MARINE NEWS

MarineT H E I N F O R M A T I O N A U T H O R I T Y F O R T H E W O R K B O A T • O F F S H O R E • I N L A N D • C O A S T A L M A R I N E M A R K E T S

SpecialDeliveryCranes to NY Port

Salvage InsightsASA’s JohnWitte Jr.

News S E P T E M B E R 2 0 0 8

W W W . M A R I N E L I N K . C O M

LCSThe New Navy

MN#9 Cover V2.qxd 9/3/2008 3:24 PM

There’s too much money on the line to have your vessel tied up for weeks with an engine down. Plus, most marinas only

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MN#9 C2 C3 & C4.qxd 9/2/2008 4:16 PM Page 1

Golden Meadow 985 475 5585 85 475 8653281 667 8038 936 446 1485

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2 MN September 2008

8 Tech File General Dynamics Delivers ASW USV10 Insights John A. Witte Jr., American Salvage Association12 Boat of the Month Willard Marine SAR Boat

18 Legal: Making the Settlement StickSettling with an unrepresented seaman. • By Lawrence R. DeMarcay, III

20 Safety: SMS or Checklist for Negligence?When it comes to SMS, close enough is not good enough.• By Kevin Gilheany

22 Offshore: New Opportunities?With expanding offshore drilling comes challenges. • By Ken Wells

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Briefs

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3300 BBllooggggiinngg NNeeww TTeerrrriittoorryyInternet Web Logs — or Blogs — give an interesting new slant on the marineindustry, particularly the Navy. • by Jennifer Rabulan

3322 GGrroowwiinngg tthhee PPoorrttHeavylift ship Zhen Hua 10 makes a grand entrance in the Port of NY/NJ,bringing with it key shoreside infrastructure to fuel growth. • by Don Sutherland

3388 SSMMIITT SSaallvvaaggeeSMIT achieved a first, with the floating of three casualties in 24 hours, including the Zhen Hua 10.

44 People & Companies49 By the Numbers50 Directory: Training & Education54 Technology Bits

September 2008 • Number 9 • Volume 17

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MN#9 (1-16).qxd 9/4/2008 9:00 AM Page 2

SCANIA DELIVERS

Power to propel both vessels and business.Since 1902, commercial mariners around the world haverelied on Scania engines to power their fishing boats,patrol boats, tug boats and ferries. No matter the application,Scania marine engines have earned a reputation for theirrobust performance, legendary durability and outstandingfuel economy.

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MN#9 (1-16).qxd 9/2/2008 4:06 PM Page 3

POSTMASTER Time Value Expedite

MMaarriinneeNNeewwss is published monthly, 12 times a year by Maritime Activity Reports, Inc.,118 East 25th Street, New York, N.Y. 10160-1062. The publisher assumes no responsibil-ity for any misprints or claims and actions taken by advertisers. The publisher reserves theright to refuse any advertising. Contents of this publication either in whole or in part maynot be reproduced without the express permission of the publisher.

POSTMASTER: Send address changes to MMaarriinneeNNeewwss,118 East 25th Street,New York, N.Y. 10160-1062.MMaarriinneeNNeewwss is published monthly by Maritime Activity Reports Inc. PeriodicalsPostage paid at New York, NY and additional mailing offices. Canada Post InternationalPublications Mail Product (Canadian Distribution) Sales Agreement No. 0970700.Printed in U.S.A.

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tel: (212) 477-6700; fax: (212) 254-6271www.marinelink.com

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MarineNews, 118 E. 25th St., New York, NY 10010. For more information call Rhoda Morgan at:

(212) 477-6700; fax: (212) 254-6271; [email protected]

Publisher John C. O’Malley • [email protected] Publisher & Editor Greg Trauthwein• [email protected]

Managing Editor Jennifer Rabulan • [email protected] Writers Don Sutherland • Matt Gresham • Raina O. Clark

Frederick B. Goldsmith • Richard Paine • Ken WellsRandy O’Neill • Lawrence R. DeMarcay, IIIDon G. Briggs • Kevin Gilheany

ADVERTISING

Director of Sales Rob Howard • [email protected]

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Pictured on thismonth’s cover is theU.S. Navy’s firstLittoral Combat Ship,USS Freedom, whichrecently beganbuilder’s trials on LakeMichigan. Read moreabout LCS, and addi-tional USN boats andinitiatives, throughoutthis edition.

On the Cover

4 MN September 2008

MarineNews

Coming in Future Editions

October 2008Vessel & Offshore Rig Design• Megayachts• Marine Environmental Products

Novemer 2008WORKBOAT SHOW EDITION• Maritime Security• Monitoring & Control Systems• Ribs & Patrol Craft

December 2008Great Boats of 2008• Training & Education: Simulartors• Bilge, Ballast & Wastewater Systems

MN#9 (1-16).qxd 9/4/2008 9:02 AM Page 4

www.marinelink.com MN 5

TIDEWATER

For Information on Tidewater Refit Vessels

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MN#7 (1-16).qxd 7/2/2008 4:46 PM

editorial

At press time, yet another major hurricane —

Hurricane Gustav — had set its sights on New

Orleans and the surrounding areas. While ini-

tial reports from the region — immediately after the

storm had passed — indicated that damage to drilling rigs

in the Gulf of Mexico was minimal, it once again high-

lighted the critical role played and the support and fund-

ing needed for salvage and recovery operations in the

United States.

Whether by force of nature or by force of enemies seek-

ing to cripple a key maritime target, there is no doubt that

the resumption of “business as usual” is intimately tied to

the ability to identify, clear and recover the multitude of

potential subsea problems: from sunken rigs and boats

blocking maritime access, to fixing the subsea pipe, pro-

duction and cable infrastructure that is crucial to offshore

oil and gas operations.

This month MarineNews is pleased to offer some

insights from John Witte Jr., president of the American

Salvage Association and a high-profile advocate for the

salvage industry. While Mr. Witte was not asked to com-

ment on hurricane damage in particular, he provides valu-

able information on the recent collision on the Mississippi

River that resulted in a massive oil spill and closure of this

critical maritime artery. Read Mr. Witte’s thoughts start-

ing on page 10.

Hurricane Gustav presented personal interest as well, as

I had just left the area of impact a few days before, having

spent a long week of quality time visiting key maritime

players in the Gulf of Mexico region. While the area is still

visibly recovering from the effects of Hurricane Katrina,

particularly as many of the area

companies struggle to recruit

and retain qualified candidates,

I was again struck by the resiliency and “can do” attitude

with that distinct Southern flair. In the coming editions,

particularly our November “Workboat” double edition,

MarineNews will deliver insights on the businesses and

personalities that continue to drive this critical global

maritime region.

SUBSCRIBESubscribe to the print or electronic edition of MarineNews at www.marinelink.com/renew-subscr/Renew04/subscribe.html or e-mail Kathleen Hickey at [email protected]

DAILY NEWS via E-MAILTwice every business day we provide breaking news, tailored to your specification, deliv-ered FREE directly to your e-mail. To subscribe visit http://maritimetoday.com/login.aspx

POST & SEARCH JOBSJob listings are updated daily and help match employers with qualified employees. Post aposition or keep abreast of new employment opportunities athttp://www.maritimejobs.com

ADVERTISEMN offers a number of print and electronic advertising packages. To see our editorial calendar and advertising rates, visit www.marinelink.com/AdvRates/Rates.asp

6 MN September 2008

What Goes Down, Must Come Up?

Gregory R. TrauthweinEditor & Associate Publisher

tel: 212- 477-6700Email: [email protected]

MN#9 (1-16).qxd 9/5/2008 12:47 PM Page 6

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tech file Please submit your ‘tech file’ nominations to Jennifer Rabulan [email protected]

In May, General DynamicsRobotic Systems delivered the first11-meter Fleet class Anti-Submarine Warfare UnmannedSurface Vehicle (ASW USV) to theU.S. Navy as part of the LittoralCombat Ship (LCS) mission pack-age. General Dynamics said theASW USV operates and supportspayloads and sensor systems,including an unmanned towed-array sonar system and an activemulti-static offboard low-frequen-cy sonar system. It is aimed to pro-vide a high-speed, high-payloadcapable craft with sea keeping char-acteristics, along with a state-of-the-art unmanned navigation andautonomous control capability thatincludes 360-degree situationalawareness.

The USV has a payload capacityof 5,000 lbs., beam length of 11.2ft. and is capable of operating continuously for 24 hoursor more. During high-speed transits the vehicle can reachspeeds of 35 knots or higher. A bow latch will launch andrecover the unmanned surface vehicle from the LCS. As asemi-autonomous vehicle, the USV is capable of way-point navigation, sea keeping and station keeping. To ful-fill its mission, the LCS-based ASW USV performs theMaritime Shield, Protected Passage and PortReconnaissance ASW missions to protect Navy surfaceship battle groups.

In July 2007, the Navy rolled out the USV Master Plan,a plan that was intended to serve as a road map for NavyUSV development. As stated in the Navy's plan,"Unmanned systems have the potential, and in some casethe demonstrated ability, to reduce risk to manned forces,to provide the force multiplication necessary to accom-

plish our missions, to perform tasks which manned vehi-cles cannot, and to do so in a way." Because of reducedrisk to manned forces, USVs' capabilities are optimal inthe integration of the LCS mission package.

A second USV was expected to be delivered to NavalUndersea Warfare Center in Newport, Rhode Island, inJune. These USVs are the first unmanned surface vehiclesto ever receive hull numbers from the Navy, and will beknown as 11MUC0601 and 11MUC0602, respectively.

In July, General Dynamics Robotic Systems received acontract from the Office of Naval Research to develop theCommon Launch and Recovery System for use on theLittoral Combat Ship.For more information on the Navy's USV Master Plan, please

log onto our online editionhttp://marinelink.com

USV Delivered to U.S. Navy for LCS

8 MN September 2008

General Dynamics Robotic Systems delivered the first Fleet class Anti-Submarine WarfareUnmanned Surface Vehicle (ASW USV) to the U.S. Navy on May 2 as part of the LittoralCombat Ship (LCS) mission package.

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MN#9 (1-16).qxd 9/4/2008 2:42 PM Page 8

MN#9 (1-16).qxd 9/3/2008 12:15 PM Page 9

10 MN September 2008

insightsWhat are your thoughts on the recent collision thatoccurred on the Mississippi River that resulted in hun-dreds of thousands of gallons of fuel oil to spill and therequisite closure? JW: The Mississippi River is a very busy waterway.While the US Coast Guard and local authorities makeevery effort to manage the waterway in a safe and efficientmanner, there are times that accidents do in fact occur.The inland towing industry has one of the very best safe-ty and environmental records, so this was one of these sit-uations. While this incident had a significant impact onthe environment as well as the local economy due to theshut down of the Mississippi River, two American SalvageAssociation (ASA) member salvors teamed up to not onlyremove the remaining cargo from the barge but to thensafely and efficiently remove the vessel itself without fur-ther incident. Unfortunately, marine accidents happenbut as is the case with most of the major marine causali-ties that occur in North America, ASA salvors are ready,willing and able to effectively and efficiently respond toany marine related incident that may occur. Without astrong US-based salvage presence, our waterways andenvironment and marine habitats are at risk. ThisMississippi River response is another example of the pro-fessionalism of ASA member salvors.

In your December 2007 MarineNews column, you saidsalvors remain the ultimate environmentalists. Whatneeds to be done to avoid high profile casualties and tofurther protect the environment? JW: As long as there is a marine industry there can becasualties. This is one of the unfortunate realities ofmarine life. Weather, mechanical failures and human errorwill still result in vessel casualties. This being said, there isno question that the number of casualties that occurthroughout the world have been in a steady decline overthe last 10 to 15 years. There are certainly reasons for this.Laws and regulations, such as OPA-90 here in the US,which govern the safe operation of vessels throughout theworld, have become more prevalent and obligate an owner

and/or operator of vessels throughout the world to haveappropriate insurance, up to date vessel inspection certifi-cates and better trained crews as well as other relatedefforts to ensure a vessel's safe operation. Further, in theevent of casualty, civil penalties and sometimes criminalcharges may be brought against an owner/operator whichprovides further incentives to operate as safely as possible.As marine related technologies, crew training, early warn-ing radars and like advances in the safe operation of ves-

John Witte Jr., American Salvage Association

Please submit your ‘insights’ nominations to Jennifer Rabulan [email protected]

MN#9 (1-16).qxd 9/4/2008 9:04 AM Page 10


sels in the marine environment con-tinue to improve, casualties will con-tinue to decrease, but will not beeliminated. Therefore, worldwide,the marine salvage industry is andwill remain an important componentin the protection of our waterwaysand environment as a whole.

What regulations need to beaddressed in order to ensure security,safety and preparedness for the sal-vage community? JW: From the perspective of theAmerican Salvage Association, themost important regulation that is,hopefully, in the final stages ofapproval and implementation are thepending modifications to OPA-90.When originally passed in 1990, theOil Pollution Act of 1990 (OPA-90)was more weighted toward thecleanup of pollutants once they leftthe casualty rather than ensuring asafe and efficient salvage of the strick-en vessel. There is no question thatthe best way to protect the environ-ment is to keep the oil in the ship andremove the source of the pollution orbetter yet, the vessel itself. OPA-90contained language that envisionedthe need to better define the marinesalvage components of OPA-90 to layout what is expected of a professionalsalvor and also included a timetablefor evaluating this need and imple-menting the necessary additions. As aresult of a number of different con-cerns expressed by the marine com-munity at large, not the least of whichwas a misunderstanding of the needsof the Professional SalvageCommunity, the required modifica-tions have been delayed for over 10years. As a result of dialogue, initiatedby the American Salvage Association,between organizations such as theU.S. Coast Guard, The AmericanWaterways Operators (AWO) and the

American Petroleum Institute (API)to name a few, a consensus wasreached as to the intent of therequired modifications relating to themarine salvage component of OPA-90 as well as the specific languagerequired to modify the Act as wasoriginally intended in 1990. We are

hopeful to see these modifications toOPA-90 implemented within thenext 6 to 9 months.

John A. Witte Jr., is the president of theAmerican Salvage Association for the2007-2009 term.

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MN#9 (1-16).qxd 9/4/2008 10:40 AM Page 11


Willard Marine announced theacceptance trials of the 17-MeterSearch and Rescue (SAR) boat to theU.S. Navy Office of Foreign MilitarySales (FMS). In June, representativesfrom the U.S. Navy were inAnaheim, Calif., at the WillardMarine facility to take part in theAcceptance Trials which took severaldays and showcased the full capabili-ties of the boat.

A team from Willard Marine willtravel with the Navy later this year toconduct boat familiarization trainingwith the customer.

The SAR is a 60 ft. vessel, whichwas based on the design of the 56 ft.

Septar Surface Target hull that hasbeen built for the U.S. Navy formany years.

This craft integrates a number ofcomplex systems to meet the require-ments of the contract.

Included is a fire fighting systempowered by a Cummins 8.9 405 hpdiesel engine driving a Hale pumpwith one remote controlled fire mon-itor station at the bow and two man-ual stations on the stern of the boat

capable ofs h o o t i n gwater 250 ft.@ 100 psi and145ft. @ 100psi. A watercurtain systemis includedw h i c henvelopes theboat with awater sprayfor fightings h i p b o a r dfires. A 27 kw

generator operates twoA/C systems as well asother electrical compo-nents on the boatincluding a full kitch-enette, berthing forseven and a full head,shower and MSD sys-tem.

The propulsion systemfor this vessel is com-prised of twin CumminsQSC 8.3 600 hp dieselengines coupled toHamilton 322 waterjets, and a bow thruster.

Email: [email protected]

boat month Please submit your BOM nominations to Jennifer Rabulan [email protected]

Willard Marine Delivers SAR Boat to Navyo

f th

e

The boat offers a fire fighting system withone remote controlled fire monitor station atthe bow and two manual stations on thestern of the boat capable of shooting water250 ft. @ 100 psi and 145ft. @ 100 psi.

MN#9 (1-16).qxd 9/4/2008 9:06 AM Page 12


SeaArk DeliversPatrol/Rescue Boat

SeaArk Marine, Inc. recently deliv-ered Marine 7, a 21-ft. Commandercenter console patrol/rescue boat tothe Town of Hempstead BayConstables in Point Lookout, NY.This boat is responsible for patrol,rescue, law enforcement and fish-eries/conservation enforcement onthe South Shore of Long Island in thewaters within the Town ofHempstead, Jones Inlet and theAtlantic Ocean. The SeaArk 21-ft.Commander is based on a hulldesigned by C. Raymond Hunt &Associates, and is constructed of all-welded marine-grade aluminum.The vessel features a deep-vee variabledeadrise hull that is designed to pro-duce a smooth, dry and stable ride.To facilitate quick response time ingetting on scene, the Town ofHempstead Bay Constables selected a

225 hp Honda 4-stroke outboardengine and, when fully operational,the boat achieves response speeds to37 knots. Additional outfittingincludes an aluminum T-top withelectronics box, light bar, floodlights,police and marine radios and aGPS/depthsounder.

www.seaark.com

Cummins Repower forInland TowboatBuilt in 1974, the 91-ft. M/V Ann Petersis enjoying the long life that is the normfor freshwater vessels. With no salt inher system the hull plating and framingretains its strength, but narrowlyescaped its demise when hurricaneKatrina pushed it up on the levee at NewOrleans. Welders, working to attach pad-eyes to help return her to the water,sparked some fuel and a fire broke outand the good boat was severely dam-aged. Ingram Barge Lines purchased thedamaged vessel and the process of refur-bishing her began in 2007. The newowners gutted the hull and removed theold fire-ruined engines. They chose a pairof Cummins to carry it for the next fewdecades. With the towboat alongside atPaducah, Ky, the old engines, along withthe old piping and wiring, were strippedfrom the hull. The pair of Cummins Tier 2compliant QSK50 engines, each rated for1,600 hp at 1,800 rpm, are coupled toTwin Disc MG 5600 gears. Mark Duley ofIngram Barge Lines reports that the com-pany will operate the engines at 1,200hp each. The main engines are mountedto minimize sound levels in the newlyrefurbished accommodation areas.

MN#9 (1-16).qxd 9/4/2008 9:07 AM Page 13

Blount Delivers Vessels

The 165 x 45-ft. 300 ST Class cargo/pas-senger ferry, M/V Cayo Largo built byBlount Boats, Inc. for the Puerto Rico andMunicipal Islands Maritime Authority wasaccepted for delivery to Fajardo, PuertoRico on July 23. The Cayo Largo will also deliver the45x17-ft. M/V La Plena, also built byBlount Boats. The M/V La Plena is beingshipped as cargo on the M/V Cayo Largo,which will be arriving in San Juan onSunday, August 3, 2008. M/V Cayo Largo is powered by fourDetroit Diesel 12V4000 M60 enginestotaling 7,080 hp and will carry 300 LTcargo and will accommodate up to 300passengers for transportation to thePuerto Rican islands of Fajardo-Vieques-Culebra. The new vessel was built in accordancewith U.S. Coast Guard, Subchapter "K"regulations, with an Ocean Certificate forcargo ferry service and hull structuralrequirements of the American Bureau ofShipping. The M/V Cayo Largo is one of the largestcargo ferries to have been built at theBlount shipyard. It marks the 322nd ves-sel and the 22nd vessel built by the ship-yard for the Puerto Rico MaritimeTransportation Authority. M/V La Plena is powered by two MercuryVerado 300 Series outboard engines total-ing 600 hp, and will carry 49 passengersfor transportation to Hato Rey, Catanoand Old San Juan terminals. The M/V LAPlena is the first of four water taxis to bedelivered to San Juan for the public tran-sit system.

briefs

NOAA ship John N. Cobb, the oldestand only wooden hulled ship in theNOAA fleet, was decommissioned inSeattle after 58 years of service.

The 93-ft. fisheries research vesselbegan service in 1950 with the Bureauof Fisheries, predecessor to NOAA'sFisheries Service, conducting albacoretuna surveys in Oregon, Washington,and Alaska. Homeported in Seattle,Cobb has operated primarily in Alaskanwaters for much of her service life, mostrecently in support of the fisheries ser-vice's Auke Bay Laboratories in Juneau.

"The John N. Cobb has been anextremely productive platform forNOAA. She has been operating with heroriginal 1931-design Fairbanks-Morseengine until this year," said Rear

Admiral Jonathan W. Bailey, director ofthe NOAA Corps, one of the nation'sseven uniformed services, and NOAA'sOffice of Marine and AviationOperations. "We are sad to see Cobb go,but it would not be the best use ofNOAA's resources to perform the main-tenance and repairs required to keep herin service."

John N. Cobb was designed as apurse-seiner, but added capabilitiesenabled her to utilize almost every typeof fishing method, including trawling,and long-lining. The ship has conductedvarious types of data acquisition andresearch, including juvenile salmonmarine ecology, juvenile rockfish habi-tat assessment, sablefish tagging and

vessels NOAA's Oldest Ship Retired


John N. Cobb in Glacier Bay, Alaska. (Photo Credit: NOAA)

(Continued top of next page)

MN#9 (1-16).qxd 9/4/2008 9:08 AM Page 14


telemetry, marine mammal surveys,coral and sponge benthic habitat, habi-tat mapping of near-shore estuaries, andoceanographic sampling and long-termcoastal monitoring.

NOAA is investigating use of otherNOAA ships or chartered vessels tocarry on Cobb's work in Alaska.

Cobb's career has included someinteresting and unusual missions:

From 1950 to 1962, Cobb conducteda series of bottomfish and shellfish sur-veys from southern Oregon to theArctic Ocean.

These early surveys still provide base-line data for current environmentalevaluations

Cobb helped pioneer the use of sur-face rope trawls, which led to the devel-opment of an important long-term dataset on the biological and physical fac-tors affecting annual fluctuations in thepopulation strength of specific groupsof salmon.

The Exxon Valdez disaster in 1989kept Cobb busy for several years sup-porting evaluations of the effects of theoil spill on the Prince William Soundecosystem.

Cobb came to the assistance of twovessels in distress in Alaska — thepurse seine vessel Karen Rae in the mid1990s and the Alaska state ferry LeConte in 2004.

Cobb participated in a burial at sea in1999. The ashes of Dr. Richard Carlsonof the Auke Bay Laboratories werespread in the waters of Auke Bay at thewishes of his family.

The ship was named after JohnNathan Cobb, an author, naturalist, andconservationist (1868-1930) whose dis-tinguished career included service aseditor of Pacific Fisherman and found-ing director of the College of Fisheries,University of Washington-the first fish-eries school in the United States.

John N. Cobb's post-NOAA home hasyet to be determined. Preliminary plansare underway by maritime heritageinterests to preserve Cobb as an historicrepresentation of a federal wooden-hull

fisheries research vessel and open her tothe public as part of an education-out-reach program.

NOAA Ship John N. Cobb's flag was presented to the longest

serving crew member. (Photo Credit: NOAA)

MN#9 (1-16).qxd 9/4/2008 9:19 AM Page 15

Pearl Seas Cruises announced thattheir first ship, which was launchedin March, is in its outfitting stage."It is progressing with over 150 peo-ple working on the ship daily atIrving Shipbuilding in Halifax, NovaScotia" said Vice President TimBeebe. The joiner work and the elec-trical installation are being completedat this time. The cruise line plannedto announce the ship's name onAugust 14. Pearl Seas Cruises expectsthe first ship to be delivered in thefirst quarter of 2009.

The new ship will carry 210 passen-gers and have international cruises inthe Canadian Maritimes, StLawrence Seaway, Great Lakes, NovaScotia, Newfoundland, NewEngland, and in the Caribbean.

The ships' spacious suites (eachmeasuring 302-580 square feet) willall have private balconies with largeopening picture windows. All state-rooms will also feature flat-screensatellite TV's, DVD players, haveindividual climate control andInternet access.

briefs


Pearl Seas Ship in Outfitting

Two River Freighters

Demaree Inflatable Boats Inc. (DIB), amanufacturer of industrial grade inflat-able boats and pontoons has deliveredtwo 41-ft. river freighters to CaspianServices, a company that provides servicesto the oil and gas industries in theRepublic of Kazakhstan. The boats will beused for oil and gas exploration in shal-low water areas of the Caspian Sea. TheRiver Freighter is 41 x 14 ft. wide, witheach pontoon made of vulcanized neo-prene, with reinforcing strips to help withfendering. The 35.5 ft. long, diamondplate 5086 aluminum deck consists of fivesections that bolt together to provide asecure working platform. The frames arealso designed to come apart and nest oneinside another for easy transportationand storage. Each boat is powered bytwin Yanmar Bravo II diesel engines,which are rated at 315 hp each. The boathas a dry weight with engines of 10,000lbs., and a design working load of 17,000lbs. In addition to the boats inKazakhstan, DIB has its 32 ft. and 41 ft.river freighters being used by variousgeophysical companies and governmentorganizations off the waters of Australia,Bangladesh, Brazil, British Columbia,Egypt, Indonesia, Malta, Mexico, Uganda,and the U.S.A.Email: [email protected]

$560m Deepwater Rig Keppel FELS Limited won the contract tobuild the seventh ENSCO 8500 Seriesdeepwater semisubmersible worth$560m. This sum includes equipment spec-ified by the owner. To be delivered in thesecond half of 2012, the ENSCO 8506 willbe the seventh consecutive semi thatKeppel FELS is constructing for ENSCOInternational Incorporated. The contractfollows after the award of the sixth semi,ENSCO 8505, that was announced June 1.

vessels

Bay-Houston Towing Co. has takendelivery of another Z-Tech 7500tugs, which is the largest of theRobert Allan line of Z-Tech tugboats.The Lexie M was delivered to Bay-Houston on July 8 by Conrad'sOrange Shipbuilding yard after dockand sea trials in Orange, Texas.

The Lexie M is the first Z-Tech7500 to be completed by OrangeShipbuilding, and is only the third Z-Tech to be built in the United States.Bay-Houston Towing Company'sfleet grows to 16 harbor tugs with thearrival of Lexie M. The Lexie M is98.5 x 39 ft., with a hull depth of16.4 ft. Powered by two Caterpillar3516C engines, which produce 3,150hp, for a total of 6,300 hp, Lexie M isdesigned for a minimum bollard pullof 75 tons. The EPA Tier II ratedCaterpillar engines are mated toModel SRP-1520 Schottel drives.The Lexie M is fully FiFi 1 compli-ant, with twin Caterpillar C-18engines powering the fire pumps,each rated at 5300 gpm. Electrical

power is provided by two John Deeregensets, each rated at 125 kW. Thewinch on the Lexie M is a MarkeyModel #DYSF - 52 Escort LineWinch. The winch has an automaticrender/recover mode, and will beequipped with an application specificMarkey tension meter. The winchwill have a brake capacity of 500,000lbs. The second of the Z-Tech 7500sordered from Conrad's OrangeShipbuilding yard, the Hunter M isdue to be delivered in early 2009.Bay-Houston Towing Co. traces itsroots to Capt. W. D. Haden whofounded the companies that make upBay-Houston back in the 1880s.

www.bayhouston.com

Tug Delivered to Bay-Houston

MN#9 (1-16).qxd 9/4/2008 9:13 AM Page 16


MN#9 (17-32).qxd 9/2/2008 4:08 PM Page 17


Unfortunately, personal injury claims brought by sea-men against vessel owners are part of everyday life in run-ning a boat company. As such, vessel owners have becomevery sophisticated in the management of these claims. Asthe cost of litigating these matters is very high, often, theclaim's handler will attempt to settle a seaman's personalinjury claim prior to his retention of counsel and filingsuit. In most cases, this is a win-win for both the employ-ee and the company. The company is able to settle theclaim with its employee quickly without engaging counselor incurring the costs associated with litigation. Theemployee wins because he is able to keep 100 percent ofthe settlement without having an attorney take 30 to 40percent. Additionally, the employee does not have to waita long time, possibly several years, before seeing any of thisrecovery.

As companies have become more sophisticated in adjust-ing and managing these claims and reaching settlementswith these unrepresented seamen, plaintiffs' attorneyshave also become more sophisticated and, from our expe-rience, have started to file suits against vessel ownersattempting to invalidate these mutually agreed upon set-tlements. Although there is no way to guarantee that yoursettlement with an unrepresented seaman will be consid-ered valid and enforceable by a court, following severalsimple steps and procedures will make the likelihood ofthe enforcement of the settlement agreement much morelikely.

Injuries that occur to vessel-based employees are gov-erned by the Jones Act and the General Maritime Law. Assuch, federal law governs the validity of settlement agree-ments. The general rule in federal courts is that a settle-ment agreement once entered into cannot be repudiated

by either party and will be enforced by the court. TheSupreme Court has ruled that when parties, acting ingood faith, settle a controversy, the courts will enforce thecompromise without regard to what the result might, orwould have been, had the parties chosen to litigate ratherthan settle.

However, the courts have carved out an exception to thisgeneral rule for maritime workers that are designated asseamen. In fact, the courts have ruled that seamen are"wards of the court" and that the court has a duty to scru-tinize an agreement when a seaman purports to release hisrights to compensation for personal injuries. Under thisduty, a settlement agreement is enforceable if the seamanrelinquishes his rights with "an informed understandingof his rights with a full appreciation of the consequences"of executing the release and settling his claim.

Under the rule that applies to seamen, a vessel ownershould make sure that the unrepresented seaman has a fullunderstanding of the rights that he may have as a seamanunder admiralty law and that he has a full understandingas to the consequences of the agreement that he is enter-ing into. As the scope of a seaman's understanding will bethe primary issue in determining whether a settlement isvalid, we recommend exchanging settlement documentsand funds in the presence of a court reporter who tran-scribes the entire proceeding. As such, the record willclearly indicate that the seaman was informed of his rightsand the scope of the settlement in a manner in which heclearly understood the consequences of the agreement.Thus, if a seaman chooses to attempt to invalidate the set-tlement, the vessel owner can provide sworn testimonyshowing that the vessel owner's attorney informed the sea-man of his rights, provided him with an opportunity toseek counsel, had the seaman explain that he understoodwhat he was agreeing to and that he had an opportunityto ask questions if he so desired.

From our experience, we recommend that the seamanexecute both a standard release document as well as a sec-ond document that outlines all of the rights of the sea-man. Both of these documents can be reviewed and exe-

columnsSettling With An Unrepresented SeamanMaking The Settlement Stick

Lawrence R. DeMarcay, III is a partnerat Fowler Rodriguez Valdes-Fauli in thefirm's New Orleans, Louisiana office.He can be reached at 504-595-5122 [email protected]

MN#9 (17-32).qxd 9/4/2008 9:28 AM Page 18


cuted during a release conference and attached as anexhibit to the transcript of the proceeding.

This "Rights of Seamen Notice" should fully explainthat the seaman has a right to maintenance and cure, aclaim for the unseaworthiness of the vessel and negligenceclaims based upon the Jones Act. It is important that aseaman understand certain issues about each of thesepotential claims. A review of the pertinent issues relatedto each of these claims is explained below.

A seaman has a right to recover for maintenance andcure as a result of injuries or sickness occurring while he isin the service of the vessel. This right does not dependupon proving that the vessel owner was negligent or thevessel was unseaworthy. As such, the unrepresented sea-man should receive a detailed explanation regarding hisright to collect maintenance and cure and what benefitsare included within the scope of the duty. This explana-tion must include that the maintenance and cure obliga-tion covers any sickness or injury that occurs while theseaman is in service of the vessel and does not have to bedirectly related to the employment relationship.Furthermore, you should inform the seaman that he isentitled to maintenance and cure until he reaches maxi-mum medical improvement from his illness or injury.The seaman must be told that the cure obligation includesproviding any nursing, medicines, doctors and hospital-ization related to the illness and that the maintenanceobligation includes providing a per diem to compensatehim for his room and board that he received while aboardthe vessel.

The second element of a "Rights of Seamen" reviewshould include an explanation that the seaman may beentitled to recover against the vessel owner under a theo-ry of seaworthiness. Under maritime law, a seaman isentitled to recover for unseaworthiness of the vessel, itsappliances, masters and members of the crew. He shouldbe informed that under a claim for unseaworthiness, hecould recover for pain and suffering, injury, impairmentof earning capacity, medical bills that he has incurred andall reasonable losses that arose as a result of his injury thatare a direct result of the unseaworthiness. He should alsobe informed that a claim brought for the unseaworthinessof the vessel is separate and distinct from his claims formaintenance and cure and any claims based upon vesselnegligence.

Lastly, an unrepresented seaman should be notified ofhis rights under the Jones Act. In order to recover underthe Jones Act, the seaman should be put on notice that he

must prove negligence of the ship owner, or his agents,servants or employees. He should also be informed thatcontributory negligence on his part does not bar recoveryunder the Jones Act and that his fault only goes towardsthe reduction of the damages that he may be entitled to.He should also be informed that under the Jones Act aseaman can recover for pain and suffering, injuries,impairment of earning capacity, medical bills, hospitalbills and nursing which he has incurred himself, and allreasonable damages and losses which occurred as a resultof the injury or sickness.

During the conference, it is important to read throughthe release and the rights of seamen document paragraphby paragraph explaining, in simple English, the meaningof each paragraph, and getting the seaman to affirmative-ly state that he understands the paragraph and has noquestions about it. After you have reviewed each docu-ment, you can have the seaman execute the document andplace it into the recorded transcript.

It is also important to fully inform the seaman that hehas the right to retain counsel and, get him to specificallystate on the record that he knows that he is entitled tocounsel and has chosen not to hire a lawyer. It is alsoimportant to inform the seaman that he has a duty toinvestigate the amount of the settlement and that he couldrecover more through the process of litigation. It is alsogood to remind him that his medical condition could getworse and that, after settlement, the company is no longerresponsible for any of his medical care.

By going through the process of outlining and explain-ing all potential rights, and getting him to affirmativelystate that he understands those rights and is willing towaive them in an effort to compromise the claim, a vesselowner is in a much better position if the seaman decidesto retain counsel and try to break the settlement. Puttingthis information on the record will fully establish that theseaman had "an informed understanding of his rights anda full appreciation of the consequences" in executing therelease. It will also show that the company was acting rea-sonably and fairly in dealing with the seaman and thatthere was no attempt to trick, manipulate or take advan-tage of an uninformed seaman.

Although the additional costs associated with conduct-ing a final settlement conference increases the costs ofclaims management, this increased cost can save vesselowners significant amount of time, money and headacheby creating a settlement agreement that is enforceable andwill deter a seaman from instituting future litigation.

MN#9 (17-32).qxd 9/4/2008 9:28 AM Page 19


gilheany

Safety Management System or a Checklist for Negligence?

Does your company have a safety management system(SMS), a safety program, or internal safety policies? Arethere problems with implementation or making sure thatall policies are consistently complied with? Are thereitems in the manual which do not apply to your vessels oroperations? Does the manual call for unrealistic workpractices? If you answered "yes" to these questions, restassured you are not alone. Unfortunately, however, yourcompany could also be in danger of severe financial penal-ties, and/or litigation. In some case, such as a serious acci-dent, individuals, depending upon their position in thecompany, might even face imprisonment.

The latest trend in regulatory schemes is performancebased regulations. This type of regulation usually requiresthe regulated entity to come up with a plan or systemwhich will meet the performance based criteria in the reg-ulations, such as International Safety Management (ISM)and the impending towing vessel inspection regulations.Some organizations also require member companies toimplement an SMS such as the American WaterwaysOperators (AWO) Responsible Carrier Program (RCP).Regardless of the source, not fully implementing andcomplying with these plans can have serious consequencesin the event of an accident.

Unfortunately, for some companies, their SMS remainsjust another book on the shelf. Some company personnelmay not know what is required by their company's SMS,but are successful in passing audits by convincing auditorsthat what they do traditionally for safety checks and pro-cedures comes close enough to what is required in theSMS. While this may be enough to pass an audit, it maynot be enough to satisfy investigators and attorneys fol-lowing a serious accident.

A conversation I had with an attorney after a seriousaccident really drove home the importance of "sayingwhat you do, and doing what you say." I discussed myconcerns with some SMSs which can never be complied

with due to the way they are written. I explained thatsome companies seem to have brainstormed with a bunchof "old salts" and came up with every possible thing thatcould ever go wrong during any one evolution. While thisis never a bad idea, and produces excellent training mate-rial, it was how the information was incorporated into theSMS which created the problem. After the comprehen-sive list had been compiled it was entered into the SMSand labeled, "The following items must be checked priorto conducting the following evolution…." I explained thatthe problem I have found as an auditor is, despite theSMS mandating that the entire extensive comprehensivelist be completed every time, the crewmembers can onlyexplain the two or three items they actually check. Theattorney was well aware of this problem and explainedthat is why a company's SMS manual can serve as a"checklist for negligence" during litigation.

In writing an SMS it is important to distinguishbetween training items, maintenance items, and essentialoperational checks. Deciding which items must be man-dated to be checked every time in the SMS manual shouldonly be done after careful risk assessment. Mandatingthat the entire comprehensive list be checked every timemay just be setting the company up for failure. If it is anunrealistic goal which can never be complied with, it willgive cause for the crew to dismiss the entire manual asunrealistic and not applicable.

The manual must also be realistic and customized for aparticular vessel and operation. There are off-the-shelfSMS manuals which are hundreds of pages long, writtenby individuals who have no practical vessel experience.These manuals, while comprehensive, most likely containsections which are not applicable or are unrealistic. Theseare the types of manuals which are most likely to becomejust another book on the shelf.

There are some processes and procedures which arerequired by regulation. These should be identified firstand foremost to ensure compliance. The SMS should onlyinclude what is required to ensure compliance and safeoperations, and it must be able to be implemented. Ifsomething in the manual cannot be complied with, themanual should be amended immediately and the require-ment changed or removed. The best way to ensure successwhen developing an SMS is to start by finding out what

Kevin Gilheany is a maritime industryconsultant and a retired Coast Guardmarine inspector. His company isMaritime Compliance International, LLC,He can be reached at 504.319.3229,or [email protected]

MN#9 (17-32).qxd 9/4/2008 9:29 AM Page 20


procedures are currently done by the captain and crew,and then build on those procedures. Whatever proce-dures the company deems appropriate to mandate via theSMS manual, they must be done consistently, and mustbe enforced regularly by the company. A checklist can bea good tool to implement once the proper risk assessmenthas been conducted and the mandatory checks have beendetermined. However, it is not realistic to expect a vesseloperator, to use a written checklist for every operation thatthey conduct. Entering these types of requirements in anSMS just invites "gun-decking" and gives reason for thecrew to disregard the entire program which they may per-ceive to be nonsense. If the company thinks a checklist isnecessary, but the use of one is impractical, the solution isquality intensive training. Another common oversightregarding safety management systems is their purpose.They are intended to be management systems, not justsafety manuals. For instance, if a vessel lost power and aserious accident resulted, and during the investigation it isfound that the loss of power was due to and automaticmain engine shutdown which occurred due to a malfunc-tioning piece of newly installed equipment. Upon furtherinvestigation it may be uncovered that this malfunction-ing piece of equipment automatically shut down the mainengine twice before, and that the crew had reported it tothe port engineer, but because they were able to get themain engine restarted and there were no other obviousproblems, they assumed it was a "fluke." Given this real-life example, a safety manual might say what to do in caseof loss of power, or to report machinery casualties to theport engineer, but a safety management system is suppose

to be designed to ensure that the issue is thoroughlyresolved so that the accident doesn't happen.

Even with a comprehensive system in place, it is only aseffective as the decisions which are ultimately made bymanagement. For example, during an inspection a cap-tain was very proud of his safety management system andshowed how his discrepancies had been identified, docu-mented and carried over from the monthly reports, to thequarterly reports, and to the semi-annual reports. Theproblem was that one of the discrepancies was a hole inthe hull ten inches above the waterline. The company haddecided to keep operating the vessel, continuously pump-ing out the compartment until the next drydock. Theremust be a system, not only for reporting, and tracking ofdiscrepancies, but also for risk based decision making toresolve issues in accordance with regulatory requirementsand prudent industry practices. The intent is not to havea manual and a system to track everything. The intent isto design a system which ensures the best possible deci-sions are made by the company, captains and crews,regarding safe operations. By now most have heard of thetragic Staten Island ferry disaster which occurred inOctober of 2003. One lesson to take away from that trag-ic accident was that not only was the captain of the ferrysentenced to prison, but so was the ferry manager. Theferry manager, who failed to enforce the city's own inter-nal policy of having two captains in the wheelhouse at alltimes, was also sentenced to a year and a day in prison.Remember, whatever you put in the SMS manual must becomplied with at all times. Close enough, is really not,good enough.

MN#9 (17-32).qxd 9/4/2008 9:30 AM Page 21


wells

Expanded Offshore Drilling: Challenges Ahead

“You got to be careful if you don't know

where you're going, because you might not

get there.” • Yogi Berra

Each rise in the price of oil and its companion hike ingasoline prices moves us further and further into unchart-ed territory. What was once an academic argument overpeak oil and how long our oil and gas would last is nowfront page news. There is now a very public debate rag-ing over whether new areas of America's coastline shouldbe opened to exploration. It seems likely that new areaswill be leased.

But from there the crystal ball gets a little murky. Whatareas might be opened and when? How long will it take todo the initial surveys of these undersea areas and what willwe find?

For the workboat industry and its customers, this periodof uncertainty will bring its own questions. Can the exist-ing U.S. fleet handle the potential expansion of offshoreexploration or will the industry need to build more boats?What kind of boats and how large? Will they need tooperate 30 miles off the coast of Georgia or 170 miles offthe coast of Alaska?

To some extent that is putting the cart before the horse.The ban on offshore drilling would have to be lifted foreast coast states. Significant surveying work must bedone. The Mineral Management Service would need toset up lease sales. Offshore operators would need to devel-op their drilling plans. None of that will happenovernight.

But that is not the most challenging part of this wholepuzzle. Vessel build programs also need to be planned inadvance. Shipyard space is still at a premium and back-logs for engines, electronics and other key equipment can

drive the build schedule as much as anything. New vesseldelivery dates may be years down the road, meaning thatthe ability to meet a demand from new drilling maydepend on making some decisions in the very near future.

All of this argues for a new approach to the relationshipbetween the boat industry and the customer. The oldmodel was based for the most part on the simple supplyand demand of the marketplace. I need a boat, I ask youto supply it. If I don't need it very much, I don't offervery much money and charter it on the spot market. If Ineed it a lot, I pay a lot and lock it in on a term charter.When rates rise, the industry builds more boats and theboat owners absorb the risk that there will be an overca-pacity.

That system may have worked well 50 years ago whenboats cost $30,000 and there were no limits on where thecustomer could drill, but it may not see us through thisnext chapter in the offshore energy saga. Boats cost toomuch. The uncertainties about where we may expand aretoo high. It represents risk for the boat owners to buildvessels that may not be needed and risk for the customerto commit to projects that are still theoretical. The onlyway to address that risk is for the customer and the boatowners to work as partners.

The perfect example of this is taking place in Alaskaright now. Development of the resources in the Chukchiand Beaufort Seas off the coast of Alaska will be at thesame time exciting and challenging. It will require a sub-stantial number of ice-class, state of the art U.S. flag ves-sels, capable of working safely under demanding condi-tions hundreds of miles from the closest base of opera-tions. Right now, there may only one OSV in the U.S.fleet that can work in those conditions.

Shell Offshore has made offshore Alaska one of its high-est priorities. This spring it bid more for offshore Alaskanleases than any area since MMS began its lease auctions.One of the obstacles the company faces is making surethere are vessels to do the work when it is ready to drill.The cost of those vessels makes it impossible for a boatowner to build on spec. Shell is dealing with that risk bydoing some preliminary exploratory work with existingforeign vessels, which Congress allowed it to do throughan amendment to legislation two years ago. In exchange

Ken Wells is the President of theOffshore Marine Service Association(OMSA). OMSA is the national tradeassociation that represents the ownersof U.S. flag vessels that work in the off-shore oil and gas sector.

MN#9 (17-32).qxd 9/4/2008 9:31 AM Page 22


for being allowed to use those vessels now,Shell is going through a well-planned bidprocess to charter vessels down the road.This way Shell gets to say what kinds ofvessels it will need and boat owners willhave a contract in hand that allows themto get into the shipyards. Through ourassociation, the industry has been workingcooperatively with Shell to accomplishour collective goal of building the U.S.vessels needed to move into the next phaseof offshore development.

It is too soon to tell, but if Shell'sapproach in Alaska is a good model for thefuture, the approach of some other opera-tor may show the dangers of sticking tothe old approach. Shell is not the onlyplayer trying to develop offshore Alaska,but it is the only company that is publi-cally trying to spur construction of newU.S. vessels. If their competitors waituntil they are ready to start developingthose properties to go looking for vessels,they may find there are no domestic ves-sels to be had. Any attempt to supportoffshore projects in Alaska from foreignbases would be a political dead end for thecompany that attempts it. Planning needsto start now for any vessels that may gointo service five years from now.

We have seen a similar situation in theMODU sector, where customers wereslow to recognize that they couldn't justassume rigs would be available when theywanted them. This all argues for a newbusiness model for the customer and theboat owners. Here are a few of the groundrules in that new model:

The Jones Act is here to stay. Congresshas made it clear over the past several yearsthat it wants maritime jobs in the oilpatch to be worked by Americans.Oversight and enforcement will only con-tinue to increase. With the ability tobring in foreign vessels severely limited,offshore energy companies will need to

“Innovative Fendering Systems”with hybrid technology

Schuyler Rubber Company

Leading By Example

16901 Wood-Red RoadWoodinville, WA 98072Ph: 800-426-3917Fax: [email protected]

204 Ida RoadBroussard, LA 70518Ph: 866-347-9445Fax: [email protected]

MN#9 (17-32).qxd 9/4/2008 9:32 AM Page 23


include U.S. vessel owners in their plans.A rate-based approach to supply and demand won't cut

it. The offshore picture is changing too rapidly to counton normal market forces to drive vessel constructionplans. If the necessary vessels aren't built, they won't beavailable at any price.

Risk is an economic driver of the process and it needs tobe recognized and shared up front. The risk to the ownerof being caught with a vessel that has no market and therisk to the customer of committing to contracts before itknows its needs make it foolhardy for either side to acceptthe risk in its entirety.

The keys to this new model will be information, coop-eration and trust. Energy companies need to factor theirvessel needs into their early planning process. They needto share information with boat owners as early as possible.The two sides need to cooperate in matching the cus-tomer's needs with the boat owner's capabilities. Mostimportantly, they need to work from a position of trust.

The workboat industry and its customers have spent alot of years focusing on who can win the rate wars.Sometimes that has obscured the fact that there have alsobeen long trusting relationships going back decades insome cases. Now, more than ever, we will need to drawon that trust and on one fundamental truth - We share thesame interest in opening up new sources of energy.Together, we can make that happen.

About the author

Ken Wells is the President of the Offshore Marine ServiceAssociation (OMSA). OMSA is the national trade associa-tion that represents the owners of U.S. flag vessels that workin the offshore oil and gas sector. These workboats, includingoffshore supply vessels, crewboats, liftboats, utility boats andconventional tugboats and barges serve as the lifeline toAmerica's offshore energy supply.

wells

Opening new offshore waters for energy production will require closecooperation and planning to ensure the right equipment is available.

MN#9 (17-32).qxd 9/4/2008 9:33 AM Page 24

C2 C3 & C4.qxd 6/11/2008 3:33 PM Page 3

By Jennifer Rabulan

As the Internet continues to serve as a vital platform toinstantly and publicly disseminate information and opin-ions, blogging has increasingly become more mainstream,and even, a pertinent resource for the Navy and other gov-ernment agencies. Since emerging in the late 1990s, WebLogs, or blogs, have come a long way. In fact, the Navy,well known for its effective public outreach, has encour-aged use of the web as an informational tool within guide-lines. "The WWW is an extremely powerful publicinformation tool, and its use, within these guidelines, isencouraged." As the popularity of blogs within the ranksgrew, in 2005, the Navy issued a regulation (SEC-NAVINST 5720.47B) and said, "There is also no prohi-bition on blogs operated by individual members as privatecitizens. The DON recognizes the value of this commu-nication channel in posting current information and sup-porting the morale of personnel, their family and friends.As long as personnel adhere to specific restrictions on con-tent, the DON encourages the use of blogs and recognizesthis free flow of information contributes to legitimatetransparency of the DON to the American public whomwe serve." As technologies evolve, including the wayinformation is shared, security remains a high priority,blog or not. With security in mind, in 2006, DoDacknowledged the popularity of blogs among military per-sonnel and said that any site not sponsored by DoD couldnot be created or maintained during duty hours, nor con-tain information on military activities that is not availableto the general public.

Acknowledging the importance of tapping the resourcesof Web 2.0 technology, namely one of its most prevalent

user group, Net Generation-the generation born betweenthe late 70s to the early 90s-the Navy's Chief InformationOfficer, Robert J. Carey, didn't send a memo; he blogged."In addition to being raised on computers, this generationthinks differently from the generations that have preced-ed them. This Age of Mass Collaboration requires parallelrather than linear thinking, which the Net Gen has mas-tered as a result of their seemingly innate knack for mul-titasking," Carey said on his blog. According to the ITworld, Web 2.0 has a myriad of meanings. But if onewere to Google "Web 2.0," one of the first definitions ofthe term comes up as: "Web 2.0 encapsulates the idea ofthe proliferation of interconnectivity and social interac-tions on the Web." Each military arm's CIO has theirown website, but Carey is said to be the first CIO to har-ness 2.0 technology with his blog.

The CIO blog, described as a forum for the Departmentof the Navy Chief Information Officer to discuss mattersrelated to information management and informationtechnology and how they impact the Department, waslaunched in January 2008.

So why does the CIO blog? "In short, our Nation'ssecurity depends on it," Carey said. By embracing andrecruiting this generation, the CIO sees it as a way forthem to chart new and innovative paths. Carey, who blogsa few times a month, stated the intention of his blog earlyon: "to open up a straightforward and public dialoguewith DON personnel, and specifically the brave Sailorsand Marines who are out on the front lines protecting thiscountry, so that I can fully understand what their ITneeds are."

Beyond the CIO's blog, the IT Resource is multi-


U.S. Navy

Blogging New Territory

http://www.yourdefcon1.com/ http://destroyermen.blogspot.com/

MN#9 (17-32).qxd 9/4/2008 9:33 AM Page 26

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faceted with its presentation of information, further justi-fying the Navy's embrace of Web 2.0 technology.Described as an ongoing conversation about initiatives in

the Navy, personnel issues and current events, the CIO'swebsite also offers several Podcasts. As with his blog,Carey views Podcasts as another important communica-tion tool for the Navy. "What I hope to accomplish bythe use of podcasts is to get information out to those whoneed it anywhere and anytime. It is a wonderful technol-ogy that allows us to deliver messages to Internet usersthat affect them in the Department of the Navy," Careysaid in his July 27 Podcast. The Navy's official websitealso features a variety of podcasts, videos (vodcasts) andRSS feeds, which can be accessed here:http://www.navy.mil/podcast/podcast.asp

In terms of propagating information in the military sec-tor, Carey is a pioneer of sorts. According to a recent arti-

SCI Chaplains Blog about the Inland RiversThose whose work is on the U.S. inland rivers will want to add

the Chaplains on the River blog to their browsers' RSS feeds if theyhave not already. The blog, which went live on July 8, 2008, con-tains frequent updates of a ministry that is aimed at helping thehard-working men and women of this community. Three SCI RiverChaplains, Jim Wilkinson, Pam Stephens, and Ann Mills, relate theirexperiences, share useful information, and offer support to readers.SCI's Ministry on the River program includes a pastoral outreachsystem for river workers and their families extending from Pittsburghto Houston. Chaplain Pam Stephens is one of the ministers basedout SCI's Houston Center. "The towboat industry is, literally, con-stantly moving!" says Stephens in one of her blog entries, "and thisblog is a place where we river ministers can give you short, easy-to-read updates, stories, and thoughts about life onthe river." The chaplains have created the blog with towboaters in mind. It will also provide a way for their spous-es and family members to learn more about what towboaters are doing on a day-to-day basis A blog, short for Weblog, has roots in the early days of the Internet, electronic bulletin boards and discussion groups. Over the fast-paced,changing years, blogs developed into powerful forces for distributing information-many becoming primary newssources for Web surfers. Blogs provide data along with commentary from groups and individuals looking to broad-cast messages, news and opinion. Stephens explains that the Internet gives the chaplains a way to stay connectedwith the communities along the rivers unlike any way before. "When someone asks us a question out on the river, ifwe don't have the answer, we can later send them email. This blog takes communication to the next level. It allowsus to share important information-like safety conditions, crew news, and towing company updates-with everyone atonce without people having to ask or wait until we meet them in person."

SCI's Ministry on the River team regularly visits boats traveling on inland waterways, meeting mariners with arecurring presence and fellowship. According to Stephens, SCI strives to be a safe place for mariners and advocatefor their safety and wellbeing. She envisions this newly launched blog as an enlargement of the current ministry tothis unique population. "What we hope is that the community of people to whom we minister now," says ChaplainStephens, "will be even more closely tied together. We're offering an independent source of news and informationand comfort that we can all share."

The blog resides on the Internet at http://chaplainsblog.seamenschurch.org/ and is updated throughout the week.For more information on Ministry on the River and the Seamen's Church Institute, visit www.seamenschurch.org.

http://chaplainsblog.seamenschurch.org

MN#9 (17-32).qxd 9/4/2008 9:37 AM Page 28

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cle in Federal Times, Carey took a new approach whenhe needed a new policy on enterprise interoperability.He went the 2.0 route: he wrote a draft, posted it as awiki, and told colleagues who needed to review it, to doso online. Wiki, Hawaiian for "fast," is yet another webtechnology that has reached the military ranks. Wikisare known as collaborative websites set up to allow userediting and adding of content-or in this case a Navy pol-icy-and is more proof that web technology is changingthe informational landscape.

In his June blog post, Carey asks, "Blogs and wikis arenow becoming mainstream communication tools, butwho in the DON is actually using them?"

Quite a few people, actually. Throughout the blogos-phere, there is a host of blogs dedicated to first personaccounts ranging from topics such as deployment tocommentary and musings on the industry. According toMilblogging.com, a site that catalogs military-relatedblogs, as of press time, indicated that there are 2,093military blogs in 39 countries. Though there isn't anofficial count of Navy-related blogs, their presence iswell represented.

Below is a list of only a few Navy and military blogs.

http://destroyermen.blogspot.com/Destroyermen documents the real-life accounts of sailorsaboard the USS Russell. According to their missionstatement, Destroyermen, aims "to deliver an authentic,unvarnished, informative and entertaining account oflife aboard a U.S. Navy destroyer, report on USSRUSSELL's contribution to the Global War on Terrorand execution of America's Maritime Strategy, and pro-vide insight into the character of the American Sailor."

War is Boring: http://warisboring.com/David Axe offers an unparalleled view of the military.He has reported from the U.K., Iraq, Lebanon, Japan,East Timor, Afghanistan, Somalia, Chad and Nicaragua.He blogs alongside at Wired's Danger Room.

Defcon1: http://www.yourdefcon1.com/• http://informationdissemination.blogspot.com/• http://cdrsalamander.blogspot.com/• http://www.cgblog.org/• http://sea-fever.org/• http://onebigcoastiefamily.blogspot.com/• http://blog.wired.com/defense/

MN#9 (17-32).qxd 9/4/2008 9:38 AM Page 29


In July, Aluminum Chambered Boats (ACB) was award-ed a $12.8m contract from the United States MarineCorps to build 42 MKIII Bridge Erection Boats (BEB).ACB completed delivery of an initial contract for 66BEBs to the Marine Corps in 2007. The company saidthat the production for this series started immediately,with anticipated delivery of the first five boats inDecember 2008, and completion of the project by July2009. The BEBs feature twin diesel Cummins, rated 210hp each, and feature Ultrajet 305 waterjets. Having com-pleted delivery of an initial contract of 132 UltraJets toACB in 2007, delivery of the first 10 UltraJets is expect-ed to begin in September 2008, with completion inNovember 2009.

According to Kelly Webb, ACB's Executive VicePresident, BEBs are used for different military entities,but in this case, it's used by the Marine Corps to bridgerivers on their way to an assault or as part of an infra-structure for places that have had their bridges blown inany sort of conflict. They also use them with the floatingpontoon sections in order to move heavy equipment backand forth. ACB completed delivery of an initial contractfor 66 BEBs to the Marine Corps in 2007. The BEBs'hull and decks are built using aluminum alloys 5086,5052, 6061, 6063, and feature aluminum interior fram-ing, stringers and bulkheads which are designed to createhigher strength-to-weight ratio.

The Joint Multimission Expeditionary Craft (JMEC) ajoint endeavor where Northrop Grumman provided com-

manding controls, the C4ISR electronics and technology,Webb says, is based on a hull which is designed specifical-ly for a patrol or support. The retired Navy vet offered ananalogy, "My 18 of 24 years with the military was with theriverine warfare, so a lot of what I always wanted wasmore of a pickup truck, rather than a Hummer-some-thing that I could put guys in the back and take themwhere they need to be and then go back and get whateverI need to sustain them."

Looking ahead, Webb says ACB has a contract in theworks with the Army Research Lab for a multi-missionarmored water craft. “That contract will allow us to exhib-it the capabilities of the JMEC, but we will be taking itfrom a utility variant to a troop-carrying variant witharmor protection." ACB also has a deliverable contractwith the Coast Guard for cutter boat-large, which areRIHs that will go on large cutters. The contract is a blan-ket purchase for up to 47 boats, and ACB already has acontract for 25.

Aluminum Chambered Boats Wins $12.8m DealBridge Erection Boats (BEB)

for the U.S. Marine Corps.

BEB SpecificationsLength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27 ft.Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 ft.Average Wet Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10,000 lbsThrust:Forward . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4,200 lbs.Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1,800 lbs.Propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cummins 6BT210 x 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ultrajet 305

ACB’s Joint MultimissionExpeditionary Craft(JMEC)

MN#9 (17-32).qxd 9/4/2008 4:58 PM Page 30


Freedom Gets Underway

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The U.S. Navy's new Littoral CombatShip will be commissioned in ceremoniesat Milwaukee, Wis., on Nov. 8, 2008.

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Kimberly Turecamo drives the Zhen Hua 5 to the shore of Port Liz, during the three-crane delivery of 2004. Section was removedfrom the rest of the crane to help clear New York's gateway bridges.

(Photo: Don Sutherland.)

Growing the Port

Four Cranesat a Time

MN#9 (17-32).qxd 9/4/2008 9:40 AM Page 32


MN#9 (17-32).qxd 9/4/2008 9:41 AM Page 33


By Don Sutherland

Spectacular sights are a tradition in the port of NewYork, and shipspotters were all abuzz in mid-August aboutthe spectacle at Gravesend. There, for the third time in sixyears, a construction — not easy to tell exactly what atfirst, but sporting Maersk colors — lay at anchor as prepa-rations were completed for the last leg of its journey.Whatever it was, it was huge and looked ungainly, cer-tainly not something to take under bridges — theVerrazano, and uh-oh, the Bayonne — at too high a tide.From the sight of it, which was far from symmetrical, itmight have appeared a precarious balancing act.

On left, four sets of level beams supported four massivewhite boxes far outboard of the side of the ship, eachemblazoned with the Maersk star. Standing the equivalentof 20-stories tall on the main deck were great vertical pil-lars, eight of them. On the right, angled upwards a bit intheir long reach over the water, four massive booms paint-ed red, white, and blue and labeled APM Terminals, com-pleted the odd shape of the mass. Give it some thoughtand you'd figure it out — of course, those are gantrycranes, four of them, bound for Port Elizabeth, welded tothe deck of a specially modified ship.

The assembly had arrived from China the old-fashionedway — around the tip of Africa. This was APM's thirdand final shipment of new cranes, for a total of 10 in the

past half-dozen years, with perhaps another four over thenext couple of years, to expand their throughput. Thisfinal leg of the cranes' voyage, the last few miles fromGravesend to Newark Bay, was the delicate one. The KillVan Kull is narrower than the Atlantic ocean.

The Zhen Hua 10 is the largest, and one of the newestconversions by its owners, Shanghai Zenhua PortMachinery, or ZPMC. "They're the only crane builderswith their own fleet for delivery" says George Dzurina,APM Terminals' General Manager, East and Gulf CoastsCrane Engineering and Management (known affection-ately as "The G-Man"). "Altogether, they have twenty-sixships currently operating as needed, and two more underconstruction. They save an estimated $1 million off thecost of the cranes, delivered."

Of course, there must be a balance, economically speak-ing — how many cranes must you deliver to justify thecost of a ship, or a fleet of ships? ZPMC has delivered wellover a thousand quayside container cranes worldwide, andover 1650 rubber tired gantry cranes. The Zhen Hua 10can accommodate up to six cranes. "Most other cranebuilders," says Mr. Dzurina, "deliver around eight to fif-teen cranes a year, and some send them disassembled."

APM Terminals has expanded its presence at Port Liz,with berthing space totaling just over a mile altogether.This latest group of cranes has super-post-Panamax in

APM Terminals' GeorgeDzurina, a.k.a. "the G-Man,"with the comparatively"small" trio of cranes arriv-ing aboard Zhen Hua 5 fouryears ago.

(Photo: Don Sutherland)

MN#9 (33-48).qxd 9/4/2008 9:50 AM Page 34

With the Joan Turecamo on the bow and the Laura K.Moran atthe stern, Zhen Hua 10 with four gantry cranes eases-in the final

few hundred feet to Port Elizabeth. (Photo: Don Sutherland)


MN#9 (33-48).qxd 9/4/2008 9:51 AM Page 35


mind, consistent with the Port Authority's plans to attractthe largest vessels afloat. "Most cranes can work ships thatare seventeen stacks of containers wide. These can worktwenty-two wide."

The expansion serves two purposes, as Mr. Dzurinadescribes it. The new cranes increase throughput —"APM did about 727,000 lifts in 2007, while projectedfor 2009 are 812,000" — and they also accelerate theloading and unloading process, shaving possibly days off aship's stay quayside. "The more cranes we put on it, thefaster we can have the ship depart."

Spectacles and CelebrationsThe previous two deliveries of cranes to APM in Port

Elizabeth — three cranes apiece on the Zhen Hua 4 andZhen Hua 5 — went relatively unnoted, except bymariners and that population ashore that finds the harborspectacular. But Zhen Hua 10 and her August delivery gotmore of a royal treatment. Perhaps to symbolize the com-pletion of the long-range upgrade — ten new gantrycranes make a pretty big investment — one fireboats fromJersey City, one from Newark, and FDNY's own FireFighter met the procession as the massive structure nego-tiated everybody's favorite white-knuckle turn, the one offBergen Point, going under the Bayonne and steering intoNewark Bay.

With one exception, the Zhen Hua crane ships startedlife as bulk carriers — solid or liquid — the exceptionbeing one ex-containership. The 800-foot Zhen Hua 10

was reportedly built as an oil tanker in Spain, 1981. Decksare cleared of all equipment, forming in effect a motorizedbarge to carry payloads of thousands of tons thousands ofmiles across the oceans. The decks are heavily reinforcedto support the weight, and although the asymmetricaldesign of the whole looks precarious, the positions of thecranes and the angles of their booms maximize stability.

Clearing New York's gateway bridges takes some effort,such as removing the gantry trucks — "saved us about tenfeet," says Mr. Dzurina — but some ports don't have suchobstacles to consider. "The Zen Hua 10 delivered six fullyerected cranes to our Virginia terminal roughly two yearsago. Those cranes were around 240 feet tall."

Welding the cranes to the deck, transforming vast indi-vidual assemblies plus ship into a single effective unit,would seem the only satisfactory way of moving such amass across oceans. Mr. Dzurina says they were expectedto be at sea about 65 days this time, crossing half the plan-et at nine to ten knots. "They can withstand seas thatcause the ship to slant up to 20 degrees," Mr. Dzurina tellsus, but of course the ocean sometimes slants things more.It would be typical for a Zhen Hua crane ship to wait-outweather in port, or steer well around it.

The efficacy of so doing was illustrated early this year,when a fierce storm off Rotterdam broke Zhen Hua 10loose, whereupon with a load of five cranes she driftedtoward the Netherlands coast. According to reports, shebeached and her propeller dug in, and there were concernsabout capsizing. The first attempts to free her were foiled.

We don't know the exact clear-ance between the top of thecranes and the bottom of the VZ,but clearly it was plenty.Probably room for a man tostand atop the cranes. Althoughmaybe a short man.

(Photo: Don Sutherland)

MN#9 (33-48).qxd 9/4/2008 9:52 AM Page 36


Smit takes the credit for deballastingthe ship and wresting her free, avert-ing, in their words, "a nightmare."(See related story on page 38).

Long story short, the Zhen Hua 10didn't capsize, didn't spill her loadinto the ocean (or on someone'sbeachfront home), didn't smash-down bridges or terminals or otherwaterfront structures, didn't becomea nightmare, got herself together, andwent on her way. Maybe there'ssomething to this idea of weldingcranes to the deck. Seven monthslater, Zhen Hua 10 was back in NewYork with another delivery.

Classics, Old and NewShortly before 1300 hours on

Sunday, August 17, Zhen Hua 10fired-up for its cautious passage fromGravesend to Port Elizabeth. WithVIPs watching from the BarbaraMiller, four of Moran's best-lookingtugs got into their final position. TheJames Turecamo, built as a canaler byMatton in 1969, is widely consideredamong the best-looking tugs of hertype. The Miriam Moran, built tenyears later, is a classic by any defini-tion, a handsome reflection of whatshipdocking tugs of her generationshould look like. The Laura K.Moran, a Washburn and Doughty92, represents the new classic in Z-drive tugs — and one of the lastbuilds by the East Boothbay yardbefore its catastrophic fire in July.The Laura joined the New York fleetat the beginning of the year.

The James Turecamo headed-off onother business as the Joan Turecamotook position near Zhen Hua 10'sstarboard bow, the Miriam took theportside, and the Laura brought-upthe rear. The sight of the flotillaseemed just a bit incongruous, forthings as large as this are seldom inmotion. Something the size of four

twenty-story skyscrapers, made-up ofmore steel than many bridges, issomething the eye expects to findrooted in place. Over the next coupleof weeks, the cranes would be easedoff the ship and set on their bases.And then they would go to work.

By increasing and acceleratingthroughput at the vast container port,

the cranes would soon pursue theirrole in the harbor's growth. For morecontainers mean more ships, moretugs to assist, more lighters andbarges to bring supplies. When theZhen Hua 10 headed back to sea lastmonth, she was departing a portwhich during her stay had grownconsiderably bigger.

MN#9 (33-48).qxd 9/4/2008 9:53 AM Page 37

SMIT Salvage performed strongly last year, withincreased activity levels. This was followed by an encour-aging first half for 2008.

Activities during the first quarter included a series ofrefloatings of vessels grounded in hostile weather.February saw SMIT Salvage achieve a first, with therefloating of three casualties in 24 hours. This set a newrecord for the company.

The first of the three casualties was the Zhen Hua 10,laden with five large ship-to-shore cranes when shegrounded off Rotterdam. The former tanker, underShanghai-based ownership, was in the last hours of a longvoyage from China when she was caught in a storm.Strong winds pushed the heavy cargo vessel onto a sand-bank off the Maasvlakte on February 2. The 86,983DWT vessel, only recently converted to the heavy lift role,

grounded stern first, then rotated until parallel to theshoreline.

Refloating Zhen Hua 10 A helicopter succeeded in winching down the Salvage

Master onto Zhen Hua 10's main deck, despite BF 10conditions. He began to make his first assessment of thesituation. The heavily laden vessel was rolling violentlyand bouncing on the seabed. The first priority was to bal-last down and reduce the casualty's potentially damagingexcessive movement in the storm. An additional 6,000tons of ballast achieved the desired result.

This bought time, allowing the Salvage Master and histeam to make a more detailed inspection of the casualty.The results were encouraging and preparations continuedfor a prompt refloating. Meanwhile, three harbour tugs


Maritime Salvage

Wreck Removals and Pollutant Recovery

No Ordinary Day at the Beach SMIT Salvage came to the rescue of Zhen Hua 010 when it grounded off of Rotterdam carrying fivelarge ship-to-shore cranes. Ironically, this ship is featured prominently in another feature in this edition of MarineNews, coincidental-ly in Don Sutherland’s report of large crane deliveries to the port of New York/New Jersey, starting on page 32.

MN#9 (33-48).qxd 9/4/2008 9:54 AM Page 38


had arrived on scene (including twoSMIT tugs). They connected up toZhen Hua 10. The large salvage tugJanus, with a hefty 220 tons bollardpull, also arrived on location. Sheincreased the total bollard pull avail-able to 350 tons.

Everything was well prepared andready for the high water opportunityin the early hours of the morning ofFebruary 5. The vessel floated free at01.07 hrs local and an inspectionconfirmed that there were no leak-ages. Zhen Hua 10 was safely at herberth in Europort by 08.00 hrs, wellahead of yet more bad weather.

On February 5 SMIT Salvage,achieved the record when other sal-vage teams refloated the bulk carrierSagarkiran, from a reef near Jeddah,and the 8,000 TEU container vesselCMA CGM Don Carlos, which hadgrounded in the Suez Canal. Otherfirst quarter operations included therefloating of the 45,000 DWT tankerFicus at Bermuda, following agrounding. The incident occurred onFebruary 26, with the tanker ladenwith a cargo of jet fuel and otherwhite oils. The casualty was freed bythe tug Smit Oneida, together withlocal tugs.

Pollution Prevention AssignmentsSMIT Salvage has a role in remov-

ing threats to the marine environ-ment. For example, during the sec-ond quarter work began on the recov-ery of oily residues from the wreck ofthe Haven. This VLCC went downoff the Italian coast in the 1980s fol-lowing an explosion and fire. There isno cargo oil remaining inside thewreck's tanks. The aim of this project,carried out under a contract from theGenoa Municipal Authority, was toremove residues from a total of 158spaces, each of which has since beenchecked and certified free of oil. Thisproject will protect the area's exten-sive oyster and mussel beds, togetherwith tourist beaches, from contami-nation due to persistent leakage.

The Haven contract began in mid-April. It was completed in early June,to the full satisfaction of the client.This was a saturation diving assign-ment, with SMIT's divers working atdepths of up to 75 m. The projectspread included a barge with four-point moorings with SMIT Salvageowned saturation diving system andsupport tugs.

During the third quarter, SMIT is

scheduled to begin another pollutantrecovery. In this case the task is toremove 300 tons of IFO from thewreck of the Ice Prince. This generalcargo vessel was lost in the EnglishChannel when her timber cargo shift-ed. SMIT's contract is based onremote-operated recovery, using the"ROLS" — a system for hot-tappingtanks, with all functions controlledfrom the surface via ROVs.

The oil recovery contract wasawarded by the owner's P&I Club.Work was expected to begin in lateAugust, with the team expecting tospend around 30 days on-scene —depending on the weather. The proj-ect spread will include the use of aDP DSV.

Wreck Removal in UK WatersMeanwhile, work continues on the

removal of the stern section of thecontainer vessel MSC Napoli, at aposition just off the UK's Devoncoast. This vessel was beached aftersustaining serious damage during aviolent storm in the English Channelduring January of last year. SMITSalvage removed 3,600 tons of HFO,together with all deck containers, andthen discharged the holds. The vessel

MN#9 (33-48).qxd 9/4/2008 9:55 AM Page 39

MN#7 (17-32).qxd 7/2/2008 11:36 AM Page 29


was refloated but the condition of herhull proved too weak for a safe tow. Itwas re-beached and work subsequent-ly commenced on the basis of a wreckremoval.

The MSC Napoli was separated intotwo sections last year. The bow wasrefloated and towed to Belfast forscrapping. The stern became the sub-ject of this year's wreck removal oper-ation.

Salvage InnovationSMIT has a busy Salvage Innovation

& Development Department, with abrief to focus on three principal areas:development of SMIT's environmen-tal services, the evolution of new sal-vage equipment and techniques and,thirdly, "knowledge management" -the sharing and transmission of sal-vage expertise throughout the organi-zation.

New equipment now in preparationincludes a huge, 600 tons capacitydebris grab. The HDW1 grab is anexisting mechanical unit now modi-fied for electronic/hydraulic opera-tion.

This offers several advantages. Thegreater closing force delivers muchincreased grip. If required, the grab'sjaws can bite into steel. The way inwhich the grab now operates alsoavoids a disadvantage associated withthe mechanical variant, when useinvolved a loss of the sheerlegs' effec-tive hoisting height.

Furthermore, the modified grab'scontrol system provides improvedmonitoring and an enhanced abilityto avoid damage. Theelectronic/hydraulic power packs havebeen designed for deepwater wreckclearance. They function at depths ofup to 150 m.

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Solo sailor Kenichi Horie has used wind, solar and manpower through a series of nautical adventures. For his lat-est undertaking, he harnessed the energy of the waves.Tsuneishi Shipbuilding Company built the SuntoryMermaid II, reportedly the world's first wave poweredboat.

Suntory Mermaid II has an overall length of 9.5 meters,a maximum width of 3.5 meters and a weight of threetons, and is homeported at Nishinomiya Yacht Harbor.

Horie departed from Honolulu's Hawaii Yacht Club inmid-May 2008 and crossed about 7,000 km of ocean,arriving back at the Kii Channel. The trip's planned dura-tion of 2.5 months was extended to 111 days, as goodweather and calm seas resulted in a speed of only 1.5knots. Wave powered boats feature fins at the front of thecraft, which generate thrust force by moving up and downlike the tails of dolphins and whales and absorbing theenergy of the waves. The lone researcher of wave poweredboats, Professor Hiroshi Terao of Tokai University'soceanography department, assisted in the construction ofa vessel to bring Kenichi Horie's dream of wave poweredsailing to life. Because the fins absorb energy from thepitching motion of the boat, the pitching decreases andthe boat's stability is improved. Under normal use the solepower source is wave energy, but the boat can also use sailsor an outboard motor when entering or leaving harbor, orin case of emergencies. While cruising, the outboardmotor and sails will not be used.

Ichiro Yokoyama, the ship's designer, was a chief design-er of the ship "Nippon Challenge" which sailed in theAmerica's Cup, the world's premier yacht race. A catama-ran (twin-hulled ship) with two fins was designed as the

optimum configurationfor the harnessing of waveenergy.

The body of "SUNTO-RY Mermaid II" usesrecycled aluminum mate-rial. The catamaran body,at 9.5 m (31 ft.) in length,uses an aluminum alloy(A5083) which is moredurable and corrosionresistant than other recy-cled aluminum, an impor-tant consideration given the duration and rigors of thevoyage. Additionally, Tsuneishi Forestry ConstructionCompany, which was in charge of building the boat, uti-lized its aluminum processing technology to create a lightbody using aluminum sheets only 3 mm in thickness forthe outer hull, though 5 mm is considered standard.

The onboard power source for "SUNTORY MermaidII" is an estimated 650 watt solar cells (Solar battery gen-erator) generating power for the navigation light (installedat the top of the mast), ham radio, iridium satellite phone,and PC.

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departments

Austal USA announced the promo-tion of Joe Rella to the position ofPresident and COO. Rella replacesBob Browning as President ofAustal's US operations in Mobile,Ala. Browning will assume the role ofmanaging director and CEO ofAustal Limited. Rella was introducedas Austal USA's COO almost a yearago. He was previously with Jeffboat,LLC, where he was the Vice Presidentof Sales and Marketing. Since joiningAustal, Rella has coordinated severalmajor efforts, including the successfulrollout and launch of the LittoralCombat Ship, Independence (LCS2), which is scheduled to be chris-tened on October 4. He played amajor role in the success of the plan-ning, design and start of constructionfor Austal USA's 700,000-sq. ft.modular manufacturing facility forwhich a groundbreaking ceremonywas held in the end of July. He hasalso been coordinating the construc-tion of the second Hawaii Superferry,which is scheduled to launch in theend of September ahead of the con-tracted launch date. Since his intro-duction to Austal USA, Rella hasoverseen the growth and maintenanceof a shipyard staff of over 1,000

employees and incorporated produc-tion process improvements.

PinkhamMichael Pinkham has joined

Austal's Mobile, Ala. team as theDirector of Commercial Sales.Formerly with Seacoast Electronics asthe Vice President Sales &Marketing, Pinkham brings 32 yearsof experience from several areas in theshipbuilding and repair industry. Hestarted his maritime career in theNorfolk Shipbuilding ApprenticeProgram and has since held variouspositions in production, estimating,contract administration and projectmanagement as well as sales and mar-keting.

CaccivioJohn Caccivio was promoted to

Vice President of Global DefensePrograms. Mr. Caccivio joined Austalas part of the Littoral Combat Ship(LCS) program in December 2004.After a brief assignment to AustalShips in Henderson, WesternAustralia, he was assigned as ProgramManager for Littoral Combat Ships atAustal's Mobile, Alabama facility. Heassumed the role of business develop-ment manager for Austal USA

defense programs in 2006. Caccivio isresponsible for Austal's global defensestrategy and business development.

PerciavalleCraig Perciavalle was promoted to

Vice President of Operations.Perciavalle has been working withAustal as the Director of Operationssince November of 2007. Perciavallebegan his maritime career at the U.S.Merchant Marine Academy at KingsPoint, N.Y., graduating with aBachelor of Science Degree in MarineEngineering Systems. He also active-ly served as a Commissioned Officerin the U.S. Naval Reserve for eightyears. He has fifteen years of experi-ence in the shipbuilding and repairindustry and has worked at severalGulf Coast shipyards, including:Bender Shipbuilding & Repair inMobile, Alabama, Atlantic Marine inboth Mobile, Alabama andJacksonville, Florida, and BollingerShipyards in Lockport, Louisiana.

Olivier Named Broadpoint COOBroadpoint named Bryan Olivier as

its chief operating officer. Olivier hasmore than 27 years of experience inmanagement, engineering and net-work operations at leading companies

Perciavalle Olivier LevineRella Pinkham Hayman

Austal Announces Multiple Executive Appointments

MN#9 (33-48).qxd 9/4/2008 10:03 AM Page 44


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in the telecommunications and ener-gy industries. Olivier, who mostrecently served as chief operating offi-cer at CapRock Communications,Inc., began his career with a nine yeartenure at Tenneco Oil E&P, where hewas responsible for maintaining bothdomestic and internationalmicrowave and satellite systems.

Olivier is also the author of TheEvolution of VSAT Networks andreceived a master's degree in businessadministration in finance and organi-zational behavior from the Universityof Houston and a bachelor's degree inelectrical engineering from theUniversity of Louisiana at Lafayette.

Levine joins Globe WirelessSteve Levine has joined Globe

Wireless as Director of Sales, North

America. Levine will assist GlobeWireless with the opening of its 15thinternational sales and support officein Fort Lauderdale, Fla.

Steve's background includes nineyears with Stratos Global as theBusiness Development Manager,where he was responsible for Inmarsatand Iridium channel developmentand marketing.

Foss Unveils New Management Structure

The Foss Maritime Company hascreated three new management posi-tions aimed at strengthening its safe-ty, compliance and environmentalprograms. Frank Williamson hasbeen promoted to vice president,safety, quality and general counsel.Formerly Foss' general counsel,Williamson will take on new respon-

sibilities in health,safety, complianceand quality assur-ance. He will over-see the teamresponsible fordeveloping andi m p l e m e n t i n gsafety and envi-ronmental pro-grams. SusanHayman, whospearheaded thedevelopment ofFoss' hybrid-pow-ered, low-emis-sions tug due toenter service thisfall, will becomevice president for environmental andcorporate development. In this role,she will focus on strategic planning,including environmental initiativesfor both Foss and parent company,Marine Resources Group. She wasformerly Foss' vice president, health,safety, quality and environment.

John Marcantonio has been pro-moted to marine assurance managerand will lead an operations team thatwill support Foss mariners in execut-ing safety programs, as well as investi-gating and reporting accidents.Marcantonio reports to Scott Merritt,senior vice president of operations.

Agreement Creates TrainingOpportunities for Students

M a r i t i m eA d m i n i s t r a t o rSean T.Connaughton andJohn M. Murray,president andCEO of Hapag-Lloyd USA, LLC,recently signed anagreement for

people & companies

Williamson

Marcantonio

Connaughton

MN#9 (33-48).qxd 9/4/2008 10:05 AM Page 46


cadets from the U.S. MerchantMarine Academy and state maritimeacademies to take their training voy-ages on Hapag-Lloyd vessels.Maritime cadets must have sailingtime on working vessels in order toqualify as licensed mariners.Currently, there is a worldwide short-age of licensed mariners, and U.S.maritime academies have geared upto train more students. Students willbegin to serve on the foreign-flag ves-sels in October.

MarAd Appoints HicksThe Maritime Administration has

named Alan T. Hicks to head its newSouthern California Gateway Officein Long Beach, Calif. Prior to thisappointment, Hicks was the SeniorDirector of Government Policy andCompliance with Maersk Inc., inArlington, Va.

Crowley Promotes Cosgrove Crowley Maritime Corporation

announced that Cole Cosgrove hasbeen promoted tovice president ofmarine personnel.This new depart-ment will beresponsible fordeveloping pro-grams, policies andprocedures specifi-cally for Crowley'smarine personnel. Working acrossbusiness lines, Cosgrove will report toSteve Collar, senior vice president andgeneral manager, technical services;John Douglass, senior vice presidentand general manager Atlantic/Gulfregion; Rob Grune, senior vice presi-dent and general manager PuertoRico/Caribbean services and RockySmith, senior vice president and gen-eral manager, Pacific/Alaska Region.

As vice president of marine person-nel, Cosgrove is responsible for theemployment life cycle of the compa-ny's more than 2000 vessel personnel.This effort includes hiring and crew-ing, as well as workforce planning,back office administration and sys-tems management.

Cosgrove joined Crowley in Januaryof 1987 as a port captain in the shipoperations group overseeingCrowley's U.S. and foreign-flag ves-sels and crews. Since that time, he hasserved the company in positions ofincreasing responsibility includingsenior port captain, manager of char-

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tering operations and director of con-tract operations. In 2005, Cosgrovewas named a general manager andformed the ship management groupto oversee third party vessel opera-tions.

Scania USA Appoints DistributorsScania USA Inc., a subsidiary of

Scania CV AB of Sweden and theimporter for Scania industrial andmarine engines in North America,announced the appointment of MackBoring & Parts Company, Inc., as itsauthorized commercial marineengine distributor for the Great LakesRegion. Mack Boring is a leadingdistributor of marine and industrialdiesel engines, marine transmissionsand related power train products. Asa full service distributor, the companyprovides a complete range of applica-tion guidance, parts, service andtraining services for the commercialand recreational marine markets. Thecompany also manufactures GPPdiesel generators from 8 to 100 kW,in enclosed, open frame and keelcooled configurations, sold under theGlobal Power Products brand name.

Scania USA also appointed Cascade

Engine Center, LLC as its authorizedcommercial marine engine distribu-tor for the Canadian Providence ofBritish Columbia. This appointmentexpands Cascade's territory, whichcurrently covers the states ofWashington, Alaska and Oregon.

Cascade Engine Center, LLC hasbeen serving the needs of the marineand OEM diesel market in the PacificNorthwest and Pacific Rim since1961. Cascade Engine Center pridesitself in offering a full range of dis-tributor services in order to meet cus-tomer's needs with substantial inven-tory, full engineering and expandedtechnical support services, enhancedproduction and delivery processes,and an established dealer network.

Navy Deal InkedNorthrop Grumman Systems

Corp., Linthicum, Ms., is beingawarded a $9.7m cost-plus-fixed-feetask order for Aperstructures."Aperstructures" is an Office of NavalResearch coined word developedfrom the concept of incorporatingthe structural component of an aper-ture into the load carrying membersof a ship's superstructure. The

Houston Gets Second TWICEnrollment Site

Port and longshore workers, truck-ers and others who require unescort-ed access to the Port of Houston arenow able to enroll for theDepartment of Homeland Security'sTransportation Worker IdentificationCredential (TWIC) at a secondenrollment site to meet the highdemand in the area. More than200,000 workers are expected toenroll at the local enrollment centersbefore the compliance deadline.Currently, the program has enrolledapproximately 40,000 employees inthe region. Nationwide, more than1.2 million workers with unescortedaccess to secure areas will apply dur-ing the rest of 2008 and throughApril 2009.

The enrollment sites are located at: TWIC Enrollment CenterWest Gulf Maritime Association1717 Turning Basin, Suite 100Houston, TX 77029

TWIC Enrollment Center Gulf Gate Professional Building2900 Woodridge Dr, Suite 314Houston, TX 77087-2506

Workers at the Port of Houston areable to pre-enroll for TWIC online atwww.tsa.gov/twic or the CoastGuard's Homeport site, http://home-port.uscg.mil. Pre-enrolling speedsup the process by allowing workers toprovide biographic information andschedule a time to complete theapplication process in person. Thiseliminates waiting at enrollment cen-ters and reduces the time it takes toenroll each individual.

For more information about TSA, visitwww.tsa.gov

people & companies

Bludworth Marine Rapidly ExpandsBludworth Marine is rapidly expanding into a full service marine repair

shipyard with multiple locations. A new deep water shipyard in OrangeTexas will begin operation of a new 3,000 ton dry dock in early 2009. TheBludworth Orange shipyard is presently building a new stainless steel cargotank inland acid barge for delivery in early 2009. Bludworth operates two800 ton dry docks, a 315 x 100-ft., graving dock, and a topside repair loca-tion at Pier 38 in Galveston Texas. A new inland fabrication and repair loca-tion is presently under construction in Channelview, Texas adjacent to theHouston Ship Channel. Bludworth Cook Marine, Inc markets and manu-factures the Bludworth Cook Marine ATB flexible tug barge connection sys-tem and has recently started a new ATB system for a Great Lakes customer.

www.vesselrepair.com

MN#9 (33-48).qxd 9/4/2008 10:08 AM Page 48

Offshore Rig Day RatesFloating Rigs Rig Type Rigs Working Total Rig Fleet Average Day RateDrillship < 4000' WD 8 rigs 11 rigs $234,800.00 Drillship 4000'+ WD 27 rigs 30 rigs $354,130.77 Semisub < 1500' WD 15 rigs 23 rigs $276,245.45 Semisub 1500'+ WD 75 rigs 86 rigs $278,431.34 Semisub 4000'+ WD 53 rigs 64 rigs $341,288.14

Jackup Rigs Rig Type Rigs Working Total Rig Fleet Average Day RateJackup IC < 250' WD 38 rigs 48 rigs $119,475.00 Jackup IC 250' WD 53 rigs 63 rigs $125,587.92 Jackup IC 300' WD 109 rigs 121 rigs $155,966.27 Jackup IC 300'+ WD 96 rigs 101 rigs $186,009.29 Jackup IS < 250' WD 5 rigs 7 rigs $79,000.00 Jackup IS 250' WD 9 rigs 11 rigs $98,500.00 Jackup IS 300' WD 5 rigs 5 rigs $87,666.67 Jackup IS 300'+ WD 3 rigs 3 rigs $131,666.67 Jackup MC < 200' WD 7 rigs 16 rigs $62,333.33 Jackup MC 200'+ WD 26 rigs 29 rigs $84,126.96 Jackup MS < 200' WD 2 rigs 3 rigs -- Jackup MS 200'+ WD 16 rigs 22 rigs $73,560.00

Other Offshore Rigs Rig Type Rigs Working Total Rig Fleet Average Day RateDrill Barge < 150' WD 21 rigs 38 rigs $30,000.00 Drill Barge 150'+ WD 8 rigs 10 rigs $77,000.00 Inland Barge 57 rigs 89 rigs $43,617.31 Platform Rig 169 rigs 252 rigs $38,359.89 Submersible 4 rigs 7 rigs $67,000.00 Tender 25 rigs 28 rigs $97,534.78

Source: Rigzone

Recent GOM Drilling Permits

These are the most recent Gulf of Mexico drilling plans filedwith the MMS.

Date/ WaterOperator Block Depth

8/28/2008Royal Production Company, Inc. BA 502 111 ft

8/22/2008 Shell Offshore Inc. MC 765 3,544 ft

8/21/2008Energy Resource Technology GOM SS 224 147 ft

8/21/2008LLOG Exploration Offshore, Inc. MP 107 63 ft

8/20/2008Bayou Bend Offshore, Ltd. WC 244 69 ft

8/20/2008Apache Corporation VR 141 80 ft

8/20/2008Apache Corporation GA 283 65 ft

8/19/2008El Paso E&P Company, L.P. WC 498 159 ft

8/19/2008W & T Offshore, Inc. MP 283 305 ft

8/15/2008ConocoPhillips Company GB 783 4,674 ft

Source: Rigzone

Offshore Rig Utilization by Type

Drill Barge 81.8% (9/11)

Drillship 84.2% (32/38)

Jackup 90.2% (339/376)

Semisub 83.8% (134/160)

Submersible 66.7% (4/6)

Tender 96.2% (25/26)

Source: Rigzone

8/28/2008Helis Oil & Gas Company EP EW 1010 2,080 ft

8/27/2008Tarpon Operating & Dev. DOCD 171 ft

8/26/2008BP E&P DOCD MC 129 5,711 ft

8/21/2008Eni US Operating Co. DOCD MP 281 315 ft

8/19/2008Shell Offshore Inc. EP VK 783 1,690 ft

8/18/2008Petsec Energy Inc. EP VK 740 1,211 ft

8/14/2008Tana Exploration Company LLCEP SS 276 181 ft

8/14/2008Tengasco, Inc. DOCD CA 27 7 ft

8/14/2008Woodside Energy (USA) Inc. EP MC 347 7,213 ft

8/12/2008GoMex Energy Offshore DOCD VR 282 187 ft

Source: Rigzone

Most Recent GOM Exploration & Construction PlansThese are the most recent Gulf of Mexico exploration and construction plans filed with the MMS.

Date/ Plan WaterOperator Type Block Depth

Date/ Plan WaterOperator Type Block Depth

by the numbers

www.marinelink.com MN 49Source: Waterborne Commerce Statistics Center, New Orleans, La.

MN#9 (49-55).qxd 9/4/2008 10:51 AM Page 49


directory • training & educationABS Academy16855 Northcahse Dr., Houston, TX 77060 www.absacademy.org; email:[email protected] Marshalltel: 281 877 6852Products: Classification Services including training,

Alliance Maritime & SafetyP. O. Box 3219, Alliance, OH 44601 alliancemaritimeandsafety.com; email:[email protected]. Bud Mooretel: (330) 823-1024Products: Merchant Marine Licensing and Safety Training

Cap Sante InternationalP.O Box 508, Anacortes, WA 98221 www. CapSanteIntl.com Patrick Boyletel: 888-889-8343; fax: 360-293-9070email:[email protected]: Lifeboat systems, and Maintenance, Cruise ship accessi-bility, Computer bsed training, Composit technology , Survival crafttraining,

Converteam Inc. Technical Training Center3993 West Sam Houston Parkway North Suite 300Houston, TX 77043 www.converteam.com ; email:[email protected] Olsontel: 713-895-0068; fax: 713-895-0072Products: Dynamic Positioning (N.I. validated) and AutomationSystem OperatorTraining,

Inland Waterways Academy, Marshall CTC4200 Ohio River Road, Huntington, WV 25702 www.MCTC.edu; email:[email protected] F. Whiteleytel: 304.697.5616; fax: 304.697.5611Descr: Training and Education - Inland & Coastal

Kongsberg Maritime Simulation Inc.P.O. Box 180, West Mystic, CT 06388 www.maritime-simulation.kongsberg.comHerb Taylortel: 860-536-1254; fax: 860-536-0923email:[email protected]: Maritime and tactical training simulators Products: Maritime training simulators for

Maritime Professional Training1915 South Andrews AvenueFort Lauderdale, FL 33316Local: +1-954-525-1014 Fax: +1-954-764-0431Toll Free: 1-888-839-5025 Contact: Julie [email protected]

MPT offers courses for all levels of licensing & certification requirements. Trainingmodules are IMO/STCW Compliant, USCG Approved, & recognized by many coun-tries. Our Fort Lauderdale Campus hosts over 45,000 square feet of classrooms,deck & engineer training labs, ship's store & features a full-mission simulation cen-ter. Call for your complimentary MPT Career Reference Manual or download it andour virtual tour from our website at www.MPTusa.com

Maritime Institute ofTechnology & GraduateStudies (MITAGS) andPacific Maritime Institute(PMI)

MITAGS692 Maritime BlvdLinthicum Heights, MD 21090Captain Robert Becker, Business Development Manager, Tel: (866) 656-5569 or via email at [email protected]

PMI1729 Alaskan Way SSeattle, WA 98134-1146Gregg Trunnell Tel: (206) 719-2801 or via email at [email protected]

Recognized as the 'Leaders in Maritime Training,' MITAGS and PMI provide a quality and costeffective training curriculum for marine professionals. Their programs have been designed tomeet the rigorous standards established by the U.S. Coast Guard. MITAGS is located inLinthicum, Maryland, minutes from the BWI Airport. PMI is located in Seattle, Washington.MITAGS also has a conference center (CCMIT), which has over 150,000 square feet and 56meeting rooms, as well as a 232 room hotel.

MN#9 (49-55).qxd 9/5/2008 12:29 PM Page 50


Shiphandling/Navigation, Engineering, CargoHandling, Communications, Vessel TrafficServices, and Crane Operations

Louisiana State UniversityMarine/Industrial Fire and EmergencyResponse Programhttp://feti.lsu.edu/6868 Nicholson Drive Baton Rouge, LA 70803tel: 225-766-0600Descr: The mission of the Louisiana StateUniversity Fire and Emergency Training Institute isto provide training and education to fire and emer-gency response providers in order to protect life,property, and the environment.

Marine Education & Training Center -Honolulu #10 Sand Island Parkway, Honolulu, HI 96819 www.hcc.hawaii.edu/tech/marmr Keala Kimuratel: 808-832-3682; fax: 808-832-3686email:[email protected]: Educational programProducts: 2-year degree program in small vesselfabrication & repair,

Marine Simulation LLCP.O. Box 56, Atlantic Beach, NC 28512 www.marinesimulation.com Paul Unterweisertel: 252-723-8350; fax: 252-723-8350email:[email protected]: Developers of 3D simulators for marine pro-fessionalsProducts: ROVsim, ROVsim Undersea Pilot Series,vSHIP

Maritime Professional Training1915 South Andrews Avenue Fort Lauderdale, FL [email protected]: Education and trainingProducts: Simulation Center, Marine TechShipboard Firefighting Site, the Sea SurvivalTraining Facility, and the MPT Fleet of Trainingvessels

Maritime Protective Services100 East Linton Blvd., Suite 408BDelray Beach, FL 33483 www.mpsint.com Debbie Whaleytel: 561-330-2020; fax: 561-330-2260email:[email protected]: MTSA/ISPS Code Training Courses,Plans/Audits/AssessmentsProducts: MTSA/ISPS Code Training Courses,Plans/Audits/Assessments,

Massachusetts Maritime Academy101 Academy DriveBuzzards Bay, MA 02532 www.maritime.edu/cmt Robert Walshtel: 508-830-5000 x2114email:[email protected]: Maritime AcademyProducts: Commercial Maritime Training via USCGApproved and STCW courses

Quality Maritime Training8601 4th Street North, #209 St. Petersburg, FL 33702Tel: 727-209-1811 Fax: 727-209-1814Contact: George TrowbridgeEmail: [email protected]: www.qualitymaritime.info

Quality Maritime Training (QMT) offers affordable USCGapproved and STCW Compliant licensing and certification courses including AB,Mate Programs and Towing Vessel Officer Courses. Deck license examinationpreparatory training programs are also provided. QMT is approved by the FloridaDepartment of Veteran Affairs for Veterans training.

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MN#9 (49-55).qxd 9/2/2008 4:18 PM Page 52


Maritime Institute of Technology andGraduate Studies (MITAGS)5700 Hammonds Ferry RdLinthicum, Maryland 21090www.mitags.orgTel: (410) 859-5700Email: [email protected]: Training and educationDescr: The Maritime Institute of Technology andGraduate Studies (MITAGS) is a world-renownedmaritime training and simulation center. TheInstitute has been providing high quality maritimetraining programs for military and commercialmariners for over thirty years. Over one hundredcourses are available to mariners from around theglobe. In fact, MITAGS is one of the few schools inthe United States that offers all off the STCW-95training courses that are necessary to go fromOrdinary Seaman to Unlimited Master.

Paul Hall Maritime CenterPO Box 75, Piney Point, MD 20674-0075 www.seafarers.org/phc Michael Hickeytel: 301 994-0010email:[email protected]: Merchant mariner training facilityProducts: Vocational training and academic sup-port

PMI1729 Alaskan Way South, Seattle, WA 98134www.mates.org(206) 838-7422Gregg Trunnellemail: [email protected]: PM) is a non-profit 501 C-9 Trust. PMIoffers over 20 different courses are taught on aregular basis, ranging in duration from four-hourseminars to a Two Year "Mate of Towing" Program.Student instructor ratio averages 12:1.

Port Security ConsultingP. O. BOX 16868, Galveston, Tx 77552-6868 www.saltwatersales.com Steven P. Florestel: 281-685-1571email:[email protected]: Port Security ConsultingProducts: MTSA, ISPS, CSO, FSO, VSO, &TRAINING,

Quality Maritime Training8601 4th Street North, #209St. Petersburg, FL 33702 www.qualitymaritime.info George Trowbridgetel: 727-209-1811fax: 727-209-1814email:[email protected]: Mariner TrainingProducts: U.S. Coast Guard approved and STCWtraining courses & programs,

Texas A&M University at GalvestonP. O. Box 1675, Galveston, TX 77551 www.tamug.edu John Merritttel: 409 740 4422; fax: 409 740 4731email:[email protected]: marine and maritime education

Products: ocean oriented 4-year degrees in marineand maritime academic programs,

The California Maritime Academy200 Maritime Academy DriveVallejo, CA 94590 www.csum.edu Office of Admissionstel: 800-561-1945; fax: 707-654-1336email:[email protected]: The California Maritime Academy is part ofthe California State University system and offersundergraduate degrees in six majors related tomaritime trade and transportation.Products: Undergraduate Degrees in MaritimeTrade and Transportation related majors,

The University of Southern Mississippi1020 Balch Blvd.Stennis Space Center, MS 39529

www.usm.edu/marine Linda Downstel: 228 688-3177; fax: 228 688-1121email: [email protected]: Department of Marine ScienceProducts: Undergradute and Graduate Degrees inHydrography and Marine Science,

US Maritime Institute, Inc.440 South Federal Highway, Suite 205Deerfield Beach, FL 33441 www.usmaritimeinstitute.com Capt. Jake DesVergerstel: 954-596-2728; fax: 954-418-0244email:[email protected]: Training, Inspections, ConsultingProducts: Professional solutions for the maritimeindustry. USMI offers a series of familiarization andauditor classes for security standards including theISPS Code and MTSA.

HEAVY DUTYHYDRAULICPOWER UNIT15HP 3000PSI

$1765Only Includes electric motor 230/460 V, 60 Hz, 3 Ph, AC

Simply select volume (0-15 GPM) with easy hand wheel control.When Power Unitapproaches maximum pressure of 3000 PSI, the pressure compensator pumpautomatically computes and drops flow so maximum PSI is now main-tained at the most efficient minimal flow. NO energy waste! NO overloads!Ideal for “low pressure fast approach and return” and “high pressure slowspeed feed.” The versatile axial piston pump is mounted internally in the 30gal.heavy steel reservoir. Pump assembly readily lifts out of reservoir for easyservicing. Power Unit includes 15HP electric motor; suction filter, pressuregauge, and oil level sight gauge. Standard 1/2” NPT ports. Size 20”x20”x48”H.Wt. 200 lbs. Shipped fob Chicago with easy instructions and service manual.

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• VARIABLE VOLUME 0-15 GPM• PRESSURE COMPENSATED

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directory • training & education

MN#9 (49-55).qxd 9/4/2008 12:37 PM Page 53


technology bits

Delta "T" SystemsDryBoat

The DryBoat from Delta "T"Systems is an all-season marine dehu-midifier system, and is one-third thesize of traditional compressor/con-denser type units and uses a fractionof the power. Employing PeltechGEOtronic Technology it features asmall, solid-state heat pump. Winnerof the 2008 Innovation Award forInterior Parts given at the Marine

A f t e r m a r k e tAccessories TradeShow, theDryBoat reduceshumidity inspaces up to1,400 cu. ft.Designed foroccasional orcontinuous use,the system does-n't have to be

emptied regularly. Instead, the watersimply drains through a hose into asink, grey-water tank or overboard. Itcan remove a maximum of 2-3/5 gal-lons per week at 86 degrees at 80 per-cent humidity and 2/5 gallons in typ-ical winter conditions. Constructedof marine-grade materials and com-ponents, DryBoat is compact andweighs only 8.5 lbs. The dehumidifi-er runs on 12 or 24 volt DC. Anoptional AC adapter is also available.


SeaGuard 6200 High Solids

Sherwin-Williams Industrial andMarine Coatings introducedSeaGuard 6200, a high-solids (80percent) epoxy that is free of HAPS(hazardous air polluting solvents).

SeaGuard 6200 is designed to providean alternative for shipyards alongwith owners and operators.Applications include salt and freshwater immersion service; ballasttanks; bilges and wet void areas; decksand superstructures and underwaterhulls. The product is ideal for fabri-cation and new construction alongwith maintenance and repair.Furthermore it can be utilized as aprimer when used as part of anunderwater hull system with antifoul-ing coatings. The coating is capableof being applied at temperatures aslow as 20o F (- 7o C), and can beapplied by brush, roller, conventionaland airless spray on bare or previous-ly coated steel or wood surfaces.

www2.sherwin-williams.com

Complete DC Sub ArcSolutions

Miller ElectricMfg. Co. hasreentered the DCsub arc arenawith the intro-duction of twonew Sub Arc DCSeries powersources, a heavy-duty, four-wheeldrive Sub Arc Tractor and completesub arc system components. The SubArc DC 650 and Sub Arc DC 1000are Miller's first DC power sourcesspecifically optimized for the sub arc

process and have been designed toproduce the arc characteristics pre-ferred in the industry. The sub arccomponents, available separately ormounted on Miller's Sub Arc Tractorand provide "plug and play" func-tionality.

The Miller Sub Arc DC 650 (650A, 100% duty cycle) and Sub Arc DC1000 (1000 A, 100% duty cycle)power sources feature arc characteris-tics that have been optimized specifi-cally for the sub arc process, whilealso providing Air Carbon ArcCutting and Gouging, Stick and FluxCored capabilities.

Email [email protected]

Bernard Introduces NewMIG Gun Options

Bernard introduced its new HD Qand S Series MIG gun options. TheHD Q-Gun and S-Gun is available in300-amp to 600-amp models and fea-tures an exceptionally durable one-piece straight handle with a rubbergrip for excellent maneuverability. Italso features an armor-protected lock-ing trigger with an optional dual-schedule switch. The HD Q-Gunand S-Gun also features Bernard'sStay-Tite technology, which incorpo-rates long-lasting compression fittingsand large, tapered neck-to-handleconnections to ensure that the gunruns cool and delivers a consistentelectrical current to the weld pool.The HD gun is integrated withBernard's MIG gun Configurator,which allows users to fully customizetheir gun with a variety of cable,neck, consumable and direct plugoptions to meet the requirements ofnearly any high deposition MIGwelding application.

Email [email protected]

MN#9 (49-55).qxd 9/4/2008 11:03 AM Page 54


Tracerline MarksmanTracer Products has introduced the

Tracerline Marksman ultrasonic diag-nostic tool, an instrument that con-verts and amplifies inaudible ultra-sonic sound into audible naturalsound. Service technicians can hearsounds that signify problems. TheMarksman uses a two-tiered process

to ensure accu-rate diagnosis.First, thereceiver unitc o n v e r t si n a u d i b l esound intoaudible sound

using a process known as heterodyn-ing. Then, the receiver's Sound SignalTechnology fine-tunes the audiblesound into the natural sound emittedby the defect itself. A 10-bar LEDdisplay indicates the intensity ofincoming signals from the problemsource to ensure error-free diagnosis.The TP-9370 Marksman Master Kitcomes with a receiver, full-sized head-

Pipe Friction Stir WelderESAB Welding & Cutting

Products introduces a new frictionstir welding system designed to weldhigh melting temperature materials,including ferrous alloys. Frictionstir welding is a solid state joiningprocess that provides many advan-tages over typical arc weldingprocesses, including lower total heat input and the elimination of solidifica-tion defects associated with arc welding. Because melting does not occur infriction stir welding and joining takes place below the melting temperatureof the material, a very high quality weld can be created with low heat input,minimal distortion, no filler material and no fumes. Friction stir welding isalso highly efficient and more environmentally friendly than other weldingmethods and permits joining of dissimilar metals. Friction stir welding hadpreviously been limited to low melting temperature materials such as alu-minum, brass and copper. ESAB's new system expands friction stir weldingto higher melting temperature such as ferritic steels, stainless and duplexstainless steels, and nickel base alloys by use of tools made from polycrys-talline cubic boron nitride (PCBN), polycrystalline diamond (PCD), andabrasive materials such as metal matrix composites (MMC).

This new technology will be available in several styles, including a pipewelder designed with a special spindle head and pipe clamp to hold the pipein place. This system can weld together pieces of pipe in a single pass.

Visit www.esabna.com

MN#9 (49-55).qxd 9/4/2008 11:04 AM Page 55


phones, two probes, and an ultrason-ic emitter that allows technicians totest for faulty seals, gaskets andweather stripping in passenger com-partments, trailer bodies and otherunpressurized enclosures. Whenattached to the receiver, the 12-in.hollow probe accentuates air sounds,while the solid contact probe accentu-ates sounds of wear or grinding insidegears. Standard 9-volt alkaline batter-ies are included for both the receiverand the emitter.

www.tracerline.com

iEvac Fire Escape Hood Elmridge Protection Products has

earned a certification for a SmokeEscape Hood for compliance withANSI/ISEA 110 -2003, the AmericanNational Standard for Air-PurifyingProtective Smoke Escape Devices.The Certification was awarded to theiEvac Fire Escape Hood by the SafetyEquipment Institute (SEI). TheElmridge iEvac Fire Escape Hood isto be worn in order to escape from a

fire. The iEvac Fire Escape Hood islightweight, and can be put on inthirty seconds. The iEvac Fire EscapeHood was tested against several cate-gories of risk. It was tested againstgases, including carbon monoxideand hydrogen cyanide, deadly gasesgenerated by the combustion of mod-ern materials such as plastics. In addi-tion, it was tested with soot and withsub-micron particulates. The com-posite filtering canisters fitted to theiEvac are a combination of HEPA fil-tration, catalyst, and impregnatedactivated carbon.


Pressure Data LoggerOmega's new pressure data logger

has a large, backlit LCD display. Thisbattery-powered recorder has userreplaceable battery and externalpower. The non-volatile memory willretain recorded data, even if AC andbattery power are lost. It features afront 8-button keypad with lock fea-ture, high speed downloading, pro-grammable start/stop time, and userselectable measurement units.

www.omega.com

technology bits

FloScan Aims to Reduce Fuel Consumption FloScan Fuel Monitoring System can help offset higher fuel pricesby showing tug and barge operators how to run their vessels more

efficiently. Here's what one very satisfied customer had to say: "They are priced for good value and we install them in-house

using our own mechanics. As the cost of #2 diesel here inHawaii continues to climb, every gallon you can reduce infuel consumption is savings to the bottom line. We monitorour speed through a GPS once we get strung out on the towline and then start backing off the throttles until we see a 20%

drop in our speed and leave it there. That last 10 or 15% ofthrottle on most tugs is wasted fuel that gives you no greater

hull speed and also decreases the life cycle of your engine com-ponents such as liners, rings, and pistons.

www.floscan.com

MN#9 (49-55).qxd 9/4/2008 11:04 AM Page 56

Find Your Missing Piecewww.MaritimeJobs.comThe Industry's Essential Recruitment Tool

TARGETEDFor nearly 70 years New Wave Media, producers of Mar-itimeJobs.com, has commanded the marine marketplacewith its lead titles: Maritime Reporter & Engineering News,MarineNews and Marine Technology Reporter

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EFFICIENTPost a Job today, get results today. In addition to traffic towww.MaritimeJobs.com, new positions are promoted Elec-tronically, Daily via www.MarineLink.com and to more than25,000 subscribers of our daily e-mail news service fromwww.MaritimeToday.com

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To find out how you can harness the power of all that Mar-itimeJobs.com has to offer, contact:

Dawn Trauthwein in the U.S. at +1.631.868.3575 orEmail: [email protected]

MN#1 (49-64).qxd 1/8/2008 2:48 PM Page 55


Fairfield is known the world over for its development/use of advanced technology for bothacquisition and processing of seismic data utilized for Oil & Gas exploration. Our Seismiccrews work in the GOM out of Lafayette, LA.

Fairfield is Seeking experienced MARINE/SEISMIC Personnel

EQUAL TIME schedule ~ ACCRUED PAID TIME OFFFairfield pays a Generous Travel Allowance (up to $700/round trip) AND MonthlyProduction/Safety Bonus (up to $500/month/person). Medical, Dental, Vision, Life & DisabilityBenefits start DAY ONE. 401(k) savings plan & Company Match available after 90 days.

Other Positions we recruit for & will accept resumesMaster/Mate 28/28 USCG Lic/STCW-95/MMD/500+ Ton NC/OA/B Seaman 28/28 MMD/STCW-95/A/B(Spec./Lim./Unlim.)

Accepting applications for following positionsQMED/Oiler 28/28 MMD/Oiler/STCW-95Marine Eng. 28/28 USCG Lic./STCW-95/MMD/6000HP+Compressor Mech. Air/Gas Comp./Diesel Motor Exp.Marine Diesel Mech. Diesel/Hydraulic/Pneumatic Mech. Exp.

Successful candidates complete criminal background checks, drug tests, medical physicals& agility testing. Must possess or qualify to obtain T.W.I.C. Document. Forward resume, salary history, & marine documents to Jeff Hodge for consideration. E-mail: [email protected] Fax: 337.232.2313Questions? Call 281.615.8499 for Jeff Hodge. Toll free @ 800.231.9809 Ext. 7642

Fairfield Careers: http://www.fairfield.com/careers/Fleet: http://www.fairfield.com/services/data%20acquisition/fleet/

Fairfield is an EOE

MARITIME INJURIESSchechter, McElwee , Shaffer & Harris’s attorneys have over 70 years of com-bined experience representing injured seamen, offshore workers and long-shoremen in cases nationwide. Our services are on a contingent fee basis -there is no bill or fee for our services unless we recover for you.

Schechter, McElwee, Shaffer & Harris, L.L.P.Houston & Galveston, TexasNationwide 24-hour help line

1-800 282-2122(713) 524-3500

Website - www.smslegal.com

Discover the Benefits of Become a FEATURED EMPLOYER at

MaritimeJobs.comThe Maritime Industry’s EXCLUSIVE • EFFICIENT • EFFECTIVE Recruitment Tool

For details contact: Dawn Trauthwein at [email protected]

is recruiting qualified candidates for positions on our brand new state-of-the-art marine transport vessels operating along the Northeastern Atlantic Seaboard. We offer highly favorable work schedules – 2 weeks on – 2 weeks off, as well as excellent opportunities for career advancement.

Must possess a valid Master of Towing Vessels near coastal or greater endorsement.

New York Harbor experience preferred.

Chief engineers for Coastal and Inland tugboats. Must possess a valid (Designated Duty Engineers) license or greater. Valid (Merchant Marine Document) required. Two years engine room experience required.

Current and endorsement required; experience preferred.

If you have the skills and experience for any of our open positions, please contact our at or fax your resumé to

VANE BROTHERSOver a Century of Maritime Excellence

Baltimore Norfolk Philadelphia

ABs, CAPTAINS, ENGINEERS,

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Class MN Sept08.qxd 9/4/2008 11:26 AM Page 58

www.marinelink.com Marine News 59

Post Your Resume for Free • Energize Your Job Search @ MaritimeJobs.comMaritimeJobs Powered by www.maritimejobs.com

Marine Inspector (Vetting)Job Location: USA, Garyville, LouisianaIt's Your MarathonMARINE INSPECTORMarathon Oil Company is looking for anexperienced professional mariner to joinits Marine Transportation's VettingDepartment as a Marine Inspector. Idealcandidates will have recent senior officer

experience (deck or engine) aboard tankvessels. Consideration may also be givento applicants having extensive vesselinspection experience with a major classi-fication society or port state controlagency. A Bachelor's degree in a marinediscipline is strongly preferred. Domesticand international travel is required. Thesuccessful applicant must be willing torelocate to the New Orleans area.Marathon provides an excellent benefitspackage. Submit resume and salaryrequirements via mail or fax to (no phonecalls, please):

Marathon Oil CompanyHuman Resources/Vetting Inspector1000 Ashland Drive, Suite 201Ashland, KY 41101

Fax #: 606-326-2545Equal Opportunity EmployerCopyright 2008. Marathon OilCorporation. All rights reserved.

Human ResourcesMarathon Oil Company/MarineTransportation1000 Ashland Drive, Suite 201Ashland KY 41101 USAPhone: 606-326-2500Fax: 606-326-2545Email: [email protected]

Florida-based shipping Company with fieldoffice in Argentina requires: SuperintendentTanker Operations for both locations(Miami/Argentina).Qualifications: Master Mariner (internationaltrade)Experience: Minimum 3-4 years sailing on oil/chemical tankersExperience in dealing with Oil Major vettinginspections onboard and preparation of vesselsfor vetting.Strong knowledge of TMSA and procedures forimplementation in office and onboard. Pastexperience with Spanish-speaking crew prefer-able. Send Resumes to [email protected]

Tanker Master

Job Summary:Diagnose and Accurately Repair Cummins, EMD orGE HHP Engines and Equipment.

MARINE FIELD TECHS

WANTED.

Immediate Openings Available in Mobile, AL,Morgan City, LA and New Orleans, LA.

Training / Experience Required:Military training or technical degree in diesel tech-nology or equivalent experience and a willingnessto learn to work on High Horse Powered engines.Cummins experience preferred but not required.

Working for Cummins Mid-South Offers:•• Competitive Salary and Benefits• 401K with 50% Company Matching• Bonus Program• Vacation / Holiday Pay• Tuition Reimbursement Program• Relocation and Housing Options Available• Tooling Program

For More Information and to Apply Visit Our JobsWebsite at www.cumminsmidsouthjobs.com or

contact Rolana Bourland at 901-577-0629 [email protected]

Qualified candidates should submit their resume inConfidence to:

Human Resources Dept.Eastern Shipbuilding Group Inc.

13300 Allanton RoadPanama City, Florida 32404

Phone: 850-522-7414Email: [email protected]

EOE/DFWP

An aggressive leader in the Shipbuilding Industry,located in beautiful Panama City, Florida, has animmediate Opening for the following position:

ENGINEERING MANAGERNaval Architect Preferred

Heavy Shipbuilding Exp. RequiredUSCG and ABS Regulatory Exp. Required

Salary Commensurate with Experience

Eastern Shipbuilding Group offers a CompetitiveSalary and Company Paid Health, Dental, and Life Insurance



Vessels for SaleSouthernRecycling

We buy barges, ships, and other marine vessels

and structures for scrap.

We adhere to the highest ES&H standards.

Serving the rivers and coasts of the U.S.

MOBILE • MORGAN CITY • NEW ORLEANS

Call 800-GO SCRAP ext.506

usa

MARITIME M.A.D, Inc.

Mergers, Acquisitions & Divestures

www.maritimemad.com

Are you ready to sell your business or are you

ready to expand your business through a

merger or acquisition?

We focus on the maritime industry worldwide.

Contact : Capt. Johan Schild, M.Mar./MBA

7226 Bridgewood Lane

Spanish Fort, 36527

Ph: 251-626-0713

Cell: 504-650-5000

Fax: 251-447-0423

E-mail: [email protected]


Sizes 15 lbs. to the NEW 4,000 lbs.Designed to dig into the bottom and achieve

holding power 10 times its weight at 3:1 scopeTo hold boats, docks, nav. aids, nets, cables,

aquaculture pens. One lb. of Dor-Mor canreplace 10 lbs. of concrete.

SINCE 1988

DOR-MOR

®

Pyramid Mooring Anchors

Dor-Mor, Inc.P. O. Box 461, Claremont, NH 03743

PHONE/FAX [email protected]


US Coast Guard Approved

(STCW-95) Basic Safety Training

• Basic Safety Training• Medical PIC• Proficiency in Survival

Craft

• Tankerman PIC• Advance Firefighter• All Modules available

at one location

El Camino CollegeWorkplace Learning Resource Center

13430 Hawthorne Blvd. · Hawthorne, CA 90250Ten (10) minutes from LAX · Twenty (20) minutes from LA Harbor

Call for Information & Registration(310) 973-3171/47 • www.businessassist.org

• Hazmat Dangerous Cargo Transportation

NEW PRODUCTS

Marine Marketplace

SEA WOLF MARINE TRANSPORTATION, LLC

Contact:

Ph: (201) 852-2276

Fax: (201) 339-0177

E-Mail: [email protected]

Website: www.seawolfmarine.net

Barges for Lease or Charter

• 4000 Ton Cap Hopper Barge

• 900 Ton Cap Deck Barge

• 30 Ton Cap Derrick Barge/Dredge (3 Spuds)

• 400-1400 HP Tugs

Complete Marine Transportation Problems Solved

Son of a Sea-CookWorkboat Cooking School

Offered through Sea School 1-800-BEST-ONE 237-8663

Chef Bilgepump Says:

28-day hands-on course preparing onboard

cooks or supply boats, tow boats and oil rigs.

Tuition includes room and board at coed cam-

pus in Mobile Alabama.

Job placement assis-

tance provided.

“We Train Cooks for

Oil Field and Tug Boats.

We Ain’t No Culinary

Arts School.”

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E S TA B L I S H E D 1981

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Value $25,000 to $100,000,000Worldwide including Florida& Caribbean coverage“A” rated security

MARINAS & BOAT

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All Liabilities & PropertyIncludes Piers & Docks“A” rated security

CHARTER BOATS

Insuring crewed andbareboat charters“A” rated security

Professional series marine bolsters.New shock-mitigated seats available.

Visit www.bolsters.com for more infoOne and two-man seats in tall or standard heights

Standing Leaning Sitting Seat changes easily between three positions

All stainless steel frames.Three positions for safety

and comfort

Security Structures LLC5188 Chesapeake AveShady Side, MD, 20764

410-867-3516email - [email protected]

PORTABLE

DIESEL EMERGENCYEMERGENCY PUMPPUMP

DIESEL AMERICA WEST with over 25 years of experi-ence offers a QUALITY ocean service, emergency de-watering -transfer - trash pump that is portable - rugged - & light weight.

A Serious, Portable, Saltwater Service Emergency PumpDiesel America West Inc.P.O. Box 968, Friday Harbor, WA 98250Phone (800) 343-7351 or (360) 378-4182Fax (360) 378-3315 (24hr line)www.dawest.com

● #304 Stainless Steel Frame (1” welded sq. tube)

● Heavy Duty “Non-Metalic” Trash Pump End

● Seal is Severe Service s/Steel & Viton Shaft Seal

● YANMAR 5 & 7 H.P. Diesels, Aircooled

● 2” x 2” or 3” x 3” N.P.T. ● 42 P.S.I. Max

● Heavy Duty Vibration Isolators

● Long Life Marine Components Throughout

Marine Digital MeasurementsLaser Hull Scanning 3D Modelling

3D Measure Inc.

[email protected] • www.3dmeasure.comTel: 401-848-4575 • Fax: 401-848-4574

Complete Potable Water Treatment

FDA Approved Systems In Stock

Purification/Filtration731-645-3222

Controlled Water Systems, Inc.

USCG License SoftwareAffordable - Merchant Marine Exam Training

http://hawsepipe.netFreelance Software, 39 Peckham Place, Bristol RI 02809

(401)556-1955 – [email protected]


PROFESSIONALS


Marine MarketplaceNEW PRODUCTS

PORTABLE

DIESEL FIREFIRE PUMPPUMP

DIESEL AMERICA WEST with over 25 years of experi-ence offers a QUALITY ocean service, lightweight, porable

diesel fire pump that exeeds U.S.C.G. specifications!

A Serious, Portable, Saltwater Service Fire PumpDiesel America West Inc.P.O. Box 968, Friday Harbor, WA 98250Phone (800) 343-7351 or (360) 378-4182Fax (360) 378-3315 (24hr line)www.dawest.com

● #304 Stainless Steel Frame (1” welded sq. tube)

● Pump End w/Bronze Impeller

● Severe Service s/Steel & Viton Shaft Seal

● YANMAR 7 H.P. Diesel Aircooled Engine

● 2” x 2” N.P.T. ● 150 G.P.M. ● 90 P.S.I.

● Heavy Duty Vibration Isolators

● Long Life Marine Components Throughout

Sea water intake filters,strainers and screens

888-526-7795Yankee Wire Cloth Products, Inc.

221 W. Main St.,West Lafayette OH 43845

Fax: 740-545-6323 www.yankeewire.com

SUBSALVE USAP.O. Box 2030

North Kingstown, RI 02852 USAPh: (401) 884-8801 Toll Free: (800) 466-6962

Fx: (401) 884-8868www.SUBSALVE.com

[email protected]

UNDERWATER LIFT BAGSENGINEERED FROM THE BOTTOM UP!

Available in lift capacitiesfrom 25 lbs. to 77,000 lbs.

in open bottom and enclosed models.

Large inventory, ABS approved, IMCA Compliant.

The World’s Leading Manufacturer of Underwater Lift Bags

PANEL SPECIALISTS, INC.John C.G. Hutchison, Marine Sales Manager

www.panelspec.com

B-15, C, A-60 INTERIOR JOINER PANEL SYSTEMSCERTIFIED by SOLAS, IMO, FTP CODE, EU MED, USCG, TRANSPORT CANADA

METAL COREby&

SalesToll Free: (800) 540-5503

Tel: (813) 340-3940

Fax: (813) [email protected]

Sales & Production3115 Range Road

Temple, Texas 76504

Tel: (254) 774-9800www.ThermaxMarine.com

THERMAX PANELSNon-Combustible, Non-Toxic

Custom Made RingsFOR ALL CREW MEMBERS - TITLES INCLUDED

U.S. Merchant Marine; Tug Boats & Crew: Tankers, Freighters & Crew; Above & Below Deck Titles; Nautical Schools; U.S. Coast Guard; Military Sealift Command;

CALL BILL FOLEYFOR DETAILS

1-800-334-2908FOLEY’S

P.O. BOX 546SKANEATELES, NY 13152

Your choice of ring top:Metal insignia or any color stone

STAINLESS STEEL $175STAINLESS GOLD $195STERLING SILVER $185SOLID GOLD AVAILABLE

Questions?Wherever you are

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Scott Good Scott Good TTel: 561-733-2477el: 561-733-2477

Patrick Haley Patrick Haley TTel: 561-732-1el : 561-732-1185185

Dale Barnett Dale Barnett TTel: 212-477-6700el: 212-477-6700


www.marienlink.com MN 63

TUGS/BARGES FOR RENTBARGES SIZED FROM 8’x18’ TO

45’x120’ ALSO “SHUGART” SECTIONAL BARGES

“TRUCKABLE TUGS” HERE

S m i t h B r o t h e r s I n c . , S m i t h B r o t h e r s I n c . , G a l e s v i l l e , M D 2 0 7 6 5G a l e s v i l l e , M D 2 0 7 6 5

( 4 1 0 ) 8 6 7 - 1 8 1 8( 4 1 0 ) 8 6 7 - 1 8 1 8w w ww w w . s m i t h b a r g e . c o m. s m i t h b a r g e . c o m

BARGES FOR RENT

PROFESSIONALS

Business Buyouts • Buyer Searches • Valuations

18 years experience and always confidential

The Moran Group at BTITony Moran

(925) 609-9100 ext 333

[email protected] www.btigroupma.com

Marine Mergers & Acquisitions

(973) 984-2295 • Fax: (973) 984-5181E-mail: [email protected]

Equipment Sales

MOWBRAY’S

Marine Surveyor Course and TrainingStandards based training for all vessels.

1-800-245-4425www.navsurvey.com

NAVAL ARCHITECTS,MARINE, MECHANICAL & ELECTRICAL ENGINEERS

701 Fifth Avenue, Suite 1200 Phone: 206-768-1515 Seattle, WA 98104 http://www.gpai.com

Ideas Engineered Into Reality

GUIDO PERLA & ASSOCIATES, INC.

Specializing in the shipping of aggregates andconstruction materials in the Caribbean, U.S.East Coast, Bahamas, Gulf of Mexico, as well asocean crossings and salvage. All barges havesteel bin walls and hydraulic stern rampsAverage vessel age….4 years. Barge capaci-ties….2000 tons to 8800 tons. Barge sizes 180ft.to 300ft. Tugs to 2400hp. Vessels are ABS inclass, not Jones act, and foreign flagged inAntigua. They are able to call on all U.S. ports.

Contact owner Ship7 Maritime, LTD

Captain Paul Carpenter

(203) 374-5779 • Email: [email protected]

www.ship7.com

TUG AND BARGE SERVICES

Marine Marketplace

Total Ship Design‹ Naval Architecture/

Marine Engineering

‹ Ship and Boat Design

‹ Pre-Contract Support

‹ Plan Review

‹ Construction Management

An employee-owned company providing expert servicesto Ship Owners, Operators and Builders worldwide.

4300 King Street, Suite 400Alexandria,VA 22302

703.418.0100 or [email protected]

www.alionscience.com/maritime

JJMA MARITIME SECTOR

Aligned with your needs.

‹ In-Service Surveys and Engineering

‹ Special Projects

‹ Program and Acquisition Management

‹ Modeling and Simulation



The listings above are an editorial service provided for the convenience of our readers.If you are an advertiser and would like to update or modify any of the above information, please contact: [email protected]

ADVERTISER INDEXPage# Advertiser Website Phone# Page# Advertiser Website Phone#

46 A.C. MARINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Please call us at (302) 761-9433

31 ALL AMERICAN MARINE . . . . . . . . . . . . . . . . . . www.allamericanmarine.com (360) 647-7602

45 AURAND MANUFACTURING . . . . . . . . . . . . . . www.aurand.net (513) 541-7200

47 AUTOMATION USA, INC. . . . . . . . . . . . . . . . . . . www.automation-usa.com (800) 678-4370

C3 BISSO MARINE CO., INC. . . . . . . . . . . . . . . . . . www.bissomarine.com (281) 897-1500

43 BREAUX BAY CRAFT. . . . . . . . . . . . . . . . . . . . . . Please call us at (337) 229-4246

27 CPI MARINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.cpitx.com (512) 295-2683

C2 CUMMINS, INC. . . . . . . . . . . . . . . . . . www.quickserve.cummins.com Please visit our website

41 DEFELSKO CORP. . . . . . . . . . . . . . . . . . . . . . . . . www.defelsko.com (315) 393-4450

1 Dolphin Marine International . . . . . . . . . www.dolphinmarineinternational.com (985) 475-5585

23 DONJON MARINE . . . . . . . . . . . . . . . . . . . . . . . . www.donjon.com (908) 964-8812

39 E & K EQUIPMENT, INC. . . . . . . . . . . . . . . . . . . www.winchrental.com (814) 827-9600

9 GREAT AMERICAN INSURANCE. . . . . www.GreatAmericanInsurance.com (212) 510-0135

45 HARCO MANUFACTURING CO. . . . . . . . . . . . www.harcomanufacturing.com (800) 394-7571

7 JACK VILAS & ASSOCIATES, Inc.. . . . . . . . . . . www.jackvilas.com (985) 384-8012

31 JONRIE INTERTECH LLC . . . . . . . . . . . . . . . . . . www.marinewinch.com (609) 978-3523

37 LLEBROC INDUSTRIES. . . . . . . . . . . . . . . . . . . . www.helm-chair.com (800) 284-5771

50 M&L ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.mlengine.com (985) 857-8000

51 MARINERS HOUSE . . . . . . . . . . . . . . . . . . . . . . . www.marinershouse.org (617) 227-3979

50 MARITIME PROFESSIONAL TRAINING . . . . . www.mptusa.com (954) 525-1014

42 McALLISTER TOWING . . . . . . . . . . . . . . . . . www.mcallistertowing.com (212) 269-3200

41 MCDONOUGH MARINE. . . . . . . . . . . . . . . www.McDonoughmarine.com (504) 780-8100

50 MITAGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.mitags.org (443) 989-3237

27 MOOSE BOATS. . . . . . . . . . . . . . . . . . . . . . . . . . . www.mooseboats.com (866) 466-6673

47 NABRICO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.nabrico-marine.com (615) 442-1300

43 New England Pump and Valve Co., INC. . . . . www.nevp.com (860) 739-2200

13 NORTH RIVER BOATS. . . . . . . . . . . . . . . . . . . . . www.northriverboats.com (800) 413-6351

25 OceanTechExpo . . . . . . . . . . . . . . . . . . . . . . . . . . www.oceantechexpo.com (561) 732-4368

27 POWER TRAIN SAVERS . . . . . . . . . . . . . . . . . . . www.powertrainsavers.com (403) 654-2800

9 PROTECH ARMORED PRODUCTS, INC. . . . . www.protecharmored.com (413) 445-4000

43 PSI MARINE, INC.. . . . . . . . . . . . . . . . . . . . . . . . . www.tideslide.com (989) 695-2646

51 QUALITY MARITIME TRAINING LLC . . . . . . . . www.qualitymaritime.info (727) 209-1811

C4 R.W. FERNSTRUM & C0. INC. . . . . . . . . . . . . . . www.fernstrum.com (906) 863-5553

53 ROBERTS ELECTRIC. . . . . . . . . . . . . . . . . . . . . . www.hydraulicbargains.com (312) 829-1365

3 SCANIA USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.scania.com (210) 403-0007

23 SCHUYLER RUBBER CO. . . . . . . . . . . . . . . . . . www.schuylerrubber.com (800) 426-3917

27 SKOOKUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.skookumco.com (503) 651-3175

40 SNAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.snameexpo.com (561) 732-4368

45 SUNY MARITIME COLLEGE . . . . . . . . . . . . . . . www.sunymaritime.edu (718) 409-7341

5 TIDEWATER INC.. . . . . . . . . . . . . . . . . . . . . . . . . . Please call us at (504) 568-1010

47 TUTOR-SALIBA. . . . . . . . . . . . . . . . . . . . . . . . . . . Please call us at (818) 362-8391

43 WALKER ENGINEERING . . . . . . . . . . . . . . . . . . www.walkerairsep.com (985) 868-0430

17 WATERMAN SUPPLY . . . . . . . . . . . . . . . . . . . . . . www.watermansupply.com (310) 522-9698

45 WESTERN FIRE & SAFETY. . . . . . . . . . . . . . . . . www.westernfireandsafety.com (206) 782-7825

21 WING INFLATABLES . . . . . . . . . . . . . . . . . . . . . . www.wing.com (707) 826-2887

52 WISTA ANNUAL CONFERENCE. . . . . . . . . . . . www.wista.net Please visit us online

29 YANMAR DIESEL ENGINES. . . . . . . . . . . . . . . . www.yanmarmarine.com (770) 877-9894

11 ZF MARINE LLC . . . . . . . . . . . . . . . . . . . . . . . . . . www.zf-marine.com (425) 583-1900

15 ZODIAC OF NORTH AMERICA, INC. . . . . . . . www.zodiacmilpro.com (410) 643-4141

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