,900 265 @ 2,300 248 @ 2,100 D11 MC 6 661 4.84x5.98 — 51.5 37.1 40.5 2,524 625 @ 2,400 510 @ 2,250

— 600 @ 1,800 650 @ 1,800 — — — — — 121 @ 1,900 139 @ 2,300 177 @ 1,900 201 @ 2,300 199 @ 1,900 226 @ 2,300 — Tier 3

D13 MH 6 779.7 5.16x6.22 — 58.0 42.0 50.0 3,197 D13-700 6 779.7 5.16x6.22 — 70.7 42.9 41.5 3,439 D13-800 6 779.7 5.16x6.22 — 70.7 42.9 41.5 3,439 IPS 400 MC (D6-300) 6 336 4.05x4.33 — — — — 1,903* IPS 450 MC (D6-330) 6 336 4.05x4.33 — — — — 1,903* IPS 650 MC (D11) 6 661 4.84x5.98 — — — — 3,968* IPS 800 MC (D11) 6 661 4.84x5.98 — — — — 3,968* IPS 900 MC (D13 6 779.9 5.16x6.22 — — — — 5,220* IPS 1,050 MC (D13) 6 779.9 5.16x6.22 — — — — 5,220* * Available in twin, triple or quad only

400 @ 1,800 450 @ 1,800 Tier 3 Tier 3 — — — — — — —

Tier 3 550 @ 1,800 — — 500 @ 1,800 — 700 @ 2,300 800 @ 2,300 Tier 3 300 @ 3,500 330 @ 3,500 — — 510 @ 2,200 650 @ 2,400 — — 700 @ 2,250 800 @ 2,300 —

WESTERBEKE CORP.

Ph: 508-823-7677 • Fax: 508-884-9688 Myles Standish Industrial Park • 150 John Hancock Road • Taunton, MA 02780-7319 www.westerbeke.com 12D TWO 2 39 2.99x2.76 w 25.6 20.0 20.4 225 12 @ 3,000 — 30C THREE 3 58 2.99x2.76 w 29.5 20 20.3 274 25 @ 3,600 — 35E THREE 3 80 3.07x3.62 w 30.6 21.3 22.6 386 28 @ 3,000 — 44C FOUR 4 107 3.07x3.62 w 34.0 21.3 23.0 416 38 @ 3,000 — 55D FOUR 4 133 3.35x3.78 w 35.4 21.3 24.0 448 48 @ 2,600 — 65b FOUR 4 264 3.86x4.33 w 40.9 25.4 30.2 730 66 @ 2,600 —

— — — — — —

YANMAR MARINE

Ph: 770-877-9894 • Fax: 770-877-9009 101 International Parkway • Adairsville, GA 30103 www.yanmarmarine.com 4BY2-150* 4 122 — w/o — — — 551 150 @ 4,000 — — 4BY2-180* 4 122 — w/o — — — 551 180 @ 4,000 — — 6BY2-220* 6 183 — w/o — — — 683 220 @ 4,000 — — 6BY2-260* 6 183 — w/o — — — 683 260 @ 4,000 — — 6LPA-STP* 6 254 — w/o — — — 899 315 @ 3,800 — — 6LY3A-ETP 6 354 — w/o — — — 1,411 480 @ 3,800 — — 6LY3A-STP 6 354 — w/o — — — 1,411 440 @ 3,800 — — 6LY3A-UTP 6 354 — w/o — — — 1,411 380 @ 3,300 — — 6CX530 6 452 — w/o — — — 1,845 530 @ 2,900 — — 8LV370* 6 272 — w/o — — — 960 370 @ 3,800 — — 6SY720 6 714 — w/o — — — 2,536 720 @ 2,300 — — 8SY900 8 952 — w/o — — — 3,650 900 @ 2,300 — — LITERS MILLIMETERS MILLIMETERS 6LY2M-WDT** 6 5.813 105.9x110 w/o — — — 535 kg 330 @ 3,200 — — 377 @ 3,200 — — 6CH-HTE3 6 6.494 105x125 w/o 1,575 736 1,096 895 170 @ 2,550 — — 190 @ 2,600 — — 6CH-WUTE** 6 6.494 105x125 w/o 1,575 736 1,096 940 255 @ 2,550 — — 280 @ 2,600 — — 6CXBM-GT** 6 7.413 110x130 w/o 1,451 901 979 856 360 @ 2,400 — — 400 @ 2,500 — — 464 @ 2,700 — — 509 @ 2,700 — — LITERS MILLIMETERS MILLIMETERS 6HA2M-WHT** 6 13.14 130x165 w/o 1,585 1,016 1,260 1,455 278 @ 1,950 — — 6HA2M-WDT** 6 13.14 130x165 w/o 1,585 1,016 1,260 1,455 350 @1,950 6HYM-WET** 6 13.733 132.9x165 w/o 1,556 1,014 1,133 1,385 500 @ 1,950 — — 600 @ 2,100 — — 650 @ 2,150 — — 700 @ 2,200 — — 6AYM-WST** 6 20.379 155x180 w/o 2,000 1,305 1,331 2,365 659 @ 1,900 — — 6AYAM-ET** 6 20.379 155x180 w/o 2,000 1,305 1,331 2,295 755 @ 1,900 6AYM-WET** 6 20.379 155x180 w/o 2,000 1,305 1,331 2,365 755 @ 1,840 — — 6AYM-WGT** 6 20.379 155x180 w/o 2,000 1,305 1,331 2,365 911 @ 1,938 — — 12AYM-WST**** 12 40.76 155x180 w/o 2,615.4 1,636 1,708 4,720 1,200 @ 1,850 — — 1,400 @ 1,900 — — 12AYM-WET 12 40.76 155x180 w/o 2,615.4 1,636 1,708 4,720 1,550 @ 1,840 — — 1,659 @ 1,900 — — 12AYM-WGT**** 12 40.76 155x180 w/o 2,615.4 1,636 1,708 4,720 1,822 @ 1,940 — — * Available with Yanmar stern drive. ** IMO Tier II certified and available with Yanmar transmission. *** EPA Tier 3 compliant and available with YANMAR Transmission. **** IMO Tier II certified.

www.workboat.com • SEPTEMBER 2015 • WorkBoat

WB_DieselDirectory_2015_LINO.indd 59

8/12/15 9:15 AM

Waterjets

Jet Set

New markets and products for waterjets.

By Michael Crowley

WB_BG_Waterjets_LINO.indd 60

n June, the second 175-foot fast supply vessel built for Rodi Marine in Lafayette, La., by Swiftships Shipbuilders, Morgan City, La., began working in the Gulf of Mexico. A 175' FSV is not unusual. What is unusual is that both are outfitted with Marine Jet Power waterjets — four 650 CSUs. Prior to these two FSVs, small 125-passenger ferries were the largest boats outfitted with MJP waterjets. “These are the first two DP-2 enabled vessels for Marine Jet Power,” said the company’s Jim Campbell. But they won’t be the last. There’s an order for four more jets for a third 175-footer at Swiftships. Campbell said MJP is currently working on other projects for offshore. More than installing its waterjets on the FSVs, Campbell said the most significant development

at Columbus, Ohio-based Marine Jet Power since Ultra Dynamics was acquired by the Swedish company MJP Waterjets about three years ago, is its new Hybrid waterjet. The Hybrid matches up MJP Waterjets’ stainless steel pump with UltraJet’s aluminum body. Prior to developing the Hybrid, there were some limitations in the Marine Jet Power lineup. The UltraJets maxed out at about 42 knots. The MJP stainless steel intakes, which were designed specifically for the hull they were going into, were costly to install, especially the DRB series in the smaller jets. “It was a lot more labor intensive on the installation,” Campbell said. “They weren’t cost competitive, unless you needed to go 60 – 65 knots, because then there was little else to compare it to.”

NAMJet

NAMJet is repowering Marine Corps assault amphibious vehicles with modified 18" TJ431HH waterjets.

www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/6/15 8:58 AM

NAMJET NAMJet LLC, a Denver-based manufacturer of low-speed, high-thrust waterjets, has a couple of deals going that should give the company an increased presence in the propulsion market. The first is a contract to repower U.S. Marine Corps assault amphibious vehicles with a modified 18" TJ431HH waterjet. The other project is taking place in Brazil’s Amazon region. Repowering the amphibious vehicles is “a pretty big project,” said NAMJet’s Phil Organ. He added that it’s potentially a larger deal than the Army’s bridge erection boats that NAMJet is currently supplying with 15" TJ381 jets. The initial contract calls for 10 boats to be repowered, which could grow to 52 boats. One of NAMJet’s selling points is that its jets aren’t affected by silt or sand. “It doesn’t cause any performance wear,” said Organ. And silt and sand is a problem in the Amazon River, which has more than a 23' seasonal level change. That leaves a 3,000-mile stretch of river with a lot of silt and grass floating through it. The ferries that travel the river — the primary means of transportation — are prop driven. That could change. NAMJet has a contract to repower a 79' aluminum passenger ferry with a single

Swiftships

In addition, the MJP waterjet has a separate hydraulic pack, which made the installation more complicated and added to the costs. In contrast, the Hybrid’s aluminum body is a bolt-in or glassed-in waterjet, which is more installation friendly. And the hydraulic pack is similar to one on the UltraJet, which is “all plumbed and mounted on the jet,” said Campbell. Those two things reduce the cost, “so it’s more competitively priced from a sales and installation standpoint.” Unlike a lot of new products, the Hybrid doesn’t have to prove itself. “It’s the same one we’ve been using in the DRB and CSU units. We know the performance of the pump,” said Campbell. “It’s proven.”

Four MJP 650 CSUs were installed on FSVs for Rodi Marine built at Swiftships.

aluminum 24" TJ611HH waterjet that will be matched up with an 800-hp Doosan Infracore diesel. In a second Amazon project, NAMJet will outfit a 39' steel pushboat with a pair of steel 18" TJ457HT waterjets powered by a 300-hp Scania. The pushboat transports barges into an oil exploration area where the river is shallow and cluttered with logs. Propeller-driven pushboats are the norm, but the river conditions are hard on props. “We finally broke into this market,” Organ said, noting that if the project is successful, there are about 25 more towboats in the fleet that could be repowered with waterjets. And for the ferries, he estimated there are 300 to 400 of them in one part of the river alone. Looking to the future, NAMJet is developing a higher horsepower jet, which should open up some new markets. “To be competitive,” said Organ, “we wanted to get a little more horsepower to have a broader range.” A niche market that’s in its infancy is the wind farm business. HamiltonJet, Woodinville, Wash., is one of the first to jump on this opportunity with a pair of waterjets on a crew transfer boat that will serve the first U.S. ocean wind farm that’s to be built off Block Island, R.I. The 69'×24' boat, being built at Blount Boats, Warren, R.I., for Rhode Island Fast Ferry, will be outfitted

www.workboat.com • SEPTEMBER 2015 • WorkBoat

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with a pair of 1,400-hp MAN diesels that turn HamiltonJet HM571 waterjets through ZF Marine 3050 gears. That propulsion package should give the boat a speed of 27 knots. HamiltonJet is also getting in on the ocean floor, so to speak, with the installation of a pair of its waterjets on a dive support vessel that was delivered in June to Aqueos Corp., Broussard, La., by Metal Shark Aluminum Boats LLC, Jeanerette, La. The jets are turned by a pair of Caterpillar C-18s. The DSV performs dive work for an oil and gas company in the shallow bays of Louisiana. The diver is hooked to the 75'×24' catamaran with an air hose and cables. “He’s walking and the boat is following him,” said HamiltonJet’s Jeff Bockmeyer. The pipelines are not documented very well, so divers try to determine which pipeline goes where. “He’s following the pipeline, going by hand in dirty water.” Waterjets are ideal for this work because props could severely injure the diver and chew up his air hose. Then there’s the 46'×14' workboat being built at Gaudet’s Aluminum Boats, Sorrento, La., for Standard Boat Services, Belle Chasse, La. The boat will have two 600-hp Cummins engines matched up with a pair of HamiltonJet HJ322s. Boats like this operate on the inland rivers and are almost entirely powered by outboards. “I want outboards out of my life,” 61

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said Don Newman of Standard Boat. “No one else has one like it.” Normally Newman would have three 300-hp Yamaha outboards on the back of a boat that’s carrying passengers and machinery to dredges. But in a river system that’s full of pilings, rocks and sunken structures, Newman has gone through nine outboards on one boat in about four years. That’s almost $200,000.

“The big diesels and jets cost less than that,” he said. He figures that by switching to waterjets from HamiltonJet he’ll save a lot of money by not having to replace outboards, not having to keep a stock of outboard lower units, and not having to go through “the aggravation of changing motors and getting a boat online.” The new boat with waterjets “could be a game changer,” said Newman.

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Out West, Portland (Ore.) Fire & Rescue took delivery of two 54'×16' fireboats built at Oregon Iron Works. A pair of 1,085-hp MTU diesels and RollsRoyce FF450 waterjets with ZF665TS marine gears powers each boat. The MJP Hybrid combines For MJP Waterjets’ stainless firefightsteel pump with UltraJet’s ing there’s a aluminum body. 3,500-gpm pump and three fire monitors. It’s the conflict between the water coming out of the monitors and the water from waterjets on the stern that make it difficult for a boat to stay in one position when fighting a fire. Each is pushing the boat in a different direction. That conflict has supposedly been neutralized with a control system from Vector Controls, Newton, Mass. “It’s not the first time waterjets have gone on a fireboat,” said Rolls-Royce’s Erik Larsen, “but I think it’s the first time they’ve done the control system. It compensates for the forces of the water cannon, so it’s easier to keep the boat in position.” The Vector Controls system balances out the two forces. Basically it requires maintaining a constant engine speed, ensuring there’s enough volume of water for the jets to counteract the forces generated by the monitors, which have their own water flow requirements. Bill Long with Vector Controls said the monitors “are doing the same thing as the waterjets, throwing water out the back of the boat,” but the monitors are doing it towards the fire. “That’s generating a force on the boat that’s going to give you — depending on the angle of the nozzle — yaw and thrust.”

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www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/6/15 8:59 AM

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LOOKS BACK SEPTEMBER 1965

• The Coast Guard has released a proposal that would require powered vessels of 300 gt or more, passenger vessels 65' and over, and towing vessels 26' and over to be capable of communicating with one another from their respective bridges. The proposal was the result of studies conducted during the past year by a joint Coast GuardFederal Com-

munications Commission committee. The committee agreed that compulsory bridge-to-bridge radio communication was necessary for safe navigation on all U.S. waters. • Greenville Shipbuilding Corp., Greenville, Miss., recently delivered its second 151'×35'×12' offshore supply vessel to Twenty Grand Marine Services, Morgan City, La. The Grant is powered by a pair of SEPTEMBER 1975 Caterpillar

D398TA diesels that turn Federal propellers through 3.24:1 Cat reduction gears. Auxiliary power is provided by two Delco 4061-A566 generator sets. The Grant’s sister vessel, the Caldwell, is servicing floating oil rigs out of Corpus Christi, Texas.

• The National Oceanic and Atmoits investigation before moving on to spheric Administration has launched another port. The ships will evaluate a new program to improve its nautical the adequacy of existing charts. When charts and other marine publications important discrepancies are discovered through intensive on-the-spot investiga- in the nautical charting data, the ships tions in major coastal areas. The inveswill also conduct on-the-spot hydrotigations will be conducted by NOAA’s graphic surveys. National Ocean Survey and be carried out by two specially-assigned nautical charting vessels. Each ship will remain in a port area until it has SEPTEMBER 1985 completed • The Farallon, the first of 16 drugbuster patrol boats for the U.S. Coast Guard, was christened recently at Bollinger Machine Shop & Shipyard, Lockport, La. The contract is worth $90 million. The 110'×21'×11', 8,000hp vessel is based on a design from Vosper Thornycroft (UK) Ltd., and has been modified from the waterline up to meet Coast Guard specifications. 76

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Propulsion power is from two Paxman Valenta 16-cylinder 4,000-hp diesels. • Tidewater Inc.’s $40 million capital expenditure budget for fiscal 1986 includes $25 million for the New Orleans-based company’s marine services division. The money will be used to acquire used vessels, modify towing/ supply vessels, and purchase two linehandling tugs. www.workboat.com • SEPTEMBER 2015 • WorkBoat

8/7/15 10:00 AM

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