NOVEMBER 16, 2016 — Huntington Ingalls Industries’ (NYSE:HII) Ingalls Shipbuilding division launched Paul Ignatius (DDG 117), the company’s 31st Arleigh Burke-class (DDG 51) guided missile destroyer, on Saturday. Paul Ignatius was translated
NOVEMBER 1, 216 — Huntington Ingalls Inc., Pascagoula, Mississippi, is being awarded a $9,635,835 cost-plus-award-fee order against previously awarded basic ordering agreement N00024-16-G-2303 to provide program management, advanced planning, engineering, design, material
OCTOBER 17, 2016 — Rolls-Royce has secured a contract to supply diesel generators, propellers and shaft lines for the U.S. Navy’s new T-AO 205 class of fleet oilers, the John Lewis Class,
“Legally, a ferry is the continuation or prolongation of a highway over a navigable stream.” This quote is from the first Transactions of the Society of Naval Architects and Marine Engineers (SNAME), published in 1893. Given the impact of ferries upon society, it should come as no surprise that they have been a topic of interest to many naval architects for many years. The Pacific Northwest region of the United States contains a mix of islands, rivers, peninsulas and lakes. Salt water and fresh water transportation routes have been a critical part of the economic development of the region beginning with the native peoples and continuing today. Since the arrival of the first settlers in the 1850’s, power-driven ferries have been a common sight, linking the various communities through the movement of goods and people.
What is a double-ended ferry and why choose this configuration? A double-ended ferry is one where vehicles are loaded on and off both ends of the vessel and the direction of travel switches so the bow becomes the stern. The greatest argument for a double-ended ferry is when the route is short such as a river crossing. The time to maneuver the vessel so it can back in to the dock becomes a significant portion of the overall time between departures. The maneuvering time also consumes additional fuel and imposes the risk, however small, of any maneuver going awry. Another advantage is that the vessel will have the same handling characteristics every time it enters or departs a terminal. With its propulsion at each end, the double-ended ferry has excellent stopping power and superior maneuverability, especially if using an azimuthing or cycloidal propulsion system. This all contributes to safety, a critical factor for any ferry.
The origins of Elliott Bay Design Group (EBDG) go back to the late 1920’s with the establishment of W.C. Nickum & Sons. The earliest ferry projects were to modify the double-ended ferries from the San Francisco Bay area that were made superfluous by the bridge building activities there in the 1930s. Since that time EBDG has worked on a wide variety of vessel sizes and propulsion types, to suit routes ranging from short river crossings to 20 nautical mile transits of exposed water.
The typical ferry we have designed has a V hull amidships with a narrow, flat of bottom at baseline. The side shell flares outboard with one or two knuckles between the heavy guard at the deck edge and the bottom. This configuration produces surfaces that are fully developable which facilitates construction. Typically, the waterline beam is 80% of the maximum beam. This shape provides excellent reserve buoyancy for damage stability and adds waterplane area as the vessel heels, thus improving intact stability. Where there is a draft limit, we increase the width of the flat of bottom. At the ends the waterline shape typically narrows to a fine entrance. Because the waterline beam decreases more quickly than the beam at deck, the effect is to create substantial sponsons. These are located sufficiently far above the bow wave to avoid increased wetted surface as the bow wave increases with speed. The shape of these sponsons also needs to consider wave slamming in rough weather, so a compromise is sometimes required between calm water resistance and speed in waves. The lower part of the hull at the ends is fitted with a skeg to support the shaftline (with traditional shafting on centerline) and to support the hull in dry dock. The skeg shape and volume are critical to the shape of the bow wave, hence we carefully consider the section area shape, including skegs. In more recent projects we have seen greater emphasis on reducing hull resistance, especially for ferries that operate on route lengths of greater than 2 nautical miles. Over the 40 to 50 year life of a ferry, small reductions in drag can result in significant fuel savings, and of increasing importance, lower emissions. Through the use of computational fluid dynamics we can find a balance between low resistance and ease of construction.
The double-ended ferry lends itself to a wide variety of propulsion configurations. Historically, these have ranged from steam-driven, side paddlewheels to a cable ferry powered by horses on a treadmill. In more recent times, we have seen the diesel engine become the dominant power source with a variety of means of putting the power into the water. Clearly, there is no preferred approach that works for every ferry. As designers, we look for the machinery configuration that meets the owner’s performance requirements with the best balance between reliability, maintainability, fuel efficiency and operability. This search typically takes the form of a propulsion study where we work with the owner to establish weighting criteria for the various aspects of the propulsion system. Typically, an owner will have strong opinions on what equipment and what configuration works well for his operation.
We are also seeing more clients interested in different forms of propulsion to reduce their overall energy consumption and thus reduce their environmental footprint. Owners are willing to trade off the simplicity and reliability of traditional geared diesel propulsion for reduced energy consumption through use of hybrid propulsion with electric drives, batteries for energy storage, and smart control systems. We are also seeing increased interest in alternative fuels such as liquefied natural gas, biofuels, and even hydrogen.
This year EBDG developed a physics-based simulation tool to evaluate different propulsion technologies for different sizes of ferries operating on different types of routes. This tool calculates hull resistance, weights, fuel requirements, and hull characteristics in an iterative fashion until the basic parameters of weight and buoyancy are in balance. The outputs from the tool are estimates of capital and operating costs as well as carbon emissions. We can now work with ferry operators to assess the economics of using technology to reduce environmental impacts.
So, what has 50 years taught us? First is that there always will be opportunities to improve the art of double-ended ferry design. Some recent trends include:
Considered the “forgotten borough” by some New Yorkers, Staten Island is on the verge of making its presence known in the city that never sleeps. The borough is a 25-minute ferry ride from the lowest tip in Manhattan, the Staten Island Ferry terminal at Whitehall.
Staten Island’s plan for renewal includes a $1.2 billion investment that will see the construction of the New York Wheel at St. George—an impressive 630 ft tall observation wheel that will rival England’s infamous London Eye, and feature 36 pods with accommodations for 40 in each, on a 38 minute ride/revolution, giving passengers a spectacular view of New York Harbor. Alongside the New York Wheel, New York City’s first outlet mall, Empire Outlets, is currently being constructed at St. George. The mall will feature 350,000 square feet of retail, 100 different shops and a 190-room hotel. Both the New York Wheel and Empire Outlets are expected to be operational by 2018.
How will tourist, potential shoppers, and New Yorkers alike make their way to these new attractions? They’ll be taking the Staten Island Ferry of course. The fleet, currently comprised of nine ferries, carries 22 million passengers a year—second only to Washington State Ferries’ fleet which carries over 23 million passengers annually.
And come 2019, the Staten Island Ferry fleet will welcome a new class to its fleet—the Ollis Class ferries.
Designed by Seattle-based Elliott Bay Design Group, the Ollis Class will mix the new with a bit of the old, providing passengers with a faster, more efficient ride to help meet increased ridership demand.
Its design will give the 320 ft x 70 ft ferries a striking resemblance to the beloved John F. Kennedy—which was commissioned in 1965 and is one of the oldest ferries in the Staten Island Ferry fleet. The Kennedy is one of three-that will be retired once the new Ollis Class series is delivered—the S.I. Newhouse and Andrew J. Barberi, both commissioned in 1981 are the other two.
The new Ollis Class will be double-ended and have capacity for 4,500 passengers; and like the Kennedy, will feature plenty of open air space, enabling passengers to enjoy the harbor view. The ferries will be built to ABS class requirements and will be powered by Tier 4 EMD engines and Voith Schneider Propulsion Drives.
The first of the three ferries will be named in honor of U.S. Army Staff Sgt. Michael Ollis, a native Staten Islander who died while saving another soldier in Afghanistan. He was only 24 years old.
The Staff Sgt. Michael Ollis ferry is expected to begin operations in 2019, with vessels two and three following later in 2019 and 2020.
Building the Ollis Class
As we were going to press, yards were putting in their final bids for the ferry project.
Among the yards that have expressed interest in the Ollis Class—at least according to the 2015 Industry Day attendance—are Conrad Shipyard, Eastern Shipbuilding Group, Fincantieri Bay Shipbuilding, and Vigor. All are builders of a variety of vessel types including ferries.
Conrad Shipyard—which has won a number of newbuild contracts this year — has had its share of ferry projects in the past, and is looking to keep the momentum going.
As Dan Conrad, Conrad Shipyard’s Senior Vice President and Director, explains, “Conrad Shipyard has a great track record on deliveries to the Puerto Rico Maritime Authority, the Texas Department of Transportation, the State of North Carolina and the Alaska Marine Highway, among others.” And he assures that his team is committed to pursuing the ferry market for years to come.
Most recently, Conrad’s Conrad Aluminum, Amelia, LA, yard delivered the M/V Woodshole to the Steamship Authority. The 235 ft x 64 ft ferry was designed by Elliott Bay Design Group and has capacity for 384 passengers, 55 automobiles or 10 eighteen-wheel tractor-trailers.
Eastern Shipbuilding Group is said to have the inside track on building the Ollis Class ferries, according to our sources. It would be quite a month for the Panama City, FL-based shipyard, which recently secured the lucrative contract to build the OPC for the U.S. Coast Guard.
Meanwhile, Fincantieri’s recent expansion is helping it position its Bay Shipbuilding yard for larger projects that can be produced and worked on, year-round. The three-acre expansion will pave the way for additional covered fabrication and erection facilities, an indoor paint and coating building, and outfitting shop that will enable FBS to increase its pursuit of ferry projects.
“This expansion allows us to increase our capacity and positions us to pursue a number of new construction markets, including large passenger ferries,” said FBS Vice President and General Manager Todd Thayse. “Our experience in building ferries and other complex passenger vessels dates back to our origins almost a hundred years ago, and includes the New York Staten Island Ferry now operating (the Guy V. Molinari). We have the people, the experience, the facilities, and the global resources of Fincantieri to ensure that we can tackle the most challenging construction projects.”
As for the shipbuilding powerhouse in the Northwest, Vigor, it’s currently working on six ferry projects at the moment, including the final two vessels in Washington State Ferries’ new 144-car Olympic Class.
“Vigor has deep expertise in the ferry market with successful, on-time and on-budget deliveries of car ferries, passenger only vessels and catamarans. Six ferries are currently under construction at our Washington and Alaska yards and we expect ferry construction to continue to be a focus in our business development efforts, leveraging our considerable experience,” said Corey Yraguen, Vigor Executive VP of Fabrication.
Just last month the Chimacum, the third in the series was christened at Vigor’s Harbor Island yard. The fourth vessel in the series, the Suquamish, is currently under construction and scheduled for completion in 2018, with operations set to begin in 2019.
The 144-car ferries are the result of a combined effort from a consortium of Northwest based companies, including Nichols Brothers Boat Builders, Freeland, WA, which has been in charge of building the superstructures for the144-car ferries.
In other Vigor ferry news, Vigor’s Ballard Facility (formerly Kvichak Marine) is building two 400 passenger ferries for the Water Emergency Transportation Authority of San Francisco (WETA). The Incat Crowther designed ferries will travel 27 knots and are scheduled for delivery Summer 2017.
And Vigor’s Ketchikan yard in Alaska has taken up the task of constructing the highly anticipated 280 ft Day Boat ferries for the Alaska Marine Highway System. The ferries, designed by Elliott Bay Design Group, are scheduled to be completed Fall 2018.
Vigor’s Executive VP of Business Development, Keith Whittemore, will be discussing Vigor’s ferry projects and more at the Marine Log Ferries Conference & Expo November 3 & 4, 2016, Seattle, WA. Attendees of the event will also have the chance to tour Vigor’s Harbor Island yard after the conference’s conclusion. Learn more at www.marinelog.com/events
Route Extension?
Staten Island Borough President, James Oddo sparked additional interest in the Staten Island Ferry system when he requested the New York City Department of Transportation explore the feasibility of extending the Staten Island Ferry’s route north of the Whitehall Terminal, possibly extending the service into midtown.
While the idea sounds great in theory, and will certainly foster a sense of “transit equality” for Staten Islanders who have a grueling commute (just ask our Editor-in-Chief, John Snyder), the route extension could prove problematic as there is currently no operating terminal in place in midtown, with the right infrastructure to handle such large vessels.
New York’s Ferry Boom
Of course, the Staten Island Ferry isn’t the only New York City ferry operation making waves. Operated by Hornblower NY, Citywide Ferry Service’s new fleet of ferries are currently under construction at Louisiana-based Metal Shark Boats and Alabama’s Horizon Shipbuilding. The contract catapults both yards into new markets—propelling Metal Shark into the commercial market in a very big way, and introducing Horizon to the ferry market.
A large portion of the Incat Crowther-designed ferries are expected to be delivered in time for Citywide Ferry Service’s launch Summer 2017. The service, according to the New York City Economic Development Corporation is projected to make 4.6 million trips annually.
The 85 ft ferries will have capacity for 150 passengers, as well as space for bikes, strollers and wheelchairs. The Citywide Ferry Service is expected to add five new routes on the East River.
Meanwhile, another well-known ferry operator in New York harbor is upping its stake in the market. Seastreak says its “raising the bar in fast passenger ferry service” with the addition of a new, high-speed, 600-passenger, catamaran in 2017. The ferry will be the highest passenger capacity USCG K-class high speed ferry in the U.S.
The addition of the new ferry will help Seastreak meet growing passenger demand on the New Jersey to New York route.
Designed by Incat Crowther, the ferry, the first in Seastreak’s new Commodore class, will be 147 ft 8 in x 39 ft 5 in. The vessel was designed to provide Seastreak with an operational advantage. The ferry’s boarding arrangement will include large forward and aft side gates as well as an adjustable bow ramp. This will help facilitate turnaround times at terminals.
The first vessel in the series will be built at Gulf Craft Shipyard, Franklin, LA. Construction is to be completed by 3rd quarter 2017. Meanwhile, Seastreak expects a keel to be laid for a second Commodore class vessel before the end of 2016.
The Commodore Class ferry will be powered by four MTU 12V4000 M64 EPA Tier III main engines, each delivering 1,875 hp at 1,800 rev/min and driving Rolls-Royce KaMeWa 63S4 waterjets. The vessel will also feature LED lighting and an advance energy efficient HVAC system.
The ferry’s main deck will hold 234- passengers; mid deck will seat 271 passengers inside and 52 passengers outside; and the third deck features 160 exterior seats as well as the vessel’s wheelhouse.
Seastreak is also initiating the upgrades and repowering of several members of its current operating fleet. First one up will be the Seastreak New York, which is expected to enter into drydock this coming winter. At press time, the bids were out to multiple yards. The repowering project is expected to be completed by the end of the 1st quarter 2017.
Florida gets in the game
New York isn’t the only city getting its ferry action on. This month, service officially begins on the Cross-Bay Ferry system—connecting St. Petersburg and Tampa, Fl. The service is part of a pilot project intended to introduce residents and visitors to water transit services in the area.
The route will be operated by the 98 ft twin-hull aluminum catamaran, Provincetown IV. The ferry was originally built for Bay State Cruise Company, Boston, MA, by Gladding-Hearn Shipbuilding, the Duclos Corporation, Somerset, MA. Designed by Incat Crowther, the 149-passenger ferry can operate at a top speed of up to 30 knots on the 50 minute route.
“We only have one vessel, and one crew, so we cannot do everything, but we do mean to showcase this technology to a lot of people and test ferry service in a variety of ways and markets,” said Ed Turanchik, policy advisor for the project.
Organizers of the project are testing the service on a variety of different market segments including tourist and local commuters, and the entertainment and sports markets. Learn more about the project at CrossBayFerry.com.
VDOT accepts ferry bids
Last month, the Virginia Department of Transportation was accepting bids for a new 70-vehicle ferry based on a design by Alion Science. The boat would be a replacement for the VDOT’s oldest ferry, the Virginia, built in 1936. Construction on the steel-hull ferry is to start this fall with completion in 2018.
Gladding Hearn delivers high-speed ferry
Gladding-Hearn Shipbuilding, the Duclos Corporation, recently delivered a new 493 –passenger, high-speed Incat Crowther designed ferry to Hy-Line Cruises, a division of Hyannis Harbor Tours, Inc., Hyannis, MA.
The all-aluminum ferry is 153.5 ft x 35.5 ft and is powered by four Cummins QSK60-M, EPA Tier 3 diesel engines each delivering 2,200 bhp at 1,800 rev/min. Each engine will power a Hamilton HM721 waterjet through a Twin Disc MG61500SC horizontally-offset gearbox.
Incat Crowther says the ferry represents an evolutionary step from its previous designs built by Gladding-Hearn. According to the designer, the capacity increase had to fit within docking constraints, enforcing upper limits on both the length and beam of the vessel. To meet the requirements, it moved the wheelhouse to a third deck, freeing up the front end of the second deck for VIP passengers.
The restructuring shifted boarding arrangements, with the addition of a middeck boarding door and both forward and aft stairways improving passenger flow and turnaround times, says Incat.
The ferry will provide year-round service between Hyannis and Nantucket Island. It will top speeds of over 34 knots when fully loaded at a deadweight of more than 64 tonnes, said Peter Duclos, President of Gladding-Hearn.
The new ferry is also outfitted with a Naiad Dynamic trim-tab, ride-control system to help improve passenger comfort and safety. The system’s motion sensor measures the relative movement of the vessel and transmits a signal to the hydraulic device to counter the boat’s actions through the waves.
Europe’s Ferry Market
The European ferry market remains in the forefront of technology. The continent that gave the world emission-free, battery operated ferries, will now give forth, the world’s largest hybrid ferry.
Just last month, Norway’s Color Line reported that it would order the largest hybrid ferry ever built. The ferry, which will feature batteries charged via green electricity from dedicated shore side facilities, or recharged on onboard via the ship’s generators, would double the capacity of the vessel it will replace.
Tentatively named the “Color Hybrid, the ferry will be 160 m long and have capacity for 2,000 passengers and up to 500 cars. The ferry is expected to be put into service on the Sandefjord, Norway to Stromstad, Sweden route in 2020.
And not to be outdone, Damen says its ready to launch its first composites-construction Water Bus. As we were going to press, the prototype was prepping to begin sea trials.
The Damen Water Bus is the first vessel for public transportation produced at Damen Shipyards, Antalya, Turkey. Its benefits are plentiful—the vessel, which features a slender hull, making it lighter than a traditional aluminum vessel, requires less fuel consumption, less maintenance, will suffer from no corrosion or fatigue problems. It can travel at speeds up to 21 knots and has capacity for 100 passengers.
Damen’s Design & Proposal Engineer, Fast Ferries, Marcel Elenbaas, explains that the Water Bus is built using high quality vacuum infusion technology that creates a “difficult to penetrate closed cell, epoxy sandwich structure.”
Damen says the vessel is ideal for highly congested urban areas, and is a simple and efficient way for using a city’s natural waterways system.
The Water Bus is equipped with two, forward facing, double-screw podded propulsion units—helping to reduce vibrations. Damen says the vessel can be easily adapted to customer specifications, and because of the nature of the composites’ production process, delivery to clients will be quick.
SEPTEMBER 30, 2016 — The Vane Brothers Company, Baltimore, MD, has taken delivery of the tugboat Baltimore from St. Johns Ship Building in Palatka, FL. It is the third of eight vessels
Independent commodity trader Trafigura Group, through its subsidiary Impala, is investing $1 billion in creating the infrastructure for a new multimodal supply chain in Colombia that can transport crude, naphtha, break-bulk cargo, containers, and oversized cargo up and down the country’s main waterway, the Magdalena River.
Impala Colombia currently operates a terminal in the seaport of Barranquilla, where the Caribbean Sea meets the Magdalena River. Some 630 kilometers south of Barranquilla on the Magdalena River, Impala is investing some $450 million in developing a new state-of-the-art inland river port in Barrancabermeja. The inland river port will have an oil terminal with six tanks that can store 120,000 bbls each and a general cargo and container terminal. The port will serve as an intermodal connection between river transport and truck transport. Impala’s fleet of barges will ship product to and from major crude oil production sites as well as major cities such as Bogotá or Medellin.
In addition, Barrancabermeja will also serve as a seaport with bills of lading possible to connect directly with international ports such as Rotterdam or Shanghai.
Part of Impala’s investment includes a fleet of new towboats and barges. Impala’s growing Colombian fleet includes at least 15 new towboats and 68 liquid barges and 45 dry cargo barges. The tank barges are double hulled, with vapor recovery systems for environmental responsibility and safety and can carry up to 10,000 barrels of oil.
This past summer, Eastern Shipbuilding, Panama City, FL, launched the Impala Soledad and Impala Puerto Salgar, the first two in a series of four inland river towboats for IWL River Inc., an affiliate of Impala Terminals Colombia.
Designed by CT Marine, the towboats are are being built to ABS Class Inland River Service. Eastern Shipbuilding expects to finish delivering the boats in 2017.
Impala Soledad and Impala Puerto Salgar along with the other sister vessels in the series, the Impala Mompox and Impala Catagallo, will each be 134 feet long, 42 feet wide, with a depth of 9 feet and minimal operational draft of 6 feet.
Each towboat will be triple screwed, with three Caterpillar 3512C main diesel engines, certified to IMO Tier II. Each will produce 1,280 hp at 1,600 rev/min for a total of 3,840 hp. Karl Senner, Kenner, LA, supplied the three Reinjtes WAF665 reduction gears.
The towboat’s auxiliary power is supplied by two Caterpillar C6.6 125 kW, 220-volt, 3-phase main generators.
The Panama flag vessel will be classed ABS +A1, Towing Vessel, River Service, +AMS, ABCU.
CT Marine also designed the towboats to have a retractable pilothouse. When fully raised, the pilothouse will have a 37 foot 6 inch eyelevel above the waterline. Towboats designed with retractable pilot houses can pass under low fixed bridges along their route. The deckhouse is confined to a single level and only the pilothouse is extended atop a hydraulic ram. When raised, the pilothouse provides excellent visibility for the master to see over top his tow.
NEW TOWBOAT FOR FMT
Another new towboat built with a retractable pilothouse was Florida Marine Transporters’ M/V Marty Cullinan. Built by Horizon Shipbuilding, Bayou La Batre, AL, the M/V Marty Cullinan has an ABS Load Line Certificate to operate in the waters between Chicago to Burns Harbor for fair weather voyages.
The 387 gt towboat is outfitted for service in areas with restricted overhead clearances and draft limitations. With the pilothouse fully retracted, the maximum air draft is 17 ft 8 in.
The 120 ft x 35 ft x 11 ft 6 in vessel is of all steel construction and powered by two Caterpillar 3512 engines, each rated at 2,011 hp at 1,600 rev/min with Twin Disc gears. The boat is outfitted with two 175 kV Tier 3 John Deer 6090 460 V gensets.
Sleeping accommodations and facilities are provided for eight persons and sound dampening systems have been implemented throughout the main deck house.
The towboat was built in 14 months. Project Manager Terry Freeman, who managed the construction of the vessel, said, “Our team exceeded all expectations with regard to the timely production and quality work on this build especially given the new design, ABS requirements and technical expertise required for the retractable pilot house.”
Jeff Brumfield, Senior Manager of Boat Construction and Engineering for FMT said, “We are thoroughly pleased with the boat, and when I talk to the Marty Cullinan crew they are quick to note that she is smooth and very quiet. The sound dampening package has exceeded our expectations.”
“We have worked hard to build one of the best boats on the river and we consider ourselves fortunate to have teamed with FMT and John J. Gilbert to do this,” said Travis Short, President of Horizon Shipbuilding. “Horizon has been building FMT boats for almost a decade and in that time we have been able to assemble a team of master craftsmen that produce a superior product. All the praise goes to those men and women in the yard, taking care to do the job right the first time while working safe, working hard and working together.”
Horizon has two more 120 ft FMT towboats, one standard and the other with a retractable pilothouse, in production with deliveries scheduled for this fall and the spring of 2017.
“LADY” KEEPS ON KEEPING ON
The M/V Lady Loren doesn’t have a retractable pilothouse, but does have a raised one that provides an eyelevel of 35 feet above the waterline. Back in 2008, LA Carriers built the pusher tug Lady Loren at Lockport Fabrication. At the launch, LA Carriers President Russell Plaisance explained that the boat was the result of five years of planning and a lifetime of maritime experience in the Gulf of Mexico. The 82 ft x 28 ft Lady Loren was the seventh boat in the LA Carriers fleet.
For Plaisance at the time, a key element of his business was diversification. “We do $10 million to $11 million [in gross revenue] per year including some business with the oil industry,” he said, “but we do a little of everything else as well. We barge pipe and we once even towed baseball dirt from Houston to Tampa Bay for spring training. This new boat has a contract to tow corn syrup from Memphis to Tampa Bay.”
Now eight years later, the corn syrup contract has dried up—the plant has been converted to other products. But LA Carriers’ diversity has kept the company healthy even during the current slump in the oil industry.
The Lady Loren, with both towing and pushing capabilities, is currently engaged moving a pair of hopper barges on a run between New Orleans and Tampa.
The Lady Loren is a triple-screw tug powered by three Cummins QSK19-M3 diesels rated at 660 hp each to give a total of 1,980 hp. The engines turn three 63 by 67-inch propellers in kort nozzles.
“The engines had 36,000 hours on them so I decided to rebuild the middle engine,” says Plaisance. “Without removing the engine, my crew, together with Cummins mechanics replaced the shaft bearings, pistons and rods, heads and injectors. When we looked at the wear on the parts that came out of the engine we realized that they could easily have given us another 4,000 hours with no risk of down time.”
As a result, he feels confident in leaving the rebuild of the two outside engines for another year by which time they will have a remarkable 40,000 hours each. Crediting Cummins quality, Plaisance also has a very proactive service and maintenance program on the engines. Oil is changed regularly, and injectors adjusted every 10,000 hours.
LA Carriers has changed some of the fleet in the eight years since the Lady Loren was first launched and they have several different engine makes among its seven boats. Plaisance is unreserved in his praise for the Cummins engines. “In future, if I have to replace an engine in one of my other tugs, it will be with Cummins,” he says.
When it came time to upgrade the autopilot system in four Victoria-Class long-range patrol submarines, Canada’s Department of National Defence (DND) assembled a consortium including three federal government departments—National Research Council of Canada (NRC), DND, and Defence Research and Development Canada (DRDC)—and L-3 MAPPS of Montreal, the contractor that is supplying the control and simulation solutions for the new system. The builds of HMCS Victoria, Windsor, Chicoutimi, and Corner Brook began in the mid-1980s, so the original autopilot system has become obsolescent. The submarines are transitioning from point-to-point wiring to modern digital data bus communications.
The system includes an operator console, computers, and electronic enclosures. The computers receive data on depth, course, speed, pitch, roll, and heading from transducers, calculate, and send values to the rudder and hydroplanes’ control surfaces. When engaged, the new autopilot system will automatically adjust and compensate for any disturbance that could affect the submarine’s set course through the water, advises DND, either on the surface or when submerged. The autopilot system is independent from the ballast control system.
Built in the UK for the Royal Navy, the diesel-electric-driven submarines were bought by the Canadian government in 1998, after the Royal Navy decided to convert to an all-nuclear fleet. The first vessel slated for conversion to the new autopilot system is HMCS Windsor. She measures 70.3 meters long by 7.6 meters across the beam, and has a maximum operational depth greater than 200 meters. Displacement is 2,220 tons surfaced and 2,439 tons submerged, and maximum submerged speed is 20 knots.
David Millan, Senior Research Council Officer at the National Research Council of Canada in St. John’s, Newfoundland, has worked on the autopilot replacement project since 2012. The first order of business was to help develop the specifications for the autopilot control system. Then, on behalf of DND, he and his team evaluated three proposals for providing the simulation and control solutions. L-3 MAPPS was awarded the contract. Millan was aboard HMCS Victoria for 10 days off Halifax to collect full-scale baseline data on the existing autopilot system. When the new system is installed, the baseline data will be used to gauge its performance. Next, DRDC provided a numerical model which Millan and his team modernized, added an external interface, and used to provide an independent evaluation of L-3 MAPPS’ autopilot algorithm software. They then simulated the interaction between the numerical submarine and the numerical autopilot to commands such as “Do a turning circle”, “Hold a straight line”, and “Change depth”, and observed the movements of the simulated submarine. There were criteria for each maneuver such as accuracy in meeting the set point and course keeping. They also combined maneuvers, such as both changing depth and turning. They recommended improvements, which were quickly addressed by L-3 MAPPS. Millan notes that the new autopilot system has “a very snazzy interface” which emulates the old one, even though the technology has changed from push buttons to touch screens.
NRC’s tow tank which is 200 meters long by 12 meters wide by 7 meters deep—the largest in Canada—is used to test ships, marine components, assemblies, and software in varying current, wave, wind, and water conditions. Millan and his fabrication team spent five months building a model submarine for testing. It is 4.5 meters long by 6 meters, 1.1 meter from keel to top of sail, and weighs 670 kilograms. The model is comprised of: the nose assembly, containing the forward hydroplane system; the mid-body assembly, an aluminum pressure housing for the control and communication systems, support electronics, batteries, and sensors; the aft water-tight housing for the propulsion, rudder and aft hydroplane systems; the sail section for antennas and positioning systems; and a ballasted keel.
Dr. Jim Millan, NRC Director of Research and Development, explains that according to Froude scaling laws, the 1-to-15-scale model submarine they built measures 1/15th of the real submarine in each dimension. The model’s weight and propulsion power are 1/3375th of the actual submarine; the speed is one-quarter of the actual vessel, and events in model-scale time happen four times faster than at full scale (e.g., it can turn around in ¼ of the time). The model’s maximum submerged speed is 2.6 meters per second, and maximum power is 11 kilowatts.
In 2014, one week was spent in initial testing and commissioning, and a second week was spent conducting 14 operational tank tests in calm water, and also with seas coming from the bow and stern, with various wave heights, and with three different boat speeds. The tests included surfacing, diving, maintaining depth, and snorkel depth in various wave fields. The data from the physical model was used to improve the numerical model, which will be used in submariner training and also to generate data to assist operators.
Dr. Francois Belanger, Project Engineer for L-3 MAPPS, and DND project manager Hans Pall were involved in the model testing. The model submarine was operated wirelessly. The autopilot algorithm running on a PC on the shore controlled the hydroplanes on the model submarine. “For a PhD, Dr. Belanger is an immensely practical fellow,” observes David Millan. “He was able to change the autopilot on the fly to reflect the analysis of each run. I haven’t seen that done before: improving the algorithm while running the model.” He added that the DND project manager saw the model testing as an opportunity to advance the autopilot’s capabilities as much as possible before testing at full scale. Model testing also enabled them to acquire data on boat maneuverability and hydrodynamic characterization, information that was not transferred to DND when the submarines were acquired.
The old autopilot system’s use was captain-dependent, notes David Millan. The autopilot controlled the hydroplanes, but operational preferences determined whether or not the captain adjusted them manually. “Submarines around a certain speed, enter a transition zone going from maintaining depth in one mode to another mode,” explains Millan. “As you go faster, the hydroplanes move in opposite directions” (compared to moving in the same direction when moving slower), which is why the helmsman may choose to manually take control. The intelligent algorithm in the new autopilot system allows for adaptability, depending on the speed and performance of the vessel. It should be able to feel the boat and how it’s performing—to the extent that a machine can—says Millan, and change control modes as required. “It’s hard to do that with the old-fashioned hard-wired system,” he adds. “I hope it will be used in all of the cases where it’s operationally applicable. It will reduce the load on the helmsman.”
Reflecting on the importance of ensuring the numerical model is accurate, Dr. Jim Millan says, “That data potentially becomes a life and death decision-making tool. Knowing the capabilities of your submarine and being informed of its maneuverability and ability to escape or avoid harm, that’s what it’s all about. That’s what we do for the Navy. It’s safety and performance.”
Factory acceptance testing of the new autopilot equipment sets is complete. Ten days of sea trials are planned for October 2016 to complete characterization of the Windsor before the new equipment set is installed in early 2017. Sea acceptance tests are planned for spring 2017.
The commercial fishery has been part of the lifeblood of Eastern Canada for more than five centuries. Adjacency to the fishing grounds was the initial catalyst for the settling of the near countless harbors, coves and inlets throughout the five provinces that border the rich, pristine waters of the North Atlantic. And while the technology and vessels used to prosecute the fishery has changed over the generations, the industry in Newfoundland and Labrador, Nova Scotia, New Brunswick, Prince Edward Island and Quebec is more valuable than it has ever been.
The seafood caught and produced in Eastern Canada is now worth nearly $2.4 billion (CDN landed value) annually.
According to the most recent statistics from the federal Department of Fisheries and Oceans (DFO), the value of all seafood produced in the five Eastern Canadian Provinces totals an impressive $2,387,424. This number is quite staggering when you think about it. Few industries in this region produce products that contribute this much to the economy and gross domestic product (GDP) in one year.
As one would expect, a wide variety of species contribute to the overall multi-billion dollar total. But it will come as no surprise to anyone associated with the fishery or seafood industry in Eastern Canada what group or species really drives the industry here — shellfish. This group of crustaceans accounts for an impressive $2.37 billion.
Lobster is king in Eastern Canada, with a value in excess of $942 million and shows no sign of slowing down. Lobster catch rates are increasing year-over-year. Combine this with record prices and you have the formula for a very valuable and sustainable fishery.
Next in order of economic importance is snow crab, contributing $534 million, followed closely by Northern shrimp at $369 million. Scallops round out the top four shellfish species at $178 million.
The seafood industry continues to be a strong employment driver in the region, responsible for more than 50,000 direct jobs – both seasonal and permanent – in the harvesting and processing sectors. This, of course, does not include the thousands of spin-off jobs associated with the fishery and millions of additional dollars pumped back into the Eastern Canadian economy.
While the fishing industry is producing literally billions of dollars in product each year, it is not without its challenges. In fact, few industries in Eastern Canada, if any, have faced the adversity the fishery has over the decades – including dwindling stocks, quota cuts, labor shortages, constant conflicts with the federal government and building competition from outside Canada. Those catching and producing seafood in this region have seen and experienced it all – but have always persevered.
Northern Cod Stocks
The biggest story coming out of the Eastern Canadian fishery as of late involves groundfish stocks – cod in particular.
In 1992 the Federal Government of Canada declared a moratorium on the Northern Cod fishery, which for hundreds of years had largely shaped the lives and communities of Canada’s Eastern coast. After it was discovered in the late 1980s that the Northern cod biomass had fallen to one per cent of its historical levels, the fishery was essentially shut down, ending the region’s 500-year dependence on Northern cod.
But cod is making a comeback.
A 2015 study into the state of Northern cod stocks off Newfoundland and Labrador confirmed a dramatic recovery for a species that became virtually commercially extinct in the 1990s — a confirmation that commercial fishermen have been documenting and commenting on for several years.
The study, co-authored by well-known and respected fisheries scientist George Rose, reported that the cod biomass has increased from tens of thousands of tonnes to more than 200,000 metric tonnes within the last decade and shows signs of continued growth. In fact, Canada’s federal Department of Fisheries and Oceans (DFO) recently reported that according to its research, the spawning stock biomass was actually in the range of 300,000 metric tonnes.
The news of the groundfish recovery has been met with optimism— so much so that DFO just announced in August of this year, the first expanded commercial Northern cod fishery in decades.
Another bright spot for the Eastern Canadian fishing industry is the Comprehensive Economic and Trade Agreement (CETA) between Canada and the European Union. Once ratified in 2017, this free trade agreement will lead to the dropping of the punishing tariffs now applied to Canadian seafood exported to the member states of the EU. Not only will this agreement increase the profitability of Eastern Canadian seafood companies now shipping product overseas, but will open up a vast array of new, hungry markets, with an appetite for fresh, top quality Canadian seafood.
Shipbuilding Resurgence
When any industry is doing well and its participants are prospering, that good fortune has a tendency to spill over to related spin-off and supply companies – and the Eastern Canadian fishing industry is no exception.
One area that has seen a renewed revitalization in recent years is the region’s shipbuilding industry.
Many Eastern Canadian yards, that a decade ago were either shuttered or only producing a few vessels per year, have sprung back to life and are now at capacity – with many booked up to three-four years. New fishing vessels are in demand in Eastern Canada more than ever and the region’s naval architects and builders are just trying to keep up.
Rick Young is witnessing this growth and resurgence in shipbuilding first hand. Young is a Director and Owner of TriNav Marine Design and Marine Services International – two St. John’s, Newfoundland-based companies that design and provide in-depth technical assistance to the Eastern Canada shipbuilding and marine sectors.
“There was considerable vessel construction activity in Newfoundland and Labrador from 1995 to about 2005, mostly related to changes in the industry from harvesting groundfish to harvesting shellfish. Nova Scotia and the other Eastern Canadian provinces have seen a steady growth in vessel construction in the past five years or so due to strong market prices for lobster and also because much of the fleet was getting old and required replacement,” Young said.
He noted that fishermen have lobbied hard over the years and have been successful to have DFO change many of their vessel size restrictions.
“This has allowed fishermen to construct larger and safer vessels that can travel further offshore for longer periods of time, while increasing quality with such features as live wells and refrigerated sea water tanks.”
Now with the potential for a renewed groundfish fishery in the near future and continued strong prices for shellfish, fishermen are willing to invest further in newer and multi-purpose vessels, Young added.
“This will allow them to be more diversified, have a longer fishing season and be more profitable. Fishermen it seems, always find a way to adapt to the changes in the industry and persevere. We will be there with them side-by-side to help make this happen.”
The optimism expressed by industry leaders, such as Rick Young, seems to be contagious throughout the Eastern Canadian fishery.
After years of uncertainty, combined with the constant nattering of the naysayers mumbling about how the fishery will soon be no more, the industry is on the upswing – driven by positive factors that could help this still valuable business turn the corner and further increase in value.
Just as sure as the strong Northeast winds will continue to buffet the shores each year, those prosecuting the seafood industry in Eastern Canada will stand by their resolve and continue to produce the products that continue to drive the growth and evolution of this critically important, multi-billion dollar machine called the fishery.
ABOUT THE AUTHOR
Kerry Hann is the Managing Editor of The Navigator Magazine, the largest publication covering the marine and fishing industries in Eastern Canada. Hann, based in St. John’s, Newfoundland and Labrador, has been covering the North Atlantic fishery and other natural resources-based issues in various capacities for nearly 25 years.
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.
Just 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.
