Rigdon Marine Corp. made a big splash in 2004 when it broke
into the U.S. Gulf service vessel market with its
diesel-electric DP-2 platform supply boats.
The expansion-minded company now operates 10 steel PSVs and
two aluminum fast supply vessels (FSVs), with plans to build
and operate another 17 vessels within the next 18 months.
"We're looking for efficiency," said William Guice, Rigdon's
vice-president for marketing and sales, "and efficiency is what
fuels our growth. We know we can handle it because we're doing
it now."
Part of the company's efficiency lies in combining two
related but distinct types of vessels in one design team.
Overall design and technical operations are headed up by James
Whitley, director of technical services, out of Rigdon's St.
Rose, La., office just outside of New Orleans. Whitley, a naval
architect, specializes in PSV design and construction. The
company recently hired another naval architect, Asa Moss, a
crewboat/FSV specialist, as part of the company's engineering
team.
FIRST OF TEN
Midship Marine , Harvey, La., C&G Boat Works , Mobile,
Ala., and Bollinger Shipyards Inc. in Lockport, La., are
handling construction of the latest newbuilds for Rigdon. One
of the biggest contracts is with Bollinger for 10 PSVs. The
190' × 46' × 18' vessels, the "Rigdon 4,000 Class," will have
diesel-electric propulsion units and capacity for 4,000 bbls.
of liquid mud in eight self-cleaning oval tanks. "Oval tanks
are best for liquid mud," said Richard Currence, Rigdon's
senior vice president for operations. "There're no hard corners
where heavyweight material [in the mud] will settle out, and we
can deliver 100 percent of the mud onboard to the
platform."
The first 190-footer, the First And Ten , is scheduled for
delivery in late July.
Currence credits the design's power choice for its
exceptional capacity. "We were able to get 4,000 barrels of
liquid mud in a 190' vessel by moving the engine room to the
main deck level, so the whole reach of the vessel can be
dedicated to cargo. Diesel-electric power is what made this
relocation possible."
In keeping with DP-2 requirements, the First And Ten has two
750-hp fixed-pitch, variable-speed electric tunnel thrusters
forward. Coupled to her single fixed and two azimuthing
Steerprop SP 10D 1,130-hp "L-drives" aft (so called because the
GE electric drive motors are vertically mounted), the vessel's
diesel-electric propulsion system offers lightweight, compact
size, and lower pollution emissions.
"One of the great advantages of diesel-electric power is
that the generating engines only have to work as hard as
required for the power output needed," said Guice. "With
conventional geared drives, the engines have to turn the shafts
and gears no matter how low the power drain."
Matching the generating power to the vessel's total
electrical needs called for two Cummins KTA50 diesel engines
driving two 1,235-kw generators, and another Cummins KTA19
driving a 435-kw generator. A Cummins/Onan 113-kw generator
supplies emergency electrical power. With her fine entry and
molded hull, the First And Ten boasts an economical cruise
speed of 10.5 knots at 85 gph.
The PSV SSRq s 925 ST of deck cargo capacity is carried on
the PSV's 112' × 37' planked afterdeck. The design features
5,500 cu. ft. of dry bulk capacity in internal tanks, 125,900
gals. of platform fuel capacity, and 115,300 gals. of rig water
tankage. Flygt mixers keep the liquid mud properly mixed, and
Butterworth systems clean the tanks between cargoes.
CREWBOATS ADDED
Rigdon Marine applies the same principles of efficiency to
its crewboat division. "The boats have different designs,
different hull materials, and different missions," Guice said,
"but good management is the same for every business. We just
apply good business principles and methods to building and
operating vessels."
Although the company only recently added crewboats to its
fleet of PSVs (one owned vessel and another being operated for
Rigdon affiliate Jackson Offshore LLC), the company has
embarked on an aggressive building campaign that will add nine
more crewboats to its fleet over the next 18 months.
"We call our crewboats fast supply vessels," Currence
explained, "to emphasize our attention to these vessels' roles
as a 'small package express' to the far-offshore oilfield."
Unlike the modest-sized PSVs that Rigdon is building to
operate on the outer continental shelf, its FSVs are full-blown
long-distance machines. The first to the design, the 176' × 32'
× 13' Rigdon Sailfish , was delivered in May. Built by Midship
Marine, the new FSV carries four 1,800-hp Cummins KTA50M3
engines that drive four Hamilton HM811 waterjets. The
propulsion package provides a top cruising speed of 33
knots.
"When you're going out more than 200 miles, speed is a huge
asset, along with ample cargo capacity," Currence said.
"Seakindliness is also important." He added that the 181' class
of FSVs that the company is building will have 1,001 bbls. of
internal liquid mud capacity, further evidence that the line
between FSVs and PSVs may be blurring.
By paying careful attention to its lines, the Sailfish 's
designers were able to provide tankage for 34,500 gals. of rig
fuel and 30,000 gals. of water, and 230 LT of deck cargo
capacity. The supply boat credentials are strengthened by
meeting ABS Firefighting Class 1 standards and having DP-1
stationkeeping capability. However, the crewboat can still
carry 80 passengers in airline-type seats in the main cabin and
has accommodations for eight in six cabins.
The other FSV now being operated by the company is the 155'
× 29' Jackson Yellowfin , formerly the Rigdon Yellowfin . Built
by C&G, it was purchased from Rigdon by Jackson Offshore
and is operated by Rigdon under contract. Formed in June,
Jackson Offshore is a Louisiana-certified minority business
with Rigdon Marine and French marine services conglomerate
BOURBON as equity partners.
According to Guice, Jackson Offshore's plans include
obtaining other crewboats either as owner or long-term
charterer, and expanding into vessel operations.
Currence said that Rigdon's ability to manage such an
ambitious building and operating program is based partly on the
company's integration of its human resources. "We don't divide
up the vessels under construction," Currence explained. "We
have yard superintendents, but Jim [Whitley] is always at the
yards, and even the boat engineers are brought to the yards
early in the building process as part of the overall team."
Currence admits that crewing the new vessels is a concern.
"We expect to double our fleet, both in PSVs and FSVs, in the
next eighteen months. We can contract out the building to
shipyards, but we have to crew and operate the vessels
ourselves. It's a challenge, but so far we haven't had any
significant problems."
Currence noted that the company does very little
advertising, but instead relies on word-of-mouth from its
employees. "We've got a couple of billboards because
everybody's got 'em," he laughed. "But you can't keep men with
billboards. You can only keep them with respect and
professionalism, and we pride ourselves on the atmosphere of
teamwork we have."
For efficiency, vessel and technical operations are handled
out of New Orleans and finance and marketing duties are based
in Houston.
"Most of our vessels operate out of Fourchon, Louisiana, so
our New Orleans office, just a mile west of the airport, is
well-situated," said Currence. "And in terms of business
affairs and client relations in the oilfield, Houston is the
center of the universe. We like having everybody in each
department working together, and it's more efficient that
way."