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Great Lakes Regional Focus: Thriving business

Anyone needing reassurance that the shipbuilding sector in the United States is alive and well need look no further than the Great Lakes. While yards along the U.S. Gulf reshuffle business strategies to help during the down oil market, yards along the Great Lakes continue to work on a number of projects, investing in infrastructure and leveraging partnerships to diversify portfolio offerings.

Perhaps the busiest group of all is Fincantieri Marine Group (FMG)—the U.S. subsidiary of one of the world’s largest shipbuilders in the world, Fincantieri. The Fincantieri Marine Group is comprised of three Great Lakes shipyards—Fincantieri Bay Shipbuilding (FBS), Fincantieri Marinette Marine (FMM), and Fincantieri ACE Marine (FAM).

Since acquiring the Wisconsin yards in 2008, Fincantieri has invested well over $100 million to build a shipbuilding group that will provide flexibility for its customers, and provide construction and repair services to both the government and commercial sectors.

Sturgeon Bay, WI-based Fincantieri Bay Shipbuilding (FBS), which is one of the last boat builders remaining in the Bay, has been essentially non-stop the last couple of years. The yard currently has numerous projects under various stages of construction with a backlog that extends through 2018. Most notably, the projects include newbuilds for one of the most active sectors in the country, the ATB market.

This past May, the yard delivered the Articulated Tug Barge (ATB) unit Barbara Carol Ann Moran and the 110,000 barrel ocean tank barge Louisiana to Moran Towing Corporation, New Canaan, CT. The unit was the third delivery to Moran under a 2014 contract. 

The 5,300 HP, 121 ft ATB tug Barbara Carol Ann Moran is certified ABS Class +A-1 Towing Service, +AMS, and is equipped with state-of-the-art navigation and communications technology.

What made the delivery of the unit so impressive was that it was delivered on the exact day called for by the contract—emphasizing FBS’ high standards of meeting customer requirements, building a quality vessel and delivering on time.

Currently, FBS is under contract to construct two ATB tugs and two ocean going tank barges for Kirby Corporation; one ATB tug and one oceangoing tank barge for Plains All American Pipeline, LP; and one ATB tug and one oceangoing tank barge for AMA Capital Partners.

“We continue to be optimistic about the future of the industry we serve,” says, Todd Thayse, Fincantieri Bay Shipyard Vice President and General Manager.

To keep the momentum going, Fincantieri recently purchased the Palmer Johnson facility adjacent to the Bay Shipbuilding yard. Bay Shipbuilding has extensive expansion plans set for the 3-acre site, including the construction of new indoor Fabrication/Erection facilities, an indoor Blast and Coating building, outfitting shops and additional office facilities.

“This recent acquisition of the former Palmer Johnson facility has been well received by the industry and will allow us to pursue several new construction projects, which may include fishing vessels, ferries and landing crafts, while continuing to serve our core ATB market. These purpose-designed buildings will increase our overall output and capacity and improve our ability to meet critical schedules,” says Thayse. 

“We will also be able to move more construction indoors which will allow FBS to further provide cost-effective solutions for our customers,” he added.

Indoor facilities will enable work to be ongoing for both newbuilds and repair work—especially during the winter months when Great Lakes fleet repairs are vital and time sensitive.

Earlier this year, FBS had 17 vessels at the yard undergoing winter repairs well into April. The vessels ranged from thousand-foot long bulk tankers, to medium-sized ships, to tugs and barges. Work included large-scale scheduled maintenance repairs, scrubber installations, repowering and structural steel renewal, in addition to electrical automation enhancement and ABS and U.S. Coast Guard inspections.

Additionally, Keylakes Shipping’s 768 ft bulk carrier John G. Munson is currently undergoing conversion at Bay Shipbuilding. The vessel is the tenth steam-to-diesel, or diesel-to-diesel repowering project that FBS has been awarded since 2009. The freighter, built in 1952 will undergo a complete repower at FBS. It is expected to undergo sea trials in 2018.

Meanwhile, FMG’s two other Great Lakes shipyards are busy constructing the next generation of warships for the U.S. Navy.

Earlier this summer, a keel laying ceremony was held at Fincantieri Marinette Marine, Marinette, WI, for the U.S. Navy’s 17th Littoral Combat Ship (LCS), the USS Indianapolis. The ship is one of six in various stages of construction at FMM, with an additional three ships in long-lead procurement. The yard has already delivered four LCS ships to the Navy—the USS Freedom (the lead ship in the Freedom variant), the USS Fort Worth, the USS Milwaukee and the USS Detroit.

The Lockheed Martin-led team is made up of Fincantieri Marinette Marine, along with naval architectural firm Gibbs & Cox, and more than 500 suppliers across 37 states. The U.S. Navy’s LCS construction program is divided between two groups—the Lockheed Martin team, building the Freedom variant, and the General Dynamics-led team, with Alabama-based Austal USA building the Independence class LCS.

Fincantieri Ace Marine, Green Bay, WI, also has a hand in producing the Freedom variant of the LCS. The yard, which specializes in the design and construction of high-speed coastal intercept and patrol vessels, most notably the builder of the Response Boat-Medium (RB-M) for the U.S. Coast Guard, produces the aluminum superstructures and additional aluminum components for the class.

To top off FMG’s three shipyards success, all three received the annual “Excellence in Safety” award from the Shipbuilders Council of America earlier this year. The award recognizes a shipyard’s commitment to safety, and the hard work and dedication put forth from shipyard employees.

The Great Lakes Group Eyes Expansion, Partners with Damen
FMG isn’t the only regional player seeking to further develop. This past June, the City of Cleveland authorized the sale of property adjacent to the Great Lakes Towing company headquarters. The acquisition of the property will enable the Great Lakes Shipyard, part of The Great Lakes Group, to operate at full capacity, all year round.

The expansion will include a 68,000 square foot facility that will accommodate a state-of-the-art 770-ton mobile Marine Travelift crane—the largest on the Great Lakes, and third largest in the world.

Great Lakes Group says that with the new facility in place, the Great Lakes Shipyard will be able to continuously provide all services for new vessel construction, as well as custom fabrication, ship maintenance and repairs.

Part of the services Great Lakes Shipyard will offer are those required for Subchapter M. Under Subchapter M regulations, towing vessels greater than 26 ft, or any vessel type moving dangerous or hazardous materials, must obtain a Certificate of Inspection documenting: Drydock inspection; Internal Structure Exam; Annual Inspection and Surveys; and Machinery and Electrical.

Stan TugboatJust last month, the yard kicked off construction for the first Damen Stan Tug 1907 ICE. The tug is the first in a series of ten being built in compliance with the new Subchapter M regulations. The tugs are being built for The Great Lakes Towing Company (the Towing Company).

The tugs will measure 65 ft x 24 ft x 9 ft and will be powered by two MTU 8V4000 M54R engines generating 1,000 hp at 1,600 rev/min.

“This new construction program is further evidence of the innovative spirit the Towing Company has always embraced since its founding over 117 years ago, and reflects the commitment we have to our customers and the entire Great Lakes/St. Lawrence Seaway marine transportation industry,” says Joe Starck, President of the Towing Company.

Under the construction program two new harbor tugs will be introduced each year for the next five years—helping to stabilize operations and improve day-to-day business, assures Starck.

“The tugs,” he added, “will be ideal for the long-term sustainability of our harbor towing activities, and provide our customers with an even greater level of reliability, performance, and safety, across our entire Great Lakes service network.”

The Great Lakes Towing Company’s fleet provides ship assist, cargo transportation and logistics, ice breaking, and emergency assistance for every kind of vessel, barge and marine structure on the Great Lakes-St. Lawrence Seaway.

The Damen Stan Tug 1907 ICE are also the first tugs to be built in the U.S. under Damen’s Technical Cooperation program with Great Lakes Shipyard. The agreement, which was entered into at last year’s Workboat show, authorizes the Great Lakes Shipyard as an official builder of Damen designs for the next five years.

Burger Boat’s diverse portfolio
Since 1863 Burger Boat Company, Manitowoc, WI, has done everything in its power to meet the needs of its growing customer base. The boat builder, which has delivered countless vessel types in the range of 50 ft to 200 ft in length, implements what it calls a “lean” philosophy to its business practice, ensuring procedures are performed and completed on time, and vessels are delivered to customers on budget.

A builder of steel and aluminum vessels, Burger builds everything from yachts to passenger vessels, such as the 98 ft passenger vessel Chicago’s Classic Lady for Chicago’s First Lady Cruises—and patrol to research vessels, such as the 78 ft research vessel Arcticus which was delivered to the U.S. Geological Survey in 2014, just to name is a few.

Last year, Burger delivered a tour boat to Chicago-based Wendella Boats. The 340- passenger Lucia is an 89 ft steel vessel that was designed by Timothy Graul Marine Design, Sturgeon Bay, WI.   The steel boat is certified USCG Subchapter K, and is powered by two Caterpillar C12 main engines and features two Northern Lights generators. 

Most recently, Burger began construction on a custom 103 ft 6 in x 26 ft 5 in full displacement steel and aluminum Explorer Motor Yacht for an unnamed owner.

The expedition style motor yacht has a steel hull and aluminum superstructure. The vessel, designed by DeBasto Design, Miami, FL, will be launched Spring 2017. The ABS class yacht will be powered by two Cat C-18 ACERT main engines, and will be able to reach a cruising speed of 12 knots.

Fraser faces OSHA fine
Located in Superior Wisconsin, on the St. Louis Bay of Lake Superior, Fraser Shipyards, part of the Fraser Industries group which also includes boat builders Lake Assault Boats, provides full shipyard services from its sixty five acre site, featuring two dry docks and approximately 2,200 feet of berthing space. Since 1890, Fraser Shipyards has been a prominent fixture in the Twin Ports of Duluth and Superior, serving the Great Lakes shipping community. Most of its current 150 workers, 75 percent of which are structural welders, equipment operators, fitters and pipe fitters, are third generation employees for the company.

That kind of longevity and loyalty from workers can serve as a testament to Fraser’s commitment to the industry, the community and its employees, but recent findings have raised questions about the yard’s safety culture.

Last month, the U.S. Department of Labor’s Occupational Safety and Health Administration (OSHA) announced that sampling results taken during a recent retrofit determined that 14 of Fraser Shipyards workers were exposed to heavy metals and had lead levels 20 times higher than the exposure limit.

According to OSHA’s Assistant Secretary of Labor, Dr. David Michaels, “Fraser Shipyards accepted a contract with a very low profit margin and penalties for delayed completion, but could not meet the schedule without endangering its workers.”

That contract, from Interlake Steamship Company, Middleburg Heights, OH, was for the modernization of the Herbert C. Jackson. OSHA stated in its report that Fraser Shipyards’ management was aware of the presence of lead and asbestos throughout the 1959 built vessel. The ship arrived at Fraser December 2015 for a six-month retrofit project and was required back in operation for the summer iron ore shipping season.

In a statement, James Farkas, President and Chief Operating Officer of Fraser Industries, said “We are a family-owned company that has been in Superior for 126 years. We see all of our employees, laborers and contractors as part of the family.”

He added, “We take the health and safety of our people and our community seriously. We acted to protect our people as soon as we learned of the problem. We have worked with all of our employees, laborers and contractors to ensure their health by bringing in medical experts, as well as the highest levels of testing, protective equipment and safe operating procedures. We strongly disagree with OSHA’s statement that any of the issues were caused or worsened by business or profit motivations.”

The agency cited 14 willful egregious health violations for each instance of overexposing a worker to lead, and cited five additional willful violations for failing to conduct monitoring to assess lead exposure and failing to implement a lead compliance or respiratory program.

Additionally, OSHA issued 10 serious violations to the company, and placed Fraser Shipyards in its Severe Violator Enforcement Program (SVEP). For companies on the list, mandatory follow-up inspections become the norm.

Since the findings, Fraser has taken steps to help mediate the matter, and protect its employees. According to a statement, as soon as the management learned of the high lead levels it halted work on the Herbert C. Jackson. Fraser Shipyards also went on to engage medical experts from the region’s two leading hospitals, and industrial safety experts from the International Brotherhood of Boilermakers union to advise the company and oversee health testing. And it purchased state-of-the-art safety gear and equipment to protect workers.

Additionally, Fraser engaged medical professionals, OSHA and union officials to develop and implement new safety procedures.

“We appreciate their responsiveness to getting this issue fixed and taking care our members,” said Mark Garrett, Director of Health and Safety Services for the International Brotherhood of Boilermakers, the union that represents workers at the yard. “We don’t get many employers that step up like they did. They were straightforward, asked for our help and put in place our recommendations for safety.”

In total, Fraser could face close to $1.4m in OSHA penalties.

 

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Navy Shipbuilding: Beltway Strategy

 

In the closing weeks of last year, all sorts of things happened that demonstrated that the way Navy ships actually get ordered is a little different from the way that the process is publicly portrayed.

Things began with the news that the Navy had placed a $200 million advanced procurement contract with Huntington Ingalls Industries’ Ingalls Shipbuilding division for LPD 28, the 12th amphibious transport dock of the San Antonio (LPD 17) class. The fact that there will be a 12th ship in the class illustrates how lobbyists can influence what Navy tonnage gets built—even ships that weren’t ever formally requested in the Navy’s budget submission.

Once that news was announced, the beltway types knew that another shoe would soon drop: an additional DDG 51 destroyer contract for General Dynamics Bath Iron Works.

Defense media predicted that BIW would get the additional destroyer under a “hull swap” agreement in a 2002 MOU between the Navy and its two largest shipbuilders that, among other things, reportedly included an agreement that, should a12th LPD be ordered, a fourth DDG 51-class ship or equivalent workload would be awarded to BIW.

Now where would the money for such a ship come from? We got the answer in the omnibus spending bill that the Congress passed just before Christmas (see this month’s Inside Washington column for more details). If you are to take at face value what they has to say it all happened thanks to Maine’s U.S. Senators.

As the bill was nearing passage, Sen. Susan Collins, a senior member of the Defense Appropriations Committee, and Sen. Angus King, a member of the Senate Armed Services Committee, said that the final omnibus spending bill includes $1 billion toward the construction of an additional DDG 51 destroyer that would “likely” be built at Bath Iron Works and would be in addition to those already included in the current multi-year procurement contract.

The statement issued by the two senators, interestingly, contained no acknowledgement whatsoever that the funding was any kind of pre-arranged “done deal,” widely expected by defense industry insiders.

It said that “as a senior member of the Defense Appropriations Committee, Senator Collins requested the funding toward the additional DDG-51 to help meet combatant commander requirements for destroyers across the globe. Senator Collins successfully advocated for the inclusion of the $1 billion in funding in the Senate Defense Appropriations Bill. The House Defense Appropriations Bill, however, allocated no funding for this additional destroyer. Following weeks of negotiations between the House and Senate regarding the bill, the omnibus bill appropriated the full $1 billion in funding toward this additional ship, affirming the strategic importance of our Navy and shipbuilding programs.”

ANOTHER QUESTION MARK OVER LCS
One of the Navy’s shipbuilding programs that has been evolving has been the Littoral Combat Ship (LCS). As compared with other surface combatants, either variant of the LCS is a small, relatively lower cost, ship. Now, however, it has been decided that future versions of the LCS would be beefed up to become frigates. Under either label, the ship is still affordable enough to enable the Navy to bring up the numbers in its shipbuilding plan to more easily reach its target of a 308-ship battle force.

That plan was thrown into disarray by a December 14 memo sent by Secretary of Defense Ash Carter to Secretary of the Navy Ray Mabus, essentially telling him to rethink the Navy’s budget priorities. Among other things, it directs him to reduce the Navy’s buy of Littoral Combat Ships (including frigatized versions) and to downsize to one of the two variants of the ship.

Before looking at that memo in more detail lets recap on the program as summarized in a recent Congressional Research Service report by veteran analyst Ronald O’Rourke.

“From 2001 to 2014, the program was known simply as the Littoral Combat Ship (LCS) program, and all 52 then-planned ships were referred to as LCSs. In 2014, at the direction of Secretary of Defense Chuck Hagel, the program was restructured. As a result of the restructuring, the final 20 ships in the program (ships 33 through 52), which were to be procured in FY2019 and subsequent fiscal years, were to be built to a revised version of the baseline LCS design, and were to be referred to as frigates rather than LCSs.

“Under this plan, the LCS/Frigate program was to include 24 baseline-design LCSs procured in FY2005-FY2016, 20 frigates to be procured in FY2019 and subsequent fiscal years, and eight transitional LCSs (which might incorporate some but not all of the design modifications intended for the final 20 ships) to be procured in FY2016-FY2018, for a total of 52 ships.”

Two baseline LCS designs are currently being built. One was developed by an industry team led by Lockheed; the other—based on an Austal design—was developed by an industry team led by General Dynamics. The Lockheed design is built at Fincantieri Marine Group’s Marinette Marine shipyard at Marinette, WI; the General Dynamics design is built at the Austal USA shipyard at Mobile, AL, with Austal now also being the prime contractor. Ships 5 through 24 in the program are being procured under a pair of 10-ship block buy contracts that were awarded to the two LCS builders in December 2010.

“The 24th LCS—the first of the three LCSs requested for procurement in FY2016—was to be the final ship to be procured under these block buy contracts, but the contract might be extended to include the 25th and 26th ships (i.e., the second and third ships requested for FY2016) as well,” notes the CRS report.

THE MEMO
The December 14 memo sent by Secretary of Defense Ash Carter to Secretary of the Navy Ray Mabus, not only directs him trim the Navy’s LCS buy of Littoral Combat Ships, but also seems to indicate a very deep divide on what should be the Navy’s budgetary priorities overall.

The memo has already prompted Congressional supporters of the LCS to promise to thwart any attempt to trim the shipbuilding program.

But the memo was leaked and here are some extracts:
“The Navy is critical to our nation’s defense. Recognizing the importance of the fleet, the Department has and will continue to increase the size and capability of the battle force—as the Navy has noted, compared to the 278 ships in 2008, today we have 282 ships in the fleet, and more than 30 are currently under construction. We are well on our way to reaching the 308-ship goal that will meet the Department’s warfighting posture requirement. This requirement should be met, but not irresponsibly exceeded.

“For the last several years, the Department of the Navy has overemphasized resources used to incrementally increase total ship numbers at the expense of critically-needed investments in areas where our adversaries are not standing still, such as strike, ship survivability. electronic warfare. and other capabilities. This has resulted in unacceptable reductions to the weapons, aircraft. and other advanced capabilities that are necessary to defeat and deter advanced adversaries.

“Earlier this year the Department of Defense gave guidance to correct and reverse this trend of prioritizing quantity over lethality; however, counter to that guidance, the Department of the Navy’s latest program submission fails to do so. It is accordingly unbalanced, creates too much warfighting and technical risk, and would exceed the numerical requirement of 308 ships.

“I have made clear in our discussions, in my budgetary guidance, and in public remarks that our military is first and foremost a warfighting force, and while we seek to deter wars, we must also be prepared to fight and win them. This means that overall, the Navy’s strategic future requires focusing more on posture, not only on presence, and more on new capabilities, not only ship numbers.

“The Department’s priorities are 1) to build advanced capabilities, 2) to close growing gaps in naval aviation, and 3) to ensure sufficient ship capacity. To meet these priorities, the Department will build to a total of 40 Littoral Combat Ships (LCS) and frigates (FF), the number that the Navy’s own warfighting analysis says is sufficient to need. This plan reduces, somewhat, the number of LCS available for presence operations, but that need will be met by higher-end ships, and it will ensure that the warfighting forces in our submarine, surface, and aviation fleets have the necessary capabilities and posture to defeat even our most advanced potential adversaries. Under this rebalanced plan, we will still achieve the Navy’s 308-ship goal, we will still. exceed 300 ships in each year from FYI9 to FY30, and we will be better positioned as a force to be overwhelming in posture rather than overextended in presence.

“Specifically, the Department of the Navy will:
Reduce the planned LCS/FF procurement from 52 ships to 40 ships (creating a 1/1/1/1/2 profile for eight fewer ships within the FYDP) by down-selecting LCS/FF production to one variant in FY2019. Forty LCS/FF will exceed recent historical presence levels and will provide a far more modern and capable ship than the patrol coastals, minesweepers, and frigates that they will replace. CAPE will provide specific implementation direction and the decision will be documented in the Resource Management Decision (RMD).

Procure 10 Flight III destroyers (DDGs) within the FYDP. Recognizing the significant capabilities that Flight III destroyers provide, the Department will continue to procure 10 DDGs across the FYDP. In addition, we will upgrade additional Flight IIA DDGs, procure additional advanced electronic warfare capabilities, and invest in munitions that will enable the fleet to hold adversary surface ships at risk. The rebalance will allow us to upgrade a large portion of the current DDG fleet, while still protecting procurement of new DDGs.

“The Navy’s amended budget cuts two submarine combat system upgrades, reduces towed array procurement, and misses a key opportunity to add Virginia Payload Modules (VPM) to our fast attack submarines. VPM is the most cost-effective way to increase the capability and capacity of our submarines; therefore the Navy will invest in an additional Virginia Payload Module in FY20. Waiting until FY20 to procure an additional VPM will provide substantial time to allow the Navy to plan for and execute this increased workload even as production of the Ohio Replacement Program begins. The Department will also restore the two combat system upgrades cut in the Navy’s submission and procure an additional 10 SSN upgrades. These upgrades will ensure we continue to have the most lethal submarine force in the world.”

The memo then spells out a number of things other than ships which Secretary Carter deems needed by the Navy and concludes: “These choices will create a Navy that is far better postured to deter and defeat advanced adversaries, while still continuing to grow the size of the fleet. As both you and I have noted, ship count alone is a poor measure of the effectiveness of the force. With the rebalance laid out this memo, our fleet will not only be larger and more effective than it is today; it will also be equipped with the weapons and capabilities it needs to win any potential war.

“The Department of Defense is relying on the Department of the Navy to support and carry out these critical strategic decisions.”

THE WASHINGTON GAME
Ash Carter has held a number of key Department of Defense posts that began with serving as Assistant Secretary of Defense for International Security Policy during President Clinton’s first term, from 1993 to 1996. He was Under Secretary of Defense for Acquisition, Technology, and Logistics from April 2009 to October 2011, and Deputy Secretary of Defense from October 2011 to December 2013.

So, he knows how the Washington game is played. This has led to speculation that what is playing out here is a tried and tested strategy whereby you don’t budget for the things that you know the Congress will insist on funding anyhow.

The leaking of the memo, which appeared on the Navy League’s website within days of being issued, has already galvanized Alabama congressmen into speaking out loudly in defense of the LCS.

SHIPBUILDING PLAN
You never know what ships exactly will be ordered by the Navy until it makes its budget request—and until that budget has gone through the Congressional grinder. However, the Table below based on the Navy’s FY 2016 budget submission indicates that, at the time that budget was submitted, the intention was for the FY 2017 budget to ask for two Virginia Class submarines, two Arleigh Burke class destroyers, three Littoral Combat Ships, one LHA(R) amphibious assault ship, one Fleet tug/salvage ship (TATS) and Mobile Landing Platform (MLP)/Afloat Forward Staging Base (AFSB).

It will be interesting what actually gets ordered. Even more interesting will be to see what will be in the next rendition of the Navy’s 30 year shipbuilding plan, particularly where LCS/FF numbers are concerned.

Workboats and Patrol Boats: Small but Mighty

It’s no secret that the oil and gas sector is having a major impact on the industry with orders down at the larger shipyards and operators stacking their OSVs. Small boat builders, however, are thriving, remaining busy, and producing the hardest working vessels on the water, patrol boats and workboats.

Metal Shark, for example is in the midst of producing large work orders of patrol boats for a number of government agencies both in the U.S. and across the world. This year alone, Metal Shark, Jeanerette, LA, delivered multiple variants of its Endurance-class catamaran in the form of fireboats, multipurpose port security boats and Dive Support Vessels.

Back in March, the U.S. Navy awarded a $15,309,410 firm-fixed, indefinite-delivery/indefinite-quantity contract to Metal Shark to build 7-meter rigid hull inflatable boats (RHIBs) in support of Foreign Military Sales (FMS) requirements. Options could increase the contract value to over $47 million.

The RHIBs will support a variety of missions including personnel/cargo transfer, search and rescue, open water patrol, vessel interdiction and boarding, and the insertion/extraction of forces. Metal Shark says the boats will be produced in a flexible baseline configuration that can quickly be adapted via minor post-delivery alterations and delivered to support specific FMS case requirements worldwide.

At the time of the contract announcement, Chris Allard, President, Metal Shark said, “Large orders such as this one benefit Metal Shark customers large and small by way of increased production efficiencies and economies of scale that keep our pricing competitive, our workforce stable, and our technology on the leading edge.”

Currently, Metal Shark is producing boats for the U.S. Coast Guard’s RB-S and ATON-M program; and the U.S. Navy’s FPB-M and HSMST program.

This past August, the U.S. Coast Guard awarded Metal Shark with a $17.45 million delivery contract for 48 Response Boat-Small II vessels. The 29-ft high-speed RB-S IIs can reach a top speed of 40 knots, and are designed and engineered to handle a wide range of coast guard missions near the shoreline. Among them: search and rescue; law enforcement; ports; waterways and coastal security; drug and migrant interdiction; and environmental protection and response.

New yard helps meet demand
Metal Shark’s yard in Franklin, LA—acquired last year— enabled the company to expand the size of its vessel offerings, with the new yard supporting the construction of vessels up to 250 ft in length.

Metal Shark 75 Endurance PSLA FireboatRecently, Metal Shark’s Franklin yard delivered a 75 ft welded aluminum multipurpose port security vessel to the Port of South Louisiana. Based on Metal Shark’s Endurance-class catamaran design, the vessel features technology to support fire rescue missions, Command and Control (C2) operations, and around-the-clock port security efforts at the largest tonnage port in the western hemisphere.

The Port of South Louisiana stretches 54 miles along the Mississippi River, and handled over 291 million short tons of cargo in 2014 alone. According to the port, 4,000 oceangoing vessels and 55,000 barges call at the Port of South Louisiana each year.

“Our 75 Endurance is the most advanced fireboat design on the market, incorporating crew friendly features and advanced systems throughout,” says Allard. The vessel is powered by twin Cat C-18 diesel engines generating cruising speeds of 25 knots.

To meet firefighting needs, the 75 Endurance can channel 6,000 total gallons per minute through an oversized water main where electronic valves divert water to three radio frequency-controlled monitors. Additionally, the vessel includes four hydrant connections and a 400-gallon foam reservoir.

Its state-of-the-art Command and Control suite enables multi-agency coordination during emergency response events, and a positive pressure Chemical, Biological, Radiological, Nuclear, and high-yield Explosive (CBRNE) ventilation system that can provide crew protection during disaster responses.

Metal Shark has also delivered a number of FMS boats to government agencies worldwide, including 32 Defiant patrol boats to Uruguay, 38 Defiant patrol boats to Bangladesh, and 38 Defiant patrol boats to Senegal.

The boat builder’s Defiant class is among its most popular models, and at this month’s International Workboat Show, Metal Shark will showcase its new 45 ft Defiant variant, which fills the gap between Metal Shark’s 38 ft and 55 ft Defiant class offerings. Metal Shark is currently producing multiple 45 Defiant vessels for Vietnam. The vessels are part of a larger FMS contract for Vietnam.

Earlier this year, U.S. Secretary of Defense Ash Carter announced that the U.S. would provide $18 million to Vietnam to help the country acquire patrol boats specifically built by Metal Shark. At a press conference held during his trip to Vietnam, Carter said both countries are “committed to deepening our defense relationship, and laying the groundwork for the next 20 years of our partnership.” He further added that by working together, the two countries will “continue to strengthen the region’s security architecture so all our countries and others all around the region can continue to rise and prosper.”

To say that Metal Shark is a little busy would be a gross understatement. The secret to its success is its willingness to be flexible and attentive with its customers. “Being able to simultaneously accommodate multiple markets is a significant factor in our success,” explains Allard. “There are some yards that focus on fireboats, others on pilot boats, or patrol boats. We’re active— and enjoying success—in all of those markets. More important than our product range, however, is having the ability to anticipate our customers’ needs by closely observing market trends, by maintaining relationships with existing customers, and by responding to their feedback. When a new client walks through the door we greet them with ready-made solutions, and we’re willing to work with them to modify our offerings if their needs require it.  Our designs are constantly evolving, so having a large in–house design team is crucial, because it allows us to move far more quickly than yards relying solely on outside firms.”

Marine Group Boat Works stays busy
For California’s Marine Group Boat Works, the key to flourishing during a rough market environment is the willingness to diversify its business. “Our vision was to bring custom boatbuilding back to California,” says Todd Roberts, President, Marine Group Boat Works. Roberts says the company’s extensive history with boats has given it a “360-degree perspective” on how it approaches a project, and because it offers both newbuild and repair services, it is with the customer from “cradle to grave.”

The family-owned shipbuilding and repair company has three yards, two in Chula Vista and National City, San Diego, CA, and one in San Jose del Cabo, Mexico.

Marine Group’s yard “is running at 95 to 100 percent capacity,” according to Roberts, with a full order log for its workboats and dive boats in the works, and delivery expected over the next five years.

That full order book is the result of a major U.S. Navy contract the yard won earlier this year for the construction of 27 new vessels worth over $45 million. The contracts were for five steel tugboats; six large steel workboats; 16 aluminum 60 ft diveboats. “Multi-year, multi-vessel contracts are what our economy needs,” says Roberts.

According to Roberts, the first two of the smaller workboats for the Navy are near completion and will be delivered early 2016.

Kvichak constructing fourth RB-M C for NYPD
In spring 2016, the New York City Police Department Harbor Unit will take delivery of the fourth in a series of 44.5 ft Response Boat Medium-C patrol vessels being built for the agency by Seattle-based Kvichak Marine Industries. Kvichak, now a Vigor Company following the two companies merger earlier this year, delivered the first three RB-M Cs in April 2010, August 2012 and April 2013, respectively.

Originally, the Response Boat Medium class was designed by Camarc Design, UK for the U.S. Coast Guard’s new RB-M fleet. The RB-M class—which replaced the Coast Guard’s 41ft utility boats—featured a total of 174 boats built and delivered by the RB-M team, comprised of Kvichak and Wisconsin-based shipbuilder Marinette Marine. The final vessel in the 174-RB-M series, the RB-M 45774, was delivered to the U.S. Coast Guard this past March.

Designed with speed in mind, the RB-M features an all aluminum construction; a deep V hull for balance and stability— helping improve and increase response time; and can travel at a speed up to 42.5 knots, and operate a 250 nautical mile range at 30 knots.

The commercial spin off of the class, the RB-M C features the same high-speed flexibility and agility, but with additional customizable features. For example, the NYPD RB-M C features a heated deck, and the RB-M C delivered to Los Angeles County in 2013 has a roof mounted RS-700 Gamma/Neutron Radiation Detection System.

The NYPD RB-M C will be powered by Tier 2-compliant Detroit Diesel 60 series engines. Its propulsion will be supplied by Rolls Royce Kamewa FF375S waterjets. The vessel will also come equipped with a Furuno Navnet system, SeaFLIR Voyager III system and Kohler 9kW genset for AC power. Its climate controlled pilot-house, cabin and heated windows offer the crew protection from the elements.

Kvichak’s ability to produce high quality aluminum patrol and workboat vessels was one of the reasons Vigor hoped to merge with the small boat builder. At the time of the merger, Vigor CEO and owner Frank Foti said, “The Kvichak team builds the best aluminum workboats in the country, arguably the world. Infusing those fabrication genetics into our broader operations is what industrial evolution is all about.”

Silver Ships delivers rescue boat to Southampton
East of New York City, the coastal town of Southampton, Long Island, will be safer thanks to the newest member in the NY/Southampton Bay Constables fleet. Alabama-based Silver Ships, Inc., recently delivered the 21-foot center console all-aluminum patrol/rescue boat to the operator. The Freedom 21 vessel will be used for patrol, rescue, homeland security, and law enforcement purposes around the town of Southampton—the town is surrounded by a number of inland waterways, as well as Shinnecock Bay, and the Atlantic Ocean.

“The Freedom 21 Law Enforcement Vessel is sure to be a tremendous long-term asset for the Southampton Bay Constables and will be available [for] year round operation,” said Silver Ships’ Malcolm Wisch. Designed by naval architect Lou Codega, PE, Smithfield, VA, the vessel features an all-aluminum hull and superstructure making it both durable and rugged. Freedom 21 was engineered specifically for one-man operation. It features an upholstered leaning post with gun and storage lockers, as well as an ergonomically-designed helm area with seat bench/storage box on the forward side of the console.

Silver Ships will follow up the delivery of Freedom 21 with another vessel for Southampton Bay Constables, Freedom 25, which is currently under construction. Freedom 25 will feature a full pilothouse that is climate controlled, and will have CBRNE capabilities.

Gladding-Hearn delivers new generation of boats
Colombia is making a come back. Tourism is on the rise for the South American country as its violent history fades and the country’s lands and vibrant culture take center stage. One way Colombia is making its lands safer is by putting patrol boats in its waters—the country borders the Pacific Ocean to the west and the Caribbean Sea to the northeast. To help meet that goal, in 2014 the Colombian Department of the Navy called upon Massachusetts-based Gladding-Hearn Shipbuilding, Duclos Corporation, to build and deliver six Chesapeake Class pilot boats.The final vessel in the series was delivered to the Colombian Navy earlier this year.

Designed by C. Raymond Hunt & Associates, the 56 ft boats, which are being used for coastal and offshore patrol operations and port security, feature an all-aluminum deep-V hull and are powered by twin MAN R6-800CRM diesel engines each delivering 800 Bhp at 2,300 rev/min, and capable of reaching a top speed of 27 knots.

C. Raymond Hunt & Associates also provided the design for a new generation of pilot boats recently delivered by Gladding-Hearn to the Tampa Bay Pilot Association—the Chesapeake Class MKII. The vessels, a spinoff of the Chesapeake Class, feature improved performance thanks in part to the addition of Volvo Penta’s IPS 2 pod system.

“This new generation of Chesapeake launches, named Chesapeake Class MKII, is equipped with the IPS 2 pods, which provide what pilots have been asking for: higher speeds, lower fuel consumption, and more comfort,” says Peter Duclos, President of Gladding-Hearn.

The new generation boats are powered by twin Volvo Penta D11, six-cylinder, EPA Tier 3 diesel engines, each producing 503 Bhp at 2,250 rev/min. Volva Penta’s integrated EPS electronic steering and control system, along with the three-axis joystick increases the pilot boat’s overall maneuverability when docking alongside another vessel.

The inclusion of a Humphree Interceptor automatic trim-optimization system gives the pilots higher speeds and improved comfort, while burning 25 percent less fuel than similar Chesapeake Class launches, says Duclos.

Gladding 70ft NYPDpatrolboat3Prior to its delivery of the Tampa Bay Pilot boats, Gladding-Hearn delivered the second in a series of 70 ft Tactical Response Vessels to New York City’s Harbor Patrol Unit. The vessels, says the yard, are designed and built to respond to terrorist activities on New York City’s waterways. The all-aluminum vessel’s superstructure includes a 360 degree wheelhouse, further enhanced by the fly-bridge which has ballistic-resistant windows and panels. The vessels also feature two decontamination showers; an American Safe Room Nuclear, Biological and Chemical (NBC) filtration system to help pressurize the vessel’s accommodation spaces; and a 1,500 gallons/min remote control water cannon mounted on the pilot house roof.

Powered by twin 12-cylinder MTU-12V2000M94 diesel engines, the vessel can reach a top speed of over 41 knots, and at 30 knots a range of about 225 miles. The MTU engines turn a pair of Hamilton HM571 waterjets through ZF3050 gearboxes. Meanwhile, a 30 kW Northern Lights/Alaska Diesel generator provides service power.

Additionally, Gladding-Hearn completed the delivery of a five-boat contract for the NYPD. The 61 ft high-speed dive boats were specifically engineered for the NYPD’s harbor unit dive team.

Willard unveils new Sea Force
California-based Willard Marine, Inc. has debuted its new Sea Force 777. The 7.7 m long military-grade, fiberglass, rigid hull inflatable boat (RHIB) can be used for a number of blue water missions including rescue, patrol and visit/board/search and seizure.

WILLARD SEAFORCE777The RHIB is designed with a deep-V hull to maximize stability. Sea Force 777 will feature a UV-coated, 40-ounce polyurethane WING inflatable collar, with a 7-panel bow cover and rub-strakes to reduce damage during boarding and weight shifting.

The Sea Force 777 is a larger version of Willard’s military-grade RHIBs. The vessel is customizable, and can be made in aluminum; additionally, Willard says it can accommodate a variety of seating configurations, law enforcement equipment, electrical packages, weather protection, and navigation devices.

On the heels of the new Sea Force debut, Willard Marine won a contract from the National Oceanic Atmospheric Administration (NOAA) to build a modified version of its Sea Force 730 RHIB. The 20 ft RHIB will be operated by the Pacific Island Fisheries Science Center.

The vessel will perform fisheries and marine mammal research, including collecting samples, remote sensing survey, and marine mammal population surveys throughout the Pacific region. Vessel delivery is scheduled for Summer 2016.

Willard Marine was also tapped to construct three 28-ft aluminum Hydrographic Survey Launch Ships (HSLs) for NOAA. The HSLs are based on former SeaArk Marine’s commercial boat design—Willard Marine is the exclusive builder of SeaArk Marine designed commercial vessels—and the HSLs will add flexibility and autonomous capability to NOAA’s fleet.

The HSLs will be used on waters off the U.S. coast to conduct oceanographic surveys with hull-mounted and towed sonar units. Power will be provided by a Cummins QSC8.3 engine capable of generating 510 hp with a ZF Marine 305-2 transmission.

Two of the vessels will be built for NOAA’s 208 ft Thomas Jefferson; and the other boat will be built for the 231 ft NOAA ship Rainier. The two ships are used to conduct hydrographic surveys to update NOAA’s suite of nautical charts.

The HSLs will be delivered to NOAA during the Fall of 2016.

Moose Boats delivers M2-32 Cat
Moose Boats’ M2-35 catamaran design is often a popular choice for agencies looking to add speed to their fleet. One such operator is the Placer County Sheriff’s office, Lake Tahoe, CA, which will soon take delivery of an M2-35 patrol catamaran. The M2-35 vessels are powered by twin Yamaha F350 outboards enabling the vessel to reach speeds up to 45 knots.

Earlier this year, Moose Boats completed and delivered two M2-35 outboard catamarans to the Port Authority of NY/NJ. Those two vessels would be used in patrol and rescue missions.

Beyond the M2-35, Moose Boats is expanding its monohull line up, making further developments to its M3-30. According to Moose Boats General Manager Stephen Dirkes, the design features a slightly narrower cabin that allows crew to walk around the cabin for easy access to the bow. The hull’s length was also reduced to under 30 ft, making it a perfect fit for one-man operation. The M3-30 has undergone rigorous testing by law enforcements in both coasts, where it topped speeds of over 45 knots.

Brunswick delivers workhorse to Wildlife Commission
Florida Fish and Wildlife Commission recently took delivery of the first-of-its-kind 30 ft Sentry aluminum boat from Brunswick Commercial and Government Products (BCGP).

The new Sentry model is part of BCGP’s aluminum boat line up and complements the already existing Sentry line up which includes 32 ft, 36 ft, 40 ft and 45 ft variants.

The line up is the result of a Master Supply Agreement between BCGP and Canada-based MetalCraft Marine.

“This new [Sentry] platform was designed to accommodate many features needed in the maritime security industry,” said BCGP’s Jeremy Davis. “Whether the mission is port security, game conservation or the safety of recreational boaters, this vessel can easily be customized to fit the needs of law enforcement agencies around the world.”

The Sentry class is designed with port security and patrol missions in mind. It features a forward cuddy cabin, computer workstation and lockable weapon storage.

North River Boats produces Valor for Fire and Rescue missions
Up in Roseburg, OR, North River Boats recently delivered a new 38 ft fireboat to North Kitsap Fire and Rescue. Based on North River’s Valor design, the vessel is capable of generating top speeds of up to 35 knots and maintains a cruising speed of 25 knots.

The vessel, says North River, comes fitted with a Kem Equipment, Kodiak 6.0L fire engine, coupled to a Hale 60FBM Fire Pump System that delivers up to 2000 GPM from the two monitors.

On the vessel’s bow is a Task Force Tips (TFT) remote operated monitor that provides crew with firefighting suppression—the adjustable nozzle enables the operator to quickly go from fan to full stream.

Additionally, Simrad displays and the Simrad digital radar, GPS, Wireless Intercom/Headset System; an Icom M604 VHF radio and a FLIR M 625L thermal imaging camera are featured on the vessel.

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“Deadliest Catch” boat gets new life

JUNE 14, 2015—Everyone who has ever seen the commercial fishing reality TV show The Deadliest Catch has a favorite captain, crew, and boat. If you’ve caught an episode or two, you realize