WorkBoat September 2016 by WorkBoat

Fireboats • Diesel Directory • Thrusters ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

SEPTEMBER 2016

Checkup Time At long last, the towboat inspection final rule is published.

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Allemand Industries, Inc. Harvey, LA (504) 340-5581 Servicing: LA Florida Detroit Diesel Allison Fort Lauderdale, FL (954) 327-4440 Servicing: FL, Bahamas Helmut’s Marine San Rafael, CA (415) 453-1001 Servicing: AZ, CA, HI, NV, UT, Guam Johnson & Towers, Inc. Egg Harbor Township, NJ (609) 272-1415 Servicing: DE, MD, NJ, NY, Eastern PA, Bermuda

RAPID Response Means Fast Return To Operation

Pacific Power Group Kent, WA (253) 854-0505 Servicing: AK, ID, OR, WA Power Products Wakefield, MA (781) 246-1811 Servicing: CT, MA, ME, NH, RI, VT Superior Diesel, Inc. North Charleston, SC (843) 553-8331 Servicing: GA, Eastern KY, NC, SC, Eastern TN Volvo Penta Canada Burnaby, BC (604) 872-7511 Servicing: Western Canada Wajax Power Systems Ste. Foy, QC (418) 651-5371 Servicing: Labrador, New Brunswick, Newfoundland, Nova Scotia, Prince Edward Island, Quebec, St. Pierre et Miquelon Western Branch Diesel Portsmouth, VA (757) 673-7000 Servicing: OH, Western PA, VA, WV

When Jamie Sawyer, fleet manager at Truex Enterprises in Atlantic City, NJ, experienced a complete gear failure that destroyed the Volvo Penta D16 engine on his commercial clam boat, Catherine Elizabeth, he had to make a quick decision: rebuild or buy new. With the help of Volvo Penta dealer Eckel’s Diesel, the clam boat was running again in no time after installing a new D16 engine – a product he knew required minimal maintenance based on past experience.

Volvo Penta Power Centers Contact one of our Power Centers for applications guidance and engine quotes.

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“The company’s excellent service and hard work, combined with instant engine availability from Volvo Penta, got the boat on the water two weeks earlier than rebuilding the engine.” – Jamie Sawyer

7/30/2016 8/1/16 2:24:39 9:58 PM AM

ON THE COVER

SEPTEMBER 2016 • VOLUME 73, NO. 9

ACBL’s Daniel W. Wise on the Mississippi River in St. Louis in July. Photo by David Krapf

FEATURES 22 Vessel Report: Size Matters Different size fireboats serve different needs.

36 Cover Story: Exam Time Subchapter M, the towing vessel inspection final rule, has arrived at last.

BOATS & GEAR

24 On the Ways • 250-passenger cat from All American Marine for California • BAE Southwest Shipyards delivers new 288' PSV to GulfMark Offshore • New 2,216-dwt OSV for Seacor from Master Boat Builders • Blount Boats delivers 318-passenger architectural tour boat to Chicago’s Shoreline Sightseeing • Incat Crowther-designed 205' fast crew-supply boat built for Barry Graham Oil Service by Halimar Shipyard • Vane Brothers takes delivery of 12th Sassafras-class tug from Chesapeake Shipbuilding • Vigor delivers new 3,000-hp tug to Harley Marine Services • Wesmac delivers 47' ferry to Maine’s Isle au Haut

42 2016 Power Guide WorkBoat’s annual directory of marine diesel engines.

60 Growing Force Z-drive manufacturers are focusing more on the inland rivers.

AT A GLANCE 8 8 9 10 12 14 16

NEWS LOG 18 18 19 19 19 20

On the Water: Assist boat or no assist boat — Part II. Captain’s Table: New Coast Guard casualty report needs tweaking. OSV Day Rates: Low oil prices and more debt. WB Stock Index: WorkBoat stocks end two-month drought. Inland Insider: Reduced fertilizer imports will affect barges. Insurance Watch: It’s good to have friends in business. Legal Talk: Seaworthiness defined.

Metal Shark and Horizon to build new ferries for New York City. STCW training deadline nears. Six crew escape Florida tug fire. International Shipholding files for Chapter 11. Congressmen push for stopgap icebreaker. Louisiana OSV operators could face tax hit next year.

www.workboat.com • SEPTEMBER 2016 • WorkBoat

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DEPARTMENTS 2 6 62 67

Editor’s Watch Mail Bag Port of Call Advertisers Index

8/9/16 3:50 PM

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Editor'sWatch

Subchapter ‘When’ is here

he proposed towing vessel inspection rule was out for so long that people began calling it Subchapter “When” as they awaited publication of the final rule. With its release in June, the Subchapter M final rule has arrived at last. It is a massive undertaking — covering almost all U.S.-flag towing vessels 26' or more in length — that is still evolving. As the Coast Guard said, there are still things “in flux” with the new rule. Most existing towing vessels have about two years to comply with the majority of Subchapter M, and some companies will need all 24 months. The timetable for compliance is longest for single-vessel operators, who will need COIs by July 2, 2020. For fleet operators, there is a four-year phase-in process for certifying all vessels, with 25% by July 2019, 50% by July 2020, 75% by July 2021, and 100% by July 2022. “There’s going to be some growing pains in this,” Ian McVicker, maritime consultant and independent representative for ABS, said earlier this year, Companies that already have towing safety management systems (TSMS) or the AWO’s Responsible Carrier Program in place are ahead of the game. The Coast Guard will reportedly accept RCP as a TSMS. But what about the small, non-AWO operators with older equipment? Some say that the costs of the new rule will not be spread evenly across the towing industry and adversely affect smaller companies who are new to the TSMS process. “Each TSMS must be custom built,” said McVicker. “One size does not fit

David Krapf, Editor in Chief

all. A towing company with 20 boats is not going to have the same TSMS as a towing company with 120 boats. There’s going to be some growing pains in this.” The Coast Guard is still developing more guidance for TSMS users, and AWO urged the agency to “incentivize” the TSMS option. The trade group hopes that the Coast Guard will not penalize companies that were early adopters of TSMSes. Also, let’s hope that small towboat operators that can’t afford AWO’s membership dues and thus are not RCP-certified are also not penalized by the Coast Guard.

dkrapf@divcom.com

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WORKBOAT® (ISSN 0043-8014) is published monthly by Diversified Business Communications and Diversified Publications, 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. Editorial Office: P.O. Box 1348, Mandeville, LA 70470. Annual Subscription Rates: U.S. $39; Canada $55; International $103. When available, extra copies of current issue are $4, all other issues and special issues are $5. For subscription customer service call (978) 671-0444. The publisher reserves the right to sell subscriptions to those who have purchasing power in the industry this publication serves. Periodicals postage paid at Portland, ME, and additional mailing offices. Circulation Office: 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. From time to time, we make your name and address available to other companies whose products and services may interest you. If you prefer not to receive such mailings, please send a copy of your mailing label to: WorkBoat’s Mailing Preference Service, P.O. Box 7438, Portland, ME 04112. POSTMASTER: Send address changes to WORKBOAT, P.O. Box 1792, Lowell, MA 01853. Copyright 20 16 Printed in U.S.A. by Diversified Business Communications.

www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/9/16 4:09 PM

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www.workboat.com

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

Building a culture of safety since 1989.

TRAINING THAT WORKS FOR YOU!

PUBLISHER

Jerry Fraser jfraser@divcom.com

EDITOR IN CHIEF

David Krapf dkrapf@divcom.com

SENIOR EDITOR

Ken Hocke khocke@divcom.com

ASSOCIATE EDITOR

Kirk Moore kmoore@divcom.com

ONLINE EDITOR

Ashley Herriman aherriman@divcom.com

CONTRIBUTING WRITERS

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

Dylan Andrews

ART DIRECTOR

PUBLISHING OFFICES

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

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

ADVERTISING PRODUCTION & ADVERTISING PROJECT MANAGER Wendy Jalbert 121 Free St., P.O. Box 7438 • Portland, ME 04112-7438 (207) 842-5616 • Fax: (207) 842-5611 wjalbert@divcom.com EASTERN U.S. AND CANADA EUROPE Kristin Luke (207) 842-5635 • Fax: (207) 842-5611 kluke@divcom.com 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

CALL for yourself or for your fleet and get a customized training solution.

Fremont Maritime Services Fishermen’s Center Building 1900 West Nickerson Street, Suite 200 Seattle, WA 98119 (206) 782-4308 1-888-STAY-LOW www.fremontmaritime.com 4

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

PRESIDENT & CEO

Theodore Wirth

EXECUTIVE VICE PRESIDENT Michael Lodato mlodato@divcom.com

www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/3/16 2:00 PM

SCHO_Advertorial_20,6375x27,6225cm_engl_0616_Layout 1 28.06.16 12:58 Seite 2

YOUR PROPULSION EXPERTS

Dear Sir/Madam, For about 95 years, the high level of confidence that you, our customers, have had in us has been based on continuity, sustainability and reliable cooperative partnerships. These longstanding partnerships are founded on tradition and longterm orientation, high quality and innovative products. The goal of our work is always to be there when you need us. Embark with us on our voyage into a technologically exciting future! Ever since we invented the Rudderpropeller, the name SCHOTTEL has been synonymous with efficiency and outstanding manoeuvrability; safety and redundancy are our highest priorities. As YOUR PROPULSION EXPERT, we have expanded our portfolio in recent decades to include a whole raft of technological innovations and advanced developments. To ease orientation among all the variety, we are introducing a new and intuitive nomenclature for all our Rudderpropeller types with effect from 1st September 2016. This will greatly simplify classification of the different types. You will soon be able to discover our familiar and service-proven marine propulsion systems with their new names on our website. Our Sales and Service teams will be happy to help you select the right products for your vessel. Alongside the renamed, familiar and service-proven Rudderpropellers, you will also find new products for your specific requirements. What can you expect? For all SRP, STP, SCD and SRE propulsion units, the SRP or STP abbreviation will be followed by a threedigit sequential number. This will allow you to classify the various types within the series. For example, the former SRP 1515 will now be referred to as SRP 460. All propulsion units with comparable input power follow this system: STP 460, SRE 460 and SCD 460. The former SRP 4000 will be renamed SRP 510 and the former SCD 4000 will also be given the digits 510. Benefit from these innovations today In order to meet your daily requirements, we have made our propulsion systems even more efficient, safe, energy-saving and environmentally friendly. Your SCHOTTEL propulsion units are optimized to save space in the vessel and are easy to install and maintain. They also offer your passengers maximum comfort thanks to low vibration and noise levels. The new generation of Rudderpropellers sets technological standards; propeller housings optimized in terms of hydrodynamic

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resistance have been created using state-of-the-art CFD technology and developed with model and cavitation tests. You thus receive units that meet the ever-changing requirements for efficiency in propulsion systems. Furthermore, these new configurations maximize the steering forces of the systems. The steering systems ensure utmost safety and are designed with duplicated and thus redundant systems. The new HTG gearbox from SCHOTTEL enables bevel gears of the same dimensions to transmit up to 15 percent higher drive torque. For the same drive torque, it is possible to achieve a significantly lower diameter of the lower gearbox housings, thereby increasing the hydrodynamic propulsion efficiency. New on the market is the exclusive high performance SDV45 SCHOTTEL VarioDuct nozzle. Given the same propulsive power, it has a greater bollard pull than that of previous nozzles. In the open-water speed range, we are confident of being able to offer you the best nozzle on the market. We have just introduced the electric EcoPeller (SRE), an extremely economical propulsion unit for input power ratings of between 1,000 and 5,000 kW and optimized for open sea and coastal operating conditions. It offers top value for overall efficiency and course stability, and ensures low fuel consumption â&#x20AC;&#x201C; and thus lower emissions and operating costs. With SCHOTTEL, you are on course for a technologically exciting future. We would like to thank you for the confidence you have placed in us and look forward to a continued fruitful partnership. Yours sincerely,

Dr.-Ing. Jens-Erk Bartels Director Sales & Marketing SCHOTTEL GmbH

PS: One more plus point for your calculations: our state-of-theart propeller factory enables optimized coating processes for propulsion units. You benefit from higher resistance to abrasion and greater adhesive force with thicker coats of paint. This makes the systems even more robust and durable.

8/1/16 10:03 AM

Seeks yellow lens eyewear information

n the August issue, Capt. John Farmer wrote about the potential for the seven hours on, five off crew schedule in lieu of the six-on, six-off schedule which is currently the norm (“Advocate of seven-five crew shift schedule”). We aren’t looking to enter the debate over the two-watch scheduling based on the human physical diurnal clock. Rather we couldn’t help but notice Capt. Farmer’s astute observations concerning navigation watch situational awareness in night and fading light conditions. He wrote: “As a passenger vessel captain we know that nighttime operation is more demanding. Without as much visual information available out the window, radar, chart plotters and swing meters have to be relied on more heavily.” We couldn’t agree more but hasten to add that gathering darkness does not

relieve watchstanders from their obligation to keep a “proper lookout” including “by sight and hearing” under Rule 5 of both the Inland and International Rules of the Road. We are presently working on our yellow lens standard project. Our testing involves both cars and marine navigation. Our interest in the effects of the use of yellow lens eyewear in gathering darkness came from competitive marksmen who use yellow lenses in their ballistic grade range safety glasses. Such marksmen report useful reduction in shadows and glare and a perception of an increase in ambient light levels. We also noted that the use of light yellow tinted eyewear lenses among aviators in fading light has become common and many report excellent results in visual perception. Unfortunately, while yellow lens eyewear has been around a long time, a lot of non-scientific hype and advertising hyperbole have crept into the market. Our

research towards a reliable standard in such lenses is far from complete, but we already have some useful information to share with mariners. First, yellow lens eyewear is dangerously advertised when it’s described as “night driving” or “night vision enhancing.” Night is a specific time frame for the dark side of the earth during the daily axis rotation, not a description of an ambient light level. Second, effective use of yellow lenses is highly personalized and requires careful personal experimentation as navigators and watchstanders age. Finally, polarized light yellow lenses greatly improve the yellow tint effect. If any of your readers have yellow lens eyewear experiences to share, please send them along. Frank A. Hijuelos President Helios Ruehls Inc. Slidell, La.

When it’s grim, you need Great

At Great American, we can make grim like it never happened. Contact us for hull, P&I and a complete line of insurance products for the marine industry. Contact Cap’t Ed Wilmot / ewilmot@gaic.com Ocean Marine Division I GreatAmericanOcean.com ©2014 Great American Insurance Company, an authorized insurer in all 50 states and D.C Great American Insurance Group Tower I 301 E Fourth Street I Cincinnati, OH 45202

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www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/3/16 8:55 AM

S:7”

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Finally, an engine oil that works as hard as you do. Extend oil drain intervals up to 10 times* with Mobil Delvac 1™ ESP fully synthetic diesel engine oil. Designed to extend engine life and protect components, it can lead to less vessel downtime, reduced waste oil and improved operational efficiency. Learn more at mobildelvacmarine.com.

© 2015 Exxon Mobil Corporation. All rights reserved. All trademarks used herein are trademarks or registered trademarks of Exxon Mobil Corporation or one of its affiliates unless otherwise noted. *Based upon field testing in high-speed, 4-stroke marine engines, compared with conventional heavy-duty diesel engine oil. Actual results may vary.

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8/1/16 10:04 AM

On the Water

Assist boat or no assist boat — Part II

S By Joel Milton

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

o, the decision, which is up to the mariner’s judgment, has been made to use an assist boat. And once the assist boat shows up, that’s when the real fun begins. Where do you position the boat, initially with a line up or not? How will you effectively communicate between both pilothouses and the deck? Are you, literally, speaking the same language? (This is not a trick question.) With tractor tugs now the dominant type of assist boat in most ports, the challenges of how, or even if, to use them must be considered. The commands or orders that tractor tug operators are accustomed to receiving from the docking pilots are usually not what conventional tug operators are typically fluent in. This may cause real confusion at critical moments, so it’s important to remember that the horsepower that’s there to help

Captain’s Table New 2692 marine casualty report falls short

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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was pleased when the Coast Guard released its new version of the CG-2692 marine casualty report form in July. I had high hopes that it would ease the administrative burden on the marine industry. But like many others, I am confused and disappointed with the outcome. While I believe that the new form is much better, I also feel that improvements can be made. First, being able to fill out the form electronically and use a digital signature is a great improvement. But even though the form appears to be streamlined there are a number of new addendums that require information that goes beyond what was requested on the old 2692. For example, there is a requirement for detailed contact information for witnesses to a marine casualty, such as email addresses. Are we now required to conduct accident investigations or does the responsibility still lie with the Coast Guard? Needless to say, this increases our workload. Furthermore, the old 2692 was only two pages long.

can hurt you too. For instance, the familiar command “all stop” (propellers no longer turning and generating thrust) may not even be possible any longer given the propulsion design of some tractors. You may want to know this well before you’re in close proximity to the dock and receive an unpleasant surprise. You must ask if “all stop” is a genuine all stop or whether it is treated as a neutral position (Z-drives opposite and opposing) order which will still generate a lot of wheel wash that can affect you and your tow. To complicate things more, many of the larger and stronger tractors are designed for large shipdocking and are unsuitable to use with anything much smaller than large ATBs. If you are trying to maneuver with a light barge, tractors can be far more trouble than they’re worth. They can even be dangerous. One size does not fit all, and when it comes to tractor assists, I believe less is more. In many cases, perhaps even most, you’ll be much better off with a conventional assist boat. So don’t be afraid to ask for one when they’re available.

Now, with the new addendums and extra pages to fill out, it is hard to say that the new version is streamlined. I’m not sure which of the addendums apply to my operation. As a passenger vessel operator I assume that I don’t have to pay attention to the barge addendum. It’s also not clear when I must fill out the drug-testing addendum. An industry colleague warned me that I should not ignore any of the addendums for fear of underreporting. As you can tell, I am confused about what my new reporting responsibilities are. My biggest concern with marine casualty reporting is the monetary threshold for damage. Currently, $25,000 in damages triggers a reporting requirement. This threshold has been in place during my entire 40 years in the industry and it needs to be adjusted. The threshold should be increased to between $250,000 and $500,000. I feel that this will more accurately reflect today’s — and tomorrow’s — vessel repair costs. I am told that this can be changed through regulation. I hope that the new 2692 form will be treated as a “living” document that can be updated and improved as needed. After all, the affect it has on the industry should be a major factor in any and all future changes. www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/9/16 11:57 AM

OSV Day Rates

JULY 2016 DAY RATES, FLEET UTILIZATION

Low oil prices and debt

VESSEL TYPE

By Bill Pike

SUPPLY (DWT)

n late July, Anadarko Petroleum’s CEO Al Walker predicted that the price of oil would hit $60 bbl. by the end of the year. That price level “should provide the necessary cash margins and resulting cash cycle improvements to encourage us to accelerate activity and achieve strong returns,” he said during the company’s July 27 earnings call. Many analysts agreed with the $60 estimate, but disagreed with the timing, especially with the price of WTI at $41.92 at the time of Walker’s announcement. There are several factors that favor continued low oil prices, and several serious ramifications that result from it. First is the continuing spate of spiraling debt and bankruptcies among oil and gas producers. According to company reports compiled by Bloomberg, “the net debts of the largest Western oil companies have surged by a third over the past year, increasing their vulnerability to another fall in oil prices. The aggregate net debt of the 15 largest North American and European oil groups rose to $383 billion at the end of March, up $97 billion from 12 months ago.” The increased debt has serious implications for even the largest producing companies in a low price environment, as evidenced by Exxon losing its AAA credit rating from Standard & Poor’s earlier this year. For smaller companies, the outcome has been disastrous. More than 150 oil and gas companies have filed for bankruptcy since the beginning of 2015, according to Dallas law firm Haynes and Boone. As I have noted in the past, the oil price crisis has wreaked havoc on the offshore industry as oil and gas producers and service companies have pulled in the reins and cancelled or suspended projects. The affect on the OSV market has been tough.

JULY '16

JULY '15

UTILIZATION JULY '16

JULY '15

1,999 & below $ 8,575 $ 8,575 $ 9,729 70% 74% 2,000-2,999 $12,785 $12,785 $17,694 50% 59% 3,000-3,999 $19,033 $19,033 $23,750 73% 81% 4,000-4,999 $20,120 $20,120 $25,375 80% 80% 5,000 & above $24,967 $24,967 $34,200 75% 100%

CREWBOATS Under 170' $ 3,558 $ 3,558 $ 3,603 42% 170' & over $ 5,653 $ 5,653 $ 6,141 79% SOURCE: WorkBoat survey of 32 offshore service vessel companies.

Globally, companies such as Royal Boskalis Westminster, a major Dutch offshore vessel owner, have taken drastic steps to mitigate the downturn. Bokalis announced in July that it would cut 650 employees and stack 24 vessels, including 14 from the offshore energy division. They are not alone. The large number of new vessels set

63% 88%

to enter the market will exacerbate the problem. According to London-based VesselsValue, only 93 OSVs have been delivered worldwide in 2016, leaving 407 yet to be delivered by year’s end. A number of them were headed to the U.S. Gulf of Mexico. That’s a recipe for increased day-rate distress in the Gulf and around the world.

We buy Offshore Support Vessels, Barges, Tugs, Barge Rigs, Platforms, and Jackets for recycling purposes .

www.workboat.com • SEPTEMBER 2016 • WorkBoat

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AVERAGE DAY RATES JUNE '16

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8/9/16 11:58 AM

STOCK CHART

WorkBoat Composite Index Index gains 4% in July

he WorkBoat Composite Index broke a two-month losing streak by gaining 58 points, or 3.73%, in July. For the month, losers topped winners 17-12. After losing 11% in June, Kirby Corp. lost over 12% in July.

INDEX NET PERCENT COMPARISONS 6/30/16 7/29/16 CHANGE CHANGE Operators 343.75 329.28 -14.48 -4.21 Suppliers 2354.60 2523.38 168.78 7.17 Shipyards 2117.90 2116.30 -1.59 -0.08 Workboat Composite 1556.54 1614.54 58.00 3.73 PHLX Oil Service Index 168.32 160.84 -7.48 -4.58 Dow Jones Industrials 17929.99 18432.24 502.25 2.80 Standard & Poors 500 2098.86 2173.60 74.74 3.56

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

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The Houston-based tank barge operator announced second-quarter earnings of $38.9 million, or 72 cents a share, compared with $58.1 million, or $1.04 a share, for the 2015 second quarter. Earnings beat estimates by two cents a share, while revenue fell short of estimates by just over $11 million. David Grzebinski, Kirby’s president and CEO, said the second-quarter results were mostly in-line with expectations. The company’s inland marine transportation market benefitted from barges acquired in mid-April and strong utilization levels early in the quarter. However, this was partially offset by a drop in tank barge utilization later in the quarter. “After a strong start to the second quarter in April, we experienced a modest decline in tank barge utilization into the high 80% range,” Grzebinski said during the company’s earnings call with analysts July 28. “The modest decline in utilization was largely attributable to a shortened spring season for agricultural products and soft demand and trading in refinery volumes, which we believe was largely related to high inventory levels.” GulfMark Offshore lost over 7% in July. Its second-quarter earnings were in line with estimates but revenues missed by over $1.4 million. Company president and CEO Quintin Kneen, said that although the offshore market is beginning to show signs of balance, because of the number of vessels being withdrawn from the market and put into lay-up, “rates are not yet sufficient to cover the cost of the vessel itself or a return to equity holders.” — David Krapf

www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/9/16 11:58 AM

IT’S DIFFERENT OUT THERE...

Whether you are navigating the Mississippi or operating in the Gulf, Caterpillar is there with products and services to support you. Cat propulsion engines and generator sets are designed to meet your high standards for power, reliability, and efficiency to differentiate your business in the marketplace. Louisiana Cat can meet your needs for the reliable heavy duty performance that will give you peace of mind. When you are out working on the water, Cat products and services make the difference.

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www.LouisianaCat.com/Marine

© 2015 Caterpillar. All Rights Reserved. CAT, CATERPILLAR, BUILT FOR IT, their respective logos, “Caterpillar Yellow,” the “Power Edge” trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

8/1/16 10:04 AM

Inland Insider For barges, a drop in fertilizer imports

he U.S. consumes about 18 million short tons of nitrogen fertilizers a year, about half of it imports. Since 2009, imports have been growing. The Lower Mississippi River (LMR) is a major port of entry for fertilizer

imports, with approximately five to six million tons of nitrogen fertilizers imported annually through the LMR. The low price of natural gas has boosted domestic expansion of ammonia-based fertilizer production. There had not been any new domestic ammonia fertilizer capacity added in about 20 years because of the high price of natural gas. Now, there are numerous new and or expanded domestic plants because of the low price of gas. Several

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new facilities have come on line last year and this year, and more new plants are scheduled for completion in 2017 and 2018. New domestic ammonia fertilizer proBy Kevin Horn duction capacity might reach six million tons annually. Traditionally, ammonia-based fertilizer production has been concentrated along the Gulf Coast. However, new plants are now being sited close to natural gas pipeline arteries and adjacent to Midwest agriculture. Places such as Weaver, Ind.; Port Neal, Iowa; Enid, Okla.; and Borger, Texas, are among the interior locations of new ammonia fertilizer capacity based on natural gas. These plants will serve local adjacent agriculture markets that are currently served in part by imported fertilizer from the LMR via barge and truck. Consequently, there will be some displacement of foreign imports from increased domestic production. Opinions vary, ranging from the U.S. becoming a net exporter of ammonia fertilizer to a slight reduction in imports. The rub for the barge industry is that much of the LMR nitrogen fertilizer imports move upstream by barge in northbound fertilizer and southbound grain markets. Reduced ammoniabased fertilizer imports through the LMR will negatively affect these barge markets. There is still considerable uncertainty about the long-range affect on nitrogen fertilizer imports. For now, it appears that there will be some loss of river ammonia-based fertilizer tonnage as new domestic capacity comes into play in the next few years. 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 2016 • WorkBoat

8/9/16 11:59 AM

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Insurance Watch Everyone needs friends

hen we need something done in business, we all need friends. Here are a few: • Coast Guard inspectors. If you have

an inspected vessel, you’ll be boarded for annual inspections, man overboard drills, etc. I remember a vessel owner captain who decided at a Coast Guard meeting that he knew more about vessels than “that bunch of young kids” at the Coast Guard. He challenged the commander to name a few items on his vessel. The commander got all the answers correct. About a week later, three inspectors ran the captain and the vessel through the wringer. Had he

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been friendly with his usual inspector, cooperated with him and corrected any 835s immediately, the vessel owner would have By Gene not been subjected McKeever to the scrutiny he brought upon himself. • OSHA. These folks usually have a laundry list of things to check when inspecting your yard. If you are cooperative and give them the time they need they will generally work with you. If you decide they’re there to get you, you’ll lose. Since they have the power of the law, make friends with them immediately. Ask for a courtesy inspection and try to learn from them. If you do that you’ll be placed on a “do not inspect list.” • Surveyors. They can make your life miserable. Sit down with the surveyor and get some parameters so you can expect what they’re looking for. If it’s a value survey, let them know what value you think should be placed on your vessel. If it’s a condition survey, always accompany the surveyor during the entire inspection so you can point out how everything works. If they can’t figure it out by themselves, they’ll mark it down as not functioning, which is not a good thing to see in a surveyor’s report. Plus, at that point, it’s tough to get the condition straightened out without another report. • Your insurance agent. Most agents don’t really take the time to learn what your vessel is like or what you do on a daily basis. Invite them on board your vessel so they can see what they intend to insure. After all, they’re the eyes and ears of the insurance company and should learn as much as they can about your vessel. Business friends are great to have and can make your life much easier. Gene McKeever is a marine insurance consultant and instructor. He was a marine insurance agent for 39 years. He can be reached at gene@mckeeverconsulting.net or 207-596-1738.

www.workboat.com • SEPTEMBER 2016 • WorkBoat 7/19/16 9:59 PM

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Legal Talk The meaning of seaworthiness

o the average person on the street, and probably a fair number of boat owners, a vessel is considered to be “seaworthy” if it floats on water and can navigate from Point A to Point B. However, in the realm of maritime law, an age-old body of law based primarily on court-crafted precedent, the meaning of seaworthiness is far more complicated. The oft-quoted legal jargon for the standard of seaworthiness is that a vessel must be “reasonably fit for its intended purpose.” That definition is wide open to far flung interpretation, and the well-established body of case law demonstrates that the issue of seaworthiness is rarely

black and white. A more common definition is a vessel that is constructed, outfitted, manned, and in all respects fitted, for a voyage at sea. A vessel with seemingly minor deficiencies, such as worn paint on a deck that makes it slippery, steps and ladders that are not evenly spaced, or even the questionable competence of a crewmember, can expose a vessel owner to legal liability to its crew for breach of the duty of seaworthiness. While the standard for seaworthiness is not perfection, even minor problems with a vessel’s condition can spell trouble from a legal standpoint. Routine inspections and thorough maintenance practices can make the difference between a vessel with what appears to be an insignificant problem that results in its unseaworthiness, versus a vessel that is tight, staunch and strong, and in all respects seaworthy to the letter of the law.

Because a vessel owner’s duty to ensure seaworthiness cannot be delegated, any vessel owner who does not take extraordiBy Daniel J. nary care to mainHoerner tain the vessel’s equipment for the safety and benefit of the crew runs the risk of liability exposure. When in doubt, consult with marine surveyors, insurance experts and legal practitioners who can help to make your compliance with the duty to provide a seaworthy vessel more attainable. Daniel J. Hoerner is a maritime attorney with Mouledoux, Bland, Legrand & Brackett LLC. He can be reached at 504595-3000 or dhoerner@mblb.com.

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8/1/16 10:07 AM

SEPTEMBER 2016

NEWS LOG Horizon, Metal Shark awarded N.Y. ferry contract

NEWS BITTS DEADLINE LOOMS FOR STCW TRAINING

Incat Crowther

A rendering of the Incat Crowther-designed ferries to be built for New York’s Citywide Ferry.

n a major move into the ferry market, Gulf Coast shipyards Metal Shark and Horizon Shipbuilding have begun an aggressive production cycle to deliver the first Incat Crowther-designed aluminum catamarans for the New York Citywide Ferry by June 2017. Officials with ferry operator HNY Ferry Fleet LLC, a subsidiary of San Francisco-based Hornblower Cruises & Events, say they chose the Gulf yards not just based on price but their ability to turn around new boats on a tight timeline. New York Mayor Bill de Blasio’s administration has committed to having subsidized ferry service with $2.75 fares operating by summer 2017. “We are putting the first four into production right now,” said Josh Stickles, director of marketing for Metal Shark in Jeanerette, La. The builders have been working closely with Crowther’s design team and Hornblower. “We’ve been hand-in-hand with them for the past year.” Hornblower’s contract with the city calls for 19 new boats that will be built 18

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at an estimated cost of $4 million each — a deal potentially worth more than $70 million. The 85'4"×26'3" catamaran ferries are designed for service speeds of 25 knots with minimal wake. The New York project is also a big move for French engine manufacturer Moteurs Baudouin, which will supply each ferry with 6M26.3 Tier 3 diesels through its North American distributor Motor-Services Hugo Stamp Inc., Fort Lauderdale, Fla. “I see this as the beginning of a long and successful relationship between Horizon and Hornblower, and I am pleased that Hornblower has placed its trust in us,” Travis Short, president of Horizon in Bayou LaBatre, Ala., said in announcing the deal. “The ferry delivery schedule is ambitious, but we’re no stranger to these type of projects and do not foresee any problem delivering these vessels on time.” Hornblower’s ability to build new boats on schedule has been questioned by skeptics, including disappointed bidders among private New York Har-

nrollment in training classes has swelled across the workboat industry as the Dec. 31 deadline to comply with the Coast Guard’s updated Standards of Training, Certification and Watchkeeping for Seafarers nears. “You will need this to work in 2017,” Richard Wells, vice president of the Offshore Marine Service Association, warned in a July conference call with members. With five months remaining, Wells cautioned that “realistically you’ve got to take 60 days off” that to safely account for anticipated delays before obtaining updated credentials. With long wait times, masters, mates and engineers must act quickly to fit in their training, Wells said, noting “that’s about 15 days of courses the engineers are looking at.” At the State University of New York Maritime College in Throggs Neck, N.Y., enrollment by professional mariners surpassed 570 by June 30 compared to 405 the year before, and the college added four courses to meet new STCW requirements. An update to the code, adopted in 2010, added several training requirements in things like management and team working, and created additional renewal and skills refresher courses. Additionally, mariners are expected to revalidate several types of training every five years. — Kirk Moore

bor ferry operators who were surprised by the city’s choice of Hornblower. Horizon has a record of delivering big orders under tight time frames, including 40 aluminum 42' crewboats built and delivered in 20 months. During the Deepwater Horizon oil recovery operations, the company built 10 barges in one month. In the years since Horizon expanded its facilities and production capabilities to handle such

www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/4/16 10:32 AM

INTERNATIONAL SHIPHOLDING FILES FOR BANKRUPTCY

NEWS BITTS SIX ESCAPE TUG FIRE OFF FLORIDA COAST he Coast Guard is investigating the cause of a sudden tugboat engine room fire and explosions that sent six crewmembers fleeing in a life raft eight miles off Florida’s Atlantic coast July 22. The Thomas Dann, a 100'x30'x13'9", 3,000-hp tug operated by Dann Ocean Towing, Tampa, Fla., was towing a barge owned by Express Marine Inc., Camden, N.J., when the fire erupted off Matanzas, Fla. Witnesses reported fireballs rising from the vessel. A Coast Guard 45' response boat and an MH-60 Jayhawk helicopter were among the assets that responded. The crew was taken to the Coast Guard’s Ponce de Leon Station in New Smyrna Beach, Fla. No injuries were reported. — K. Moore

large orders, and is planning to use an assembly-line type production process to have the first boat ready for delivery in the first quarter of 2017. A grant from the Maritime Administration’s Small Shipyard Grant Program helped Metal Shark expand capacity at the 25-acre facility the company opened in 2014 at Franklin, La. It now has “the necessary technical capability to efficiently produce passenger ferries while meeting the aggressive schedule requirements of the project,” the company said. “We are confident in our ability to meet the time frames and deliver on this challenging and exciting project from the first vessel to the last,” Chris Allard, Metal Shark’s president, said in announcing the contract. “We’re excited as a company to be expanding into this market,” said Stickles. “It’s a great opportunity all around.” — Kirk Moore

Congressmen press for stopgap icebreaker

rustrated by the prospect of a decade before the U.S. obtains a new heavy icebreaker, members of Congress challenged the Coast Guard

International Shipholding filed for bankruptcy protection in August.

nternational Shipholding Corp. filed for bankruptcy protection in early August after trying to shed assets and negotiate with lenders. ISH, which had planned to move its headquarters from Mobile, Ala., to New Orleans, said that it will continue operating and has lined up $16 million in financing to help it through the Chapter 11 proceedings. “While the company is facing challenges with its debt and capital structure, we believe our core business segments are performing satisfactorily,” CEO Erik L. Johnsen said in announcing the filing. Late last year ISH said it would keep its Jones Act, rail-ferry and pure car/truck carrier (PCTC) services and sell its dry bulk and specialty contract segments as well as minority investments in chemical and asphalt tankers, and rail-car repair facilities near Mobile. Deadlines in its deals with lenders ranged from early December to this past June. Selling the assets would reduce their debt significantly, CFO Manuel Estrada told analysts then. But if they weren’t successful, “there would be substantial doubt about our ability to continue as a going concern,” ISH said in regulatory filings. While ISH has sold some of its dry bulk carriers, a barge from a Jones Act tug/barge unit and their New Orleans office building, “we are divesting our assets at values that are much lower than we anticipated, and, as a result, we continue to lack the necessary liquidity to operate at the required levels,” filings note. By the end of the first quarter, ISH had cut gross debt to $117.1 million from $242.9 million in 2014 and were operating 26 U.S.- and foreign-flag vessels, about half the number of previous years. ISH, which was founded as Central Gulf Steamship Corp. in 1947, had a first-quarter net loss of $8.5 million on revenue of $53.8 million. Court papers list assets of $305.1 million and total debts of $226.8 million. — Dale K. DuPont

to consider leasing commercial vessels to fill the gap. Vice Commandant Adm. Charles Michel was grilled at hearings this summer before the House Subcommittee on Coast Guard and Marine Transportation. He told Congress that the Coast Guard needs to design and build ships to get the Arctic capabilities it needs. Top Coast Guard officials — including Commandant Adm. Paul F. Zunkunft — have personally inspected

www.workboat.com • SEPTEMBER 2016 • WorkBoat

WB_Newslog_LINO.indd 19

International Shipholding Corp.

ice ships suggested as long-term lease options for the service, and found them wanting, Michel told subcommittee members. In a July 12 hearing, Michel received an earful from Rep. Don Young, R-Alaska, who questioned him about using a privately owned vessel, the 360' icebreaking and anchor-handling tug Aiviq owned by Edison Chouest Offshore, a Louisiana-based offshore service vessel operator that has close 19

8/4/16 10:32 AM

Royal Dutch Shell

David Krapf

ties to Young and is a major campaign contributor. Subcommittee chairman Rep. Duncan Hunter, R-Calif., likewise challenged Michel’s insistence that the Coast Guard needs a ship built to military standards. Michel wouldn’t waiver. “This vessel doesn’t just break ice,” he said, explaining that icebreakers also “assert national sovereignty,” protect the environment, and provide security and defense readiness. The Coast Guard has two heavy icebreakers, but is barely able to fulfill its icebreaking missions in the Arctic because the Polar Star is just limping along due to age and mechanical breakdowns. The Polar Sea has been out of service since 2010. The Healy, a medium icebreaker built in 2000, also works to break ice and serve as a science research vessel. The Coast Guard wants to build a new vessel, but the Polar Star is due to retire before a replacement comes online, which will create a three- to six-year gap in heavy icebreaking. In the meantime, the Coast Guard is considering pouring up to $62 million into the Polar Star to extend its life another seven to 10 years. Meanwhile, an Arctic policy expert told the lawmakers the U.S. has limited capabilities to provide national security and shipping safety in the increasingly ice-free and busy Arctic region, and building one heavy icebreaker will do little to address those gaps.

Louisiana OSV operators may take a tax hit in 2017.

“We need the capability to protect the United States, to do search and rescue, oil spill response, and today we don’t have the capabilities we need to effectively do that,” said Heather A. Conley, senior vice president for Europe, Eurasia and the Arctic at the Center for Strategic and International Studies in Washington, D.C. “That’s been [the case for] many years, and we will have gaps for several years to come.” — Pamela Glass

Offshore service operators could still take La. tax hit

ouisiana lawmakers refused to take tax refunds away from the offshore industry in 2016, but that may not be

Edison Chouest’s icebreaking tug Aiviq has been proposed as an Arctic vessel for the Coast Guard.

WB_Newslog_LINO.indd 20

the case with the next state budget proposal. Louisiana Gov. John Bel Edwards had proposed to suspend for a year a refundable credit for 100% of the ad valorem taxes paid on offshore service vessels that operate on the Outer Continental Shelf, and then adjust the rate to 80% in 2017. Offshore Marine Service Association president and CEO Aaron Smith said Edwards could not round up enough votes in the state Legislature to make that happen this year. “Now, I don’t think that calculus works next year,” Smith cautioned in a July 22 conference call with OMSA members. With the state budget deficit predicted to balloon to nearly $2 billion, “I hope we can find a legislative solution, but I’m not completely confident of that,” Smith added. In January, the then newly inaugurated Edwards spoke at an OMSA meeting in New Orleans to make his pitch for changing the tax credit to help plug the state budget shortfall. “This is the worst fiscal crisis in the history of the state,” Edwards said then. “The budget is not going to be pretty. We can’t pretend that there is revenue there when there isn’t.” The tax credit issue may be off the table for now, but Smith said there would be continued pressure “as Louisiana digs itself out of its budget hole, hopefully not using our pocketbooks to do it.” — K. Moore

www.workboat.com • SEPTEMBER 2016 • WorkBoat

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8/1/16 10:07 AM

Fireboats

Size Matters

Fireboats are being built to meet customers’ specific needs.

By Ken Hocke, Senior Editor, and Kirk Moore, Associate Editor

WB_VR_Fireboats_LINO.indd 22

here’s a reason why fireboats come in different sizes. The new 38'10"×13'×6' aluminum catamaran fireboat that Moose Boats, Petaluma, Calif., built for the Bellingham (Wash.) Fire Department or the 38-footer Moose delivered to the New Bedford (Mass.) Fire Department wouldn’t meet the needs of New York City. Conversely, the Fire Department City of New York’s 66'×18'×3' fireboat William M. Feehan that MetalCraft Marine (MCM) delivered last October wouldn’t meet Bellingham’s or New Bedford’s demands.. “Getting to the fire is the thing — fire response time,” said Bob Clark, contracts manager for MCM, Kingston, Ontario, Canada. MetalCraft currently has several of its Firestorm fireboats under construction, including a 36-footer for Fort

Lauderdale, Fla., a 40-footer for Vancouver, British Columbia, and a 30-footer for an upstate New York customer. “You’ve got to get to the fire before it gets too hot and turns the water to steam,” said Clark. “The boat you need has to have the speed you need depending on the size of the area it’s operating in and the capacities it needs.”

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New 28' fireboat for Conroe, Texas.

BIG BOYS FDNY officials had a lot of input into the construction of the William M. Feehan. This version of MCM’s 70 footer was scaled down slightly to meet FDNY’s requirements. MCM’s FireStorm 70 is four feet wider, slightly longer and has a much larger cabin/tool room. The boat is powered by three Caterpillar C-18 www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/7/16 4:44 PM

Foss Maritime Co.

engines rated at 1,150 hp each, driving a trio of HamiltonJet HJ403 waterjets with hoods through ZF 665 transmissions. That brings the boat’s top speed up to 41 knots, from a cruise speed of 32 knots. “That area is so big, but that boat has a lot of speed,” said Clark. A Caterpillar C-9 engine rated at 510 hp drives the fire pump system, which includes two Darley ZSP models pushing 3,000 gpm at 150 psi that can dispense foam to one or both pumps. Up top is a Stang fire monitor mounted on the roof with remote controls, shooting 5,000 gpm at 80 psi. On deck, four Elkhart Brass SpitFire monitors — two electrically controlled on the bow, two operated manually amidships — put out 2,000 gpm at 80 psi each. For waterfront firefighting operations there are two Storz 6" land supply connections. Dry chemical suppressant is 300 lb. Purple K agent, and there is a Feecon 1.5 foam system. On the West Coast, the 108'×35' fireboat Protector, built by Foss Maritime Co. at its Foss Seattle Shipyard, was delivered this summer to the Port of Long Beach (Calif.). Along with its sister vessel the Vigilance, now under construction, the boats represent a 400% increase in firefighting power over the port’s old vessels. Construction costs for both vessels is $51.6 million. The new fireboat has 10 monitors with a capacity to throw more than 41,000 gpm. Pumping range is 600', higher than a 20-story building, and enough power to project water or foam “anywhere aboard the world’s largest containerships and oil tankers,” according to port officials. The largest monitor can deliver 12,000 gpm at a range of 600'. Nine other monitors range from 1,500 to 6,000 gpm. Two of those monitors can direct 6,000 gpm of foam at a range of 500'. For shoreside supply, the boats can put out up to 22,000 gpm. The multimission design by Robert Allan Ltd., Vancouver, British Columbia, has the capability to operate amid chemical, biological, radiological and nuclear (CBRN) threats. The fireboat is

New fireboat for the Port of Long Beach, Calif.

equipped with medical treatment facilities for EMS and paramedics, boom deployment to contain spills, an onboard crane, and can serve as an operations command center. Propulsion for the fireboats comes from a pair of Caterpillar 3512C main engines, combining for 2,012 hp, turning Voith Schneider propellers, for a top speed of 12 knots. The boats are designed for a low wake wash of less than 12" at 8 knots, and an onsite endurance of five days. The wheelhouses have both forward and aft control stations, where captains can use low-speed maneuvering and zero-speed stationkeeping with the Voith propulsion system. Two more Cat 3512C engines and one Cat C12 engine are harnessed with the drive engines to power seven firefighting pumps, ranging in size from 2,000 gpm to 8,000 gpm. Metal Shark Aluminum Boats, Jeanerette, La., delivered the 75' catamaran Nathan Folse to the Port of South Louisiana earlier this year. The port security fire-rescue boat is capable of pumping 5,000 gpm via three remote control monitors. It is equipped with the latest surveillance and communications suite that includes VHF-FM marine radio, satellite phone, WiFi, real-time weather surveillance, and live-stream video feed. Twin Cat C18 diesels, producing 875 hp each, provide main propulsion. The boat can run in excess of 25 knots.

www.workboat.com • SEPTEMBER 2016 • WorkBoat

WB_VR_Fireboats_LINO.indd 23

LEAN AND MEAN On the other end of the spectrum, Lake Assault Boats, Superior, Wis., delivered a 28' fireboat to the Conroe (Texas) Fire Department. “This custom-built fire and rescue boat ... is perfectly suited to meet the emergency response needs of Lake Conroe,” Chad DuMars, Lake Assault’s vice president of operations, said in a statement. The modified V-hull design features a landing craft style configuration with a hydraulically operated bow door that enables faster and more efficient rescue operations. The boat is equipped with a T-topstyle cabin (with a lockable roll up back wall for added security), twin 250-hp Honda engines, an Optimus 360 joystick control system, and a 500gpm fire pump. It also features Garmin radar and Garmin DownVü and SideVü down and side-scanning sonar, and a forward looking infrared (FLIR) system. Moose’s Bellingham boat, the Salish Star, is equipped with dual front end power take off bronze fire pumps and is capable of pushing 3,000 gpm while simultaneously maintaining full maneuverability from its two HamiltonJet HJ292 propulsion waterjets. The pressurized CBRN cabin features shock mitigating helm and navigator seats, a patient bench, workstation, and a head enclosure with SCBA storage. 23

8/7/16 4:45 PM

CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS

All American Marine

All American delivers new California ferry

The 250-passenger catamaran La Espada was delivered to Harbor Bay Cruises in mid-July.

profile and reduce drag. The vessel is powered by twin Caterpillar C32 ACERT Tier 3 engines that produce 1,450 hp at 2,100 rpm each. The Subchapter K La Espada’s capability and speed are an important competitive edge, Salas said. Full load speeds hit up to 30 knots at 2,100 rpm, compared to competitor’s vessels that make around 11 knots, according to Salas. Like the Triumph, La Espada is a hydrofoil-supported catamaran, and fuel consumption per nautical mile is a nearly constant curve from 17 knots up to 27 knots. The fuel-efficient hull significantly reduces operating costs, Salas said. For passengers, there is stadium-style seating on the foredeck for unobstructed views in addition to comfortable interior and exterior seating with ADA accessibility throughout the cabin. There’s a snack bar in the main deck cabin and the upper deck features a premium cabin complete with a private bar. Low voltage LED lighting is installed throughout the vessel, transforming it at night when color changing LED lighting is turned on inside the main deck cabin. LED accent lights are also used to light up the vessel exterior, as well as acrylic glass panels along the upper aft deck. Tinted glass was used for all passenger windows to miti-

www.workboat.com • SEPTEMBER 2016 • WorkBoat

n July, Harbor Breeze Cruises, Long Beach, Calif., took delivery of the La Espada, a 250-passenger 83'×29'6" aluminum catamaran. It is the second high-speed cat built for the company by All American Marine Inc., Bellingham, Wash. La Espada (“The Sword”) is a multipurpose vessel that offers harbor tours, whale watch and dinner cruises around Los Angeles and Long Beach harbors, and charter ferry service to Catalina Island. Harbor Breeze owner Capt. Dan Salas said he was sold on All American after it built him the Triumph, a similar 83' catamaran, in 2013. Naval architect Nic De Waal of Teknicraft Design, Auckland, New Zealand, designed both vessels. All American “did an outstanding job building this beautiful and highly functional multipurpose vessel,” Salas said in announcing the delivery. “Significant attention to detail was given in every aspect of the design and construction, and we are extremely confident that this craft will serve our markets well.” Both vessels feature Teknicraft’s signature catamaran hull shape with a symmetrical bow and asymmetrical tunnel. High performance bottom paint enhances speed and fuel efficiency. The superstructure was also designed to be low

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gate energy use associated with offsetting heat gain. Lightweight aluminum honeycomb wall panels and perforated aluminum ceiling tiles were used to outfit the cabin interior without adding mass and causing excessive fuel burn. La Espada is the third Subchapter K vessel built by All American under the new 5A space performance guidelines for structural fire protection. — Kirk

Gulfmark takes delivery of new PSV from BAE

AE Southwest Shipyards, Mobile, Ala., has delivered the Hercules, a 288'×62'×26', DP-2 platform supply vessel, to GulfMark Americas, St. Rose, La. Designed by MMC Ship Design & Marine Consulting, Gdynia, Poland, Hercules will provide decommissioning, drilling support and well intervention services in the deepwater and

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ultradeepwater market in the Gulf of Mexico. The MMC 887 300-class PSV is also built for maximum fuel economy. It is designed with hybrid propulsion and control systems, enabling the PSV to operate with variable power includ-

ing two transit modes (high speed and green PTO/PTI efficiency mode) and two DP-2 modes with additional redundancy. “GulfMark’s focus is on upgrading our vessels from machinery to living conditions, making each vessel safer

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On TheWays and more comfortable for the crew, creating a more efficient operating vessel,” said Danny Lee, GulfMark’s director of operations. “This vessel sets itself apart from other PSVs with her multiple modes of operation for transit and dynamic positioning.” Tankage includes 6,919 bbls. of cargo fuel oil; 11,440 cu. ft. of bulk mud in six tanks; 15,113 bbls. liquid mud in eight tanks; 10,378 bbls. rig water; 6,447 bbls. fresh water; and 2,356 bbls. methanol. The new PSV also has 4,439 bbls. of oil recovery operation capacity. Fuel oil and rig water can be pumped at the rate of 660 gpm at 295' TDH (total dynamic head), liquid mud at 660 gpm at 197' TDH and methanol at 330 gpm at 295' TDH. The boat’s rear cargo deck measures 205'×52'6" and the Hercules’ deadweight tonnage is 5,165 LT. The propulsion package features two Caterpillar MaK 6M32C engines producing 3,000 kW (8,046 hp)

CORRECTIONS AND CLARIFICATIONS total coupled to Scana CPP systems. Siemens shaft generators provide 4,000 kW to the 690v primary electrical systems, with two Caterpillar C18 auxiliary generators supplying an additional 1,100 kW. Thruster control systems are provided by three Berg fixed pitch electric thrusters, with 3,402 hp combined thrust, and a Rolls-Royce retractable bowthruster, diesel over hydraulic, driven by a Cat C32 engine producing 1,080 hp. “In the transit mode, the vessel is capable of a service speed of 16.5 knots, running on both main engines and propellers. However, when the vessel’s propulsion system is configured for PTO/PTI green mode of operation, the hybrid diesel-electric features come into play,” Lee said. “In this configuration, the vessel operates with only one main engine online. Her online engine drives its respective propeller. “The online engine’s shaft generator is configured as an alternator,” Lee

In the August 2016 issue, we reported that the littoral combat ship Montgomery (LCS 8) measures 221'x99'. The Austal USA-built LCS actually measures 418'x104'.

continued, “supplying the offline shaft generator with 690 volts. The offline generator is configured as a motor, driving the offline gearbox. The vessel can operate in this mode continuously, at speeds of 12 knots, with significant fuel savings to our customers, on long voyages.” The new PSV has a Kongsberg DP system and uses Guidance Marine RadaScan and CyScan Mk4 laser systems for position reference sensors. The com/nav systems are from Furuno. “During DP-2 operations, the vessel has two DP modes of operation,” said Lee. “Although both are split bus configurations, she has the ability to operate beyond her normal critical activity

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mode of operation with the additional redundancy. Her stationkeeping was exceptional during the sea trials.” The Hercules, equipped with Class II FiFi capabilities, accommodations for 60, and two fast rescue craft, was delivered in late July. — Ken Hocke

Seacor takes delivery of OSV from Master Boat

aster Boat Builders, Bayou La Batre, Ala., has delivered the 221'×48'×18', DP-2 offshore service vessel Seacor Olmeca to Seacor Offshore LLC. Master Boat also designed the 2,216-dwt OSV. “The vessel is a stretched version of our 200-foot-class vessel previously delivered to Seacor,” said Andre Dubroc, the yard’s general manager. “Notable differences are the enclosed bow, CargoFlexX dry bulk system that uses atmospheric tank design which allows the use of rectangular tanks versus

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the traditional round ‘P’ tanks. This allows the carriage of more product in a smaller footprint. The vessel is able to carry 8,000 cubic feet of dry mud in four (2,000 cu. ft.) tanks.” In addition to its dry mud capacity, the new OSV can carry 150,000 gals. of fuel and 6,000 bbls. of liquid mud. The rear cargo deck measures 155'×39' and can haul up to 2,216 LT of freight. “The vessel meets the requirements of SPS (special purpose ship) which will allow the carriage of up to 60 people,” said Dubroc. Main propulsion comes from twin

Caterpillar 3512C diesels, producing 1,911 hp at 1,600 rpm each. The Cats are connected to 82"×70", 5-bladed, bronze wheels through Twin Disc MGX-5600 marine gears with 5.04:1 reduction ratios. The propulsion package gives the new OSV a running speed of 11 knots fully loaded. For added maneuverability, the OSV has two Schottel SST-2FP 800-hp bowthrusters and two SST-170FP 350hp sternthrusters. Ship’s service power comes from two Cat C-32-powered gensets, sparking 940 kW each, and twin Cat C-18-pow-

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lount Boats, Warren, R.I., has delivered the 100'×35', 318-passenger Skyview to Shoreline Sightseeing Co., Chicago. It has a maximum draft of 4'6". The steel, Subchapter K passenger vessel will operate as an architectural tour boat in partially protected waters. The Skyview is powered by twin Volvo-Penta D13 MH, 400-hp diesels that turn 44"-dia., 4-bladed propellers through ZF W325 gearboxes with 2.933:1 reduction ratios. — Ken Hocke The Incat Crowther-designed Glenn Autry, a 205'×32'×7'6", 561-dwt aluminum monohull fast crew-supply boat, was delivered to Barry Graham Oil Service, Bayou La Batre, Ala., by Halimar Shipyard, Morgan City, La., in July. The Gene Autry follows its sistership, the John Jacob, Architectural tour boat delivered in 2014. for Chicago. The Gene Autry

features a 3,640-sq.-ft. aft deck with a cargo capacity of 450 LT, and a main deck cabin with 72 passenger seats. There’s room for 12 crew. Propulsion power comes from four Cummins QSK 50 Tier 3 diesels, each rated at 1,800 hp. The engines turn four HamiltonJet HM811 waterjets through Twin Disc MGX-6848 gearboxes. The combination gave the Gene Autry a top speed of 35 knots during acceptance trials. — Kirk Moore Vane Brothers Company, Baltimore, has taken delivery of its 12th Sassafras-class oceangoing tug from Chesapeake Shipbuilding Corp. The 94'×32'×13' Fort McHenry is equipped with twin Caterpillar 3512 main engines producing a combined 3,000 hp and a single drum JonRie hydraulic winch. — Ashley Herriman

Damen Shipbuilding Group has established a new office in Houston. Its first deal is for four new 121', 6,000-hp Damen 3711 Stan tugs for Young Brothers Ltd., Hawaii’s largest inter-island cargo service provider. The tugs will be built at Conrad Shipyard, Morgan City, La. The first vessel will be delivered in the first

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quarter of 2018. — K. Hocke Eastern Shipbuilding Group, Panama City, Fla., has launched the Laura B, the fourth in a series of four Robert Allan-designed 80'×38'3"×15'9" Z-Tech 2400 class terminal and escort tugs for Bay-Houston Towing Co. Vigor’s Seattle shipyard has delivered the 95'×38'×16' 3,000-hp tug Dale R Lindsey to Harley Marine Services Inc. The ATB tug is outfitted with an Articouple FRM-43M coupler system to pair with the 20,000-bbl. oil barge Petro Mariner. — A. Herriman The newest cruise ship for American Cruise Lines was launched at Chesapeake Shipbuilding, Salisbury, Md., 121' Damen tug for Hawaii. in July. The 170-passenger American Constellation is scheduled to begin cruises in the spring of 2017. — A. Herriman

Metal Shark and Horizon Shipbuilding will build a series of Incat Crowther-designed 149-passenger high-speed aluminum catamarans for New York’s Citywide Ferry Service, the companies said in July. The announcement marks the start of an aggressive production cycle for New York City and HNY Ferry Fleet LLC, operator of the new citywide service and a subsidiary of San Francisco-based Hornblower Cruises & Events. Hornblower’s contract with the city calls for 19 new ferries. The 85'4" catamarans will be powered by Baudouin 6 M26.3, EPA Tier 3-compliant diesels. — K. Moore The Woods Hole, a new ferry built for the Steamship Authority of Woods Hole, Mass., entered service in June. The ferry was designed by Seattle-based Elliott Bay Design Group (EBDG). The 235'×64'×10'5" Woods Hole was built by Conrad Industries, Morgan City, La., and is the second ferry EBDG has designed for the Steamship Authority. The single-ended ferry is designed to be primarily a “super freight boat” that, when not carrying a full freight load, also serves as a passenger and car ferry with a capacity of 384 passengers and 55 cars.

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ered gensets, producing 425 kW each. Other features include an FFS FiFi 1 firefighting system, GE Seastream DPS-2 system, electronics suite from New World Electronics, Jastram split rudder steering system from Gulf Coast Air & Hydraulics, and Twin Disc EC-300DP controls. — K. Hocke

Wesmac completes 47' Maine island ferry

fter using the same boat for nearly a half-century, the ferry service to Maine’s Isle au Haut now uses the Otter, a new Wesmac Super 46 launched in early July. The 46'9"×17'1"×4'11" vessel can carry up to 78 passengers and two crew. Built of solid fiberglass laminate by Wesmac Custom Boats, Surry, Maine, the $800,000 vessel is Subchapter T certified by the Coast Guard. It is a big step up in speed and capacity, able to carry 30 more passengers

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than the 50-year-old, 47' wooden “mail boat” Miss Lizzie, retired in October 2015. A second freight and passenger vessel, the 42' Mink, will remain in service alongside the Otter. “Wesmac was our first choice for a builder because we know their reputation for very high quality boats which are also suitable for Maine waters in all weathers,” George Cole, president of Isle au Haut Boat Services, said. “The last boat (Miss Lizzie) would not pass muster with the Coast Guard,” said Bill Grindel, general manager at Wesmac. “Our 42 and 46 have all been Coast Guard approved. But this is our first Coast Guard-approved Super 46.”

Changes included the bilge pump and firefighting systems. After starting on the hull in September 2015, the project took 11 months, working closely with Coast Guard inspectors. Propulsion comes from a Caterpillar C18 diesel developing 803 hp at 2,100 rpm, turning a 32" left-handed 5-bladed Nibral propeller on a 3" double taper Aquamet shaft, through a ZF 500 gear with 1.964:1 ratio. In sea trials the package yielded 24.2 knots at 2,070 rpm, twice the speed of the Miss Lizzie. A Zipwake dynamic control trim tab system improves performance. Fuel capacity is around 700 gal. — Kirk Moore

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Exam Time After a long delay, the towing vessel inspection final rule is published.

decade in the making, the final rule to establish safety regulations governing the inspection and standards of towing vessels, while providing a safety management system compliance option, has been published. Officially called Subchapter M, the new rule will cover about 6,000 previously uninspected towing vessels nationwide. It will apply to nearly all U.S.-flag towing vessels 26' or more in length and to all U.S.-flag towing vessels less than 26' that push barges carrying hazardous materials in bulk. The rule became effective July 20, with certain regulations being phased-in over time. Existing towing vessels will have until July 20, 2018, to comply with the majority of Subchapter

M’s requirements. To manage the big transition, the Coast Guard is allowing vessel operators flexible options — from inviting Coast Guard inspectors, to using approved in-house survey and safety management programs or consultants — and a long phase-in period to obtain Certificates of Inspection (COIs). This massive undertaking is still evolving. “There are still things in flux with Subchapter M,” said Scott Kuhaneck, towing vessel program manager in the Coast Guard’s Office of Commercial Vessel Compliance. The Coast Guard continues to field questions almost daily, working on harmonizing and updating other regulations, and dealing with policies to make the new rule work.

All towing vessels must have COIs by July 20, 2022, after a four-year phase-in process.

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David Krapf

By Kirk Moore, Associate Editor

8/8/16 7:19 PM

dreds online for meetings to discuss the rule. AWO vice president and chief operating officer Jennifer Carpenter said they “strenuously” expressed concern over the implications of repowering. Foremost for members are “ensuring that routine engine replacements don’t trigger major conversion determinations,” AWO president and CEO Tom Allegretti said. “It is not the Coast Guard’s intention that engine replacements will trigger major conversion determinations.” “That would be quite problematic for existing vessels that are doing nothing more than replacing engines to get better fuel efficiency, or to meet higher environmental standards,” Carpenter said. The worry has been that major conversion findings on vessels modified after July 20, 2017, could subject them to the full package of modern newbuild requirements, she said. Kuhaneck said the standing policy that recognizes the need for new engines and other “modification of aging materials” will allay that concern, and should also cover upgrades such as dual-fuel liquefied natural gas (LNG) capable engines. Another concern is how the new rule covers persons in charge (PIC) of fuel transfers, and whether they will need a tankerman’s endorsement or license. Along with questions from operators, queries have been coming in from vessel class societies, maritime consult-

Subchapter M will cover about 6,000 previously uninspected towing vessels in the U.S.

www.workboat.com • SEPTEMBER 2016 • WorkBoat

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ing firms and others who are seeking recognition as “third-party organizations” — private sector inspectors that Subchapter M’s architects are counting on to provide flexibility and accurate assessments as the industry gets its fleet certified. Companies will stipulate which option they will use when applying for COIs — Coast Guard or third party — and can use different inspection options for different vessels. For example, depending on their business model, companies with linehaul fleets might opt for an in-house or third party, while a fleeting operation with vessels in key locations might use Coast Guard inspectors, Kuhaneck said. “Companies with safety management systems will be further along,” he said. “In some cases, they’re already there.” DECADE-LONG PROCESS Officially known as 46 CFR Subchapter M, Congress granted the Coast Guard the authority to establish the new rules in the Coast Guard and Maritime Transportation Act of 2004. The

The new rule will apply to nearly all U.S.-flag towing vessels 26' or more in length.

David Krapf

INITIAL QUESTIONS With the June 20 publication of the final rule in the Federal Register, close scrutiny of Subchapter M began. Despite years of preparation, questions immediately surfaced. A few were simple errors, like correct deadlines. But one concern that immediately surfaced is how engine repowerings will be interpreted under the new regulations, barge companies and the American Waterways Operators (AWO) said. With a two-year initial phase-in period, the rule defines a starting point for new vessels to conform with all requirements if their keels are laid after July 20, 2017. But the rule can also treat modified older vessels as substantially new, if they undergo major conversions, substantially change their length or extend their service lives. A big question is whether repowering a vessel after the July 2017 threshold, even just to increase efficiency and reduce emissions, will trigger a finding of a major conversion. Kuhaneck said that will not be a problem for operators. “There’s a longstanding policy that’s been used for 35 years” when looking at engine upgrades, Kuhaneck said. Under that policy, engine repowerings should not rise to the level of major conversions. In the days after Subchapter M was published, AWO hosted dozens of industry members in person and hun-

'It is not the Coast Guard’s intention that engine replacements will trigger major conversion determinations.' Tom Allegretti, AWO president and chief executive officer

8/8/16 7:38 PM

SUBCHAPTER M IMPLEMENTATION SCHEDULE

xpanding the Coast Guard’s roster of inspected vessels by 50% and covering more than 1,000 towing companies will take time, from an initial 24-month startup period for meeting Subchapter M requirements out to 2022, when all towing vessels must have Certificates of Inspection (COIs). “Most of the requirements won’t come into effect until 2018,” said Caitlyn Stewart, senior manager for regulatory affairs at the American Waterways Operators. The final Subchapter M rule took effect on July 20. That set the effective date for next steps going forward. Vessel inspections and

act called for “full safety inspection of towing vessels.” Like OPA ’90, which requires double hulls on tank vessels and tank barges, the law was inspired by disasters and major accidents. OPA ‘90 was in response to the Exxon Valdez tanker spill in Alaska in 1989. Subchapter M can be traced back to ghastly accidents like the September 2001 accident when a towing vessel hit a bridge at South Padre Island, Texas,

surveys in the next two years will lead to COIs, the documentation that proves towing vessels meet inspection standards. The timetable for compliance is longest for single-vessel operators, who will need COIs by July 2, 2020. For fleet operators, there is a four-year phase-in process for certifying all vessels: • 25% by July 2019. • 50% by July 2020. • 75% by July 2021. • 100% by July 2022. — K. Moore

killing five when their vehicles plunged into the water. Or there was the May 2002 accident when the 104'×30' towboat Robert Y. Love was pushing a pair of empty asphalt barges on the Arkansas River, toward the I-40 highway bridge at Webbers Falls, Okla., when the tow veered off and struck a bridge pier 200' outside the navigation channel. A 503' section of the bridge collapsed into the river, and 14 people

died when 11 vehicles including three tractor-trailers went into the river. Years earlier, a September 1993 barge-bridge allision at Big Bayou Canot, Ala., led to the derailment of an Amtrak train and the deaths of 44 passengers. In the industry self-examination that followed, the AWO began to develop its Responsible Carrier Program (RCP), a code of conduct for safety and environmental protection

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among tugboat and towboat operators. As part of its millennial strategic plan, AWO strove for mandatory enrollment of its member companies by 1998. In 1995, the AWO and the Coast Guard established a joint forum to examine safety statistics and factors, said Caitlyn Stewart, AWO’s senior manager for regulatory affairs. “It was a few high-profile incidents that caused that group to ask questions,” Stewart said. Discussions led to the AWO agreeing in 2003 that they should make an overture to the Coast Guard, offering support and partnership in seeking statutory authority for inspections. Another step was “industry-initiated examinations,” when operators requested that the Coast Guard check out their vessels. That segued into the next phase in regulation, the 2009 creation of the Towing Vessel Bridging Program, a transitional phase where examinations were still voluntary. In July 2012, examinations became mandatory, with the potential for enforcement action if the Coast Guard found deficiencies. In its own analysis covering 2010 to 2014, the Coast Guard found that towing vessels and tows accounted for 67.5% of the five-year average number of all vessels involved in collisions, allisions and groundings. Towing accidents were responsible for 29.8% of fatalities among commercial mariners in the fiveyear average, and 30.2% of all chemical discharges and oil spills greater than 100 gals. “Given that range of incidents, the Coast Guard believed it prudent to develop a specific rule for towing vessels and tows aimed to reduce those numbers,” notes one Coast Guard Subchapter M explanatory document. The Coast Guard worked closely with AWO’s Towing Safety Advisory Group in the years leading up to the final draft of Subchapter M. The effort earned generally high marks from the industry. “They engaged in a really transparent and inclusive process,” Stewart said. The rule that came out of it “is really rooted in the recommendations that came in

that process.” Speaking at industry events, AWO’s Allegretti likens the development of Subchapter M to OPA ’90, which has helped dramatically reduce the incidence of oil spills in the industry. Improving safety “really positions us well in the public policy arena,” Allegretti stressed in May at the International Tug, Salvage and OSV Convention in Boston. “Congress and the American public expect flawless safety

www.workboat.com • SEPTEMBER 2016 • WorkBoat

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performance” no matter the cost, he said. “Safety is our franchise to operate tugboats and barges.” THE TRANSITION RCP has been the standard for AWO member companies for many years, and serves as one framework for Towing Safety Management Systems (TSMS), another building block of Subchapter M implementation. “The Coast Guard has committed to accept

8/8/16 7:33 PM

the RCP as a Towing Safety Management System,” Stewart said. Along with concerns like defining major conversions, AWO’s Towing Vessel Inspection Working Group identified a number of clarifications that operators who choose the TSMS option will need. The Coast Guard is developing more guidance for TSMS users, and AWO urged that it “incentivizes the TSMS option, and does not penalize companies that were early adopters of safety management systems.” For Coast Guard inspections, a system is building off the network established during the bridging program. Coast Guard petty officers that were the backbone of those examinations will perform inspections under the new rule. “If we stick to the schedule, I think we’re adequately staffed,” Kuhaneck said. “If there was a shift in options, it might affect the load.” Another uncertainty has been the ability of shipyards and drydocks to

David Krapf

Some say the costs of the new rule will not be spread evenly across the U.S. towing industry, adversely affecting smaller operators who have older boats and are new to towing safety management systems.

handle the work necessary to comply with Subchapter M. But AWO’s Carpenter said that so far, operators are not too concerned about making changes so towing vessels can meet Subchapter M, despite some predictions that shipyards might get backed up. Initial concerns about meeting the inspection workload came from an early Subchapter M notice that indicated a

need to drydock for obtaining a COI, but “we’ve backed off that,” Kuhaneck said. Underwater external hull examinations are one option too, he said. “This is a really significant rulemaking, and there are a lot of moving parts,” AWO’s Stewart said. “There will be other issues that come up, and we will work with the Coast Guard to resolve those.”

YARDS TRUST BRUNVOLL a complex ship. a sophisticated thruster system. a tight installation schedule. No margin for delay. we know how it is – in Finland, Germany, France, Korea or China. with our specialized in-house expertise and years of experience, we have built up a reputation for preparing the units on time, precisely according to the specifications.

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WB_CoverStory_LINO.indd 40

www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/8/16 7:28 PM

Always

Pushing For More.

Inland river operators have been successfully running Cummins K Series engines for decades. Now, Cummins is taking uptime to a new level with our Quantum Series engines. These engines run cleaner and stronger, with exceptional dependability and durability. Barge, tug and towboat operators now have even more options â&#x20AC;&#x201C; with ratings up to 800 hp (597 kW), our proven QSK19 is more powerful than ever before. Contact your local Cummins distributor or visit marine.cummins.com, and see how we can help keep your business pushing ahead.

ÂŠ2016 Cummins Inc., 4500 Leeds Ave., Suite 301, Charleston, SC 29405 U.S.A.

WB_FULLS.indd 41 PushboatAd_8.125x10.875inch.indd 1

8/1/16 10:11 AM 29/01/2016 16:36

2016 By Ken Hocke, Senior Editor

iesel engine manufacturers have been busy over the past 12 months. Volvo Penta announced the future launch of a new model that has been developed to fit its D8 engines for the commercial market. The new six cylinder engine models extend Volvo’s IPS (Inboard Performance System) diesel range. The new package has three power settings: D8 IPS600, D8 IPS650 and D8 IPS700. Volvo plans to launch its EPA Tier 3, IMO II version in the U.S. in January and unveil it at the International WorkBoat Show in December. “The D8 will be a perfect match 42

WB_DieselDirectory_2016_LINO.indd 42

between the D6 and D11 high-performance engines in our range,” said Thomas Lantz, product planning manager for Volvo Penta’s Marine Commercial sector. “Thanks to its compact dimensions and high power-to-weight ratio, the D8 will fit extremely well into high-speed planing vessels.” Caterpillar’s 3512C high displacement marine engines are now available in a wide range of ratings that meet Tier 3 and IMO II regulations without any additional aftertreatment. The new propulsion, auxiliary, and DEP engines, designed and built from the current 3512C and 3516C platforms, are designed to have minimal dimensional and weight changes in compari-

Ken Hocke

2016 POWER GUIDE son. Owning and operating costs are also very similar, Cat officials said. Other new features include stainless steel exhaust heat shields and a closed crankcase ventilation system. The city of New York’s Citywide Ferry plans to build a new fleet of small passenger ferries powered by Moteurs Baudouin 6M26.3, Tier 3 diesels. This is only the second year that the French-built diesels have been part of our annual diesel directory. The Environmental Protection Agency’s emissions regulations continue with more Tier 4 engines coming on the market over the past year. All diesel engines with ratings above 804 hp will have to be Tier 4 by 2017.

www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/4/16 7:16 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

Continuous Duty hp rpm

CATERPILLAR MARINE

Ph: 985-674-5163 2270 7th St., Mandeville, LA 70471 www.cat.com/en_US/• info-usa@catpropulsion.com Cat C8.7 6 531 4.6x5.3 — 47.9 34.7 38.7 2,295 641 @ 2,300 — — C9 6 538 4.41x5.87 — 47.2 38.7 38.3 2,086 503 @ 2,500 (Intermittent Duty) — (ACERT TM) 567 @ 2,500 — — C9.3 6 568 4.53x5.87 — 57.2 38.5 43.0 2,083-2,474 375 @1,800 476 @ 2,300 416 @ 2,100 (Intermittent Duty) C12 6 732 5.1x5.9 — 62 38.1 39.5 2,588 600 @ 2,300 385 @ 1,800 340 @ 1,800 (Heavy Duty) (Unrestricted) 454 @ 2,100 454 @ 2,100 570 @ 2,300 490 @ 2,300 (Intermittent) (Maximum) C12 6 732 5.1x5.9 — 62 38.1 39.5 2,588 660 @ 2,300 — — (ACERT) TA 705 @ 2,300 — — C12.9 TA 6 787 5.31x5.9 — 57.6 43.7 42.7 3,479-3,523 838 @ 2,300 — — 985 @ 2,300 — — 3406C TA 6 891 5.4x6.5 — 57.3 36.0 50.3 2,921 400 @ 1,800 — 454 @ 1,800 C18 TA (IMO Tier II) 6 1,106 5.7x7.2 — 73.0 44.6 47.2 4,000- — 553 @ 2,100 479 @ 1,800 4,299 — (Heavy Duty) 600 @ 1,800 — 670 @ 2,100 715 @ 2,100 — (Heavy Duty) (Maximum) — 873 @ 2,200 — — (Intermittent) — C18 TA (EPA Tier 3) 6 1,106 5.7x7.2 — 73.0 44.6 47.2 4,000- 1,001 @ 2,300 670 @ 1,800 469 @ 1,800 1,150 @ 2,300 (Heavy Duty) 600 @ 1,800 803 @ 2,100 715 @ 1,800-2,100 ((Intermittent) (Maximum) 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 — — C32 (ACERT) 12 1,959 5.71x6.38 — 83.5 60.17 60.9 6,950-7,160 — 1,200 @ 1,800-2,000 660 @ 1,600-1,800 (IMO Tier II) (Heavy Duty) — 1,300 @ 2,100 750 @ 1,600-1,800 — (Heavy Duty) 850 @ 1,600-1,800 — — 950 @ 1,600 — — 1,000 @ 1,600-1,800 — — 1,300 @ 1,800 — — (Maximum) — — 1,450 @ 2,000-2,300 — — (Maximum) C32 (Acert) 12 1,959 5.71x6.38 — 83.5 60.17 60.9 6,950-7,160 — 1,200 @ 1,800-2,100 750 @ 1,600-1,800 (EPA Tier 3/IMO Tier II) — (Heavy Duty) 850 @ 1,600-1,800 — — 850 @ 1,800-2,100 — — 1,000 @ 1,600-1,800 — — 1,300 @ 1,800-2,100 — — (Maximum) — — 1,450 @ 2,100-2,300 — — (Maximum) C32 (Acert) 12 1,959 5.71x6.38 — 82.9 58.3 56.9 6,780 1,700 @ 2,300 1,600 @ 2,300 — (EPA Tier 3/IMO Tier II) 1,800 @ 2,300 (Intermittent) — 1,900 @ 2,300 — — 3508 C TTA 8 2,107 6.7x7.5 — 83.4 67.0 72.0 10,935 — 850 @ 1,200 775 @ 1,200 — (Heavy Duty) 1,000 @ 1,600 — 1,050 @ 1,600 900 @1,200 — (Heavy Duty) (Maximum) — — 1,100 @ 1,600 — — (Maximum) 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* — 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 — 3512C TTA 12 3,161 6.69x7.48 — 102 80.2 75.0 14,400- 1,750 @ 1,800 1,359 @ 1,600 1,280 @ 1,600 — (Heavy Duty) 1,300 @ 1,200 16,340 — 1,400 @ 1,200 1,400 @ 1,600 — (Heavy Duty) 1,500 @ 1,800 — 1,500 @ 1,600 1,400 @ 1,600 — (Heavy Duty) 1,409 @ 1,600 — 1,575 @ 1,800 (Maximum) — (Heavy Duty) 1,500 @ 1,200 — 1,500 @ 1,800 (Maximum) — — 1,600 @ 1,600 — — (Maximum) — — 1,650 @ 1,800 — — (Maximum) 312C TTA 12 3,574 6.69x8.46 — 105.1 87.9 88.3 14,400- — — 1,500 @ 1,200 (High Displacement) 16,340 — — 1,676 @ 1,600 — — 1,810 @ 1,600 — 1,600 @ 1,200 1,700 @ 1,200 — (Heavy Duty) `(Maximum) — 1,749 @ 1,600 1,851 @ 1,600 — (Heavy Duty) (Heavy Duty)

www.workboat.com • SEPTEMBER 2016 • WorkBoat

WB_DieselDirectory_2016_LINO.indd 43

8/4/16 7:16 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

Continuous Duty hp rpm

— 1,911 @ 1,600 2,012 @ 1,600 — (Heavy Duty) (Maximum) — 2,250 @ 1,800 2,365 @ 1,800 — (Heavy Duty) (Maximum) — 2,551 @ 1,800 — — (Intermittent) — 3512E TTA 12 3,574 6.69x8.46 — 104.2 80.2 87.5 16,508 — 1,576 @ 1,800 1,341 @ 1,600 (EPA Tier 4/IMO Tier III) — (Heavy Duty) 1,502 @ 1,600 — 2,112 @ 1,600 1,502 @ 1,800 — (Heavy Duty) 1,700 @ 1,600 — 2,375 @ 1,800 1,810 @ 1,350 — (Heavy Duty) 2,000 @ 1,600 — 1,350 @ 1,200 2,250 @ 1,800 — — 1,650 @ 1,800 — — (Maximum) — — 2,213 @ 1,600 — — (Maximum) — — 2,549 @ 1,800 — — (Maximum) 3516C TTA 16 4,210 6.69x7.48 — 143.1 80.2 77.4 17,550- — 1,750 @ 1,200 1,650 @ 1,200 19,025 — (Heavy Duty) 2,000 @ 1,600 — 2,100 @ 1,600 1,850 @ 1,200 — (Heavy Duty) (Maximum) — 1,920 @ 1,800 2,200 @ 1,600 — 1,750 @ 1,200 (Maximum) 3516C TTA 16 4,765 6.69x8.46 — 148.0 84.3 84.6 17,550- — 2,375 @ 1,600 2,260 @ 1,600 (High Displacement) 19,025 — (Heavy Duty) 2,448 @ 1,600 — 2,575 @ 1,600 2,500 @ 1,600 — (Heavy Duty) (Maximum) — 3,004 @ 1,800 2,682 @ 1,600 — (Heavy Duty) (Maximum) — 2,400 @ 1,785* 3,151 @ 1,800 — 2,816 @ 1,600 (Maximum) — (Intermittent) — — 3,385 @ 1,800 — — (Intermittent) — 3516C TTA 16 4,765 6.69x8.46 — 125.7 89.9 87.6 21,164 — 2,339 @ 1,600 2,131 @ 1,600 (EPA Tier 3) — (Heavy Duty) 2,446 @ 1,600 — 2,574 @ 1,600 2,346 @ 1,600 — (Heavy Duty) (Maximum) — — 2,675 @ 1,600 — — (Maximum) 3516E TTA** 16 4,765 6.69x8.46 — 125.4 84.3 84.6 17,550- 3,386 @ 1,800** 2,816 @ 1,600 2,501 @ 1,600 (EPA Tier 4/IMO Tier III) 19,025 (Heavy Duty) 2,682 @ 1,600 — 3,151 @ 1,800 3,004 @ 1,800 — (Heavy Duty) 2,950 @ 1,600 — — (Maximum) — — 3,386 @ 1,800 — — (Maximum) C175-16 TA 16 5,166.88 — 177.8 72.6 97.6 28,750 — 2,907 @ 1,600 2,683 @ 1,600 — (Heavy Duty) 2,793 @ 1,600 — 3,420 @ 1,800 3,003 @ 1,800 — (Heavy Duty) 3,256 @ 1,800 C280-6 TA 6 6,773 11.0x11.8 — 158.0 71.0 108.0 34,496 — — 2,320 @ 900 — — 2,481 @ 1,000 — — 2,548 @ 900 — — (Maximum) — — 2,722 @ 1,000 — — (Maximum) C280-8 TA 8 9,031 11.0x11.8 — 195.0 71.0 104.0 41,800 — — 3,084 @ 900 — — 3,299 @ 1,000 — — 3,393 @ 900 — — (Maximum) — — 3,634 @ 1,000 — — (Maximum) C280-12 TTA 12 13,546 11.0x11.8 — 182.0 80.0 134.0 57,276 — — 4,640 @ 900 — — 4,962 @ 1,000 — — 5,096 @ 900 — — (Maximum) — — 5,444 @ 1,000 — — (Maximum) C280-16 TTA 16 18,062 11.0x11.8 — 224.0 80.0 134.0 62,832 — — 6,598 @ 1,000 — — 6,169 @ 900 — 7,577 @ 1,000 7,268 @ 1,000 — — (Maximum) — — 6,785 @ 900 — — (Maximum) — — 7,577 @ 1,000 — — (Maximum) DIESEL ELECTRIC PROPULSION — 50 HZ C4.4 Acert — — — — — — — — C9 — — — — — — — — C9.3 — — — — — — — — C18 Acert — — — — — — — — C32 Acert — — — — — — — — 3512B 12 — — — — — — —

WB_DieselDirectory_2016_LINO.indd 44

94.5 @ 1,500 116.4 @ 1,500 145.6 @ 1,500 253 @ 1,500 288 @ 1,500 292 @ 1,500 362 @ 1,500 404 @ 1,500 514 @ 1,500 587 @ 1,500 660 @ 1,500 791 @ 1,500 923 @ 1,500 1,172 @ 1,500 1,686 @ 1,500

— — — — — — — — — — — — — — —

www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/4/16 7:16 PM

Images for illustrative purpose only.

THE CALM BEFORE, DURING, AND AFTER THE

STORM

NO MATTER WHAT MOTHER NATURE THROWS AT YOU, TRUST THE FLIR M400 THERMAL NIGHT VISION CAMERA TO BE YOUR EYES IN THE DARK SO YOU CAN NAVIGATE STRESS-FREE.

WB_FULLS.indd 45

8/2/16 11:28 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

3508C 8 — — — — — — — 3512C 12 — — — — — — — 3516C 16 — — — — — — — C175-16 16 — — — — — — — C280-6 6 — — — — — — — C280-8 8 — — — — — — — C280-12 12 — — — — — — — C2801-16 16 — — — — — — — DIESEL ELECTRIC PROPULSION — 60 HZ

903 @ 1,500 1,100 @ 1,500 1,826 @ 1,500 2,303 @ 1,500 2,600 @ 1,500 3,243 @ 1,500 2,481 @ 1,000 2,722 @ 1,000 3,299 @ 1,000 3,634 @ 1,000 4,962 @ 1,000 5,445 @ 1,000 6,598 @ 1,000 7,268 @ 1,000

— — — — — — — — — — — — — —

C4.4 Acert — — — — — — — — C9 — — — — — — — — C9.3 — — — — — — — — C18 Acert — — — — — — — — C32 Acert — — — — — — — — 3512C 12 — — — — — — — 3512E 12 — — — — — — — 3516C 16 — — — — — — — 3516E 16 — — — — — — — C280-6 6 — — — — — — — C280-8 8 — — — — — — — C280-12 12 — — — — — — — C280-16 16 — — — — — — —

87.4 @ 1,500 109.2 @ 1,500 145.6 @ 1,500 172.9 @ 1,500 253 @ 1,800 311 @ 1,800 361 @ 1,800 369 @ 1,800 436 @ 1,800 624 @ 1,800 803 @ 1,800 916 @ 1,800 1,047 @ 1,800 1,333 @ 1,800 1,920 @ 1,800 2,183 @ 1,800 2,400 @ 1,800 2,189 @ 1,800 2,399 @ 1,800 2,435 @ 1,800 2,809 @ 1,800 2,984 @ 1,800 3,151 2 1,800 2,576 @ 1,800 2,823 2 1,800 3,175 @ 1,800 2,320 @ 900 2,548 @ 900 3,084 @ 900 3,393 @ 900 4,640 @ 900 5,096 @ 900 6,169 @ 900 6,786 @ 900

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

CATERPILLAR MARINE POWER SYSTEMS (MAK)

Ph: +49 (0) 40 2380-3000 • Fax: +49 (0) 40 2380-3535 Neumuehlen 9 • 22763 Hamburg, Germany www.mak-global.com • E-mail: ju_marketing@CAT.com MaK 6 M 20 C 6 — 7.9x11.8 — — — — — — MaK 6 M 25 C 6 — 15.75x10.04 — — — — — MaK 6 M 25 E 6 — 15.75x10.04 — — — — — MaK 6 M 32 C 6 — 18.90x12.60 — — — — — MaK 6 M 32 E 6 — 18.90x12.60 — — — — — MaK 6 M 34 DF 6 — 18.11x13.39 — — — — — MaK 6 M 43 C 6 — 16.9x24.0 — — — — — MaK 6 M 46 DF 6 — 24.02x18.11 — — — — — MaK 7 M 43 C 7 — 16.9x24.0 — — — — — MaK 7 M 46 DF 7 — 16.9x24.0 — — — — — MaK 8 M 20 C 8 — 11.81x7.87 — — — — —

WB_DieselDirectory_2016_LINO.indd 46

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

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 2,856 @ 720 2,856 @ 750 3,920 @ 600 4,080 @ 600 4,488 @ 720 4,488 @ 750 4,162 @ 720 4,325 @ 750 8,160 @ 500 8,160 @ 514 8,568 @ 500 8,568 @ 514 7,344 @ 500 7,344 @ 514 7,874 @ 500 7,874 @ 514 9,520 @ 500 8,520 @ 514 9,996 @ 500 9,996 @ 514 8,568 @ 500 8,568 @ 514 9,187 @ 500 9,187 @ 514 1,850 @ 900

www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/4/16 7:17 PM

Safe Passage. Secure Cargo. Sound Investment. For over a century, CPV Manufacturing has provided safe and reliable valves and fittings worldwide. With state-of-the-art design, quality control, and attention to service, CPV Manufacturing provides assurance that valves and fittings couple perfectly, function effectively, and provide years of trouble-free service. Donâ&#x20AC;&#x2122;t put your crew, your vessel, and your cargo at risk. Count on the valves and fittings that provide safe and reliable performance for your daily operations. Put the CPV trusted brand to work for you.

For more information: 866-708-1950 sales@cpvmfg.com www.cpvmfg.com American Engineering Trusted Worldwide

WB_FULLS.indd 47

8/1/16 10:12 AM

Model Cyl.

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

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

MaK 8 M 25 C 8 — 15.75x10.04 — — — — — MaK 8 M 25 E 8 — 15.75x10.04 — — — — — MaK 8 M 32 C 8 — 18.90x12.60 — — — — — MaK 8M 32 E 8 — 18.90x12.60 — — — — — MaK 8 M 34 F 8 — 18.11x13.39 — — — — — MaK 8 M 43 C 8 — 16.9x24.0 — — — — — MaK M 46 DF 8 — 24.02x18.11 — — — — — MaK 9 M 20 C 9 — 7.9x11.8 — — — — — MaK 9 M 2 C 9 — 15.75x10.04 — — — — — MaK 9M 25 E 9 — 15.75x10.04 — — — — — MaK 9 M 32 C 9 — 18.90x12.60 — — — — — MaK 9 M 32 E 9 — 18.90x12.60 — — — — — MaK 9 M 34 DF 9 — 18.90x12.60 — — — — — MaK 9 M 43 C 9 — 18.11x24.0 — — — — — MaK 9 M 46 DF 9 — 18.11x24.0 — — — — — MaK 12 M 32 C 12 — 12.60x18.1 — — — — — MaK 12 M 32 E 12 — 12.60x18.1 — — — — — MaK 12 M 43 C 12 — 16.9x24.0 — — — — — MaK 16 M 32 C 16 — 12.6x16.5 — — — — — MaK 16 VM 32 E 16 — 12.6x16.5 — — — — — MaK 16 M 43 C 16 86,455 16.9x24 — 339.4 114.8 191.5 485,017 Mak 12 VM 43 C SEE DEALER FOR DETAILS MaK 12 VM 46 DF SEE DEALER FOR DETAILS

High Output hp rpm

Medium Duty hp rpm

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

Continuous Duty hp rpm

1,958 @ 900 2,070 @ 1,000 2,176 @ 1,000 3,160 @ 720 3,260 @ 750 3,630 @ 720 3,630 @ 750 3,808 @ 720 3,808 @ 750 5,220 @ 600 5,440 @ 600 5,984 @ 720 5,984 @ 750 5,549 @ 720 5,766 @ 750 10,880 @ 500 10,880 @ 514 11,424 @ 500 11,424 @ 514 9,792 @ 500 9,792 @ 514 7,720 @ 500 7,720 @ 514 2,082 @ 900 2,203 @ 900 2,326 @ 1,000 2,448 @ 1,000 3,550 @ 720 3,670 @ 750 4,080 @ 720 4,080 @ 750 4,284 @ 720 4,284 @ 750 6,120 @ 600 5,880 @ 600 6,732 @ 720 6,732 @ 750 6,242 @ 720 6,487 @ 750 12,240 @ 500 12,240 @ 500 12,852 @ 500 12,852 @ 514 11,016 @ 500 11,016 @ 514 11,812 @ 500 11,812 @ 514 7,830 @ 720 8,160 @ 720 8,160 @ 750 8,650 @ 720 8,650 @ 750 9,139 @ 720 9,139 @ 750 16,320 @ 500 16,320 @ 514 17,136 @ 500 17,136 @ 514 10,880 @ 720 10,880 @ 750 11,533 @ 720 11,533 @ 750 12,186 @ 720 12,186 @ 750 21,760 @ 500 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 KTA 38-M 12 2,300 6.25x6.25 — 84.0 58.0 82.0 9,300

WB_DieselDirectory_2016_LINO.indd 48

750 @ 1,800 760 @ 2,100 800 @ 2,100 — — — —

— — — — — — —

600 @ 1,800 660 @ 1,800 500 @ 1,800 750 @ 1,800 800 @ 2,100 850 @ 1,800 1,000 @ 1,800

www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/4/16 7:17 PM

WB_FULLS.indd 49

8/1/16 10:12 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

— — 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 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-D M 6 505 4.92x5.79 — 58 43 41 1,545 NT855-DM 6 855 5.50x6.0 — 61 32 53 3,060

WB_DieselDirectory_2016_LINO.indd 50

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

www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/4/16 7:17 PM

ABS Certified

Hyundai Electric Motors All Ratings Available From Stock ▪ Premium Efficiency ▪ IEEE-841 ▪ Explosion Proof

1-800-808-2131 WorldWideElectric.net

CustomerService@WorldWideElectric.net DRIVING & Controlling

WB_FULLS.indd 51

8/1/16 10:12 AM

Model Cyl.

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

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

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

THINK AHEAD

Presented by

TO POWER FORWARD SAVE $50!

Register before the show using promo code: WBMAG and receive FREE* admission to the exhibit hall and keynotes, plus discounts on the conference program.

workboatshow.com *Non-Exhibiting Suppliers Fee - $50 Pre-show and Onsite.

(337) 330-4407 headflusher@aheadtank.com www.aheadsanitationsystems.com

WB_DieselDirectory_2016_LINO.indd 52

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

EVERYTHING YOU NEED

U.S.C.G. Certified Type II Marine Sanitation Device & I.M.O. Approved Sewage Treatment Plant

Continuous Duty hp rpm

To exhibit contact: Chris Dimmerling cdimmerling@divcom.com

Sanitation Systems, Products & Supplies

Ahead Tank Model AT-12T

Medium Duty hp rpm

Produced by

NEW GENERATION TECHNOLOGY • Compact • Lightweight • Corrosion Resistant • Odor Free • Simple Installation • Easy Maintenance • Customer Friendly • Cost Effective

High Output hp rpm

NOV. 30 - DEC. 2, 2016

NEW ORLEANS Morial Convention Center Halls B, C, D, E & F

www.workboat.com • SEPTEMBER 2016 • WorkBoat

IWBS16_1/4vt_ad.indd 1

6/30/16 10:08 AM

8/4/16 7:17 PM

Model Cyl.

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

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

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

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 www.cmdmarine.com • e-mail: wave.master@cummins.com MECHANICAL ENGINES 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.

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 6068TFM50 6068AFM75 6068SFM75 6068TFM76 6068AFM85 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 4.17x5.00 4.19x5.00 4.19x5.00 4.21x5.00 4.17x5.00 4.20x5.00 4.21x5.00 4.17x5.00 4.65x5.40 4.66x5.35 4.65x5.40 4.66x5.35 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 28.8 40.7 39.5 40.7 40.7 39.5 40.7 40.7 51.1 50.9 51.1 50.9 51.8 52.6

26.6 32.6 30.3 28.1 35.7 32.6 33.6 35.7 32.6 33.6 35.7 36.9 38.4 36.9 38.4 42.3 38.4

35.4 34.7 38 35.9 35.9 34.7 35.9 35.9 24.4 35.9 35.9 37.5 38.7 37.5 38.7 45.9 45

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

— 135 @ 2,600 225 @ 2,600 — 300 @ 2,600 225 @ 2,600 330 @ 2,600 400 @ 2,800 162 @ 1,800 330 @ 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 @ 2,500 267 @ 2,500 200 @ 2,500 300 @ 2,500 321 @ 2,600 148 @ 1,800 300 @ 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 @ 2,400 236 @ 2,600 154 @ 2,300 230 @ 2,300 249 @ 2,400 — 230 @ 2,300 249 @ 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

www.workboat.com • SEPTEMBER 2016 • WorkBoat

WB_DieselDirectory_2016_LINO.indd 53

8/4/16 7:18 PM

Model Cyl.

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

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

BF4M1013MC 4L 290.47 4.2x5.1 — 44.3 22.2 46.7 1,213 BF6M1013M 6L 436.32 4.2x5.1 — 55.4 33.5 47.1 1,433 BF6M1013MC 6L 436.32 4.2x5.1 — 55.4 33.5 47.1 1,543 BF6M1013MCP 6L 436.32 4.2x5.1 — 55.4 33.5 47.1 1,543 BF6M1015M 6V 726.79 5.2x5.7 — 54.3 51.8 45.6 2,381 BF6M1015MC 6V 726.79 5.2x5.7 — 58.3 51.8 44.8 2,602 BF8M1015MC 8V 968.45 5.2x5.7 — 64.9 52.5 41.6 3,043 TCD 2015M V6 6V 726.18 5.2x5.7 — 59.5 51.8 44.9 2,909 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

Continuous Duty hp rpm

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

158 @ 2,300 — — 173 @ 2,300 — 233 @ 2,300 — 261 @ 2,300 — 322 @ 2,100 — 402 @ 2,100 — 450 @ 2,100 — 536 @ 2,100 — 600 @ 2,100 476 @ 1,800 489 @ 1,900 489 @ 2,100 666 @ 1,800 680 @ 1,900 680 @ 2,100

119 @ 1,900 137 @ 2,300 145 @ 1,900 165 @ 2,300 174 @ 1,900 198 @ 2,300 189 @ 1,800 223 @ 2,300 272 @ 1,800 287 @ 2,100 332 @ 1,800 350 @ 2,100 365 @ 1,800 385 @ 2,100 442 @ 1,800 466 @ 2,100 488 @ 1,800 513 @ 2,100 428 @ 1,800 445 @ 1,900 445 @ 2,100 598 @ 1,800 612 @ 1,900 612 @ 2,100

ELECTRO-MOTIVE DIESEL INC.

Ph: 708-387-6398 • Fax: 708-387-5845 9301 W. 55th St. • La Grange, IL 60525 Web site: progressrail.com/powerproducts • E-mail: grwest@progressrail.com EMD 710 Series Max Continuous Continuous 8 E 23 & 8 E 23B** 8 710 9-1/16x11 — 115 75 102 28,700 — 2,200 @ 900 2,000 @ 900 8 E 23* & 8 E 23B** 8 710 9-1/16x11 — 115 75 102 28,700 — 2,500 @ 900 2,000 @ 900 12 E 23 & 12 E 23B** 12 710 9-1/16x11 — 150 75 108 39,000 — 3,300 @ 900 3,000 @ 900 16 E 23 & 16 E 23B** 16 710 9-1/16x11 — 188 75 108 46,000 — 4,400 @ 900 4,000 @ 900 20 E 23 & 20 E 23B** 20 710 9-1/16x11 — 222 75 117 52,800 — 5,500 @ 900 5,000 @ 900 E 23B engines utilize Selective Catalytic Reduction (SCR) * Special Marine Rating — see EMD for details. ** EPA Tier 4 Final/IMO 3 — check with EMD for details

FAIRBANKS MORSE ENGINE Ph: 800-356-6955 701 White Ave. • Beloit, WI 53511 www.fairbanksmorse.com

Opposed Piston 12 — 8.1x10.0 — 365 130 130 85,979 38D 8 1/8 ALCO 251 F 18 — 9.0x10.5 — 412 106 137 94,797 Colt-Pielstick 20 — 280mm x 330mm — 443 78 142 171,958 PA6B FM-MAN 20 — 280mm x 330mm — 265 76 133 108,245 28/33D STC Colt-Pielstick 18 — 15.7x18.1 — 357 149 148 200,618 PC2.5 STC FM-MAN L, 18 — 480mm x 600mm — 507 217 195 582,014 V 48/60B

—

4,416 @ 900

— —

4,008 @ 1,100 10,862 @ 900

—

12,203 @ 1,000

—

11,700 @ 520

—

27,759 @ 514

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 @ 3,000 570 @ 3,000 — (NEF 570) 500 @ 3,000 500 @ 3,000 — 450 @ 3,000 450 @ 3,000 — * Not EPA Tier 3 compliant. For use outside U.S. only.

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

WB_DieselDirectory_2016_LINO.indd 54

www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/4/16 7:18 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

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

Continuous Duty hp rpm

80 @ 4,000 60 @ 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 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/IMO Tier III) 11,404 9.8x12.6 — 208.0 106.0 143.0 56,317 4,224 @ 900 — — 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 (Tier 4i/IMO Tier III) 16 15,207 9.8x12.6 — 247.0 106.0 147.0 70,195 5,632 @ 900 — — 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. only.

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

D2676LE434 6 758 4.96x6.54 — 70.86 36.3 43.43 2,678 D2868LE424 8 986 4.96x6.54 — 48.94 45.39 48.66 3,968 D2862LE424 12 1,479 5.04x6.18 — 64.21 45.39 50.75 5,004 D2862LE424 12 1,479 5.04x6.18 — 64.21 45.39 50.75 5,004 D2862LE444 12 1,479 5.04x6.18 — 64.21 45.39 50.75 5,004 D2676LE425 6 758 4.96x6.54 — 70.86 36.3 43.43 2,678 D2676LE435 6 758 4.96x6.54 — 70.86 36.3 43.43 2,678 D2868LE425 8 986 5.04x6.18 — 48.94 45.39 48.66 3,968 D2862LE425 12 1,479 5.04x6.18 — 63.54 50.0 50.79 5,004 D2862LE435 12 1,479 5.04x6.18 — 63.54 50.0 50.79 5,004 D2862LE466 12 1,479 5.04x6.18 — 63.54 50.0 50.79 5,004 D2676LE443 6 758 4.96x6.54 — 70.86 36.3 43.43 2,678 D2676LE423 6 758 4.96x6.54 — 70.86 36.3 43.43 2,678

www.workboat.com • SEPTEMBER 2016 • WorkBoat

WB_DieselDirectory_2016_LINO.indd 55

— — — — — — — — — — — — — 730 @ 2,300 800 @ 2,300

— — — — — — — 560 @ 2,100 650 @ 2,100 800 @ 2,100 1,019 @ 2,100 1,200 @ 2,100 1,400 @ 2,100 — —

440 @ 1,800 520 @ 1,800 600 @ 1,800 680 @ 1,800 749 @ 1,800 900 @ 1,800 1,000 @ 1,800 — — — — — — — —

8/4/16 7:18 PM

Model Cyl.

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

Gear (w); (w/o)

Dimensions (in.) L W H

D2868LE426 8 986 5.04x6.18 — 48.94 D2868LE436 8 986 5.04x6.18 — 49.69 D2862LE446 12 1,479 5.04x6.18 — 63.54 D2862LE426 12 1,479 5.04x6.18 — 64.21 D2862LE456 12 1,479 5.04x6.18 — 65.63 D2862LE436 12 1,479 5.04x6.18 — 65.28 * All above listed MAN marine diesel engines fulfill EPA Tier 3 emission standards. * All Medium and High Output (Heavy Duty) engines are available outside the U.S. only.

45.39 45.39 50.0 45.39 45.28 45.39

48.66 48.11 50.75 50.75 53.15 49.8

Weight (lbs.)

High Output hp rpm

Medium Duty hp rpm

Continuous Duty hp rpm

3,924 4,134 5,004 5,004 5,291 5,214

1,000 @ 2,300 1,200 @ 2,300 1,400 @ 2,300 1,550 @ 2,300 1,650 @ 2,300 1,800 @ 2,300

— — — — — —

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 15.9 — w/o — — — 3,935 12M26.3 12V 31.8 — w/o — — — 7,088

— — — — — — — —

600 @ 1,800 700 @ 2,000 750 @ 2,100 815 @ 2,100 1,200 @ 1,800 1,400 @ 2,100 1,500 @ 2,200 1,650 @ 2,300

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 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

WB_DieselDirectory_2016_LINO.indd 56

— — — — — — 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 —

— 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 — —

www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/4/16 7:18 PM

Model Cyl.

16V2000 M84

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

2,179

5.3x6.1

Gear (w); (w/o)

—

Dimensions (in.) L W H

91.1

50.9

55.0

Weight (lbs.)

High Output hp rpm

Medium Duty hp rpm

7,452

2,180 @ 2,450

—

Continuous Duty hp rpm

—

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 T2 and IMO T2 only *** Available as EPA T3 and IMO T2 Series 4000 ratings — please consult your selling distributor for additional ratings and EPA T4 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 Tier 2 or Tier 3 compliant. * See dealer for IMO compliance and other ratings.

NANNI DIESEL 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 N5.160 N5.180 N5.200 N5.230 N6.300 N6.325 N6 360 N6.405 N9.380 N9.430 N9.510 N9.600 N13.430 N13.510 N13.660 N13.800

4 4 4 4 6 8 6 6 6 6 6 6 6 6 6 6

274.50 274.50 274.50 274.50 414.80 414.80 414.80 414.80 549.0 549.0 549.0 549.0 829.60 829.60 829.60 829.60

— — — — — — — — — — — — — — — —

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

— — — — — — — — — — — — — — — —

1,274 1,274 1,274 1,274 1,620 1,620 1,620 1,620 2,089 2,089 2,089 2,089 3,042 3,042 3,042 3,042

— — — — — — — — — — — — — — — —

162 @ 2,300 180 @ 2,400 203 @ 2,500 228 @ 2,600 305 @ 2,500 325 @ 2,600 360 @ 2,700 405 @ 2,800 381 @ 2,200 431 @ 2,300 507 @ 2,400 557 @ 2,400 431 @ 1,800 507 @ 1,900 559 @ 2,100 760 @ 2,200

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 — DI13 86M 6 — 5.1x6.3 — 59.1 38.2 46.2 2,624 600 @ 2,300 — 675 @ 2,300 — 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 2,624 650 @ 2,300 600 @ 2,300 DI13 73M 6 — 5.1x6.3 — 59.1 38.2 46.2 2,624 — 450 @ 2,100

www.workboat.com • SEPTEMBER 2016 • WorkBoat

WB_DieselDirectory_2016_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 — — — — — — — 450 @ 1,800 400 @ 1,800 500 @ 1,800 550 @ 1,800 400 @ 1,800 450 @ 1,800 500 @ 1,800 — —

8/4/16 7:18 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

Continuous Duty hp rpm

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

— — 700 @ 2,300 750 @ 2,300 — — — 800 @ 2,300 850 @ 2,300 900 @ 2,300 — — — — — — — 900 @ 2,300

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 — — — — — — —

— — — — — — — — — — — 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 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 — +•D3-150 SOLAS 5 146 3.19x3.67 — 32.9 28.2 29.6 573 150 @ 3,000 — +•D3-170 SOLAS 5 146 3.19x3.67 — 32.9 28.2 29.6 573 170 @ 4,000 — +•D3-200 SOLAS 5 146 3.19x3.67 — 32.9 28.2 29.6 573 200 @ 4,000 — +•D3-220 SOLAS 5 146 3.19x3.67 — 32.9 28.2 29.6 573 220 @ 4,000 — #+•D4-225/DP 4 226 4.05x4.33 — 30.9 29.6 30.7 1,420 225 @ 3,500 — @•D4-180 4 226 4.05x4.33 — 30.9 29.6 30.7 — — 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 w 40.1 32.2 30.7 1,446 330 @ 3,500 — @•D8-450 MC 6 469.7 4.33x5.31 — 49.7 38.9 39.6 1,852` — 450 @ 2,700 @•D8-510 MC 6 469.7 4.33x5.31 — 49.7 38.9 39.6 1,852 510 @ 2,850 — @•D8-550 MC 6 469.7 4.33x5.31 — 49.7 38.9 39.6 1,852 550 @ 2,900 — **D9 MH 6 571 4.72x5.43 — 53.7 38.8 44.6 2,535 — — — — — — **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 4.05x4.33 — 50.8 32.2 30.7 1,279 370 @ 3,500 — #•D6-370/DP SOLAS 6 336 4.06x4.33 — 50.8 32.2 30.7 1,698 370 @ 3,500 Tier 3 #•@•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 — 750 @ 1,900 @•D4-225 SOLAS 4 226 4.05x4.33 — 41.6 29.6 30.7 1,411 225 @ 3,500 — #•D4-225/DP SOLAS 4 226 4.05x4.33 — 41.6 29.6 30.7 1,411 225 @ 3,500 — @•D6-300 SOLAS 6 336 4.05x4.33 — 50.8 32.2 30.7 1,279 300 @ 3,500 — #•D6-300/DP SOLAS 6 336 4.05x4.33 — 50.8 32.2 30.7 1,645 300 @ 3,500 — @•D6-330 SOLAS 6 336 4.06x4.33 — 50.8 32.2 30.7 1,279 330 @ 3,500 — @**D5A TA 4 290 4.25x5.12 — 43.5 30.0 40.0 1,157 — 140 @ 1,900

WB_DieselDirectory_2016_LINO.indd 58

— — — — — — Tier 3 Tier 3 — — — — — — — 300 @ 1,800 355 @ 1,800 355 @ 2,200 Tier 2 — — Tier 3 — — — — 600 @ 1,800 650 @ 1,800 — — — — — 121 @ 1,900

www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/4/16 7:18 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

Continuous Duty hp rpm

— @•D7A TA 6 436 4.25x5.12 — 55.3 33.5 40.0 1,521 — @•D7C TA 6 436 4.25x5.12 — 55.3 33.5 40.0 1,521 — — •D13 MH 6 779.7 5.16x6.22 — 58.0 42.0 50.0 3,197 Tier 3 — — •D13-700 6 779.7 5.16x6.22 — 58.0 41.8 41.5 3,197 — •D13-800 6 779.7 5.16x6.22 — 70.7 42.9 41.5 3,197 800 @ 2,300 POD SYSTEM @@•IPS 400 MC 6 336 4.05x4.33 — — — — 1,903 300 @ 3,500 (D6-300) @@•IPS 450 MC 6 336 4.05x4.33 — — — — 1,903 330 @ 3,500 (D6-330) @@•IPS 650 MC 6 661 4.84x5.98 — — — — 3,968 — (D11) @@•IPS 800 MC 6 661 4.84x5.98 — — — — 3,968 600 @ 2,400 (D11) @@•IPS 900 MC 6 779.9 5.16x6.22 — — — — 5,220 — (D13) @@•IPS 1,050 MC 6 779.9 5.16x6.22 — — — — 5,220 800 @ 2,300 (D13) •IPS 700 MC (D8) 6 469.7 4.33x5.31 — — — — 2,976 550 @2,900 •IPS 800 MC (D8) 6 469.7 4.33x5.31 — — — — 2,976 510 @ 2,850 •IPS 600 MC (D8) 6 469.7 4.33x5.31 — — — — 2,976 — + Inboard/sterndrive/• EPA Tier 3/** Not available in the U.S./# Sterndrive/@ Inboard/@@ Available in twin, triple or quad only.

160 @ 2,300 208 @ 1,900 237 @ 2,300 230 @ 1,900 265 @ 2,300 248 @ 2,100 550 @ 1,900 600 @ 1,900 — 700 @ 2,300 —

139 @ 2,300 177 @ 1,900 201 @ 2,300 199 @ 1,900 226 @ 2,300 — 400 @ 1,800 450 @ 1,800 500 @ 1,800 — —

—

510 @ 2,200

—

700 @ 2,250

—

— — 460 @ 2,700

— — —

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 —

— — — — —

YANMAR MARINE

Ph: 770-877-9894 • Fax: 770-877-9009 101 International Parkway • Adairsville, GA 30103 www.yanmarmarine.com 6LPA-STC 6 254 3.70x3.94 w/o 43.0 28.0 29.0 899 311 @ 3,800 — — 6LPA-STZC* 6 254 3.70x3.94 w/o 43.0 28.0 30.0 944 311 @ 3,800 — — 8LV320C*** 8 272 3.39x3.78 w/o 50.0 35.0 31.0 959 315 @ 3,800 — — 8LV320ZC* 8 272 3.39x3.78 w/o 47.0 39.0 35.0 959 315 @ 3,800 — — 8LV350C*** 8 272 3.39x3.78 w/o 50.0 35.0 31.0 959 345 @ 3,800 — — 8LV350ZC* 8 272 3.39x3.78 w/o 47.0 39.0 35.0 959 345 @ 3,800 — — 6LY2M-WDT** 6 354 4.17x4.33 w/o 48.0 28.0 30.0 1,179 326 @ 3,200 — — 6LY2M-WST** 6 354 4.17x4.33 w/o 48.0 28.0 30.0 1,179 371 @ 3,200 — — 6LY400*** 6 354 4.17x4.33 w/o 51.0 28.0 30.0 1,290 394 @ 3,300 — — 6LY440*** 6 354 4.17x4.33 w/o 51.0 28.0 30.0 1,887 434 @ 3,300 — — 6CXBM-GT** 6 452 4.33x5.17 w/o 55.0 35.0 39.0 1,887 355 @ 2,400 — — 394 @ 2,500 — — 457 @ 2,700 — — 502 @ 2,700 — — 6HA2M-WHT** 6 801 5.12x6.50 w/o 62.0 40.0 50.0 3,208 274 @ 1,880 — — 345 @ 1,950 — — 6HA2M-WDT** 6 802 5.23x6.50 w/o 61.0 40.0 45.0 3,053 493 @ 1,950 — — 591 @ 2,100 — — 641 @ 2,150 — — 691 @ 2,200 — — 6AYM-WST** 6 1,243 6.10x7.09 w/o 79.0 51.0 56.0 5,214 650 @ 1,900 — — 6AYEM-ST 6 1,243 6.10x7.09 w/o 79.0 51.0 60.0 5,331 650 @ 1,900 — — 6AYAM-ET** 6 1,243 6.10x7.09 w/o 77.0 50.0 61.0 5,060 744 @ 1,900 — — 6AYM-WET** 6 1,243 6.10x7.09 w/o 79.0 51.0 56.0 5,214 744 @ 1,840 — — 818 @ 1,900 — — 6AYEM-ET*** 6 1,243 6.10x7.09 w/o 79.0 51.0 60.0 5,331 744 @ 1,840 — — 803 @ 1,900 — — 818 @ 1,900 — — 6AYM-WGT** 6 1,243 6.10x7.09 w/o 79.0 51.0 56.0 5,214 898 @ 1,938 — — 6AYEM-GT*** 6 1,243 6.10x7.09 w/o 79.0 51.0 60.0 5,331 898 @ 1,938 — — 988 @ 2,000 — — 1,004 @ 2,000 — — 12AYM-WSR**** 12 2,487 6.10x7.09 w/o 108.0 65.0 67.0 10,913 1,183 @ 1,850 — — 1,381 @ 1,900 — — 12AYM-WET**** 12 2,487 6.10x7.09 w/o 108.0 65.0 67.0 10,913 1,529 @ 1,840 — — 1,636 @ 1,900 — — 12AYM-WGT**** 12 2,487 6.10x7.09 w/o 108.0 65.0 67.0 10,913 1,797 @ 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 2016 • WorkBoat

WB_DieselDirectory_2016_LINO.indd 59

8/4/16 7:46 PM

Thrusters

Growing Force Z-drive thrusters are becoming more common in the inland market.

ith the slow down in the offshore energy sector, equipment suppliers are looking at other areas of the workboat market that have been relatively unexplored, perhaps you could say neglected. Most towboats that ply the inland waterways have traditionally been controlled with a conventional prop and rudder combination. Several Z-drive towboats have been built since 2008 — most with thrusters from ZF Marine — but Zdrive propulsion has yet to take off on the inland rivers. Now, however, with the slow down offshore, Z-drive manufacturers are working harder

to make inroads in this relatively untapped market. Thrustmaster in Houston is one of them. “We are focusing on the inland waterways market and are trying to get them to start considering and seeing the values and benefits of using Z-drive thrusters,” said Adam Jost, applications manager with Thrustmaster. It’s often not an easy sell. Towboat operators can be reluctant to try something new. It’s the “I’ve been operating this way for years and my father and grandfather before me were doing the same” mentality. Another hurdle people like Jost run into is the question of what happens when Z-drives must deal with river flotsam. Say a Z-drive towboat hits a floating tractor tire or log, operators worry that a catastrophic failure would result and they don’t want to take that risk.

Carline Companies’ USS Cairo is outfitted with a pair of Thrustmaster TH750MZ Z-drives. 60

WB_BG_Thrusters_LINO.indd 60

Thrustmaster

By Michael Crowley, Correspondent

www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/3/16 6:14 PM

BROWNWATER Z-DRIVES So Thrustmaster developed a series of Z-drive thrusters for the brownwater inland market that range from 500 hp to 4,000 hp. They come with a steel welded housing and body, as opposed to ductile iron, that’s built to last longer in brownwater. Thrustmaster’s Z-drives for the inland waterways market come standard with a stainless steel propeller, as opposed to a nickel-bronze or aluminum prop. And it’s “not a one-size fits all thruster mount,” said Jost. The mount is custom made for a boat’s hull. “It’s a perfect fit for the hydrodynamics of the vessel as well as the drive line configuration between the thruster and the customer’s diesel engine or electric motor.” When the thruster grabs hold of a tractor tire or log, often it will seize up the propeller and gear set. “And the engine will continue to try and drive the gears and will tear the gears to bits,” Jost said. Thrustmaster’s inland waterway Z-drive thrusters avoid this potential catastrophe with a torque-limiting coupling. “When it sees a torque spike as the result of a tractor tire or a log, it instantaneously relieves the pressure by breaking free the drive-line shaft from the thruster,” said Jost. While the diesel engine continues running, the thruster stops, without destroying the gear sets. The thruster can usually be repaired in the water. Jost said South American operators often turn one thruster toward the jammed thruster and blow out the debris. “Then you reset the coupling and are up and running.” BARGE THRUSTERS Omnithruster, Twinsburg, Ohio, has introduced a wireless barge thruster.

Thrustmaster

With the silt, sand and floating and sunken trash that can be found on the inland waterways, a Z-drive thruster designed for blue water use probably wouldn’t last very long on an inland towboat. A Z-drive thruster “that’s more durable, more robust” is needed to operate on the rivers, said Jost.

The lower gearbox and nozzle assembly of a Thrustmaster TH1500MZ Z-drive on a drydocked towboat.

It’s a wireless system between the barge and towboat. Problems can arise when electrical cables, also called umbilical cords, run from the tug or towboat to the barge. Deckhands who aren’t careful can damage the connectors or the cable. “Or they forget that the cables were connected and pull away from the barge and break it. Wireless allows them to do away with all that,” said Kurt Widmer president of Omnithruster. There are also barge length issues. “They are getting really long,” said Widmer. “Thus the amount of copper that has to run from the forepeak of the barge to the stern and then up to the tugboat gets to be an ungainly length.” In contrast, a wireless system is much easier to install. Basically all that’s needed is an antenna on the barge and tug, along with a small electronics box with a wireless radio and power supply in the tug. In the case of the boat losing power or the signal dropping off, the local control panel on the barge takes over after a two-second-signal loss. “It’s a built-in safety to take it back to local control,” Widmer said. If a tug operator has an Omnithruster that’s wired in to the tug and it was installed in the past 10 years, it’s possible to upgrade it to wireless. You just replace “the hard-wire connectors with a wireless radio,” said Widmer. A wireless thruster seems fairly simple and easy to deal with. But when

www.workboat.com • SEPTEMBER 2016 • WorkBoat

WB_BG_Thrusters_LINO.indd 61

it comes to actually getting inland operators to install wireless systems, Omnithruster has run into the same objection that has plagued Z-drive manufacturers. “It’s a mindset,” said Widmer, who added that engineering the wireless thruster wasn’t as complicated as convincing customers of its viability. “Everyone is sort of use to hard wire situations. They are used to plugging cables in.” Wireless controls are going into three 80,000-bbl. barges being built at Conrad Shipyard in Morgan City, La. “These will be the first three that the new wireless system goes on,” said Widmer. The wireless thrusters will be Omnithruster HT 600s (600 hp). OFFSHORE THRUSTER Schottel USA, Houma, La., recently introduced an underwater demountable thruster called the LSU series, named after Louisiana State University. Its target market is drilling rigs or wind-farm vessels, said Hank Morgan, Schottel’s vice president of sales and marketing. “It’s for something that requires multiple thrusters, is very large, stays offshore and doesn’t get into a drydock very often.” The LSU series has a power range of 6,400 hp to 7,400 hp. If the thruster has to be repaired, the unit can be removed underwater, brought up on deck to be worked on, then put back in the water and reinstalled. 61

8/3/16 6:19 PM

PortofCall

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www.workboat.com • SEPTEMBER 2016 • WorkBoat

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www.workboat.com • SEPTEMBER 2016 • WorkBoat

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www.workboat.com • SEPTEMBER 2016 • WorkBoat

8/3/16 1:21 PM

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

ADVERTISERS INDEX Advertiser

Mari2me Ins2tute of Technology

ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

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Ahead Sanitation Systems Inc . . . . . . . . . . 52

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ExxonMobil Marine Fuels & Lubricants . . . . 7

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David Clark Company Inc . . . . . . . . . . . . . 14 Duramax Marine LLC . . . . . . . . . . . . . . CV3 Elite Diesel Service . . . . . . . . . . . . . . . . . . 25 Fairbanks Morse Engine . . . . . . . . . . . . . . 30 Fremont Maritime Services . . . . . . . . . . . . . 4 Furuno USA . . . . . . . . . . . . . . . . . . . . . . . . 17 Great American Insurance Group . . . . . . . . 6

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WB16_Classifieds_September.indd 67

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PROPELLING

EXCELLENCE

Karl Senner, LLC would like to congratulate Eastern Shipbuilding and Harvey Gulf on the delivery of the MultiPurpose Field Support Vessel (MPFSV) Harvey Stone. We are proud to equip the vessel with two Reintjes LAF 3414 P HL/HR Horizontally Offset Reduction Gearboxes that are equipped with combined PTO/ PTI drives. These hybrid gearboxes are capable of taking input power from either the diesel engine or a separate electric motor (PTI rated for 1400 kW) to drive the Controllable Pitch Propeller as well as supply AC power to the vessel (PTO rated for 1000 kW). The total Horsepower for the vessel is 9,384 BHP.

Pictured: LAF 3414 P HL/HR Reduction Gearbox Onboard the MPFSV Harvey Stone

Karl Senner, LLC proudly represents:

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

EAST COAST Karl Senner, LLC. New York, NY (917)722-8118

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

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

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

8/7/16 11:01 AM