bay shipbuilding

Shipyards: Rethink, Reposition & Reinvest

Oil and gas E&P generates billions of dollars worth of business annually for shipyards in the form of newbuilds, conversions, and ongoing repairs and maintenance. With the downturn in oil, however, much of that business has dried up and forced shipyards that depend on the oil patch to rethink their strategy. Many are repositioning themselves to pursue other markets or are undertaking capital investments in their facilities to be more efficient and competitive.

There’s no better example than VARD Holdings, one of the world’s largest shipbuilding groups, whose portfolio is heavily focused on offshore oil and gas. Amid losses of NOK1.29 billion (about $148 million) VARD said last month it would preserve its core expertise and skilled employee base and use its existing shipyard capacity until an eventual recovery in its core market. Among the areas it was pursuing were the offshore wind and aquaculture markets. It will also work more closely with its major shareholder, Fincantieri, to support the cruise vessel and offshore patrol vessel sectors.

NORTH AMERICAN SHIPYARDS INVEST, DIVERSIFY
While operators in the Gulf of Mexico have cold stacked many of their vessels, Galliano, LA-based Edison Chouest Offshore, one of the world’s largest offshore support vessels operators, announced last month that it would invest $68 million in opening a new shipyard in the Port of Gulfport, MS. The shipyard, called TopShip, LLC, will operate at the former Huntington Ingalls Composite Facility, which was acquired by the Port of Gulf Port last March.

The new yard was made possible through an incentive package from the Mississippi Development Authority that would help bring TopShip to the port and create over 1,000 jobs, according to Jonathan Daniels, Executive Director and CEO of the Mississippi State Port Authority—the job creation would prove a significant boost to the local economy.

Lawmakers approved an $11 million package through the Mississippi Major Economic Impact Authority—with $10 million going to discretionary funds and $1 million allocated for workforce training. Additionally, the Port has said it would provide $25 million in Katrina-CDBG funds for infrastructure improvements.

ECO already operates shipyards in the U.S. and one in Brazil: North American Shipbuilding, Larose, LA, LaShip, Houma, LA, Tampa Ship, Tampa FL, Navship in Brazil, and Gulf Ship which is also in Gulfport. Most of ECO’s fleet has been constructed at one of its yards.

Having been born in Mississippi, Gary Chouest, ECO President and CEO expressed his gratitude towards the state for the opportunity to provide quality service to its customers, and help the community thrive.

“We are indeed excited about the opportunities to grow TopShip in a business friendly state, one where we can reach out into the community to recruit various skill sets, developing a quality workforce that will allow TopShip not only to compete locally, but also globally,” said Chouest. “With the help of the state of Mississippi, we will modify our TopShip facility to become one of the safest and most efficient shipyards in the nation, building Chouest pride for our employees.”

Mississippi’s VT Halter Marine, too, has seen how investing in its facilities can help business. Over the last 10 years, VT Halter has invested over $100 million to upgrade its three facilities in Mississippi. This includes expanding beyond the newbuild business with a $13 million investment in a new drydock and repair facility back in 2015, the addition of a blast and paint facility; and the purchase of a 76,000 ft2 climate-controlled warehouse.

The investments have not only allowed growth into the repair business, but also made VT Halter Marine more efficient in its newbuild projects, enabling it to meet the growing demands of the increasingly popular Articulated Tug and Barge (ATB) market. Most recently, VT Halter completed the second of two 250,000 bbl ATB units for Bouchard Transportation (see this month’s CEO Spotlight); and currently is preparing the delivery of the second of two 130 ft, 6,000 hp ABS class ocean towing ATB tugs for Bouchard.

VT Halter Marine is also currently building two 2,400 TEU LNG-powered combination ConRo ships for Crowley Maritime Corporation’s liner services group. El Coquí and Taíno will operate in the Jones Act trade between Florida and Puerto Rico and will offer a 38% reduction in CO2 emissions per container. The ships will be delivered by VT Halter Marine in 2017.

Another yard that has benefited from the use of Liquefied Natural Gas (LNG) as a marine fuel is Conrad Industries. The last few years has seen Conrad Industries, Inc., Morgan City, LA shifting its business approach and diversifying its portfolio—among the shipbuilder’s offerings, it builds tugs, ferries, ocean tank barges, liftboats and specialty barges. In 2015 the yard’s orderbook received a much-needed boost with new construction contracts, including the history-making construction of the first LNG bunker barge for the North American market.

Currently under construction at Conrad’s Orange Shipyard, Orange, TX, the 2,200 m3 capacity bunker barge is being built for WesPac Midstream LLC. Designed by Bristol Harbor Group, Inc., Bristol, RI, and built to ABS class, the barge when delivered later this year will serve TOTE’s Marlin class containerships—Isla Bella and Perla del Caribe, both built at General Dynamics NASSCO. Those LNG-fueled ships are already operating in the Jacksonville to Puerto Rico trade.

It was also certified by GTT to construct the special LNG containment system on the LNG transport bunker barge.

Conrad AI 03 deepwater south medThe shipbuilder has also broadened its offerings further with the expansion of its Deepwater South facility in Amelia, LA. The 52-acre site has enabled Conrad to build large articulated barge units. Currently there are eight tank barges under construction at Deepwater South—ranging from 55,000 bbl to 83,000 bbl capacity.

Conrad says that Deepwater South will undergo a wide range of improvements this year including the addition of a new fabrication and assembly building—which will allow for the uninterrupted construction of hull modules year round; and a new Panel Line Building—expected to begin operations this April. The Panel Line Building will be equipped with an automated welding system, a stiffener fitting gantry to automate the fit-up of stiffeners on the panels, and an 8-headed automated stiffener welder—allowing for the shipyard to process 350 tons of steel per week.

THREE NEW FAB BAYS
C&C Marine and Repair, Belle Chasse, LA, is focusing on increasing efficiencies to maintain its competitive advantage. The yard recently added three new fabrication bays giving C & C an additional 115,000 ft2 for the construction of boats and barges; and a fabrication area of 230,000 ft2.  

Over the next few months, the yard plans to order two additional transporters (it currently has two capable of moving 600 tons) with a capacity of 830 tons, bringing the total capacity of its transporters to 1,430 tons. This, says New Construction Manager Matthew J. Dobson, will create new opportunities for the yard, and enable C & C to begin taking orders for the fabrication of new 30,000-barrel barges and allow it to transport larger vessels to land for repair projects and paint jobs.

The yard currently has 29 new construction vessels under contract including three 6,600 hp towboats, one 280 ft PSV, one 270 ft cutter head barge, sixteen tank barges and eight deck barges of various sizes.

EXPANDING INTO LARGER VESSELS
Back in 2014, Metal Shark Boats, Jeanerette, LA, was already a successful builder of aluminum vessels, but it had its sights on the construction of vessels up to 90 ft in length and larger, as well as expansion of its portfolio to include steel. It also signed a technology agreement with Damen that would allow it to build offshore patrol boats up to 165 ft in length.

With the development of the new shipyard in Franklin, LA, Metal Shark, now employs 230 workers between its boat yards, and is among the busiest boatbuilders in the U.S., currently producing a number of 38 ft, 45 ft and 55 ft Defiant class vessels and constructing large orders for the U.S. Coast Guard, U.S. Navy and multiple agencies across the U.S. It also delivered a sophisticated 75 ft multiple purpose port security fire boat to the Port of South Louisiana.

EYE ON THE CARIBBEAN MARKET
For St. Johns Ship Building, diversification of its portfolio and the markets it reaches will propel its next evolution. The small shipyard, which has been under private ownership since 2006, recently delivered the first Elizabeth Anne class of towing vessels to the Vane Brothers Company. The tug is the first in a series of eight the Palatka, FL-based yard is building for the operator. At press time the second vessel was in the water and the third was about to be launched.

St. Johns Ship Building’s yard sits along the St. Johns River—giving it the unique advantage of being on the East Coast with access to both the Gulf of Mexico and the Caribbean—and its because of its location St. Johns has been able to produce such a diverse portfolio. From OSVs to tugs (a new market for the builder), to coast guard vessels and cargo ships, St. Johns’ 100 acre facility and its 150 employees are at the ready to take on any project.

St. Johns Ship Building President Steven Ganoe says that because the yard doesn’t solely rely on the oil and gas market it has been able to keep business steady during the downturn in the oil and gas market.

Ganoe says the shipyard is keeping tabs on the Caribbean market to see how it develops in the wake of the easing of restrictions on Cuba travel—and determine how St. Johns can help meet any growing demand in that specific market. In the meantime, the shipbuilder continues to make improvements to its facility—having recently added an 18,000 ft2 assembly shop and a Messer CNC 80 ft table to help make production more efficient.

REBORN AS WORLD MARINE
Earlier this year it was announced that World Marine LLC—owned by the Teachers’ Retirement System of Alabama and the Employees’ Retirement System of Alabama—had bought all of Signal International’s assets including its full service and heavy fabrication facilities in Mobile, AL and Pascagoula, MS.

According to the Chapter 11 plan of liquidation, World Marine is seeking to become a leader in the ship repair and ship construction market.

World Marine assures that its experienced team—led by Dick Marler—can handle all types of vessels, but the company will place a high focus on new construction, and the repair and conversion of ocean going vessels and offshore drilling rigs—serving the energy, government and commercial marine markets.

World Marine’s construction and repair facilities include three drydocks—a 22,000-ton Panamax class, a 4,200-ton, and a 20,000 MT heavy lift. The company says its future plans include pursuing the emerging LNG market for the construction of bunker barges and transfer vessels.

NEW DRYDOCK AT COLONNA’S
A decade after the American Civil War ended, Colonna’s Shipyard was founded by Charles J. Colonna. Now, 140 years later, the yard continues to operate and develop with the times.

The shipyard currently occupies over 100 acres of land in the Berkley section of Norfolk, VA, and has water access to over 3,000 ft of vessel berthing space and a lift capacity to accommodate vessels up to 850 long.

Colonna’s is also home to the largest Travel lift in the U.S.—with a capacity of 1,000 metric tons.

As part of its future improvement plans, Colonna’s expects to purchase an additional 25 acres across the street from its main entrance, and add a new floating dry dock.

A few months ago, the Governor of Virginia, Terry McAuliffe, announced that the yard would undergo a significant expansion, with Colonna’s investing over $30 million to expand its operations in the City of Norfolk. The expansion would include a new larger drydock, dredging and improvement work to the channel and bulkhead work, and the creation of 51 jobs to the area.

The new floating drydock, which will be named the Charles J., will have a lifting capacity of 11,500 metric tons, an overall length of 595 ft and an inside width of 108 ft. The Charles J. is expected to be fully operational in early 2017 and will accommodate a variety of vessel types including ferries, tugs, barges, containerships, OSVs and several type of government vessels.

Colonna’s CEO Tom Godfrey, said the capital investments would “allow Colonna’s to continue to provide quality services to both commercial and government customers throughout the region.”

detyensNEW DRYDOCKS, AT BAE, DETYENS, BAY SHIPBUILDING
Meanwhile, South Carolina-based Detyens Shipyards recently took delivery of its new floating drydock. Built by Corn Island Shipyard, Grandview, IN, the 400 ft x 108 ft drydock will enable the yard to provide a more cost-effective service to smaller tonnage vessels.  

According to Detyens, in the past, smaller vessels would have to piggy back in the yard’s larger graving dock—now with the addition of the smaller dock, it can provide drydock services to vessels up to 11,000 DWT.  The new dock sits along the yard’s F Pier, which recently underwent upgrades that included the addition of shipyard services, additional lighting, and dredging of 30 ft.

On the U.S. West Coast, BAE Systems is investing $100 million to build and install a second, larger drydock at its San Diego shipyard. Currently under construction in China, the 950 ft drydock will have a lifting capacity of 55,000 long tons and is expected to support the expansion of the Navy ships homeported in San Diego, which are expected to increase by 20 from 60 to 80 by 2020, according to BAE’s Director of Communications, Karl Johnson. BAE Systems is among the leading providers of maintenance and modernization services of the U.S. Navy.

Portland, OR, Vigor Industrial has been aggressively growing its business through the acquisition and merger with several other regional shipyards, including Kvichak Marine Industries, Seattle, WA.

In 2014, Vigor’s Portland yard began operating its new $50 million drydock, the Vigorous. It has been consistently booked since, supporting hundreds of jobs and attracting work that could not have previously be performed in the region, according to Vigor’s Athena Maris.

VIGOROUSInspiration 01 30 16 042Vigorous, with a lifting capacity of 80,000 long tons, is 960 ft long with an inside width of 186 ft and has taken on several repair work projects including the repair work on cruise vessels, and most recently, this past summer, on repair the hull of the multipurpose icebreaker on charter for Shell, the MSV Fennica.

The addition of Vigorous at the Portland yard, enabled Vigor to also reinvest in some of its existing assets. Specifically, Vigor was able to upgrade and transfer one of Portland’s drydocks to its Seattle facility. In Seattle, the drydock Vigilant will be used to perform repair work on the recently awarded Structural Enhancement Drydock Availability (SEDA) Projects. There, the U.S. Coast Guard cutters Bertholf and Waesche will both undergo significant structural enhancement work, system upgrades and maintenance.

Beyond that Vigor is placing capital investments efforts on its environmental stewardship—this includes working on a comprehensive storm water management system at its Portland facility and a shallow-water estuary to help increase the survival of young salmon and steelhead trout on their way to the ocean at its Seattle facility.

louisiana slide moranFBOn the Great Lakes, Fincantieri Bay Shipbuilding (FBS) parent, Fincantieri Marine Group (FMG), has invested more than $33 million in capital improvements to increase manufacturing capabilities at its facility in Sturgeon Bay, WI. FMG is currently in negotiations to acquire additional property adjacent to the shipyard to further expand its serial production capabilities.

FBS has completed its new Pipe/Outfitting Building & New Welding Center and added a new floating dry dock that has a total lift capacity of 7,000 long tons. The versatile dry dock can be sectioned off, with a 216 ft section and a 432 ft section.

It has completed the expansion of its Fabrication Building and has added a new Beveling Plasma Burning Machine, 200-ton Yard Transporter, IMG Micro Panel Line, and 1000-ton CNC Press.

Back in 2012, FBS added a 45 ft x 47 ft “megadoor” to the south end of its Fabrication Building 311 to allow larger vessels to be built indoors and moved outside for launching and a Manitowoc 300-ton capacity Model 2250 Crawler Crane.

FBS employs 600 to 800 full-time shipyard professionals and expands its workforce to 1,100 to 1,200 using temporary and contract workers during the Winter Fleet repair season.

FBS currently has under construction six tugs and seven barges of ATB design. Accompanying photo shows the ATB tug Barbara Carol Ann Moran and the ocean tank barge Louisiana at the shipyard.  As we reported back on February 22, the shipyard has 14 vessels undergoing a wide range of repairs and repowerings for the Great Lakes Winter Fleet.

SAN DIEGO BOATBUILDER GETS BIGGER, GREENER
Vigor, however, isn’t the only shipbuilder looking to help the environment. San Diego based Marine Group Boat Works will soon break ground on a $1.5 million green initiative that will see the yard install a solar panel system compliant with the state of California’s Solar Initiatives.

The addition of solar power comes during one of the company’s most exciting periods, says Marine Group Boat Works’ (MGBW) Leah Yam. MGBW, which has two yards in San Diego and one in San Jose del Cabo, Mexico, recently completed a $2.5 million renovation to its deepwater floating docks system, and will install the final set of docks this spring—making it fully ready for in-water repairs on vessels up to 420 ft in length.

Among MGBW’s most recent repair and retrofit projects is the $19 million refurbishment of the Golden Gate ferry M.S. San Francisco and the conversion of two high-speed aluminum Sub Chapter K San Francisco ferries for the Water Emergency Transportations Authority.

Beyond its repair business, MGBW is also making a dent in the new construction market. Since launching its new construction division in 2008, the shipyard has increased its employee numbers by about 195%, employing 185 workers. Currently, MGBW has five 60 ft aluminum dive boats under construction for the U.S. Navy—the contract calls for the construction of 16; and most recently delivered the first in a series of steel workboats to Japan—two additional boats are on their way, and twelve are on the production schedule, says Yam.

CANADIAN YARDS INVEST FOR NSPS
The end of 2014 saw the completion of Seaspan’s Shipyard Modernization project. Funded entirely by the shipyard, the $155 million project helped transform Seaspan’s Vancouver Shipyards into one of the most modern yards in Canada.

SEASPAN170 15 008The two-year project included the addition of four new fabrication buildings—housing a sub assembly shop; panel shop with panel line; block assembly shop; pre-outfitting shop; paint and blast shop; and Canada’s largest (300 tonne) permanent gantry crane.

The expansion was integral to meeting the newbuild project requirements for the Canadian Coast Guard and the Royal Canadian Navy.

Vancouver Shipyards is currently building the first Offshore Fisheries Science Vessel (OFSV) under the National Shipbuilding Procurement Strategy (NSPS) for the Canadian Coast Guard. The 208 ft x 52.5 ft OFSV will help support scientific and ecosystem research critical to the economic viability and health of the region’s marine environment. At press time, 30 of the 37 blocks of the OFSV were under construction.

Seaspan also invested an additional $15 million at its Victoria Shipyards, upgrading its facilities with the addition of a new operation center that, according to Seaspan, would help support testing, trails and commissioning new federal vessels.

At press time, there were nine vessels undergoing refits and drydock work at one of Seaspan’s yards—including the 94 ft Canadian Coast Guard vessel Siyay with is undergoing a nine-month midlife modernization refit.

Keeping the future in mind, Seaspan is also investing in its workforce. Seaspan employs 1,500 employees across its three shipyards—Vancouver Shipyards, Vancouver Drydock, and Victoria Shipyards.

In 2015, the shipbuilder received a Canada Jobs Grant to develop e-learning tools for its expanding workforce—the goal of the funding was/is to help ensure workers have a common understanding of the shipbuilding processes, practices, and protocols.

Seaspan also recently announced that it plans to invest $2 million over the next seven years to help support teaching and research in the University of British Columbia’s naval architecture and marine engineering programs.

At Irving Shipbuilding, Halifax, NS, Canada, the company’s $330 million capital investment plan is already paying dividends. Last September, it marked the start of production of the HMCS Harry DeWolf, the first Arctic Offshore Patrol ship (AOPS) for Canada.

The ship is the first of up to 21 vessels that will renew Canada’s combatant fleet over the next 30 years under the NSPS.  Irving Shipbuilding has built more than 80% of Canada’s current combatant ships. 

Current direct employment at Marine Fabricators in Dartmouth and the Halifax Shipyard is about 900. Over the next two years, the workforce at both sites is expected to rise to 1,600, with over 1000 directly employed on AOPS production.  In addition, total employment at Irving Shipbuilding (all operations) is forecasted to rise to over 2,500 direct employees at peak production of the larger Canadian Surface Combatant vessels that will replace Canada’s current fleet of Halifax Class frigates. 

To date, the modernization at Irving Shipbuilding and the AOPS contract have resulted in over $1 billion in spending commitments. 

Meanwhile, one of the oldest shipyards in North America, Chantier Davie Canada Inc., Levis, Quebec, has taken its first steps in the Resolve-Class Auxiliary Oiler Replenishment ship project. The project involves the conversion of a containership into an Auxiliary Oiler Replenishment Ship that will be delivered to the Canadian Royal Navy in 2017.

It also recently completed the refit of four of Canada’s heaviest icebreakers, as well as a bulk carrier and is a pioneer in the construction of LNG-fueled ferries.

  • News

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.