WorkBoat September 2017 by WorkBoat

Spill Response Vessels • Winches • Diesel Directory ®

IN BUSINESS ON THE COASTAL AND INLAND WATERS

SEPTEMBER 2017

Boat Bail Out Ferries to the rescue in San Francisco.

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ON THE COVER

SEPTEMBER 2017 • VOLUME 74, NO. 9

The Hydrus, San Francisco Bay’s new ferry built at Vigor. Photo courtesy of Creative Commons/Niagara

FEATURES 20 Vessel Report: Spill Seekers Boats stand ready to respond to oil spills.

28 Cover Story: Water Rescue As San Francisco moves to aggressively expand its ferry fleet, the city is seeing a big increase in ridership.

BOATS & GEAR 24 On the Ways • Metal Trades constructs its first new self-propelled vessel • Gulf Island Shipyards to build new series of research vessels • Nichols Brothers delivers 8,000-hp ATB tug • Another ATB tug from Fincantieri Bay Shipbuilding • Multimission patrol boat from Silver Ships for Montauk, N.Y. • Vigor begins work on fifth response boat for the New York Police Department • Duke receives $11 million for new research vessel

36 2017 Power Guide WorkBoat’s annual directory of marine diesel engines.

52 Long Haul There’s several good winch choices on the market.

AT A GLANCE 8 8 9 10 10 12 12

On the Water: Skilled ferry pilots on Long Island. Captain’s Table: Make sure your licenses are accurate. Energy Level: Cajun mariners and offshore oil. WB Stock Index: Stocks rise in July. Inland Insider: The Corps O&M funding debate. Insurance Watch: Cargo liability coverage. Legal Talk: Taking action against a vessel.

52 DEPARTMENTS

NEWS LOG 14 14 15 18

AWO and Marad release new barge industry economic report. Southern California ports seek more ways to reduce emissions. Mariner medical review process flawed, advisors say. Crew fatigue among top workboat operational hazards, NTSB report says.

www.workboat.com • SEPTEMBER 2017 • WorkBoat

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2 Editor’s Watch 6 Mail Bag 54 Port of Call 59 Advertisers Index 60 WB Looks Back

8/8/17 12:25 PM

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More ferries for San Fran

his month’s cover story by Kirk Moore (see page 28) is all about San Francisco’s big expansion of its WETA public ferry system. Part of that $175 million expansion plan includes four new 400-passenger ferries being built by Vigor in Ballard, Wash. The first two Subchapter K aluminum catamarans, the Hydrus and Cetus, have been delivered. As Kirk wrote in a portion of the story that hit the cutting floor, with the expansion of its ferry system, San Francisco has almost come full circle. The city was once totally dependent on ferries. By the end of the 1800s nearly 30 ferry operators were in business. The Southern Pacific Company, the largest operator, built its biggest boats with seating capacities of over 1,000 and carried 27 million riders in 1921. With the arrival of mass-marketed automobiles, more vehicle ferries appeared. North across the bay in Marin County, Sausalito had grown to be a hub for ferry and rail travel, but the Northwestern Pacific Railroad failed to keep up with demands for auto ferries, and a new enterprise, the Golden Gate Ferry Co., was founded in 1920. San Francisco ferry traffic peaked in 1935-1936, when nearly 50 vessels offering 340 daily arrivals and departures carried as many as 60 million passengers annually. The landmark Ferry Building downtown was as busy as any big city rail station, with 250,000 passengers moving through it daily. Then, the great bridges were built. The iconic Golden Gate Bridge, pride of U.S. ingenuity, opened in 1937. Ferry patronage from Marin County plummeted, and the Sausalito ferries went out of business less than four

David Krapf, Editor in Chief

years later. Private ferry service ended in 1958. But years later, with a mandate from the state to reduce congestion, planners began to once again look at ferries. A 1969 study concluded that a new ferry system operated by the Golden Gate Bridge and Highway District would be feasible. Now there are more than 20 Golden Gate Ferry weekday runs between Larkspur and the city. And more water service is on the way with WETA’s plans to expand its fleet to 16 vessels over the next three years, and 16 ferry terminals by 2035. Its all part of a $1.15 billion capital project.

dkrapf@divcom.com

WORKBOAT® (ISSN 0043-8014) is published monthly by Diversified Business Communications and Diversified Publications, 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. Editorial Office: P.O. Box 1348, Mandeville, LA 70470. Annual Subscription Rates: U.S. $39; Canada $55; International $103. When available, extra copies of current issue are $4, all other issues and special issues are $5. For subscription customer service call (978) 671-0444. The publisher reserves the right to sell subscriptions to those who have purchasing power in the industry this publication serves. Periodicals postage paid at Portland, ME, and additional mailing offices. Circulation Office: 121 Free St., P.O. Box 7438, Portland, ME 04112-7438. From time to time, we make your name and address available to other companies whose products and services may interest you. If you prefer not to receive such mailings, please send a copy of your mailing label to: WorkBoat’s Mailing Preference Service, P.O. Box 7438, Portland, ME 04112. POSTMASTER: Send address changes to WORKBOAT, P.O. Box 1792, Lowell, MA 01853. Copyright 20 17 by Diversified Business Communications. Printed in U.S.A.

www.workboat.com • SEPTEMBER 2017 • WorkBoat

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Jerry Fraser jfraser@divcom.com

EDITOR IN CHIEF

David Krapf dkrapf@divcom.com

SENIOR EDITOR

Ken Hocke khocke@divcom.com

ASSOCIATE EDITOR CONTRIBUTING WRITERS

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

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ADVERTISING PRODUCTION & ADVERTISING PROJECT MANAGER Wendy Jalbert 121 Free St., P.O. Box 7438 • Portland, ME 04112-7438 (207) 842-5616 • Fax: (207) 842-5611 wjalbert@divcom.com EASTERN U.S. AND CANADA EUROPE Kristin Luke (207) 842-5635 • Fax: (207) 842-5611 kluke@divcom.com WESTERN U.S. AND CANADA PACIFIC RIM Susan Chesney (206) 463-4819 • Fax: (206) 463-3342 schesney@divcom.com GULF / SOUTHERN U.S. SOUTH AND CENTRAL AMERICA Jeff Powell (207) 842-5573 • Fax: (207) 842-5611 jpowell@divcom.com

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8/1/17 1:52 PM

Applauds life vest safety column in August issue

Torch passed to new prevention policy chief

recently received the August issue of WorkBoat magazine and read Capt. Alan Bernstein’s Captain’s Table article on “Life vests and racing shells.” As someone who works for one of the largest life vest manufacturers in the world, I must applaud your position and thank you for taking the time and valuable page space to address this issue. You hit the nail on the head in pointing out that there are in fact very compact life vests that do not interfere with a rowers’ mobility. We appreciate that you are spreading the message of safety. Len Nelson Director of Sales-Commercial & Industrial Kent Safety Products, Absolute Outdoor Inc. Sauk Rapids, Minn.

his week (week of July 23) marks my last as assistant commandant for prevention policy. I assume command of the Coast Guard’s Eighth District in mid-August. It has been a distinct privilege to lead and represent the men and women of the U.S. Coast Guard who are dedicated to ensure our national security and economic prosperity by ensuring the safety, security and environmental soundness of our Marine Transportation System globally. It has been an equal privilege to work with interagency, industry and NGO stakeholders from around the world. Thank you for your professional and productive relationship with the U.S. Coast Guard. I am pleased to introduce Rear Adm. John Nadeau as the new assistant commandant for prevention policy. His most recent assignment was as assis-

tant commandant for capability. There is no question you are in good hands with Rear Adm. Nadeau. Again, thank you for your support. I look forward to continuing our work. Rear Adm. Paul Thomas Washington, D.C.

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

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On the Water

Seat-of-the-pants piloting

D By Joel Milton

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

uring my recent rides on the small ferries that connect the twin forks of Eastern Long Island, I watched as the captains deftly maneuvered around and between passing recreational boats. These ferries cross the north and south forks to Shelter Island, which is separated from the forks by Shelter Island Sound, a tidal strait with swift currents. The strong currents generated by the draining and filling of the Peconic Estuary (a shallow, well-mixed estuary located between the forks) have distinct effects on vessel traffic here at these choke points. The ferries, whose routes make them the crossing traffic relative to the waterways and the marked channels, must crab their way across, sometimes at significant angles, to stay on their track. The recreational boats, which typically run on or close to the axis of the currents, are either significantly slowed or pushed along by them. Their steering capabilities are affected accordingly. Add-

Captain’s Table Mariner licensing surprises

W By Capt. Alan Bernstein

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

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hen is a 1,600-ton master license not really a 1,600-ton master license? According to the Coast Guard, the answer is right now. Shocked? Let me explain. I hold three Coast Guard licenses — a 100-ton master on inland waters, 1,600-ton master on inland waters, and an unlimited master of towing on inland waters. These are common licenses, especially if you operate on the inland rivers. The reason I bring up this subject is because I renewed my licenses recently and they came back with different tonnage limits than on my previous ones. To my surprise, I had lost one ton on my 1,600-ton, 500-ton and 100-ton licenses. Why? The answer is simple. On Dec. 24, 2013, the Coast Guard published a regulation that reorganized and updated the licensing program for domestic and international mariners. Part of this was to harmonize the 1,600and 500-ton licenses with the International Standards of Training, Certification and Watchkeeping

ing in the normal unpredictability of what a boater might decide to do without warning, a summer weekend can sometimes look like someone kicked over an anthill, with boats darting in every direction all at once. The boaters seem oblivious to the collision regulations (COLREGS) or Coast Guard Inland Navigation Rules that all commercial mariners are subject to. In such circumstances, ferry captains do what they must, and they do it quite well. The captains find a way to maneuver to avoid colliding with recreational boats and each other. This is easier said than done, especially at night. This isn’t a relatively simple issue of who has the right of way, two ships crossing in open waters without other vessels to complicate matters, or following the COLREGS. There are no vectors being plotted on an ARPA unit or trial maneuvers run. There’s no time for that. This is real seat-of-thepants piloting, usually done totally by eye. The daily working reality for mariners everywhere is that while all are governed by COLREGS or Inland Navigation Rules, those rules don’t adequately answer all of the real contingencies we face.

(STCW). The new rules state that endorsements are issued for vessels of less than 1,600, 500 and 100 tons. If this is making your head spin, you’re probably not alone. These changes are what I call “regulatory housekeeping.” In reality, while these changes make our federal regulators feel better, they really have no effect on our ability to continue operating vessels as before. According to the Coast Guard, there are actually no 1,600-ton vessels in operation anyway and there are probably no 500- or 100-ton vessels either. Vessel designers do everything they can to design vessels that get under these tonnage thresholds. So, while this all turns out to be a big “nothing burger,” it has created some confusion among mariners, including me. I encourage you to carefully read your licenses and endorsements to ensure accuracy. The Coast Guard’s National Maritime Center should be required to notify mariners of any regulatory change to their licenses, but it is really your responsibility to make sure that everything is correct. Things are often not as simple as they may seem. www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/8/17 9:03 AM

OM CIAL

WORKBOAT GOM INDEX

Energy Level South Louisiana offshore memories

WTI Crude Oil Baker Hughes Rig Count IHS OSV Utilization U.S. Oil Production (millions bpd)

June '17

49.63 21 23.6% 9.3

44.24 22 22.3% 9.3

Sources: Baker Hughes; IHS Markit; U.S. EIA

By Bill Pike

50.53 23 25.5% 9.4

41.90 19 26.7% 8.7

Zero Baseline: June 2016

8 6 4 2 0 -2

'16

'17

-4 -6 -8

moving.” Out in deeper waters, L&M BoTruc’s Pat Pitre and M.J. Cheramie hired out all 14 of their Botrucs (OSVs), amassing enough cash to slowly upgrade their fleet. But the Macondo-Deepwater Horizon incident killed it all. Following the disaster,

WWW.WORKBOAT.COM NEWS FOR THE COMMERCIAL MARINE INDUSTRY.

L&M’s Tony Cheramie saw a disturbing trend emerging. He believed oilfield operators had “too much access to capital,” Falgoux wrote, which threatened to crowd the Gulf with an oversupply of rigs and boats once exploration slowed. He was, of course, right.

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July '17 July '16

read a book recently that brought back memories of when I stood on various offshore drilling vessels and platforms and watched OSVs maneuvering and unloading. The book is the “Rise of the Cajun Mariners: The Race for Big Oil” by Woody Falgoux. The author is from the heart of Cajun country in Thibodaux, La., and his book is an excellent account of four families from the Bayou Lafourche area and their rise in the emerging offshore service vessel market. The book deals with the lives of four Cajun families (the Orgerons, Theriots, Cheramies and Guidrys) plus a wide range of well-known names in the industry, including the Candies, Savoies, Bollingers and the OSV operator Tidewater. The first offshore boats were wooden tugs in the 50-foot range and many of the first “Cajun mariners” were seasoned commercial fishermen and hunters. These men were well skilled in navigating the bayous and inland waterways of south Louisiana. It didn’t take them long to figure out that the nascent oil and gas boom in Cajun country offered a significant financial upgrade to fishing and hunting. From there, it was just a matter of developing the vessel technology and coping with the multiple downturns in the industry. That is most of the story, and it is a very good one. The rest of the book is a sad journey up to the current industry with those who have managed to survive. It begins with hurricanes Katrina and Rita that actually gave the industry a shot in the arm when it sorely needed one. The clean up boom that resulted seemed temporary, until hurricanes Gustav and Ike came along in 2008. As Falgoux notes, during this time, “Central Gulf Towing employed all nine of its tugs, working everything from salvage to anchor handling to rig

May '17

WWW.WORKBOAT.COM NEWS FOR THE COMMERCIAL

8/8/17 9:03 AM

STOCK CHART

WorkBoat Composite Index Stocks rise in July

he WorkBoat Composite Index gained almost 50 points in July, or 2.6%. For the month, gainers topped losers by a ratio of more than 2-1. Top percentage gainers included offshore service issues Helix Energy, Diamond Offshore Drilling and Rowan Companies. Losers included Hornbeck Offshore Services and Kirby Corp. Offshore driller Rowan was up 14% in July. For the quarter ended June 30, the company reported a net

loss of $28.7 million, or 23 cents per share, compared to net income of $216.7 million, or $1.72 per share, in the second quarter of 2016 (which included a $120 million (after tax), or 95 cents per share, increase to net income for the Rowan Relentless ultradeepwater drillship contract termination). Rowan’s second quarter adjusted earnings was $131 million versus consensus estimates of $104 million, partly helped by increased revenue from the ultradeepwater drillship Rowan Reli-

INDEX NET PERCENT COMPARISONS 6/30/17 7/31/17 CHANGE CHANGE Operators 298.81 305.47 6.65 2.23 Suppliers 3117.71 3202.37 84.66 2.72 Shipyards 2522.00 2583.23 61.23 2.43 Workboat Composite 1884.40 1933.38 48.98 2.60 PHLX Oil Service Index 130.80 134.36 3.56 2.72 Dow Jones Industrials 21349.63 21891.12 541.49 2.54 Standard & Poors 500 2423.41 2470.30 46.89 1.93

Inland Insider The Corps of Engineers O&M funding debate

rend lines are a basic form of analysis and contribute to understanding recent history relative to the present. For example administration budgets for Corps of Engineers’ regular operation and maintenance (O&M) for inland navigation have remained relatively constant for nearly a decade. From 2008 through 2017, O&M budgets have ranged from a high of $691 million (2016) to a low of $529 million (2013). For the other years, the annual O&M budget for inland waterways has averaged close to $600 million. Statements about the current waterways funding model not being sustainable or the need for public/private investment and/or divestiture are pretty much widely accepted by all sides of the O&M funding debate. Those who 10

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seek to keep inland waterways O&M “forever free” for users likely view the problem as a budget appropriation matter. For them, increased government funding will solve the problem. There is some merit to Congress increasing funding for the Corps without any change in the source of that funding from the taxpayer general fund. From an historical perspective, O&M funding has not increased enough to maintain purchasing power (when adjusted for inflation). Moreover, there is plenty of anecdotal evidence that the aging inland waterway infrastructure requires more maintenance as a function of age. The alternative to increased federal participation in O&M funding is to move to a user-based fee system. There is a similar fee levied on the fuel-taxed inland waterway segments, currently 29 cents per gallon of diesel fuel. The fuel tax is used to cover one-half of the cost of new construction and major rehabilitation of the inland waterways.

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

ance remaining on contract in the U.S. Gulf with Cobalt International until the end of June. In the company’s August earnings call, Tom Burke, Rowan’s president and chief executive officer, said the company secured multiple contract commitments for its jackup fleet, “supporting our position that operators are currently more focused on activities with lower capital commitment and shorter cap cycles.” Burke added that Rowan continues to see opportunities for its Gulf ultradeepwater drillship fleet in late 2017 and in 2018. “We are pleased to see a recent uptick in fixtures throughout the industry, supporting the premise of a transition from trough to recovery,” Burke told analysts. “Although we are cognizant that the path to higher day rates and utilization may be gradual, both increased retirements of assets and the number of working jackups and floaters is encouraging.” — David Krapf

Between these two alternatives to increased O&M funding there is no middle ground. Clearly O&M must be increased to maintain purchasing power and pay for the requirements of By Kevin Horn the aging existing system. At the beginning of my career over four decades ago, I learned not to bet on horses or politics. The latter drives the O&M issue. Trends, general notions about fairness and user pay principles that are prevalent in other sectors of transportation, will not prevail here. You can bet on that. Kevin Horn is a senior manager with GEC Inc., Delaplane, Va. He can be contacted at khorn@gecinc.com.

www.workboat.com • SEPTEMBER 2017 • WorkBoat

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8/1/17 1:52 PM

Insurance Watch

Cargo liability coverage

small cargo vessel that services some of the outer islands off the U.S. coast filed an insurance claim recently. An item being shipped for a customer was damaged during the voyage. While the claim was covered and the results were satisfactory for all involved, the event raised some questions that needed to be addressed. Lesson one is to sign a freight contract with the customer to determine what you are shipping, as well as the value. This can help prevent some big surprises should an item get damaged. Our client really did not know the value of the items that were being shipped onboard their vessel. They

Legal Talk In rem action

n in rem action, translated from Latin, means some action taken against or about “a thing.” In maritime law, the “rem” typically refers to a vessel. Maritime law recognizes a right of action directly against a vessel, as if it were a distinct person or entity. The person or company that owns the vessel or who may be answerable for the liabilities arising from a vessel’s operations is not a necessary party to an in rem lawsuit. In this manner, someone who is wronged or suffers harm by a foreign vessel can pursue legal action against the property of a party who is otherwise beyond a U.S. court’s jurisdiction. For example, an overseas shipowner has the ability to conduct business within the U.S. while not personally being subject to jurisdiction here, 12

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were charging a flat fee based on the volume of the cargo. The cargo could be worth a couple of hundred dollars or several hundred thousand dollars. They never really knew. Lesson two is to set up guidelines for how cargo is to be packaged and stand by those guidelines. If an item arrives improperly packaged you should have the right to refuse it rather than load it on your boat. There is a huge difference between an item sitting on a pallet on a dock and an item sitting on or below deck of a vessel at sea. Lesson three is that cargo liability is not always included in a protection and indemnity policy. Some forms specifically exclude it. This coverage can be added back by endorsement but needs to be addressed before any claim has occurred. It also is important to understand your deductible. Cargo liability claims on a P&I policy will have the same deductible as any other property damage claim your policy covers. This may be an amount far greater than the

thereby potentially being beyond the reach of the long arm of U.S. law. However, when a vessel is involved in some wrongdoing or its operations infringe on the legal rights of U.S. citizens, legal action can be taken against the ship independent of its owner. The key to an in rem action is the arrest of the vessel while it is in U.S. waters. This is done by filing a lawsuit in U.S. District Court against the ship directly and obtaining a warrant from the court for the ship’s arrest. Once a properly supported lawsuit (complaint) is filed, the court will dispatch the U.S. Marshal to seize the vessel, preventing it from sailing out of the jurisdiction. Normal legal proceedings will follow, paving the way for a formal judgment against the vessel. Often, the vessel’s arrest will prompt the owner to voluntarily appear before the U.S. court to claim ownership of the vessel and subject itself to jurisdiction here so that it can be released from arrest and returned to commerce.

value of any of the shipped items. A separate cargo liability deductible usually can be negotiated with your underwriter, By Chris one better suited Richmond to the average value of the item you are shipping. Here in Maine, small cargo vessels that service local island communities are the lifeblood to those islands. Often the families that operate them have been doing it for many generations. The same is true of many coastal and riverine cargo operations throughout the U.S. As the nature of your business changes and develops, so too should your approach to risk management. Chris Richmond is a licensed mariner and marine insurance agent with Allen Insurance and Financial. He can be reached at 800-439-4311 or crichmond@allenif.com

However, even if the owner remains absent, a judgment can still be obtained against the vessel. If necessary, the court can order the sale of the vessel to satisfy the judgment. By Daniel Hoerner The in rem action is a powerful procedural tool and is governed by very strict procedural guidelines. Because vessels can easily sail outside of in rem jurisdiction, quick and carefully orchestrated action is often needed to file the lawsuit and achieve a timely arrest. Daniel J. Hoerner is a maritime attorneywith Mouledoux, Bland, Legrand & Brackett LLC. He can be reached at 504595-3000 or dhoerner@mblb.com.

www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/8/17 9:05 AM

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SEPTEMBER 2017

NEWS LOG Grain barges on the Mississippi River at New Orleans.

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New AWO, Marad report documents economic impact of barge industry

new study funded by the American Waterways Operators and the U.S. Maritime Administration could bolster the case for national reinvestment in waterways infrastructure, by documenting the safe and cost-effective movement of commodities and thousands of jobs that depend on waterborne transportation. Prepared by PricewaterhouseCoopers, the study quantifies the contribution that the nation’s 5,500 U.S.-flagged tugboats and towboats and 31,000 barges make to the economy, tax base and employment at both the national and state levels. The report also addressed the indirect impact that the industry makes by purchasing goods and services from other sectors, as well as personal consumption resulting from workers spending their pay in their communities and elsewhere. AWO says the study provides muchneeded modern data that will help tell the barge industry’s “untold” story to policymakers, the public and the 14

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media. The report is a timely assist to industry’s arguments that waterways be included in the Trump administration’s promised plan to overhaul the nation’s aging infrastructure, according to AWO. “Our most enduring problem is our invisibility to the general public and decision-makers in Washington,” Thomas Allegretti, AWO’s CEO and president, said in an interview. “This study talks about the importance of the industry to the country and our obligation is to share it widely to all those who legislate or regulate our industry.” He said that the report demonstrates that previous investments in waterways infrastructure have been worth it, as they have helped the industry and the economy grow, and that future investments will continue to produce strong benefits. The study also provides barge operators with accurate and up-to-date data and information that will help them educate people about the work they do, added Jennifer Carpenter, AWO’s

he ports of Long Beach and Los Angeles want to go beyond existing regulatory requirements with technologies to reduce diesel emissions from harbor craft. A request for proposals offered $500,000 for technology demonstrations that can upgrade existing engines to EPA Tier 3 or Tier 4 standards. Tugs, crewboats, barges and other harbor craft are the second-largest source of diesel particulate matter air pollution in San Pedro Bay, comprising 18% of the emissions, and 10% of nitrogen oxide and 6% of greenhouse gas emissions, port officials say. Most boats now meet Tier 2 emission level standards. “We are looking at ways to reduce emissions from harbor craft beyond existing regulatory requirements,” said Heather Tomley, director of environmental planning for the Port of Long Beach. “We need more viable cost effective technologies, and as the green port, we’re going to leverage all of our tools to lead the goods movement industry to a more sustainable future.” Reducing emissions from harbor craft along with ships and trucks is part of the ports’ latest clean air strategy, to be finalized in November. Compared to 2005 levels, emission controls adopted at Long Beach and Los Angeles have cut particulates up to 85% and sulfur oxides 97%. — Kirk Moore

executive vice president and chief operating officer. She said for the first time the industry will have its own data that reflects both the inland and coastal sectors, and won’t need to rely on information gleaned from general maritime industry studies that are often decades old. One standout figure in the report is

www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/3/17 1:52 PM

that the industry added 5,000 new jobs over the past 20 years, Allegretti said. Carpenter noted that every direct job in the barge industry generated five others in the economy. “That multiplier is on the high end,” she said. Among the study’s other highlights (reflecting data from 2014): • A total of 301,550 jobs were directly or indirectly tied to the industry. • The tug and barge industry contributed $33.8 billion a year to the national economy. • Operators paid out $4.7 billion in compensation (an average of $93,835 per worker) and invested nearly $2.2 billion in property, equipment and vessels. • Barges moved more than 760 million tons annually of petroleum, farm products, chemicals, coal and manufactured goods. • The industry directly paid or collected nearly $1.2 billion in federal, state and local taxes. The study provides insights into the importance of inland transportation to 38 states where the barge industry is most active. Louisiana tops the list (15,620 workers), followed by Texas (5,560), Kentucky (3,320), Florida (2,680) and New York (2,470). These five states accounted for 59% of all direct employment in the industry. It also notes environmental and cost benefits. “The industry provides an efficient, low-cost method for transporting a broad range of commodities,” the report said, adding that these savings mean lower costs for consumers. “Furthermore, studies show that barge transport tends to be more fuel efficient and have a lower environmental footprint.” The AWO study produced different employment numbers than another industry-funded study that is used to advocate for the barge industry and infrastructure spending. A report published in 2014 by the University of Kentucky and University of Tennessee for the Waterways Council Inc., gives a more robust figure for total employment (direct

and indirect jobs linked to the barge industry) at 541,000. The AWO report puts total employment at 301,550, or 240,000 fewer. Carpenter said the WCI study “looked at a completely different economic universe,” used different methodology and can’t be compared to the AWO report. As such, she said there are no inconsistencies in the industry’s message. — Pamela Glass

he Coast Guard’s medical review procedures are so flawed that they raise the risk of more accidents, injuries and death, two original members of an advisory panel said in their resignation letter. “The decision to continue to lower

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Coast Guard advisors fault mariner medical review process

8/7/17 9:22 AM

the standards for U.S. mariners to improve turnaround times for medical review will prove to have fatal consequences in the future,” Capt. William Mahoney and Dr. Robert Bourgeois wrote to the Coast Guard’s Merchant Mariner Medical Advisory Committee (MEDMAC). Both served from 2012 to this year, and Mahoney had been the acting chairperson. The direction that the National Maritime Center (NMC) and the

Coast Guard “have taken in the past three years of dismantling most of the improvements to the mariner medical evaluation and fitness-for-duty program has become intolerable,” they said in the letter included in recently posted minutes of MEDMAC’s April meeting. “Current medical reviews can be very superficial,” the letter said. “It has been found that it is common not to request appropriate documentation” outlined in Navigation and Vessel

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Inspection Circular (NVIC) 04-08, which lays out medical and physical evaluation guidelines. “Fitness for duty evaluation principles are not being applied.” Some of their recommendations have been changed or ignored. Issues Mahoney and Bourgeois cited included: • Cardiac records documenting successful completion of appropriate test(s) are not being requested. • Controlled drugs and impairing medications have been approved for use while on vessel or on watch. • Abnormal color vision has been approved without appropriate restrictions or any restrictions. • MEDMAC recommendations concerning restrictions on limiting duties or geographical areas for working have been ignored. (For example, credentials might specify near coastal rather than deep-sea work.) “If the current lax processes” remain, “there will be more accidents, injuries and loss of life,” Mahoney and Bourgeois wrote. “In the past three years, MEDMAC members have protested the deterioration of the medical review process … Certainly if the commandant were aware of the greatly increased risk that this flawed process places on the USCG, the maritime industry, maritime unions, mariners and the public safety, he would have grave concerns.” MEDMAC’s “recommendations are valued by the Coast Guard and given considerable weight when developing policy regarding mariner medical issues,” Mayte Medina, chief of the Merchant Mariner Credentialing Office and the designated federal official for the committee, said via e-mail. When considering MEDMAC’s recommendations, “the Coast Guard weighs a wide variety of factors, including public comments from individual mariners, marine employers, seafarer unions and professional medical societies with particular expertise in the area. “Additionally, the proposed recommendations are reviewed against a complex statutory and regulatory regime. It is worth noting that some recommendations are not supported

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by the statutory regime thus, requiring either a legislative change or a regulatory change to implement.” At the spring meeting of both MEDMAC and the Merchant Marine Personnel Advisory Committee (MERPAC), the Coast Guard explained the relevant background and authority “in relation to mariner medical issues,” Medina said. “Additionally, the Coast Guard

has explained the processes for the development of regulations and policy and the time necessary to complete either process.” A copy of the presentation is on the Homeport MEDMAC page (homeport.uscg.mil). The 14-member committee, composed of 10 medical professionals and four professional mariners, was authorized by the Coast Guard in 2010

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to streamline medical evaluations by getting clearer guidelines for physical qualifications and medical examiner education. Mariners often can be in a bind over health issues. Some may not get medical care for an illness or not take prescriptions for fear of jeopardizing their license or raising red flags. Committee members, the Coast Guard and others involved in the process have said their goals are the same — safety and keeping people working. MEDMAC members have said they’ve made progress especially in being more adaptable to conditions that might have barred mariners in the past. Reached after the meeting, MEDMAC chairperson Capt. Margaret Reasoner would not comment on the letter. Dr. Bourgeois, managing partner at Bourgeois Medical Clinic in Morgan City, La., declined to comment beyond its contents. Capt. Mahoney could not be reached. — Dale K. DuPont

Crew fatigue tops NTSB accident report

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atigue, distraction and underestimating strong currents are among the top hazards for workboat operations cited in the National Transportation Safety Board’s Safer Seas 2016 report. The annual review of major maritime accidents looks back at 27 cases investigated by the NTSB, ranging from a Coast Guard cutter colliding with a lobster boat to Mississippi River towboat accidents. “Not only mariners, but management and executives as well, should take these lessons to heart,” NTSB acting chairman Robert L. Sumwalt III wrote in a foreword to the report. “Safety culture begins at the top.” Fatigue tops the list. An example the NTSB cited is the 2014 sinking of the 42' fishing vessel Sea Shepherd when it was struck by the 110' Coast Guard cutter Key West near Vieques Island, Puerto Rico. Thinking the Coast Guard vessel was approaching to do a fisheries inspec-

www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/3/17 1:52 PM

The towboat Miss Natalie sank during a downstreaming maneuver on the Lower Mississippi River in 2015.

otherwise avoid being on duty until they are able to safely carry out their responsibilities.” The 2015 sinking of the towboat Miss Natalie on the Lower Mississippi River showed the hazards of operating in high water conditions, particularly during the practice of downstreaming to pick up barges in fleeting operations. The 1,600-hp fleet towboat operated by Western Rivers Boat Management was moving down on a coal barge

when it was pinned against the bow by fast moving water, rolled over and sank. One crewman drowned. “Operating in strong currents, particularly during high water when currents are stronger than normal, presents unique challenges to mariners, including maneuvering difficulties,” the report says. “The danger of strong currents is particularly significant while performing the ‘downstreaming’ maneuver ... ” — K. Moore

Photo: Chris Miller/csmphotos.com

U.S. Coast Guard

tion, the captain and mate continued to haul lobster pots. But on the cutter bridge, the officer of the day did not see the Sea Shepherd until he opened a door and saw the fishing boat for the first time, just 100' to 150' away. NTSB investigators concluded that the officer was excessively fatigued, and had likely dozed off for some moments after another crewmember on watch stepped away on another task. “Fatigue continues to be a leading cause of accidents among all modes of transportation, and reducing fatiguerelated accidents is once again a top safety improvement” among NTSB priorities, the report notes. “Mariners should recognize the effects of sleep loss on performance and should never take a watch while too fatigued to be fit for duty. When fatigued to the point that it affects the ability to properly stand a watch, mariners should arrange for a qualified watchstander to serve in their place or

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8/3/17 1:52 PM

Oil Spill Response Vessels

Spill Seekers

Oil spill response fleets stand ready.

By Kirk Moore, Associate Editor

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hen the Marine Spill Response Corp. decided last summer to place its 210'×44' Maine Responder in reserve, it made people around Portland, Maine, and Casco Bay nervous. For 20 years, the oil spill response vessel (OSRV) had stood ready to be deployed for another incident like the 1996 Julie N accident when the tanker allided with the Portland Bridge and spilled 170,000 gals. of oil. But times have changed, according to officials of MSRC, an industry-funded, non-profit Coast Guard-classified oil spill removal organization. MSRC, Herndon, Va., was formed after the Oil Pollution Act of 1990 to provide oil spill response services and mitigate damage to the environment. Less crude oil is moving through New England — specifically the Portland Pipe Line terminal in South Portland. With that “lower risk profile” the company made a decision to deactivate the Maine Responder, according to Judith Roos, MSRC vice president. MSRC is keeping its 62,000-bbl. storage barge MSRC 620 with skimmer and support

boats and equipment at Portland. Of the 14 Responder-class OSRVs in the active MSRC fleet, the only one now on active duty in the Northeast is the New Jersey Responder, berthed at Perth Amboy, N.J. The area is a longtime petroleum trade hub and is just a ways up the Arthur Kill channel from the New Jersey Responder’s base. As less petroleum goes through Portland, more is moving along New York’s Hudson River and the mid-Atlantic coast. One requirement of OPA ‘90 was double hulls on U.S. tankers and barges, phased in over 25 years. Double hulls have proved their worth in incidents like the grounding in April of an articulated tug-barge carrying 60,000 bbls. of gasoline up the Hudson to Albany, N.Y. There was no spill, and the barge bottom was undamaged by the incident. That ATB, built in 2003 for the Reinauer Transportation Companies, Staten Island, N.Y., was part of the doublehull recapitalization of the U.S. tanker and barge fleet, mandated by OPA ‘90 Congress passed the law in response to the

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Clean Gulf has added four 95’ fast response OSRVs.

www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/3/17 10:12 AM

FAST RESPONSE In the Gulf of Mexico, Clean Gulf Associates Inc., a non-profit industry cooperative based in New Orleans, added its fourth fast response vessel-class OSRV when it took delivery early this year of the 95'×21'×11' J.L. O’Brien. Clean Gulf has a lineage that pre-dates OPA ‘90, preparing for and responding to spills in the Gulf region since 1972. The $5 million O’Brien is fourth in a series built by Midship Marine, Harvey, La., and will be based at Leesville, La., for fast response to future oil spills. The O’Brien has some modifications

Marine Spill Response Corp.

1989 Exxon Valdez spill in Alaska. Over the first 25 years of OPA ‘90 and the phasing in of double hulls, petroleum transportation spills fell from 16 gals. per 1 million gals. moved, to between two and three gallons per 1 million, according to Coast Guard statistics.

The New Jersey Responder, the 210' MSRC vessel based in the Northeast.

from its earlier sisterships, notably more fuel tankage and its gyrostabilizer system, said Frank Paskewich, president of Clean Gulf. “We added 1,000 gals. fuel capacity to give us longer legs offshore,” said Paskewich. Adding the stabilizer system reduces rolling on the lightweight

aluminum vessel by 70%, he said. “We believe it will provide more stability so you can stay on the oil without excessive rolling” when the O’Brien operates at slow speed for skimming operations, said Paskewich. That is also a big plus with reducing crew fatigue, he added.

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The O’Brien is the first OSRV designed with the advanced Seakeeper 35 gyrostabilizer technology. The Seakeeper is a computer-controlled gyroscope that provides counter-torque to the natural rolling motion of the vessel. Like the first three fast response OSRVs, the J.L. O’Brien is Coast Guard certified with overnight accommodations for a crew of six and

is outfitted with the technologically advanced Aptomar-Rutter integrated X-Band oil spill detection system and infrared camera oil spill detection sensor allowing for 24-hour oil skimming operations. Additional electronics include an ICOM VHF/aircraft/SSB radio, Furuno DRS12A radar and FAR211 X-band radar, Inmarsat data and

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voice satellite communications, and Simrad autopilot. For pulling in oil, the O’Brien is equipped with two, three-brush Lamor side-mounted skimmers with an effective daily recovery capacity of 22,885 bbls. of oil per day and 249 bbls. of recovered oil storage. The OSRV has a 3,500-gal. fuel capacity for extended offshore response. Other tankage includes 1,500 gals. of water. Main propulsion for the J.L. O’Brien is provided by a pair of Caterpillar C-32 diesel engines, producing 1,320 hp at 2,100 rpm each. The Cats are connected to ZF 40"×42" props through Twin Disc QuickShift marine gears with 2.44:1 reduction ratios. The propulsion package gives the new boat a cruising speed of 24 knots. For additional maneuverability, the OSRV has been fitted with a Thrustmaster 16TT60 AL tunnel thruster. Ship’s service power is provided by two Northern Lights gensets, sparking 65 kW of electrical power each. The controls are Twin Disc EC300s and the steering system is a Jastram DSC100 with dual 3-hp hydraulic pumps. The boat has a MarQuip 2,500-lb. crane on deck. Changes to the larger U.S. transport patterns for oil and petroleum products have not affected Clean Gulf’s planning and equipment deployments, said Paskewich. “Our mission is pretty tight down here … there’s been no significant impact,” he said. “We’re not dealing so much with shipping and refining, we’re serving the production side of the industry.”

www.workboat.com • SEPTEMBER 2017 • WorkBoat

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CONSTRUCTION ACTIVITY AT WORKBOAT YARDS

On TheWays

ON THE WAYS

CT Marine

Metal Trades builds its first self-propelled vessel

50’ pushboat pushes a 100' barge to Bald Head Island.

etal Trades Inc., Yonges Island, S.C., recently delivered its first newbuild twin-screw pushboat, the 50'×24'×5'6" Capt Cooper, for Bald Head Island Limited LLC. Designed by naval architects CT Marine, Edgecomb, Maine, the 850-hp custom-built shallow draft Capt Cooper will push a barge that serves Bald Head Island, a residential and vacation community in North Carolina. This is the first self-propelled vessel built by Metal Trades, which specializes in government and commercial ship repair, new barge construction and heavy metal fabrication. Metal Trades has a large contract servicing Army watercraft on the East Coast, and a boat repair agreement with the Navy’s Naval Sea Systems Command. CT Marine founder Corning Townsend said the sole purpose of the vessel is to push a single 100' barge loaded with trailers and 18 wheelers from Point Marina located north of Southport, N.C., on the Cape Fear River to Bald Head Island. It makes up to six round trips per day transporting all the essential supplies to the island community. There were many physical restrictions and requirements that needed to be met to ensure the success of the pushboat and the overall efficiency of the freight ferry system. Maneu24

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vering at Bald Head Island limited the length of the pushboat to 50' and the width (at the stern) to only 17'. Visibility over the trailers mandated a high height of eye for such a small but relatively high-powered vessel. Higher than normal freeboard was required to deal with large waves caused by passing freighters and ocean swells at the mouth of the Cape Fear River. Based on these requirements, CT Marine designed a vessel that is 24' wide at the bow and 17' wide at the transom, has eight rudders and an elevated pilothouse. It’s the eighth newbuild towboat to feature the patented CT Marine ‘Twin Dif’ steering system, said Townsend. “The hull is made of steel due to the ‘contact nature’ of the business. However, the main house and elevated pilothouse are made of polished aluminum to increase the static and dynamic stability and to minimize maintenance,” Townsend said. Propulsion comes from a pair of John Deere 6135AFM85 Tier 3 diesels with keel coolers, each producing 425 hp at 1,900 rpm. The engines turn a pair of props through ZF W350 electric shift gears with 3.968:1 ratios. The boat is equipped with four main rudders and four flanking rudders for maneuverability. www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/8/17 12:59 PM

Oregon State University

The Capt Cooper carries a Coast Guard Subchapter M certification. John Geiges was in charge of much of the detail design of the systems and the overall construction at the yard. Claude McKernan, head of Bald Head Transportation, monitored the construction and was heavily involved in the overall design from the owner’s perspective. “The result was a team effort between the owner, the builder and the designer to meet or exceed all the requirements and come up with a long lasting solution for Bald Head Island 193’ research vessel will be built in the Gulf for Oregon State University. Limited and a very unique towboat,” said Townsend. — Kirk Moore and Ken Hocke but we’ll have to test all of the scienThe ships are a long-sought addition tific instrumentation as well, from the to the aging U.S. National Academic acoustic multibeam seafloor mapping Research Fleet. They will be accepted Gulf Island to build first system to its seawater and meteoroafter their first year of testing and new class research vessel logical data collection, processing and certification by the University-National ulf Island Shipyards LLC, transfer capabilities. Oceanographic Laboratory System Houma, La., will build the first in “These ships will be very forward(UNOLS), which coordinates operaa new series of regional-class oceanolooking and are expected to support tions of research ships owned by NSF, graphic research vessels (RCRVs). science operations for 40 years or lonthe Navy and institutions. The new boat will be built for ger,” continued Bailey. “They will be The design also has numerous green Oregon State University, funded with the most advanced ships of their kind features promoting energy efficiency a $122 million grant to the university in the country.” and lower emissions, “including an from the National Science Foundation The manufacturers have not been optimized hull form, waste heat recov(NSF). Seattle-based Glosten designed announced yet, but the propulsion ery, LED lighting, and variable speed the new research vessel. package will include twin engines that power generation,” said OSU Professor With a 12'6" draft, the 193'×41'×19' produce a total of 2,685 hp to two dual Clare Reimers. OSU vessel will be the first of three propeller Z-drives. The boat will have a OSU is currently operating the 184' planned for the Pacific, Atlantic and cruising speed of 12 knots. In addition, Oceanus that had been based with the Gulf of Mexico coasts. NSF chose the new research vessel will have a pair Woods Hole Oceanographic Institution OSU in 2013 to be the lead institution of thrusters for increased maneuverin Massachusetts. on the project for planning and selectability. The Oceanus will be retired when ing a shipyard. There will be 510 sq. ft. of main lab, the first new RCRV becomes fully When the next two ships are funded, 385 sq. ft. of wet lab, 175 sq. ft. of operational in 2021. the total grant could increase to as computer lab, and a total capacity of — K. Moore much as $365 million. 16 scientists/marine technicians and 12 Plans call for laying the first keel in crew. Nichols Brothers delivers 2018 for a 2020 delivery and yearlong The vessel will have a range of 5,400 8,000-hp ATB tug to Tampa testing program. The follow-on vessels nautical miles and an endurance of 25 would be delivered in 202l and 2022. days. he recently delivered Abundance is The first ship will focus on missions Capacities will include 52,820 gals. the first of two 139'×44'×19' articuin West Coast and Alaska waters when of fuel and 6,800 gals. potable water. lated tug-barge (ATB) Ocean-class tugs its research voyages start in fall 2021. The boat will carry an ABS CO ice that Nichols Brothers Boat Builders, “There will be a full year of testing classification. Freeland, Wash., has built to push the because there are many interconnected The NSF later this year will begin first ammonia ATBs in U.S. waters. systems to try out,” Demian Bailey a competitive selection of institutions Nichols delivered the Abundance on of OSU, a co-leader of the RCRV to operate the second and third vesJune 30 to Tampa Port Services LLC, project, said in a statement. “Any new sels, most likely to be universities or a subsidiary of The Mosaic Comship needs to have shakedown cruises, research consortiums. pany, a large producer and marketer of

www.workboat.com • SEPTEMBER 2017 • WorkBoat

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8/3/17 11:46 AM

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incantieri Bay Shipbuilding (FBS), Sturgeon Bay, Wis., has delivered the second articulated tug-barge unit (ATB), the tug Paul McLernan and the 155,000bbl. Kirby 155-02, to Kirby Corp. This completes the original contract signed back in 2014, with the first ATB being delivered in the fall of 2016. The 6,000-hp Paul McLernan measures 123'×38'×22' and is equipped with state-of-the-art navigation and communications technology. The 155,000-bbl., 521'×72'×41' Kirby 155-02 is purpose-built to carry petroleum or chemical cargoes domestically. — K. Hocke In July, Silver Ships Inc., Mobile, Ala., commissioned a multimission patrol boat for New York’s Long Island in Montauk Harbor. The 38' boat is a multiagency, multimission vessel designed for emergency response and law enforcement within Montauk Harbor. The vessel’s enhanced features include shock absorbing seats, upgraded side-sonar scan to support search and rescue, state and commercial band radios, and the latest in radar and chart plotter technology. Duke University announced in July that it has received $11 million for the construction and operation of a new state-of-the-art research vessel that will expand teaching and research capabilities at its marine lab. The vessel will have wet labs and dry labs, oceanographic equipment, a galley and sleeping quarters. It will be an oceangoing classroom to train undergraduate and gradu-

ate students in oceanography and marine biology at the Duke Marine Lab, Beaufort, N.C. No shipyard was announced. — K. Moore Vigor has begun construction of a fifth 45'×14'7" response boat-medium C (RBM-C) for the New York Police Department Harbor Unit. The vessel will be built at Vigor Ballard (formerly Kvichak Marine) in the Seattle area with delivery expected in November. Designed by Vigor and Camarc Design for high speed and high performance, the new patrol boat, which has a draft of only 3', will be powered by twin Volvo Penta D-13-800 diesel engines that put out 800 hp each. The engines turn Rolls-Royce Kamewa FF375S waterjets, with Vector-Stick integrated control system, through Twin Disc MG-5114SC marine gears. The propulsion package will give the new boat a running speed of 40 knots. Ship’s service power will come from a Kohler 9-kW genset. — K. Hocke

concentrated phosphates and potash. The Abundance will be operated by a subsidiary of Savage Companies. The new ATB tug will be pushing a 508'×96'×51' anhydrous ammonia barge in the Gulf of Mexico and on the Mississippi River. Vigor, Portland, Ore., built the barge. The tug is con26

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Fincantieri Bay Shipbuilding

Vigor

ATB can carry 155,000 bbls. of petroleum or chemical products.

nected to the barge unit by an Articouple hydraulic connecting pin system. The new ATB unit is scheduled to make its debut sometime this summer. The tugs are designed by Ocean Tug & Barge Engineering Corp., Milford, Mass., with production engineering by BMT Nigel Gee, Southampton,

United Kingdom, and engineering support by Nichols Brothers. The U.S.flagged Subchapter I vessels are ABSclassed and registered to meet all rules and regulations for unrestricted ocean pushing and towing services. The twin-screw tugs utilize RollsRoyce propellers in Rolls-Royce high

www.workboat.com • SEPTEMBER 2017 • WorkBoat

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Nichols Brothers

efficiency nozzles and are equipped with Rolls-Royce Promas FMP flap rudders. The props are turned by a pair of EMD 16-710T13 engines, each rated at 4,000 hp at 900 rpm, through two Lufkin RHS 3200 reduction gears. Ship’s service power is provided by two Caterpillar C7.1 200-kW Tier 3 generators, plus one Cat C9.3 200-kW Tier 3 generator-mounted fire pump and one Cat C7.1 128-kW Tier 3 emergency generator system. The hulls are double-bottomed and outfitted for long-range ocean pushing/ towing, firefighting and general-purpose vessel requirements. The Nichols said its engineering team put a lot of time and effort into the tug’s complex mechanical and electrical systems. “New innovative concepts ascended during the design and construction of this ATB, which Nichols will continue to develop and implement into future

8,000-hp ATB tug is mated to an ammonia barge.

newbuild projects,” company officials said in announcing the delivery. The Abundance is the heaviest and deepest draft vessel Nichols has launched in its 50-plus years, and required substantial planning and equipment development.

After delivery of the Abundance, the tug went to Vigor where it was mated to its 508’ barge for unit sea trials. Nichols Brothers has begun construction on the second ATB tug, scheduled for delivery in spring 2018. — K. Moore

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Water Rescue

Facing transit crunch, San Francisco goes big on ferries.

lush with money from the tech revolution, the San Francisco Bay Area has never seemed more of a golden coast. But it’s a regional economy in danger of suffocating on its own success. Housing pressure and a growing economy mean more commuters on longer rides. As early as 2008, transit planners expected traffic on the Bay Bridge to be at full capacity five hours a day and predicted that drivers could eventually expect to waste 50% more time in traffic. With city rail transit already crowded, commuters began voting with their feet — down to the ferries, which have seen an astounding 78% growth in ridership since 2012. HYDRUS CLASS Enter the $15.1 million Hydrus, a 134'×38'×6'6" Incat Crowther-designed ferry. It is the first of four Hydrus-class 400-passenger vessels, part

of a $175 million program to expand the public San Francisco Bay Ferry system operated by the regional Water Emergency Transportation Authority (WETA). Next up was the Cetus, delivered at the end of July for service to start in August. Those first two Subchapter K aluminum catamarans from Vigor Marine in Ballard, Wash., (formerly Kvichak Marine Industries) have a 27-knot service speed and are replacing two of the oldest boats in WETA’s fleet of 11. With two more copies to come from Vigor, and another, even faster class to be built at Dakota Creek Industries Inc., Anacortes, Wash., the agency will expand its fleet to 16 vessels in all over the next three years. “The Cetus and Hydrus are really good handling boats. They have thrusters, but you can maneuver fine with just engines and rudders,” said WETA captain Dushan Crawford, days after bringing the Cetus down from Seattle. “She did pretty good.

The Cetus was scheduled to enter service in August.

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Vigor Marine

By Kirk Moore, Associate Editor

8/3/17 8:50 PM

Incat Crowther

We averaged about 5' to 6' (waves) with a few 7' to 8'. It will be interesting to see how we do this winter, when we are on the South Bay with a lot of wind and a current running.” Slightly longer than the agency’s Gemini-class boats, the new cats are a big step up in capacity, with 400 passengers compared to 198 and 225 for the older vessels. They provide a smoother ride too. “We do about 27 knots. With a good current you can do 28 or 29,” said Crawford. “You don’t feel any vibration. It’s like being in a plane on the water.” In the wheelhouse, an integrated panel has lever controls instead of a wheel for steering, and engine controls that can switch from the main to the captain’s chair. Monitors display levels of fuel, fresh water and sewage, and urea for engine exhaust aftertreatment that builders say makes the boats the cleanest ferries on U.S. waters.

The Hydrus was delivered to the San Francisco Bay Ferry system by Vigor Marine in early 2017.

Outside, the wheelhouse affords complete visibility. “It’s 360 degrees so you can see the deckhand astern telling you you’re safe to back down,” Crawford said. “You can see where your crew is at all times.” The design came about through “a cohesive team” including WETA’s experts, Incat Crowther, Vigor and Pacific Power Group, Kent, Wash., the project’s “propulsion integrator,” said

Tim Kolb, general manager of Vigor Ballard. “This customer knows boats, and what works for them,” from power to dock interfaces and the speedy logistics of moving passengers, said Jim Gow, senior project manager for Vigor. “This was quite a design effort.” The speed and smooth ride comes from the long, slender hull design, and how machinery was designed. The gears are hard-mounted while the

WETA: BORN OF EARTHQUAKES WETA grew to take over legacy public ferry routes, updating older vessels and seeing rapid ridership growth. In 2016, the authority released a 20-year strategic plan, a vision that ferry service would again be a central feature of the San Francisco region’s economy, as it was in the 19th and early 20th centuries. “As the region experiences phenomenal economic and population growth, aging transportation infrastructure, competing funding priorities, and outdated equipment are stressing intermodal passenger capacity and efficiency as never before,” WETA officials wrote in introducing their plan. “Clearly, the region must look at new and innovative ways to ensure the Bay Area can responsiThe Intintoli, one of WETA’s high-speed boats on the Vallejo line, was built bly meet the public’s transportation and commutin 1997 and underwent an $8.5 million refurbishing in 2012. ing needs now and in the future. Ferries are, and must be, part of the long-term solution.” WETA’s plan calls for eight new terminals, growing the network to 16 terminals by 2035, and 44 ferries running every 15 minutes on the highest-volume routes. This would be able to handle five times the 2016 average daily ridership of 7,583, according to the authority. So far WETA has commitments for $300 million in funding toward what will be a $1.15 billion capital project in 2016 dollars. Of that, 60% will go to building the new fleet. — K. Moore

reated by the California Legislature in 2007, the Water Emergency Transportation Authority (WETA) was named for its role in moving ﬁrst responders and disaster relief workers around the bay region after an earthquake disrupts bridges and highways. Over the next decade, everyday pressure on those transit systems was building into a slow-motion disaster. The Bay Area Rapid Transit system rail system saw ridership grow from 350,000 a day to an average 423,000 daily. Those numbers declined slightly this year, transit ofﬁcials say, possibly because the trains are so uncomfortably crowded.

Kirk Moore

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engines are on isolation mounts, as is the wheelhouse. “That takes a lot of the vibration out,” said Gow. “The superstructure has 180 isolation mounts. We call it the floating house.” For passengers, that also makes for a very quiet ride. They can also bring their other rides with them. In bicyclecrazy San Francisco, the new ferries needed storage integral to the design.

“That was part of the customer requirement, for 50 bicycles. That had to be accommodated at the beginning” and carefully thought out in terms of ensuring fast passenger turnarounds,” said Gow. “We didn’t want them taking bicycles all the way aft.” ULTRA-CLEAN ENGINES The Hydrus and its sisterships are each powered by a pair of MTU

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12V4000M64 engines, each producing 1,950 hp. The MTUs turn a pair of 5-bladed propellers through ZF 7600 reduction gears. Nominally rated at Tier 3 emission standards, the package delivers Tier 4 performance, thanks to a selective catalytic reduction (SCR) aftertreatment system developed by Pacific Power Group. The engines can burn bio diesel B5, another component in the Bay Area air-quality strategy that is getting use in commuter buses. “You can notice it,” said Crawford, a captain since 2002 who started his career on ferries in 1994. “Really, really low emissions.” SCR technology along with diesel oxidation catalyst makes the Hydrus and Cetus the cleanest passenger ferries now operating in the U.S., without using more maintenance-intensive particulate filters, according to Pacific Power Group. The company commissioned independent emissions tests of the systems, verified by Infowedge, El Dorado Hills, Calif., and the University of California at Riverside Center for Environmental Research and Technology. “Everything’s working as expected,” said Bill Mossey, PPG vice president, whose engineers worked closely with Vigor so the system would fit in machinery spaces while meeting weight goals and maintenance requirements. “That was quite a challenge, but it was known going into it,” said Gow of Vigor. “We basically designed around the system.” PPG has supplied WETA with propulsion systems and support for years, and emissions reduction has always been high on the priority list. In 2011 a pair of 225-passenger catamaran ferries, the 118'×29'×6' Gemini and Pisces, got MTU 16V2000 engines that exceeded then-current Tier 2 standards by 97%. Dakota Creek will build a faster 445-passenger class for the North Bay and Richmond routes, 114'×39'×5' catamarans powered by MTU 16V4000 Tier 4 engines through HamiltonJet H810 waterjets for a service speed of

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Kirk Moore

34 knots. With an MTU-built SCR aftertreatment system, the Dakota Creek ferries will burn ultra low sulfur diesel. “Those are MTU’s Tier 4 final. If they stay on schedule, the engines will be the first shipped to a customer of ours,” Mossey said. “They will be the first Tier 4 delivered into this market.” New emissions systems are getting attention from other West Coast operators. California historically has led the nation in tighter air standards. The maritime sector is no exception, with ports like Oakland and Long Beach setting ambitious emission goals that will affect ship assist tugs and other vessels in the workboat sector. “These boats were right on the cusp of Tier 4,” Mossey said of the WETA ferries. “Anyone building a boat in the U.S. for that class must build to Tier 4 final. “Everyone is interested in each suppliers’ solution. Everyone’s interested

Built in 1992, the 250-passenger Bay Breeze, one of WETA’s older boats refurbished in 2014 for $5 million, is dwarfed by the Hydrus.

in the long-term maintenance and costs,” he added. “Our West Coast customers are typically pretty forwardlooking, and we’ve had interest from customers who work in California and who are interested in achieving Tier 4 performance.”

While ferry service is poised to grow, its relationship to other forms of transit is “a little complicated,” said Jason Henderson, a professor of geography at San Francisco State University. A specialist in urban transportation and land use, Henderson authored the 2013 book

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Street Fight: The Politics of Mobility in San Francisco. “I really enjoy the ferries and they give you a good view. They’re also very bicycle-friendly, which is important,” said Henderson. Waterborne transit is but one sector of the region’s services, and has to compete for public funding with road, rail and bus. In periodic referendums, voters are asked how tolls and local taxes should be used for transit. The public WETA and Golden Gate Ferry systems carry close to 20,000 riders daily in peak summer months, and altogether more than 5 million a year. “There are bus lines in San Francisco that carry up to 55,000 or 60,000 a day,” said Henderson. So in referendum debates, “the issue of equity comes up because the ferries have gotten what could be called a disproportionate amount toward operating expense,” he said.

Docked alongside the Taurus, the Hydrus shows off its major step up in passenger capacity.

But ferries have eased San Francisco commuting problems before, and further integrating them with landside transit modes can leverage the ferries’ effect. The same concept is advocated by some New York City waterfront and

transit experts, who see the new public NYC Ferry system as an opportunity to link water routes with buses and subways, much as ferry landings brought passengers to streetcar lines in the 19th and early 20th centuries.

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2017 By Ken Hocke, Senior Editor

ier 4 diesel engines have arrived. Caterpillar has been busy putting a string of firsts together in the U.S. involving the Environmental Protection Agency’s highest rating, a mandatory goal of many diesel engine manufacturers. In March, the Harley Marine Services’ tug Earl W. Redd was delivered by Diversified Marine, Portland, Ore. The Redd is reportedly the first vessel to be powered with Caterpillar 3516C Tier 4 Final engines. The Cats produce 2,675 hp at 1,600 rpm each. Cat, Harley Marine, and Diversified Marine combined for another first in June, when the Dr Hank Kaplan was 36

WB_DieselDirectory_2017_FINAL.indd 36

delivered. The 80'×36'×13'7" tug is the first vessel in North America to feature a complete Cat propulsion system — two 3516C diesels, producing 2,675 hp each, connected to twin Cat MTA 524-T azimuth thrusters. Another first is the purchase by Volvo Penta of the outboard engine manufacturer Seven Marine in July. This is Volvo’s first foray into the outboard engine market. The company said its goal is to expand the scope of supply with its customers and invest in the growth of a platform to shape the future of the outboard industry. Volvo is targeting the patrol boat market with this acquisition. Seven Marine produces some of the most powerful outboard

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POWER GUIDE

models in the world at 557 hp and 627 hp. No financial details were disclosed. In May, Mitsubishi introduced its new S6R-Y3MPTAW-1 diesel, a 684-hp (at 1,800 rpm) engine focused on the repower market for tugs, cargo ships and offshore service vessels. The new engine can meet EPA Tier 3 emissions compliance without using complex electronic controls but instead using “smart engineering and simple mechanical governor controls,” company officials said. (In the photo above that opens this year’s directory, a Mitsubishi S12R engine, supplied by Laborde Products, is positioned to be installed in a tug in south Louisiana.)

www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/3/17 8:58 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/• E-mail: 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 16,340 — (Heavy Duty) 1,300 @ 1,200 — 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) — 1,911 @ 1,600 2,012 @ 1,600 — (Heavy Duty) (Maximum)

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Model Cyl.

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

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

High Output hp rpm

Medium Duty hp rpm

Continuous Duty hp rpm

— 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 — — — — — — — 3508C 8 — — — — — — — 3512C 12 — — — — — — — 3516C 16 — — — — — — —

WB_DieselDirectory_2017_FINAL.indd 38

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 @ 1,500 903 @ 1,500 1,100 @ 1,500 1,826 @ 1,500 2,303 @ 1,500

— — — — — — — — — — — — — — — — — — —

www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/3/17 8:58 PM

6 M26.3 & 12 M26.3 Engines for Marine Propulsion

• 16 liter inline 6 engine with up to 815HP • 31.8 liter V12 up to 1650HP Baudouin Engines offer:

• Latest Generation of Common Rail • Crankcase Access Doors • Standard Double Wall Fuel Lines • On Engine Oil Centrifuge • Individual Cylinder Heads

When you need power you can count on, call MSHS toll free at 800-622-6747. For more in-depth information on the Baudouin engine line, visit www.mshs.com.

FLORIDA / CARIBBEAN +1 954-763-3660 LOUISIANA +1 504-265-8800

Motor-Services Hugo Stamp, Inc.

MAINE +1 860-876-6102

www.mshs.com

WEST COAST +1 425-513-6747

Authorized Distributor and Service Center

WB_FULLS.indd 39

service@mshs.com

parts@mshs.com

8/1/17 1:54 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

C175-16 16 — — — — — — — C280-6 6 — — — — — — — C280-8 8 — — — — — — — C280-12 12 — — — — — — — C2801-16 16 — — — — — — — DIESEL ELECTRIC PROPULSION — 60 HZ

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 @ 1,800 2,576 @ 1,800 2,823 @ 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 — — — — — MaK 8 M 25 C 8 — 15.75x10.04 — — — — —

WB_DieselDirectory_2017_FINAL.indd 40

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

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 1,958 @ 900 2,070 @ 1,000 2,176 @ 1,000 3,160 @ 720 3,260 @ 750 3,630 @ 720

www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/3/17 8:58 PM

Allemand Industries, Inc. Harvey, LA (504) 340-5581 Servicing: LA Florida Detroit Diesel Allison Fort Lauderdale, FL (954) 327-4440 Servicing: Al, FL, MS, Bahamas Helmutâ&#x20AC;&#x2122;s Marine San Rafael, CA (415) 453-1001 Servicing: AZ, CA, HI, NV, UT, Guam Johnson & Towers, Inc. Egg Harbor Township, NJ (609) 272-1415 Servicing: DE, MD, NJ, NY, Eastern PA, Bermuda Pacific Power Group Kent, WA (253) 854-0505 Servicing: AK, ID, OR, WA Power Products Wakefield, MA (781) 246-1811 Servicing: CT, MA, ME, NH, RI, VT Superior Diesel, Inc. North Charleston, SC (843) 553-8331 Servicing: GA, KY (Eastern), SC, TN (Eastern) 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: NC, OH, PA (Western), VA, WV

No Time For Downtime When W.F. Magann Corp. needed to replace the old Series 60 engine in steel tug Miss Anne, they turned to the experts at Volvo Penta Power Center Western Branch Diesel. Key factors in their decision to switch to Volvo Penta were the robust service network and dependable parts availability. Now, Miss Anne is more responsive than ever and Volvo Penta is committed to keeping her fully operational.

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

2017-09 Workboat.indd WB_FULLS.indd 41 1

7/20/2017 8/1/17 2:12:53 1:54 PMPM

Model Cyl.

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

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

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

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 4500 Leeds Ave. • Suite 301 • Charleston, SC 29405 www.cumminsengines.com • E-mail: marine.communications@cummins.com 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 — 600 @ 1,800 KTA19-M3* 6 1,150 6.25x6.25 — 74.0 40.0 75.0 4,570 — — 600 @ 1,800 KTA19-M4 6 1,150 6.25x6.25 — 74.0 40.0 75.0 4,570 700 @ 2,100 — — QSK19-M** 6 1,150 6.25x6.26 — 79.0 38.0 74.0 4,825 750 @ 1,800 — 760 @ 2,100 — 800 @ 1,800 — — 800 @ 2,100 KTA38-MO 12 2,300 6.25x6.25 — 84.0 58.0 82.0 9,300 — — — — — — KTA38-M1 12 2,300 6.25x6.25 — 84.0 58.0 82.0 9,300 1,100 @ 1,800 — — — KTA38-M2 12 2,300 6.25x6.25 — 84 58 82 9,300 1,300 @ 1,800 1,400 @ 1,950 1,350 @ 1,950 — KTA38-M2* 12 2,300 6.25x6.25 — 84 58 82 9,300 1,350 @ 1,900 — K38-M 12 2,300 6.25x6.25 — 84 58 88 9,300 — — KTA50-M2 16 3,067 6.25x6.25 — 106 62 89 11,389 1,600 @ 1,900 1,875 @ 1,950 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 — QSK38-M1** 12 2,300 6.25x6.25 — 90 62 88 10,692 1,400 @ 1,600 —

WB_DieselDirectory_2017_FINAL.indd 42

600 @ 1,800 660 @ 1,800 500 @ 1,800 750 @ 1,800 750 @ 1,600 800 @ 1,800 850 @ 1,800 900 @ 1,600 1,000 @ 1,800 (int.) 1,500 @ 2,050 850 @ 1,800 1,000 @ 1,800 1,000 @ 1,800 1,300 @ 1,600 1,400 @ 1,600 1,600 @ 1,800 1,700 @ 1,600 1,600 @ 1,800 1,000 @ 1,800

www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/3/17 8:58 PM

WB_FULLS.indd 43

8/1/17 1:55 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

1,400 @ 1,800 1,400 @ 1,900 QSK50-M1** 16 3,067 6.25x6.25 — 130 69 95 13,823 1,800 @ 1,600* 1,875 @ 1,950 1,800 @ 1,800** 2,050 @ 1,800 1,800 @ 1,900** 2,200 @ 1,900 QSK60-M** 16 3,672 6.25x7.48 — 130 69 95 19,300 2,300 @ 1,900* 2,500 @ 1,800** — 2,700 @ 1,900* 2,500 @ 1,900 — — — — QSK95-M* 16 5,797 7.48x8.27 — 144 27.7 30.4 29,282 3,600 @ 1,700 4,000 @ 1,700 QSC8.3-500 6 505 4.49x5.31 — 43.1 35.8 33.74 1,975 — — QSC8.3-600 6 505 4.49x5.31 — 43.1 35.8 33.74 1,975 — — QSB6.7-230** 6 408 4.21x4.88 — 43.1 35.8 33.74 1,450 — — QSB6.7-250** 6 408 4.21x4.88 — 43.1 35.8 33.74 1,450 247 @ 2,600 — 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 — — — — QSB6.7-380 6 408 4.21x4.88 — 43.1 35.3 33.74 1,450 — — QSB6.7-425 6 408 4.21x4.88 — 43.1 35.3 33.74 1,450 — — QSB6.7-480 6 408 4.21x4.88 — 43.1 35.3 33.74 1,450 — — — — QSB6.7-550 6 408 4.21x4.88 — 43.1 35.3 33.74 1,450 — — QSC8.3-500** 6 505 4.49x5.31 — 43.1 35.3 33.74 1,975 — — QSC8.3-600 6 505 4.49x5.31 — 43.1 35.3 33.74 1,975 — — QSL9 290 6 542 4.49x5.71 — 43.1 35.3 33.74 2,000 — — QSL9 335 6 542 4.49x5.71 — 43.1 35.3 33.74 2,000 330 @ 1,800** — QSL9 410 6 542 4.49x5.71 — 43.1 35.3 33.74 2,000 — 404 @ 2,100 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 2,610 400 @ 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 — — QSM 11-670** 6 661 4.92x5.79 — 52.3 43.5 39.9 2,620 — — QSM 11-715** 6 661 4.92x5.79 — 52.3 43.5 39.9 2,620 — — NTA855-M* 6 855 5.50x6.0 — 61 32 53 3,160 — — * IMO Tier II Certified. ** EPA Tier 3 and IMO Tier II Certified.

Continuous Duty hp rpm 1,300 @ 1,600 1,300 @ 1,800 1,700 @ 1,600** 1,700 @ 1,800* 1,800 @ 1,900 2,200 @ 1,800 2,000 @ 1,600* 2,000 @ 1,800 2,680 @ 1,900** (Intermittent) 2,700 @ 1,900* (Intermittent) 3,200 @ 1,500 4,200 @ 1,700 (Intermittent) 592 @ 2,800 (Government) 286 @ 1,800 227 @ 3,000 (Intermittent) — — 349 @ 2,800 (Intermittent) 349 @ 3,000 (Intermittent) 375 @ 3,000 (Intermittent) 419 @ 3,000 (Intermittent) 473 @ 3,000 (Intermittent) 473 @ 3,300 (Gov. Service) 542 @ 3,300 (Gov. Service) 493 @ 3,000 (Intermittent) 592 @ 2,600 (Gov. Service) 286 @ 1,800* — — 295 @ 1,800* 350 @ 1,800* — — 602 @ 2,300 (Intermittent) 661 @ 2,300 (Gov. Service) 705 @ 2,500 (Gov. Service) 325 @ 1,800 400 @ 1,800

CUMMINS RECON PRODUCT LINE

Ph: 800-DIESELS 4500 Leeds Ave., Suite 301 • Charleston, SC 29405 www.cumminsengines.com • e-mail: marine.communications@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 — —

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

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 — —

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

WB_DieselDirectory_2017_LINO.indd 44

www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/6/17 9:36 PM

ÂŠ marekuliasz/Shutterstock

LEADING THE WAY IN SUBCHAPTER M SOLUTIONS ABS provides fully integrated solutions to help owners and operators achieve and maintain Subchapter M compliance. As a USCG Recognized Organization and approved Third Party Organization, ABS offers auditing, surveys and USCG authorized plan review. The ABS Nautical SystemsÂŽ software application NS Workboat supports all compliance options and comes pre-configured on a mobile tablet. With more than 30 locations in the U.S. supported by a seasoned team of surveyors, auditors and engineers, ABS has the geographic coverage and experience to help industry meet Subchapter M requirements. Contact us today to learn about or request ABS Subchapter M solutions: SubchapterM@eagle.org.

www.eagle.org

WB_FULLS.indd 45

SAFETY | SERVICE | SOLUTIONS

8/1/17 1:55 PM

Model Cyl.

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

Gear (w); (w/o)

QSM11-300 6 661 4.92x5.79 QSM11-355 6 661 4.92x5.79 QSM11-405 6 661 4.92x5.79 QSM11-455 6 661 4.92x5.79 QSM11-610 6 661 4.92x5.79 * IMO Tier II Certified. **EPA Tier 3 and IMO Tier II Certified.

— — — — —

Dimensions (in.) L W H

52.3 52.3 52.3 52.3 52.3

42.5 42.5 42.5 42.5 43.5

40.9 40.9 40.9 40.9 40.9

Weight (lbs.)

High Output hp rpm

Medium Duty hp rpm

2,610 2,610 2,610 2,610 2,620

— — — — —

— — 405 @ 2,100 455 @ 2,100 610 @ 2,300

Continuous Duty hp rpm

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 29.1 40.7 39.5 40.7 40.7 39.5 40.7 40.7 66.2 50.9 51.1 61.1 51.8 52.6

26.6 32.6 30.3 31.8 35.7 32.6 33.6 34.3 32.6 33.9 34.3 36.9 38.4 36.9 38.3 41.8 41.9

35.4 35.9 37.9 35.9 35.9 34.7 35.9 37.7 24.4 36.9 36.7 38.8 38.7 37.5 38.7 46.5 46.3

963 1,019 1,274 1,117 1,710 1,609 1,732 1,962 1,609 1,732 1,682 2,229 2,349 2,325 2,320 3,108 3,143

— 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

ELECTRO-MOTIVE DIESEL INC.

Ph: 708-387-6398 • Fax: 708-387-5845 9301 W. 55th St. • La Grange, IL 60525 progressrail.com/powerproducts • E-mail: grwest@progressrail.com EMD 710 Series Max Continuous Continuous 8 E 23 & 8 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 DIESEL ENGINES NORTH AMERICA MOTOR-SERVICES HUGO STAMP INC.

630-481-2905 • 630-887-2009 Ph: 954-763-3660 • Fax: 954-713-0435 6900 Veterans Blvd. Burr Ridge, IL 6052 3190 SW 4th Ave. • Fort Lauderdale, FL 33315 www.fptindustrial.com www.mshs.com N67 570 6 408.70 — — — — — 1,433 *500 @ 3,000 500 @ 3,000 — 450 @ 3,000 450 @ 3,000 — C90 620 6 530.70 — — — — — 2,072 580 @ 2,530 580 @ 2,530 500 @ 2,530 500 @ 2,530 — 450 @ 2,530 450 @ 2,530 — EPA Tier 3 compliant.

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.mshs.com HPE 110 4 76.16 2.7x3.2 — 22.0 18.1 26.1 392 110 @ 4,000 — —

WB_DieselDirectory_2017_FINAL.indd 46

www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/3/17 8:58 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

110 @ 4,400 — HPE 110 4 76.16 2.7x3.2 — — — — — 110 @ 4,000 — 110 @ 4,400 — HPE 135 4L — — — — — — 391 135 @ 4,000 — 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 — — — 100 @ 4,000 80 @ 4,000 60 @ 4,000 — — —

Most Ratings Available EPA Tier 3 Manufactured in Italy

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 D2868LE426 8 986 5.04x6.18 — 48.94 45.39 48.66 3,924 D2868LE436 8 986 5.04x6.18 — 49.69 45.39 48.11 4,134 D2862LE446 12 1,479 5.04x6.18 — 63.54 50.0 50.75 5,004 D2862LE426 12 1,479 5.04x6.18 — 64.21 45.39 50.75 5,004 D2862LE456 12 1,479 5.04x6.18 — 65.63 45.28 53.15 5,291 D2862LE436 12 1,479 5.04x6.18 — 65.28 45.39 49.8 5,214 * 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.

— — — — — — — — — — — — — 730 @ 2,300 800 @ 2,300 1,000 @ 2,300 1,200 @ 2,300 1,400 @ 2,300 1,550 @ 2,300 1,650 @ 2,300 1,800 @ 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 — — — — — — — — — — — — — —

MITSUBISHI TURBOCHARGER AND ENGINE AMERICA INC.

Ph: 630-268-0750 • Fax: 630-268-9293 2Two Pierce Place • 11th Floor • Itasca, IL 60143 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 — 65 36.5 54 4,100 — — S6B3-Y2MPTA 6 891 5.31x6.69 — 60.59 37 52.36 2,889 — — S6B3-Y2MPTA 6 891 5.31x6.69 — 61 37 52 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 S6R-Y2MPTK 6 1,496 6.69x7.09 — 71.3 44 63.5 6,240 — — S6R-Y3MPTAW 6 1,496 6.69x7.09 — 71 44 64 6,240 — — S6R-Y3MPTAW-1 6 1,496 6.69x7.09 — 71 44 64 6,240 — — 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 66.7 6,527 818 @ 1,500 710 @ 1,400 S6R2-Y3MPTAW 6 1,828 6.69x8.66 — 71 44 64 6,395 — — 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 7,453 — — 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 — 90 56 63.7 11,731 — — S12R-Y3MPTAW-4 12 2,990 6.73x7.09 — 116 60 69 11,731 — — S12R-Y3MPTAW-3 12 2,990 6.73x7.08 — 116 60 69 11,731 — — S16R-Y1MPTA 16 3,989 6.69x7.09 — 115 99 77 14,685 2,038 @ 1,800 1,729 @ 1,650 S16R-Y1MPTK 16 3,989 6.69x7.09 — 115 99 77 14,950 2,158 @ 1,800 1,850 @ 1,650

www.workboat.com • SEPTEMBER 2017 • WorkBoat

WB_DieselDirectory_2017_LINO.indd 47

483 @ 1,840 543 @ 1,840 429 @ 2,000 429@1,940 590 @ 1,600 630 @ 1,600 630 @ 1,600 630 @ 1,600 629 @ 1,940 597 @ 1,350 643 @ 1,350 803 @ 1,400 850 @ 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

8/6/17 9:37 PM

Model Cyl.

S16R-Y3MPTAW

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

3,989

6.73x7.09

Gear (w); (w/o)

—

Dimensions (in.) L W H

116

Weight (lbs.)

High Output hp rpm

Medium Duty hp rpm

14,950

—

Continuous Duty hp rpm

1,675 @ 1,600

* Engines listed under HIGH OUTPUT are actually LIGHT DUTY.

MOTEURS BAUDOUIN MOTOR-SERVICES HUGO STAMP INC.

Ph: 954-763-3660 • Fax: 954-763-2872 3190 SW 4th Ave. • Fort Lauderdale, FL 33315 www.mshs.com • E-mail: torsten.schmitt@mshs.com 6M26.3 6L 970 — w/o — — — 3,935 — 12M26.3 12V 1,940 — w/o — — — 7,088

— — — — — 815 @ 2,100 — — — — — — — 1,650 @ 2,300 —

600 @ 1,800 700 @ 2,000 750 @ 2,100 — 1,200 @ 1,800 1,400 @ 2,100 1,500 @ 2,200 —

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 16V2000 M84 16 2,179 5.3x6.1 — 91.1 50.9 55.0 7,452

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

— — — — — — — — — — — — — —

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

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

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

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

Series 4000 8V4000M5R 8 2,331 6.7x8.3 — 80.3 63.6 81.1 12,522 — — 1,000 @ 1,600 8V4000 M54 8 2,331 6.7x8.3 — 80.3 63.6 81.1 12,522 — — 1,200 @ 1,800 8V4000 M245 8 2,331 6.7x8.3 — 80.3 63.6 86.4 12,522 — — 895 (kW) @ 1,800 (3a 60Hz) 12V4000 M54 12 3,491 6.7x8.3 — 99.2 72.8 81.7 17,086 — — 1,600 @ 1,800 12V4000 M64 12 3,491 6.7x8.3 — 99.2 72.8 81.7 17,086 — — 1,875 @ 1,800 12V4000 245 12 3,491 6.7x8.3 — 99.2 72.8 86.0 17,086 — — 1,195 (kW) @ 1,800 (3A 60Hz) 12V4000 345 12 3,491 6.7x8.3 — 99.2 72.8 86.0 17,086 — — 1,399 (kW) @ 1,800 (38 60Hz) Series 4000*** 16V4000 M54 16 4,656 6.7x8.3 — 117.7 72.8 81.5 19,489 — — 2,260 @ 1,800 16V40000 M64 16 4,656 6.7x8.3 — 117.7 72.8 81.5 19,489 — — 2,680 @ 1,800 16V4000 245 16 4,656 6.7x8.3 — 117.7 72.8 85.8 19,489 — — 1,685 (kW) @ 1,800 (3A 60 Hz) 16V4000 345 16 4,656 6.7x8.3 — 117.7 72.8 85.8 19,489 — — 1,999 (kW) @ 1,800 (38 60Hz) ** Available as EPA Tier 2 and IMO Tier II only *** Available as EPA Tier 3 and IMO Tier II Series 4000 ratings — please consult your selling distributor for additional ratings and EPA 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.

WB_DieselDirectory_2017_FINAL.indd 48

www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/3/17 8:59 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

* 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: 954-763-2872 3190 SW 4th Ave. • Fort Lauderdale, FL 33315 www.mshs.com • E-mail: enginesales@mshs.com T4.205 T4.230 T4.270 V8.320 V8.350 V8.370 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 4 4 4 4 4 4 6 8 6 6 6 6 6 6 6 6 6 6

176.90 176.90 176.90 274.50 274.50 274.50 274.50 274.50 274.50 274.50 414.80 414.80 414.80 414.80 549.0 549.0 549.0 549.0 829.60 829.60 829.60 829.60

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

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

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

771 771 771 959 959 959 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

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

200 @ 3,600 230 @ 3,600 270 @ 3,600 320 @ 3,800 350 @ 3,800 370 @ 3,800 162 @ 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: na.contact@scaniausainc.com DI09 70M 5 567.30 5.1x5.5 d,e 55.9 38.4 45.2 2,535 — — 220 @ 1,800 — — 250 @ 1,800 — — 300 @ 1,800 — — 350 @ 1,800 DI09 72M 5 567.30 5.1x5.5 d,e 55.9 38.4 45.2 2,535 300 @ 2,100 (Intermittent) — 350 @ 2,100 (Intermittent) — 400 @ 2,100 (Intermittent) — DI13 80M 6 774.70 5.1x6.3 d 59.2 38.3 46.2 2,832 — — 220 @ 1,800 a,d,f — — 250 @ 1,800 a,d,f — — 300 @ 1,800 d — — 338 @ 1,800 d — — 300 @ 1,600 a,d,f — — 350 @ 1,800 d — — 400 @ 1,800 DI13 81M 6 774.70 5.1x6.3 d 59.1 38.2 46.2 2,832 — — 220 @ 1,800 a,d,f — — 450 @ 1,800 a,d,f — — 500 @ 1,800 DI13 82M 6 774.70 5.1x6.3 a 59.1 38.2 46.2 2,832 — 450 @ 2,100 (Intermittent) — 500 @ 2,100 (Intermittent) DI13 83M 6 774.70 51.x6.3 a 60.5 38.3 46.2 2,832 — 550 @ 2,100 (Intermittent) — 600 @ 2,100 (Intermittent) DI13 85M 6 774.70 5.1x6.3 a 59.2 38.3 46.2 2,832 650 @ 2,300 — — DI13 86M 6 774.70 5.1x6.3 a 60.5 38.3 46.2 2,832 600 @ 2,300 — — 675 @ 2,300 (patrol craft) — DI13 92M 6 774.70 5.1x6.3 c,d,e 60.5 38.3 46.2 2,832 — — 350 @ 1,800 — — 400 @ 1,800 — — 450 @ 1,800 — _ 500 @ 1,800 — — 550 @ 1,800 DI13 70M 6 774.70 5.1x6.3 b,d,e 59.2 38.3 46.2 2,601 — — 450 @ 1,800 — — 400 @ 1,800 — — 500 @ 1,800 — — 550 @ 1,800 DI13 71M 6 774.70 5.1x6.3 b,d,e 59.2 37.6 46.2 2,601 — — 400 @ 1,800 — — 450 @ 1,800 — — 500 @ 1,800 DI13 72M 6 774.70 5.1x6.3 b,d,e 60.5 38.3 46.2 2,832 650 @ 2,300 600 @ 2,300 (Intermittent) DI13 73M 6 774.70 5.1x6.3 b,d,e 59.2 37.6 46.2 2,624 — 450 @ 2,100 (Intermittent) — 500 @ 2,100 (Intermittent) — 550 @ 2,100 (Intermittent) DI13 77M 6 774.70 5.1x6.3 b,d,e 60.5 38.3 46.2 2,832 750 @ 2,300 700 @ 2,300 — (patrol craft) (patrol craft) DI13 78M 6 774.70 5.1x6.3 b,d,e 59.2 38.3 46.2 2,832 — 450 @ 2,100 (Intermittent) — 500 @ 2,100 (Intermittent) — 550 @ 2,100 (Intermittent) DI13 76M 6 774.70 5.1x6.3 d,e 60.5 38.3 46.2 2,832 875 @ 2,300 825 @ 2,300 700 @ 2,100 (patrol craft) (patrol craft) DI13 87M 6 774.70 5.1x6.3 a,d,e,g 60.5 38.3 46.2 2,832 (Intermittent) 700 @ 2,300 650 @ 2,100 (Intermittent) 751 @ 2,300 700 @ 2,100 (Intermittent) 800 @ 21,300 — DI13 88M 6 774.70 5.1x6.3 a,d,e 60.5 37.6 48.0 2,601 700 @ 2,300 650 @ 2,100 (Intermittent) (patrol craft) 751 @ 2,300 (patrol craft) DI16 72M 8 1,000.40 5.1x6.06 de 61.1 49.2 47.8 3,682 800 @ 2,300 (pc) 650 @ 2,100 (Intermittent) 850 @ 2,300 (pc) 700 @ 2,100 (Intermittent) b,d,e 900 @ 2,300 (pc-short) 750 @ 2,100 (Intermittent)

www.workboat.com • SEPTEMBER 2017 • WorkBoat

WB_DieselDirectory_2017_LINO.indd 49

8/6/17 9:43 PM

Model Cyl.

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

Gear (w); (w/o)

Dimensions (in.) L W H

Weight (lbs.)

DI16 70M 8 1,000.40 5.1x6.06 b,d,e 61.1 49.3 47.8 3,681 DI16 71M 8 1,000.40 5.1x6.06 b,d,e 60.4 49.3 47.8 3,526 DI16 76M 8 1,000.40 5.1x6.06 d,e 62.0 50.0 47.8 3,659 DI16 77M* 8 1,000.40 5.1x6.06 b,d,e 61.1 49.2 47.8 3,681 DI16 80M 8 1,000.40 5.1x6.06 d 61.1 49.3 47.8 3,681 a,d,f DI16 81M 8 1,000.40 5.1x6.06 a 61.1 49.3 47.8 3,681 DI16 82M 8 1,000.40 5.1x6.06 a 61.1 49.3 47.8 3,681 DI16 83M 8 1,000.40 5.1x6.06 a 61.1 49.3 47.8 3,681 DI16 73M 8 1,000.40 5.1x6.06 d,e 62.1 49.3 47.8 3,526 DI16 79M 8 1,000.40 5.1x6.06 d,e 62.1 49.3 47.8 3,526 DI16 77M 16 3,682 5.1x6.06 — 61.1 49.2 47.8 3,682 (Emissions Legend: a=U.S. Tier 3, b=U.S. Tier 2, c=IMO Tier III, d=IMO Tier II, e=EU Stage IIIA, f=CCNR II, g=RCD

High Output hp rpm

Medium Duty hp rpm

Continuous Duty hp rpm

— — — — — — — 1,150 @ 2,300 (pc) 1,000 @ 2,300 (pc) 1,100 @ 2,300 (pc) 900 @ 2,300 (pc) *1,000 @ 2,300 (pc) — — — — — — — — — — 800 @ 2,300 850 @ 2,300 900 @ 2,300 — — — — — — — — 1,000 @ 2,300

800 @ 2,100 — — — — — — 650 @ 2,100 (pc) — — 900 @ 2,300 — — — — — — — — 650 @ 2,100 700 @ 2,100 800 @ 2,100 (patrol craft) (patrol craft) (patrol craft) 650 @ 2,100 700 @ 2,100 750 @ 2,100 800 @ 2,100 — — — — —

(Intermittent) 550 @ 1,800 625 @ 1,800 700 @ 1,800 750 @ 1,800 550 @ 1,800 625 @ 1,800 (Intermittent) — — (Intermittent) — 300 @ 1,800 350 @ 1,800 400 @ 1,800 450 @ 1,800 550 @ 1,800 625 @ 1,800 700 @ 1,800 (Intermittent) (Intermittent) (Intermittent) — — — (Intermittent) (Intermittent) (Intermittent) (Intermittent) 550 @ 1,800 625 @ 1,800 700 @ 1,800 750 @ 1,800 —

— — — — — — — — — — —

STEYR MOTORS GMBH

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

VOLVO PENTA

Ph: 757-436-2800 • Fax: 757-436-5150 1300 Volvo Penta Dr. • Chesapeake, VA 23320 www.volvopenta.com #+•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 — #•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 — D6-300 6 336 4.05x4.33 w 40.1 32.2 30.7 1,446 300 @ 3,500 — @•D6-330 6 336 4.05x4.33 w 40.1 32.2 30.7 1,446 330 @ 3,500 — **D9 MH 6 571 4.72x5.43 — 53.7 38.8 44.6 2,535 Tier 2 — Tier 2 — Tier 2 — **D9 MH 6 571 4.72x5.43 — 53.7 33.8 44.6 2,370 — 425 @ 2,200 **D9-425 6 571 4.72x5.43 — 51.5 33.8 39.7 2,370 425 @ 2,200 — **D9-500 6 571 4.72x5.43 — 51.5 33.8 39.7 2,370 500 @ 2,600 — •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 — @•D6-370 SOLAS 6 336 4.05x4.33 — 50.8 32.2 30.7 1,279 370 @ 3,500 — #•D6370/DP SOLAS 6 336 4.05x4.33 — 50.8 32.2 30.7 1,698 370 @ 3,500 — D6330/DP SOLAS 6 336 4.05x4.33 — 50.8 32.2 30.7 1,645 330 @ 3,500 — •D16 MH 6 984 5.67x6.50 — 60.9 44.0 51.3 3,858 800 @ 2,300 750 @ 1,900 (Tier 3) @•D4-225 SOLAS 4 226 4.05x4.33 — 41.6 29.6 30.7 1,063 225 @ 3,500 — #•D4225/DPSOLAS 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 — #•D6300/DPSOLAS 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 Tier 2 140 @ 1,900 Tier 2 160 @ 2,300 @•D7A TA 6 436 4.25x5.12 — 55.3 33.5 40.0 1,521 Tier 2 208 @ 1,900 Tier 2 237 @ 2,300 @•D7C TA 6 436 4.25x5.12 — 55.3 33.5 40.0 1,521 Tier 2 230 @ 1,900 Tier 2 265 @ 2,300 Tier 2 248 @ 2,100 •D13 MH 6 779.7 5.16x6.22 — 58.0 42.0 50.0 3,197 Tier 3 550 @ 1,900 Tier 3 600 @ 1,900 Tier 3 —

WB_DieselDirectory_2017_FINAL.indd 50

Tier 3 Tier 3 Tier 3 Tier 3 Tier 3 Tier 3 Tier 3 Tier 3 300 @ 1,800 355 @ 1,800 355 @ 2,200 Tier 2 Tier 2 Tier 2 Tier 3 Tier 3 Tier 3 Tier 3 Tier 3 600 @ 1,800 650 @ 1,800 Tier 3 Tier 3 Tier 3 Tier 3 Tier 3 121 @ 1,900 139 @ 2,300 177 @ 1,900 201 @ 2,300 199 @ 1,900 226 @ 2,300 — 400 @ 1,800 450 @ 1,800 500 @ 1,800

www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/3/17 8:59 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

•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 3,439 800 @ 2,300 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 2 4,000 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 1,050 MC 6 779.9 5.16x6.22 — — — — 5,220 800 @ 2,300 (D13) @@*IPS 900 MC 6 779.9 5.16x6.22 — — — — 5,220 — (D13) + Inboard/sterndrive/• EPA Tier 3/** Not available in the U.S./# Sterndrive/@ Inboard/@@ Available in twin, triple or quad only.

700 @ 2,300 — — — — — —

Tier 3 Tier 3 Tier 3 Tier 3 Tier 3 Tier 3 Tier 3

—

510 @ 2,200

—

700 @ 2,250

—

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 2017 • WorkBoat

WB_DieselDirectory_2017_FINAL.indd 51

8/3/17 8:59 PM

Winches

Long Haul

Operators have several winch choices for their boats.

By Michael Crowley, Correspondent

WB_BG_Winches_LINO.indd 52

re you seeking an extremely efficient way to spool wire on or off large winches on oceanographic vessels, especially those that hold up to 10,000 meters of fiber optic cable? Markey Machinery may have the answer with its recently introduced tension spooling system. The Seattle-based company has had a spooling rig made up of a spooling stand and a tensioner or traction retarder for the past 30 years. But when San Diego’s Scripps Institution of Oceanography approached them about providing spooling rigs for research vessels operating with the University National Oceanographic Laboratory System, it became obvious the 30-year-old spooler wouldn’t work. “What Scripps needed was a very custom spooling system,” said John Davis, sales engineer with

Markey. It had to be modular and portable enough that it could be broken down and shipped over the highway in a standard-size trailer. One part of the tension spooling system is a reel stand that can handle different size reels, up to 7' in diameter and 5' wide. The reel stand and its level wind needed to be folded up for highway transportation. The traction retarder is the second modular component. It has two side-by-side grooved capstans. The capstan drums are grooved to prevent rope from climbing up on the capstans and the grooves hold certain sizes of line. The traction retarder’s adjustable braking system applies braking friction to the cable as it is being pulled off the reel by the winch the cable is going on. That retarding braking force controls tension through

Markey Machinery

The reel stand on the deck of the Coast Guard icebreaker Healy as 10,000 meters of line is being spooled off the reel. The line goes through the level wind on to the traction retarder’s capstan drums and then up to the left hand block at the top of the A-frame. From there it goes down one deck to the winch it’s being spooled on.

www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/3/17 11:13 AM

MULTIPLE WINCHES JonRie Intertech recently unveiled its Tri-Winch arrangement on Seabulk Towing’s new Z-drive tug the Trident, built at Master Boat Builders, Coden, Ala. The 98'6"×43'6"×15'7" tug is the first Robert Allan-designed Advanced RotorTug (ART) to be built in the U.S. Seabulk Towing is building two more ARTs with the Tri-Winch configuration. Next is the Triton and a third one is on the way, said Brandon Durar, JonRie’s president. The Tri-Winch has three different functions: ship assist and escort off the bow, ship assist and escort off the stern, as well as towing off the stern. So it’s easy to see why the winch system ended up with the moniker “Tri-Winch.” The Tri-Winch combines existing winches from the JonRie lineup. On the bow is a Series 230 escort winch, which can hold 600' of 7" line. On the stern is a double-drum Series 500 towing winch with a capacity of 2,100' of 2 1/4" wire rope that is matched up on the starboard side to a Series 230 winch with a capacity of 600' of 7" line.

JonRie Intertech

the cable as layers build up on the winch drum and helps extend the life of the cable. As the line is spooled onto the winch, the braking components “have to deal with a great deal of heating,” for as long as six to eight hours if 10,000 meters of cable are being spooled, said Davis. The third component is the power and control cube, a 15-hp AC-variable frequency unit that powers the reel stand for off-spool existing cable from a winch when the cable is to be replaced with a different type of cable and needs to be stored or disposed of. Developed over the past two years, the tension spooling system was recently used for the first time on the Coast Guard icebreaker Healy, which takes scientists on Antarctic cruises. According to Davis, Markey doesn’t have a lot of competition for this type of spooling. Markey’s tension spooling system “is the only one that does it with this level of functionality,” he said.

The JonRie Series 500 winch for the Trident, Seabulk’s new RotorTug, is located on the stern.

“It’s a double-drum winch,” said Durar, “but the shafts are not connected. Each has its own motor.” The fact that all three winches have their own independent direct drives with no clutches is unique, said Durar. It allows all winches to be operated from the pilothouse. The winches run off two separate 75hp hydraulic power units. If needed, the two power units can be used to power one winch to give it extra speed, or if the forward winch’s power unit shuts down, it can operate off the power unit for the double-drum winch on the after deck. Basically this is a hands-free winch operation. Once the lines are hooked up no one is needed on deck except for the gypsy head. Even the level winds can be adjusted from the pilothouse. In the pilothouse is the same handsfree idea. The winches are controlled with foot pedals. “If you are working facing forward and want to go to the stern, just flip your seat around,” said Durar. It rotates 180°, and there’s a foot pedal to run the after winch. Press down to pay out and heal back to haul in. A relatively new feature on the winches has been carried over from JonRie’s Container Master winches — honeycombed drums. “What we did is beef up the drums. These are overdesigned drums,” said Durar, “to take the immense loading the tug puts on the winch. There are more gussets, more

www.workboat.com • SEPTEMBER 2017 • WorkBoat

WB_BG_Winches_LINO.indd 53

steel. It’s boxed out to take the side loading from the three drives.” ELECTRIC DRIVE On the stern of Foss Maritime’s new 110'×40' tug Caden Foss is a Rapp Marine electric-powered towing winch (a Markey DEPCF-52 electric hawser winch is on the bow). A single 100-hp motor drives the double-drum towing winch, which will pull over 75 tons on the first layer. The main drum has a capacity of 2,500' of 2 1/2" steel wire, while the second drum packs 2,200' of 2 1/4" wire. Both drums can spool 90' of 3" chain on top of the steel wire, and each drum is equipped with a level wind. The double-drum winch can be operated from the wheelhouse with Rapp Marine’s Pentagon Tug PLC Control System. The touch-screen panel’s features include tensions and wire length readouts, auto-tension capability, automated haul-in and payout settings, as well as the ability for logging data. “Essentially you don’t need anyone on deck,” said Fin Moore, sales and marketing manager at Rapp Marine. However, Moore added, when someone is on deck there is also a secondary set of controls at the winch. A come-home drive is part of the electric winch package. It’s powered with a 10-hp motor, which is “just enough power to enable the operator to haul back the line,” said Moore.

8/3/17 11:15 AM

PortofCall

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www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/2/17 1:59 PM

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www.workboat.com • SEPTEMBER 2017 • WorkBoat

WB17_Classifieds_Sep.indd 55

8/2/17 1:59 PM

PortofCall

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WB17_Classifieds_Sep.indd 56

www.workboat.com • SEPTEMBER 2017 • WorkBoat

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R.J. Mellusi & Co., 29 Broadway, Suite 2311 New York, N.Y. 10006 Tel. 1(800)280-1590, Fax. 1(212)385-0920, rjmellusi@sealawyers.com www.marinelicenseinsurance.com

Smith Brothers I nc., G alesville, MD 20765 (410) 867-1818 w w w.smithbarge.com

Coast Guard & State Pilotage License Insurance

www.workboat.com • SEPTEMBER 2017 • WorkBoat

WB17_Classifieds_Sep.indd 57

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

8/2/17 2:00 PM

PortofCall

WB17_Classifieds_Sep.indd 58

Your Source For Employment, Equipment & Services

www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/6/17 1:18 PM

PortofCall

Your Source For Employment, Equipment & Services

ADVERTISERS INDEX Advertiser Page

TRAINING

Mari2me Ins2tute of Technology 850-387-1829

925 Cherry Street

Ahead Sanitation Systems Inc.................. 19

Panama City, FL 32401

ABS.......................................................... 45

American Equity Underwriters (The)........ 35

www.mitnavschool.com

Cummins Marine...................................... 13

facebook.com/mitnavschool

USCG Approved Courses

Diesel America West................................... 4

Duramax Marine LLC............................ CV3 ExxonMobil Marine Fuels & Lubricants...... 7 Fairbanks Morse Engine........................... 32

Basic First Aid, CPR & AED

Leadership & Managerial Skills

STCW (Basic Safety Training)

Radar Renewal

Able Seaman / Lifeboatman Limited

Exam Prep (500 / 1600 /

100 Ton Master (Upgrade)

T O A R (Towing Operator Assessment Record)

200 Ton Master (Upgrade)

Visual Communications (Flashing Lights)

Intercon..................................................... 22

Celestial Navigation

OUPV (Operator of Uninspected Passenger Vehicles)

International WorkBoat Show................... 34

Farmer's Copper Ltd................................. 21 Friend Ships............................................... 9

3rd

Mate)

Furuno USA................................................ 5 Hamilton Marine Inc.................................... 2 Imtra Corp.................................................. 6

JMS Naval Architects................................ 21 John Deere Power Systems...................... 30 Karl Senner, LLC................................... CV4 Louisiana Cat.............................................11 Lubriplate Lubricants................................ 33 MAN Engines & Components Inc............. 43 Marine Machining & Mfg........................... 32 McDermott Light & Signal......................... 31 Mitsubishi Turbocharger and Engine America, Inc.......................... 17 Motor-Services Hugo Stamp Inc............... 39 MTU............................................................ 3 Nautican Research & Development Ltd.... 16 Pacific Marine Expo ................................. 19 Pacer Pumps............................................ 18 Power Panels, LLC................................... 22 Research Products/Blankenship............... 18 R.W. Fernstrum & Co ............................... 15 Scania.................................................... CV2 Sheaves Inc................................................ 4 Total / Lubmarine...................................... 23 Volvo Penta............................................... 41 Yanmar America....................................... 27

www.workboat.com • SEPTEMBER 2017 • WorkBoat

WB17_Classifieds_Sep.indd 59

8/6/17 1:18 PM

LOOKS BACK SEPTEMBER 1947

• On the cover is the Lin Smith on the Cumberland River. The boat is reportedly the most powerful towboat on the rivers. Built by Nashville Bridge Co. for the Charles C. Smith Co., Houston, the Lin Smith will haul oil between Baton Rouge, La., and Norco, La. The towboat is powered by three 1,110-hp Cooper-Bessemer diesel engines. • In mid-

September, the House Public Works Committee is scheduled to begin a five-week swing around the country to inspect rivers, harbors, flood control projects, as well as proposed sites for new federal buildings, highways and airports. The group will first head to the St. Lawrence River, to inspect the rout of the highly controversial Seaway that was endorsed recently by President Truman. Later, port SEPTEMBER 1957 develop-

ments on the Great Lakes, a tour of Missouri River flood damage, several proposed flood control dams, and other points of interest will be visited by the committee. The trip will also take the group to the Pacific Coast.

• An empty gasoline barge exploded office, New York, to coordinate dredgand one crewman was killed on the ing operations, including maintenance Mississippi River near Clarksville, Mo., and repair work, planning and new recently when a hand fender, which vessel construction. became hot from friction as the barge • Foreign cargo through the Port of passed through Lock and Dam 24, burst Los Angeles was up over 1 million tons into flames after it was tossed onto the last year. barge deck. • A marine division has been established by the Army Corps of Engineers North Atlantic Division SEPTEMBER 1967 Engineer's • On the cover is the 5,000-hp Ashland, reportedly pushing one of the largest liquid cargoes ever on the river. The Ashland Oil & Refining Co. 12-jumbo-barge tow contains 277,413 bbls. of oil, about 41,000 tons of liquid cargo. The 1,180' tow recently moved up the Mississippi and Ohio rivers to Louisville, Ky., from Ashland's Canebrake terminal at Vidalia, La. 60

WB_LooksBack_LINO.indd 60

• Tidewater Marine Service Inc. and Twenty Grand Marine Service Inc. have agreed to merge. The plan calls for Tidewater to issue 511,217 shares of $1.50 convertible preferred stock on a one-for-two basis for all outstanding 1,022,434 shares of Twenty Grand common stock. Tidewater reported net income of $3.3 million for the fiscal year ended March 31, 1967. www.workboat.com • SEPTEMBER 2017 • WorkBoat

8/1/17 4:33 PM

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

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

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

PATENTS PENDING

oTHer engineered durAmAx HeAT excHAngers ®

Single-Stacked DuraCooler®

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

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

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

Demountable Keel Cooler

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

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

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

Duramax® Box Cooler

DuraCooler SuprStak is the high-performance answer to meet

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

™

ever increasing cooling requirements using half the hull space.

Duramax® Plate Heat Exchanger

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

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

for easier handling.

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

Products And Knowledge You Trust

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p: 440.834.5400 f: 800.497.9283

10/5/15 8/1/17 1:49 3:21 PM PM

PROPELLING

EXCELLENCE

Owner/Operator: Tradewinds Towing

Karl Senner, LLC is proud to have equipped TradeWinds Towing LLC with two REINTJES WAF 562 Reverse Reduction Gearboxes for the repower of the M/V Hannah. These gearboxes are paired with Mitsubishi S12R diesel engines supplied by Laborde Products, Inc.

Karl Senner, LLC proudly represents:

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

8/1/17 1:49 PM