american ship review pm141 asr10

Issue #141

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American Ship Review 2010-20112

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American Ship Review 2010-2011 3

ContentsAnnual 2010-2011

Issue #141

Cover: American Ship Review’s Ship of the Year: Ross Candies, Otto CandiesLLC’s new 309-foot IMR, at Port Fourchon, La. Brian Gauvin photo. Vessel pro-file, Page 12.

SHIPREVIEWAmerican

2010-2011

60

12

28

18

24

43

OutlookThe State of ShipbuildingLooking beyond the blowout . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

American Ship Review’s Ship of the YearRoss CandiesA new force in the Gulf . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Featured vesselsMichael G. McCallOnce again, waterjets power new Seacor series . . . . . . . . . . . . 18

IndependenceFall foliage and coastal cruising . . . . . . . . . . . . . . . . . . . . . . . . . 24

Burrard Pacific BreezeUpdating a favorite ferry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Three Forty ThreeNew York City gets world-class fireboat . . . . . . . . . . . . . . . . . . 32

ChetzemokaWSF hits fast-forward for new ferry program . . . . . . . . . . . . . . 38

CakewalkAmerican-built, American-owned yacht is a throwback to thedays of J.P. Morgan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

RoundupsSupply BoatsWhen the current production runs finish, will new orders comein to replace them? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

Crew BoatsEvery wave has a trough, and this is a deep one . . . . . . . . . . . 52

FerriesAlaska-class ferries are the next big prize . . . . . . . . . . . . . . . . . 56

Pilots, Fire, PatrolHigh-profile boats making a big splash in a robust sector . . . 60

ASR RegisterTop 50 index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64

4

America needs oil. So what-ever the short-termimpact of the Deepwater

Horizon blowout, offshore drillingwill continue, most likely withregulatory changes as sweepingas those brought about by OPA90 after Exxon Valdez.

Builders of rigs and supportvessels stand to benefit fromtighter controls, particularly ifbuild-American provisions areextended to deepwater drilling.“If you don’t want to pop a holein a pipeline, build it to the high-est standards,” said Matt Paxton,president of the ShipbuildersCouncil of America.

But the question for shipyardsis how quickly these regulations

will take effect and how to sur-vive in the meantime. No onelikes to build when the rules areup in the air, so the most likelyscenario for the next 18 months

is a dearth of orders while theregulators, the industry, thepoliticians and the inevitablearmy of consultants try to figureout what the new standardsshould be.

This year has already seencompanies such as SkipperLinerforced to shutter their doors.Yards from Aker Philadelphia toBurger Boat Co. have announcedlayoffs, and NorthropGrumman’s Avondale, La., yardfaces an uncertain future. In thenear term, it’s hard to see thistrend being reversed.

If there’s a bright spot, it’s inthe continuing evolution ofNavy shipbuilding toward ves-sels that mid-tier yards as well aslarge yards can build, a trend rec-ognized this summer by RearAdm. Bill Landay, then in chargeof surface ship programs.

“By the end of fiscal year2015, two-thirds of the ships …will be able to be built in eithera Tier-I or Tier-II yard,” Landaysaid in a speech reported byInsideDefense.com.

Some examples: By the endof the year, the Navy is expect-ed to pick a design for the next10 Littoral Combat Ships(LCS). And Austal USA hasalready laid the keel for the firstJoint High Speed Vessel, part ofan initial 10-ship program forthe Army and the Navy that theyard says could be worth morethan $1.6 billion.

The State of Shipbuilding

Delivered byAker

PhiladelphiaShipyard and

converted to ashuttle tanker

by DetyensShipyards inCharleston,

S.C., OverseasCascade

(above) wasbrought in byBP after theGulf blowout

as tanker sup-port for ves-

sels taking oilfrom the

scene.

Looking beyond the blowoutby Peter Meredith

Courtesy Aker Philadelphia S

hipyard

5

Above, RossCandies, OttoCandies’ new309-foot IMR,went into ser-vice just amonth afterthe DeepwaterHorizonblowout. Thevessel, profiledon Page 12, isAmerican ShipReview’s Shipof the Year.Below, USNSCharles Drew,the 10th ves-sel in Nassco’sT-AKE class ofunderwayreplenishmentvessels, clearsPoint Loma atthe entranceto San DiegoBay during seatrials.

ing supply ships — a key con-cern in areas where port facilitiesare stretched or nonexistent (theHaitian relief operation wouldhave been a perfect example).

The Navy expects the firstship to be delivered in fiscal2013. The design is based on theAlaska-class tankers that Nasscobuilt for BP, and the work is awelcome boost for the yard.Despite a contract for T-AKE at-sea replenishment vessels for theMilitary Sealift Command thatstill has four ships to go, the SanDiego shipbuilder shed 290 jobsin July.

Nassco is also one of 10 yardsidentified by the Coast Guard asshowing interest in buildingOffshore Patrol Cutters. The listincludes two more Big Six yards,Bath Iron Works and NorthropGrumman’s facility inPascagoula, Miss.

But the future of Northrop’swhole shipbuilding division is indoubt as the parent corporationredefines its objectives. Thecompany says shipbuilding“lacks synergy” with the otherparts of its business; speaking atan industrial conference at theend of August, Northrop’s newCEO, Wes Bush, explained that

Throw in U.S. Coast Guardwork — Bollinger Shipyardsexpects to deliver the first of along line of 154-foot Sentinel-class Fast Response Cutters nextfall, and an award is expectednext year for Offshore PatrolCutters — and in a marketwhere new commercial contractsare virtually non-existent, gov-ernment work, for all its red tape,is looking good.

Even Foreign Military Saleswork is strong right now (table,Page 6). One company, WestportShipyard in Washington state,has developed two vessels onspec with an eyeto this market, a141-foot cutterand a 50-footpatrol boat. Thebig prize in thisarea is VT HalterMarine’s $807 mil-lion contract forfour fast missile craft for theEgyptian Navy, but on a cau-tionary note, Halter had beenchasing this deal for more than adecade before it started con-struction in April.

The largest commercial ves-sels currently under constructionare the last few double-hulledJones Act product carriers beingbuilt as a result of OPA 90. Thefate of the three unfinished49,000-dwt carriers ordered byShell from what was thenAtlantic Marine is uncertain; a

NewJerseyshipbro-ker islooking

for customers. General DynamicsNassco is about to deliver its lastproduct carrier in a series of five,and Aker is struggling to survive,with just two vessels still underconstruction out of 12 ordered forOverseas Shipholding Group.“Aker Philadelphia Shipyard hasbeen unable to secure any neworders,” the company told itsshareholders in August.

When Evergreen State sailsaway from Nassco, the nation’sTier-I yards will be left with nocommercial newbuilds. Some canturn to repair work, of course,but otherwise their future lies atthe mercy of the Navy at a timewhen Defense Secretary RobertGates plans to cut the defensebudget, projected to top $700billion next year.

Among these yards, Nasscowill benefit immediately from a$115 million award to design andbuy long-lead items for the firstof three vessels in the Navy’snew Mobile Landing Platformprogram, which will create off-shore transfer points for offload-

Bria

n G

auvi

n

Courtesy G

eneral Dynam

ics Nassco


Taking the U.S.Navy into the

future: at right,Austal’s first lit-

toral combatship, USS

Independence, oncommissioningday in Mobile,

Ala. Below, USSNew Mexico, the6th Virginia-classsubmarine, deliv-ered four monthsahead of sched-ule by Northrop

Grumman’s yardin NewportNews, Va.

Northrop’s Pascagoula yard is also lay-ing off workers. It is uncertain whetherNorthrop will keep its yards, sell themor spin them off; one logical movewould be for BAE Systems, whichcompleted its $352 million acquisitionof Atlantic Marine’s yards in Florida,Mississippi and Alabama in July, to bidfor Pascagoula.

Because BAE is foreign-owned,such an acquisition would raise eye-brows, particularly regarding Navywork. It would be another step in theincreasing glob-alization ofthe U.S.shipbuildingindustry, whichhas seen recentincursions frommultinationalsbased inSingapore (VTSystems),Norway (Aker),Australia(Austal) andItaly(Fincantieri).

Paxton, oftheShipbuildersCouncil, thinkssuch invest-ment is

inevitable — especially since U.S.companies such as Raytheon haveinvested heavily overseas. “I see it ashealthy in terms of the global econo-my,” he said. “It’s an economic driver.”

The Tier-I yards that build largecombatants — Northrop and its maincompetitor, General Dynamics,which owns Bath Iron Works andElectric Boat as well as Nassco —may come under increasing pressureas the Pentagon looks to save money.“Fiscal 2011 is a stable year, fiscal2012 is uncertain,” said CynthiaBrown, president of the AmericanShipbuilding Association.

One bright spot is the decision torestart the Arleigh Burke-classdestroyer program at Bath IronWorks, with nine ships expected inthe latest series. It’s worth remem-bering that behind every shipyardcontract is a vast network of suppli-ers: GM just announced an order forLM2500 gas turbines for the firstthree of these ships.

A series of Navy contracts also offerhope for Tier-I and Tier-II shipyardsbeyond aircraft carriers and submarines,which can only be built in a couple oflocations. The Navy is advancing plansto replace its single-hulled fleet oilers,and Nassco and Aker both have suitablecommercial tanker designs. Further out

in the last four or five years theNavy’s practice has been to acquireship hulls separately from theweapons systems, the electronic sys-tems and the information systems,making it impossible for the companyto sell a complete package.

With about 5,000 workers,Avondale is the most visible shipyardcasualty so far in the current economicrecession, although the state ofLouisiana is trying to find a buyer;

The state of U.S. shipbuilding

Current Foreign Military Sales Contracts

According to the U.S. Navy, it currently has about $2.3 billionworth of work through its program that helps foreign nationsacquire boats, including contracts with 16 different builders. TheU.S. Coast Guard has a similar program. This table listsannounced contracts, but excludes boats under 40 feet and repairwork, such as a $30 million contract with BAE Systems in Mobile,Ala., to refurbish a retired fleet oiler for Chile.

* Subcontractor: Gulf Island Marine Fabricators, Houma, LA**total for 23 boats only

Yard Nation Vessel(s) Size Value

Bollinger Shipyards, Lockport, LA Yemen (2) Coastal patrol boats 87’ $28.2m

Riverhawk Fast Sea Frames*, Savannah, GA Iraq (2) Offshore support vessels 197’ $70.1m

SAFE Boats International, Port Orchard, WA Chile (30) Response boats 44’ $18.5m**

Swiftships, Morgan City, LA Egypt (2) Fast patrol craft 85’ $13.4m

Swiftships, Morgan City, LA Iraq (9) Patrol boats (option for 6 more) 115’ $181m

Textron Marine, New Orleans, LA Mexico (6) Motor lifeboats 47’ $24m

Thoma-Sea Shipyards, Lockport, LA Oman (1) Hydrographic survey vessel 96’ $7.3m

United States Marine, Gulfport, MS Kuwait (10) Patrol boats 82’ $61.6m

VT Halter Marine, Pascagoula, MS Egypt (4) Fast missile craft 210’ $807m

Courtesy N

orthrop Grum

man S

hipbuilding

Courtesy U

.S. N

avy



8

are sub tenders, tugs, salvage ships andsurveillance vessels.

A number of minor contracts havebeen awarded recently, such as $1.5million each to Marinette Marine andDakota Creek Industries for designwork on oceanographic research ships.Boats under 150 feet, in fact, are keep-ing several smaller yards busy. MarineGroup Boat Works in Chula Vista,Calif., for example, delivered the firstof three 114-foot range training sup-port craft this summer, part of a $30million contract.

Marinette in Wisconsin andKvichak Marine Industries in Seattleadded more orders for 45-foot responseboats for the Coast Guard, a programthat is occupying an entire Kvichakfacility in Kent, Wash.

Marinette also contracted to build a250-foot research vessel for theUniversity of Alaska for $123 million.The yard has a healthy order bookshould the Navy award the LCS con-tract elsewhere; it benefited from a

$73.6 million contract thanks to adecision by the National Oceanicand Atmospheric Administration(NOAA) to switch its latest OscarDyson-class fisheries survey vesselaway from Halter, which ran intoproblems this year with a 127-footSWATH vessel that NOAA com-plained was late and overweight.

Halter does have several large bargecontracts and is completing work onthe 534-foot missile range instrumen-tation ship Howard O. Lorenzen.

The Maritime Administration(MarAd) again came through with anumber of small shipyard grants in2010, a program enthusiasticallysupported by the ShipbuildersCouncil. “The value of the programis the way it was structured,” saidthe SCA’s Paxton. “It isn’t justabout expansion; the grant has toincrease the efficiency and capabili-ties of a yard.” A 2008 MarAd granthelped Colonna’s Shipyard inNorfolk, Va., install a 1,000-metric-

ton Marine Travelift this year withthe world’s largest mobile hoist.

As for other commercial opportuni-ties, some perennial questions remain.Every year the U.S.-flag Jones Actcontainer fleet gets older and older;every year there’s talk of recapitalizingit, but the money isn’t there. TheObama administration supports twopriorities of interest to shipbuilders,making the Marine Highway System areality (Aker, for one, is eager to buildnew feeder ships for it) and increasingthe amount of energy generated bywind power.

Transportation Secretary RayLaHood did agree in August to add

Cou

rtes

y Au

stal

US

A


$7 million to the marine highwaysprogram, but it is a long way fromgenerating orders.

And yards would love to buildsupport vessels for offshore windturbines. While the U.S. market hasnot yet developed, companies suchas Semco are turning out monsterlift boats that are working for windfarms overseas.

Beyond that, yards from Seattle toFlorida report little interest in newcommercial work, and the rippleeffect is spreading to suppliers; hitby both the economic slowdown andthe Deepwater Horizon blowout,Delta Steel in Houma, La., which

supplied shipyards and local fabrica-tion shops, closed its doors in July.

And Peter Duclos, who has steeredGladding-Hearn Shipbuilding inSomerset, Mass., through ups and downsby knowing his market and sticking towhat his yard does best — pilot boats,ferries, government contracts and theoccasional tugboat — sounds a caution-ary note about not getting carried awayby buyers who are just kicking the tires.

“I did see a few projects comealong that quite frankly really stink,”he said. “If the contract’s lousy andthere’s a lot issues with it, I don’t needthat. I can’t afford to have a bad one.”

North of the borderCanada’s navy turned 100 this year. Itsships aren’t quite that old, but at 38the destroyer HMCS Iroquois will soonbe the oldest frontline warship in the

Above, Austal’s new modular manufacturingfacility will allow it to build three 300-foot-plus vessels a year. Right, John Knight, acrane rigger, signs his name to a bannerbefore the keel laying for the aircraft carrierUSS Gerald R. Ford at Newport News. C

ourt

esy

Nor

thro

p G

rum

man

Shi

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western world. “We need to cut steelon new ships,” Gen. WalterNatynczyk, Canada’s chief of defensestaff, declared in June.

The occasion was the announce-ment of a 30-year, C$35 billion ship-building strategy under which Canadaplans to sign agreements with twoyards within the next two years tobuild dozens of vessels for the navyand coast guard. Irving Shipbuilding in

Halifax, N.S. is building nine 141-footcoast guard patrol vessels for deliverythrough 2013, but contracts for com-batants, supply ships and arctic patrolvessels remain to be awarded.

The supply ship project, expectedto produce two or three ships similarto the U.S. Navy’s T-AKE-class ves-sels, is a particular plum.

Among Canada’s larger yards,Irving is also building an offshore

supply vessel for Atlantic Towing. Onthe West Coast, Washington MarineGroup formed a partnership withThales Canada to go after the arcticpatrol vessels; and a subsidiary,Victoria Shipyards, sent the first offive 47-foot motor lifeboats for thecoast guard to sea trials this summer.In Quebec, Davie Yards was lookingfor yet another savior to rescue itfrom bankruptcy.

As for smaller yards, ABCOIndustries of Lunenburg, N.S., deliv-ered the second of two 61-footresearch vessels to the coast guard.CCGS Viola M. Davidson is poweredby twin Volvo D-12s with a bowthruster assist.

And with a steady stream ofdesigns from Robert Allan Ltd. inVancouver, B.C., Canada remains thego-to supplier of fireboats for U.S. cus-tomers. A.F. Theriault & Son in NovaScotia is building a boat for Massportand Hike Metal Products on LakeErie for Chicago. •

Burrard PacificBreeze (left),the newVancouverSeaBus fromVictoriaShipyards,went into ser-vice inVancouverHarbor in timefor the WinterOlympics.Vessel profile,Page 28.

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Key to thenew IMR’s ver-satility are itstwo Subsea 7ROVs, one of

which isshown atright. TheROVs are

manipulatedfrom control

rooms on theC deck. They

can installdrilling equip-

ment in waterthat is far too

deep fordivers.

No one has built moreJones Act-compliantinspection, maintenance

and repair vessels than OttoCandies LLC. Since 2007, theoffshore support company,which is based in DesAllemands, La., has put threeIMRs in service, and it hasthree more under construction.

“Typically our vessels go onlong-term contract while underconstruction or shortly afterdelivery,” said Brett Candies,the company’s traffic and salesmanager. “Our original IMR,Chloe Candies, has been on con-tract since it was delivered in

2007, and our second vessel,Grant Candies, was contracted asa floating hotel for a Shell plat-form project before we had anopportunity to install any of thedeep-sea equipment.”

The industry as a whole hasbuilt several IMRs in the pasttwo years, but the others havebeen built by foreign shipyards.

“The Jones Act implicationsof our vessels being U.S.flagged are not lost on us,”Candies said. “We think themarket for such vessels is in linewith our building plans.”

The company’s third IMR,Ross Candies, was delivered this

Ross Candies: a new force in the Gulfby Larry Pearson

2010 Ship of the Year

Brian Gauvin photos


spring. As with Grant Candies, thehull, superstructure and all machin-ery were built and installed byDakota Creek Industries, ofAnacortes, Wash. — CandiesShipbuilding, the company’s ownyard in Houma, La., is very small andlacks the space to store a large num-ber of modules awaiting assembly.

Grant Candies left Dakota Creekabout a year ago for Houma for top-side installation, but before thathappened the vessel went into ser-vice on the Shell project, whereworkers were installing a produc-tion platform. Ross Candies took aslightly different route. Much ofthe deep-sea equipment, except forthe main deck-mounted 100-tonknuckle-boom crane, was installedbefore the vessel left Anacortes.

After that, Ross first went toGalveston, Texas, to install the craneand other equipment and then toBollinger Shipyards in Port Fourchon,La., where two Triton ROVs (remote-ly operated vehicles) were installed,along with the control rooms thatguide them.

“We’ll probably operate the Rossout of Fourchon,” Candies said. Thevessel’s size, width and depth restric-tions at the company’s Houma ship-yard make it unlikely Ross will gothere, he explained.

Above, Capt.Bobby Horn inthe pilothouse.Left, the viewfrom the top ofthe “heavetower” directlydown into the25-foot-by-23-foot moon pool.

14 American Ship Review 2010-2011


Ross Candies is a 309-foot vesselwith a 66-foot molded beam, a hulldepth of 28 feet and a 23-foot draft. Ithas five decks in the superstructureand three decks below the main deck.The main deck has 10,760 square feetof space to carry systems to beinstalled by the vessel, and cargo

SP

EC

IFIC

AT

ION

S

HULL� Steel monohull

PERFORMANCE� Speed: 13 knots

PROPULSION� (4) Caterpillar 3516Cs

in diesel-electric config-uration driving (4)Caterpillar 2,250-kWgenerators

� (3) Schottel tunnel bowthrusters at 910 kWeach

� (2) Schottel z-drivestern thrusters at2,500 kW each

CAPACITIES� Fuel: 435,883 gallons� Fresh water: 94,058

gallons� Ballast water: 923,288

gallons� Cargo Deck: 10,760

square feet

NAVIGATION/COMMUNICATIONS� Equipment by Radio

Holland� Kongsberg DP-2 system

COMMUNICATION� Furuno FS1503 SSB

radio� (2) Icom M504 VHFs� International Marine

sound-powered internaltelephone

� Raytheon 430 hailer/PAsystem

SPECIAL FEATURES� Huisman deep-sea

deployment andretrieval system with100-ton knuckle-boomcrane, 100-ton mast,100-ton single-drumwinch with 10,000 feetof cable

� Skidding system capa-ble of carrying 100-tonloads to center ofmoon pool

� (2) Triton 150-hp ROVs� Moon pool: 25’ x 23’� Heliport for Bell 212 or

equivalent� Hospital (C deck), cine-

ma with stadium seat-ing (main deck), confer-ence room (D deck)

� Pilothouse includesdesignated area for sur-vey group, clientspaces and semi-pri-vate ship’s office.

� Accommodation for 68people

CERTIFICATIONS� ABS: ISM certification

OWNER/ Otto Candies LLC, OPERATOR Des Allemands, LA

DIMENSIONS L: 309’ B: 66’ D: 28’DESIGNER Otto Candies

BUILDER Dakota Creek IndustriesAnacortes, WA

MISSION Oilfield inspection, maintenance, repair

CREW 12

ROSS CANDIES

precisely lower and retrieve payloadsthrough its moon pool to the sea bot-tom that may be 10,000 feet deep.”

A noticeable feature of RossCandies is its 100-ton mast, an integralpart of the vessel’s payload deliveryand retrieval system. Located on themain deck amidships on the port side,the mast takes the wire rope from the100-ton deep-sea winch and returns itto the main deck, centered over themoon pool opening. The mast is com-pensated against both active and pas-sive heaving to reduce any swingingmovement of the wire rope as itenters the moon pool.

As an example of how it works,if the vessel’s mission is to lowerand install a “tree” (a sort of a man-ifold) at a wellhead, the knuckle-boom crane can pick up the treefrom land and place it on the maindeck or have the tree placed thereby a shoreside crane.

Once the tree is in place, the cranelifts it over the 25-foot by 23-footmoon pool, and a 100-ton skiddingsystem moves over the moon pool

while the load is transferred from thecrane to the deep-sea winch.

The winch slightly raises theload and the skidding systemretracts from the moon pool, atwhich point the deep-sea winch canlower the tree through the moonpool and into the water.

One or both of the vessel’s ROVsare launched, and they are positionedto follow the tree to the sea bedwhile the ROV pilots direct and fol-low the action from a control room(one for each ROV) on the C deck.The ROVs precisely position the treeover the wellhead, and their manipu-lator arms do all of the installation ifthe work is being conducted belowthe limit of diver endurance.

The manipulator arms are outfit-ted with a variety of tools to do any-

removed from the seabed to be trans-ported to shore.

“It is a total diesel-electric boatwith four Caterpillar 3516C dieselengines driving generators for a totaloutput of 9,000 kW,” Candiesremarked. Trial speed was 13 knots.

The vessel holds 435,883 gallonsof fuel, 94,058 gallons of freshwater and almost a million gallonsof water ballast.

In all, Ross has berths for 68 peo-ple plus 12 crewmembers. The ves-sel’s captain is Bobby Horn, a veteranof 30-plus years with Candies and anexample of Candies’ policy of movingemployees up in responsibility.

A pair of Schottel 2,500-kWCombi Drives, which are basicallyhigh-power z-drives, supply propul-sion. In the bow are three 910-kWtunnel thrusters powered by largeelectric motors.

“Three bow thrusters are animportant component in our DP-2system,” Candies said. “A DP-2 sys-tem is absolutely essential on a vesselsuch as this so it can hold position to

Above, MarkKerrison, offshoremanager forSubsea 7, makes asystem check onan ROV. Left, theengine room. Thevessel has diesel-electric propulsionwith fourCaterpillar 3516Cengines.



thing a diver could do, and do itfaster — no meal breaks. Themanipulator arms are also strongerthan a human arm or hand, permit-ting an ROV to accomplish tasksdivers cannot do at any depth, suchas grasping and turning valves, pipesand other connections into the tree,digging trenches for pipelines,threading pipe and installing mat-tresses (barriers placed at the point

where pipelines may cross). Andeverything is captured on video.

The vessel can also retrieveitems on the seabed and returnthem to the main deck or offloadthem onto another ship or barge fol-lowing the installation procedure in

Above, a gener-al view of thepilothouse.Left, the fuelpump controlsand one of thetwo Schottel2,500-kWCombi Drives.


reverse. Once again, the ROVsguide the winch and hook up theloads the winch will carry to the sur-face of the water for offloading.

IMR vessels such as Ross Candiesfulfill no supply function — they donot carry transferable liquid mud, drybulk or fuel. They are, however,equipped with a large galley, loungeand accommodations. Locatedthrough the superstructure are crea-ture comforts such as a cinema, gymand hospital.

Ross Candies carries a pair ofTriton 150-hp ROVs, one port andone starboard just ahead of amid-ships. Bollinger built a special area tolaunch and recover the ROVs. TheROVs are installed in a launch-and-recovery system, or LARS, and boththe ROVs and the LARS are liftedand mounted on an A-frame devicefor launch.

Once the unit is below the sur-face, the ROV powers up and itstwin thrusters free it from the LARS

device. A cable provides the ROVwith electricity to operate thethrusters, lights, manipulator armsand other systems, and the cablepackage also transfers the videoimages to the ship.

ROVs have a wide variety of uses.They do subsea cable burial andmaintenance, salvage and recovery,pipeline construction, completionand survey, platform inspectionmaintenance and repair, suction pileinstallation and a range of drill sup-port activities.

The dynamic positioning systemis by Kongsberg. The electricalpackage, including the switch-board, power management andalarm system, is by Siemens, andHuisman supplied the heave com-pensation system. All navigationand communications equipment isby Radio Holland.

The bridge deck is very large.Besides the helm, forward, itincludes a conference room, survey

area, meeting area, ship’s office andthree one-person staterooms withoffices for clients.

Forward, just above the pilot-house, is the heliport, which willaccommodate a Bell 212, Sikorsky,Super Puma and similar craft.

As noted earlier, three moreIMRs are being built by or forCandies. In its shipyard is the 240-foot Kelly Ann Candies, a sister shipto Chloe. At Dakota Creek, CadeCandies was recently christened andwill be much like Ross Candies.

Ross Candies went into service inthe middle of the year, only a monthafter the Deepwater Horizon blowout.

“It is hard to tell what impact theoil spill and deepwater drilling con-struction moratorium will have onour fleet utilization,” Candies said.“We are continuing with our build-ing plans knowing that new andexisting wells, both deepwater andshallow water, need the servicesthese vessels can provide.” •


Asix-vessel order from SeacorMarine for 190-footcrew/supply boats is giving at

least one Louisiana builder a steadysource of work in an otherwise stop-and-go industry.

The all-aluminum vessels comingout of the yard at Gulf Craft LLC, inPatterson, are the largest, most powerfulvessels under construction, and four ofthem are powered by waterjets.

MICHAEL G. McCALL

Right, Capt.Patrick Frenchbacks up to an

oil platform southof Morgan City,La., during sea

trials. The cargodeck (below left)is 3,344 square

feet with acapacity of 350tons; belowdeck

tanks hold44,080 gallons

of water and51,840 gallons

of fuel oil.

Courtesy Gulf Craft LLC

The first boat, Alice G. McCall, wasdelivered in 2008 and was followed byPaula McCall, which joined the Seacorfleet last October. These vessels usedfive Cummins diesels with Twin Discgears and Michigan props, but the newseries, led by Michael G. McCall, usesMTU diesels, Twin Disc gears andHamilton waterjets.

Considerable fanfare accompaniedthe new boat’s christening May 14. Thevessel was named for Michael Gellert,who has retired from the board ofSeacor Holdings, Inc.

Gellert, born in Prague in what wasthen Czechoslovakia, was educated at

Harvard University and earned an MBAfrom the Wharton School inPhiladelphia. Some of his better-knownventures include Devon Energy,Humana Inc., Six Flags, Regal Cinemasand, of course, Seacor.

The relationship between SeacorMarine, of Houma, and a Gulf Craftpredecessor, McCall Boat Rentals,reaches back to the mid 1990s. Whenthis contract is completed, Gulf Craftwill have built 66 crew/supply boats forthis customer.

Seacor has a history of building ves-sels with waterjets. “We built a coupleof five-engine waterjet crew/supply

Once again, waterjets power new Seacor seriesby Larry Pearson

Brian G

auvin photos

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boats about 10 years ago, but not withthe size and power of this series,” saidJoe McCall, Seacor’s project manager.“Vessel uptime is important, so we useengines, machinery and jets that have aproven history of reliability as we oper-ate in remote locations and are indemanding service.

“Water jets present a tradeoff,”McCall added. “Jets offer a higherspeed than propellers, but propellerscan carry a heavier load without los-

ing as much speed, so we have bothin our fleet.”

Michael G. McCall is much more thana fast, high-powered vessel with a hugecargo deck and belowdeck tank capaci-ties. It is also a high-tech, fuel-efficientvessel, with Tier 2 engines, a DP-2 rat-ing, a pair of high-capacity firefightingmonitors and a full suite of electronicsfor navigation and communications.

Its five MTU 12V 4000 diesels, eachrated at 1,770 hp, generate a total of8,850 hp, driving Hamilton HM811waterjets through Twin Disc MG-6848gears. Directional nozzles or “buckets”are attached to engines 1, 2, 4 and 5 forsteering control. Waterjet 3 has no buck-et and is used for a boost in speed.

Top speed is 29 knots, cruisingspeed 26 knots and economy speed21 knots.

There are three Cummins QSM-11diesels, two on the starboard side and athird behind a large switchboard to port.Each drives a 280-kW generator forship’s electrical power rated at 480 VAC

Chief Engineer SelvinAlmendares (left, facing

camera) is in charge of apower plant that packs far

more electric power thannormal for a crew/supply

vessel. The boat has threetunnel thrusters to maintaindynamic positioning, ensur-

ing accurate maneuveringeven if one goes down.

Brian G

auvin photos

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at 60 hertz, three-phase.That’s considerably more electric

power than is normal for a crew/supplyvessel; just a few years ago, a pair of 99-kW generators would have done thejob, although more recently the powertotal has increased to about 300 kW.Michael G. McCall, with a lot moredemand for electric power, has access toalmost 900 kW.

Part of the demand comes fromthree 200-hp motors that operate a trioof Thrustmaster tunnel thrusters, thekey to the DP-2 rating that makes thevessel so maneuverable around oil rigsand platforms.

“Three bow thrusters gives usredundancy, so in case of a problemwith one thruster, our capability may bediminished, but we are still able toafford our customers support with theremaining two,” said McCall.

Increasingly, oil companies and con-tract drillers are demanding that supplyvessels be controlled by advanced DPsystems to prevent allisions with the rigsor platforms; tying off to a fixed struc-ture is no longer an option for servicevessels. DP also means faster and saferoffloading of cargo and personnel.

“As drilling operations move furtherfrom shore, the importance of speedincreases. The DP-2 system allows theoperator to maintain the best possiblestation keeping at the rig while cargooperations or personnel transfers areunderway, thus minimizing time spentunloading and loading,” said McCall.

“The extra redundancy offered byDP-2 also affords greater safety.”

Hull depth is 13 feet, with lightdraft at 6.5 feet and loaded draft at10.4 feet. Gross registered tonnage is98, net tonnage 66.

The vessel’s cargo deck is 3,344square feet and can hold 350 long tonsof cargo. The vessel can deliver bothfuel oil and drill or fresh water to its cus-tomers in the Gulf; it can carry 44,080gallons of water and 51,840 gallons offuel oil in belowdeck tanks. Tanks fornon-transferable liquids such as graywater, black water, hydraulic oil andpotable water are in the hull as well.

Drill water can be discharged at 236gallons per minute at 375 feet and fuel

oil at 200 gpm at 379 feet. In the forward part of the hull, just

aft of the bow thruster compartment,are the crew galley, lounge and accom-modations. The boat has seven crewcabins and 12 bunks, and there are twocrew heads with showers. The galleycan seat six and is equipped withTV/VCR/DVD.

“All of our vessels feature first-classpassenger amenities such as reclining

seats, seat belts, wireless Internet andsatellite TV,” McCall added. “Anotherimportant feature for passenger comfortis ride control that dampens the pitchand roll of the vessel.”

The superstructure houses a main-deck passenger cabin with 50 busi-ness-class seats. There are two 32-inch televisions, each with a VCR. Inthe aft section of the passenger com-partment there is a luggage storage


locker and a passenger head.Near the aft end of the rear deck,

fire monitors are mounted port and star-board. Both have a rating of 5,300 gpm.

The spacious pilothouse features anenhanced electronic package. The for-ward helm has two captain’s seatsinstalled across the wide console, whichcontains all the controls.

The rear-facing station is one of thelargest yet installed on a crew/supplyboat and rivals the size of the forwardhelm. It too has two captain’s chairs anda duplicate set of most controls, but italso has the controls for operating andmonitoring the loading and offloadingliquids from below deck and cargo fromthe deck itself. The DP-2 equipmentcontrols are prominent, as is the fan-beam system for precise positioning ofthe vessel.

Pilothouse equipment includesmagnetic and electric compasses, apair of radars, two VHF radios and anSSB, GMDSS, two GPS units, aKongsberg DPS-2 system, depthrecorder, Navtex, Internet/e-mail sys-tem and an EPIRB.

“We also have a night-vision camerafor enhanced navigation under low or nolight conditions,” said McCall.

Other enhanced systems include aCCTV system with monitors in the pas-senger compartment, engine room andthruster room and on the rear deck.

The six-member crew of Michael G.McCall were together on an earlier ves-sel, the 180-foot Ingrid McCall. “We gotassigned to other boats during the lastfew years, but now we are back togethercrewing this fantastic new boat,” saidJohn R. Oliver, the new vessel’s captain.

Seacor Marine took delivery of thevessel in May. “There will be anotherdelivered in fall 2010 and two more in2011, all waterjet powered,” said ScottyTibbs, Gulf Craft’s comptroller. •

Above, the center con-sole with the Hamilton-Jet controls in the fore-

ground and the joysticks for the three

bow thrusters at topright. Right, the engine

monitors in the pilothouse.

A Headhunter plant handles wastefrom the crew toilets and the galley.Deck lighting has been enhanced witheight 1,500-watt lights and a pair of 250-watt lights.

Equipment distributors for the pro-pulsion and electrical generation equip-ment include Stewart & Stevenson Inc.,of Harvey, La.; Sewart Supply Inc., alsoof Harvey, for the Twin Disc gears andHamilton waterjets, and Cummins Mid-South, of Kenner, La., for the generators.

“These engines are among the largestwe offer, although those on the next ves-sel, Celeste McCall, will be larger,” saidJohnny Knight, North American salesmanager for HamiltonJet, a NewZealand-based company.

“Speed is the main feature of waterjets, although they have advantages ofless maintenance and easier installationby the shipyard. Our engine packagesship complete. The shipyard has to boltor weld them in place and connect elec-tric power to them to operate the elec-tric hydraulic steering system with joy-stick and other controls in the helm,”Knight continued.

SP

EC

IFIC

AT

ION

S

HULL:� Aluminum monohull

PERFORMANCE:� Speed: 29 knots max.

(430 gph @ 1,770rpm), 26 knots cruis-ing (300 gph @ 1,600rpm), 21 knots econo-my (200 gph @ 1,400rpm)

PROPULSION:� (5) MTU 12V 4000

M60 @ 1,770 hp each� (5) Twin Disc MG-6848

2.47:1 gears� (5) Hamilton HM811

Waterjets� (3) Thrustmaster 200-

hp tunnel bowthrusters, electricmotor drive

� Hamilton engine/gearcontrols/steering

GENERATORS:� (3) Onan 280 kW pow-

ered by CumminsQSM11 engines

CAPACITIES:� Passengers: 60� Fuel: 51,840 gallons� Water: 44,080 gallons� Cargo: 350 LT� Cargo deck area:

3,344 sq. ft.

NAVIGATION:� (2) Furuno 2127 radars� Furuno GPS� Coastal Explorer chart-

plotter � Compass 3 gyro� Datamarine depth

recorder � AutoPilot Com Nav

2001 � Kongsberg KPOS

Dynamic Positioning(DP-2)

� Furuno NX-700 Navtex � Furuno FA 150 AIS� DP References 2-CNAV

DGPS, 1- RADius1000, 1-Fanbeam

COMUNICATIONS:� Northern Airborne

Technology S-1210EPIRB

� Icom IC-M710 SSB

� (2) portable VHFs, (3)Icom M504 VHF

� International Marinesound-powered internaltelephone

� Globe WirelessInternet/e-mail

ACCOMMODATIONS:� Crew: 7 cabins, 12

berths, 2 heads withshower

� Galley: Seating for 6� (2) 32” televisions in

passenger area� (2) 19-cubic-ft. side-by-

side refrigerator/freezers

� Washer/dryer

ADDITIONALINFORMATION:� CSP monitor and alarm� (2) remote-control fire

monitors @ 5,300 gpm � Headhunter sewage

treatment� HVAC: 1 @ 5 tons, 3 @

3 tons� US 500C oily water

separator� (2) Kaydon fuel coa-

lescers � (3) 10” Carlisle & Finch

searchlights� CCTV monitor for deck,

passenger room,engine room, thrusterroom

� Fixed boarding ramps,port and starboard

� Night Navigator 5000night vision

� Maritime Dynamics ridecontrol

� (3) 30-amp reeferreceptacles

DOCUMENTATION:� ABS +A1HSC

Crewboat, +AMS DPS-2

� USCG Subchapter LOffshore SupplyBoat/Subchapter T:Small PassengerVessel, flammable,combustible materialon deck.

� Pollution Certificate:USCG, SOPEP & IOPP

OWNER/ Seacor Marine, OPERATOR: Houma, LA

DIMENSIONS: L: 190’ B: 34’ D: 13’DESIGNER: Gulf Craft/Seacor

BUILDER: Gulf Craft, Patterson, LAMISSION: Fast offshore crew/

supply vesselCREW SIZE: 6

MICHAEL G. McCALL

Brian G

auvin photos

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Left, Independence in Baltimore’sInner Harbor before taking on itsfirst passengers (this photographwas taken from the top of theWorld Trade Center). Above, a six-hole putting green on the sundeck gives new meaning to thephrase “water hazard.”


F ar from the glitz of oceangoingcruise ships with their casinos,hot tubs, climbing walls and

throngs of passengers spilling into over-crowded ports is a quieter world of small-ship cruising, with short hops from onecoastal town to the next, breakfast on theverandah and cocktails with the captainwith the entire passenger list present.

That’s American Cruise Lines’ mar-ket and that’s what it’s aiming at withIndependence, a new 223-foot U.S.-flagcruise ship with an overnight passengercapacity of just 104.

“People like the intimacy,” saidCharles A. Robertson, president ofAmerican Cruise Lines and chairman ofChesapeake Shipbuilding, the yard thatbuilt the vessel. “Most of our passen-gers would not go on a large cruise ship— or if they’ve been on one, theywon’t go again.”

Chesapeake Shipbuilding, based in

Salisbury, Md., has been building forAmerican Cruise Lines for 30 years.Its latest vessel, built to its owndesign, reflects improvements basedon that experience.

Some go to vessel operations.Independence now has a 250-hp sternthruster as well as a larger 350-hp bowthruster, and machinery spaces that hadbeen scattered on earlier ships have beenconcentrated in a forward machineryroom with ample space for storage, main-tenance and spare parts.

Other refinements affect passengercomfort. A set of Rolls-RoyceAquarius 50 active wing stabi-lizers make offshore hauls lesssubject to swells in areas suchas the Gulf of Maine or LongIsland Sound. And the veran-dahs have been widened toaccommodate more furniture.

“All the staterooms on the

INDEPENDENCE

Fall foliage and coastal cruisingby Peter Meredith

second deck have private verandahs,which makes the vessel look better, too,in my opinion,” said Robertson, whocaptained the vessel for the first coupleof weeks.

At 50 feet, the vessel’s beam is slight-ly larger than on previous vessels. Andthe main deck has a slight hip just abovethe waterline to bring the boat in betteragainst floating docks.

Independence is powered by twinCaterpillar C-32 diesels rated at 1,421 hpeach driving five-blade NiBrAl pro-pellers. There are three Caterpillar 250-

Eric Stocklin photos


kW gensets. A Cummins Onan 100-kWemergency generator on the top deckmeets the requirement for a final sourceof power.

With the addition of the sternthruster and the increase to the size ofthe bow thruster, Independence now has aparalleling switchboard.

Pilothouse controls are by CaterpillarElectronics, with two wing stations. Theelectronics suite, which was installed byL&L Electronics of Branford, Conn.,was designed for near-shore cruising and

includes two Simrad NSE12 GPS chart-plotters. All 60 alarms on the boat are ledto a single panel on the bridge.

For American Cruise Lines, which isbased in Guilford, Conn., speed is notimportant. A typical cruise on theHudson, down the Chesapeake or alongthe New England coast involves veryshort runs; vessels often arrive in portabout lunchtime. So while Independence’smaximum speed is 14 knots, its typicalcruising speed is 11 knots.

On a visit to the shipyard the week

Above, Dennis Murphy (right) ofMultimarine discusses a detail ofthe chiller system at ChesapeakeShipbuilding in Salisbury, Md. TheBaltimore company has a longassociation with the yard. Left,engine room detail.

If you think it looks good on paper,wait ‘til you see it on the job.Jensen has unique insights into the way workboatsneed to perform in the real world.

206-284-1274

www.jensenmaritime.com


before the boat left for Baltimore for itsfirst, unofficial cruise in June, the vessel’sappeal to passengers was apparent.

All of the cruise line’s boats have thedining room aft (“You know they’re all inthe same family,” said Tony Severn,Chesapeake Shipbuilding’s long-timepresident); on Independence, the diningroom occupies the entire after portion ofthe main deck, with no table far from thehuge picture windows.

Beyond the dining room, at the tran-som, is a boarding platform that canserve as a comfortable point for passen-gers to embark and disembark. Thecruise ship carries a 37-foot tender, alsodesigned by the yard, that can take pas-sengers up to the beach on barrierislands or over to the docks in small har-bors such as Castine, Maine.

before winter (last year’s winter was unusual-ly brutal for Maryland). The buildings canhandle complete tugboats or hull sections ofcruise ships (another cruise ship, a stern pad-dlewheeler, is currently under construction).

Last year Chesapeake Shipbuildingbought three acres of adjacent propertyand it is seeking bulkheading permits foranother outfitting basin. It currently hastwo. The yard has no travelift or synchro-lift, but it is exploring adding a 600-ton liftfor repair work.

American Cruise Lines is expanding too.The company bought the 230-foot Queen ofthe West when Majestic America Line wentout of business last year, increased the size ofsome of the staterooms and started runs as a120-passenger cruise ship on the Westernrivers in August.

“We’d planned to go to the West Coastanyway; this just advances it by a year,”said Robertson.

American Cruise Lines is one of a tinynumber of companies that specialize insmall-ship cruising under the U.S. flag, andMajestic America is not the only rival to havea bumpy ride: Seattle-based Cruise Westceased operations in September.

On the East Coast and inland waterways,American Cruise Lines shares some of itsdestinations with Blount Small ShipsAdventures; it’s an indication of how smallthis market segment is that Robertson onceworked briefly for Luther Blount, whofounded Blount Boats, of Warren, R.I.

“I think small-ship cruising is the waycruising is going,” said Nancy Blount, thatcompany’s president, reflecting on theappeal of small ships.

“People are interested in getting toplaces that nobody else can get to.” •

Inside the pilothouse. Maneuverabilityhas been increased over past AmericanCruise Lines vessels; as well as a largerbow thruster, Independence also has astern thruster. Caterpillar Electronics sup-plied the pilothouse controls.

A large passenger lounge with sofasoccupies most of the forward space onthe lounge deck. There are two smallerlounges, including a library on theCarolina deck, and a passenger elevatorlinks all four decks.

Chesapeake Shipbuilding pridesitself on building a quiet boat, andIndependence has several features tocontrol vibration. They include twoinches of concrete under the diningroom floor and suspending the exhaustsystem on springs.

Almost all staterooms are double,although American Cruise Lines didadd a few more single cabins than onprevious boats. They have a hotel-likefeel, with key-card access, a sofa andworkspace. And the company knowswhat’s important to its audience, whichincludes older passengers: “We buildand tile the bathrooms so you don’t stepup into them,” said Robertson.

American Cruise Lines andChesapeake Shipbuilding have somecommon ownership but are separatecompanies. Although the shipyard hasbuilt other cruise ships for its sistercompany and does some maintenanceand repair work on them — AmericanEagle, for example, was in the yardbefore the season started this year —its business is diversified, thanks inpart to a six-vessel contract for tugboatsfor Vane Brothers of Baltimore. Theyard has also built small ferries andother vessels.

In many ways, Salisbury is an unusu-al place for what is now Maryland’s onlynew-ship yard. A city of just 23,000, itlies east of the Chesapeake Bay, farfrom the state’s industrial areas. Thecity’s access to the bay is the narrow,winding Wicomico River, which makesdelivering boats an adventure.

In an uncertain economy, the yard hasbeen a boon to the local area. In midsum-mer, employment was about 80, with 25 to30 subcontractors on any given day. Theshipyard has put up three new buildings inthe last three years, and this year it won a$519,098 award under the MaritimeAdministration’s Small Shipyards GrantProgram to install air and gas distributionsystems, heaters and large doors on its twonew fabrication shops, which it intends to do

SP

EC

IFIC

AT

ION

S

HULL:� Steel monohull

PERFORMANCE:� 14 knots (max.), 11

knots (normal cruisingrange)

� Fuel consumptionunderway: approx. 110gph

PROPULSION:� (2) Caterpillar C-32s at

1,421 hp each� (2) AQ17 stainless

steel shafts, 4.5” dia.� (2) five-blade NiBrAl

propellers� Thrustmaster 42TT350

bow thruster, 350 hp� Thrustmaster 36TT250

stern thruster, 250 hp

GENERATORS:� (3) Caterpillar 250 kW� Cummins Onan DSGAA

100-kW emergencygenset

CAPACITIES:� Fuel: 29,800 gallons� Water: 18,600 gallons� Sewage: 13,000 gal-

lons (Evac vacuum toi-lets, ORCA IIA plant)

NAVIGATION/COMMUNICATIONS:� Caterpillar Electronics

pilothouse controls

with (2) wing stations� (2) Furuno 1945

radars� (2) Simrad NSE12 GPS

chartplotters� (2) Icom M604 DSC

VHFs� JRC JLR-20 GPS com-

pass� Furuno FA150 AIS� Electronics installation:

L&L Electronics,Branford, CT

ADDITIONALINFORMATION:� Rolls-Royce Aquarius

50 stabilizers� Kobelt electric-hydraulic

steering� (2) Coastal Marine

windlasses� (2) Solar-Ray 800 10”

searchlights� 100-ton Multimarine

AC/heating system� 32-passenger launch,

ChesapeakeShipbuilding

� Coral Sea watermaker,3,600 gpd

� Joinery system:Custom Ship Interiors,Solomons, MD

CERTIFICATION:� USCG Subchapter K

OWNER: American Cruise Lines, Guilford, CT

DIMENSIONS: L: 223’ B: 50’ D: 7’6”DESIGNER/ Chesapeake Shipbuilding,

BUILDER: Salisbury, MDMISSION: Coastal cruising

PASSENGERCAPACITY: 104 overnightCREW SIZE: 8

INDEPENDENCE

Superior sound dampening

Unparalleled durability

Ease of installation and maintenance

Slip resistant and nonporous

Cushioned support under foot

United States Coast Guard Cutter

Sports & Marine DivisionWorld Trade Center Tampa Bay

28

In the contentious and often politi-cized world of ferry design, it israre to find a boat whose passen-

gers are consistently pleased with theservice. It is doubtful if anyone willmatch the record of the VancouverSeaBus where, after 30 years of suc-cessful service, a new vessel has beenadded to the fleet that is built to thesame basic concept and design as thetwo originals.

Commissioned in 1977, BurrardBeaver and Burrard Otter run back-wards and forwards across VancouverHarbour’s Burrard Inlet. The 1.75-mile trip takes 10 to 12 minutes. Ateach end, as many as 400 passengersstream ashore from one side of thevessel while another 400 board fromthe opposite side in a process thattakes just three minutes.

A series of six ramps to port andstarboard, with wide sliding doors,

Updating a favorite ferryStory and photos by Alan Haig-Brown

make this rapid turnaround possible.A crewmember operates the termi-nal ramps from a control boom thatextends from the pier and alignswith an open port in a crew space onthe main deck level. Once theramps are lowered on the offloadside of the vessel, the crewmember

BURRARD PACIFIC BREEZE

The new SeaBus looks like its 33-year-old predecessors but the hulls were

redesigned for lower wake and betterfuel efficiency. Each of the boat’s fourMTU Series 60 diesels drives an HRP

3000 azimuthing z-drive.

Left, Mate Russell Karvasupdates the log book while Capt.Randy Penland lands the 400-passenger ferry at the end of its1.75-mile trip. Capt. Penland isalso shown in photo at right.

opens the passenger doors.With all passengers offloaded,

ramps go down and the doors open toboard passengers on the oppositeside of the vessel. The catamaran-style, all-aluminum ferries fit neatlyinto the piers and connect with near-by public transit systems on bothsides of the inlet.

The new Burrard Pacific Breeze, at112 feet by 41 feet over all, is virtuallythe same size as the earlier vessels, soit fits the same docks. But it incorpo-rates a lot of updated features. Likethe originals, the new boat is poweredby an engine in each of the four cor-ners of the hulls, but the new Tier-2MTU Series 60 diesels producing 400hp each are slightly more powerfulthan the two-stroke Detroit Diesel6V-92s in the original boats. Each ofthe engines on the new boat drives anHRP 3000 azimuthing z-drive with41.3-inch by 37.6-inch thrusters.

Although it’s not obvious to thecommuters rushing on and off theSeaBus, the twin aluminum hullswere dramatically redesigned to offera lower wake and improved fuel con-


SP

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HULL:� Aluminum catamaran,

aluminum superstruc-ture

PERFORMANCE:� Max. speed: 13.5

knots

PROPULSION:� (4) Tier-2 MTU Series

60 diesels at 400 hpeach

� (4) HRP 3000azimuthing z-drives

� (2) Northern Lightsauxiliaries

� Propulsion supplier:Cullen Diesel Power,Vancouver

CAPACITIES/TONNAGE:� Gross tonnage: 430� Passengers: 400� Fuel: 1,172 gallons

(Imperial)� Potable water: 55 gal-

lons (U.S.)

� Non-potable water: 55gallons (U.S.)

NAVIGATION/COMMUNICATIONS:� Electronics: Maritime

Services Ltd.,Vancouver

� Furuno radar and echosounder, satellite com-pass, AIS and GPS

� Voyage data recorder:Radio Holland

ADDITIONALINFORMATION:� Anchor windlass:

Burrard Iron Works,Vancouver

� Evacuation slides: DBCMarine SafetySystems, Richmond,BC

� Deck and floor cover-ing: Raeco (Western),Burnaby, BC

OWNER: TransLink, Vancouver, BCDIMENSIONS: L: 112’ B: 41’ D: 11’

DESIGNER: BMT Fleet Technology, Vancouver, BC

BUILDER: Victoria Shipyards, Victoria,BC (accommodation module: ABD Aluminum, North Vancouver, BC)

MISSION: Passenger ferryCREW SIZE: 6

BURRARD PACIFIC BREEZE

sumption. The reduced wake andincreased hull efficiency speak wellfor the design work of Vancouvernaval architects at BMT FleetTechnology. Ray Moon, manager ofBMT’s Vancouver office, explainedthat the hull form was a total redesignof the original boats’ and was opti-mized using computational fluiddynamics and tank tested.

Two operators of the vesselexpressed satisfaction with thereduced wake, but said that overall,

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the boat had a “heavier” feeling thanthe earlier boats, which they describedas “hot rods” in comparison. In fact,the new vessel is marginally lighter, sothe slower response may result fromdifferent and slower settings in theturn rate of the azimuthing drives, orperhaps from the addition of bulbousbows on all four corners of the hull.

The operators are delighted withthe dramatic improvement in thepilothouse size and layout. The muchlarger space allows for separate foreand aft control stations. The wheel-houses of the older vessels aredesigned almost like aircraft cockpits;they have a single pilot chair with thejoysticks mounted on the arms (toreverse directions, the operator simplyreverses the chair). On Burrard PacificBreeze, the operator walks a few feet tothe alternate control console andpushes a button to take control at thatlocation. Access to the wheelhouse onthe new boat is by a set of stairs asopposed to the ladder access on theoriginal two vessels.

The passenger accommodation area

has also beenstretched a littlewhile keeping tothe overall enve-lope of the earli-er boats. Seatsare upgradedfrom moldedplastic to cush-ioned. Passengersrange from regular commuters totourists getting an inexpensive harbortour or going over to take advantage ofthe restaurants and shops at the NorthShore terminus, but unfortunately forcamera-carrying tourists, the expan-sion of the accommodation area’sinside dimensions has reduced a smalldeck space that is located fore and afton the older boats and allowed forregular cleaning of the windowsthrough which Vancouver’s skylinecould be photographed. Neither theold nor the new ferries have any out-side decks for passengers.

All of the heating, ventilation andair conditioning systems are located ina half-deck under the wheelhouse andabove the passenger area. This givesthe wheelhouse an increased heightrelative to the original boats, whichthe operators like as they can now seeover the top of the roofs on the termi-nals for better visibility on departure.

The project cost of the new

SeaBus was C$25.5 million, of whichthe Canadian government con-tributed up to C$5 million throughthe Federal Gas Tax Fund, and theprovince of British Columbia an addi-tional C$5 million through theProvincial Transit Plan. TransLinkfunded the rest.

The construction of the passengerblock and connecting structure wascarried out at ABD Aluminum inNorth Vancouver. It was then trans-ferred by barge across the Gulf ofGeorgia to Victoria, B.C., where it wasmated with the hulls that had been

fabricated at Victoria Shipyards.The hulls each have four water-

tight doors dividing them into fiveseparate compartments. The twoend compartments contain the driveunits. The main engines are in sepa-rate compartments next to that and alarger central compartment in eachhull contains a Northern Lights gen-erator set and switching panels. Aswith the earlier boats, Burrard PacificBreeze is capable of maintaining itsschedule with only three of the fourmain engines.

On completion, the vessel wasoutfitted in Victoria prior to travelingon its own power back across the Gulfof Georgia to enter service inVancouver Harbour.

With a gray and yellow paint jobthat matches Metro Vancouver’sSkyTrain and buses, the new ferryhas quickly become an integralcomponent of the area’s publictransportation system. •

Above, the key to disembarking passengers from the SeaBus and

taking on the next load of commuters is a series of six ramps with wide

sliding doors on each side of the vessel.Seats in the passenger area (right)

are now cushioned.


Nine years after the 9/11 terror-ist attacks, New York’s Bravesthave a world-class fireboat that

pays tribute to fallen comrades andensures a more robust response to thecity’s emergencies.

The Fire Department of New Yorktook delivery of its much-anticipatedvessel Three Forty Three this spring.

Constructed at Eastern ShipbuildingGroup’s yard in Panama City, Fla.,Three Forty Three boasts the greatestwater pumping capacity of any fireboatin the world and is the largest fireboatin North America.

Three Forty Three, which cost $27million, is the first of two identical ves-sels that will replace the department’s

THREE FORTY THREE

Three FortyThree’s mainbow monitor(left) can shoot17,000 gallonsa minute acrossa distancelonger than twofootball fields.With all pumpsengaged, maxi-mum delivery is50,000 gallonsof water aminute.

New York City gets world-class fireboatby Dom Yanchunas

pair of aging, slow, low-tech fireboats.The name of the boat represents thenumber of New York firefighters wholost their lives in the 2001 World TradeCenter attacks; its sister vessel has themore prosaic name Fire Fighter II.

The boats are successors to the

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city’s John D. McKean and Fire Fighter,which have seen more than a half-cen-tury of service. Each of the new ves-sels can pump 50,000 gallons of waterper minute. Top speed is 17.4 knotsfully loaded, and the boats contain anencapsulated zone with an air filtrationsystem that protects the crew fromchemical, biological, radiological andnuclear agents, or CBRN.

James Dalton, the fire department’schief of marine operations, said inno-vations over the previous boats willimprove his crews’ response to emer-gencies ranging from waterfront infer-nos and mass-casualty ship accidentsto hazardous-material leaks and terror-ist attacks.

“We’re just about doubling ourspeed, and we’re more than doublingour pumping power,” Dalton said.“And there’s the CBRN protectionsystem for the crew.”

Three Forty Three’s largest firefight-ing weapon is the main bow monitor.Up against a fire in the harbor or in ashoreline structure, the leviathan canshoot water at a rate of 17,000 gallonsper minute. It blasts the water a dis-tance longer than two football fields.Eleven smaller monitors pump 2,600to 5,300 gallons per minute each.

“The most remarkable thing aboutthis boat is the pumping capacity,”said Justin Smith, project manager atEastern Shipbuilding. “She pumps50,000 gallons per minute, and theaverage city fire engine pumps 1,000gallons per minute, so she’s like the

SP

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HULL:� Semi-displacement;

steel

PERFORMANCE:� Speed: 17.4 kts (max)

PROPULSION:� 4) MTU 12V 4000

M70s rated at 2,240bhp at 2,000 rpm

� (4) Hundested CP pro-pellers, 5.8’ diameter

� Hundested CPG(H)120(L) speed-reducinggearboxes

� Wesmar Vortex V2-26tunnel-type bowthruster

GENERATORS:� Fuel: 9,350 gallons� Potable water: 1,050

gallons� Firefighting foam:

3,300 gallons

SYSTEMS:� CBRN designed by

NAVSEA and FDNY haz-ardous materials group

� CBRN filter/fan room� CBRN air lock chamber

NAVIGATION:� Furuno NavNet radars,

chart displays andchartplotter

� DGPS� AIS� Satellite and magnetic

compass� Water depth/temp sen-

sors� Weather station

COMUNICATIONS:� Icom VHFs� Motorola UHFs, 800

MHz� MDR810 mobile data

terminals� Furuno FM 8800S� Raytheon ACU 1000

interoperable radio� Fleet Broadband

SatCom

FIREFIGHTING:� Fire-Fighting Systems

(FFS) of Norwaypumps, water-foammonitors, water-onlymonitors

� Total monitor capacity:50,000 gallons perminute

ADDITIONALINFORMATION:� SAFE Boats

International fast res-cue boat

� Water-level rescue plat-form

� Crane with telescopingladder

� Hydrant outlets� Fire equipment room� Decontamination show-

er/HazMat assess-ment space

� Triage room

CERTIFICATIONS:� ABS Maltese Cross A1� HSC Crewboat� ABS Maltese Cross

AMS� ABS Maltese Cross

DPS-2

OWNER: Fire Department of New York

DIMENSIONS: L: 140’ B: 36’ D: 16’DRAFT: 9’ (maximum)

DESIGNER: Robert Allan Ltd., Vancouver, BC

BUILDER: Eastern Shipbuilding Group, Panama City, FL

MISSION: FirefightingCREW SIZE: 7

THREE FORTY THREE

Pilot CharlesStauder operatesthe helm and joy-stick system onthe fireboat’s con-sole. Powercomes from fourMTU 12V 4000diesels rated at2,240 bhp at2,000 rpm. If nec-essary, all fourcan operate aspump engines.

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with Robert Allan.The CBRN filtration system pro-

tects the crew from toxic agents fromspills, leaks or weapons. There is aspace to assess hazardous materials anda decontamination shower. The fire-fighters can operate in a protected,pressurized area with an air supply thatis forced through charcoal and particu-late filters.

“It’s fairly novel. It’s like a large air-

filtration system,” Smith said. “Theshipyard’s role is to keep all areas astight as possible. ... It’s linked into theshipboard monitoring system to makesure pressure is maintained, and itmakes the crew aware if the filters aregetting clogged and if it’s time tochange the filters.”

The boat also has an advanced net-work of communications systems,including a full command center in the

equivalent of 50 city fire engines.”Each of the monitors can operate

independently, and they can do morethan just douse a blaze.

“They’re also for self-protec-tion,” Dalton said. “We can turnthose around and point them atourselves and create a water curtainagainst radiant heat.”

The maximum draft of Three FortyThree is nine feet. Because the fire-fighters would like access to shallow,otherwise non-navigable areas of thecity’s waterways, the designers optedfor four smaller screws rather than oneor two large ones. They are poweredby four MTU engines producing2,240 bhp each. Each engine can dotwo jobs, depending on the crew’sneeds at the moment.

“We used four propellers becauseof the water draft limitations, and allengines can participate in getting tothe scene of the fire as soon as possi-ble,” said Ken Harford, principal-in-charge at Robert Allan Ltd., the ves-sel’s designer. “Once on the scene, twoengines would participate in the sta-tion-keeping role, and two engines canoperate as pump engines. And all fourengines can operate as pump engines.”

The Hundested variable-pitch pro-pellers contribute to the stoutness andmaneuverability of the vessel. ThreeForty Three features a semi-displace-ment hull form and Wesmar tunnel-type bow thruster.

“This boat, with 8,000 hp, wouldprobably out-pull any other tugsyou have in New York Harbor, andthat’s because of the controllable-pitch propeller system,” Harfordsaid. “In a firefighting situation,you need that bollard pull capabili-ty for your station-keeping.”

According to engineers at bothRobert Allan and EasternShipbuilding, one of the most difficultaspects of the project was designingthe protected zone aboard the vessel.

“The high-efficiency particu-late-arresting filters and pressuriz-ing the citadel of the interior spacewere a little more challenging andsomething we hadn’t seen before,”said Derek Noon, project manager


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captain’s quarters.“Integrating all the systems was

probably the hardest thing,” Smithsaid. “Getting everything so that itcommunicates with everything elsewas probably the biggest challenge.”

The unique integration allowsthe officers on the bridge to seeand hear everything they need todevelop a comprehensive picture ofthe operating environment and tomake rapid decisions. The bridgeoffers a 360-degree view of theboat’s surroundings.

“The boat has internal communica-tions, and there are cameras, and theyhave night-vision and thermal imagingequipment so they can see all the hotspots,” Harford said. The RaytheonACU 1000 interoperable radio “canpatch any form of communication toany other form of communication, likecell-phone-to-radio. It allows you tomix and match.”

After experimenting with variousbow designs, Robert Allan deter-

mined the optimal freeboard to be 12feet, six inches.

“The FDNY needs freeboard onthe bow of eight feet for boarding theStaten Island Ferry,” Noon said. “Butthat created a very wet foredeck. Sothe foredeck area now has a ballasttank. We use one of the fire pumps torapidly fill up the ballast tank, and itlowers about four feet.”

Like so many other features on thefireboat, the deck-mounted crane hasmultiple functions.

“The crane is used as a crane, andit’s also used as high-level lighting, andyou can also use it for firefighter trans-fers or to bring a patient down from aship,” Noon said. The crane extendsto 50 feet above water level.

Three Forty Three has a custom-designed 17-foot SAFE BoatsInternational fast rescue boat mountedon its stern. The small boat can beused for rapid-deployment waterborneresponses and also for sailing up inletsthat are too shallow for the fireboat.

Three Forty Three is dedicated to thelives of the 343 firefighters who losttheir lives in the 9/11 disaster. Thename boards on the hull were fabricat-ed out of steel salvaged from the WorldTrade Center site, and staff in the firedepartment’s own workshop at theBrooklyn Navy Yard cut each set of 15letters themselves. The vessel’s home-port will be Pier 53 on the West Side ofManhattan.

Many of those involved in the pro-ject expressed satisfaction with thesymbolism of seeing the new boatsenter service.

“It has been one of the most mov-ing experiences of my life. I used to bea volunteer fireman in Maine. Mywhole family felt a special connectionto this boat,” said EasternShipbuilding’s Smith. “To see whatthey are coming off from and whatthey’re going onto now — the possibil-ities of what they’re going to be able todo with this new equipment — it justfloors you.” •

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The design and build time for thefirst vessel in a new ferry pro-gram is often three years or

more. Blueprints, construction, fittingout, sea trials and delivery are a labori-ous and time-consuming process. Thisposed a huge challenge to theWashington State Ferries (WSF), which

constraints, and it wound up leasingthe 50-car ferry Steilacoom II fromPierce County to fill in.

The boatbuilding drought is finallyover with the introduction ofChetzemoka, a 64-car, 750-passengerferry. However, the changeover hasnot been smooth: WSF postponed theferry’s inaugural run, scheduled forlate August, when concerns devel-oped during testing over excessivevibration in the drive train, includingthe main engine, couplings, shafting,reduction gears and propellers.

Chetzemoka will be joined by a sis-ter ship next year. The vessel’s namehonors a S’Klallam chief whobefriended 19th-century settlers onthe Olympic Peninsula. The ferries’class name, Kwa-di Tabil (“littleboat” in the Quileute language), wassuggested by students at a PortTownsend middle school.

The design and construction ofstate-owned vessels in Washingtonstate takes place under much morerestrictive conditions than in most

WSF hits fast-forwardfor new ferry program

by Larry Pearson

CHETZEMOKA

Photos courtesy Washington S

tate Ferries

needed to quickly replace ferries onthe Port Townsend-Keystone route.

The need arose because of thedecision to pull the system’s 80-year-old Steel Electric-class ferries fromthe route in 2007 because of corro-sion. But the state had not added anew ferry since 1999 thanks to budget

SP

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HULL:� Steel monohull, alu-

minum superstructure

PERFORMANCE:� Speed: 16 knots

(cruise speed 13knots)

CAPACITIES:� Passengers: 750� Autos: 64� Potable water: 3,000

gallons� Fuel: 20,750 gallons

PROPULSION:� (2) EMD 12-710

diesels rated at 3,000hp at 900 rpm

� (2) Reintjes WAF3445K reduction gear-boxes (supplier: KarlSenner)

� (2) Rolls-Royce 90-inch,five-blade stainless-steel propellers

� (2) High-lift flap rudders

GENERATORS:� MTU Series 60, 300

kW� Emergency: MTU

Series 60, 350 kW

NAVIGATION/COMMUNICATIONS:� (2) Anschütz Standard

20 gyrocompass� (2) Furuno SC-110

satellite compass� Furuno GPS� (2) Furuno FR-2127

navigational radar� 2) Furuno FMD1832

repeater radar display

ADDITIONALINFORMATION:� Seats: Beurteaux� Certification: USCG

Subchapter H

OWNER/ Washington State OPERATOR: Ferries

DIMENSIONS: L: 273’8” B: 64’ D: 11’ 6” (max.)

DESIGNER: Elliott Bay Design Group, Seattle

BUILDER: Todd Pacific Shipyards,Seattle (prime)

MISSION: Auto/passenger ferryCREW SIZE: 5

CHETZEMOKA


states: by law, in-state firms must dothe design and construction.

While this is designed to bolsteremployment in the state’s shipbuild-ing sector, it comes with a penalty,since Gulf Coast shipbuilders havehistorically built ferries similar tothose used by WSF at far less cost.The original contract award forChetzemoka was $65.5 million; the con-tract for Island Home, a 254-foot ferrybuilt by VT Halter Marine in 2007 for

the Steamship Authority inMassachusetts, was for $32 million.

Even with the restrictions it faced,WSF was determined to use everyway possible to fast-track the new fer-ries. Three main strategies cut atleast a year off delivery time: using anexisting design, modifying the mid-

Left, the No. 1 endpropeller, a Rolls-Royce 90-inch-diam-eter design made ofstainless steel.Above, shipyardworkers paintChetzemoka’s hullin dry dock.


section and using engines originallyordered for another project.

Chetzemoka, a classic double-ender,is based on Island Home, whichSeattle-based Elliott Bay DesignGroup (EBDG) designed several yearsago for the run between Martha’sVineyard and Woods Hole. At least onpaper, the vessel seemed to meet theservice needs of the WSF route.

In February 2008, WSF captainsand engineers rode Island Home andconfirmed that the vessel, with modi-fications, could serve the PortTownsend-Keystone route.

The design modifications to theferry were done by EBDG perWashington state law. The major mod-ification was the addition of a 20-foot

midbody section to increase capacityon the car deck from 57 to 64 autos(Island Home also has a hydraulic rampsystem to pack in more cars, whichWSF elected not to include).

Other changes included modifyingthe bow to the standard WSF “picklefork” configuration, which mates withthe docks at both ports and gives the

Left, a shipfit-ter apprentice

at Todd PacificShipyards

grinds steeledge in the

early days ofconstruction.

Right,installing win-

dows on thepassenger

deck.

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MMA Continuing Education Continuing Education, Suite 107, Leavitt Hall, Pleasant Street, Castine, Maine 04420In state: 800-464-6565 Out of state: 800-227-8465 Local: 207-326-2211

http://conted.mainemaritime.edu


operator a better line of sight. The bowthruster was removed and the heatingand cooling system capacity reduced.The carbon fiber shafts between theengines and gearboxes were replacedwith standard steel shafts.

A major change was the reductionof the passenger areas from 1,200 to650-750 people, which saves crewingcosts while still meeting the servicedemands of the route. Guido Perla &Associates of Seattle did design engi-neering on the ferry.

WSF also compressed the timeline by using new engines it hadwarehoused for another project. Thetime line from order to delivery hasreached 18 to 20 months for somemarine engines, but the ones forChetzemoka and its sister vessel wereready for installation.

A shared shipbuilding arrangementwas devised for this project, also tosave time. Todd Pacific Shipyards ofSeattle built the hull in steel andNichols Brothers Boat Builders of

Freeland, Wash., constructed the alu-minum pilothouses and passengercompartments. Everett Shipyard onthe mainland did the final outfitting,dock and sea trials, and JesseEngineering of Tacoma, Wash., builtthe steering gear.

Chetzemoka is 273 feet 8 inches longwith a 64-foot beam. Minimum draftis 9 feet; maximum is 11 feet 6 inches.The design is a classic roll-on/roll-offwith engine rooms at opposite ends ofthe hull and twin pilothouses at oppo-site ends of the bridge deck.

Main engines are a pair of EMD12-710 diesels rated at 3,000 hp eachat 900 rpm. These, along with anidentical pair, were in storage at WSF;the second pair will be used on thesecond ferry of the series. Also onhand at WSF were two pairs of MTUSeries 60 engines, one rated at 300kW and one at 350 kW. These arebeing put to use as generators on thefirst two ferries.

Each main engine powers a

Reintjes WAF 3445K gear, each witha 3.036:1 reduction and internal shaftbrakes, spinning a 90-inch Rolls-Royce stainless-steel propeller.Rudders on each end of the vessel areof the high-lift flap type. The gearswere supplied by Karl Senner, ofKenner, La., which will also be sup-plying the Reintjes gears and BergCPP systems on the next two boats.

The contract for this ferry wasawarded to Todd Pacific in December2008 for $65.5 million. WSF has abudget of $211.6 million for a total ofthree 64-car ferries through 2013; finalcost for Chetzemoka will be $76.5 mil-lion. In October 2009, the legislatureawarded a contract for $141.1 millionto Todd for the second and third fer-ries, to be named Salish and Kennewick;Todd and its partners indicated theycould build a fourth 64-car ferry for$50 million. The second ferry isscheduled for completion next springand the third in the winter of 2012.

Another ferry building program for


Washington state is awaiting fundingby the legislature. Earlier this year,WSF signed an agreement with Toddto begin detailed design drawings fora series of 144-car ferries. Todd com-missioned Guido Perla to do thedrawings, which should be finishedby June 2011.

Any way you look at it, WSF needsto move ahead to replace its agingfleet. Nine of its 20 vessels arebetween 40 and 65 years old and mustbe replaced in the next 20 years. WSFis the largest ferry system in theUnited States and the third largest inthe world, transporting more than 24million passengers annually.

Meanwhile, Washington’s in-staterestrictions are in question after areview conducted by the PassengerVessel Association at the request ofGov. Chris Gregoire reported inSeptember that the state should bidnew ferry construction nationwide.

“The panel believes that WSF ispaying a high price for requiring in-state construction,” the report said. •

With the Seattle skyscape in the back-ground, Chetzemoka leaves Todd’s yardApril 3rd for Everett Shipyard for final out-fitting, including insulation, crew and passenger accommodations, galleys,flooring and safety equipment.

The legislature originally approvedfunding for the 144-car ferries in2003, and $62.1 million has beenspent, including $47.8 million for longlead-time items such as engines.However, those engines weresnapped up for use in Chetzemoka andits sister vessel.

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Cakewalk (shown above shortly after thevessel’s launch in Bridgeport harbor) fea-tures Steen windlasses (below left) anda huge expanse of teak, purchased fromAsia and worked at Derecktor’sMamaroneck, N.Y., shipyard. The curvesare a signature feature of Tim Heywood,the principal designer.

This spring, in the echoing halls ofa fabrication building atDerecktor Shipyards in

Bridgeport, Conn., sat a massive, goldenteak rail with a perfect curve. It was thecap rail for Cakewalk, the longest motoryacht built in the United States sincethe 1930s.

Cakewalk, 281 feet long and 2,998gross tons, was launched August 8. Thechampagne christening in Bridgeportharbor marked a step forward inDerecktor’s two-year battle to emergefrom bankruptcy court.

On the water, the boat makes quite astatement. From top deck to tank deck,it is packed with luxurious features, theculmination ofthe Americanowner’s experi-ence with previ-ous megayachts(Cakewalk is thefifth vessel tobear the name).

Perhaps themost strikingfeature is a ten-der bay on thelower deck justaft of the engine

American-built, American-owned yachtis a throwback to the days of J.P. Morgan

by Peter Meredith

room. Forty feet long and 10 feethigh, it extends 47 feet from side toside and houses three boats, includinga 36.7-foot, 50-knot Vikal custom limofrom Tim Heywood, the principaldesigner for the entire project.Elizabeth Dalton of Dalton Designswas the interior designer.

“It’s the biggest tender garage I haveever seen,” said Hugo van Wieringen ofAzure Naval Architects, which providedthe naval architecture for the yacht’s 17-knot displacement hull.

Bill Zinser, the captain and projectmanager, whose collaboration with the

CAKEWALKPhotos courtesy Derecktor Shipyards

owner goes back through four boats and15 years, says the tender bay presented atechnical challenge: how to maintain theboat’s structural integrity to pass musterwith Lloyd’s.

“It’s a monster,” Zinser said. “Wehad to double up the longitudinals


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HULL:� Steel monohull, alu-

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PERFORMANCE:� 17 knots (max.), 15

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PROPULSION:� (2) MTU 16V 4000

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� Raytheon DGPS� Raytheon Anschütz

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tem plotter� Furuno sounders and

sonar� C-Plath Navinot III

speed log� Raytheon S and X band

radars� B&G

speed/depth/windmeters

� JRC Navtex weatherreceiver

COMMUNICATIONS:� Panasonic KX

T7400/T7700 hybridIP-PBX telephonesystem

� Icom VHF units (includ-ing aircraft communica-tions)

� NERA Satcom F77� Great Circle Systems

computer network

ACCOMMODATIONS:� Full-beam masters

suite (owner’s deck)� Guest cabins: 6 on

main deck� Crew cabins: 15 on

lower deck plus cap-tain’s suite (bridgedeck) and staff cabin(main deck)

ADDITIONALINFORMATION:� Steen windlasses� (3) tenders in tender

bay including 36.7’ TimHeywood design limotender, plus zodiac for-ward on owner’s deck

� Noise-reductionpackage

� Joinery: U.S. Joiner

CLASSIFICATIONS:� Lloyd’s Maltese Cross

100A1SSC yacht (P)mono G6

OWNER: PrivateDIMENSIONS: L: 281’ B: 46’11”

DRAFT: 13’1”GROSS TONNAGE: 2,998

DESIGNERS: Azure Naval Architects, Netherlands; BMT Nigel Gee and Assocs., U.K./Gibbs & Cox, New York, NY (engi-neering); Tim HeywoodDesigns, U.K. (exterior); Dalton Designs, North Palm Beach, FL(interior)

BUILDER: Derecktor Shipyards, Bridgeport, CT

MISSION: Private YachtCREW SIZE: 24

CAKEWALK

under the deck. The bulwark on top ofthe tender bay door is … made out ofone-inch-thick rolled steel to create along strongback that comes down fromthe curve of the hull all the way downto the aft deck.”

Appearance is everything on a luxuryyacht, and Heywood’s trademark curvesare evident from the sun deck down,with an aluminum snail shell motif thatwas fabricated by craftsmen atDerecktor’s yard in Mamaroneck, N.Y.— the same yard that put together thecap rail.

Dominating the interior is a spiralstaircase with gilded ironwork and cherrypaneling that sweeps from deck to deck,although there’s really no need to walk

— all decks are accessible by elevator.For that upstairs/downstairs feeling,there’s separate crew-only access to theupper decks.

Cakewalk’s range is 5,000 nauticalmiles at a cruising speed of 15 knots.The yacht’s power comes from twoMTU 16V 4000 M71 diesels rated at3,306 hp each at 2,000 rpm driving five-blade Rolls-Royce single-pitch pro-pellers via ZF7666 gears.

A Jastram 400-kW bow thruster offersmaneuverability and four Quantum ZeroSpeed stabilizers make life at sea morecomfortable. The yacht will fly theCayman Islands flag.

The navigation and communica-tions suite is designed with long ocean

transits in mind and includesRaytheon DGPS and aTransas charting system plot-ter. One unusual feature ofthe bridge is a carved wood-en pew-like passenger benchdirectly behind the captain’sstation.

The owner’s deck, natu-rally, has a full-beam master’ssuite, and there are six guestcabins on the main deck. Butthis is a comfortable boat forthe crew of 24 as well: Thereare 15 crew cabins on thelower deck plus a captain’s

suite on thebridge deck and astaff cabin on themain deck, withjoinery by U.S.Joiner. A quickvisit to the sec-ond engineer’scabin showedcomfortable spaceand a porthole.

And while theowners get his-and-her gyms(the emphasis ison machines inhis and on matwork and yoga inhers), crewmem-bers get a gym oftheir own.

Building a ves-

Cakewalk’sAmerican owner

brought the vesselconcept out to bid

at the MonacoYacht Show in

2005 andapproached yardsin Europe as well

as the UnitedStates before

settling onDerecktor, whose

Florida yard hadhandled a refit ona previous yacht.

Tim Heywood(right) was signedup as the principal

designer. Above,Derecktor

craftsmen in bothBridgeport and

Mamaroneckworked on the vessel.


sel such as Cakewalk isn’t easy, says vanWieringen. He came to yachts from com-mercial shipbuilding; by comparison, hesays, “a yacht is very, very complex.”

“A yacht has smaller margins forchanges than a passenger vessel,” hesaid. “If you put in a bathroom on a pas-senger vessel you might have two inchesto spare — not on yachts.”

Yachts also have special needs such ashydraulic ladders. Cakewalk has three,two side-boarding ladders and a passerrail at the stern. “All those things aretechnically difficult,” said Zinser. “Youhave to fit them in, make them lookbeautiful and still have them functional.”

Controlling vibration is especiallyimportant. And there are concerns inyacht design that shipbuilders generallydon’t have to worry about, such as find-ing a place for the rescue boat that does-n’t spoil the sightlines, but allows forquick release. The solution aboardCakewalk: an enclosed space to starboard,forward on the owner’s deck.

As for the lifeboats, they too areplaced discreetly on the sun deck, threeto port and three to starboard, in a posi-tion that allows for push-button or hydro-static release but doesn’t spoil the looksof the boat.

And in another departure from com-mercial shipbuilding practice, the yachthas thick glass windows in the hull andmain deck so the crew doesn’t have tomount storm shutters for ocean crossings.

It’s Derecktor’s intention to debutCakewalk at the Fort LauderdaleInternational Boat Show October 28through November 1.

It will make its appearance in a mar-ket so devoid of new orders that yacht-builders across the country are scram-bling for other work instead. In the Gulf,Trinity Yachts and Overing YachtDesigns jumped at the chance to buildskimmers for the Deepwater Horizoncleanup, and Trinity signed a contractearlier this year to build two LNG tugs.

In Washington state, WestportShipyard, which laid off cabinet workersearlier this year, is trying to interest cus-tomers in patrol boats, and ChristensenShipyards, which has also imposed lay-offs, set up a subsidiary last year to buildblades for wind turbines.


Derecktor itself is pursuing otherlines of business. In June, it chris-tened a 4,000-ton dry dock that wascut up the middle and widened withthe help of nearly $4 million in grantsfrom the federal government and thestate of Connecticut.

The dry dock is aimed at commercialrefitting work, and it was put to workalmost immediately handling barges.

“With the new dry dock, we canhandle things we haven’t handledbefore,” said Kathy Kennedy, the com-pany’s director of marketing.

The company has also told the U.S.Coast Guard it’s interested in buildinga series of Offshore Patrol Cuttersscheduled to be awarded to a shipyardnext year.

Derecktor consists of three yards,in Bridgeport, Mamaroneck, andDania Beach, Fla. In June, totalemployment was about 200 (accord-ing to Kennedy, some workers travelbetween Mamaroneck andBridgeport as needed).

The company has built a variety ofboats since it was founded inMamaroneck in 1947. The much newerBridgeport yard’s résumé includes fer-ries, fireboats, tugs and even a lobsterboat, and Dania Beach just converted an85-foot aluminum vessel once used bythe U.S. Air Force to retrieve missilesinto a patrol boat for the Florida Fishand Wildlife Conservation Commissionat a cost of $1.3 million.

But according to court records it wasyachtbuilding that landed Derecktor inbankruptcy proceedings in June 2008,when it filed for Chapter 11 protectionin an attempt to reorganize.

That was two years after the con-tract with Cakewalk’s owners wassigned, but the omens were not favor-able. The yard still houses the unfin-ished hull of a $20 million, 150-footsloop that it was building for DennisKozlowski, the Tyco Internationalexecutive who was sentenced toprison in 2005 for stealing hundreds ofmillions of dollars from his company.

After that came a dispute with theowners of a $27 million sailing cata-maran, and within months the ship-yard was forced to seek protectionfrom its creditors.

Completing a 281-foot yacht undersuch conditions is no, well, cakewalk.With an army of lawyers and a bankrupt-cy judge scrutinizing every move, com-panies can typically cover their costs andnothing else.

The sheer volume of paperwork isoverwhelming; by the beginning ofSeptember, there were 808 entries onthe court docket related to the bank-ruptcy case. And Chapter 11 bringspetty indignities, too: three daysbefore the launch, the creditors’ com-mittee was in court to try to preventits happening.

When Cakewalk makes its appear-ance in Fort Lauderdale, Derecktorwill have achieved something of a mira-cle. The next question is whether thecompany can pull off another feat andmake it out of Chapter 11. •


SUPPLY BOATSCourtesy Abdon Callais Offshore

not announced any new-builds. Bollinger Shipyardsis nearing the end of aneight-vessel program for itsaffiliate, BeeMar LLC. Andthe BP accident in the Gulf,which led to the moratoriumon deepwater drilling, willhave negative conse-quences, the nature ofwhich is not yet fully clear.

Finally, recessionarypressures are still with us,eroding market confidence.

In spite of the negatives,one company continues tobuild offshore supply vessels

This may come as a sur-prise, given the hit the

economy has taken in thelast couple of years, butdeliveries of utility and sup-ply boats for 2010 will prob-ably be near 2009 levels of46 vessels.

This is true for a coupleof reasons. First, severalshipyards are still workingon contracts issued morethan two years ago for runsof six to 10 vessels each.And the three yards thatbelong to industry giantEdison Chouest show nosign of slowing down.

But things are not allrosy. Hornbeck OffshoreServices ordered multipleboats from Atlantic Marineand Leevac Industries, butthose contracts are comingto an end and Hornbeck has

Top, Master Boats built CallaisProvider for Abdon Callais

Offshore. The DP-1 OSV is 170feet long with 3,000 square

feet of clear deck space.Right, BeeMar’s 210-footer

Bumble Bee on BayouLafourche in Louisiana on the

vessel’s delivery run.

When current production runs finish,will new orders come in to replace them?

by Larry Pearson

Larr

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and other workboats inrecord numbers. EdisonChouest Offshore (ECO), ofGalliano, La., built 20 ves-sels in 2009 — 11 280-footsupply boats (of which sixwere built in Brazil), three187-foot fast supply boats, a348-foot anchor handler, a300-foot well stimulationvessel and four 110-foottractor tugs.

And with EdisonChouest, boats often emergefrom its yards unannounced— the company often buildsvessels with national securi-ty implications.

This year has seen moreof the same from ECO.Deliveries so far include the288-foot Holiday, a hugenew anchor handler, nodoubt the largest OSV to bebuilt this year. More 280-footers are slated beforeECO starts on an order for10 300-foot vessels, a hugeicebreaker and who knowswhat else. ECO’s backlog iscurrently about two years.

“The 280-foot supplyboats have become Gulf ofMexico classics and are usedall over the world for their

cargo and supply capaci-ties,” said Gary Chouest,the company’s president.“We started building the280s in 2003 and when weare done in 2010 we willhave built 42 of them.”

Steel is being cut andfabrication has begun on anew series of 10 300-footdiesel-electric vessels.These are not simplystretches of the 280s; theyare newly designed withfour Caterpillar 1,700-kWgenerators providing powerto a pair of 2,500-kW elec-tric motors driving twin z-drives and four 1,050-kWthrusters, two at the bowand two aft.

Deadweight capacity is5,300 long tons versus 4,750long tons for the 280s, anddeck cargo capacity increas-es 10 percent to 11,000square feet.

Other important featuresinclude an increase in liquidmud capacity from 13,000barrels to 16,000 and a hugeincrease in rig water capacityto 571,000 gallons.

Although HornbeckOffshore Services, of

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Covington, La., has notordered any additional ves-sels for the past couple ofyears, it has taken a signifi-cant number of deliveriesin that time, including apair of 400-foot supplyboats converted from for-mer sulfur carriers and a421-foot inspection mainte-nance and repair (IMR)vessel, HOS Iron Horse, thesecond IMR vesselHornbeck has had built inHolland, at IHC Merwede.

Atlantic Marine, ofJacksonville, Fla., finished asix-vessel order of 240-foot-ers for Hornbeck late lastyear, and Leevac has threevessels left to complete outof a nine-boat order for 250-foot supply vessels. Neithercompany has announcedadditional orders.

Candies Shipbuilding, adivision of Otto CandiesLLC, of Des Allemands,La., has so much businessfor its parent company thatsome of it is going to othershipyards. Ross Candies, a309-foot IMR vessel (pro-file, Page 12) went into ser-vice in May; it and a similar

vessel, Grant Candies, hadtheir hulls and superstruc-tures built by Dakota CreekIndustries, of Anacortes,Wash. Some deck equip-ment, such as the crane, wasadded in Galveston, Texas,and the vessels remotelyoperated vehicles (ROVs) atBollinger Shipyards in PortFourchon, La.

“Grant has been acting asa hotel for an offshore oil/gasconstruction project and aslong as it is being used inthis capacity, deck equip-ment will not be added,”said Brett Candies, trafficand sales manager for OttoCandies LLC. A third IMR,Cade Candies, will make itsway around to Louisianafrom Washington state inthe third quarter of 2010.

Other projects includePeyton Candies and JoshuaCandies, a pair of 285-footsupply boats. Peyton wasbuilt at CandiesShipbuilding and deliveredin July and Joshua is havingits hull and superstructurebuilt at VT Halter Marine,of Pascagoula, Miss. Thevessel will be finished atCandies in October.

Candies Shipbuilding isalso building Kelly AnnCandies, a 300-foot IMR anda sister ship to Chloe Candies,the first vessel built atCandies Shipbuilding in2005. Chloe is at work forSaipem America in Brazil,Brett Candies said.

VT Halter Marine alwayshas supply boats in its orderbook. In March, L&MBotruc Rentals, of Golden

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Marie Elise is a 269-foot plat-form supply vessel delivered toGulf Offshore Logistics thissummer by Thoma-Sea ShipBuilders in Lockport, La. TheDPS-2 vessel is certified for 100 passengers and has 8,624square feet of clear deck space.

Larry Pearson


Meadow, La., took deliveryof the 230-foot CheramieBotruc #40, and #41 will jointhe fleet later this year.

For most of this decade,Master Boat Builders, ofCoden, Ala. has been build-ing supply boats for AbdonCallais Offshore, of GoldenMeadow, La. The number ispast 40 now, and the workcontinues. In 2009, five ves-sels were delivered. Bymidyear this year, threemore had been delivered.

This year’s crop includethe 205-foot DP-1 InfantJesus of Prague, the 170-foot DP-1 Callais Providerand the 220-foot NicholasP. Callais.

Engines for all of thesevessels are Caterpillars, either3512s or 3508s, and all canhold fuel oil, water and 2,200

barrels of liquid mud.Master Boat Builders is

working on orders beyondthose for Abdon Callais,General Manager AndreDubroc said. “We are build-ing a 190-foot supply boatfor Odyssea Marine, Larose,La., and a 199-foot dive sup-port vessel for OceaneeringInternational, Patterson,La.,” he said.

As mentioned,Bollinger Shipyards, ofLockport, La., has had amulti-vessel contract withBeeMar. Last year it deliv-ered five 210-foot vessels,and this year three 234-footers have been deliv-ered. But just because theOSVs have left the yarddoesn’t mean Bollinger isout of work — far from it.

Dovetailing in behind

the OSVs is a U.S. CoastGuard order for four 154-foot Sentinel-class fast-response patrol boats. And ifthe past is prologue, thisorder for four vessels willgrow into 50 or more, keep-ing Bollinger busy for thenext decade.

Tidewater Inc., ofHouston, keeps its new-con-struction yard, QualityShipyards, in Houma, La.,busy with work. Last yearQuality delivered the 266-foot Terrel Tide; this year asister ship, Leboeuf Tide,joined the Tidewater fleet.

Thoma-Sea ShipBuilders, with shipyards inHouma and Lockport, La.,continues to build signifi-cant supply vessels. Lastyear it built the 250-footGulf Tiger for Gulf Fleet, of

Lafayette, La. The vesselhas 4,200 hp of propulsionpower via a pair ofCaterpillar 3516 diesels.

Thoma-Sea then deliv-ered the 268-foot TylerStephen to Gulf OffshoreLogistics, again with a pairof Caterpillar 3516s.Caterpillar also supplied apair of 425-kW engines forelectrical generation and apair of C-32s to run a pair of750-hp bow thrusters.Liquid mud capacity is10,500 barrels.

The big news at Thoma-Sea is the landing of anotherhuge order for supply boatsfrom Gulf Offshore, for four300-foot DP-2 diesel-elec-tric platform supply vessels.Delivery for the first vesselwill be in 2012.

These boats will have

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capacity for 18,000 barrelsof liquid mud and 13,000cubic feet of dry bulk andwill exceed 5,000 dwt.Power will be viaCaterpillar engines andRolls-Royce will supply theintegrated bridge system,DP-2 system, power man-agement system and elec-trical distribution.

Thoma-Sea alsoannounced that the U.S.Navy had awarded it a $7.3million contract to build a96-foot catamaran-hullhydrographic survey vesselfor the nation of Oman.

Eastern ShipbuildingGroup, of Panama City,Fla., has a strong, well-bal-anced order book splitbetween towboats, OSVsand ferryboats; it also builttwo fireboats for the NewYork Fire Department (pro-file, Page 32).

On the OSV side,Eastern delivered a pair of260-foot boats to LabordeMarine in 2009 and a thirdin March.

Eastern also deliveredHarvey Carrier, the third ofthree 260- by 60-foot supplyboats, to Harvey Gulf

International Marine, ofNew Orleans.

The big news at Eastern,however, is the new TigerShark series of OSVsdesigned by Aker YardsMarine. The first two in theseries are 284-foot vesselsfor Aries Marine, ofLafayette, La.

These are top-of-theline diesel-electric vesselswith DP-2, capable of car-rying 15,000 barrels of liq-uid mud and able to han-dle other chemicals suchas methanol. The first ves-sel will be named DwightS. Ramsey, after thefounder of the company.

The Tiger Shark designwill also be used for sixOSVs for Harvey Gulf.These 292- by 60-foot ves-sels will meet all MAR-POL and IMO regulationsfor worldwide use. Liquidmud capacity is almost20,000 barrels, and thisdiesel-electric design willbe powered by a quartet ofCummins QSK60 Mdiesels rated at 1,825 kWeach. Delivery will beginin June 2011.

In summary, it looks asif 2010 deliveries will beabout the same as in 2009.The 2011 market looksweaker, however, with nomore than 40 vessels deliv-ered but several underconstruction. •

A new 220-footer from MasterBoats, Nicholas P. Callais cancarry 128,200 gallons of fueland 179,760 gallons of liquidmud. The DP-2 vessel has threeOmega 1170 thrusters, two inthe bow and one in the stern.

Courtesy Abdon C

allais Offshore


The six to eight yards thatspecialize in building

crew/supply boats are having aso-so year.

There are exceptions, ofcourse. Gulf Craft LLC, ofPatterson, La., whose MichaelG. McCall is profiled on page18, is having a great year, withfour 190-footers from SeacorMarine delivered or underconstruction and an orderright behind them for thelongest crew/supply vessels tobe built so far: four 200-footerspowered by four Caterpillar3,000-hp engines, for a totalhorsepower of 12,000.

Breaux BrothersEnterprises, of Loreauville,

Every wave has a trough,and this is a deep one

by Larry Pearson

in May was the 170-foot RigRunner to Crewboats Inc., ofChalmette, La.

The yard’s best customerover the years has beenEdison Chouest Offshore(ECO), of Galliano, La.,which has built all of its alu-

La., is also having a goodyear. The yard delivered the180-foot Grey Cup to GulfOffshore Logistics ofMathews, La., at the end oflast year and a sister ship,Joncade, to the same compa-ny earlier this year. Delivered

CREW BOATS

minum crew boats at BreauxBrothers. The builder current-ly has in house a three-vesselorder from ECO for 194-footvessels; Fast Titan and FastGiant will be delivered thisyear and Fast Goliath in 2011.Other vessels are in the worksfor 2011 delivery slots, said VicBreaux, the yard’s owner.

The three 194-footers areamong the largest due fordelivery this year.

Power comes from a quar-tet of Caterpillar 3512Cs eachgenerating 1,810 hp, plus twoengines driving 80-kW gener-ators and a Caterpillar C9 pro-ducing 455 hp to run the firepump and a pair ofThrustmaster 30-inch tunnelbow thrusters.

“These vessels have ahuge cargo deck that is 132feet long by 26.5 feet widefor a cargo capacity of 400long tons,” Breaux added.“Top speed is 27 knotslightship and that speeddegrades only 2 knots with180 tons of cargo.”

The vessels will have a

Fast Viking, a 187-footer, joinedEdison Chouest Offshore’s fleetlast year; Breaux Brothers is cur-rently building three 194-footersfor the same customer.

Ipanema, another 187-footerfrom Breaux Brothers, in the

Gulf. Operators benefited fromcleanup work after the

Deepwater Horizon blowout, butthe prospect of regulatory

changes casts a cloud over new building. C

ourt

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Bre

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Bro

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Larry Pearson


Marine Technologies DP-2system and are ABS Loadline.

Another offshore operatorwith a multi-vessel buildingprogram is Graham Gulf, ofMobile, Ala. The companyembarked last year on four185-foot fast supply vessels;the last three feature DP-2and can carry 1,000 barrels ofliquid mud and 36 passengers.

The vessels are being builtby C&G Boat Works ofMobile, Ala. The first, GulfPrincess, was delivered lastyear, as was Sybil Graham, thefirst DP-2 vessel. Janson R.Graham was delivered in 2010and the fourth will follow laterthis year.

Janson R. Graham is namedfor Graham Gulf’s presidentand CEO. It has fourCaterpillar 3512 engines eachrated at 1,911 hp working into

ZF gears that drive 54-inch by54-inch Rolls-Royce props.The vessel has a pair ofThrustmaster 200-hp tunnelthrusters for DP-2 operationand a pair of Caterpillar C6.6170-kW gensets.

To accommodate 1,000

Sporting the distinctiveblue and white ofCrewboats Inc., ofChalmette, La., is Capt.Peyton P., a 175-footerfrom Breaux’s Bay Craft.

barrels of liquid mud, passen-ger seating is restricted to 36.Light boat speed is 24 knotsand transferable fuel is 36,000gallons. Clear cargo deck is112.9 feet by 28.2 feet.

The Kongsberg DP-2 sys-tem is especially robust, with

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two DP consoles,a pair of DGPSunits, threeanemometers, apair of verticalreference units,three gyrocom-passes, an alarmand event printer,two uninterrupt-ed power sup-plies, a pair of

independent joystick controls,and a fan beam.

Last year, anotherLoreauville yard, Breaux’sBay Craft, delivered a pair ofvessels, Ms. Lauren and Mr.Zachary both at 180 feet. InMay, another 175-footer,Capt. Peyton P. joined theCrewboats fleet.

Peyton P.’s beam is 29.5feet, with 2,500 square feet ofclear cargo area and seating for

Above, Seacor Marineproject manager JoeMcCall in the yard atGulf Craft. The photowas shot from themain deck of MichaelG. McCall as the nextnewbuild, CelesteMcCall, took shape inthe background. Left,the bow of Michael G.McCall in the Gulf dur-ing sea trials.

Larry Pearson

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72 passengers. Power comesfrom a quartet of Caterpillar3512 engines rated at 1,575 hpeach. John Deere supplied the80-kW gensets, and a 30-inchThrustmaster bow thrusteraids maneuverability.

Breaux’s Bay Craft also hasa 165-foot crew/supply vesseland a 175-foot boat under con-struction. No customers havebeen announced.

The third Loreauville-areacrew/supply boatbuilder isNeuville Boat Works. LastOctober the yard completedDutchman for Abe’s BoatRentals, of Belle Chasse, La.;the 158-foot by 30-foot vesselhas four 1,350-hp Cumminsengines and anelectro/hydraulic 24-inch tun-nel bow thruster.

Marine engineer DonBordelon reports that the

company is very close toannouncing another order.

Halimar Shipyard, ofMorgan City, La., has built alot of boats for Barry GrahamOil Service, of Bayou LaBatre, Ala. The company wasfounded seven years ago; itsfirst order was to finish threeBarry Graham utility boatsstarted by a shipyard thatcould not complete them.

Since then, Halimar hasbuilt supply boats, lift boatsand other vessels for a numberof customers, including fourcrew/supply boats for BarryGraham. The latest deliverywas Ms. Jill in July 2009.

In Bayou La Batre,Horizon Shipbuilding hasbeen mainly building tow-boats for the past couple ofyears, but the yard also buildscrew boats, mostly for foreign

interests. Last October, itcompleted the first of twoboats for Grupo TMM, aMexican logistics and trans-portation company. The 182-foot Isla San Luis was com-pleted in the fourth quarter of2009 and a sister ship wasdelivered in 2010.

One of the indicators ofhow volatile the crew/supplymarket has been is IslandBoats, of Jeanerette, La. Theyard joined the rush to buildlarge crew boats in July 2008with Bourbon Libeccio, a 170-foot design from MidshipMarine, of Harvey, La., whichsimply couldn’t build crewboats fast enough to meet thecustomer’s demand.

Island Boats deliveredSwordfish for Rigdon Marinein February 2009, and thencame a two-boat order from

Southern States Offshore ofHouston. Southern Belle, a168-footer, was finished inMarch 2009, and 30 dayslater Island Boats closedits doors, unable to com-plete the second vessel,Southern Star.

Eventually the vesselwent to Thoma-Sea BoatBuilders, which builds insteel in Lockport, La. SinceThoma-Sea was also buildingSouthern States’ first supplyboat, it consolidated both pro-jects in the same yard.

Last year Tim Colton, atShipbuildingHistory.com,reported 21 crew/supply boatsbuilt at 150 feet or longer.This year’s total may be a fewvessels short of that mark, butconsidering the recession andthe BP oil spill, the shipyardsare doing the best they can. •

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56

At least someone thinksthe ferry business is

booming. This summer, Inc.magazine listed ferryboats asone of the 10 best industriesin which to start a business in2010. “The old-fashioned fer-ryboat is making a come-back,” it declared.

In fact, the private ferrymarket is uncertain. And atthe state and local level, theold-fashioned ferryboat is partof the problem, as operatorsfrom Washington state toStaten Island struggle to keepaging boats in service. Butthere are a few new contractsin play.

AlaskaOne of the key prizes for ship-yards is the next generation offerries for Alaska MarineHighway System. The prelim-inary design, drawn up byElliott Bay Design Group ofSeattle, calls for new 350-footferries carrying 60 vehiclesand passengers on short routesthat do not require overnightcabins — runs such as LynnCanal, Prince Rupert toKetchikan and Prince WilliamSound, which are currently

served by the three oldest ves-sels in the fleet.

As designed, the boatswould be powered by two5,000-hp Tier II diesels, assist-ed by a 600-hp bow thruster.And the ferries would havesome classic Alaskan touches,including a kennel and a lock-er for passengers’ firearms.

The project was in thedetailed design phase thissummer, which could meannew ferries in four to fiveyears. The state has notreleased a cost estimate, but itdoes have $60 million setaside for capital constructionand is holding out the hope ofadditional funding from thefederal government.

Alaska, of course, is famousfor attracting federal funds,which explains in part how anAlaskan municipality will soonend up with a 20-car, 130-pas-senger ferry that cost $70 mil-lion for a route that has yet tobe determined.

Alaska-class ferries are the next big prizeby Peter Meredith

Two experimental ferries from thePacific Northwest. Top: Susitna,

photographed during sea trialsin Alaska. Right, a hydrofoil

from All American Marine beingtested for Kitsap Transit.

FERRIES

The boat is Susitna, builtby Alaska Ship & Drydock inKetchikan and funded mainlyby the federal government.The U.S. Navy has had someinterest in a vessel that couldswitch hull configurations soit could operate as a catama-ran at high speeds, as a small-water-area-twin-hull(SWATH) craft in high seastates, and as a landing craftthat provides substantialbuoyancy for maneuvering inshallow water. The originaldesign work was done byLockheed Martin.

Construction on the cur-rent vessel started in 2007.Lew Madden, who has shep-herded the project through tocompletion, says the ferry willwinter over in Ketchikan, butdeployment depends on newconstruction for landings.

One plan is to linkAnchorage with Matanuska-Susitna Borough on the shortrun across Cook Inlet;Madden says other communi-ties such as Tyonek and Kenaiare interested in service.Susitna has the ability to breakthrough two feet of new ice,which is unusual for a twin-hulled vessel.

Alaska Ship & Drydock isalso building a much less exot-ic ferry for about $7 million tolink Ketchikan with its airport,which lies across TongassNarrows — a crossing onceinfamous as the site of the pro-posed “bridge to nowhere.”The new ferry, Ken Eichner II,is a 116-foot design fromGlosten Associates of Seattleand is scheduled for deliverynext spring.

Alaska Ship & Drydock

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Courtesy Alaska Ship & Drydock


has also expressed interestin bidding on the AlaskaClass ferries.

West CoastThe most significant currentcontract in the PacificNorthwest is Washington StateFerries’ 64-car Kwa-di Tabilclass (the first vessel,Chetzemoka, is profiled on Page38; the prime builder is ToddPacific Shipyards of Seattle). Amuch more important prize,

though, is a new series of144-car ferries for WSFthat is currently in thedesign phase.

Kvichak MarineIndustries of Seattle andNichols Brothers BoatBuilders of Freeland, Wash.,wrapped up a four-boat con-tract this year for high-speed,low-wake, low-emission ferriesfor the Water EmergencyTransportation Authority inSan Francisco. The last boat,Taurus, was delivered in May;future WETA orders dependon the economy.

The 118-foot ferries arepowered by MTU 16V 2000diesels fitted with selectivecatalytic reduction systems.The first two vessels werebuilt for 149 passengers; thelast two can accommodate 199,switching their classificationfrom Subchapter T toSubchapter K.

Kvichak plans to bid on acontract with Long BeachTransit for another AquaLinkferry (Kvichak delivered theprevious boat, a 64-footer, in2001). And Nichols Brothersis completing a $4.3 millioncontract for a 100-passenger,eight-car ferry for theCalifornia Department ofTransportation (Caltrans).The 88-foot double-enderhas a beam of 38 feet and adraft at maximum load of six

EasternShipbuildinglaunched a200-passengerferry for LakeChamplain inAugust. Thevessel is a216-foot double-ender.

feet, and the operating speedis 2.6 knots.

The vessel, which carriesa captain and a deck hand,will replace Real McCoy, adouble-ended diesel-pow-ered ferry that has beenoperating since 1946 and issaid to be Caltrans’s oldest“vehicle” still in operation.The service crosses CacheSlough where it interruptsCalifornia Highway 84 nearRio Vista in Solano County.

Modutech Marine ofTacoma, Wash., is finishing anorder of six 78-foot passengerferries to replace the boats thatcarry visitors out to the USSArizona Memorial in Pearl

Photos courtesy Lake Cham

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hydrofoil ferry built for KitsapTransit as part of a six-yearproject to determine the feasi-bility of re-establishing ferryservice between Bremerton,Wash. and Seattle.

The ferry measures 82 feetseven inches overall and 77feet three inches at the demi-hull, with a beam of 28 feetand a maximum laden draft ofthree feet four inches. Thebuilder is All American Marineof Bellingham, Wash.

“It’s got an aluminum hullbut a composite superstruc-ture,” said Matt Mullett, theshipyard’s managing partner.“It has a composite hydrofoil,and it has interceptors and aNaiad control system to con-trol the interceptors andhydrofoil to minimize wake.”

to entering service in April.Kitsap Transit is trying tosecure long-term funding forthe ferry service.

All American Marine isalso building two 149-passen-ger commuter ferries for anundisclosed owner to cross theHudson River between JerseyCity, N.J. and Manhattan, N.Y.

The boats are 71 feet longwith a 25-foot molded beamand a draft of six feet. Thesevessels too are powered byCaterpillar C18 ACERTSdelivering 600 hp at 1,800rpm via ZF 550A gears at a10 percent down angle. Thepropellers are five-bladeOsborne Supertorqs with a40-inch diameter.

Gulf CoastConrad Industries, basedin Morgan City, La., hastwo large ferries underconstruction.

The first, John W. Johnson, a263-foot ferry for the TexasDepartment of

two 215-kW CaterpillarC9.9s and there is an emer-gency 135-kW CaterpillarC6.6. Mains and gensets areall Tier II. In addition thereis an OmniThruster HT600bow thruster powered by aCaterpillar C18 DITA TierII engine rated at 553 hp at1,800 rpm with Twin Disc5114 gears. Electronics areby Furuno.

The vessel is equippedwith overnight accommoda-tions for a crew of sevenand it carries Subchapter Hcertification (lakes, baysand sounds).

Elsewhere in the Gulf,Southwest Shipyard, a smallyard in Houston, is complet-ing a new 28-car ferry for theTexas DOT’s route betweenPort Aransas and HarborIsland, which continues TexasHighway 361 across theCorpus Christi Channel.

Construction on the $6.4million ferry, Charles W. Heald,began in January and it is dueto be delivered later this year,followed by a second ferrynext year.

The Port Aransas ferry isone of several shipbuildingprojects that have benefitedfrom a $62 million grant pro-gram from the U.S.Department ofTransportation under thefederal stimulus program.

As of June 11, $23 millionhad been awarded in fiscal2009 funding for projects in15 states and Puerto Rico($5.5 million was awardedearly in fiscal 2010). Most ofthis went for terminalupgrades and infrastructureimprovements, and some forrefitting existing vessels, butthe money helped states withprograms ready to go andspurred interest in proposalssuch as fast-ferry service inHampton Roads, Va.

Harbor. The fifth boat wasdelivered in June. The boatscarry 140 passengers and threecrewmembers and areequipped with Tier II-compli-ant engines that run onbiodiesel and exhaust and fueltreatment systems.

One exciting newbuild inthe Pacific Northwest is anexperimental ultra-low-wake

Load sensors are built intothe hull.

Propulsion comes from fourCaterpillar C18 ACERTdiesels rated at 873 hp at 1,200rpm driving Hamilton 403waterjets. Speed is 34 to 37knots at 90 percent of themanufacturer’s rating.

The vessel is currentlyundergoing testing with a view

Transportation’s service con-necting Galveston with PortBolivar, is close to delivery.

Capacity is 70 vehicles and500 passengers and the mainengines are GE V228 dieselslocated in a common engineroom amidships (the propul-sion units are located at eachend of the ferry). Alan C.McClure Associates ofHouston handled naval archi-tecture, marine engineeringand construction management.

Next up is Hyde, a 50-vehi-cle, 300-passenger ferry for theNorth Carolina Department ofTransportation. The ferry wasdesigned by Elliott BayDesign Group for routesacross Pamlico Sound; finalconstruction engineering wasby Guarino & Cox ofCovington, La.

“The sound is notoriousfor its sand bars and its short,steep seas and strong winds,”Elliott Bay said when itannounced the design. “Thevessel’s hull has been speciallydesigned to reduce pitchingand breaking waves and sprayto provide for greater passen-ger comfort.”

The single-ended ferry,which will cost about $14 mil-lion, has a length of 220 feet, a50-foot beam, a depth of 12.5feet and a design draft of sixand a half feet. It is being builtat Conrad’s OrangeShipbuilding facility inOrange, Texas, and delivery isexpected in the third quarterof 2011.

According to Joe Waldrep,North Carolina DOT’s marinedesign engineer, Hyde’s twomain engines are MTU 8V4000 Tier-II rated at 1,140 hpat 1,800 rpm working throughZF7600 gears with a 3.26:1ratio. Maximum speed is 14knots with a cruising speed of12 knots.

The main generators are

Above, Taurus, the last of aseries of four low-wake, low-emis-sion ferries built by KvichakMarine Industries and NicholsBrothers Boat Builders for theSan Francisco Water EmergencyTransportation Authority.

Courtesy K

vichak Marine Industries


Canada/East CoastVictoria Shipyards’ new 400-passenger SeaBus forVancouver Harbor is profiledon page 28. For once, thebiggest Canadian operator, BCFerries, has no immediateplans for new boats.

“Our vessel replacementis now complete for themajor and northern routes,”the company said in its latestdisclosure to shareholders.“Our capital expendituresover the next few years areexpected to be significantlylower as we transition intomore of a maintenance mode.Our next significant vesselrenewal program will com-mence for the other routes inthe next five years.”

In the Maritimes, however,Marine Atlantic, which linksNewfoundland, Labrador andNova Scotia, is chartering twovessels from Stena, both builtwithin the last five years, toreplace Caribou and Joseph andClara Smallwood.

“Once they join MarineAtlantic’s fleet, the averagevessel age will be reducedfrom 21 years to eight years,said Wayne Follett, the ferryoperator’s president and chiefexecutive officer.

Under the current federalbudget, Marine Atlantic willget C$175 million over the

next two years for fleet andshoreside improvements.

In New Brunswick, GrandManan Island is awaitingdelivery next May of an 82-car ferry from EasternShipbuilding of Panama City,Fla., under a $65 million con-tract. The vessel, GrandManan Adventure, will replacea 44-car ferry, increasing dailyvehicle capacity from 630 to1,000 in the summer, whentwo ferries operate.Maximum capacity for pas-sengers and crew on the newvessel is put at 380.

The vessel’s dimensionsare 280 feet by 60 feet with adepth of 23.8 feet and a designdraft of 14.8 feet. The originaldesign work was by BMT andthe final design was preparedby STX Canada.

Eastern is also building the216-foot double-ender,Raymond C. Pecor Jr., for LakeChamplain Transportation Co.,which is based in Burlington,Vt., and traces its origins backto 1826. The boat, designedby John W. Gilbert Associatesof Hingham, Mass., was stern-launched in Panama City inlate August.

Passenger capacity is 200and the vehicle load 220 longtons. The main engines are1,000-hp Caterpillar 3508Csand there are two 54-kW

Caterpillar gensets. Speed isapproximately 10 knots.

Pecor, a sister vessel toCumberland, which Easterndelivered in 2000, will joinChamplain Transportation’sfleet of a dozen boats after ajourney up the Hudson andthrough the Champlain Canal,where part of the pilothouseand lounge will be dismantledand stored on deck to clearoverhead obstructions.

Blount Boats of Warren,R.I., recently won a contract tobuild a 110-foot ferry forCasco Bay Lines, of Portland,Maine. The 399-passengerSubchapter K vessel willreplace the 65-foot IslandRomance. The design, devel-oped by Seaworthy Systems,part of the Rolls-Royce groupof companies, will be similarto another Casco Bay vessel,Aucocisco III.

The proposed 399 passen-ger, Subchapter K vessel willoperate year-round ferry ser-vice to islands in Casco Bay.

At press time, Blount hadanother contract announce-ment pending.

The biggest plum on theEast Coast, though, couldbe new boats for New YorkCity’s TransportationDepartment Staten IslandFerry Division. The Seattleoffice of the consulting firmKPFF is completing astudy of the city’s needs, awide-ranging explorationthat looks at newbuilds aswell as refurbishment. •

The market for excursion boatsis slow, but WendellaSightseeing of Chicago, which iscelebrating its 75th anniversary,recently took delivery of Linnea,an 89-foot steel vessel, fromBlount Boats.

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High-profile boats makinga big splash in a robust sector

by John Snyder

In a year of uncertainty forNorth American shipbuild-

ing, yards that build special-purpose vessels for lawenforcement, fire depart-ments or pilot associationshave launched some remark-able vessels.

Most of the attention hasgone to Three Forty Three (pro-file, Page 32), the New YorkFire Department’s state-of-the-art flagship from EasternShipbuilding. But yards acrossthe United States and Canadahave delivered a rich varietyof boats in this category.

Pilot boatsThree 75-foot all-weatherpilot boats were deliveredthis summer to the Dutchpilotage organization,Loodswezen, by KvichakMarine Industries of Seattle.The three identical launch-

es, Aquila, Draco and Orion,arrived in Europe in July tobegan service followingcrew training.

The boats, designed byBritain’s Camarc Design,meet strict emission regula-tions mandated by the Port ofRotterdam. As with otherrecent Kvichak deliveries,

PILOTS, FIRE, PATROL

they feature Tier II-compli-ant engines — in this case,Caterpillar ACERT C32srated at 1,300 hp each cou-pled to ZF 3050 marine gear-boxes driving Hamilton 651waterjets. A Northern Lightsgenset provides auxiliarypower. Fully loaded, the newboats are expected to reach a

speed of about 29 knots.Overall length is 75.1 feet;

draft is 3 feet 6 inches andbeam over fendering is 22.3feet. Fuel capacity is 1,200gallons and there is seating forthree operators and 12 pilots.

As well as being Tier II-compliant, the Caterpillardiesels have been fittedwith DPF (diesel particulatefilter) and SCR (selectivecatalytic reduction) systemsthat not only remove sootfrom the emissions, but alsobreak down nitrogen oxidesfrom the exhaust. Accordingto Kvichak, the SCR systemworks by injecting a urea-based mixture downstreamof the exhaust outlets intothe dry-exhaust piping.With the aid of a catalyst,the urea combines with thenitrogen oxide emissionsand reduces them to nitro-gen gas and water.

The DPF system worksby collecting unburned soot.Using another catalyst, carbonmonoxide, hydrocarbons andparticulate soot are convertedinto carbon dioxide and water.The emission systems comefrom Hug Engineering in

On the East Coast,Gladding-HearnShipbuilding of

Somerset, Mass.,has delivered a

couple of pilot ves-sels already this

year including this75-foot boat for theLake Charles Pilots

in Louisiana.

Three 75-foot pilot boats built byKvichak Marine for the Dutchpilots’ organization show off theirpaces before delivery. All threeboats were shipped toRotterdam on the same vessel.

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Courtesy K

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Switzerland and the Dutchcompany SootTech.

According to TonSchouten, new build managerfor the Dutch pilots, the newboats will also feature cleanlube oil, LED lighting andenvironmentally friendlypaint, and the emission con-trols will reduce particulatematter by 98 percent andnitrogen and sulfur oxides by60 percent.

The Dutch pilots’ deci-sion to use Kvichak evolvedfrom their longstanding rela-tionships with Camarc in theU.K. and with the ColumbiaRiver Bar Pilots, who also relyon boats designed by Camarcand built by Kvichak.

Houston pilotsKvichak also delivered anew launch to the HoustonPilots Association, the 75-foot Yellow Rose.

Serving one of the world’sbusiest ports since 1921, theHouston pilots operate onone of the nation’s most chal-lenging waterways. Therestrictive configuration of thechannel, the shifting direc-tions of its upper reaches andthe diversity of the trafficrequire a special breed ofmariner and special kind oflaunch. In 2008, the pilotscounted roughly 29,000 shipmovements, 150,000 barge

movements and 90,000 othervessel movements betweenthe sea buoy and the upperreaches of the Houston ShipChannel, a distance of about53 nautical miles.

Designed once again byCamarc, Yellow Rose is theHouston Pilots’ first launchfrom Kvichak and their firstjet boat. The explanation:“Speed, speed and speed,”said Houston PilotsAssociation President Capt.Bobby Kirk.

“We need to be able tomove pilots from our dock inGalveston to our SWATHvessels [a low-speed platformfor housing and deliveringpilots to and from vessels thatneed them] at the pilot sta-tion,” he said. “Jets providehigh, efficient speeds andreduce damage and stress toexposed running gear.”

The all-aluminum vesseldraws just 3 feet 6 inchesand has a top speed of about29 knots.

For power, the pilots spec-ified twin Tier II CumminsQSK-38 marine diesels ratedat 1,400 hp each. The enginesdrive twin Hamilton 651waterjets. For auxiliary powerthere is a Northern LightsM55C2 55-kW genset.

The wheelhouse aboardYellow Rose is spacious andclimate controlled and offers

the operator unobstructedvisibility. The interior space,with a yacht finish, alsoincludes a day galley andcrew accommodations.

“We designed the interi-or the way we thoughtwould best suit our needs,”Kirk said. “We have ninepilot chairs and all the latestelectronics. We have twoman-overboard retrieval sys-tems, a hydraulic basket onthe stern that the operatorcan operate from an aft sta-tion to retrieve the personand a hydraulic sling systemon the starboard side.”

On deck the launch has awheelhouse grab rail andwide non-skid side decksleading to port and starboardboarding stations. Inset tran-som steps lead to the pilotrescue platform and A-frame.

Gladding-HearnIn March, the East Coast’sleading builder of pilot boats,Gladding-HearnShipbuilding/Duclos Corp. ofSomerset, Mass., delivered itsnewest launch to the LakeCharles Pilots, who operateon the Calcasieu ShipChannel in southwestLouisiana. This is Gladding-Hearn’s third delivery to theLake Charles Pilots, whosedecision to augment theirfleet was prompted by a sharp

increase in LNG traffic trav-eling to terminals on theCalcasieu River.

The new boat, CalcasieuPass Pilot, is a 75-foot, C.Raymond Hunt-design with adeep-V hull, a 20.6-foot beamand a seven-foot draft. Speedfully loaded is 26 knots.

The new boat has classicHunt lines and a heavy-dutyshear. Vessel stability was akey concern for the pilots,who often operate in three- tofive-foot seas and whose out-ermost sea buoy is 30 milesoffshore. Because of the steepswells, the pilots specifiedthat a heavy-duty 12-inch D-rubber fendering system beinstalled in addition to tires atthe pilot boarding station.

For power the new boathas twin Cummins QSK38-Mdiesels for a combined 2,700hp at 1,900 rpm. The gear-boxes are Twin Disc MGX-6620A Quick Shifts turningfive-blade Bruntons pro-pellers linked to a Twin DiscEC-300 electronic control sys-tem at three stations.Auxiliary power is providedby twin Onan 27-kW gensets.

The launch has roof win-dows in addition to its largeinverted forward windows.The vessel has wide sidedecks and a secondary board-ing station atop the pilothouse. The layout offers


system. Designed for speedand maneuverability underadverse conditions, the boathas a top speed of around 40knots and a fuel capacity of495 gallons.

The pilot house andcabin are climate controlledand include a head and mod-est galley for longer opera-tions. The deck and win-dows are heated to preventicing in winter.

For navigation there is aFuruno NavNet system withredundant GPS receiversand depth sounders. Thenew boat also has a SeaFLIRII imaging system for sur-veillance and target acquisi-tion. The high-tech equip-ment is capable of thermalimaging, daylight and low-light video and laser rangefinder/laser pointer for accu-rate target location.

The response boat will benamed in a special ceremonyfor a New York City policeofficer who was killed in theline of duty.

tee, two bunks, a small galleyand a head. At the transomare a throttle and steeringcontrols and a winch-operat-ed, rotating davit over arecessed platform at waterlevel for pilot rescue.

And during the summer,Gladding-Hearn skirted theaftermath of the DeepwaterHorizon blowout in the Gulfto deliver a new pilot boat tothe Galveston-Texas City

pilots, a sister ship to a 30-knot, 70-foot launch built lessthan four years ago.

The Hunt-designed boathas a draft of just three feetnine inches and is poweredby twin Cummins QSK38-Mdiesels, each producing 1,300hp at 1,800 rpm, connected toa Hamilton 571 waterjetthrough a remote-mountedReintjes WVS 430/1 gearbox.

A hand-held remote canbe used aft at the rescue sta-tion to monitor the waterjets,engines and gears.

Law enforcement vesselsKvichak recently delivered anew all-aluminum responseboat to the New York CityPolice Harbor Unit. The 44.5-

foot waterjet-propelled boat isdesigned by Camarc and isbased on the U.S. CoastGuard’s Response BoatMedium, of which more than30 have been built byKvichak in Kent, Wash., andby Marinette Marine inMarinette, Wis.

The harbor unit’s missionincludes law enforcement,search and rescue and coun-terterrorism. The new boat ispowered by twin MTU Series60 diesels rated at 825 hpeach and a Kohler 9-kWgenset for AC power. It is theNYPD’s first vessel to beequipped with Rolls-RoyceKaMeWa FF375S waterjetsfor propulsion. The helm is aVector-Stick integrated control

uncompromised visibility forthe operator at all times. Atthe stern, recessed steps inthe transom lead to a rescueplatform equipped with apipe davit and self-tailing res-cue winch.

The interior space is airconditioned and sound damp-ened to 75 decibels and fea-tures four recliners, a galley,enclosed head and shower.There are also three double

staterooms for use during hur-ricanes when the pilots areforced to rely on their boat asa base of operations.

Gladding-Hearn also deliv-ered a new 52.6-foot St.Johns-class pilot boat toFreeport Harbour Co. onGrand Bahama. The all-alu-minum launch, another Huntdesign, has a top speed of 27knots. Power comes fromtwin Caterpillar C-18 diesels,each producing 671 hp at2,100 rpm and turning a ZFfive-blade propeller. The gearboxes are Twin DiscMGX5135A Quick Shifts andthe boat has a 12-kWNorthern Lights generator.

The boat featuresSTIDD reclining seats, a set-

While New York City’s firedepartment has been buildingfireboats, its police department’sharbor unit recently took deliveryof a 44.5-foot response boat, asister ship to the boats Kvichakis building for the U.S. CoastGuard. Left, SeaArk Marine has afive-boat contract with theHaitian coast guard.

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Courtesy S

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Kvichak is also building a57-foot foil-assisted all-alu-minum catamaran of its owndesign that can be used as afast-response patrol boat, sur-vey boat, crew boat or gener-al workboat. A square A-frame with hydraulic winchon the aft deck will facilitatelaunch and recovery of skiffsand remotely operated vehi-cles (ROVs). The vessel ispowered by twin ScaniaDI12 69M marine dieselsrated for 691 hp at 2,300 rpm.The engines are coupled toZF 360A transmissions dri-ving NiBrAl propellers.Delivery is scheduled forOctober; Kvichak did not dis-close the customer.

FireboatsWith the delivery of Patriot, afirefighting/command centervessel for Tampa Fire andRescue, MetalCraft Marineof Kingston, Ont., has raisedthe bar for response speed,pumping capacity and inci-dent command capability.

At a top speed of 35 knots,the new 69-footer is now thefastest fireboat in the worldcapable of pumping morethan 10,000 gallons perminute. It is also the firstNFPA (National FireProtection Association) Class 2vessel built in North America.

Built to replace a vessel

half its size, Patriot’s shallowdraft of just 28 inches cantake it where few vesselsdare to go. In its home watersof Tampa Bay, where shal-lows abound, that can cutmiles and precious minutesoff response time.

Funding for the $4-mil-lion boat comes partly fromthe U.S. Department ofHomeland Security and anUrban Area SecurityInitiative Grant aimed athigh threat/high densityurban areas.

The red-and-pewter fire-boat, which will operate fromTampa Fire and Rescue’sMarjorie Park Ramp onDavis Island, covers aresponse area from the Portof Tampa to Egmont Key, adistance of about 40 miles.

Four Iveco C13 825-hpmarine diesels supply 3,300total horsepower. The enginesdrive twin Hamilton jet dri-ves. For auxiliary power thereare two 13.5-kW gensets.

Patriot’s firefightingequipment surpasses thataboard any vessel of its size.There is a 500-gallonProFoam system, a 5,500-gpm Stang main monitor, two2,000-gpm Elkhart monitors,two Elkhart 1,250-gpm moni-tors, four Hale pumps pro-ducing over 13,500 gpm andfive 5-inch Storz connections

– interlocking hooks andflanges that allow pipes tohook up to one another.

Additional equipmentincludes a hydraulic crane, aJordair scuba/SCBA cascaderefill station, a full medicalcenter with fridge, sink andoxygen, a full galley andaccommodations for fourcrewmembers. Also designedas an on-site incident com-mand center, the boat has awheelhouse filled with the lat-est in navigation and special-ized communications equip-ment including video imaging.

The boat was deliveredin September 2009. ThisJune, while still in training,Patriot’s crewmen were putto the test when a four-alarm blaze broke out on ashipboard conveyor belt atthe Port of Tampa. In a lit-eral trial by fire, both thecrew and the new boat per-formed flawlessly.

For MetalCraft and its in-house designer, Jay Milner,the FireStorm 69 class ofboats is proving a great suc-cess. Following Patriot, a sec-ond boat is being built forthe city of Jacksonville, Fla.,and a contract has beensigned to build yet anotherboat for Boston.

In Meteghan River,Nova Scotia, A.F. Theriault& Son Ltd., which last year

delivered a new 65-footfireboat to Portland, Maine,is building contract for a79-foot aluminum fireboatfor the Massachusetts PortAuthority. The boat is forLogan International Airportin Boston and the designeris Robert Allan Ltd. ofVancouver, B.C. Delivery isscheduled for June andMassport put the totalprice of the entire projectat $5.3 million.

Robert Allan is also thedesigner of 90-foot fireboatfor the Chicago FireDepartment with a pumpingcapacity of 14,000 gpm. Thebuilder is Hike MetalProducts of Ontario.

And back in the U.S.,Gladding-Hearn announcedthat it had received an orderfrom the U.S. Army for a75.8-foot, all-aluminum fire-boat for its munitions termi-nal in Sunny Point, N.C. Thevessel will feature twinCaterpillar C-32 diesels andHamilton 651 waterjets; topspeed will be 25 knots.Hamilton Jet’s MarineElectronic Control System(MECS) will control thewaterjets, engines and gearsat the wheelhouse consoleand an exterior control stationon the aft deck. Maximumpumping capacity will be7,500 gallons per minute. •

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ASR Register

This register lists significant commercial or civilian-crewed vessels completed by North American yardsin the year ended Sept. 1, 2010. In the case of sister vessels built by the same yard, we list only one.

ACO Landry A. Galiano, 205’OSVDesigner/Builder: Master BoatBuilders, Bayou la Batre, ALOwner/Operator: Abdon CallaisOffshore, Golden Meadow, LA

Alex G. McRae, 162’OSVDesigner/Builder: C&C BoatWorks, Belle Chasse, LAOwner/Operator: C&E BoatRental, Cut Off, LA

Aquila, 75’Pilot vesselDesigner/Builder: CamarcDesign, UK/Kvichak MarineIndustries, Seattle, WAOwner/Operator: Loodswezen(Dutch Pilotage Organization),Netherlands

Baltic, 149’OSVDesigner/Builder: C&C BoatWorks, Belle Chasse, LAOwner/Operator: AdriaticMarine, New Orleans, LA

Bee Sting, 210’PSVDesigner/Builder: Guido Perla& Associates, Seattle, WA/Bollinger Shipyards, Lockport,LAOwner/Operator: Bee Mar,Broussard, LA

Bell M. Shimada, 208’Fisheries survey vesselDesigner/Builder: VT HalterMarine, Pascagoula, MSOwner/Operator: NOAA,Newport, OR

Big City, 141’Motor yachtDesigner/Builder: PatrickKnowles, Fort Lauderdale, FL(interior)/Trinity Yachts, Gulfport,MSOwner/Operator: Private owner

Bourbon Meltem, 175’OSVDesigner/Builder: MidshipMarine, Harvey, LAOwner/Operator: BourbonOffshore, Marseilles, France

Burrard Pacific Breeze, 112’Passenger ferryDesigner/Builder: BMT FleetTechnology, Vancouver, BC/Victoria Shipyards, Victoria, BCOwner/Operator: TransLink,Vancouver, BC

Cakewalk, 281’Motor yachtDesigner/Builder: TimHeywood Design, U.K./Derecktor Shipyards,Bridgeport, CTOwner: Private owner

Top 50 indexCapt. Peyton P., 175’

Crew/supplyDesigner/Builder: Breaux’s BayCraft, Loreauville, LAOwner/Operator: Crewboats,Chalmette, LA

Cheramie Botruc #40, 230’Supply vesselDesigner/Builder: VT HalterMarine, Pascagoula, MSOwner/Operator: L&M Botruc,Golden Meadow, LA

Chetzemoka, 274’Vehicle/passenger ferryDesigner/Builder: Elliott BayDesign Group, Seattle, WA/ToddPacific Shipyards, Seattle, WAOwner/Operator: WashingtonState Ferries, Seattle, WA

Dutchman, 158’Crew/supplyDesigner/Builder: Neuville BoatWorks, Loreauville, LAOwner/Operator: Abe’s BoatRentals, Belle Chasse, LA

Ella G, 280’PSVDesigner/Builder: North Am.Shipbuilders, Larose, LAOwner/Operator: NauticalSolutions, Galliano, LA

Empire State, 600’Product carrierDesigner/Builder: Daewoo ShipEngineering Center, SouthKorea/General DynamicsNassco, San Diego, CAOwner/Operator: AmericanPetroleum Tankers, New York,NY/Crowley Maritime Corp.,Jacksonville, FL

Galveston, 70’Pilot boatDesigner/Builder: C. RaymondHunt Associates, New Bedford,MA/Gladding-HearnShipbuilding, Somerset, MAOwner/Operator: Galveston-Texas City Pilots

Harvey Carrier, 260’OSVDesigner/Builder: EasternShipbuilding Group, PanamaCity, FL; Harvey Gulf Intl., NewOrleans, LA; STX Europe/Eastern Shipbldg., Allanton, FLOwner/Operator: Harvey Gulf,New Orleans, LA

Holiday, 288’Anchor handlerDesigner/Builder: North Am.Shipbuilding, Larose, LAOwner/Operator: EdisonChouest Offshore, Galliano, LA

HOS Eagleview, 250’OSVDesigner/Builder: HornbeckOffshore Svces., Covington, LA/Leevac Industries, Jennings LAOwner/Operator: Hornbeck

HOS Silver Arrow, 240’OSVDesigner/Builder: HornbeckOffshore Svces., Covington, LA/Atlantic Marine, Jacksonville, FLOwner/Operator: Hornbeck

Independence, 223’Coastal cruise shipDesigner/Builder: ChesapeakeShipbuilding, Salisbury, MDOwner/Operator: AmericanCruise Lines, Guilford, CT

Infant Jesus of Prague, 205’Supply vesselDesigner/Builder: Master BoatBuilders, Coden, ALOwner/Operator: Abdon CallaisOffshore, Golden Meadow, LA

Isla San Ignacio, 164’OSVDesigner/Builder: C&C BoatWorks, Belle Chasse, LAOwner/Operator: TMM DivisionMaritima, Mexico City, Mexico

Isla San Luis, 182’FSVDesigner/Builder: HorizonShipbuilding, Bayou La Batre,AL, and Castleman Maritime,Kemah, TX/Horizon ShipbuildingOwner/Operator: Grupo TMM,Campeche, Mexico

Janson R. Graham, 185’Crew/supplyDesigner/Builder: C&G BoatWorks, Mobile, ALOwner/Operator: Graham Gulf,Mobile, AL

John W. Jonson, 264’Passenger/ro-ro ferryDesigner/Builder: Alan C.McClure Assocs., Houston, TX/Conrad Ind., Morgan City, LAOwner/Operator: TexasDepartment of Transportation,Galveston, TX

Joncade, 180’Crew/supplyDesigner/Builder: BreauxBrothers Enterprises,Loreauville, LAOwner/Operator: Gulf OffshoreLogistics, Mathews, LA

L/B Paul, 133’LiftboatDesigner/Builder: RodriguezBoat Builders, Bayou laBatre, ALOwner/Operator: MontcoOffshore, Galliano, LA

Leboeuf Tide, 266’Supply vesselDesigner/Builder: QualityShipyards, Houma, LAOwner/Operator: Tidewater Inc.,Houston, TX

Lickety-Split, 65’Water taxiDesigner/Builder: Matt Colopy,Shoreline Sightseeing, Chicago,IL and Seacraft Design,Sturgeon Bay, WI/AndersenBoat Works, Saugatuck, MIOwner/Operator: ShorelineSightseeing, Chicago, IL

Linnea, 89’Excursion vesselDesigner/Builder: Timothy GraulMarine Design, Sturgeon Bay,WI/Blount Boats, Warren RIOwner/Operator: WendellaSightseeing Co., Chicago, IL

Michael G. McCall, 190’Crew/supply vesselDesigner/Builder: Gulf Craft,Patterson, LAOwner/Operator: SeacorMarine, Houma, LA

Miss Michelle, 130’Motor yachtDesigner/Builder: WestportYachts, Port Angeles, WAOwner/Operator: Private owner

Mr. Zachary, 180’Crew boatDesigner/Builder: Breaux’s BayCraft, Loreauville, LAOwner/Operator: Gulf OffshoreLogistics, Mathews, LA

Nicholas P. Callais, 200’OSVDesigner/Builder: Master BoatBuilders, Bayou la Batre, ALOwner/Operator: Abdon CallaisOffshore, Golden Meadow, LA

Odessa, 160’Motor yachtDesigner/Builder: GiorgioArmani, Italy; ChristensenShipyard, Vancouver, BC/Christensen ShipyardOwner/Operator: Private owner

Overseas Cascade, 600’Shuttle tankerDesigner/Builder: Hyundai MipoDockyard, S. Korea/Aker Phila.Shipyard, Philadelphia, PAOwner/Operator: AmericanShipping, Philadelphia/OverseasShipholding Grp., New York, NY

Patriot, 69’FireboatDesigner/Builder: MetalCraftMarine, Kingston, OntarioOwner/Operator: Tampa FireRescue, Tampa, FL

Pico 4, 176’LiftboatDesigner/Builder: Semco Inc.,Lafitte, LAOwner/Operator: PetroleumServices and Investment,Cairo, Egypt

Redlinger, 60’Survey boatDesigner/Builder: Viking FastCraft, Staunton, IL/GeoShipyard, New Iberia, LAOwner/Operator: U.S. ArmyCorps of Eng., Portland, OR

Rig Runner, 170’Crew/supplyDesigner/Builder: BreauxBrothers Enterprises,Loreauville, LAOwner/Operator: CrewboatsInc, Chalmette, LA

Ross Candies, 309’IMR vesselDesigner/Builder: Otto CandiesLLC, Des Allemands, LA/Dakota Creek Industries,Anacortes, WAOwner/Operator: Otto Candies

Scorpio, 118’Passenger ferryDesigner/Builder: IncatCrowther, Australia/KvichakMarine Industries, Seattle, WA/Nichols Brothers Boat Builders,Freeland, WAOwner/Operator: San FranciscoBay Area Water EmergencyTransportation Authority, SanFrancisco, CA

Southern Star, 170’Crew boatDesigner/Builder: SouthernStates Offshore, Houston, TX/Thoma-Sea Boat Builders,Lockport, LAOwner/Operator: SouthernStates

Susitna, 195’Passenger/vehicle ferryDesigner/Builder: Guido Perla& Associates, Seattle, WA/Alaska Ship & Drydock,Ketchikan, AKOwner/Operator:Matanuska/Susitna Borough,AK

Sycara IV, 151’Motor yachtDesigner/Builder: Burger Boat,Manitowoc, WIOwner: Private

Three Forty Three, 140’FireboatDesigner/Builder: Robert AllanLtd., Vancouver, BC/EasternShipbuilding, Panama City, FLOwner/Operator: New York FireDepartment, New York, NY

Urraca II, 51’Crew boatDesigner/Builder: MetalCraftMarine, Kingston, OntarioOwner/Operator: PanamaCanal Authority, Balboa,Panama

USNS Matthew Perry, 689’Underway replenishment vesselDesigner/Builder: GeneralDynamics Nassco, San Diego,CAOwner/Operator: U.S.Navy/Military Sealift Command


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