Page 34: of Maritime Reporter Magazine (November 2025)

SHIPBUILDING | U.S. SHIP REPAIR & CONVERSION zero. We still need foreign support from our allies.

Three hundred and twenty tons of steel were renewed after extensive gauging and survey. All of the steel was renewed in a U.S. shipyard with U.S. labor. In the logistics category, the purchase and delivery of steel was identi? ed as a major prob- lem and most was delivered from foreign sources despite a re- quest that no Chinese steel be supplied. A complete redesign of the cargo piping system was completed in 316 stainless steel.

Stainless pipe, ? ttings and valves were near nonexistent in U.S. inventory. The supply chain delivery quotes in these categories were 18 to 30 weeks. If purchased foreign, extended delays ex- ist to request of Imperial standards versus global metric.

Cargo tanks reconstruction was speci? cally targeted to sup- port an investment with Advanced Polymer Marine Line tank coatings to allow the carriage of new cargoes. This is the ? rst

U.S tank barge project applied with Marine Line in the United

States to support the commercial and trading applications. An- chor Sandblasting & Coating of Tampa agreed to take on the was to provide additional operational performance beyond project and our Amtech South Korea teams provided previ- historic tug tow line. In 1981, the USCG recognizing the ATB ous coating experience from our new construction contracts in safety advantages and created new regulatory amendments Hyundai. Anchor Sandblasting & Coating attended shipyards that affected crew size and inspection criteria. in Turkey to complete the training and take part in coating

Make no mistake, with new ship construction current price repairs during the attendance. The selection of Marine Line levels, the ATB is our future domestic coastwise ? eet. The was an important part of the conversion. The polymer coating next steps should be the continued pursuit to elevate designs provides superior resistance to corrosion and wear, a faster and work towards becoming more ef? cient in ATB construc- cleaning surface and upgrades to cargo sequencing.

tion. It is not only “Bluewater” costs that are rising. It is also Our Korean teams could not obtain Visa(s) under current im- “Brownwater”. And with that, we are seeing a transition pe- migration issues in the U.S. If U.S shipbuilding is determined riod develop with projects addressing life extension and con- to partner and learn from the Far East global shipbuilding version of existing ATB tonnage while the cargo priorities powerhouses – H1 Visa approval for professional engineers, shift from historical petroleum products to a new set of com- trainers and educators is paramount for the advancement of modities in wet markets. new technologies applied in the Far East.

AMTECH developed an ATB life extension and conversion The project did not experience a lack of labor at Gulf Ma- project in mid-2024 with Marathon Asset Management of New rine. When schedule advances were required, additional labor

York and Gulf Marine Repair in Tampa, Florida. The busi- was made available. The quality of the work we inspected ness model included the purchase of an existing 155,000-bar- and approved in near every trade was well above satisfactory. rel petroleum barge and Articulated Tug along with a design The American shipyard worker can do the job and the Port of proposal to convert the vessel to trade soft chemicals. The Tampa continues to be “shipbuilding” supportive.

selected tonnage was idle in layup and eighteen years of age Each piece of machinery on both tug and barge was dis- when purchased. A 15-year life extension was targeted for the mantled, inspected and rebuilt and/or upgraded when the reconstruction. existing suppliers could not con? rm spare part sustainability

The business model was developed based upon the pur- into the ? fteen-year life extension. The media reports of labor chase of existing tonnage and conversion compared to the issues have not taken into account the large number of small estimated cost of new construction. Cost estimates were pro- business repair shops completing overhauls, licensed by the vided by several U.S. yards. The selection of life extension major manufacturers and providing auxiliary equipment and and conversion resulted in a greater than 60% reduction in the manpower throughout the repair industry. This is the repre- asset capital cost when delivered. sentation and value of the American entrepreneurial spirit and

The project development took into account every shipbuild- the support those of us on the deck plates are thankful for each ing issue debated in Washington, DC circles over the past 12 day. The project is working through commissioning and will months and with that a “lessons learned” of what our actual sea trial shortly prior to entering the market.

“shipbuilding” problems are were well de? ned. It is an un- All of the efforts move towards rebuilding Maritime Supe- derdeveloped manufacturing base and a supply chain of near riority – global or domestic.

34 Maritime Reporter & Engineering News • November 2025

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