The performance of the U.S.
Coast Guard's new motor lifeboat averted greater tragedy during an ill-fated rescue mission off Oregon's Columbia River recently, in which a Coast Guardsman and two fishermen were lost. The new prototype vessel, built by Textron Marine Systems (TMS) in New Orleans, is credited with saving the lives of four survivors of a fishing vessel which sank in 20-foot seas while under tow by another Coast Guard vessel off the coast of Oregon.
Six people were rescued within minutes of the sinking, and the new lifeboat then rushed to the aid of the five-man crew of a Coast Guard inflatable boat that had lost power and was drifting into breakers.
The 43-foot prototype, delivered last August to the Coast Guard National Motor Lifeboat Training School in Ilwaco, Wash., had been undergoing testing in the seas off the Pacific Northwest coast as a successor to the current generation of motor lifeboats.
Lt. Comdr. Daniel Neptun of the Cape Disappointment Coast Guard Station in Ilwaco, praised the $2.3 million prototype as being instrumental in preventing a greater loss of life. "It performed superbly," he said.
The new aluminum-hull lifeboat, which can withstand high seas and is capable of performing a 360- degree roll and righting itself within 30 seconds (see MARITIME REPORTER/ Engineering News, September 1990, page 23), can also pitch or lunge bow first, or flip endover- end 360 degrees into a swell and still right itself within 30 seconds.
The vessel can sustain speeds of 28 knots and has a range of 220 nautical miles.
To protect its four-person operating crew and give them improved visibility, the motor lifeboat has an enclosed bridge. The old rescue vessels the lifeboat is replacing have open bridges, requiring the crew to be strapped into place.
The 1988 Coast Guard contract with Textron Marine included an option for five additional motor lifeboats.
Textron Marine officials expect the USCG to exercise its option to purchase the five preproduction models later this year. The contract value of the five craft is more than $4.5 million. Total production of the motor lifeboat at Textron Marine may reach 100 craft if the Coast Guard decides to replace its current rescue fleet.
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for added safety and better visibility. The 44-foot lifeboat which it replaced has an open bridge with its crew strapped in place," he continued. The motor lifeboat was delivered in mid-August to the Coast Guard National Motor Lifeboat training school in Ilwaco, Wash. The contract award totals over
and Power Take-Off/Power Take-In lines for Fuel Cell Ships (2nd Edition)." (PTI/PTO) hybrid electric induction This con? rmation follows test results motor-generators with resilient shock conducted in accordance with relevant mounts and ? exible coupling and hos- standards. Yanmar PT proposed this in-
15,000 TEU AMMONIA CONTAINERSHIP 000 TEU Containership the problematic area of adding carbon like you have with other alternative fu- “Safety has been at the els. When you start to add components center of the design, and into that, carbon is one of the most dif- it will continue to be so ? cult ones
is running; a secondary one whenever the propeller is rotating. “A secondary PTO/PTI is used if you want to run the propeller with only the electric motor (PTI) without using the diesel engine. If you only intend to use a PTO and want to use it in port without the propeller, then you select a primary
along with Adding power take in (PTI) functionality means the system the ef? ciency of the engine over a range of power outputs. can also act as a motor to provide the power boost needed to “We do a lot of optimization,” explains Jens Ring Nielsen, keep schedules in heavy seas or to navigate ice-infested
R&D MATT HART Matt Hart, Manager & Platform Leader, Marine & Stationary Power Systems, Wabtec, offers insights on how the megatrends of decarbonization, energy transition and autonomy all inspire Image courtesy Wabtec and impact the marine power solutions from Wabtec. By Greg Trauthwein Matt, to start
Simulation is a great example. This addressing the challenges of cultural novation, and a dedication to continuous technology offers a great avenue for and language barriers in training, the improvement, we can ensure a safer and improvement, providing realistic train- industry can not only improve
Training Tips for Ships Tip #56 Addressing Cultural and Language Barriers in Maritime Training By Murray Goldberg, CEO, Marine Learning Systems n the maritime industry, our inherently diverse workforce ciency. So what, speci? cally, are the issues and what can we is both a great value and a source of
NO.2 / VOL. 86 / FEBRUARY 2024 26 Photo on this page and on the Cover: Courtesy ARC 22 Marine Power: The Future is Now Departments Matt Hart, Wabtec Corporation, offers insights on how the megatrends of decar- bonization, energy transition and autonomy drive engine innovations. 4 Authors & Contributors By
Feature Marine Simulation On the lifeboat side, both initial and re- • On February 9, 2023, the IMO sub-committee on Human Element, fresher training can be conducted using simu- Training and Watchkeeping (HTW) rati? ed revisions to the model course lators only. On the rescue boat side, simula- 1.23 on
Feature Marine Simulation Pioneering regulatory change Without simulation, opportunities to train on marine evacuation systems are few and far between, basically only Virtual Marine’s impact extends beyond technology de- coming along when the system becomes outdated and velopment. The company has played
Feature Marine Simulation “We enable workers to develop critical worksite-speci? c competencies by engaging them in challenging simulation training programs,” said Clayton Burry, vice president of sales at Virtual Marine. “We’ve been involved heavily in the research associated with simulation as well
Feature Marine Simulation All images courtesy Virtual Marine S T R DIMULATOR RAINING IS THE EAL EAL By Eric Haun A legacy of innovation n the commercial maritime and offshore industries, where worker safety and competency are crucial, ef- Virtual Marine’s journey began two decades ago with a sin- fect
Feature Passenger Vessel Safety ? re risk and related technical issues. Canada: Transport Canada.” In the U.S., last February, the Coast Guard issued a Another top issue, just as in the U.S. – workforce re- Marine Safety Alert: “Saltwater intrusion causes damage cruitment, which he called a “key issue for
Feature Passenger Vessel Safety Any upcoming meetings? inspected passenger vessels in the U.S-? ag ? eet. • Of these, 530 are already required by domestic In early January, NTSB was asked about its working re- law to have SMSs, in accordance with lationship with the USCG. International Maritime
ment, work processes and technology progress, and it can if you start the new year out by listening to your workforce be hard to keep up with the latest changes. In 2024, keep and implementing necessary changes to work practices an eye out for updates to existing standards and implement based on their
Column Safety Zone Five Tips to Keep Workers Safe in 2024 By Zach Walden, Director of Port Safety, Hampton Roads Shipping Association to improve your maritime safety performance and start the The maritime industry new year out strong. accounts for more than 90% of global trade and employs over 3
Insights to the organization’s team of more than 75 expert instruc- without paying that price in blood and oil.’ They get to do tors. “We bring in the specialists who know the material things they would not normally get to do, and then they can through and through.” re? ne those skills in what we know
by giving company-speci? c training, which shows us how as two and a half years, but our maritime apprentice pro- these companies are being proactive in tracking trends and gram basically offers a fast track into the industry,” Gianel- analyzing what would suit their mariners best, beyond reg- loni said.
Insights All images: MITAGS she explained. “We can have over 150 years of sea service sitting at the lunch table at any point in time, and it really creates an interesting and dynamic environment,” Gianel- loni said, referring to the instructional staff. “We are not in any way a certi? cate farm. The
Insights Catherine QQQQQQQQQAAA & Gianelloni Director, MITAGS East Coast Campus Catherine Gianelloni sailed with the International Organization of Masters, Mates & Pilots (IOMM&P) for about 10 years after graduating from the U.S. Merchant Marine Academy in 2009. But in between times at sea, she would
Marine News February 2024 • Volume 35 Number 2 Contributors 3 1 24 6 5 7 8 1 Tom Ewing 5 Edward Lundquist is a freelance writer specializing in marine, energy and envi- is a retired naval of? cer who writes on maritime and ronmental issues. He contributes regularly to this magazine. security
Marine News February 2024 • Volume 35 Number 2 Contents Features 22 Many Different Vessels but One Goal: 22 Passenger Safety The passenger vessel industry and its regulators are hard at work to achieve their shared top objective: safe operations. By Tom Ewing 28 US Offshore Wind: Down but Not
The Information Authority for the Workboat • Offshore • Inland • Coastal Marine Markets Volume 35 • Number 2 arine FEBRUARY 2024 www.marinelink.com News M Offshore Wind The United States’ New Dawn Passenger Vessel Safety Stakeholders Highlight Top Concerns Ferry Funding Electrifcation Push Requires
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