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CEO Spotlight: Lynne Griffith, Assistant Secretary, WSF

 

MARINE LOG recently had an opportunity to sit down with Lynne Griffith, the new Assistant Secretary of Washington State Ferries. In the fall of 2014, Griffith became the first woman to hold the position and is responsible for guiding the 1,900 employees that work at the iconic Washington State Ferries to meet their operational, budgetary, and safety goals.It’s no small task: Washington State Ferries is the largest ferry operation in the U.S., carrying about 22 million passengers annually and about 10 million vehicles between 20 different ports in and around Puget Sound.

Some of the key challenges Griffith faces are renewing the WSF fleet—which has an average age of about 35 years old— modernizing the system’s terminals, and investing in new IT systems to improve efficiency and communications with riders. Like most state-run agencies around the country, the Washington State Department of Transportation was hit hard by the recession, which means a loss of revenue and cuts to services across the board. About 70 percent of the ferry system’s operations are funded by the fare box. By comparison taxpayers in New York fund the entire cost of the Staten Island Ferry.

Although she doesn’t have a maritime background, Griffith is well suited for the role with 35 years in the transportation industry, including her role as CEO at Pierce Transit in Washington State, where she had to face similar budgetary constraints and operational challenges.“I’ve always been connected to public service or serving members of the public through transportation. It’s not quite like the movie, Trains, Planes, and Automobiles, but I’ve really done planes, trains, buses, and boats,” jokes Griffith.She started her professional career at 18 working at a small airline. “I used to dispatch airline equipment from parts of the network within the airline. It was just like dispatching buses or getting crews and vessels ready to go in the morning. There’s a very strong similarity in terms of the technical aspects of getting the mode of transportation ready to serve the public.”

Griffith was invited to participate in the selection for the new WSF head by the state Secretary of Transportation 2014. “But I said no. I couldn’t see the connection. I was getting ready to retire.” What changed Griffith’s mind were two high profile ferry incidents. The first was in July 2014 when the 2,500-passenger, 202-vehicle ferry Tacoma lost power on the Seattle-Bainbridge Island route, which caused lengthy delays for passengers crossing Puget Sound.The second occurred on August 15, 2014, when hundreds of Seahawks fans flocked to the ferry to attend a preseason game at CenturyLink Field. After setting sail for Seattle, the Cathlamet had to return to the Bremerton dock to unload 484 passengers because of fears of overloading. However, an official state inquiry ordered by Washington State Department of Transportation Secretary Lynn Peterson found that the vessel was not overloaded, but rather that the count was wrong due to a faulty counting device.

“After those incidents, it dawned on me that Washington State Ferries needed to focus on its operations. And that’s my background—operations. Whether it’s the airline industry or the transit industry, I have always been on the operating end.” Griffith knew she could help. She contacted the state and threw her name back into the hat.Hired back in September 2014, Griffith knew she had to quickly become deeply engaged in the organization in order to assess what exactly needed fixing. That meant learning what agents do at the terminal, deck hands on board, captains in the pilothouse and engineers in the engine room.

“That was the first smart thing I did. The willingness of employees to be candid and open with me really helped me understand what’s working, what’s not working, so that wherever I was going to apply to my leadership role in this organization, I was going to apply it to the right areas. They helped me tremendously to understand where the attention is needed.”As part of the learning process, she took ordinary seaman training. “That was a real eye opener in terms of just how tough their jobs are. They have to be prepared for everything from fire fighting to CPR.”

“As a leader, you have to understand what your employees do and how good they have to be at their jobs, and what their needs are.” Griffith says that insight provides her with the valuable raw knowledge to inform state legislators where funding is needed whether it is for training, maintenance or new hires.“It is hard to sell, that message, when you are in a distressed financial environment. Of course, everyone in the public sector has been grappling with that for a very long time. The recession is long over, but to rebuild that capacity … is a big climb up a very steep ladder,” she adds.

A high priority for Griffith has been a renewal of the aging fleet, as well as renovations to two of the system’s busiest terminals. Washington State Ferries signed a Notice to Proceed giving shipbuilder Vigor Industrial the go ahead to get started on work on the fourth vessel in the 144-vehicle capacity, Olympic Class ferry series and work will begin this month.
The new ferry is funded through the Connecting Washington transportation package, which is being paid for through a hike in state gasoline taxes.

WSF is building the Olympic Class ferries to replace some of the fleet’s oldest vessels. The Olympic Class design is based on the Issaquah class, the most versatile vessel in the WSF fleet.

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Two of four are in service, the third will be complete in 2017 and the fourth is scheduled for completion in 2018. The first vessel, Tokitae, joined the Mukilteo/Clinton route in June 2014. The second, Samish, was put into service on the Anacortes/San Juans Island route in June 2015. Chimacum, the third ferry, will replace one of the older vessels on the Seattle/Bremerton route in 2017.

The budget to build the vessel is $122 million, and delivery is scheduled for mid-2018.“I actually think that the build program needs to move on beyond the Olympic Class. Right on the back of the group of new vessels, we have a whole group in our existing fleet that is going to hit 60 years old. We need to be thinking about how we are going to pursue those replacements. What are those vessels going to look like? Are they the same Olympic Class vessel or are they going to be different. We are going to have to think about the funds for those vessels, so we don’t have an interruption in the build program.”

“Technology changes so quickly. Do we need to build ferries that last 60 years or should they be something else? Vessels that are built to last 60 years are more expensive to construct. I don’t know what the answer is, but we have to open ourselves up to thinking about those things.” She notes that some of the older vessels will have to be retained as surge or back up capacity. 

WSF, however, will have to compete with the Coast Guard, Navy, and a number of commercial operators for access to regional shipyards, whether it is for drydockings or dockside repairs. Griffith is working closely with Matt Von Ruden, the new Director of Vessels at WSF, on innovative ideas to improve operations.

“Anything from expanding engine room training to collaborating with our shipyard partners in finding solutions for getting our vessels in for inspection or for those big fixes.“Looking at it as a newcomer, I don’t think that replacing every terminal, building every new vessel or adding to the fleet is financially feasible right now. The mistake is that we report that we can do more and more and more without the funding dynamics changing.

“The public is never going to tolerate that much tax. So how can we be smart? What technology can we use? What practical design can we use that gives people what they need?“If you look at it differently and open up your mind—we’re already thinking about different types of fuel that could offer savings for the state if there would be a fuel spike again down the road, about how we can fix and modernize terminals instead of rebuilding at the maximum cost—we can get there with a balance of what the public thinks is acceptable and what we can afford.”

Griffith sees her port engineers, captains, deck hands, and mates as a valuable source of new ideas. “We have one staff chief who thought of an idea to save about $2 million per year just on his route.” That involved modifying operational practices as the ferry came into dock. Instead of using all engines before docking, using just three engines to slow the vessel as it approaches the dock, then two engines when docking. The practice cut the amount of fuel burned.

She also worked with the union to provide more transparency in the service’s Ferry Alerts. With more informative alerts, riders can now make better decisions on whether they should go to the dock or find alternate routes during service disruptions.  “If we don’t give enough information, we just made an angry customer.” says Griffith.

While Washington State Ferries has shelved the idea of converting one of its older vessels to hybrid propulsion, it is moving ahead with the idea of burning Liquefied Natural Gas (LNG) as a marine fuel. Griffith would prefer incorporating the technology into a newbuild, but sees the benefits of converting an existing vessel to burn LNG.“There is a lot of apprehension about LNG. There have been questions about whether converting a vessel is practical. What I see is that our experts are going to learn something in that process. We will learn about logistics and how the vessels would be fueled so that, if we make a major investment in a new vessel, we would be a little bit smarter.”

Besides renewing its fleet, WSF also needs to attract new blood to its organization. Griffith points out that the average age of pilot house personnel is 65 and the average age of engine room personnel is 55. “We need a mentoring program right now before we lose the talent. We need to work with local maritime schools and conduct an outreach to local mariners.

“The state does not pay competitively to the private sector. We have to build a package of information to convey the idea of why they should come to work for us. Some of the key benefits of working at Washington State Ferries, however, is that employees have an improved quality of life; the ability to go home at night to their families and long-term security.”

Mabus announces name of first TA-O (X)

JANUARY 7, 2016 —In a ship-naming ceremony held at the Cannon House Office Building in Washington, DC, yesterday, Secretary of the Navy (SECNAV) Ray Mabus announced Jan. 6 that the first ship

Ingalls Shipbuilding launches DDG 114

 

The ship was translated from the land level facility to the drydock which was slowly flooded until the ship was afloat.

“This is an exciting milestone and represents a significant amount of effort by our Navy and industry team to get the ship to this point” said Capt. Mark Vandroff, DDG 51 class program manager, Program Executive Office (PEO) Ships. “We’re looking forward to completing outfitting efforts, undergoing test and trials and delivering another highly-capable asset to our Fleet.”

“The last week of translating this quality ship across land and then launching it from our drydock is no small task, and our shipbuilders accomplished it in a very efficient manner,” said George Nungesser, Ingalls’ DDG 51 program manager. “All crafts and personnel making up this DDG shipbuilding crew have performed very well, and we were able to launch DDG 114 ahead of schedule. It’s a nice milestone to accomplish as we end the year.”

Ingalls has built and delivered 28 Arleigh Burke-class destroyers. There are currently four more under construction at Ingalls, including Ralph Johnson, which is scheduled to be christened in the spring of 2016.

John Finn (DDG 113) was christened in May and is expected to undergo sea trials in 2016. Paul Ignatius (DDG 117) celebrated her keel-authentication milestone in October and is expected to launch in the first half of 2017. Delbert D. Black (DDG 119) started construction in July and is scheduled for keel laying in the second quarter of 2016.

DDG 114 is named to honor Pfc. Ralph Henry Johnson, who was awarded the Medal of Honor for his heroic actions that saved others during the Vietnam War. Johnson shouted a warning to his fellow Marines and hurled himself on an explosive device, saving the life of one Marine and preventing the enemy from penetrating his sector of the patrol’s perimeter. Johnson died instantly. The Charleston, S.C., native had only been in Vietnam for two months and a few days when he was killed at the age of 20.

The highly capable Arleigh Burke-class destroyers are capable of simultaneously fighting air, surface and subsurface battles.

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Atlantic Coast: A time of renewal

If you were at a seaport along the U.S. Eastern Seaboard, more than likely you would be able to spot the distinctive blue “V” logo of the Vane Brothers Company on at least one tug in the harbor. The privately held marine transportation company has been serving the U.S. East Coast for more than 100 years, now handling chemical and petroleum products on its double-skin tank barges in seven ports from New York to Jacksonville, FL.

Under the steady guidance of C. Duff Hughes, the third generation of the Hughes family at the helm of the company, Vane Brothers, headquartered in Baltimore, MD, has been aggressively growing its fleet of 120 tugs and barges. Since 2008, Vane Brothers has been adding a series of 3,000-hp, Sassafras Class Articulated Tug Barge (ATB) tugs. Just last month, Vane Bros. ordered the 15th, 16th, and 17th of the class, all of which have been ordered from and built by Chesapeake Shipbuilding in Salisbury on the Eastern Shore of Maryland.

VaneFort SchuylerThe latest in the series delivered by Chesapeake Shipbuilding is the Fort Schuyler, the eleventh in the class. Its sister tug, the Kings Point, was delivered in April this year.

The tugs have been very popular with the company’s crews. Vane Brothers Senior Port Captain Jim Demske, says, “The crews on these tugs particularly like the high quality of the tugs’ construction and layout. The ergonomic arrangement of the pilothouses and engine rooms contribute comfort and safety. The power from the Caterpillar engines and the performance from the Twin Disc reduction gears all contribute to the great handling of these tugs, which is especially appealing to the operators. The new Simrad Solid State Halo radars and touch-screen electronics are some of the finest in the industry and also make life on these tugs better.”

Measuring 94 feet long and 32 feet wide with a hull depth of 13 feet, the Fort Schuyler is similar in most respects to the previous 10 tugs built for Vane by the shipyard.

The vessel is equipped with twin Caterpillar 3512 Tier 3 main engines producing a combined 3,000 horsepower, and operates with a single-drum hydraulic towing winch from JonRie Intertech, Manahawkin, NJ.

“Soft-core” panels and heavy, fire-rated doors are used throughout the boats, offering the crew a safer and quieter living environment.

“Vane Brothers and Chesapeake Shipbuilding continue to have a very strong relationship,” says Demske. “The next tug to be launched in coming weeks will be the Fort McHenry, followed by the Fishing Creek.” Demske says the names of the other tugs have yet to be announced.

The Fort Schuyler, like the Kings Point, has joined Vane Brothers’ fleet based in New York. The two vessels are named for the campuses of SUNY Maritime College in Fort Schuyler, NY, and the U.S. Merchant Marine Academy in Kings Point, NY.

In addition to the 3,000-hp tugs coming from Chesapeake Shipbuilding, there are two 4,200-hp tugs under construction at St. Johns Ship Building in Palatka, FL, for delivery in 2016, with two more under contract.

VANE ADDS NEW BARGES, TOO
According to Vane Brothers, three 35,000-barrel barges and four 55,000-barrel barges (including the 509A asphalt barge) have been delivered in the last 10 months, with another 55,000-barrel barge expected before the end of the year. These have come primarily from Conrad Shipyards in Orange, TX, and Amelia, LA, as well as Jeffboat in Jeffersonville, IN.

New and current mariners at Vane have a variety of training opportunities available to them, both formal and informal. According to Vane Brothers spokesman Blaise Willig, the company has supported many vessel-based employees this year as they receive instruction to help them be more effective at their current jobs and contribute to their future advancement. Vane is a Partner Company in the Workboat Academy’s Workboat Program. And, as a result of Person in Charge (PIC) Barge training this year at the Maritime Institute of Technology and Graduate Studies (MITAGS) in Linthicum Heights, MD, former Vane Deckhands have become highly qualified Tankermen now assigned to Vane barges. Vane’s training efforts and commitment to promoting from within help to ensure that its vessels are manned with professionals who meet and surpass the highest standards in the industry.

NEW ATB TUG LAUNCHED FOR BOUCHARD

Early last month, the Moss Point Marine shipyard of VT Halter Marine, Inc., launched the M/V Morton S. Bouchard a 6,000hp, twin-screw Articulated Tug Barge (ATB) tug for Bouchard Transportation, Inc., Melville, NY.

The ATB tug is one of two sister vessels being built under a two-vessel contract signed in August 2014. Morton S. Bouchard and sister vessel Frederick E. Bouchard each measure 130 feet by 38 feet by 22 feet and is classed by ABS as +A1 Ocean Towing, Dual Mode ATB, USCG Subchapter C. On completion, both tugs will be equipped with an Intercon Coupler System. Deliveries are expected in January and May 2016, respectively. The vessels will enter into Bouchard Transportation’s fleet service in New York, NY.

This most recent launch follows the September launch from the Moss Point shipyard of another ATB tug for Bouchard, the 10,000 hp M/V Donna J. Bouchard.

Also equipped with an Intercon Coupler, Donna J. Bouchard, is classed by ABS as +A1 Towing Vessel, Dual Mode ATB, USCG Subchapter M. She will be paired with barge B.No.272, which is currently under construction at VT Halter Marine’s Pascagoula, MS, shipyard to comprise the second ATB unit built for Bouchard Transportation as part of its major expansion program.

“Bouchard Transportation Co. Inc. is happy to announce yet another successful launching of a state of the art ATB tug built by VT Halter Marine. The launching of the M/V Morton S. Bouchard Jr. is a special event within the Bouchard Family, for the vessel is named after the father of President/CEO, Morton S. Bouchard III, who wanted his father’s name to always remain on the waterfront for which he dedicated his entire fife to. The original tug, Morton S. Bouchard Jr., which was also built by Halter, was earlier renamed as The Bouchard Boys and continues to operate with Bouchard Fleet,” says Morton S. Bouchard III President and CEO, Bouchard Transportation.

“The successful launching of both vessels, the M/V Morton S. Bouchard Jr. today and the M/V Donna J. Bouchard in September is an indication of the commitment to the continued relationship with Bouchard Transportation,” says Jack Prendergast, CEO, VT Halter Marine.

MoranNEW ATB TUG FOR MORAN
Moran Towing has newbuild programs underway at Washburn & Doughty shipyard in East Boothbay, ME, and Fincantieri’s Bay Shipbuilding in Stugeon Bay, WI. Its newest ATB tug, Leigh Ann Moran, recently completed her sea trials in Sturgeon Bay. The 121 ft x 36 ft tug was christened in late September by her namesake, Leigh Ann Engibous, wife of long-time Chevron employee Bill Engibous.

Also under contract at Bay Shipbuilding are the 121 ft x 36 ft ATB tug Barbara Carol Ann Moran and a 110,000 bbl double-skin tank barge, which are due for delivery in the second quarter of next year.

Meanwhile, Washburn & Doughty have contracts for six 6,000 hp Z-drive harbor tugs for the New Canaan, CT-based tug company.

MCALLISTER PUBLISHES 150th ANNIVERSARY BOOK
Last year, McAllister Towing & Transportation Co., New York, NY, celebrated its 150th anniversary of providing marine transportation, towing and harbor services. The beautifully bound hard cover book recounts the history of the five generations of the McAllister family and the tugboat business. The company was founded by James McAllister, who arrived in New York City following a shipwreck and soon bought his first sail lighter in 1864. From those humble beginnings, the distinctive red and white striped funnels of McAllister tugs can be seen from Portland, ME, to San Juan, PR.

McAllister currently has one ABS-classed 5,000-hp Z-drive reverse tractor tug on order at Eastern Shipbuilding Group, Panama City, FL. The word on the street is that the company is in serious discussions with another shipyard regarding the construction of at least two other harbor tugs.

Eastern Shipbuilding also recently launched the H. Douglas M, the first in a series of four 5,150 hp escort tugs for Bay-Houston Towing. The 80 ft x 38 ft tug is based on a Z-Tech 2400 Class design by Robert Allan Ltd. Delivery of the escort tug is scheduled for early 2016.

The same design is being built by Eastern Shipbuilding for a series of four tugs for Suderman & Young. G&H Towing is the owners’ onsite representative and agent during the engineering, construction, and delivery for both Bay-Houston and Suderman & Young Towing.

WIND FARM VESSEL TAKES SHAPE
In Warren, RI, the first U.S.-flag wind farm vessel is taking shape at Blount Boats, Inc. Blount Boats President Marcia Blount says the 21-meter aluminum catamaran will be ready for delivery in April 2016.

Rhode Island Fast Ferry will operate the boat for Block Island Wind Farm in Rhode Island. The five turbine wind farm, the first commercial wind farm in the U.S., is expected to be up and running by the fourth quarter of next year.

The catamaran is a Crew Transfer Vessel (CTV) based on a design licensed from South Boats (IOW), Isle of Wight, the U.K., one of the leading designers and manufacturers of wind farm vessels in Europe. South Boats IOW has designed and built some 85 CTV’s for the European offshore wind sector.

Blount Boats is eyeing the progress of offshore wind energy closely, says Marcia Blount.

Blount Boats also is building a passenger vessel for Chicago’s Shoreline Sightseeing. Shoreline Sightseeing provides guided architecture tours on the Chicago River, as well as classic tours on Lake Michigan and “Brew Cruises” and wine-tasting cruises.

NEW BOATS FOR CIRCLE LINE
About a 20-minute ride from Warren, RI, is the shipyard of Gladding-Hearn Shipbuilding, a Duclos Corporation in Somerset, MA. Known for their construction of aluminum, multi-hull vessels based on IncatCrowther designs, the Massachusetts shipbuilder is actually building three all-steel 600-passenger vessels for Circle Line Sightseeing Yachts, Inc., New York, NY. The 165 ft x 34 ft were designed by DeJong & Lebet, Jacksonville, FL. Those boats are due for delivery in the spring.

It’s also building a 493-passenger ferry for Hy-Line Cruises due for delivery in 2016.

One of the latest deliveries from Gladding-Hearn is the Manatee, a 28-knot Chesapeake Class launch and the first in a new generation of the popular, mid-size pilot boats for the Tampa Bay Pilots Association.

The boat continues a successful partnership between Gladding-Hearn and C. Raymond Hunt Associates, Inc., New Bedford, MA.

The Somerset, MA, shipyard introduced the Chesapeake Class pilot boat in 2003. Since then, 15 have been delivered to pilot associations throughout the U.S.

The latest improvements incorporate the performance benefits of Volvo Penta’s IPS2 inboard propulsion system.

“The IPS2 system was created to improve the performance and the arrangement of planning hulls like our pilot boats,” says Peter Duclos, the shipyard’s president. “This new generation of Chesapeake launches, named Chesapeake Class MKII, is equipped with the IPS2 pods, which provide what pilots have been asking for: higher speeds, lower fuel consumption, and more comfort.”

With a deep-V hull designed by C. Raymond Hunt & Associates, the all-aluminum pilot boat measures 52.7 ft overall, with a 16.8-ft beam and a 4.5-ft draft.

It is powered by two Volvo Penta D11, six cylinder, EPA Tier 3 diesel engines, each producing 503 bhp at 2,250 rev/min. Each engine is connected to a Volvo Penta IPS propulsion pod, which is fitted with dual forward-facing, counter-rotating propellers and integrated exhaust system, and Volvo Penta’s integrated EPS electronic steering and control system.

The EPS control system and three-axis joystick increases the boat’s overall maneuverability alongside a ship and when docking, says Duclos.

The financial incentive for the Tampa Bay pilots to optimize fuel economy, vessel handling and comfort led the shipyard to install a Humphree Interceptor automatic trim- optimization system.

“The combination of the Volvo Penta IPS system and the Humphree interceptors gives the pilots higher speeds and improved comfort, while burning 25 percent less fuel than similar Chesapeake Class launches,” says Duclos.

Key design changes to the Chesapeake Class MKII include positioning the wheelhouse aft of amidships to improve comfort and provide for a larger foredeck.

With the pods close-coupled to the engines, the engine room is located well aft of the wheelhouse with easy access to machinery through a deck hatch.

This new generation of pilot boats is also designed to accept a gyro-stabilization system, designed to reduce vessel roll.

MIX OF REPAIR AT DETYENS
This past year, there has been a good mix of commercial and government repair at Detyens Shipyards, Inc., Charleston, SC, according to the company’s Bradley Kerr. “We have recently completed work on two German owned-container vessels, a pair of casino vessels and have the usual tugs and barge units, dredge vessel and other similar harbor barges are rolling through.  We also have recently won MSC contracts on the Button and Spearhead as well as the Atlantis from Woods Hole.”

The largest commercial ship repair yard on the U.S. East Coast, Detyens also recently finished repairs on the USCG Elm and will begin work on the NOAA vessel Gordon Gunter soon. The Dredge Wheeler is also in the shipyard.

This past spring and summer, Detyens dry docked the ferries 28,460 gt M/V Highlanders and 18,523 gt M/V Leif Ericson for Marine Atlantic, Inc., St John’s, Newfoundland, Canada.

FERRY REPOWER AT CADDELL
Over the next five years, the Delaware River and Bay Authority, owner and operator of the Cape May-Lewes Ferry, plans to repower its entire fleet with cleaner burning, more fuel efficient Tier 3-compliant diesel engines.

The first of those ferries, the Delaware, arrived at Caddell Dry Dock on Staten Island, NY, on November 2 to begin the four- to five-month repower project in conjunction with its regulatory required five-year drydocking.

According to James Gillespie, Chief Port Engineer for the Cape May Lewes ferry, the Delaware is expected to return to service in April of 2016. The dry-docking is expected to cost $3.5 million.

“We’re excited to begin our vessel repowering program,” says Heath Gehrke, Director of Operations for the Cape May-Lewes Ferry. “These new engines not only burn less fuel and are more efficient, but emissions are reduced by nearly 40 percent. By undertaking this effort, we can significantly extend the useful life of our fleet and provide a cleaner environment in the communities we serve.”

Gehrke also notes that the ferry expects to save about $130,000 per year in maintenance costs associated with old engines and that the new clean diesel engines have the capability to be converted to operate on natural gas in the future.

The existing Fairbanks Morse engines are overhauled and rebuilt every 10,000 hours of usage compared to every 30,000 hours for the new EMD (Electro-Motive Division) engines. The engines were purchased from Marine Systems Inc. at a cost of $1.8 million.

While at the shipyard, the vessel will have other modifications and improvements completed, including the installation of a new gray water recovery system, new stainless steel railings and new propeller shaft seal system; installation of a new keel cooler system for main engine and generator cooling; and the bow thruster system will be overhauled.

To further assist the University of Delaware’s water research efforts on the Delaware Bay, the SeaKeeper seawater monitoring system, which collects water quality data while a vessel transits the Delaware Bay, will be installed on the MV Delaware.

During a ceremony held at the Lewes Ferry terminal in December 2014, U.S. EPA Regional Administrator Shawn M. Garvin announced the award of a Diesel Emission Reduction Act (DERA) grant of $970,000 to help facilitate the project. The Delaware River and Bay Authority (DRBA) sought the grant funding through the National Clean Diesel Assistance Program, which focuses on reducing emissions at ports under the Diesel Emission Reduction Act (DERA).

The M/V Delaware is currently equipped with two Fairbanks Morse 38D8-1/8 propulsion engines with a power rating of 2,060 horsepower each. More than 40 years old, these workhorse engines are approaching 100,000 operating hours or the equivalent of 1.5 million miles. In addition, because the engines are no longer built, spare parts are both difficult to find and expensive.

Within the next five years, the Authority plans to repower the other vessels in the Cape May – Lewes Ferry fleet: the MV New Jersey and MV Cape Henlopen.

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Senators seek robust funding for new Lakes icebreaker

The letter was also signed by Senators Tammy Baldwin (WI), Amy Klobuchar (MN), Al Franken (MN), Bob Casey (PA), Joe Donnelly (IN) and Sherrod Brown (OH).

Heavy ice cover seen in recent winters has seriously impaired commercial shipping and economic activity in the Great Lakes. Last winter, cargo shipping decreased by 3.2 million tons, costing $355 million in lost revenue and nearly 2,000 jobs.

“Heavy ice cover disrupts shipping and commerce on the Great Lakes, resulting in a severe loss of economic activity, revenue and jobs that depresses both the regional and national economy,” wrote the Senators in the letter. “It is essential that Congress provides the men and women of the Coast Guard with the resources they need to keep open shipping lanes in the Great Lakes and to conduct search and rescue missions to keep ships and their crews safe during winter’s cruelest months.”
The U.S. Coast Guard currently operates nine icebreaking-capable cutters on the Great Lakes, some of which date back to the 1970s.

With only one heavy icebreaker in the Great Lakes fleet, the USCGC Mackinaw (WLBB-30), the Coast Guard has struggled to combat near record-breaking ice cover on the Great Lakes in recent winters. As a member of the Commerce Committee’s Subcommittee on Oceans, Atmosphere, Fisheries and Coast Guard, Peters is focused on ensuring the Coast Guard has the resources it needs to maintain shipping lanes and conduct its law enforcement, port security, safety duties, and other vital services. He also called for the inclusion of a heavy icebreaker in the Coast Guard Authorization Act of 2015.

Senator Stabenow is Co-Chair of the Senate Great Lakes Task Force, which is a bipartisan working group that advocates for the protection of the Great Lakes. Earlier this year, Senator Stabenow called for Congress to support a new Great Lakes icebreaker.

The full text of the letter is as follows:

The Honorable John Hoeven
Chairman
Senate Committee on Appropriations,
Subcommittee on Homeland Security
135 Dirksen Senate Office Building
Washington, D.C. 20510

The Honorable Jeanne Shaheen
Ranking Member
Senate Committee on Appropriations,
Subcommittee on Homeland Security
125 Hart Senate Office Building

Washington, D.C. 20510

Dear Chairman Hoeven and Ranking Member Shaheen:

As your Committee develops appropriations legislation for fiscal year 2016 (FY 2016), we urge you to provide the Commandant of the United States Coast Guard (USCG) with robust funding for the design and construction of a new heavy icebreaker for the Great Lakes region.

The USCG currently operates an aging fleet on the Great Lakes that includes only nine icebreaking-capable cutters, some of which date back to the 1970s. In 2006 the USCG added a heavy icebreaker called the USCG MACKINAW, but despite its addition, the USCG continues to struggle to combat the near record-breaking levels of ice coverage that have plagued the region in recent winters. Heavy ice cover disrupts shipping and commerce on the Great Lakes, resulting in a severe loss of economic activity, revenue and jobs that depresses both the regional and national economy.

During the 2013/2014 winter, U.S. flag cargo movements on the Great Lakes dropped by nearly 7 million tons, causing at least two steelmakers to reduce production, several power plants to nearly exhaust their supply of coal, and a total estimated cost of nearly 4,000 jobs and $700 million in lost business revenue. This past winter resulted in an estimated decrease in cargo of 3.2 million tons, costing the economy $355 million in lost revenue and nearly 2,000 jobs.

During this Congress, the importance of Great Lakes icebreaking has received bipartisan and bicameral recognition, including by your Committee, which, in its report to accompany the Department of Homeland Security Appropriations Act for FY 2016, expresses concern, “that the Coast Guard does not possess adequate capacity to meet its statutorily required mission on the Great Lakes, with negative consequences to the regional and national economy as well as to the safety of local communities[1].”

We share your concern and appreciate the report’s requirement for an updated mission analysis. Furthermore, on May 18, 2015, the House unanimously passed by voice vote H.R. 1987, the Coast Guard Authorization Act of 2015, which authorizes funding in FY 2016 and FY 2017 for the design and construction of a new USCG icebreaker for the Great Lakes. As the leaders of the Senate Committee on Commerce, Science and Transportation and the House Committee on Transportation and Infrastructure work toward a final bill, we support the retention of the House-passed authorizing language.

It is essential that Congress provides the men and women of the Coast Guard with the resources they need to keep open shipping lanes in the Great Lakes and to conduct search and rescue missions to keep ships and their crews safe during winter’s cruelest months. We look forward to working with you on this important matter.

  • News

LNG fuel tanks installed in first Crowley ConRo

Another important milestone was marked last week, with the installation of three LNG fuel tanks in the first ship.

The double-walled, stainless steel tanks – which are 110 feet in length and 20.6 feet in diameter – weigh 225 metric tons and will hold more than enough LNG fuel for two round-trip voyages between the vessel’s future ports of call, Jacksonville, FL, and San Juan, Puerto Rico.

“While we are all excitedly watching these ships take shape, we are particularly proud of the role we, as a company, are playing to bring the most modern, technologically advanced and environmentally friendly ConRo ships in the world to the Jones Act market of Puerto Rico,” said Tom Crowley, company chairman and CEO. “There are no other ships of their kind being built anywhere else in the world today, and they are being constructed right here at home – in the United States of America. Having that shipbuilding capability here is essential to our national defense and an important reason we as a country need the Jones Act to be maintained and strengthened.”

Crowley’s two Jones Act ConRo ships, which will be named El Coquí (ko-kee) and Taíno (tahy-noh), are are scheduled for delivery second and fourth quarter 2017 respectively.

“It’s very impressive to see these new state-of-the-art Commitment Class ships take shape,” said John Hourihan, senior vice president and general manager, Puerto Rico services. “Seeing those LNG tanks being placed into El Coquí really resonates with me because we are setting a new standard for environmentally responsible shipping.”

The Commitment Class ships have been designed to maximize the carriage of 53-foot, 102-inch-wide containers, which offer the most cubic cargo capacity in the trade.

The ships will be 219.5 meters long, 32.3 meters wide , have a deep draft of 10 meters, and an approximate deadweight capacity of 26,500 metric tonnes. Cargo capacity will be approximately 2,400 TEUs (20-foot-equivalent-units), with additional space for nearly 400 vehicles in an enclosed Ro/Ro garage.

Each ship will be powered by an MAN B&W 8S70ME-GI8.2 main engine and three MAN 9L28/32DF auxiliary engines, all fueled by LNG .

The ship design is provided by Wartsila Ship Design in conjunction with Crowley subsidiary Jensen Maritime.

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Pacific Maritime: A vital maritime cluster

 “In the more than seven years that Shell has held leases in the Chukchi, it has only recently been allowed to complete a single well. What we have here is a case in which a company’s commercial efforts could not overcome a burdensome and often contradictory regulatory environment,” says Murkowski. “The Interior Department has made no effort to extend lease terms, as recommended by the National Petroleum Council. Instead, Interior placed significant limits on this season’s activities, which resulted in a drilling rig sitting idle, and is widely expected to issue additional regulations in the coming weeks that will make it even harder to drill. Add this all up, and it is clear that the federal regulatory environment—uncertain, ever-changing, and continuing to deteriorate—was a significant factor in Shell’s decision.”

Murkowski made the point that just because the U.S. has created a difficult environment for offshore drilling in the Arctic, it doesn’t mean other countries have. “Development in the Arctic is going to happen—if not here, then in Russia and Canada, and by non-Arctic nations,” says Murkowski. “I personally believe that America should lead the way. The Arctic is crucial to our entire nation’s future, and we can no longer rely solely on private companies to bring investments in science and infrastructure to the region. As the Arctic continues to open, we urgently need to accelerate our national security investments in icebreakers, ports, and other necessities.”

Some Congressional opponents of Arctic drilling applauded Shell’s move. Senator Jeff Merkley (D-OR) called offshore Arctic drilling “unacceptable” and irresponsible. Rep. Jared Huffman (D-CA) went so far as to introduce the Stop Arctic Ocean Drilling Act of 2015, which would prohibit new or renewed oil and gas leasing in the Arctic Ocean Planning Areas of the Outer Continental Shelf.

But this should probably be viewed more like a pause as opposed to a full stop. A more favorable regulatory environment for Arctic offshore drilling could develop if a Republican is in the White House in 2017 backed by a Republican-controlled Congress. Additionally, cheap oil and gas should also increase consumption and eventually lead to higher prices and make Arctic drilling more economically attractive.

 Shipyards, naval architects team on projects

Portland, OR, headquartered Vigor Industrial, the largest shipyard group in the Pacific Northwest with 12 facilities in Alaska, Washington, and Oregon, had bolstered its capabilities in anticipation of an increased workload. It added an 80,000-ton lifting capacity dry dock to enhance its ship repair and maintenance capabilities and merged with Kvichak Marine Industries, Seattle, WA, to add capabilities in new aluminum vessel construction. Vigor had supported Shell’s earlier efforts in Alaska, including the activation of the drilling barge Kulluk, and more recently repaired the damaged icebreaker Fennica.

Vigor is part of a vibrant Washington State maritime cluster that includes logistics and shipping, fishing and seafood, and shipbuilding and repair. According to a recent economic impact study, generated 148,000 direct and indirect jobs and directly creates $15.2 billion in gross business income and has a total impact of $30 billion on the state’s economy.

Back in March, Vigor “christened” its dry dock Vigourous with work on the cruise ship Norwegian Star and followed that up with repairs to the USNS John Glenn and USNS Montford Point. Now Vigor will turn its attention to completing the third Olympic Class 144-car ferry for Washington State Ferries and look forward to building the fourth in the series, which recently received $122 million in funding by the state legislature. There’s plenty of more coverage on the ferry market in this issue, including Seattle-based Elliott Bay Design Group’s support of ferry projects for the New York City Department of Transportation and Texas Department of Transportation.

Pacific Oct2nicholsSpecial launch system
Designed by Seattle-based naval architectural firm Guido Perla Associates, Inc., the144-car ferry is a joint construction effort between Vigor and neighboring Nichols Brothers Boat Builders, Whidbey Island, WA. Nichols Brothers Boat Builders has been contracted to build the superstructure for the first three Olympic Class ferries. Nichols Brothers Boat Builders has used a new track and dolly system developed by Engineered Heavy Service (EHS), Everett, WA, for transferring the ferry superstructures it on to a barge for transport to assembly with the hull at Vigor Fab in Seattle.

That same transfer system is pictured on this month’s cover, to launch the ATB tug Nancy Peterkin, the first of two 136 ft x 44 ft x 19 ft sister ATB tugs being built for Kirby Offshore Marine.

This past May, Gunderson Marine, Portland, OR, had launched the Kirby 185-01, a oil & chemical tank barge.

The Nancy Peterkin’s sister ATB tug, the Tina Pyne, is set for launch this December.

The EHS launch system moved the ATB from the shipyard to the launch ramp. General Construction provided two floating cranes to assist in the final lifting of the vessel, shuttling it to deeper water.

The vessel was towed to Everett, for lightship, stability testing and fuel transfer. Following this the tug will be towed to Nichols Brothers outfitting pier in Langley, WA, located across the Puget Sound from Everett, WA, for final outfitting, dock and sea trials before its final delivery.

Used for vessels greater than 1,000 tons, the new launch system significantly increases the displacement and draft of the vessels that Nichols Brothers can haul and launch in the future. Currently the shipbuilder is engineering to install ridged buoyancy tanks to the side of the launch frame, eliminating the need for the floating cranes in the future.

Nichols Brothers followed up the launch with the signing of a construction security agreement with Kirby Offshore Marine to build two new 120 ft x 35 ft x 19 ft-3 in tugs. Each tug will be powered by two Caterpillar 3516C, 2,447 bhp at 1,600 rev/min main engines with Reintjes reduction gears turning two NautiCAN fixed pitched propellers with fixed nozzles. Karl Senner, Inc., Kenner, LA, supplied the reduction gears for the vessel. These vessels will also have two C7.1 Caterpillar generators for electrical service. Selected deck machinery includes one TESD-34 Markey tow winch, one CEW-60 Markey electric capstan, and one Smith Berger Tow Pin.

Keels will be laid for both vessels this fall with delivery of the first vessel scheduled for May 2017 and the second vessel is scheduled for delivery in November 2017.

Jensen Maritime Consultants, Seattle, the naval architectural and engineering arm of Crowley Maritime, will provide the ABS Class and functional design for the tugboats. These tugboats will carry an ABS loadline, compliant with USCG, as required at delivery.

Nichols Brothers is currently working on the second ATB Tug for Kirby Offshore Marine.

Nichols Brothers spokesperson Lacey Greene says the shipyard has just begun construction of the American Samoa 140 ft Multi-Purpose Cargo/Passenger Ferry, and next year will begin construction on the superstructure and final assembly of the WETA 400-passenger high speed catamarans.

“The vessel construction boom in the Pacific Northwest has impacted the economy in so many different ways,” says Greene. “Specific to our location our community is flourishing. Nichols Brothers is the largest private employer on Whidbey Island in Washington State and employs 300 men and women. We foresee the economic boom expanding even further; the tug market is strong in all aspects, from ATB tugs, tractor Tugs, to line tugs. We also see the passenger vessel industry sector thriving, and we predict additional passenger only high-speed ferries coming down the pipeline as well as leisure vessels.”

 Jensen Maritime is also providing construction management services for the Crowley product tankers under construction at Aker Philadelphia Shipyard. It’s also been busy working on developing LNG bunker barge concepts and recently received approval from ABS for a 452 ft-long ATB version.

Engineering consultant Art Anderson Associates, Bremerton, WA, has been increasing its staff and supporting the development of passenger-only ferry service in Puget Sound. Art Anderson’s Patrick R. Vasicek, PE, LEED AP, will be on hand at the Marine Log FERRIES 2015 Conference & Expo in Seattle to discuss, “An Exportable Life Cycle Assessment Tool for Determining Sustainable Visibility of Passenger-Only Ferry Routes and Systems.”

Ballast water treatment solution
Seattle-based naval architectural and engineering consultancy Glosten reports that Marine Systems Inc. (MSI) has delivered a pair of Ballast Treatment System Deck Modules, designed for tank barge and ship operations.

MSI turned to Glosten to develop the design in response to requests from vessel operators and the first of a kind modular ballast water treatment units combine expertise from Glosten, MSI and Alfa Laval, which provided PureBallast 3.1 treatment systems, Filtrex high efficiency filters, and expertise from hundreds of ballast water management system installations.

The resulting modules, built at the Foss Seattle Shipyard, complete with lighting, ventilation, and integrated controls, were shipped ready for “plug-and-play.”

Each Ballast Module packs a treatment capacity of 1,000 m3/hr within a 20-foot shipping container footprint and is ABS and U.S. Coast Guard approved for hazardous area installations.

Using the module reduces the technical demands on busy shipyards. Rather than juggling independent components and vendors, shipyards can instead focus on fabricating a few well-defined interfaces and foundation system. Each purchased module comes pre-approved by USCG and ABS, is fully tested prior to shipment, and includes integration support from MSI and Glosten engineers.

“The demands of the vessel operator drove this design,” says Kevin Reynolds, Principal at Glosten. “Doing this as a manufactured product ensures that we get it right, every time.”