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2019 Safety Award Ad - For Professional Mariner.indd 1 8/3/2020 10:32:22 AM CoProfessionalnt Marinere October/Novembernts 2020

Towing 4 20 Navy continues to modernize yard tug fleet with launch of YT 808

BY DAVID A. TYLER

Industry Signals 4 COVID actions testing relationship between MSC, civilian crews 7 Six months into outbreak, cruise lines still repatriating crews by ship 10 Academies get creative to provide 20 sea-term training during pandemic 12 LCA calls Canadian ballast water Trends proposal ‘economic power grab’ 39 Faster, safer, cheaper: Drones 14 New Great Lakes bulk carrier taking flight for ship inspections first built in US in nearly 40 years BY ALAN R. EARLS 16 Global project to fight biofouling asks industry to take seat at table 18 App provides anonymous path 7 to report violations on the water 18 39

A Mariner’s Notebook 48 Technology helps shoreside eyes monitor every maritime move

BY CAPT. KELLY SWEENEY

www.professionalmariner.com 1 PROFESSIONAL

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Customer Service: 1-866-918-6972 All Other Departments: 207-772-2466 www.professionalmariner.com The 92-foot Mardi Gras, a z-drive tugboat built by Steiner Ship- yards for Crescent Towing in 2016, runs upriver with the tanker PROFESSIONAL MARINER Flagship Sage on the Lower Mississippi southeast of New (ISSN 1066-2774) Orleans. At the stern of the ship is Miriam Walmsley Cooper, This magazine is printed in the U.S. one of Crescent’s conventional tugs. The powerful Mardi Gras Professional Mariner is published in February, March, April, May, June, delivers nearly 5,500 hp and a bollard pull of 75 metric tons. August, September, October and December, with an annual special issue of American Tugboat Review in July and an annual special issue of American Ship See story, page 24. Photo by Brian Gauvin Review in November for $29.95 per year by Navigator Publishing LLC, 58 Fore St., Portland, ME 04101. Periodicals postage paid at Portland, Maine, and additional mailing offices. Postmaster: Please send address changes to Professional Mariner, P.O. Box 461510, Escondido, CA 92046. Copyright © 2020 by Navigator Publishing LLC. All rights reserved. No part of this publication may be reproduced in any way without written permis- sion from the publisher. Multiple copying of the contents without permission is illegal. Call 207-822-4350 x219 for permission. Subscription rate is $29.95 for one year (nine issues) in the U.S. and its possessions. Canadian subscription rate is $44.95 U.S. funds. Other foreign service is $49.95 U.S. funds. Overseas airmail is $94.95 U.S. funds. Multi-year discounts are available, call 866-918-6972 for details. Distribution: Newsstand distribution, domestically and internation- ally: Coast to Coast Newsstand Services LTD., 5230 Finch Ave. East, Suite 1, Toronto, ON M1S 4Z9. Phone (416) 754-3900; fax (416) 754-4900. Contributions: We solicit manuscripts, drawings and photo­graphs. Please address materials to Editor, Professional Mar­iner, P.O. Box 569, Portland, Maine 04112-0569. Unfortunately, we cannot guarantee the safe handling of all contributed materials.

2 Professional Mariner October/November 2020 42

CProfessionalont Mariner October/Novemberents 2020

31

42 World War II tow down the Hudson takes New York by storm

 BY WILL VAN DORP

Maritime Casualties 26 Workboat capsizes during Louisiana oil spill exercise, killing two

29 Sandy Hook pilot dies after fall while boarding oil tanker

31 Sixty-three injured in fire aboard Navy ship; vessel’s fate unknown

34 Marquette blames captain, pilot after crane barge hits bridge 42 37 NTSB cites lack of ‘decision point’ in Atchafalaya bridge strike

Vessels at Work 24 24 24 Weeks flagship dredge builds its name on Jersey shore

BY BRIAN GAUVIN

ON THE COVER

Magdalen, a 356-foot trailing suction hopper dredge, works the borrow area for sand off the coast of Surf City, N.J. The recent addition to the Weeks Marine fleet has put its capabilities on display, winter and summer, rebuilding vulner- able dunes and beaches damaged by Hurricane Sandy. See story, page 24. Brian Gauvin photo

www.professionalmariner.com 3 i n d u s t r y Signals

Civilian mariners with the Military Sealift Command release anchor chain pins on the submarine tender USS Frank Cable while on deployment in the Arabian Sea. Seafarer unions hope to collect penalty pay for MSC mariners U.S. Navy photo Navy U.S. who were confined to their ships during the pandemic. COVID actions testing relationship between MSC, civilian crews s the COVID-19 pandemic the hours they spent stuck on ships, mariners were in port, some just Agripped the planet in March, a and also to send a message that a few miles from their homes, but “gangway up” order by the Military stranding civmars on vessels — were ordered not to leave their Sealift Command (MSC) restricted while Navy personnel and contrac- vessels. The larger point: “If they thousands of civilian mariners to tors came and went freely — was hadn’t restricted only the civmars, U.S. Navy vessels around the world. unacceptable. there wouldn’t be an issue,” Burke Five months later, “civmars” are feel- “Pay is the only thing we can said. ing stressed, neglected and chained request as a grievance,” said Tracy The order and its consequences to their jobs — if not actually physi- Burke, the government fleet repre- are straining the relationship cally confined — by a complexity of sentative for the Marine Engineers’ between the Navy and the civilian coronavirus-related circumstances. Beneficial Association. workforce that repairs, resupplies Meanwhile, their unions are The MEBA and two other sea- and helps crew U.S. military vessels pursuing a grievance with the MSC, farer unions hope the MSC will around the world. While enlisted hoping to recover penalty pay for pay an hourly rate for the time the personnel will endure restrictions

4 Professional Mariner October/November 2020 and hardships with a “Yes, sir,” civil- civmars lacked the masks and pleaded with an officer to bring her ian mariners expect more freedom, protective gear that have become tampons and deodorant. The ship even within a career that’s always household basics. Some lacked was docked just a few miles from meant long deployments and a mili- basic necessities. A civmar whose her apartment. She asked to remain tary-style sense of dedication. vessel was restricted to Naval Sta- anonymous due to concerns about “I’m seeing it as an inflection tion Norfolk (Va.) in April said she her career. point,” said Dr. Sal Mercogliano, who teaches maritime and military history at Campbell University in Buies Creek, N.C. “The military needs mariners, but a mariner is not a sailor.” Rear Adm. Michael Wettlaufer, the MSC’s commanding officer, issued the order restricting civmars to their vessels on March 21. He cited a need for “swift implemen- tation of actions that will protect the health of our afloat units.” The MSC did not respond to a request for comment for this story. According to civmars who spoke to Professional Mariner, safety was compromised when Navy personnel and Defense Department contrac- tors came aboard the ships and left at will, breaking the health bubble and potentially exposing crewmem- bers to the coronavirus. About 10 weeks after Wettlaufer’s order, ship captains were given discretion to allow civmars to leave their vessels when in port, provid- ing some respite from tight quarters and tense crewmates. However, their plight is still complicated by the pandemic. Deployments have been extended for months, and even those who quit contractually have to wait for someone to relieve them. Ever-changing travel restrictions also have made getting home more dif- ficult. Not planning for a pandemic,

www.professionalmariner.com 5 industry signals

While Navy officers were relieved will return home and suspects other his relationship with the Military by colleagues, the mariner said that civmars may not want to take an Sealift Command. for months she received no indica- assignment to relieve her for fear of “This is a good job, particularly tion about when they would rotate also getting trapped on a ship. as a young man,” he said, “but once in new civmars and allow those on Another civmar, an engineer who you get older, I’m not sure.” He the ship to go home. has been attached his ship since spoke on video chat, smoking a “There were no guidelines for August 2019, was confined for cigarette outside a Guam bar as a when they would relieve us,” she three months due to COVID-19. few lights from the base punctured said. “As long as you were on the The vessel is now in Guam, as is he. the night sky. ship, you stayed with the ship. He can’t return to his home in the He said he hopes to get penalty There’s no plan.” Philippines, where his partner and pay for all the hours he was stuck on Her deployment, which started in children live, because the country is the ship, one action stipulated in his January, was extended for months. not admitting American citizens due contract. Other than that, he doesn’t She stayed with the vessel as it sailed to the continuing rise in coronavirus know what recourse he can demand. to another naval base for repairs. She cases in the U.S. “I’ll just sit here,” he said. “It’s is now in a hotel, with the freedom The man, who recently turned like I’m a machine. I just go and to travel five miles from the build- 40, said the events of the past six work.” ing. She doesn’t know when she months have caused him to rethink Nick Keppler

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6 Professional Mariner October/November 2020 Six months into outbreak, cruise lines still repatriating crews by ship hough the COVID-19 pan- ing those that weren’t allowing said. Instead they have turned to Tdemic brought passenger trav- their own nationals to re-enter charter flights to help complete el to a halt for all major oceango- — sometimes specifically because trips home, with hundreds of ing cruise lines, many ships were they had been on a cruise ship. planes operating like buses to stop still sailing an estimated 15,000 The paperwork to receive and let crew off along the way. to 20,000 crewmembers to their Charters also involve a mountain home countries in July, according Worldwide, most of paperwork, however, and are to the Cruise Lines International prone to last-minute weather can- Association (CLIA). of the 280 CLIA cellations that are disheartening to “What cruise lines have been member cruise ships crewmembers. doing is taking the ships around are on “warm layup,” Carnival started with 80,000 the world to repatriate crew- crewmembers to repatriate at the members directly by (sea),” said with minimal crew beginning of the pandemic and Donnie Brown, vice president of keeping the vessels had whittled that down to about maritime policy for CLIA. “It has running. 1,600 by early August, accord- been a Herculean effort.” ing to Roger Frizzell, senior vice Crews are incredibly multi- president and chief communica- national. In the case of Carnival approval from the Centers for tions officer. That $100 million Corp., for example, crewmembers Disease Control and Preven- effort required 49 cruise ships come from over 110 countries. tion (CDC) for a U.S. national covering more than 400,000 nau- Cruise lines had to navigate crewmember to return home on tical miles, not to mention all the widely varied and evolving border a commercial airline was so daunt- charter flights and the 200 land- control and health policy restric- ing that no CLIA member com- based personnel coordinating the tions for each country, includ- pany has used that option, Brown travel.

Carnival Corp. reported in early August that it had repatriated all but 1,600 of the 80,000 crewmembers who were aboard its

Courtesy Carnival Corp. Carnival Courtesy ships at the start of the pandemic. The $100 million initiative required 49 of the company’s vessels.

www.professionalmariner.com 7 industry signals

Worldwide, most of the 280 director of maritime affairs for the Shipping estimated that 250,000 CLIA member cruise ships are on Chamber of Shipping of America. seafarers around the world were “warm layup,” with minimal crew “Ships are moving and crews still awaiting repatriation. keeping the vessels running — the are working, but they aren’t on “On our latest calculation, we most economical option if pas- their usual staffing rotation,” he estimate that a quarter of a million senger operations resume within a said. “When they pull into port, seafarers are trapped aboard ships, year of the shutdown. In the Unit- local and international govern- unable to be repatriated due to the ed States, the CDC has a no-sail ments have lockdowns in place travel restrictions being imposed order in place for cruise ships until that don’t allow for crew changes.” by governments around the Sept. 30, and CLIA announced Before the pandemic, there world,” said Stuart Neil, commu- in early August that it had volun- were about 100,000 crew changes nications director for the chamber. tarily extended the suspension of per month to comply with inter- “There are, therefore, a further U.S. oceangoing cruise operations national regulations governing quarter of a million seafarers wait- until Oct. 31. seafarer welfare. As COVID-19 ing to replace them, some not on The difficulties with crew spread, however, flag states peti- contract, which means that we repatriation aren’t exclusive to the tioned to keep trade flowing with are around half a million seafarers cruise industry. Cargo operators existing crews. At the end of July, being impacted.” are feeling it too, said Sean Kline, the International Chamber of Amy Paradysz

8 Professional Mariner October/November 2020 YOUR AD IN THIS ANNUAL ISSUE WILL... GENERATE new business REACH potential customers STAY IN FRONT of your audience GET BONUS distribution RESERVE YOUR AD SPACE by August 28, 2020 Why advertise in the upcoming 2021 American Ship Review? Your ad will be seen REPEATEDLY. American Ship Review is Professional Mariner’s acclaimed annual edition that highlights the most signifi cant vessels in the past 12 months. It stays current for a full year, and so will your ad. American Ship Review is distributed to: • Vessel owners and operators • Shipyards, boatyards, builders and naval architects • Engineers and Consultants • All Professional Mariner readers • All major industry shows and events in N. America

Sue Hadlock, West Coast, Canada, International Charlie Humphries, East Coast Arthur Auger, Gulf/Midwest [email protected] [email protected] [email protected] 207 838-0401 207 939-1929 207 577-3257 industry signals

Academies get creative to provide sea-term training during pandemic or Maine Maritime Academy Maine Maritime opted for a free, and that wasn’t a simple Fengineering senior Edward fast sail (holding fast) to safely proposition. Dennis, a pandemic-necessitated achieve those goals, said Mark It was made easier via a high “sail” while docked wound up Cote, interim provost and pro- school friend of Maine Maritime being more worthwhile than nor- fessor of engineering. This meant President William Brennan. The mal at-sea training. ensuring that everyone on board friend, who works for Puritan “There are fewer of us on State of Maine was coronavirus- Medical Products, connected board, so we’re getting a lot of one-on-one time,” said Den- nis, who trained dockside for a month over the summer aboard T/S State of Maine, the academy’s State of Maine. shown in Septem- “We’re really getting more hands- ber 2019 at Maine on training this way.” Maritime Academy in Maritime schools scrambled to Castine, stayed home find ways amid the pandemic to for students’ sea-term training this year. At ensure their seniors could finish right, midshipman degree requirements, sit for U.S. Edward Dennis com- Coast Guard exams to get licens- pletes a pre-start pro- ing credentials, accept jobs and cedure for one of the ship’s generators. move forward. Courtesy Maine Maritime Academy

10 Professional Mariner October/November 2020 Brennan to a higher-up at The ports and being confined to the a testing facility on campus so Jackson Laboratory, who then ship. We’re still doing the same that we could get out the door.” arranged for COVID-19 testing training exercises,” Dennis said Watts said training under with 24-hour results. Efficient while on board. Students worked some duress created extra-valu- double testing was thus possible, on all ship systems; the only real able job candidates. “We think and students strictly quaran- difference was not having the this experience has made them tined between results at academy main engine up and running all more attractive for jobs in indus- dorms. Food was delivered, and the time. try,” she said. cadets could only leave their Cote said knowing that California State Univer- rooms for limited, socially dis- seniors had experienced at-sea sity Maritime Academy hired tanced outdoor exercise. training previously helped make a COVID-19 testing company Cote expressed appreciation this “an acceptable accommoda- with quick turnaround times to Puritan, Jackson Lab and the tion for dealing with the pan- to set up on campus, said Don- Coast Guard, which allowed demic.” ald Maier, dean of the School shorter-duration dockside train- Texas A&M Maritime Acad- of Maritime Transportation, ing in lieu of sea time. Normally, emy also offered abbreviated Logistics and Management. final at-sea training would take training this year but did sail. This allowed 275 freshmen and place over 74 days in May, June Cadets stayed close to home in sophomores to come back to fin- and part of July. This time, once the Gulf of Mexico, however, ish spring-semester studies dur- all 60 people going aboard were instead of heading to Norway, ing the summer and, in another cleared medically — 33 students, Poland, Iceland, New York and stage, 75 seniors finished course- faculty, staff and crewmembers Massachusetts aboard Massachu- work on campus. Then 23 took — training began July 8 in Cas- setts Maritime Academy’s loaner part in dockside training to ful- tine. Noise complaints led to T/S Kennedy. fill at-sea requirements. Anyone moving the ship to dock space “For the first time ever, our on campus had to quarantine in nearby Searsport, and work tiny ship was to our benefit,” until getting their test results wound down Aug. 4. said Rebecca Watts, the school’s and could be tested again. “The quarantining wasn’t easy director of marketing and com- Maier said many students had or something that will be trea- munications, explaining that the jobs lined up but couldn’t start sured as a memory,” Cote said. vessel’s 75-person capacity lim- without a license, so he wrote to “But all the students were pretty ited the number (a total of 62 many employers asking them to motivated.” aboard) needing to quarantine extend their offers. Before this plan was hatched, from June 19 to July 3 on the Having completed its train- Dennis was among many seniors Galveston campus. ing cruise through the Caribbean at the nation’s maritime schools All participants were tested before COVID shut down every- anxiously wondering if they’d five days into the quarantine that thing, Mass Maritime was the have to indefinitely postpone preceded the cruise, and then 10 envy of all. Having its sea term at-sea work. The husband and days into it. traditionally run January to March father of two said he’s grateful “I’m grateful that we were able worked out “super beneficially that was avoided, and that noth- to push forward,” Watts said. “It this year,” said Brigid Pavilonis, ing substantial was sacrificed by took a lot of heavy lifting, but provost and vice president of aca- training dockside. we were really eager to make sure demic affairs, noting that seniors “It does feel like we’re on a students weren’t delayed. The returned a bit early on Feb. 22. cruise, except for not going to Coast Guard allowed us to have Patricia McCarthy

www.professionalmariner.com 11 industry signals

The tugboat Jimmy L. assists the articulated tug- barge unit Integrity as it discharges ballast water upon arrival in Stur- geon Bay, Wis. A Canadian proposal would require U.S.- flagged “lakers” that take on ballast water in Canada

Courtesy Hyde Marine Hyde Courtesy to be fitted with treatment systems, even if the water is not discharged there. LCA calls Canadian ballast water proposal ‘economic power grab’ dispute over ballast water sels that operate exclusively on A key difference in the view- A practices could be cover for the Great Lakes and St. Lawrence points of the two countries is that an economic show of force to River — doesn’t leave the confines the U.S. regulations are based on block U.S.-flagged vessels from of the Lakes and is not subject to the route of a vessel, while the Canadian ports on the Great International Maritime Organiza- Canadian government draws its Lakes, according to the Lake tion (IMO) ballast water regula- lines based on vessel registry. Carriers’ Association, which has tions. The United States is not “In other words, the U.S. gov- asked the Federal Maritime Com- a signatory to the IMO’s ballast ernment treats all lakers the same, mission to investigate new regula- water convention. About half of and the Canadian government tions proposed by Ottawa. Canada’s Great Lakes fleet operates wants all Canadian-flagged vessels James Weakley, president of in the ocean as well, however, trav- to be treated as lakers even if they the Ohio-based LCA, said the eling as far as the Arctic Circle and go to the Arctic, East Coast and proposal would force U.S. ships the Caribbean. Caribbean,” Weakley said. operating in U.S. waters to com- Under Canada’s new proposal, Canada is within its rights to ply with Canadian ballast water those vessels would be required to regulate the U.S. fleet out of han- regulations. comply with IMO ballast water dling Canadian exports, he said, “We believe the U.S. should rules. Ottawa also would require but it shouldn’t have the right to regulate ballast water discharges in U.S.-flagged lakers that take on regulate U.S.-flagged ships hauling the U.S., and it’s basically an eco- ballast water in Canada to be fitted American cargo between American nomic power grab by the Cana- with treatment systems, even if the ports, or discharging ballast water dian industry or by the Canadian water is not discharged there. Lak- in the U.S. that was loaded in government on behalf of the ers must load ballast water while Canada. At stake is about $1 bil- Canadian industry,” he said. they offload cargo for the safety of lion a year in economic activity for The U.S. “laker” fleet — ves- the vessels and crews. U.S.-flagged operators.

12 Professional Mariner October/November 2020 “Thank God for the Federal ronmental Protection Agency and trade,” Weakley said. “Canada’s Maritime Commission,” Weakley the Coast Guard didn’t confer proposed regulations give them a said. “Because without the FMC’s laker status on all Canada-flagged monopoly.” ability to investigate and perhaps domestic vessels, even if they ven- On its website, the Ottawa- impose fees to level the playing tured into the ocean. based Chamber of Marine Com- field, we have nothing to protect “They are retaliating against merce says the United States the U.S. fleet.” U.S.-flagged lakers in a very cre- requires ballast water management In 2012, the U.S. Coast Guard ative way, by regulating the dis- systems on Canadian lakers that agreed to a request by Transport charges in the U.S. of ballast water make “occasional voyages” to Canada and the Canadian ship- loaded in Canada,” Weakley said. Canadian east coast ports, creat- ping industry to move the “laker In March, the LCA filed a ing “an unlevel playing field” since line” that defined the boundary of petition with the Federal Mari- U.S. lakers are exempt from this Great Lakes trade north to Antico- time Commission to investi- provision. sti Island in the Gulf of St. Law- gate the issue, and the agency “The Canadian and U.S. gov- rence. Any vessel that did not pass accepted. The LCA asserts that ernments are now on separate Anticosti Island was considered Ottawa’s proposal would create an regulatory tracks going forward, a laker and was not required to “unfavorable” condition for U.S.- which could significantly harm install a ballast water management flagged vessels engaged in foreign both countries’ domestic vessel system. trade, and that regulating ballast fleets,” the chamber says. Canadian shippers subsequently water loaded in Canada and dis- Neither fleet has found ballast decided the new boundary was charged in the U.S. has no envi- water management systems in the unfair to Canadian vessels that ronmental benefit for Canada, market that can meet the unique sailed past Anticosti Island to only economic gain. requirements of the Great Lakes serve the Arctic, the east coast of “Canadian-flagged vessels, environment and are operationally Canada and the United States. both lakers and oceangoing ves- or economically feasible, according The Canadian government threat- sels, already control 90 percent to the chamber. ened retaliation if the U.S. Envi- of the binational Great Lakes Gary Wollenhaupt

www.professionalmariner.com 13 industry signals

New Great Lakes bulk carrier first built in US in nearly 40 years U.S.-flagged bulk carrier is being built in the Great A Mark W. Barker, Lakes region for the first time president of since 1983. Fincantieri Bay Ship- Interlake Steam- building of Sturgeon Bay, Wis., ship Co., speaks is midway through the two-year at the keel-laying project for Interlake Steam- ceremony for his namesake ship ship Co., based in Middleburg

Courtesy Interlake Steamship Co. Steamship Interlake Courtesy on June 23 at Heights, Ohio. Fincantieri Bay Among its cargoes, the River- Shipbuilding. The class self-unloading ship is antici- newbuild will pated to carry iron ore from Min- have the lines of nesota’s Mesabi Range to a Burns a classic laker, below left. into repowering, re-engineering and doing technology upgrades to our existing fleet. While they look like vintage lakers on the outside, Harbor, Ind., steel plant that inside they are very modern from made the plates from which the The ship’s cargo hold a technology perspective.” vessel is constructed. design will make it That longevity means that Fin- “This life-cycle piece is fas- cantieri Bay, which has built sev- cinating because that was once feasible to transport eral articulated tug-barge (ATB) normal in America, and it’s not large objects like units in recent years, is now build- normal in America anymore,” ing its first new self-propelled said Interlake President Mark W. wind turbine parts cargo ship in a generation. Barker. “We’re talking about Min- throughout the region. “This freighter is exciting for nesota iron ore mines making iron this generation of shipbuilders ore pellets being shipped by U.S.- because this vessel could last 70, flagged, U.S.-built, U.S.-crewed crewed by U.S. citizens. Nowhere 80 or even 90 years,” said Melissa ships to U.S. steel mills making in the United States are more Wollering, a spokeswoman for steel that is being used in a U.S. goods transported between U.S. Fincantieri Marine Group. shipyard in the Great Lakes.” ports by water than in the Great Even the ship’s name, Mark W. It was just after the naval dev- Lakes, and much of the fleet doing Barker, evokes a changing of the astation of World War I that Con- this work was built in the 1950s. guard. Interlake Chairman and gress passed the Merchant Marine “The Great Lakes are fresh CEO James R. Barker, who is 85 Act of 1920, commonly known water, so our assets are long-lived, and has a namesake bulk carrier as the Jones Act, which requires and we have winter maintenance that has been in service since 1976, that all goods transported by water periods when we shut down,” has named the new ship after his between U.S. ports be carried on Barker said. “As a company, in 48-year-old son as a symbol of the U.S.-flagged ships constructed in the past 12 years we have invested company being part of the indus- the United States and owned and hundreds of millions of dollars try for a long time to come.

14 Professional Mariner October/November 2020 Mark W. Barker will be the Fincantieri’s skilled trade workers. Lufkin, Kongsberg and Mac- 10th vessel in the Interlake fleet, Partners in the project include Gregor. which currently carries about 20 the American Bureau of Ship- The new bulk carrier is sched- million tons of cargo annually. ping, ArcelorMittal, Bay Engi- uled to undergo sea trials in While some of those ships are too neering Inc. of Sturgeon Bay, spring 2022. big to pass through the Welland EMD, Caterpillar, EMS-Tech, Amy Paradysz Canal, Mark W. Barker — at 639 feet long and 78 feet wide — will be able to transit the entire St. Lawrence Seaway and navigate the Soo Locks. “This gives us more flexibility,” Experience. Mark W. Barker said. “The Great Expertise. Lakes ports are on lots of rivers — the Cuyahoga in Cleveland, the Excellence. Rouge in Detroit, the Maumee At MITAGS, we focus on in Toledo, and the Calumet in providing the highest Chicago. We need to be in Cleve- quality training using effective technologies land, which has a very narrow and teaching techniques and windy river, and this boat has so that both individual been dimensionally optimized to mariners and entire make sure that it can service that crews have the knowledge and skills market.” to succeed in today’s As one of its primary uses, merchant marine. Mark W. Barker is expected to transport road salt from a mine in Cleveland to municipalities around the Great Lakes. Like the rest of the Interlake fleet, the new ship will be self-discharging, with a conveyor system to dump the As the leaders in maritime training and simulation we provide many salt or other raw materials such as options to meet your maritime professional needs: iron ore and stone. Unlike the rest of the fleet, • Professional Development & Career Advancement (OS to Master Mariner) • Navigation Skills Assessment Program (NSAP®)™ Mark W. Barker will have a square • STCW Basic Safety & Advanced Firefighting Training cargo hold with wide load-bearing • Sub M Occupational Safety and Emergency Response • Maritime Security hatches — a design not currently • Online & Blended Learning Programs used on the U.S. side of the Great • Custom Simulation & Research Lakes, but one that will make it • Maritime Apprenticeship Program feasible to transport large objects like wind turbine parts through- out the region. Construction of the ship is providing work for hundreds of Campuses in Baltimore and Seattle | mitags.org

www.professionalmariner.com 15 industry signals

Global project to fight biofouling asks industry to take seat at table nvasive aquatic species have a In addition to those entities, “Obviously, the better fouling Itremendous negative effect on 12 developing nations and small on a ship’s hull is managed, the the world’s marine ecosystems. island states participate as lead more efficient it is going to be According to the International partnering countries. Australia, in terms of fuel consumption. So Maritime Organization (IMO), New Zealand, Canada, Germany there is a great commercial inter- the economic impact totals sev- and Sweden also are lending their est in improving fouling manage- eral hundred million dollars per support, as are six regional envi- ment from the industry side,” year. For shipowners, the cost of ronmental organizations and over said Dr. Lilia Khodjet El Khil, invasive and non-invasive inter- 60 strategic partners — a mix of project manager for GloFouling lopers is even higher. industry associations, interna- Partnerships. To address the problem, the tional non-government organiza- Another reason this subject GloFouling Partnerships project tions, universities and research was chosen is that it engages the is aiming to build capacity in facilities. current members of the Global developing countries to imple- The first initiative that Glo- Industry Alliance (GIA) on ment biofouling guidelines. Fouling Partnerships will under- Marine Biosafety, recently estab- Initiated in December 2018, the take is a study on the effect of lished under GloFouling Partner- project is a collaboration between drag on marine fuel consumption. ships, and hopefully will attract the IMO, the Global Environ- The reason this topic became a more industry partners. ment Facility, and the United priority is in part because it direct- “By getting involved in (Glo- Nations Development Program. ly addresses climate change. Fouling Partnerships), compa-

In addition to the environmental impact, hull-fouling organisms increase drag and subse- quently the cost of fuel. Hull cleanings and the application of antifouling paint AdobeStock photo AdobeStock further inflate operational costs for shipowners around the world.

16 Professional Mariner October/November 2020 nies can have input into global TEGs serve fundamentally as an regulations applicable world- information-sharing platform. wide,” Khodjet El Khil said. “We viewed the global efforts “Participating members have the to combat (invasive aquatic spe- opportunity to share their con- cies) and the technologies being cerns, knowledge, operational developed to deal with biofouling expertise and technical expertise to be correlative to the corrosion- in contributing to policy devel- prevention performance of hull opment.” coatings,” he said. “As the dia- Currently, all the maritime logue and objective information- industry has to steer it are sharing grew within that TEG domestic biofouling regulations and with a growing network of that vary from country to coun- other coordinating groups and try. If there is a push for global stakeholders, it seemed natural to guidelines, Khodjet El Khil wants integrate that with GloFouling industry representation at the Partnerships.” table. Launching a global initiative “These technical, operational like GloFouling Partnerships is a and commercial angles are not huge undertaking, and the coro- always entirely understood by navirus pandemic adds another policy developers,” she said. level of complexity. Although “Therefore, those who work in the situation is difficult right the field every day can provide now, Khodjet El Khil encour- valuable input.” aged industry leaders to join the NACE International was an initiative. early supporter of the project “The industry is at the sharp and joined as a strategic partner. end of achieving the goal, which Buddy Reams, chief maritime is to reduce fouling, protect officer for the nonprofit group, biodiversity, and achieve greater cited the alignment between the energy efficiency,” she said. “We project’s objectives and NACE’s want to do the right things now, mission: to equip society to pro- and there is an opportunity tect people, assets and the envi- to do this, to do things right. ronment from the adverse effects By getting involved with the of corrosion. Houston-based GIA, these industry champions NACE was established in 1943 as have an opportunity to partner the National Association of Cor- with the IMO and the United Quality Craftsmanship Nations to show their leadership rosion Engineers. IN THE NACE also saw value in the in marine environment matters, Proud Maine Tradition exchange of information. In increasing their global visibility 2017, the group initiated a Tech- and identifying innovative solu- 7 Enterprise Street nology Exchange Group (TEG) tions on biofouling manage- East Boothbay, Maine 04544 titled “Ecological Risks of Hull ment.” (207) 633-6517 Fouling.” Reams explained that Traci Browne [email protected] WASHBURNDOUGHTY.COM

www.professionalmariner.com 17 industry signals

U.S. Coast Guard personnel board a recreational vessel during a crackdown on illegal charters in Ponce Inlet, Fla., in 2018. The

U.S. Coast Guard photo Guard Coast U.S. CGIS Tips app aims to make it easier for whistleblowers to report marine infractions confidentially. App provides anonymous path to report violations on the water he U.S. Coast Guard Investiga- and I still see him on a commer- is considered a military criminal Ttive Service (CGIS) has received cial vessel.” Still another reported a investigating organization that fol- numerous reports of marine infrac- drunken mariner at the helm of a lows up on high-profile incidents tions after launching an app for commercial vessel. like the Conception dive boat fire anonymous tips in May. Prior to the official launch of the in California, the sinking of Stretch “We got one on an illegal charter app, Berkow said there were a cou- Duck 7 in Missouri, and crimes like performing livery for hire, and they ple of limited rollouts while CGIS smuggling drugs. even sent photos,” said Michael waited for the final blessing from For the commercial mariner, the Berkow, director of CGIS. The the Department of Homeland Secu- service also follows up on fraudulent images sent via the CGIS Tips app rity and other government authori- charters, expired or non-existent showed that the boat had some of ties. CGIS Tips can be downloaded mariner credentials, and illegal its flotation foam removed, and its from the App Store for iOS or from Transportation Worker Identifica- horsepower exceeded its rating. Google Play. In addition to sending tion Credentials (TWICs). “If you spend the money to be a tip via smartphone, users can do “It gives us the opportunity to legally licensed as a captain, it must so online at www.uscg.mil/Units/ identify these illegal charter opera- make you crazy to see somebody Coast-Guard-Investigative-Service/. tions that risk the public and under- just put their boat up for hire,” he One of the primary law enforce- cut legitimate businesses,” Berkow said. ment benefits of the app is that said. In another tip, Berkow said the although tips are made confiden- Once a tip is provided, it reaches whistleblower left the following mes- tially, whoever is providing the more than 500 law enforcement sage: “I know this guy’s merchant information can allow CGIS agents accounts nationwide, as well as mili- mariner credential has been removed to request more details. The service tary and federal agencies.

18 Professional Mariner October/November 2020 Berkow hopes the app will result in more tips on oily water separa- tor cases. Commercial vessels are required to run bilge water through a cleaning system to remove oil and other pollutants before pumping it overboard. Many don’t, however, and the water is discharged through what is infamously known as a “magic pipe.” In 2016, Princess Cruise Lines was hit with fines totaling $40 million for violating the law.

If you spend the money to be legally “licensed as a captain, it must make you crazy to see somebody just put their boat up for hire. Michael Berkow,” CGIS director “Now with the app, the crew- member has a direct way to get in touch with us and to attach video and photographs of the illegal activ- ity,” Berkow said. Regardless of the law being broken, Berkow hopes that private citizens as well as commercial repre- sentatives will use the app to report suspicious marine activity. “We’re very hopeful that this is going to provide an easy path for citizens who are aware of illegal acts in the maritime community to report, and then we get at it,” he said. • Eric Colby

www.professionalmariner.com 19 ATR Update Towing by David A. Tyler

The lead vessel in the YT 808 class of Navy tugboats awaits the last phase of construction in May at Dakota Creek Industries in Anacortes, Wash. The new series will U.S. Navy photo Navy U.S. replace tugs built from the mid-1960s to mid-1970s. Navy continues to modernize yard tug fleet with launch of YT 808 he U.S. Navy took “This is an exciting tive Office Ships (PEO ships, submarines and another step toward milestone for this pro- Ships) at U.S. Naval barges. Acceptance tri- Treplacing its aging gram, as the YT 808- Sea Systems Command. als for the initial tug in yard tugboats with the class tugs will replace “With five more in the the series are scheduled launch of the first ves- tugs built in 1964 pipeline, we’re excited to for September, with sel in the YT 808 class at through 1975,” said get these tugs underway delivery of the other five Dakota Creek Industries in Mike Kosar, program and operational.” tugs planned for this fall Anacortes, Wash., in May. manager of the Sup- The YT 808 class will through the fall of 2021, It follows the launch of port Ships, Boats and be used for towing and according to Dan Shi- six YT 802-class yard tugs Craft Program Office ship-handling duties for mooka, principal assis- between 2009 and 2011. within Program Execu- aircraft carriers, surface tant program manager

20 Professional Mariner October/November 2020 of Service Craft and Sea- mast. Although it is a Both the YT 802 and borne Targets for PEO day boat, there are quar- YT 808 classes were YT 808 Ships. ters for up to six crew- designed by Robert Allan at a glance The YT 808 is 90 feet members. Ltd. The 808 class is long and 38 feet 3 inches The initial YT 808 is based on the company’s • Designer: Robert Allan wide, with a navigational the newest vessel in the Z-Tech 4500 tugs and Ltd., Vancouver, British draft of 16 feet 6 inches. Navy’s effort to modern- has several new features Columbia The tug is powered by ize its tug fleet. The class compared to the 802. • Builder: Dakota Creek twin Caterpillar 3512E will replace YTB tugboats Many modifications Industries, Anacortes, Wash. main engines, each deliv- at the Portsmouth Naval were based on feedback • Mission: Ship-handling ering 1,810 horsepower, Shipyard in Maine and from captains as well tug for U.S. Navy driving Schottel SRP 340 in the Pacific Northwest, as new Navy require- • Length: 90 feet fixed-pitch z-drive thrust- which are between 45 ments, according to the • Beam: 38.25 feet ers. Bollard pull is esti- and 55 years old and are designer. • Depth: 16.5 feet mated at 40 metric tons, difficult to maintain due The biggest change in • Draft: 16 feet • Speed: 12 knots with a top running speed to obsolete equipment, the YT 808 class is due • Bollard pull: 40 metric of 12 knots. according to Shimooka. to the U.S. Environmen- tons minimum The tug has two rows Starting in 2009, six tal Protection Agency’s • Caterpillar 3512E EPA of cylindrical fendering boats in the YT 802 class Tier 4 emissions stan- Tier 4 main engines and a lower course of were built over a two- dards for marine diesel • Schottel SRP 340 z-drives “W” fenders at the bow, year period by the now- engines. The addition of • Six berths according to designer defunct J.M. Martinac the equipment required Robert Allan Ltd. (RAL) Shipbuilding Corp. in to comply with Tier 4 are big and bulky,” said of Vancouver, Brit- Tacoma, Wash. Before — primarily a selective Evan Gatehouse, proj- ish Columbia. The fire that, the last new Navy catalytic reduction (SCR) ect director and senior pump is capable of deliv- yard tugs were built in system to reduce nitrogen naval architect at RAL. ering 2,000 gallons per 1975. The Navy still oxide in the exhaust — “They are continuing to minute through a pair of operates seven of the YTB meant a major redesign of be a challenge because monitors. The YT 808 760-class tugs, which the interior of the tug. tugboats already have a also has a remote folding were built in the 1960s. “(The SCR) units crammed engine room. These units are almost half the volume of an engine, so finding room for them you basically need to reconfigure. … Previously it was a

The design of the YT 808 straightforward exhaust class is based on the system.” Z-Tech 4500 series from Adding to the chal- Robert Allan Ltd. The 808s lenge was the diesel will feature modifications exhaust fluid (DEF) for from the Navy’s YT 802 the exhaust aftertreat- class based in part on feedback from tugboat ment. The fluid is corro-

captains. Courtesy Robert Allan Ltd. sive and is usually housed

www.professionalmariner.com 21 t o w i n g Courtesy Dakota Creek Industries Creek Dakota Courtesy

in stainless-steel tanks, to increase the drag of the The first YT 808, pierside at but it is sensitive to heat. The diesel tug. In the first design Dakota Creek Industries, will be “So you don’t want concept, the diagonal fen- followed by five other tugs in exhaust fluid the series. Acceptance trials for to put it in the engine dering at the stern dragged the first boat are slated for room, because the heat (DEF) tanks in the water, “so the most September. breaks it down sooner in the z-drive aft diagonal fendering has than you’d like,” Gate- compartment been chopped a bit shorter coated with those sound- house said. In the YT just to keep it out of the absorbing tiles, and they 808, two 1,000-gallon are shaped like stern wave,” he said. are kind of delicate,” DEF tanks are located in a trapezoid Fendering changes Gatehouse said. the z-drive compartment, to fit tightly also were made to pro- The Navy requested port and starboard. They tect submarines. The that a single bitt aft in are shaped like a trap- against the side Navy requested that the the YT 802 class be ezoid to fit tightly against hull frames. underwater fendering, replaced by an H-bitt to the side hull frames. wrapped around the skeg make towing over the Another modification in the YT 802 class, be stern safer. The articulat- from the YT 802 class RAL added diagonal fen- extended toward the sides ing hydraulic brow, used involves the fendering. dering for handling low- of the tug in case the boat to transfer personnel to The 802’s side fendering freeboard barges. At the comes in at an angle to a ships alongside the tug or was just along the sheer same time, the Navy did submarine and touches it. down to submarines, also line, Gatehouse said, so not want this modification “These submarines are has been improved.

22 Professional Mariner October/November 2020 Other new features tion electronics and com- A CCTV monitoring sys- render block. The winch are a slightly larger aft munications equipment; tem also has been added. has the capacity to spool hydraulic capstan for and more durable coat- JonRie InterTech, 600 feet of 7-inch hawser tightening lines; upgrad- ings and nonskid surfaces which supplied the deck with a line pull of 20,000 ed commercial naviga- on deck, Shimooka said. machinery for the YT pounds, a line speed of 802 class, also provided 175 feet per minute, it for the YT 808 class. and a brake capacity of The tug’s bow features a 300,000 pounds. JonRie Series 210 heavy- A JonRie Series 421 duty hawser winch with heavy-duty capstan on the company’s standard the stern has a line pull of 15,000 pounds and The familiar lines of the RAL-

Courtesy Robert Allan Ltd. Allan Robert Courtesy a line speed of 30 feet designed superstructure belie the per minute. A 75-hp changes inside. The installation of equipment to meet EPA Tier 4 hydraulic power unit in emissions standards required a the engine room runs the major redesign by the architect. winches. •

Leading bydesign for photo by Brian Gauvin

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Weeks flagship dredge builds its name on Jersey shore Story and photos by Brian Gauvin he winter of 2018 saw the City, Fla., had recently joined R.N. ity of 8,550 cubic yards, more trailing suction hopper dredge Weeks and B.E. Lindholm in the than the combined volume of its TMagdalen vacuuming sand Weeks Marine hopper dredge fleet two fleet mates. With a hull form from a borrow site off the coast (American Ship Review 2019). In that includes a large bulbous bow, of Surf City, N.J., and pumping the summer of 2020, Magdalen Magdalen also has the edge in speed nourished the beaches and dunes at and fuel efficiency — the money in Magdalen, above, Sea Bright and Long Branch on the dredging is in dredging, not steam- dredges the Jersey shore. ing between two points. The ves- borrow area In mid-August, the vessel was sel’s ability to operate close to shore on the ocean floor 6.5 scheduled to travel to Hampton minimizes the length of the shore miles off Surf Roads, Va., to join the ongoing discharge line and maximizes its self- City, N.J. The project “to deepen and widen the emptying speed. vessel’s bow Thimble Shoal Channel leading to The expanded pumping capacity coupling, left, hydraulically Virginia Port Authority-owned pub- and automation further maximize locks the lic terminals, many private marine the dredge’s efficiency. Magdalen has float hose to terminals, and the world’s largest a suction arm on the starboard side, the discharge naval base (at Norfolk),” said Mark a design that optimizes the capability pipe system. Sickles, director of corporate and of the IHC single-wall dredge pump. it ashore to replace a 20-foot-high government relations for Weeks On the port side is an IHC double- dune reclaimed by the ocean during Marine. walled booster pump for shore dis- Hurricane Sandy’s hungry visit in Magdalen was designed spe- charge operations. The configuration 2012. cifically for U.S. coastal dredging enables the vessel to pump longer The 356-foot dredge, built by conditions by Netherlands-based distances via its own dredging and Eastern Shipbuilding in Panama Royal IHC. It has a hopper capac- power generation plant.

24 Professional Mariner October/November 2020 Magdalen’s massive drag head stands ready to be deployed as the ship heads to the dredge site. “From the outset, her perfor- mance exceeded expectations,” Magdalen Sickles said. “In fact, it was her SPECIFICATIONS production that led Weeks Marine’s Owner/operator: Weeks Marine Inc., Cranford, N.J. executives to sign a contract to build Designer/builder: Royal IHC, Kinderdijk, Nether- Chief engineer Scott Sirois, above, adjusts lands/Eastern Shipbuilding Group, Panama City, Fla. controls on the local operating console for her sister vessel at Eastern Shipbuild- Dimensions: L: 356’ B: 79’ D: 27’ the main engines. Below, Magdalen drag ing.” The new vessel will be named Mission: Trailing suction hopper dredge tender James Willis monitors the discharge of R.B. Weeks in honor of Richard B. Crew size: 21 dredged sand to the beach. Weeks, a co-founder of the company and husband of Magdalen Weeks. PROPULSION • (2) GE 16V250 diesel engines, 5,682 hp each Though Magdalen’s inaugural • (2) Siemens Flender gearboxes beach nourishment project and • (2) Wartsila controllable-pitch propellers last summer’s work were similar, • Wartsila FPP tunnel thruster COVID-19 added another layer of • GE 6L250 auxiliary generator, 1,423 kW • Caterpillar C18 emergency generator, 425 kW corporate and personal responsibility. “Strict travel restrictions, onboard DECK EQUIPMENT limitations, heightened sanitation • (2) Ridderinkhof anchor windlasses routines, regular temperature checks, • Ridderinkhof mooring capstan personnel surveys prior to returning • Techcrane F80-85 crane to the job site and more are part of • Techcrane F120-52 crane the new normal on Weeks project sites as well as in the office,” Sickles NAVIGATION/COMMUNICATIONS • IHC Systems dynamic positioning/ said. dynamic tracking system The delivery of Magdalen in 2017 • Furuno FAR-2107 radar was a milestone in the company’s • Transas Navi-Sailor ECDIS • Simrad GC80 gyrocompass century-long history, according to • Sperry Jupiter magnetic compass Weeks Marine President Richard S. • Furuno FA-150 AIS Weeks. • Simrad AP80 autopilot “With the demand for land rec- • Furuno GMDSS radio suite • VSAT satellite connection lamation and beach nourishment growing, we believe that better tools ADDITIONAL EQUIPMENT are needed to retain our competitive • Fassmer freefall lifeboat edge,” he said. “She is a very impor- • Fassmer rescue boat tant part of our continued growth as • Fixed CO2 fire suppression • Conical bottom valves for dumping material a fully integrated marine construc- Able seaman Antonio Tanksley, operating • Self-emptying doors and self-emptying channel the bow connection winch drum, pulls the tion company.” • pickup wire aboard. www.professionalmariner.com 25 m a r i t i m e Casualties

Workboat capsizes during Louisiana oil spill exercise, killing two workboat that capsized and of the current broadside to the Katelyn Carlisle, 24, and Ruben Asank during a boom deploy- MSRC 8-1’s underwater hull, Arellano, 48, both of whom ment exercise on the Lower Missis- attached framework and large rud- worked for the Marine Spill sippi River, killing both people on ders, created a heeling moment Response Corp. (MSRC), died in board, turned broadside to the cur- which rolled the boat to port the incident despite feverish efforts rent moments before it rolled over. quickly, overcoming its inher- by the MSRC crew, an Associated National Transportation Safety ent stability and capsizing it,” the Branch Pilots crew and a Coast Board (NTSB) investigators NTSB said in its report. Guard rescue swimmer to save

Boom line Boom line Boom line

Current Current Current could not explain why MSRC 8-1 maneuvered abreast to the An illustration fast-moving river at mile 18 near from the NTSB Boothville, La., on Jan. 16, 2019. report depicts how the forces The abrupt turn to starboard of the current placed the 32-foot boat in a peril- and the boom ous position, with the towline towline acted to still connected to the oil spill capsize MSRC response vessel (OSRV) Louisiana 8-1. The boat Responder. is shown after being salvaged “The static force that the boom from the Lower towline exerted on (MSRC 8-1’s) Mississippi

H-bitt, combined with the force River. NTSB photo/Pat Rossi illustration

26 Professional Mariner October/November 2020 them. The incident happened at are routinely engaged in train- tern with the boom that, in a real 1038. ing exercises. Just a week earlier, spill, could corral product on the MSRC, in a prepared state- another OSRV and its workboat surface while Louisiana Responder ment, said the NTSB findings performed the same maneuvers, used skimmers to remove it. align with those from an investi- in the same location with the Arellano and Carlisle boarded gation conducted on the group’s same river conditions, without MSRC 8-1 after an extensive behalf by the American Bureau incident. MSRC records showed safety briefing. The weather was of Shipping (ABS). MSRC has no previous accidents with its clear and calm, with the current since added buoyancy collars and 32-foot Munson crafts, the running between 3 and 4 knots towing guides on the stern of its NTSB report said. when the boat entered the water 32-foot workboats to reduce the Louisiana Responder left its at about 0935. Arellano was at the capsizing risk. controls while Carlisle handled the “Our commitment to our boom towline. customers and our stakeholders Our commitment Carlisle secured the towline to a is to be fully transparent about to our customers bitt on MSRC 8-1’s port bow. She our learnings from this painful “and our stakeholders then used a series of half-eights to incident to prevent anything like secure roughly 55 feet of towline it from occurring in the future,” is to be fully trans- to the top of the H-bitt, rather MSRC spokeswoman Ceren parent about our than through it. Several senior Karaer said. “MSRC does not dis- learnings from this responders observed her work, and pute the overall NTSB findings.” they later told federal investigators The nonprofit MSRC is the painful incident to she correctly secured the line. largest oil spill response organi- prevent anything like In a typical evolution, the zation in the United States. It it from occurring in Munson boat backs away from has vessels and equipment posi- Louisiana Responder until the tioned on all three U.S. coasts, the future. boom is fully deployed, at which the Great Lakes and Hawaii to point crew secure the boom to the rapidly respond to pollution and Ceren Karaer, OSRV’s stern. Then, the smaller MSRC spokeswoman spills. The 210-foot Louisiana ” boat comes forward to slacken Responder, based at Fort Jackson the towline while the deck hand near Venice, La., carried myriad dock at mile 20.4 at 0830 for removes it from the forward bitt. spill response equipment, includ- the Boothville Anchorage a few The Munson boat then repositions ing MSRC 8-1. miles downriver. There were seven itself so the towline runs aft from Munson Aluminum Boats built MSRC responders on board, along the H-bitt. the 640-hp twin-screw MSRC with the ship’s typical six-person That evolution went awry on 8-1 in 1992. It had an enclosed crew. An observer from the federal the morning of the accident. The cabin with a crawl space acces- Bureau of Safety and Environmen- master and chief mate on Louisi- sible beneath the helm chair. The tal Enforcement also came along. ana Responder watched MSRC 8-1 vessel’s gunwales had a series of The training exercise was typical unexpectedly turn a few degrees to cleats and small bitts, and a stur- for the oil spill responders. MSRC port after Carlisle removed the line dier H-bitt was installed just aft of 8-1 was to deploy 660 feet of from the forward bitt. “Then, sec- amidships. inflatable containment boom from onds later, about 1038, they saw Munson boats are common Louisiana Responder’s stern. The MSRC 8-1 come to starboard at across the MSRC fleet, and they small boat would make a “J” pat- a fast rate of turn, which put the

www.professionalmariner.com 27 maritime casualties

boat perpendicular to the current,” swimmer onto the pilot boat at Investigators tried to deter- the NTSB said. about 1100. The response boat mine what caused the vessel to The capsizing spurred a mas- CG 45707 from Station Venice come broadside to the current, sive rescue effort. Louisiana arrived at about the same time. but they couldn’t pinpoint any- Responder deployed its rescue craft The rescue swimmer entered the thing. They learned Arellano was within four minutes. Two ABs 43-degree water and proceeded to trained and experienced handling aboard the craft saw the Munson MSRC 8-1 but could not find a the 32-foot Munson boat. They boat floating upside down rough- door handle. He tapped the hull also determined that a mechani- ly 760 feet away. They reached and got a response from Arellano. cal failure likely did not occur. MSRC 8-1 and tapped the hull. “The rescue swimmer told Drug and alcohol testing was The ABs got a response from the man to follow his knocks on negative. Arellano. They also heard Carl- the hull back to the area where “Therefore,” the NTSB report isle’s voice inside the vessel. The the cabin door was located,” the said, “the circumstances for which two crewmembers were not in the NTSB said. “When the operator MSRC 8-1 turned perpendicular same space. got to the estimated location of to and fell back with the current, The rescue boat could not the door, the rescue swimmer got with the boom towline under ten- move MSRC 8-1 against the cur- back into the water and reached sion and still tethered to Louisiana rent. Louisiana Responder hauled deep into the boat. However, he Responder, are unknown.” in the boom to bring the Mun- was still not able to locate the MSRC hired ABS to investigate son boat toward its transom, operator.” the sinking and identify lessons where the crew hoped to right Louisiana Responder ultimately that could improve safety. MSRC it with a crane. Meanwhile, at hauled in all 660 feet of boom, has shared those lessons with its 1052, responders could no longer but the towline snagged on the customers, regulatory agencies, hear Carlisle. Crew aboard an stern ramp, leaving the Munson industry groups and other oil spill approaching Associated Branch boat upside down about 100 feet response organizations. Pilots vessel could not find her in away. Further efforts to bring the MSRC 8-1 was declared a con- the water. Her body has not been boat toward the OSRV weren’t structive total loss with damage recovered. successful. MSRC 8-1 sank at estimated at $250,000. A sheen of The Coast Guard deployed 1122. Arellano was found inside oil was reported on the water after multiple assets, including a heli- the crawl space when MSRC 8-1 the boat sank. copter that dropped a rescue was salvaged Jan. 18. Casey Conley

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28 Professional Mariner October/November 2020

Sandy Hook pilot dies after fall while boarding oil tanker Sandy Hook pilot fell while A boarding an oil tanker at the entrance to New York Harbor and later died at a Staten Island hospi- tal. The incident, which occurred at about 2230 on Aug. 5, was the second fatality in eight months involving a member of the Sandy Hook Pilots Association. Capt. Timothy Murray, 40, of Malverne, N.Y., was climbing aboard Eagle Turin when Courtesy Bill Word/Christopher T. Jordan Funeral Home he fell off the pilot ladder. The Coast Guard estimates The fatal incident was the sec- He landed on the pilot that Capt. Timothy Murray ond in less than a year involving fell 20 to 30 feet while boat America, Coast Guard a Sandy Hook pilot. Capt. Den- boarding Eagle Turin, shown spokesman John Hightow- earlier this year in the nis Sherwood of Freehold Town- er said. The incident hap- Houston Ship Channel. ship, N.J., fell at about 0430 on pened near the Ambrose Murray landed on the pilot Dec. 30, 2019, while climbing Sea Buoy on the edge of boat America and was pro- aboard the 982-foot container- New York Harbor. nounced dead at a Staten ship Maersk Kensington. He also Island hospital. “The (Coast Guard) landed on the pilot boat that had team is still in the early stages of recorded average winds of 5 to 6 taken him to the ship. investigation into this matter,” knots during the time frame when Maersk Kensington had a com- Hightower said in a phone inter- Murray fell, with 3- to 4-foot seas. bination pilot ladder and accom- view. “Initial estimates indicate Crew aboard America issued modation ladder, with a trap door that the pilot fell from 20 to 30 a mayday call immediately after in the platform where the ladders feet from a straight pilot ladder.” Murray fell. The Coast Guard met. Sherwood’s fall has spurred The Coast Guard expects the responded with a boat from new scrutiny of the arrangement inquiry to continue for some Station Sandy Hook, and it from pilots groups, who have time. The ongoing status limits was joined by a New York Fire called for safety improvements what the service can disclose, Department (FDNY) boat crew from the International Maritime Hightower said. and city police helicopter. Organization (IMO). The 807-foot Eagle Turin, reg- “FDNY transferred EMTs to The Coast Guard has not istered in Singapore, was inbound provide CPR on the pilot vessel released details from its investiga- to the Port of New York and and escorted it to the Edgewater tion into the incident involving New Jersey on the night of the pier,” Hightower said, refer- Sherwood. Highwater said Eagle incident. AIS data shows the ship ring to a point on Staten Island. Turin had a straight ladder rather was arriving from Whiffen Head Shoreside paramedics then trans- than a combination embarkation in Newfoundland. ferred Murray, who was in critical arrangement. A National Oceanic and Atmo- condition, to Staten Island Uni- Current safety guidance on spheric Administration (NOAA) versity Hospital North Campus, pilot transfer arrangements, weather buoy at Ambrose Light where he was pronounced dead. enforced by IMO member states

www.professionalmariner.com 29 and contained in SOLAS Chapter V, Regulation 23, entered into force in July 2012. Since January 2015, the Coast Guard has investigated seven incidents involving pilot ladders. These incidents resulted in seven injuries and one fatality, accord- ing to Coast Guard spokeswoman Amy Midgett. Sean Kline, director of mari- time affairs for the Chamber of Shipping of America, told Profes- sional Mariner after the Sherwood fatality that the group’s members He dedicated his pro- are encouraged to inspect equip- fessional life to pre- ment and practice due diligence serving the integrity of to prevent future accidents. “Embarking a pilot is an the Sandy Hook Pilots extremely dangerous evolution, Association in any way though it may appear as routine, he could,” Murray’s because ships and pilots must conduct this evolution on a con- obituary said. “But first sistent basis, sometimes in the and foremost, Tim was dark, wind, rain, snow, etc., with a big-hearted fam- few other options.” Murray is survived by his wife, ily man, always taking Erin, and five children. He grad- care of his wife, Erin uated from SUNY Maritime in 2002 and worked for Polar Tank- — his first and only ers and Staten Island Ferry before love — and their five joining the Sandy Hook Pilots in children. 2007. “He dedicated his professional life to preserving the integrity of the Sandy Hook Pilots Associa- tion in any way he could,” Mur- ray’s obituary said. “But first and Ceren Karaer foremost, Tim was a big-hearted MSRC spokeswoman family man, always taking care of his wife, Erin — his first and only love — and their five children.” Casey Conley

30 Professional Mariner October/November 2020 Sixty-three injured in fire aboard Navy ship; vessel’s fate unknown news conference. “There is obvi- ously electrical damage to the ship, there is structural damage to the ship, and mechanical damage to the ship that we need to assess in much more detail before we make a final determination as to next steps.” Gilday, in a post-incident email to high-ranking military counterparts, said the fire likely started six decks below the flight deck in a lower vehicle storage area before spreading “aft, for- ward and up.” The email said sections of the flight deck are warped and bulging, according to multiple published reports. Eleven of the ship’s 14 decks sustained water

The tugboats Jamie SS Bonhomme Richard Renea and Jamie U (LHD 6) sustained exten- Ann spray USS Bon- sive damage from an onboard homme Richard as fire that started while it was tied a Navy helicopter up in San Diego, and Navy offi- drops water on the cials say it is too soon to know if amphibious assault ship July 13 in San the amphibious assault ship will Diego. At right, return to service. NAVSEA contractors Sixty-three people were work to remove injured fighting the fire, which the ship’s mast on was discovered July 12 at 0830 Aug. 4 after it was and burned for four days. The determined that the fire compromised its 40 Navy sailors and 23 civilian structural integrity. firefighters injured during the U.S. Navy photos response underwent treatment for Multiple investigations are under- damage or fire damage. heat exhaustion and smoke inha- way to identify what happened A spokesman for Gilday did lation, the Navy said. At least 21 aboard the 844-foot ship. not respond to Professional Mari- were hospitalized. “The damage is extensive,” ner’s request for a copy of the The cause and origin of the Chief of Naval Operations Adm. email obtained by other news fire have not been determined. Mike Gilday said at a July 17 agencies.

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32 Professional Mariner October/November 2020 maritime casualties

“Damage assessments are firefighters were dispensing foam The Navy is conducting at ongoing,” Navy spokesman Lt. onto the flames, which were fueled least three separate investigations Ryan Slattery said. “Due to the by debris and materials such as into the incident, Slattery said. size of the ship and extent of the office equipment and clothing in One involves a Safety Investiga- damage, the initial assessments the ship’s internal spaces. tion Board (SIB) focused on safe- are expected to take several weeks Temperatures inside the war- ty and prevention that also aims to complete. The team’s find- ship reached 1,200 degrees dur- to identify the cause. Rear Adm. ings will allow the Navy to make ing the response. At least 400 Kevin Byrne, commander of the informed decisions regarding firefighters took part in the effort. Naval Undersea Warfare Center Bonhomme Richard’s future.” and Naval Surface Warfare Cen- Naval Sea Systems Command ter, is leading the SIB. (NAVSEA) started work in early Damage assess- Additionally, the Naval Crimi- August to remove the ship’s fire- ments are ongoing. nal Investigative Service (NCIS) damaged aft mast. Slattery said “Due to the size of is working with the Bureau of the decision to remove the mast Alcohol, Tobacco, Firearms came “out of abundance of cau- the ship and extent and Explosives (ATF) National tion.” Crews performed the work of the damage, the Response Team to determine the using cranes on floating barges initial assessments circumstances surrounding the fire. positioned alongside the ship. NCIS requested the ATF response USS Bonhomme Richard is one are expected to take given its ability to provide “valu- of eight Wasp-class amphibi- several weeks to able explosives and fire investigative ous assault ships built by Ingalls resources and expertise on complex, Shipbuilding in Pascagoula, Miss. complete. The team’s large-scale incidents,” Slattery said. The ships are smaller than aircraft findings will allow The Navy also will conduct a carriers but can deploy assets the Navy to make command investigation that will through the air and water. The serve as a detailed post-mortem Navy commissioned USS Bon- informed decisions of the incident and the response, homme Richard in 1998 and its regarding Bonhomme with a goal of preventing simi- normal crew size is about 1,000. lar incidents in the future. That The ship was pierside at Naval Richard’s future. effort will begin as soon as offi- Base San Diego undergoing rou- cials can access the ship. Lt. Ryan Slattery, tine maintenance and upgrades Navy spokesman “Make no mistake. We will when the fire started. There were ” follow the facts of what happened about 160 sailors on board at the here, we will be honest with our- time. Gilday said wind contribut- The ship developed a list during selves, and we will get after it as ed to the fire’s spread throughout firefighting, although authorities a Navy,” Gilday said at the mid- the ship. Flames traveled through described it as stable after the July news conference. elevator shafts and exhaust stacks flames were extinguished. There is no timeline for deter- into the superstructure. Multiple Foss Maritime’s Jamie Ann and mining the future of USS Bon- explosions shook the vessel. Centerline Logistics’ Jamie Renea homme Richard, or the comple- Sailors with the ship’s company cooled the ship’s hull for extend- tion of the investigations. Gilday initially responded to fight the fire ed periods during the response. expects to publicly share key find- before naval base crews were called Helicopters conducted 1,500 ings once they are ready. in. By evening, sailors and federal water drops on the ship. Casey Conley

www.professionalmariner.com 33 maritime casualties

Marquette blames captain, pilot after crane barge hits bridge ristin Alexis approached the the watch turnover briefing, and Transportation to audit to make sure K west span of the Sunshine the crew’s decision to get underway crews understand bridge transit and Bridge near St. James, La., push- despite concerns about a seriously watch turnover procedures. ing the crane barge Mr. Ervin. The obstructed view. In a prepared statement, Mar- pilot at the controls of the towboat The agency’s report noted quette said it has updated its SMS assumed the crane standing 136 feet shortcomings with vessel operator and operating processes to clarify over the water would pass under Marquette Transportation’s internal voyage planning requirements and with room to spare. practices and safety management the forms its crews must fill out. The Moments later, at 0141 on Oct. system (SMS). It also noted that company also said it has stepped up 12, 2018, the crane’s A-frame struck National Oceanic and Atmospheric its training and internal assessments. the highway bridge at mile 167.4 Administration (NOAA) charts used Marquette argued, however, that on the Lower Mississippi River. No by the pilot on his approach did not company policies already in place one was injured and no pollution provide accurate vertical clearance should have prevented the incident. was reported, but the impact caused for the west span. The statement suggested that blame extensive structural damage to the “Investigators believe that proper lies with the captain and pilot aboard bridge. It closed for seven weeks voyage planning and accurate over- the 2,880-hp Kristin Alexis. and required almost $7 million in head clearance calculations would “We share the NTSB’s opinion repairs. have shown that the west span was that, given the concerns the captain National Transportation Safety not transitable with the crane barge,” and pilot had with the restricted vis- Board (NTSB) investigators homed the NTSB said in its report. ibility resulting from the placement in on the pilot’s decision to pass Based on these findings, the of the crane’s bucket on the barge, under the bridge’s west span (west NTSB called on NOAA to update they should have exercised their stop section) instead of the channel span bridge data and charts to include work responsibility, as required by with a higher vertical clearance. They vertical clearance for all navigable Marquette policy,” the company identified flaws in the voyage plan, bridge spans. It urged Marquette said.

A photo taken from the NTSB report shows the tow- ing configuration of Kristin Alexis, right, and the crane barge Mr. Ervin. The grab bucket cited in the

NTSB photo NTSB report is at the port bow of the barge.

34 Professional Mariner October/November 2020 Kristin Alexis, built in 1978, oper- noticed the crane’s grab bucket et,” the NTSB report said, noting Marquette blames captain, pilot after crane barge hits bridge ated under charter to Cooper Con- obstructing the view ahead. Cooper the two normally discussed weather, solidated at the time. It typically per- Consolidated personnel denied his river conditions, bridge transits and formed fleet work and moved barges request to relocate the bucket. other relevant details. That morn- and crane barges between fleets in Neither the captain nor the pilot ing’s briefing, the report said, “was the Louisiana towns of Convent and knew the crane’s exact air draft or not typical because the captain was Darrow. It was working at the Con- the overhead clearance between the still ‘upset’ about the placement of vent fleet at mile 161 with six crew crane and Sunshine Bridge before the grab bucket.” when it got an order at about 2300 getting underway at 2350, the report The tow continued upriver on Oct. 11 to bring the 191-foot said. The pilot came to the wheel- at about 4 knots near the right Mr. Ervin upriver to the Darrow house on schedule for his 12-hour descending bank. It remained on fleet at mile 175. watch at midnight. The captain that side of the river as it approached The 62-foot Kristin Alexis faced didn’t leave the wheelhouse until the bridge. The pilot said that posi- up to the barge on its port side, a 0040. tion afforded the best visibility. It position that offered the best view “During the watch handover, also allowed for a starboard-to-star- around the crane pedestal block- both the captain and the pilot stated board passage with the downbound ing the view to starboard. Even in that they only discussed the place- towboat Nedra K. just south of the this position, the towboat captain ment and removal of the grab buck- Sunshine Bridge. Nedra K. passed

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www.professionalmariner.com 35 chesapeake_25v_blue.indd 1 3/27/13 3:50 PM maritime casualties

under the channel span, while Kris- NTSB report said, noting the much “Had the company shared, in tin Alexis lined up for the west span. lower clearance for the west span. writing, (its) expectation about While en route, Kristin Alexis’ The agency could not explain the which span to use when transiting pilot relied on the Rose Point elec- height discrepancies between the two with a crane barge, perhaps the pilot tronic charting system (ECS) that sources. would not have considered using the used data from NOAA charts. The Kristin Alexis lined up to pass west span,” the report said. ECS showed a minimum clearance under the center of the 725-foot The checklist for the watch trans- of 133 feet for both the channel and west span. The tow slid to port, fer indicated the captain and pilot west spans of the Sunshine Bridge. toward the bank, as it approached discussed all items on the list when This clearance is based on river the bridge, but the pilot remained in fact they did not. The pilot did levels at 36 feet, the historic high. confident the crane would safely pass not contact the port captain upon The gauge at Donaldsonville, La., under the span. That wasn’t the case. completing the job safety brief- showed 18.37 feet on the night of “About 0141 … the top of the ing form after starting his watch. the incident. crane’s A-frame struck the lowest Such a call was required for tows “Clearance data issued by the horizontal support chord and lateral with moderate risks, but the pilot (U.S. Army) Corps of Engineers braces of the west span of the Sun- believed it was required only with indicated a minimum vertical clear- shine Bridge,” the report said. high-risk tows. Marquette officials ance of 135 feet for the main span Authorities later determined the pointed to this omission as further and 111 feet at the west span,” the bridge barely escaped a catastrophic evidence that the incident stemmed failure. It was closed for 49 days, from crew failures. requiring long detours for residents “We maintain our belief that if NTSB living nearby. Delays continued after the captain or pilot of the vessel recommendations the span partially reopened. Repairs had contacted the Marquette port totaled $8,500 for the crane and captain, as required in this situa-

As a result of its investigation, the $6.7 million for the bridge. tion, the incident would have been National Transportation Safety Board Marquette’s SMS gives all prevented,” the company statement issued the following safety recommen- employees authority to stop work at said. dations: any time when they see something Investigators cited crew confusion potentially unsafe. The pilot and when completing critical paperwork To Marquette Transportation: captain both told investigators they before the vessel left the dock and • Develop a detailed voyage plan with specific information concerning/about gave no consideration to exercising after it got underway. The short voy- all known risks, including calculated that authority. age plan, for instance, contained a overhead clearance limitations for That part of the SMS was clear, space for noting the air draft. But on tows. but other policies were not. For the night of the accident the captain • Develop a detailed audit plan to verify instance, the document did not wrote 37 feet, which corresponded that the bridge transit procedures and provide clear guidance on calculat- with Kristin Alexis, not Mr. Ervin. watch handovers are understood and effectively used by captains and pilots. ing overhead clearance, the NTSB It’s not clear if either the captain said. The SMS also did not contain or pilot involved in the incident still To the National Oceanic and specific rules for passing under chan- work for Marquette, which would Atmospheric Administration: nel spans versus alternate spans. not answer questions about their • Review and update bridge data and A company port captain later said employment status. The NTSB did charts to include vertical clearance taking the channel span was a “rule not identify either mariner in its information for all navigable bridge spans. of thumb,” but it was not codified report. anywhere. Casey Conley

36 Professional Mariner October/November 2020 NTSB cites lack of ‘decision point’ in Atchafalaya bridge strike dna T. Gattle and the spud E barge Terral 2 approached the Union Pacific Railway Bridge over the Atchafalaya River when the tow- boat’s captain requested the swing bridge open. Twenty-one minutes later, as the tow came within a half mile of the span, it was still closed. The captain backed down and moved several hundred feet upriver against a current that set the tow to starboard. The bridge opened, and he made a new approach from a position closer to the right bank than his first attempt. 1. 2328 1 Left The captain lost control of the descending SOG: 7.5 mph bank Edna T. Gattle and tow passed The captain on tow and the 200-foot Terral 2 CURRENT under the U.S. 190 Bridge. Edna T. Gattle hit the bridge in several places at r e v i R a y a l a f a h c t A 2. 2336 backed down about 2348 on April 24, 2019. SOG: 1.8 mph when he had The bridge, at mile 41.5 near Krotz The vessel was set to starboard to wait for the 4 while backing down. Springs, La., closed to rail traffic for Union Pacific Right 3. 2339 Railway Bridge three days and required $500,000 in descending The vessel began backing upriver. repairs. No one was injured and no bank to open near 2 Krotz Springs, 4. 2345 pollution was reported. La. His second With the bridge fully open, illustration Rossi photo/Pat Geiger Tom The National Transportation the captain started his second approach was 3 Safety Board (NTSB) acknowl- approach. closer to the edged the bridge took longer than 5. 2348 right bank and SOG: 13.7 mph at a much steep- average to open. But investigators The tow contacted er angle, leading also determined the captain should the Union Pacific 5 SCALE Railway Bridge. to impact with have established a “decision point” 0 200 400 feet the span. to slow down or stop if the bridge remained closed. the NTSB said in its report. “Had Edna T. Gattle, a 3,000-hp “Since (vessel operator Ter- the captain slowed or stopped earlier retracting pilothouse towboat, ral River Service) did not include at a planned and specified decision picked up Terral 2 in Simmesport, decision points in their operations point before the bridge, he would La., at 1920 for a transit to Amelia, procedures for the Union Pacific have had more time and distance La. The spud barge had an excava- Railway Bridge transit, the captain to make his second approach cor- tor on deck, and its vertical clear- did not have a set location to stop rectly.” ance was 45 feet. The Union Pacific and reassess the approach to the Terral River Service, based in bridge had less than 26 feet of clear- bridge once he realized that the Lake Providence, La., did not ance. bridge would not be open in time respond to an inquiry about the The captain contacted the bridge for his transit as initially planned,” NTSB findings. tender at 2307 to request the span

www.professionalmariner.com 37 maritime casualties

to open. He tried again a few min- almost back to its closed position,” utes later when the tow was 3 miles the report said. from the bridge making 15 mph Terral 2 took on water from sev- over land. There was a delay in eral fractures and holes caused by the span opening while the tender the impact, although the crew used awaited approval from a supervisor. pumps to address the flooding. The The tow reached the U.S. 190 barge required close to $27,000 in highway bridge, about half a mile repairs. The bridge’s locking mecha- from the railroad bridge, at 2328. nism was damaged, preventing the The rail bridge was still closed. The span from closing. captain slowed down to about 7.5 The bridge is in an area known mph and again contacted the bridge for swift, challenging currents, and tender, who told him to stand by. it has been hit several times over the The captain years — includ- backed the tow ing by an Edna when it became The bridge is in an T. Gattle tow clear the bridge area known for swift, in 2014. Barges would not open challenging currents, pushed by Mar- in time. The guerite L. Terral, current near the and it has been hit a sister vessel to bridge was mov- several times over the Edna T. Gattle, ing close to 5 years — including by hit the span in mph. 2017. The NTSB The current an Edna T. Gattle tow determined the set the tow to in 2014. bridge tender starboard, and in that case was the captain began distracted and his second approach roughly 150 failed to open the bridge in a timely feet closer to the right bank than the manner. aborted first attempt. As a result, In the April 2019 case involv- the NTSB determined, the second ing Edna T. Gattle, the bridge took approach starting at about 2345 27 minutes to open. The previous came at a much steeper angle. month’s average time to open the Terral 2 struck the bridge three span was about 18 minutes. The minutes later. Its starboard quarter NTSB determined 27 minutes was first hit a bridge pier before bounc- not particularly unusual. ing to port and hitting the swing “Though the bridge was slower to span pedestal. The excavator also hit open than average,” the NTSB con- the swing span. cluded, “the captain and company “The tow, propelled by current, should have anticipated such con- forward momentum and a large tingencies and planned mitigating eddy on the downriver side of the actions, especially given the higher- pedestal, forced the bridge to move than-normal river current.” • in a counterclockwise motion, Casey Conley

38 Professional Mariner October/November 2020 trends & currents

The use of drones for vessel inspec- tions is gaining acceptance across the industry, with shipowners and operators realizing the benefits of risk abatement in

AdobeStock photo AdobeStock confined spaces and potential overall cost savings. Faster, safer, cheaper: Drones taking flight for ship inspections by Alan R. Earls rones are everywhere less on the vagaries of GPS, to Following questions from the these days, from far- pursue the work of inspection with shipping industry and the sur- flung battlefields to a growing degree of autonomy. veyor community about when it Dfamily events. Where And the practice is quickly gaining is suitable to use RIT equipment, they haven’t gone, until recently, acceptance. Lloyd’s issued a standard in 2018 is into the confined hull spaces Within the International Asso- — considered an industry first — of ships. There, using tools that ciation of Classification Societies, for assessing the capability of these haven’t changed much in the past London-based Lloyd’s Register systems. The goal was to help RIT century, skilled professionals have has led the development of regula- vendors and service suppliers eval- been putting themselves at risk tions to permit the use of remote uate their equipment against the — sometimes amid toxic fumes inspection techniques (RIT), criteria laid out in the standard. or inadequate oxygen — to seek according to Richard Beckett, “This has proved a very useful signs of metal fatigue, corrosion, global head of technology for framework,” Beckett said. “We or anything else that might endan- Lloyd’s. The initiative has includ- have been working with drone ger the safety or serviceability of a ed updates to survey guidance and operators for many years, helping vessel. the introduction of service sup- us utilize available technology to But that’s changing rapidly. plier requirements for companies prevent unnecessary downtime, Drones have finally invaded these using these techniques to assess the while also ensuring safe and com- inner spaces, helped along by structure of ships and mobile off- pliant practice.” advanced technologies that depend shore units. Recently, Lloyd’s worked www.professionalmariner.com 39 trends & currents with the Montreal-based cargo vehicles (UAVs), remotely oper- some manufacturers have simply operator CSL when one of its self- ated underwater vehicles (ROVs), tried to make their “inside” drones unloading bulk carriers was due and robotic crawlers. tougher and more tolerant of for a close-up inspection as part of Not surprisingly, a voice from impacts with walls, columns and its intermediate survey. The ship the world of drone makers is very cables. Interactive Aerial took the wasn’t due to go to dry dock until enthusiastic about the technol- opposite approach, equipping its 2021, but surveyors needed access ogy’s potential for remote vessel drones with a spinning light detec- to the cargo holds. The team inspections and its successes to tion and ranging (lidar) system so conducted a close-up assessment date. Christian Smith, president they can navigate accurately and using a Lloyd’s-approved drone of Interactive Aerial of Traverse avoid objects reliably. While the operator, taking advantage of the City, Mich., said his team is cur- company can sell its drones to drone’s ability to examine hard-to- rently focused on building robotic customers, typically it is hired to reach areas of the vessel while still solutions to better address internal perform inspections since it has retaining the arm’s-length require- infrastructure inspections, both developed considerable experience ment of the intermediate survey. terrestrial and maritime. The in the field. “The drone was able to capture company’s products include the To date, most of Interactive high-quality imagery to complete Legacy One drone, Zenith robotic Aerial’s assignments have been on the visual inspection without the camera and proprietary Photo land, but the company has also need to set foot off the deck,” Measurement software. inspected dry bulk carriers on the

The Legacy One drone from Interac- tive Aerial, shown inspecting a ballast tank, delivers data via the company’s proprietary soft- ware to quantify and track corrosion and pitting growth

over time. Courtesy Interactive Aerial Beckett said. “This drone-assisted Smith said Traverse City has Great Lakes and floating oil rigs survey avoided the need for expen- the distinction of being the site of in the Gulf of Mexico. sive and time-consuming scaf- the first unmanned drone flight “Typically, if drones can be folding and staging, so CSL’s self- in the United States (a Navy used as an alternative to humans, unloader was back in operation in program during World War II). it is safer, faster and saves money,” record time.” It is also home to Great Lakes Smith said. In 2019, the American Bureau Maritime Academy, where three According to James Forsdyke, of Shipping (ABS), a Houston- of Interactive Aerial’s co-founders head of product management at based classification society, took advantage of the school’s Lloyd’s, one of the main advan- published “Guidance Notes on ROV-oriented engineering pro- tages of using drones or other the Use of Remote Inspection gram, one of the few in the U.S. remote technology for inspections Technologies,” which similarly Smith said drones for outdoor is that it can provide “high fidelity details best practices for drone use have attracted most of the assurance.” Decision makers can use on class surveys and non-class attention, leaving room for his be more confident that they are inspections. The guidance covers company to take a leading role seeing an accurate representation pilot-operated unmanned aerial in “GPS-denied areas.” He said of a situation, and they can access

40 Professional Mariner October/November 2020 this information more easily. The “Remote surveying techniques ensuring that there is an actual use of drones also can reduce the can facilitate a more efficient col- equivalence with normal survey extensive preparation and execu- lection of data while allowing techniques. tion time often needed with tra- surveyors to focus their energies While many in the shipping ditional inspection programs, he on the interpretation of the evi- industry had already begun to said. dence,” he said. accept the use of drones for surveys Forsdyke said there is a benefit Although drones can provide and inspections before COVID-19, for class societies and clients alike a number of advantages when it the pandemic has accelerated the because the technology allows comes to ship inspections, they process, according to Beckett. In quick responses for smaller, less are not always the answer. For addition to making use of standard critical tasks, helping vessel own- example, it is not always possible forms of communication, such ers and operators reduce unneces- to have sufficient bandwidth to as email and mobile phones, “we sary downtime and resume opera- transmit livestreaming data. The are actively engaging in the use of tions in a safe and timely manner. complex metal structures of a hull remote connectivity, remote data From a class perspective, a survey- also can constitute a Faraday cage feeds and live video streaming to or’s skill is rooted in analyzing the — in other words, a very effective support our clients at this challeng- collected data, and that’s where signal disruption. The suitability ing time, and to assist them with their time is better spent — not of drones must be assessed on a keeping their fleet and other assets undertaking an on-site inspection. case-by-case basis, Forsdyke said, in service,” he said. •

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www.professionalmariner.com 41 World War II tow down the Hudson Story and photos takes New York by storm by Will Van Dorp tone scows don’t draw and Nathan G. attracted destroyer escort launched much attention, and multitudes on a southbound in 1944. In the last months Sthe principal activ- trip. It called to mind the of the war, it accompanied As the sky bright- ity of the New York State “crowds of water-gazers” five convoys across the ens over Lower (NYS) Marine Highway mentioned in the first few North Atlantic, armed with Manhattan, USS Transportation Co. is mov- paragraphs of Moby Dick. a variety of U-boat destruc- Slater deck hand ing stone. The operator’s Granted, it was a sunny, tion tools — now inert but Ed Pattison points in the direction of tugboats travel up and down spectacular Sunday, and appearing ready for use on Caddell Dry Dock the Hudson River with hundreds of miles of river- the ship. and Repair, the regularity, pushing one or bank allowed COVID-weary A museum attraction ves- destination for the more stone scows, loaded or folks to congregate along sel in Albany since 1997, World War II-era light, between the quarries the waterway and on diverse the 306-foot Slater has a destroyer escort. and crushers upriver and the boats while still respecting functional generator, but countless building projects social distancing guidelines. its main engines — though in metropolitan New York What attracted the cosmetically restored — do City. crowds was the tow: USS not run. Therefore, tugboats But on July 5, Sarah D. Slater, a World War II-era are essential for it to move.

42 Professional Mariner October/November 2020 tially funded by grants. Addressing the 42-item to-do list coalesced the group through the winter, with the transit down- river scheduled for March. COVID-19 changed every- In the Upper Bay of New York thing, and the shipyard visit City, left, the tow was postponed until Octo- stems the current ber. In early June, however, while waiting Caddell contacted the Slater for its appoint- team about an unexpected ment at Caddell immediate opening at Dry Dock. Below, Nathan G. rides one of its dry docks. NYS on Slater’s stern Marine Highway, whose port quarter as base in Troy is only a few the vessels miles from the Slater dock, pass wooded could have tugboats ready riverbanks south for the tow in 48 hours. The of Albany. From 1951 until 1991, little over 130 nautical miles timing worked out perfectly: Slater sailed for the Greek downriver from Albany in Sarah D. would deliver navy as Aetos (Eagle). In lieu Staten Island. empty stone scows upriver, of scrapping it as planned in Since December, Slater and then Slater would be its 1991, the Greeks donated volunteers had worked backhaul. the vessel to the Destroyer countless hours to prepare Right down to the last Escort Sailors Association, for this shipyard run, par- scorching afternoon, vol- which spearheaded fundrais- ing to have it towed from Crete to New York in 1993. Gephard, a 262-foot Rus- sian tug, was contracted for the trans-Atlantic tow. After passing Gibraltar on a towline, the expectation was that Slater had only a 50 percent chance to survive the crossing. Nearly three decades later, the vessel was headed for a shipyard overhaul that would include hull maintenance, zebra mus- sel removal, and wiring and restoration work on its 90-foot mast. The project was scheduled at Caddell Dry Dock and Repair, a www.professionalmariner.com 43 unteers rallied to complete Nathan G., right, Canvas had been attached other,” said Chris Deeley, every item on their check- assists Sarah D. to the fendering on the tugs operations manager at NYS list, adding a refrigerator, in easing the to protect the World War II Marine Highway. For the destroyer escort gas grill and supplies for the to its designated dazzle paint on Slater’s hull. tow from Crete to New 15-person crew that would berth at Caddell. Once a mobile crane on York in 1993, special towing live on the vessel in the the dock removed the gang- points had to be welded to shipyard. One of the volun- way connecting Slater to the the ship. teers aboard, a former res- To keep museum space, NYS Marine Sarah D., with greater taurateur, was designated as boaters Highway crew coordinated horsepower, size and draft cook. Breakfast would come from getting the line drop. The tugs than Nathan G., powered out of the galley, and all else rotated the warship toward the tow from starboard and too close, a from the grill. the Rensselaer side of the followed the right-hand side Sarah D. arrived at dawn spontane- Hudson, then pointed it of the channel. Nathan G. on July 5. As the crew read- ous escort south. The tow soon moved aided, providing Sarah D.’s ied the lines, Capt. John of public past the Port of Albany captain with visibility along Herman verified the best safety patrol for the start of a roughly the port side. Although its towing points. An hour boats joined 24-hour voyage. Several engines were running and later, the tug was made up the tow. miles downriver, Nathan G. in gear, Nathan G.’s rudder to the starboard stern of made fast on Slater’s stern stayed fixed so that it would Slater. Nathan G. arrived port quarter. not interfere with Sarah D.’s and delivered the Upper “A side tow arrange- steering. If needed in turns, Hudson pilot Paul Cheva- ment allows greater con- Nathan G. could assist. lier, who would stay aboard trol. Vessels like Slater are The number of boats on until he handed off to a not designed to be towed; the river — either there to Lower Hudson pilot about the ship would sway one greet the “spectacular war- 50 nautical miles downriver. direction and then the ship,” as a Poughkeepsie

44 Professional Mariner October/November 2020 radio station called it, or out for other types of recreation — increased the potential for problems. Recreational boaters don’t always under- stand the risks in navigating Upon arrival near a commercial tow. To at Caddell, right, keep overexuberant boat- deck hand Elliot ers from getting too close, a Coiffi lands the dock lines on spontaneous escort of public Slater as engineer safety patrol boats joined Edison Williams the tow. stands by. With “It was unplanned but the Hudson really helpful,” said Her- gleaming behind man, a Massachusetts him, Sarah D. Capt. John Her- Maritime Academy gradu- man, below, sizes ate who has been with NYS up the towing Marine Highway full time points prior to since 2016. “It enhanced moving the ship our margin of safety. More off the dock in than a dozen, maybe two Albany. dozen different jurisdictions rotated in and out along the way. When they needed to break off and return to their area upriver, they’d call in and announce that, wishing tow closed in on its 0730 us well.” appointment at Caddell. Some towns stationed By 0500, the tow had fire trucks along the river, passed the Statue of Liberty. their ladders and towers As the moon descended festooned with flags. “I felt over Staten Island and the very proud,” Herman said. sun rose over Brooklyn, the “Rounding the bend at water was smooth and the West Point especially, with air was quiet, a stark con- all the crowds, was amaz- trast to the crowds of the ing. Even after dark, people previous day. flashed their car headlights, The 0730 arrival at Cad- messages in Morse code dell coincided with the maybe. I’ve never seen any- height of flood tide current thing like it.” there, but the docking was In the wee hours under perfect. “We do this all the a full moon, a Sandy Hook time,” Herman said. Along pilot replaced the Lower the river Slater was unique, Hudson pilot at Yonkers but when it came to docking, and coordinated with ves- the technique was the same sel traffic service as the as for a stone scow. • www.professionalmariner.com 45 SubscribePublished 9 times a year + 2 special annual editions for FREE Best Deal Three-year subscription (27 issues) just $65.95- over 60% off cover price! Plus Bonus of FREE Digital Edition of every issue including American Tugboat Review and American Ship Review

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Add $10.00/year for Canadian postage Add $15.00/year for Foreign postage For Fastest Service call 866-918-6972 or Email: [email protected] continued from page 48 out of Seattle. We were all sitting we’ll be able to report the details on their deck when an inbound to the Coast Guard right away.” breakfast. Knowing my watch cargo ship went by. Jim rushed With news reports proliferating schedule, my wife called and into the house and came back about the effect of ship operations asked, “Are you up by Anacortes?” with his laptop, pulled up the on air and water quality — and I replied that we were. “I thought tracking website MarineTraffic, their impact on climate change — so,” she said. “Sherry texted me and a minute later announced, it should come as no surprise that that she heard on her marine radio now more than ever, residents of that your ship was up her way, and These citizens have port cities throughout the United when she looked out her kitchen States are closely monitoring and window, there you were.” It was a vested interest in tracking commercial ships working amazing to me that within a few making sure that we in their localities. These citizens short hours, the word of our being follow all applicable have a vested interest in making in Burrows Bay had already spread sure that we follow all applicable at least 60 miles from where the rules, and as it has rules, and as it has been shown ship was sighted. been shown time and time and time again, they will not Beyond the traditional time again, they will hesitate to report us when we slip binoculars, spotting scopes and up and make a mistake. So the various radios, when it comes to not hesitate to report next time you are working on a monitoring ships in port, the use us when we slip up vessel and feel paranoid because of more advanced computerized and make a mistake. you think you’re being watched, technology has really upped the don’t worry — you really are. game. Our island friends, Jim Till next time, I wish you all and Karen, are passionate about “That’s the North Star, a ro-ro/ smooth sailin.’ • protecting our local beaches from container carrier registered in oil spills so they regularly monitor the United States and heading to Kelly Sweeney holds a license of ship movements by computer Tacoma. It’s not doing anything master (oceans, any gross tons), and using automatic identification weird, like getting too close to has held a master of towing vessels system (AIS) readouts from one of shore or acting erratically.” I said, license (oceans) as well. He sails on the many tracking websites. They “Wow, Jim, do you always keep a variety of commercial vessels and recently invited my wife and me such close tabs on the ships out lives on an island near Seattle. You over to their beautiful-view home there?” He replied, “If something can contact him at captsweeney@ overlooking the traffic lanes in and happens, we want to be on it so professionalmariner.com.

www.professionalmariner.com 47 A Mariner’s Notebook by Capt. Kelly Sweeney

Technology helps shoreside eyes monitor every maritime move uring the summer of their houses — and ical tanker berthed the amount of certain Dbetween our made it their business to at Los Angeles, I had chemicals in the water sophomore and junior know the environmental just woken up and column of the Salish years at the California and operational rules was walking down the Sea (aka Puget Sound) Maritime Academy, we the terminal had to gangway to call my wife by collecting a series of were required to do an follow. “They watch us from the phone booth samples. Coming up internship at like hawks,” Mr. Fox on the pier, having just for watch one morning a maritime continued, “and make enough time for a good at 0345, I saw that we company or official complaints conversation before my were in Burrows Bay, organization about the noise or air watch started. Waiting at at the northern end of to get a pollution coming from the base of the gangway our working area. The glimpse of the terminal all the was the terminal’s dock second mate told me, how things time. They have been an operator, looking stressed “The chief scientist worked ongoing problem.” and gloomy. “Good wants us to stand by here shoreside. Until that sunny afternoon, Steve,” I said. until 0800, and then Being from Seattle summer day, I “What’s going on?” head out to the next Washington had never given any Agitatedly, he answered, testing site a few miles state, I was assigned to thought to the idea that “Someone in one of away.” the Port of Seattle, and people were so closely those expensive-view Up on a hill above the under the tutelage of monitoring commercial homes overlooking the bay was the huge 500- Mr. Fox learned a lot ships working in port. In terminal dropped a dime home Skyline housing about the port’s business fact, during my time at on us because your ship development, where and operations. One school I’d always viewed was spewing out too some friends of ours day we were at Terminal a merchant ship as its much black stack smoke. lived. I looked out of 90/91, which was in own entity, crewed by We’re probably going to the wheelhouse windows front of — and in plain professional mariners get fined because of it.” I during watch, wondering view of — an area of who did the work of the heard later that they had. how many of the people very expensive homes. vessel largely outside the Sometimes, those in those 500 houses were Pointing up at them, he realm of anything ashore. monitoring ships in checking out our ship. It told me that many of the After beginning my port go beyond just didn’t take long before I doctors, lawyers and local seagoing career, however, keeping an eye on us — got the answer. Relieved “movers and shakers” I found out that Mr. something I found out by the third mate at who lived there were Fox was right about the once while working on 0745, I headed down to not enthused about the scrutiny mariners face an oceanographic vessel. my stateroom to wash unglamorous cargo ships from the general public. The science party we had up before getting some working within sight Working on a chem- on board was studying continued on page 47

48 Professional Mariner October/November 2020

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