marine news (february 2011)

MarineNews F E B R U A R Y 2 0 1 1

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

Tech FileDiverterValvePropulsion & Pumping

LegalPost-AccidentRegulationsWhen, Who & How to Test

LNG-Powered TowboatCan it catch on?

T 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

CONTENTS MarineNews February 2011 • Volume 22 Number 2

TechFile

8 SVI Boats’ Diverter ValvePropulsion & Pumping

Insights

10 Joe GalatasPresident of MarineCFO

Boat of the Month

12 Seaspan RavenTurkish-built boat returns home

Inland

26 LNG Towboat: Are You Ready?Pressures regarding fuel efficiency and the environment conspire to make the LNG-powered towboat a reality. — by Raina Clark

Lower Mississippi Dredging

34 Fearing Fewer FundsExporter’s fear that reined-in federal funding will leave vessels and goods stuck in the mud.— by Susan Buchanan

Market

40 Software SolutionsModern software solutions are helping boat owners manage everything — from fleets to fuel — while boosting the bottom line.

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POSTMASTER Time Value Expedite

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CIRCULATIONCirculation Manager Kathleen Hickey • [email protected]

MarineNews On the Cover

LNG-PoweredTowboatPictured on this month’scover is the Outboard pro-file of Ship Architects,Inc.’s LNG-powered tow-boat concept design. See full story starting onpage 26.

Legal

14 When, Who & What to TestBy Frederick B. Goldsmith

Insurance

18 No Sanctuary for S&R ProceedingsBy Randy O’Neill

Inland Waterways

20 Keeping a Competitive EdgeBy Cornel Martin

Offshore Wind

22 Systems EngineeringBy Jeffrey S. Pyle

42 Vessels44 Blogs from MaritimeProfessional.com46 People & Company News59 Classifieds64 Ad Index52 Directory55 Products58 By the Numbers

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It’s often hard times that bring about the most important changes. It’s been said that hard

times are when businesses are either made or broken. The strongest, best-managed and

capitalized companies pull ahead while others fold or merge. And it’s the immediate pain

of high prices that make us, as a general public, conserve on things like electricity and fuel,

not, unfortunately, the more long term imperative to reduce green house gas emissions.

February’s MarineNews feature focuses on the initiative to bring LNG-fueled towboats to

the U.S. inland waterways. LNG is a much cleaner burning fuel than even low-sulfur diesel.

When Ship Architects, Inc. began drawing up the concept design for the first LNG-powered

towboat, we were in the deepest throws of the recession. Business was bad all around and

boatyards were building vessels on spec just to keep employees working, and perhaps salvage some income from mate-

rials already on hand. Joe Comer, President of the naval architecture firm, said the initiative to develop the concept

design was purely a business decision. He recognized that if vessel operators began to adopt LNG designs, it would also

be a purely business decision, brought on by the impact of higher diesel prices on slimmer profit margins.

Comer said business has picked up recently and there is more immediate and traditional design work on the table.

Many other businesses involved in the inland waterways are also feeling a little less anxiety about their profit margin.

This is a good thing. Except that it leaves us to rely more on long-term vision again to bring about change. Ship

Architects’ concept LNG design is now sitting patiently in the hands of the Coast Guard and classification societies,

waiting on those with long-term vision to move the initiative forward.

There are those with this kind of vision. In our feature article this month, John Hatley of Wärtsilä North America,

mentioned the idea of product labels showing consumers how much green house gas was created in order to deliver a

product to their hands. These labels have been discussed within environmentalist circles for some time, but I hadn’t

considered before how they could benefit inland waterway users. Imagine the impact of emissions data comparing road-

way to barge transportation in the hands of everyday consumers, perhaps on a loaf

of bread or a box of cereal. Maybe then the average American would start to see the

waterways as the resource that it is and a way to reduce the nation’s carbon foot-

print.

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

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Raina Clark, Managing Editor, [email protected]

Want to hear more from behind the editor’s desk? Visit the MarineNews Notes blog at www.MaritimeProfessional.com.

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EDITOR’S NOTE rainaclark@ marinelink.com

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

Most marinas fix only what is broken – they do not replace worn parts that are borderline or hidden

from view. Cummins ReCon® engines are completely disassembled, inspected, remanufactured

to factory specifications, performance tested and backed by a full 2-year Cummins warranty. For

a complete repower or engine exchange with less downtime, and performance you

can count on, contact your Cummins distributor and ask about Cummins ReCon

engines. With a ReCon engine, you get reliability. Every time.

©2011 Cummins Inc., Box 3005, Columbus, IN 47202-3005 U.S.A.

SVI Boats, a part of SVI Trucks, builder of specializedfire, police and emergency vehicles for U.S. and Canadianmarkets, offers a patented diverter valve system on theirseries of fire and rescue boats which uses a single enginefor propulsion and pumping and is fully maneuverablewhile pumping. SVI outfits their series of fire and rescueboats to mimic the configuration of a fire truck makingthe boats equipment layout more familiar to fire fighters.The vessel features a water cannon as well as the capabili-ty to supply a land-based fire apparatus, such as a firetruck, with 3,000 gpm, five-inch discharge. Other features

of the boat include air chamber floatation, all aluminumconstruction with a quarter-inch thick bottom and a 10-ft by six-ft working deck space with six enclosed bow com-partments. The 26-ft vessel has an 8.5-ft beam, a six-ftpower operated bow landing craft gate, a self-bailing hulldesign and seating for 10. It is powered by a 390 hpKodiak Marine Engine and an American Turbine JetDrive with a 95-gallon fuel capacity, although it can becustom built with many options and engine combina-tions.

www.svitrucks.com

TECH FILE

SVI Boats Diverter Valve

Propulsion&Pumping

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1 - Water discharge valves above deck include two five-inch Storz connections and one Akron monitor capable of flowing up to 3,000 gpm.

2 - Rear view showing American Turbine drive system with patented diverter valve assembly.

3 - A 26-ft SVI fire/rescue boat delivered to Hughsonville, N.Y.

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MarineNews spoke with Joe Galatas, President ofMarineCFO, about the market his company serves, changesin the industry and how the software firm is investing in thefuture.

Can you describe the market MarineCFO serves?MarineCFO exclusively serves the workboat market. We

felt from the beginning that this was an underserved nicheof the market that deserved to have software built specifi-cally for its needs. There are other marine software pack-ages out there that serve ship owners but we all know thatwork boats are far different from ships. Different crews,different working environments, different operating crite-ria and different revenue models all equal different soft-ware needs. Additionally, MarineCFO is a highly cus-tomizable solution. When companies pay for enterprisesoftware it is our feeling that the software should be tai-lored to their work processes rather than the work process-es changing to fit the software. MarineCFO accomplishesthis without creating upgrade problems for companies inthe future. It is customization through standard core soft-ware.

What are some important changes in the industry?Clearly regulatory changes have had the biggest impact

on the industry. Now it is imperative that operators havegreat systems that help them to stay in regulatory compli-ance. These systems also should provide quick and easycompliance auditing as well as reporting that supports reg-ulatory and vendor inquiries. Our software provides astructured framework for managing compliance relatedissues that allow the work boat customer to set up the sys-tem to function exactly as his or her current system func-tions. We make it easy to transfer your paper-based orExcel-based system into an easy-to-use, more robust sys-tem.

What is the outlook for your market right now?We are excited about the state of the market. Clearly the

last 18 months have been challenging for everyone in theindustry. Fortunately, MarineCFO was well capitalized to

successfully survive this recession while still investing inour products. Additionally, we managed to diversify ouroffering both geographically and demographically duringthis time. There are good signs that the market began tothaw within the last six months and we have a steadygrowing pipeline of interested companies. Based uponconversations with many work boat companies, we believethat they are sensing enough of an economic recovery toonce again spend dollars on improving their operatinginfrastructure.

How is your company investing for the future?MarineCFO is continually investing in three things: our

customers, our employees and our product. We invest inour customers by spending time in the field discerningrequirements and developing new functionality. Theuniqueness of the work boat markets means that we haveto commit to fully understand all the challenges our cus-tomers’ businesses face, from all angles. This includes per-

INSIGHTS

President, MarineCFO

Joe Galatas

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sonnel issues, operational issues, rev-enue generation, maintenance orfinancials.

We are also investing continually inour people. We have a tremendousknowledge base of employees whohave been serving the technologyneeds of work boat companies foryears. These folks understand themarket, understand the needs of theclients and know how to successfullydeliver software. This is no easy taskin the work boat market. Most com-panies have little or no IT profession-als on staff and therefore have differ-ent implementation requirementsthan is typical of other industries.MarineCFO understands how to flexour staff to deliver exactly what theclient requires to successfully com-plete an implementation.

MarineCFO always stays in lockstep with the latest developmentsfrom Microsoft. Our product is basedupon a 100% Microsoft technologystack and we have a constant ongoingresearch and development effort tokeep our product up to speed.Additionally, we are always addingnew features and functionality basedupon customer requests. As we men-tioned earlier, MarineCFO is meantto be changed and customized basedupon the users’ specific needs. As wesee features that we think are valuableto the entire work boat communitywe work with clients to see if theywill allow us to offer the feature tothe market in return for a reduceddevelopment cost. MarineCFO alsosees the cloud as the future of soft-ware and is investing heavily in web-based solutions. Currently, we offerMarineCFO Live! which is aimed atsmall work boat companies. We fullyexpect to extend the features of thisweb version into a full-scale versionof MarineCFO to provide a solutionfor mid and large sized companies.

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For more than 15 years Vancouver-based Robert AllanLtd. has had tugs built to their designs by Turkish ship-yards. To date more than 150 Robert Allan tugs have beenTurkish-built. Even in a slightly reduced market this yearthere are at least 15 Robert Allan designs under construc-tion in Turkey today. These Turkish-built tugs have beendelivered to owners around the world, but the majoritynow operate in the Mediterranean, Western Europe, theMiddle East and in the Black Sea.

In January, however, the first Turkish-built Robert Allantug arrived in Vancouver, B.C., the birthplace of itsdesign. Seaspan International Ltd., of North Vancouvertook delivery of the new RAstar 2800 Class tug SeaspanRaven, the first of four powerful new tugs for harbortowage and tanker escort operations in the largest port inWestern North America.

The Seaspan Raven is classed for both harbor and coastaltowing and escort duties. The tug was built to ABS Classnotation X A1, E, AMS, ABCU, Towing Vessel, Escort

Support, Fi-Fi 1. Propulsion comprises a pair of CAT3516B marine diesel engines, each rated 1,840 kW at1,600 rpm, and each driving a Rolls-Royce model US 205CP azimuthing Z-drive unit with a 2,400 mm diameterpropeller through a Cardan shafting system. This combi-nation delivered a bollard pull of 71.2 tonnes on trialsconducted in late October 2010. A free running speed of13 knots was recorded.

The main hawser winch is a single drum hydraulicwinch supplied by Rolls-Royce. The aft deck is equippedfor harbor towage with a Rolls-Royce towing winch.Electrical power is provided by a pair of MAN gen-sets,each rated 120 eKW. The tug has a full Fi-Fi 1 rating of2,400 m3/hour in accordance with the ABS Class nota-tion requirements. The fire pumps are driven from thefront end of the main engines through a Kumera gearboxwhich also drives the main hydraulic pumps, powering thewinches. The second tug of this class is expected to arrivein BC within a few months. MN

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BOAT OF THE MONTH

Harbor & Coastal Escort

Seaspan Raven

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LEGAL BEAT

In my last column I explained the U.S.Coast Guard’s marine casualty report-ing regulations, which require immedi-ate reporting to the Coast Guard ofevents the agency defines as “MarineCasualties,” usually satisfied by a phonecall followed within five days by a writ-

ten report on Form CG-2692 (Report ofMarine Accident, Injury or Death)(http://www.uscg.mil/forms/cg/CG_2692.pdf ). A “Serious Marine Incident,” or “SMI” in Coast Guardparlance, is a step-up in severity from a “MarineCasualty.” The occurrence of a SMI triggers the CoastGuard’s chemical, drug and alcohol testing requirementsand procedures. These requirements and procedures, as setforth in the agency’s regulations, are lengthy and reticulat-ed. I try to make better sense of them here.

Serious Marine Incident: Trigger for Drug & AlcoholTestingA Serious Marine Incident is defined in 46 C.F.R. §4.03–2 and includes the following events involving acommercial vessel:“(a) Any marine casualty or accident as defined in §4.03–1 [falls overboard, groundings, strandings, founder-ings, floodings, collisions, allisions, explosions, fires, loss-es of electrical power, propulsion, or steering; eventswhich impair any aspect of a vessel’s operation, compo-nents, cargo, seaworthiness, efficiency, or fitness for serv-ice or route; incidents involving significant harm to theenvironment; and diving accidents] which is required by §4.05–1 [the Marine Casualty reporting regulation]... to bereported to the Coast Guard and [emphasis added]...which results in any of the following:(1) One or more deaths;

When, Who & How to Test

USCG Post-Accident Regs ExplainedBy Frederick B. Goldsmith

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(2) An injury to a crewmember, passenger, or other per-son which requires professional medical treatmentbeyond first aid, and, in the case of a person employedon board a vessel in commercial service, which rendersthe individual unfit to perform routine vessel duties;(3) Damage to property, as defined in § 4.05–1(a) (7) ofthis part, in excess of $100,000 [versus $25,000 for a“Marine Casualty”];(4) Actual or constructive total loss of any vessel subjectto inspection under 46 U.S.C. 3301;(5) Actual or constructive total loss of any self-propelledvessel, not subject to inspection under 46 U.S.C. 3301,of 100 gross tons or more;(b) A discharge of oil of 10,000 gallons or more into thenavigable waters of the United States, as defined in 33U.S.C. 1321, whether or not resulting from a marinecasualty;(c) A discharge of a reportable quantity of a hazardoussubstance into the navigable waters of the United States,or a release of a reportable quantity of a hazardous sub-stance into the environment of the United States,whether or not resulting from a marine casualty.”46 C.F.R. § 4.05–12 requires the marine employer todetermine whenever there is a “Marine Casualty” if“there is any evidence of alcohol or drug use by individ-uals directly involved in the casualty” and, if so, toinclude on Form CG-2692 (1) the names of crewmenfrom whom evidence of drug or alcohol use, or evidenceof intoxication, has been obtained and (2) the methodused to obtain such evidence, such as personal observa-tion of the individual, or by chemical testing of the indi-vidual.Section 4.05–12 also requires if the vessel has an officiallog book an entry be made as to “those individuals forwhom evidence of intoxication is obtained,” whileinforming the individual of this and having the log entrywitnessed by another person. Finally, this section statesif the “individual directly involved in a casualty refusesto submit to, or cooperate in, the administration of atimely chemical test, when directed by a law enforce-ment officer or by the marine employer, this fact shall benoted in the official log book, if carried, and in the writ-ten report (Form CG-2692), and shall be admissible asevidence in any administrative proceeding.”

How Marine Employers Conduct Drug & AlcoholTestingAccording to section 4.06–1, whenever a MarineCasualty, discharge of oil into the navigable waters of, or

LEGAL BEAT of hazardous substance into the environment of, theUnited States occurs and is, or is likely to become, a SMI,the marine employer shall take all practicable steps to haveeach individual engaged or employed on board the vesselwho is directly involved in the incident (defined in section4.03-4 to include “an individual whose order, action orfailure to act is determined to be, or cannot be ruled outas, a causative factor in the events leading to or causing aserious marine incident”) chemically tested for evidence ofdrug and alcohol use. If a law enforcement officer deter-mines additional crewmen are directly involved in theSMI, the marine employer must have these additionalindividuals drug and alcohol tested too. This section also requires the marine employer to train itscrewmen on the SMI triggers and drug and alcohol test-ing requirements.The regulations then go on, in section 4.06-3, to detailwho must be drug and alcohol-tested in the event of aSMI and the time limits/deadlines for the testing andsample collection:Alcohol testing must be conducted on those crewmendirectly involved in the SMI within two hours of the SMI,“unless precluded by safety concerns directly related to theincident,” in which case it must be performed “as soon asthe safety concerns are addressed.” The regs state, though,that alcohol testing does not have to be “conducted morethan eight hours after the occurrence of the SMI,” appar-ently in recognition that alcohol dissipates from thebloodstream and an inaccurate or useless test would result.Drug testing must be conducted, through specimen col-lection, on each crewman directly involved in an SMIwithin 32 hours of when the SMI occurs, unless preclud-ed by safety concerns directly related to the incident, inwhich case, as soon as the safety concerns are addressed.

How Mariners Comply & Submit to TestingNot unreasonably, the regulations also speak directly tovessel crewmen, stating in section 4.06–5 that any crew-man “directly involved in an SMI must provide a blood,breath, saliva, or urine specimen for chemical testingwhen directed to do so by the marine employer or a lawenforcement officer.” This section goes on to state, how-ever, if a crewmember does not wish do comply with drugand alcohol testing, they don’t have to, but they will faceconsequences: “refusal to provide specimens is a violationof this subpart and may subject the individual to suspen-sion and revocation proceedings under part five of thischapter, a civil penalty, or both.”

Devices, Sample Handling, Report SubmissionThe regulations, in section 4.06–15, describe how themarine employer must have a sufficient number of alcoholtesting devices and urine specimen collection and ship-ping kits aboard its vessels, unless the testing can be per-formed within two hours and obtaining the kits and col-lecting the urine specimen can be completed within 32hours elsewhere, presumably ashore. This section alsoexplains the technical specifications for testing devices. Section 4.06–20 details the drug and alcohol testing pro-cedures required for mariners directly involved in a SMI,while sections 4.06–40 and 4.06–50 provide instructionsto the marine employer on how to promptly ship themariner’s drug and alcohol test samples to approved labo-ratories, and adherence to chain of custody rules.After the SMI has been recognized and the crewmembersdirectly involved in it identified, tested, and sampled, sec-tion 4.06–60 explains how the marine employer shouldreport the drug and alcohol test results to the CoastGuard. The marine employer is required to use Form CG-2692B (Report of Required Chemical Drug and AlcoholTesting Following a Serious Marine Incident)(http://www.uscg.mil/forms/cg/CG_2692B.pdf ). Thissection also explains where to submit the form and testresults.

Civil Penalties for Failure to ComplyFailure to comply with the Coast Guard’s post-accidentdrug and alcohol testing regulations exposes the marineemployer and mariner to significant sanctions, includingcivil penalties and, if applicable, license suspension andrevocation proceedings. 46 C.F.R. § 4.06–70 states thatviolation of the drug and alcohol testing regulations sub-jects one to the civil penalties provided by federal statute,46 U.S. Code § 2115. Section 2115 informs that failureto implement, conduct, or comply with the drug andalcohol testing regulations exposes one to a civil penalty ofnot more than $5,000 for each violation, and that eachday of a continuing violation equals a separate violation.

MN

Fred Goldsmith, formerly general counsel of one of the coun-try’s largest tug operators, is licensed in Pa., W. Va., Ohio, andTexas, and practices admiralty & maritime, railroad, oilfield,personal injury, motorcycle, and insurance coverage litigationwith Pittsburgh-based Goldsmith & Ogrodowski, LLC(www.golawllc.com). Reach him at [email protected] or(877) 404-6529.

16 MN February 2011

TUTOR-SALIBA CORPORATIONContact: James Foster

818-362-8391

EM1068 Official # 534891 - 1021 net/Gross Tons -

Built 1928 in Oakland CA. LOA 258.5' - Beam 38'

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struction, raked bow and stern. 6" asphalt wear

deck with 3' steel fenced sides running port and

starboard. Barge is also outfitted with 2 Clyde two

drum waterfall winches. $300,000.00.

EM1163 - 125' x 34' x 9' Flat Deck Barge s/n

1065170 c/w 12 hatches, 4 bitts, 6 kevels, 25

degree raked bow/stern, stern w/skaggs.

$125,000.00.

18 MN February 2011

INSURANCE

At MOPS, we often encounter thepersistent misconception that licenseinsurance is really a product for deckand engineering officers working onlarger non-passenger vessels, and notreally necessary for USCG-licensedofficers serving on ferries, excursion

trips, dinner cruises, sightseeing or tour-ing vessels. Nothing could be further from the truth. Infact, with the significant growth of the passenger vesselsector and the number of licensed mariners serving aboardthose vessels over the past dozen years, a large percentageof the claims and other incidents we see are from officersin the passenger transportation business. The incidentsrange from the relatively routine dock allisions andgroundings to the more unusual, such as close encounterswith recreational vessels and passenger incidents, sadly,including suicides. The one common trait that all of theseincidents have, whether they be routine or unusual, is thatthey invariably trigger a Coast Guard investigation andthe need for the officers involved to defend their actions.And, without proper legal representation of their own, thelatter can become costly in more ways than one.

To illustrate the point, I selected two incidents from2010 involving officers serving aboard passenger vessels,and provide short case histories on how they were resolvedand at what final cost.

Case I: Don’t Go It Alone, Newport, R.I.This incident produced a couple of points to remember,

particularly when speaking with the Coast Guard or sub-mitting a written CG-2692 Marine Incident Report to theCoast Guard.

It was late summer when the captain of a high-speedcatamaran used for harbor and coastal tours wasapproaching a dock for the purposes of fueling his vessel.There were no passengers onboard at the time and, as thevessel approached the dock, the captain routinely placedthe throttle into neutral and moved from the center con-trol console position to the starboard control station.

At approximately 50 feet from the dock, however, he feltthe cat losing speed and “bumped” the throttle minimally

to maintain his heading. Unfortunately, his minor throt-tle adjustment caused the vessel to surge and, despiteimmediately pulling the throttle into full reverse, itjumped ahead and allided with the dock. Thankfully, thedamage to both catamaran and dock was minor, but whatfollowed could have ended badly. Thinking the incidentso minor, the captain decided to prepare and submit awritten CG-2692 Marine Incident Report without firstreporting the claim to his license insurer and speakingwith a maritime attorney who would have been assignedexclusively to him to provide counsel and/or defense.Consequently, in his submitted statement, he wrote: “Iwas unable to stop the vessel in time to avoid striking thepier with the starboard pulpit.”

A Red Flag Is HoistedUpon reading the honest, but incomplete, statement the

Coast Guard’s Investigative Officer concluded that “thestatement as written suggested negligence on the captain’spart.” Graciously, the USCG officer provided the catama-ran’s captain with an opportunity to explain more fullywhy he “was unable to avoid striking the pier.”

At that point, the suddenly concerned officer did finallyreport the incident to his license insurer and worked withthe experienced maritime attorney immediately assignedto him to prepare a Supplemental Statement. Once sub-mitted, the revised Statement persuaded the Coast Guardinvestigator to close his file without taking any furtheraction. Final paid defense costs: $1,200.

The lesson? Even when incidents appear minor, reportthem and, whether or not you have license insurance,review your written statement with a qualified maritimeattorney who is experienced in preparing such documents.While this minor case had a happy ending, if the investi-gating officer decided to play hardball to pursue a negli-gence charge based on the original 2692 submitted, thecatamaran’s captain could have been looking at the unpre-dictably high cost (routinely in the $8,000 - $12,000range) of defending his license in Suspension &Revocation proceedings. Remember — Assume the worst,report all incidents and consider exchanging unpre-dictable defense costs for a predictable annual premium.

Passenger Vessels

No Sanctuary from S&R ProceedingsBy Randy O’Neill

www.marinelink.com

Case II: What You Don’t Know Can Hurt You, Seattle, Wash.This sad case involved a popular West Coast ferry service and the appar-

ent suicide of a passenger who jumped overboard and drowned while thevessel was making its routine scheduled run. In this instance, the captain ofthe passenger ferry reported the incident immediately to the Coast Guard,local law enforcement authorities and his license insurer. While not a rou-tine marine incident, he correctly assumed that it would be best to have hisown legal representation for the multi-level investigation that was sure totake place. The assigned maritime attorney met the vessel’s captain at theferry dock after he returned from mandatory drug testing. He was thor-oughly debriefed, properly prepared and accompanied to his meetings withthe Coast Guard, local police and representatives from the regional medicalexaminer’s office. Certainly, interrogations he did not want to face unpre-pared and alone — even though he knew he did nothing wrong. The cap-tain testified directly and honestly, but was a bit unnerved when madeaware that the case was being treated as a criminal matter until proved oth-erwise by the sheriff ’s department.

Two Anxious MonthsThe victim’s body was quickly recovered and after almost eight weeks of

telephone calls, conferences and other correspondence exchanged betweenthe ferry captain’s attorney and the various regulatory and law enforcementauthorities involved in the investigation, it was concluded that this was atragic act by a troubled individual and in no way reflected negatively on theactions of the ferry’s captain and crew. Final paid defense costs: $5,200.

While both cases were somewhat atypical of what would normally beconsidered a “marine incident,” they reflect the different types of exposuresand increased scrutiny that officers serving aboard passenger vessels oftenencounter. And, as in all situations that threaten a professional mariner’slicense, livelihood and professional reputation, having an experienced legalrepresentative is always prudent.

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Coast Guard small boat and Staten Island Ferry.

20 MN February 2011

INLAND WATERWAYS

At press time, we await the release ofthe President’s FY 2012 budget thatwill provide an initial funding level forthe U.S. Army Corps of Engineers’Civil Works program for the year.Indications are that the Corps’ budgetwill be slashed significantly from even

last year’s reduced levels. This is not onlyproblematic for the Corps and its Civil Works mission,but for the nation overall as well.

America’s inland waterways are a precious resource andthe envy of the world because of the natural “water high-way” the waterways system provides for commerce.Modern lock and dam infrastructure is critical to U.S.competitiveness in the world market, to environmentalprotection, to energy efficiency, to the sustainment ofwell-paying American jobs and to congestion relief. Inlandwaterways transportation is a key component of the inter-modal transportation network, and is essential to ournation’s economy, environment, and our quality of life.

In addition to the Waterways Council’s work on CapitolHill and within the Administration to educate decision-makers about the value of this system and why it is worthinvestment, we have been traveling the country to talk toreporters and visit with newspaper editorial boards tobring attention to the importance of inland waterways

transportation and lock and dam infrastructure. The WallStreet Journal published an informative article about themaintenance challenges to our navigation system inDecember, and before that an article on dredging fundingchallenges near New Orleans. Positive editorials have mostrecently been published in the Paducah (KY) Sun, QuadCity Times, and the Des Moines Register.

While the media is opening its eyes to the importance ofour waterways system to the nation, we can only hope thatthe Administration and those in Congress will begin tounderstand and embrace this system that provides ournation with economic prosperity, jobs, and exports of ouragricultural products in the most environmentally friend-ly, fuel and cost-effective way.

On November 3, 2010, President Obama, discussingthe importance of exports to the nation’s economy said,“The most important contest we face is not the contestbetween Democrats and Republicans. In this century, themost important competition we face is between Americaand our economic competitors around the world.”

Monsanto TV and radio commercials have been high-lighting that nine billion people are expected to inhabitthe Earth by the year 2050. How will the world feed thosepeople? Grain and other agriculture products moved onour nation’s waterways for export comes to mind immedi-ately, but reliable infrastructure must be there to support

Waterways Council Inc.

Keeping Our Competitive EdgeBy Cornel Martin

www.marinelink.com MN 21

such volume.The Inland Waterways Capital

Development Plan, the comprehen-sive, consensus-based package of rec-ommendations that addresses theneed to improve the continued vital-ity of the U.S. inland navigation sys-tem, is a way to assure more reliableinfrastructure. It would allow thecompletion of navigation projects ontime, on budget and in a more effi-cient way than ever before so that theexport challenges now and in thefuture can be met. This plan wasdeveloped over a year-long period bythe Inland Marine TransportationSystem Investment Strategy Team,composed of key U.S. Army Corpsof Engineers personnel and membersof the Users Board. It is supported bymore than 200 stakeholders includ-ing members of the conservationcommunity, the U.S. Chamber ofCommerce, the National Associationof Manufacturers, industry shippersand users, energy companies, andmore. For a copy of the full reportand recommendations, and toendorse the plan, visit the WaterwaysCouncil’s web site (www.water-wayscouncil.org).

And while our nation takes its timeevaluating the importance of water-ways infrastructure, other countriesare marching ahead by developingand upgrading their own systems inorder to compete with the UnitedStates. In Brazil, for example, con-struction has just begun on two largehydroelectric dams at a cost of $15billion in the Western Amazonregion, the first of 24 dams plannedfor that area. We must as a nationlook beyond today at the challengesthat lie ahead and reinvest in water-ways infrastructure that keepsAmerica moving, keeps it strong, andgives it a competitive edge.

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OFFSHORE WIND SOLUTIONS

Here Be Dragons Medieval cartographers emblazed

uncharted and unexplored seas withthe warning “Here Be Dragons.” Theexistence of these mythical creatureswas debunked through exploration andknowledge. In business, the dragon isalso the unknown, and it can be slain

through the same methods used by explorers of old,namely through research into the business itself and bycareful planning. As some of us in the maritime industryprepare to set sail into the uncharted seas of offshore windenergy in the United States there are things to be kept inmind by both the maritime industry and wind parkowner/operators.

The first is the old saying “those who cannot rememberthe past are condemned to repeat it.” The second is twocompeting philosophies for new markets, (a) get by withwhat you have, and (b) develop solutions to address thenew market safely and efficiently which will serve for thelifecycle of the market. Ignore these things and the myth-

ical dragon will indeed become a reality. How can the emerging offshore wind energy companies

and maritime industries avoid unnecessary risk and slaythe dragon so we can all sail into the new energy market?One critical method is by immediately engaging andimplementing a Systems Engineering (SE) process for theoffshore wind parks. To be perfectly clear, the systemextends beyond the wind turbines.

I have talked to many people within the offshore windenergy industry and there is a significant disconnectbetween those who have learned the hard lessons of off-shore wind energy and those who are proposing to design,develop and operate the new systems within the U.S. Thisdisconnect may imperil both the emerging U.S. offshorewind energy developers and the maritime operations sup-porting them. Fortunately, this can be avoided through animmediate and robust dialogue between the stakeholders.

Offshore Wind Energy Support Vessels — A Critical Path

The first U.S. offshore wind projects are slated to comeonline in 2012. Designing and certifying purpose built

Offshore Wind &

Systems Engineering

By Jeffrey S. Pyle

Figure 1Basic OSWEV System Engineering Flow

Figure 2Offshore Wind Energy Design Interdependencies

www.marinelink.com

operations and maintenance vesselsfor these projects will take, at a min-imum, 18 months. Given this time-line, failure to initiate a cooperativedesign/build process now is quitesimply inviting failure. The imple-mentation of a SE approach to thedesign of support vessels will ensurethat failures are avoided and vesselsare designed and constructed toachieve the long-term objectives ofany enterprise, namely profitability.

I’ve even heard executives in theU.S. offshore wind market say, “thevessels will just be there.” They willnot “just be there” because theyhaven’t been designed, built, tested,let alone certified by the U.S. CoastGuard. Mariners and ship buildersknow this process is arduous and cantake years. That’s after the function-ality and sub-chapter designation ofthe vessel has been defined andaccepted. In the U.S., the basic spe-cialized fleet simply does not exist.Even if you bring the third genera-tion of European designs into a U.S.built fleet, this can take manymonths.

The quite understandable desire to“make do” is a dangerous route totake in the high-risk world of mar-itime operations. This fact is provenbeyond any doubt in Europe wheread-hoc or “vessels of opportunity”are shunned due to risk and ineffi-ciency. If the U.S. offshore windindustry is to succeed, the process ofdesign, construction and certifica-tion of Offshore Wind EnergySupport Vessels (OSWESV’s) mustbegin immediately. If U.S. windpark owners and developers do notaccept this premise and activelyengage with vessel builders and oper-ators then they are knowingly inject-ing significant risk into their ownprojects. If ship builders and opera-

tors fail to engage with wind parkdevelopers and operators then theyare willingly raising the specter ofunder-utilized, or worse, unsafe ves-sels.

What is systems engineering andhow does it apply to OSWESVdesign?

A good definition of SE comesfrom the U.S. Department ofTransportation. “SystemsEngineering is an interdisciplinaryapproach and means to enable therealization of successful systems. Itfocuses on defining customer needsand required functionality early inthe development cycle, documentingrequirements, and then proceedingwith design synthesis and system val-idation while considering the com-plete problem.” SE is an iterative,top down, hierarchical decomposi-tion of Concept of Operations(ConOps) and SystemRequirements.

The iterative process includes theparallel activities of functional analy-sis and requirements allocation.These flow into the system-leveldecomposition, and then throughthe major sub-system requirements,and finally to the Change Item.Success of this endeavor and verifica-tion of the validity of the require-ments is the responsibly of theSystems Engineer. Thus you can seethat the purview of the SystemsEngineer spans across all disciplinesand assets i.e. turbines, harbors,OSWESV, wind park constructionvessels, vessel crew, maintenancecrews, etc. This ensures that USCGregulations and wind park perform-ance obligations are met and that thevessels can be manufactured, main-tained, and operated within con-straints imposed by the vessel owner.This is accomplished by a step-wise

24 MN February 2011

process as depicted in Figure 1. It also serves to provide amethod of controlling “scope creep” and avoid unneces-sary complexity and cost.

Who should be involved in this process and when? With permitting underway and some offshore wind

park leases in place the maritime and offshore wind ener-gy industries have reached the cross roads. The time toengage in the development of the wind park system isupon us. Wind park owners, developers, OSWEV shipdesigners, ship operators, turbine manufacturers, andmaintenance crews must all begin to understand the interdependencies within the wind park system. This is thebeginning of Systems Engineering — the managementand the integration of requirements and limitations is thetask of the Systems Engineer. Why all these stakeholdersand importantly why now? It’s simple. Each of these seem-ingly independent tasks and physical assets do indeedaffect one another, even at the earliest stages of the effortto build wind parks.

Build turbine or offshore substation foundations with-out confirming that the design and operational parame-ters of OSWESV safely permit the transfer of equipmentand personnel at significant wave height or during iceconditions and the turbines and offshore sub stations willreceive ineffective maintenance. This interplay of designand ConOps must also consider the new deep-water fix-tures in development. If OSWESVs and larger construc-tion vessels are unable to operate cooperatively then con-struction costs will escalate. Some of the basic interdepen-dencies are depicted in Figure 2.

These issues can be avoided by developing ConOpsspanning the lifecycle of the system — performing func-tional requirement allocations and system requirements atthe outset and strictly applying the SE process through theentire design effort of the wind park. This requires thatevery stakeholder understand the basic goal of the largersystem and define their own requirements. The SystemsEngineers ensure that these requirements are cohesive,non-conflicting and provide the proper interfaces.

The Impacts of Systems Engineering The value of SE is traditionally measured through

impacts on cost, risk, schedule, and attainment of techni-cal objectives. This method will hold true for the offshorewind energy industry as well. Numerous studies havedeveloped widely accepted results proving that projects

failing to embrace the SE process saw a 50% probabilityof cost over run and only 34% of non-SE controlled proj-ects succeeded. Studies and project reviews also revealedthat projects that employed a more robust SE approachhave been able to shorten schedules by 40% or more, evenin the face of greater complexity. Furthermore, a study bythe Massachusetts Institute of Technology revealed thatprojects failing to utilize the SE approach met technicalobjectives only 45% of the time, 37% of the projectsfailed completely and 15% of technical objectives wereonly partially satisfied. It will be unacceptable for windenergy developers or maritime operators to have a 50/50chance of meeting budget, to have a 34% business successrate and have ships failing to perform 65% of the time.

ConclusionThe only proven way to control cost, meet schedule and

attain technical objectives is through a stringent applica-tion of the SE discipline and management of scope creepby project managers from the outset of projects. Ignoreearly adoption of the Systems Engineering process andface the dragons at your own risk.

MN

Jeffrey S. Pyle is the President of Seaway Navigation andTours. He holds an electrical engineering degree and hasworked on numerous U.S. Navy engineering projects includ-ing the Seawolf and LCS programs. He is an active Master ofNear Coastal vessels with more the 15 years of experienceacross the Great Lakes and Atlantic seaboard. Contact Pyle [email protected].

OFFSHORE WIND SOLUTIONS


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26 MN February 2011

The Viking Energy, an offshoresupply vessel propelled withWärtsilä dual fuel LNGengines.

Photo courtesy DNV


LNG POWERIs the time now?

Prospects for LNG power to make its way to the US inland, coastal waterways.

By Raina Clark

28 MN February 2011

The concept of LNG-powered towboats on the inlandwaterway has attracted the attention of companies likeShip Architects, power specialist Wärtsilä North Americaand classification society Det Norske Veritas (DNV).

“A new millennium class of river towboats will certainlygive very strong consideration to adopting natural gasbecause the emissions reductions and operating cost sav-ings represent a true win-win,” said John Hatley, VicePresident of Wärtsilä North America’s Ship Power divi-sion.

Wärtsilä was invited by Ship Architects, Inc. to cooper-ate on a new concept LNG towboat design. “ShipArchitects was looking at this unique opportunity for theinland rivers and contacted us,” Hatley said. The navalarchitect firm asked Wärtsilä if they would provide dataon their natural gas engines for the design.

“Of course we were very willing to assist them becausewe really believe that natural gas propulsion for marine isgoing to become a very exciting way forward,” said Hatley.“It’s a much cleaner fuel at the point of combustion so itcan achieve stringent future emission standards that theEPA is regulating in the years ahead.” Hatley said tradi-tional diesel fuel engines are finding it more and more dif-

ficult to comply with ever increasing emissions standardsand Sox (sulfur) maximums. LNG on the other hand,contains no sulfur.

Tony Teo is Business Development Manager for DNVAmerica North Maritime, an independent classificationsociety with objectives to safeguard life, property and theenvironmnent. Teo, based out of Houston, is responsiblefor the North America region and spends much of histime driving these types of LNG initiatives.

Tony Teo and John Hatley have been connected throughLNG power concepts in the industry for a while now.“I’ve known John for many years,” Teo said. “I’ve workedwith John on this kind of technology for, I’d say, at leastfive or six years already. Only now it’s beginning tobecome more popular because there is a price advantage ofLNG over low-sulfur fuel as well as various EmissionControl Areas (ECAs) coming up in various parts of theworld such as the Baltic and North America and otheremission control regulations on the horizon.”

The LNG Towboat Concept DesignJoe Comer is a naval architect and President at Ship

Architects, Inc. “A year and a half ago when everyone’sbusiness turned down, we looked for an opportunity to do

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Outboard profile of Ship Architects, Inc.’s LNG-powered towboat concept design.


some design work off the cuff thatmight be interesting in the future,”Comer said. So they put together anLNG towboat concept and submittedit to the Coast Guard and classifica-tion societies last December.

“Some of the issues are that thereare no applicable [LNG] regulationsfor the rivers.” But at this stage, hesaid, Ship Architects isn’t seeking clas-sification approval, but rather collect-ing input and comments fromexperts.

“All we have in their hands at thispoint is a general arrangement.”

The concept design features a 150 ftlong, 4,000 horsepower vessel.“There had been a lot of discussionon how, and even if, you could carrythe fuel,” Comer said. Because thefuel tank would need to be larger forthe same range, Comer said, therewas talk of putting it on a bargepushed by the vessel. But ShipArchitects’ concept design includesthe fuel tank onboard the vessel. “Themid-body of the boat is dedicated tofuel storage to get the capacity that weneed,” Comer said. “The fuel storagearea is isolated from the engine roomand berthing areas.”

While the LNG towboat conceptdesign is the same length as a tradi-tional river vessel, its 50-ft beam is alittle wider than average. The 14-fthull is also deeper than traditionaltowboat hulls (usually at 12.5 ft).These dimensions accommodate thelarger fuel tank which allows the ves-sel to maintain the traditional 1,200mile range, or a trip from NewOrleans to St. Louis.

As far as LNG power, Hatley said“Wärtsilä can provide a wide range ofengine sizes and power that are par-ticularly well suited to the require-ments of [inland towboat] vessels.With the new Wärtsilä 20DF enginecomplimenting the larger power of

the 34DF duel fuel engines we canencompass virtually all the powerneeds of the vessels that would ply theinland rivers and our coasts.” Thesedual fuel engines burn natural gas andcontrol the combustion process witha less than one percent mixture ofdiesel as a pilot fuel.

Norway & DNV: The First LNG-Fueled Vessels

“This propulsion system has been inexistence for about 10 years now inNorway,” said Teo. “Our rules werewritten in parallel with the prototypevessel, called the Glutra (a ro/ro pas-senger ferry). Today there are about21 [LNG-fueled] vessels in Norway,

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30 MN February 2011

mostly ro/ro passenger ferries, some offshore supply ves-sels and several patrol crafts. There are also two containervessels under construction, intending to use LNG as fuel.The concept has also expanded to, and is feasible for, con-tainer ships and oil tankers on fixed routes. The Quantumand Triality are two concept designs for container shipsand oil tankers that were initiated by DNV.”

DNV’s rules for LNG vessels are titled “Gas FueledEngine Installations” and the latest updates were made lastyear. The rules cover fire safety; electrical systems; control,monitoring and safety systems; compressors and gasengines; and also manufacture, workmanship and testing.

“Since we are dealing with liquefied natural gas, ofcourse safety is a concern here. In the rules it addresseshow to handle the safety features like having gas detectors,having proper ventilation, location of the LNG fuel tank,piping systems and so forth. For example, in the engineroom you would have a double door, what we call an airlock, versus a normal engine room. The air changes for theengine room would be in the order of 30 air changes perhour,” Teo said.

“These are all consistent with the International GasCode which governs the design of LNG carries. Gas fuelengines are not new. For many years now there have beenLNG carriers using LNG as a fuel for their boilers whichproduce steam to drive their propellers. Nothing new,except that this is the first time we are trying to introduceit to smaller inland and coastal vessels in the U.S.”

A fleet of purpose-built towboats will be required to

bring LNG to the inland waterways, because, as Teoexplained, “it is difficult to retrofit.” An LNG fuel tankneeds to be 1.7 times larger than a diesel fuel tank tomaintain the same vessel range. “It’s difficult to find theextra 70%, especially for the brown water fleet where theyare smaller vessels. But if you’re talking about a tanker, itis not difficult because you can put the tank on the deck,or on a container ship you only need to sacrifice a fewcontainer spaces. So it depends on the vessel type. But forsmall vessels it is difficult, simply because of space con-straints, unless you consider putting it on the barge, forinstance, in the case of an articulated tug/barge arrange-ment.”

LNG Meets Emissions: Widely Available, Costs LessAs Hatley puts it, there are five driving factors pointing

to LNG for inland waterways vessels. They include threeEPA mandates, an abundant domestic supply of shale gasand the comparatively low price of LNG.

“There are three major regulatory standards coming intoeffect,” Hatley said. “The Emissions Control Area (ECA)tightens emissions standards within 200 miles off ourcoasts and forms a bubble encapsulating our heartlands,our rivers, the great lakes, all major areas of the UnitedStates. That comes into effect August 2012.”

Second, the EPA has a continuing strategy of ever tight-ening engine emissions standards and finally, EPA’s fuelstandards in regards to SOx (sulfur) content are morestringent and coming on faster than global requirements.

Teo, DNV“Only now it’s beginning to become more popularbecause there is a price advantage of LNG over low-sulfur fuel as well as various Emission Control Areas(ECAs) coming up in various parts of the world suchas the Baltic and North America and other emissioncontrol regulations on the horizon.”


Teo said that with LNG, “green house gases are reducedby around 20%, NOx is reduced by about 80%, and SOx(sulfur) is completely eliminated, and so is particulatematter. So you get very clean air coming out.”

As a result of regulations calling for more low-sulfurfuel, the low-sulfur diesel supply is being squeezed. As afurther consequence, Hatley said, “natural gas is a bargaincompared to diesel. Because of its abundance of supplyand a lack of market demand the prices are soft and willremain so for quite a long time.”

“The shale gas paradigm shift brings an abundance ofnatural gas to the U.S markets. Some experts say we havemore than a couple centuries of supply.” What’s more,Hatley said, the areas where this natural resource is found,“are along the internal corridors right where a lot of ourriver traffic exists today.”

Teo agreed, saying “we found that LNG as a fuel is actu-ally more suited for short sea shipping, which is inlandwaterways and coastal vessels, because of the availability ofthe fuel in the U.S.”

“There are nine terminals all over the U.S. coast fromAlaska to the Gulf Coast to the East Coast. … On top ofthat, there are more than 100 peak shaving plants all overthe U.S. continent.” Peak shaving plants convert naturalgas to LNG and typically sell the fuel during winter tocater to the high point of the demand cycle.

While presenting their LNG towboat concept design tothe industry, Comer said he received feedback from oilcompanies who reported that setting up LNG refuelingstations along the inland waterways would not present aproblem. The fuel is truckable and small storage could beestablished on land or on barges up and down the rivers.

Hatley, Wärtsilä“A new millennium class of river towboats will certainlygive very strong consideration to adopting natural gasbecause the emissions reductions and operating costsavings represent a true win-win.”

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32 MN February 2011

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LNG & Public PerceptionTeo said he knows the public has concerns about

LNG. “I’ve seen the days where there were a lot ofplans to build terminals and the public said ‘not in mybackyard.’ But this is a totally different issue alltogether. We’re dealing with a smaller scale. The pub-lic was concerned about gas clouds if there was arelease of LNG.” But in the case of LNG-fueled ves-sels, Teo said, if there was a release, the cloud woulddissipate easily. “It is not easy to ignite LNG. InNorth America, LNG is often mistaken for LiquidPetroleum Gas (LPG), which has a lower flash point.”

“In Norway they had the same problem. They wereconcerned about public perception. They started withthe Glutra, and after a while they found that it wasactually very safe and also much cleaner.” Today, Teosaid, Norwegian’s prefer to ride on the ferries whichare propelled by LNG because it helps them reducetheir own carbon footprint. “So now there is widepublic acceptance in Europe. I hope the same goes forthe U.S. market.” Teo also said that over the past 50or more years, LNG transportation and storage hashad a safe record without any human casualties.

Hatley sees LNG as increasing the environmentaladvantage that U.S. marine transportation alreadyoffers as far as emissions levels. “If our society trulyhas enduring values for lower emissions, sustainabili-ty and minimal carbon footprint, these society prefer-ences will assure the long term future of marinecargo.” Hatley sees marine transportation growingslightly more than our GDP in the future “because,where appropriate within the logistics supply chain,marine will take a little bit more from rail and truckbecause it will still be the most efficient. And particu-larly in the future, if we see goods in our stores withlabels saying ‘this many grams of CO2 were expendedto carry this product to you,’ that transparency willillustrate the importance of marine transportation.”

MN

Reining in federal spending is more than a pocketbookissue for marine companies and exporters who fear theiroperations will be slowed and stuck in the mud because ofless money for dredging on the lower Mississippi Riverthis year. With fewer dollars in hand, the U.S. ArmyCorps of Engineers — the agency responsible for dredging— could struggle to maintain normal operations fromBaton Rouge and New Orleans south.

This year, the Corps says it can't count on supplemen-tal, emergency funds that it received from Congress in thepast to fill out its dredging budget. And the Corps may nolonger be able shift money from other projects to meetdredging needs.

River pilots, exporters, U.S. grain growers and othershave weighed in on the matter. A group of national grain

associations, along with exporters Cargill, Inc. and BungeNorth America, sent a Dec. 14 letter to the Army Corpsstating their worries that the agency won't be able totransfer funds within its budget. They asked that theCorps' money be shifted to dredging as needed. Thegroup also warned that fewer funds for lower Mississippidredging could hamper President Obama's goal of dou-bling U.S. exports by 2015.

Chris Bonura, spokesman for the Port of New Orleans,said “we've been closely following federal dredging-budg-et issues.” He explained that President Obama's budgetallocated $63 million to the Army Corps to operate andmaintain the lower Mississippi in all five deepwater portsin fiscal 2011. Bonura said that in recent years, however,the average price tag for dredging in the lower river was

Exporters Fret over Fewer Funds for

Lower Mississippi DredgingBy Susan Buchanan

Funding made available through the American Recovery and Reinvestment Act was used to dredge the New Orleans Harbor. The oper-ation will continue 24/7 until complete.

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$104 million. “We and members of the dredging com-munity met with Major General Michael Walsh of theU.S. Army Corps' Mississippi Valley Division, in earlyDecember,” Bonura said. In that meeting, Walshexplained that given the tighter, federal budget, theCorps can't assume that supplemental appropriationswill be available this year. Walsh also said that it may notbe possible for the agency to transfer funds from otherprojects to dredging and that the agency's projects mayhave to live within their limited, fiscal 2011 budgets.

The $63 million that the Corps is allocated for lowerMississippi dredging in fiscal 2011 is, in fact, 10% morethan in 2010. The region's actual dredging costs topped$110 million in fiscal 2010, however, according to theCorps. The agency was able to use Congressional emer-gency supplements and money from other areas in itsown budget to make up the difference.

According to the Corps, $85 million in funds arerequired in an “average river year” to dredge the

Cutterhead Dredge EW Ellefsen works along the MississippirRiver's Southwest Pass.

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Southwest Pass, New Orleans Harbor, crossings betweenBaton Rouge and New Orleans, and the Head of PassesDisposal Area. That total doesn't include any infrastruc-ture expenses. So in an average year, routine dredgingcosts $22 million more than the $63 million allotted inthe fiscal 2011 budget.

“Without additional funds, channel dimensions interms of widths and depths could be reduced, requiringnew restrictions on navigation and possibly slowing traf-fic,” Bonura said. “That could affect our exports of grains,petrochemicals and other products to foreign customers.”

Bonura said Louisiana's Congressional representativesare actively engaged in the dredging-budget issue and haverequested more funding. Exporters and marine companiesview dredging on the lower Mississippi as a necessity notan option. For now, however, the matter remains in limboin Washington. Barry Holliday, executive director of tradegroup Dredging Contractors of America, said “we are notsure when Congress will resolve the fiscal year 2011Energy and Water Appropriations for the Corps' CivilWorks budget.” He said indications are that a full-yearcontinuing resolution could be used for the 2011 federalbudget and “that may not offer much hope of gettingadditional funding for the Corps program.” Continuingresolutions, enacted by Congress, provide temporary

authority to keep federal agencies running. Holliday said that prior to fiscal 2011, “the Corps' budg-

et held basically flat for several years.” Congress was ableto modestly increase funding for some portions of theCorps' Civil Works budget, but funds for operations andmaintenance — which fall within Civil Works and coverdredging — barely rose. In past years, mid-yearEmergency Supplemental Appropriations from Congressto meet weather-related demands and national defenseneeds resulted in additional Corps funding, he said. Butsupplemental funding cannot be banked on this year,given political pressures to reduce the deficit.

Meanwhile, politicians and those engaged in river trafficwonder if the dredging-budget shortfall could be met withrevenues from the federal Harbor Maintenance Tax leviedon shippers based on the value of goods moved throughports. The tax is placed in a trust fund intended for main-tenance dredging of federal navigation areas, but only halfof its revenues have been used for harbor maintenancerecently while the rest has gone to other federal expenses.The fund has a multi-billion dollar surplus now.

Rep. Charles Boustany (R., La.), in January introduceda bill in the House of Representatives requiring that all,harbor-maintenance tax receipts be used solely for thatpurpose.

The U.S. Army Corps of Engineers’ dredge McFarland was called to perform emergency dredging operations in the Southwest Pass ofthe Mississippi River.

36 MN February 2011

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Funding Shortfalls Could AffectChannel Depths and Widths

Steve Jones, navigation managerfor the Mississippi Valley Divisionof the Army Corps in Vicksburg,Miss., said in fiscal year 2011 “wemay not be able to take funds fromother areas, like lock and damrepairs, for dredging as we did in thepast.”

He continued, saying “when theriver is high, especially in the spring,we have increased shoaling or siltingand need to dredge. Budgeted fundsmay be insufficient to fully maintainthe deep draft in the river.” TheCorps controls the permittingprocess for river dredging, alongwith project planning, design andcontract administration.

A 45-foot deep channel is normal-ly maintained by the Corps fromGulf of Mexico north to BatonRouge for deepwater vessels, Jonessaid. Above Baton Rouge, the chan-nel is nine feet and requires the useof barges. Midwestern grains andother commodities are transferredfrom barges to ocean ships any-where from Baton Rouge south.

“We have thirteen, river crossingsbetween New Orleans and BatonRouge, where the channel needs tobe 45 feet deep and 500 feet wide toaccommodate larger ships,” Jonessaid. “With less funding, we maynot be able to maintain the 500-footwidth.”

“And because of less dredging,traffic or navigation may have tomove to one-lane restrictions attimes, adding hours to trips of largeships that have high, operatingcosts.” Any restrictions, he said,would be decided by river pilot asso-ciations and the U.S. Coast Guard.

Great Lakes Dredge and Dock’s dredge Texas.

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When Sediment Builds, the Corps Must Be Able to Respond

The Mississippi carries over a hundred million tons ofsand, silt and other sediment from the interior U.S. tosouth Louisiana annually, said Ancil Taylor, vice presidentat Bean Dredging LLC in Belle Chasse, La. The river isthe largest in North America, and drains about half of theContinental U.S. landmass, carrying water and sedimentsouth. “Rainfall, northern snowfall and major weatherevents, like the current La Niña, influence river levels,which are generally highest from January to April — peak-ing in April,” he said. Sediment can build when the riveris high. “Shoaling conditions can change quickly, and theArmy Corps needs to be able to respond to them rapidly,”Taylor said. “Dredging demand is highest in southLouisiana in the late winter to early summer, and thentails off through the fall.” Most of the Army Corps' dredg-ing work is contracted to private companies.

Taylor said three main types of vessels — dustpans, cut-terheads and hoppers — are used to dredge the lowerMississippi. Dustpan dredges remove loosely compactedmaterial at rapid, shoaling sites. Operating at high pro-duction rates, dustpans pump material to river locationsoutside of the navigation channel. Cutterhead pipeline

dredges can excavate most materials, and then pump themto sites along the river or to distances from the water. Self-propelled, hopper dredges typically remove thin banks ofmaterial and can carry sediment long distances.

All three types of dredges are used to maintain a deep-draft channel through the Southwest Pass in PlaqueminesParish, La., connecting New Orleans and Baton Rougewith commerce in the Gulf. Maintenance of theSouthwest Pass is one of the Corps' biggest dredgingexpenses.

Before 1900, the Mississippi transported about 400 mil-lion tons of sediment yearly from the U.S. interior tocoastal Louisiana and the Gulf. But because of re-engi-neering of the river, riverbank fortification and controlson soil erosion, sediment reaching Louisiana is now lessthan half of what it was a century ago.

In the next few years, demand for government dredgingfunds is slated to grow as channels in U.S. East Coast andSoutheast ports are made 50 feet deep to allow mega-shipsto unload their cargo following modernization of thePanama Canal. Containerized cargo traffic at those U.S.ports will increase after the Canal's expansion is completein 2014.

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One advantage of hopper dredges such as the Wheeler is that it does not have toremain stationary while working. This mobility allows the vessel to work in high-traffic areas.

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Port Supply OffersPropspeed Coating

Port Supply, the wholesale divisionof West Marine, in Watsonville,Calif., offers a coating system calledPropSpeed that inhibits marinegrowth while improving perform-ance. With Propspeed, marinegrowth of any kind, including barna-cles, mussels, tubeworms, thin slimeto hairy and leafy algae are sloughedoff the bottom of a vessel with move-

ment. Propspeed can be applied topropellers, thruster wheels and grid-coolers.

www.portsupply.com

Mercury Marine’s NewQuicksilver ThunderboltPropellers

Mercury Marine introduced theQuicksilver Thunderbolt line ofpropellers for Volvo PentaDuoprop drives (DPS). TheQuicksilver Thunderbolt is madein the U.S. at Mercury Propellersinvestment casting foundry inFond du Lac, Wis. Performancegains are driven by theThunderbolt’s cutting edge four-blade front propellers coupled witha three-blade rear propeller.

“For this system, we made thefront propeller a four-blade forsuperior holding and acceleration,”said Dirk Bjornstad, brand manag-er for Mercury Propellers. “As itturns out, the system is also fasteron the top end as well.”

The Quicksilver Thunderbolt isavailable in seven options from a19 to 28 pitch. It also featuresMercury Marine’s proprietary pro-peller alloys providing superiorstrength while offering the corro-sion resistance required to stand upto freshwater and saltwater appli-cations.

www.mercurymarine.com

Volvo Penta offers comprehensiverange of SOLAS approved engines(M.E.D. and US Coast Guard) forfast life and rescue boats. The rangecomprises three base engines, with noless than 14 output options from 110to 435 hp, all of which are in-linediesels with common rail and the lat-est in electronic management forsterndrive, inboard and water jetpropulsion. The SOLAS range con-sists of the D3, D4 and D6 engines,all featuring the very latest in tech-nology with common rail, 4-valvesper cylinder and supercharging withaftercooler. The SOLAS engines arebased on standard engine design witha SOLAS kit mounted and tested infactory before delivery to boatbuilders. The kit includes a shut off

valve for crank case ventilation and atilt switch, to be mounted on theengine room bulkhead.

The new D3 is the smallest in therange with an in-line 5-cylinderarrangement, 2.4 liter displacementand very low weight – only 260 kgbobtail. It is also equipped with avariable diameter turbo that gives theengine massive torque throughoutthe speed range. D4 is the in-line 4-cylinder model with a full 3.7 literdisplacement. This large swept vol-ume provides the basis for solid per-formance, further enhanced by turboand – on the high power model – alsomechanical compressor. D6 is the in-line 6-cylinder version of the D4,with all the same features in a largersize and 5.5 liter displacement.

Volvo Penta: 110-435 hp SOLAS Engine Range

40 MN February 2011

Tidewater Selects ABS Nautical Systems ABS Nautical Systems has been selected by Tidewater

Inc. to trial its fleet management software. Tidewaterwould be replacing an internal system with ABSNautical Systems’ fully integrated softwaresuite to help manage its principal opera-tional functions including maintenance,vessel-initiated requisitions and relevantregulatory requirements. Tidewater willimplement several modules from ABSNautical Systems’ software suite NS5,including maintenance & repair, drydock-ing, on demand reporting and web based ves-sel drawings, to name a few, as well as interfacesto its current and future ERP solutions. Following a suc-cessful pilot phase, the modules will be installed in aphased approach on approximately 185 of Tidewater’svessels over the next year.

Edoc: Workboat Compliance and Safety CommitteeIn response to a growing need for an enhanced com-

pliance and safety management solution (SMS)specific to the work boat industry, EdocSystems Group Ltd., developers of HelmMarine Operations software, is chairing asafety advisory board. The goal of theboard will be to gain input and consensusfrom operators, educators and regulatorsto build a widespread software solutionunique to the work boat industry. Edoc willdevelop the SMS software, called Helm SafetyManager, concurrent with the findings of the board.Edoc has already signed on Blessey Marine Services ofHarahan, La., to implement Helm Safety Manager tomanage their SMS activity.

“Blessey and Edoc have worked together for five yearson all our Helm modules,” said Bill Reid, President atEdoc Systems Group. Along with Blessey several other

Edoc clients have expressed interest in adopting thenew Helm Safety Manager. “While Helm Safety

Manager can be operated as a stand-aloneproduct, it is especially valuable for ourexisting clients as it can easily integratewith our other Helm modules,” said Reid.

The Safety Advisory Board will be com-prised of experts in safety and compliance

from the workboat industry.

SeaKits Delivers to Fire Island Ferries SeaKits has released version 3.0 of its Marine

Maintenance System (MMS) Fleet Solutions providingexpanded functionality for work boat fleets, includingpassenger, tow and service vessels. MMS Fleet SolutionsV3.0 provides port engineers, maintenance managers andcompany executives with fleet-level visibility of all

planned and corrective maintenance activities includ-ing maintenance schedules/forecasts, work orders

and inventory levels. MMS Fleet Solutionsleverages cloud computing and is availableas software-as-a-service, requiring no localIT infrastructure or support. SeaKitsrecently signed a contract to provideturnkey implementation of MMS Fleet

Solutions to Fire Island Ferries (FIFI) in BayShore, N.Y. FIFI is one of an expanding num-

ber of passenger vessel fleets implementing theCoast Guard’s Streamlined Inspection Program (SIP),

a cooperative program between the Coast Guard and thepassenger vessel industry that provides an alternative totraditional inspection regimes.

Market Report

Software SolutionsThis month, MarineNews reviews the latest developments from a number of vessel and fleet management and compliance andsafety software solution providers including ABS Nautical, Edoc, SeaKits, MarineCFO and CEACT.

MV Pat Voss

Fire Island Belle

Enterprise Version 3.0Today’s global work boat market

changes with rapid-fire frequency,especially in the area of regulation. Itrequires management to respond withcritical decisions to keep the organiza-tion competitive, on pace and incompliance. MarineCFO announcedits latest product release, Enterprise3.0. Enhanced features includeimprovements in inland tow manage-ment and tow diagram synching,addition of multiple billing/invoicingmanagement for different markets,improved management of employeemiscellaneous pay, new security man-ager, new integration manager, inte-grated online product help andimprovements to the console frame-work to support client customiza-tions.

Another area of focus forMarineCFO has been cloud comput-ing. MarineCFO Live! offers users theability to have a robust technologysolution that requires only MicrosoftInternet Explorer to operate. Thereare no internal IT requirements,other than access to the internet.

CEACT’s: Towtracker Web PortalCEACT Ltd and the German com-

pany Herberg Engineering havelaunched a new web portal(www.towtracker.com). "We see agrowing demand on combined shoreand ship-based solutions," said GregDunkle, CEO of CEACT Ltd. "Moreand more boats have an Internet con-nection via satellite or 4G communi-cation now. We make use of this newsituation and provide innovative toolsto make daily work easier, aboard andashore."

The new CEACT/Towtracker solu-tion allows the automatic exchange ofinformation from ship to shore. With

an Internet connection CEACT isable to report position, speed, courseas well as detailed tow information toTowtracker automatically, even theposition of different barges and theirdimensions within the tow are trans-mitted.

Via a password-protected portal, allauthorized Towtracker users can viewinformation relevant to them bymeans of a near real-time positiondisplay.

The solu-tion includesa schedulemanager forcalculating routesand schedules on U.S.waterways. Users aboard can calculateroutes through the different locks andrivers. With a mouse click, the soft-ware calculates ETAs and ETDs tak-ing into account lock delays and dif-ferent average speeds.


Image: Marine CFO

42 MN February 2011

Kvichak Launches M/V Defender V

Kvichak Marine Industries, Inc.recently launched and completedsea trials for M/V Defender V, anew design all-aluminum foil assist-ed catamaran. Designed by KvichakMarine, this 57.8-ft vessel can beused as a fast response patrol boat,survey boat, crew boat or generalwork boat. The Defender V is pow-ered by twin Scania DI12 69Mmarine diesel engines rated for 691bhp at 2,300 rpm. The engines arecoupled to ZF 360A transmissionsthat drive Michigan propellers. Intrials, the Defender V achieved aflank speed of 30+ knots. The vesselfeatures a very large aft work-deckwith tie-pockets, a 2,200 lb SWL A-frame with hydraulic drum winchand a side mounted davit with 500lb SWL winch. The A-frame canfacilitate launch and recovery ofskiffs/ROVs and can accommodatean over-height 20-ft long by eight-ftwide container loaded on the aftdeck.

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Specifications:Length, o.a.................................................57.8 ftBeam, molded............................................20.7 ftDraft (approx.) ..............................................2.8 ftWeight, fullload .....................................70,000 lbsFresh water ..............................................150 galFuel capacity ..........................................1,200 galSpeed (full load).....................................30+ knotsNorthern Lights .............................12kW generatorFuruno radar ...............................with chart plotterFood.............................................Complete galley

Two Jensen Maritime-designed tug-boats, the Elizabeth B and Beverly B,were commissioned into the E.N.Bisso & Son Inc. fleet in December.The tugboats, which measure 96 ft inlength and 34 ft in beam, are the fifthand sixth hulls of this class of tug toenter service with Bisso. These Rolls-Royce US205MK2 Z-drive tugs arepowered by twin Caterpillar 3516-CSeries II main engines that produce atotal of 4,000 bhp, driving SchottelASD propulsion units, and are fittedwith a Markey hawser winch forwardand a Markey capstan aft. These workboats are the latest in a line of tugsthat Jensen has designed for EasternShipyard, which built the tugs inPanama City, Fla. Since 2001, 17tugs of this class have entered servicewith a variety of operators and can be

seen on the water from Galveston,Texas, to Portland, Maine. Installedpower for this class of tugs has rangedfrom 4,000 to 6,000 bhp, with bol-lard pulls in excess of 75 short tons.

Specifications:Length . . . . . . . . . . . . . . . . . . . . . . .96 ftBreadth . . . . . . . . . . . . . . . . . . . . . .34 ftDepth . . . . . . . . . . . . . . . . . . . . . .14.8 ftTonnage . . . . . . . . . . . . . . . . . . .194 GTLight draft . . . . . . . . . .12.3 ft amidshipsLoaded draft . . . . . . . . . .15 ft amidshipsConstruction . . . . . . . . . . . . . . . . . .Steel

Capacities:Fuel . . . . . . . . . . . . . . . . . . . .31,280 galPotable water . . . . . . . . . . . . .67,000 galLube oil . . . . . . . . . . . . . . . . . . . .560 gal

Two Tugboats for Bisso

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TradeWinds Towing announced theaddition of the Challenger to its fleet,a former Seabulk tug. The 3,800 bhptug was built in 1976 by AlliedShipyards. The Challenger wasrecently deployed on an endurancetow to southern Chile until earlyFebruary. The Challenger and the300-ft by 100-ft heavy deck barge,Marmac 300, will be available to pickup cargo from the west coast ofSouth, Central or North Americaafter that and will be available againin the U.S. Gulf the first half ofMarch.

Dimensions:Length, o.a. . . . . . . . . . . . . . . . . . .110 ftBreadth . . . . . . . . . . . . . . . . . . . . . .31 ft Draft . . . . . . . . . . . . . . . . . . . . . . .13.5 ft GRT domestic . . . . . . . . . . . . . .196 tons

GRT Int’l . . . . . . . . . . . . . . . . . . .344 tons Range 32 days towing, 60 days utility work Berthing . . . . . . . . . . .6 cabins, 10 berths

Propulsion:Main engine . . . . . . . .2x Caterpiller 3516 Horsepower . . . . . . . . . . . . . . . . . .3,800 Bollard pull . . . . . . . . . . . . . . .90,000 lbsMarine gears . . . . . . . . .2x Reintjes 6.8:1 Propellers . . . . .Four-blade stainless steel . . . . . . . . . . . . . . . . . . . . . .Kort nozzles . . . . . . . . . . . . . . . . .Shaft brakes towing

TradeWinds Adds Tug to Fleet

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Geo Shipyard DeliversM/V Hoover & Truman

The crew boats Hoover andTruman, a pair of 36-ft catamarancrew boats, were built for AxxisDrilling Company to service theirinland and near shore drilling rigs.The vessels were designed byMorrelli and Melvin Design &Engineer inggroup in LongBeach, Calif.The boatshave seatingfor 13 passen-gers. The seatswere built andfurnished byS t e r l i n g sUpholstery inNew Iberia,La. The afttwo seat backson the port side fold down to forma day bed for the captain to restbetween trips. The vessels have tworoof top HVAC units for comfortand are powered by a Kohler 5 kWgenerator. The vessels electronicspackages are a Furuno 1834, 10-inch color radar and GPS unit, aGarmin GPS unit, a Furuno depthsounder, a FLIRS night vision cam-era, a Ritchie compass, two Perko10-inch spot lights and two IcomVHF radios. The vessels are USCGcertified for lakes, bays and soundsfor 13 passengers. The vessels aresurrounded with aircraft tirebumpers.

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Specifications:Length, o.a. ................36 ftBeam..........................12 ftDepth ...........................3 ftDraft ..........................2.7 ftMain propulsion ..2x Mercury .......................300 hp eachPropeller ................Mercury Generator .........Kohler 5 kWSpeed...................36 knotsFuel capacity...........400 galPotable water capacity30 galPassenger capacity ........13Crew................................1Cargo capacity .....3,000 lbs

Kvichak Marine Industries hasrecently delivered a 30-ft rapidresponse oil skimmer fitted with aKvichak/Marco Pollution ControlCL-1 Filterbelt oil recovery moduleto Administração do Porto de Sines(APS), Portugal. This is the secondskimming vessel fitted with theKvichak/Marco Filterbelt in the APSresponse fleet. The first was deliveredin 1976 and is still in service.Construction of the skimmer wassupervised at Kvichak Marine inSeattle by representatives of APS. Thevessel was delivered early — less than10 weeks from contract execution.The Kvichak 30-ft rapid-responseskimmer is a shallow-water capable,near shore skimming vessel and is ide-ally suited for use on oil spills inwaterways, bays and harbors. The all-aluminum skimmer is easily trailered.

Powered by twin 60-70 hp outboards,the skimmer is capable of a responsespeed of over 17 knots and has arecovered oil capacity of 1,000 gal-lons.

Specifications:Length . . . . . . . . . . . . . . . . . . . . . .30.3 ftBeam . . . . . . . . . . . . . . . . . . . . . . . . .8 ftFreeboard . . . . . . . . . . . . . . . . . . . .2.5 ftDisplacement . . . . . . . . . . . . . . .7,000 lbsOutboard engines . . . . .2x 60 hp, 4-strokeFuel capacity . . . . . . . . . . . . . . . . .35 gal

Skimmer Delivered to Portugal

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In December 2010 another towboatwas added to the fleet of HigmanMarine Services’ subsidiary, HigmanBarge Lines.

As with many earlier boats the M/VBaffin Bay was built by Hope Servicesof Dulac, La. But this boat is one ofthe newly designed and larger 78 by34-ft vessels. Hull number 174 fromHope’s yard is also the 36th vesselfrom Hope Services for Higman.

The boat continued the long estab-lished practice at Hope Services ofinstalling a pair of 38-liter Cumminstier II compliant KTA38 engines eachrated for 1,000 hp at 1,800 rpm. The

engines turn into Twin Disc540 gearswith 6.14:1 reduction. The two 85kW generator sets are powered byCummins 6BTA engines.

Baffin Bay Delivered to Higman

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44 MN February 2011

Posted on MaritimeProfessional.com

Early returns suggest that the loss of key maritime advo-cacy lawmakers and the paucity of commercial savvy onthe federal level are serving to marginalize the domesticwaterfront and energy sectors. It wasn’t too long ago thata former key official in the previous administrationadvised me that the problem with today’s version of thefederal government and legislative arms isn’t the lack ofpassion to get the job done right. Instead, I was told, theissue is directly related to the lack of business expertise atkey federal appointee levels and in congress itself. In thehaste to scour the “lobbyist culture” from Washington pol-itics (an effort that has failed miserably), we’ve also quitepossibly thrown the baby out with the bathwater.

In the New Year, missteps on key transportation, infra-structure and energy policy are truly a bipartisan effort.For the maritime community, at least, the old rock-and-roll refrain remains the same: Meet the new boss; same asthe old boss.

Slightly Off Course: Getting the traffic off the roadsRep. John Mica (R – Fla.) started 2011 off moving in the

right direction and then veered well off-course when heannounced goals to lessen highway wear-and-tear and bydefault, highway trust fund (HTF) spending on pavementrepair that is the most obvious byproduct of that abuse.The newly installed chairman of the House Transportationand Infrastructure Committee wants to move auto andcommercial truck traffic off the nation’s highways — aposition that mirrors that of Transportation Secretary RayLaHood, who also advocates shifting traffic to other tran-sit modes.

Predictably, the smart strategy of reducing road mainte-nance as a way to get more out of the already challengedHTF budget isn’t popular with the trucking lobby. That’sunderstandable. This time, however — and unlike the lipservice that LaHood at least gives to shortsea funding —Mica’s proposals make little or no mention of the water-front. Instead, he hopes to solve the problem by divertinga greater share of traffic onto the railways. In this case, Ihave to agree with the folks at the American TruckingAssociation. This is a bad idea if it exclusively involvesbeefing up rail infrastructure to the detriment of every-thing else. Instead of looking to the possibility of improv-ing ferry connections to alleviate worsening commutetimes for motorists, the Florida Republican’s attention has

been diverted to a proven loser; the auto train service run-ning from — you guessed it — Florida to Washington,DC. So much for addressing those pesky pork projects….

No New Drilling: * sigh *On the bulletin board in my office, I keep a tattered gas

station receipt close at hand (and in plain view) for thosetimes that I think I might do something stupid withoutthinking first of the downstream consequences. Thereceipt details 20.019 gallons of self-serve regular unlead-ed gasoline that I pumped, at $4.199 per gallon, onSeptember 28th 2008. I waited all night in line at my localgas station, my car running on fumes, for the privilege ofpaying more than $84 for a tank of fuel. You may remem-ber (or not) that mid-Atlantic gasoline shortages came inthe wake of a couple of Gulf Coast hurricanes that inter-rupted offshore oil production, refinery capacity and yes,supplies from two major petroleum product pipelines.

Earlier this month and roughly at about the same timethat the 800-mile, 600,000+ barrel-per-day Trans AlaskanPipeline System was experiencing its latest leak and associ-ated interruption in service, Representative Pallone (D-NJ) introduced the No New Drilling Act of 2011 (Icouldn’t possibly make this name up), which predictablyhopes to “amend the Outer Continental Shelf Lands Actto prohibit the leasing of any area of the outer ContinentalShelf for the exploration, development, or production ofoil, gas, or any other mineral.” I don’t think that languagerequires any amplification on my part.

It is bills like HR 261 — and a similar effort (HR 264)introduced by Rep. Thompson (D-Calif.) to permanentlyprohibit oil and gas leasing in areas off the coast ofCalifornia — that defy logic also at the same time thatcrude oil prices have eclipsed $90 per barrel and keep onmoving north. Predictions of $4.00 regular unleaded gaso-line prices this summer might spur some much neededdomestic conservation by U.S. consumers. Maybe that’swhat it will take. On the other hand, preventing oil explo-ration interests from finding new sources of energy ishardly the way to help bridge the gap between a petrole-um dependent economy and the future of cleaner andgreener energy. At least, not from where I am sitting.

In the News: Pilots and PiratesAccording to the piracy watchdog group International

Maritime Legislative Report Card


Maritime Bureau, pirates seized a record 1,181hostages on 53 vessels in 2010. The numbers repre-sent the highest ever recorded since the center startedmonitoring these types of attacks in 1991. With mostof the attacks occurring off the lawless coast ofSomalia, the statistics only serve to underscore (a) theimpotence of the expensive, ongoing Internationalresponse, (b) the growing importance of private secu-rity solutions for the world’s commercial fleets and (c)the need to find a lasting solution ashore in Somalia,where a functioning government has not existed since— you guessed it again — 1991. I have never been afan of arming merchant mariners to fend off pirateattacks, but faced with these appalling numbers, I am(ever so slowly) warming up to the proposed practice.Actually, I would be far more comfortable with armedsecurity details for vessels traveling in harm’s way. But,at what ultimate cost to the global supply chain? Notto be confused with pirates — except perhaps wherethey earn movie star wages for transits of less than 2.5miles on two reciprocal courses, using bowthrustersand three tugs — pilots everywhere earn their feesand then some. Nowhere is this truer than in Bostonwhere, at long last and only after years of trying, localharbor pilots won a well-deserved rate increase.Signed by Massachusetts Governor Deval Patrick inthe nick of time as the latest legislative session cameto an end, the rate increase ends an arduous andsometimes rancorous 10-year process that threatenedthe safety and viability of the most important nicheport in the U.S. Northeast.

Excerpt from a post on MaritimeProfessional.com by Joseph Keefe

Brazilian Offshore Subsea Lab The Brazilian government and Navy are considering an

ambitious plan for launching an offshore subsea lab to belocated at the limit of the country´s territorial waters andbeyond the farthest pre-salt play. The idea is to place anoceanographic lab at Brazil´s most remote maritime fron-tier, in order to have a continuous presence and dominatean area in which hidden natural riches go beyond the pre-salt layers. At the limit of the continental platform, around350 nautical miles (648 km) from the coast, the potentialfor mineral reserves under the seabed is considered to bevery high. This is not only a government project but also amilitary matter, which will involve government agencies,the Brazilian Navy, and Brazilian private companies. Thisstrategy is already reservedly approved by the new Braziliangovernment. Other than research, it would also serve as adeterrent to foreign nations wishing to control the SouthAtlantic. The location and project for the fixed platformwhich would support the lab are still in the planningstages, with the next stage being to determine costs anddeadlines for building the equipment. Other than envi-ronmental safety research, development of naval technolo-gy and biotechnology research, there is also to be anunderwater observatory, which would have images avail-able to the public through the internet. There is still fearthat foreign nations will eventually try to take over theBrazilian pre-salt, which has potential for discoveries tosurpass 150 billion barrels of reserves, and would catapultBrazil into one of the greatest oil producers in the world,on par with Venezuela and Middle East producers.

Posted by Claudio Paschoa to MaritimeProfessional.com

46 MN February 2011

VT Halter Appoints Laborde asBoard Director

VT Halter Marine, Inc., a sub-sidiary of VT Systems, Inc., appoint-ed Cliffe F. Laborde to its Board ofDirectors. Laborde is owner and co-manager of Laborde Marine Services,LLC and Laborde BrothersCrewboats, LLC. Laborde previouslyheld the position of Executive VP,General Counsel, and Secretary toTidewater, Inc. until June 2007.

Grove Appointed Chief TechnologyOfficer, ABS

ABS appointed Todd Grove asChief Technology Officer (CTO).Grove will report to ABS Presidentand COO Christopher J. Wiernickiand be based in the society’s head-quarters in Houston. Grove, a 28-year veteran of ABS, has served asPresident and COO of three ABSoperating divisions — Europe, Pacificand Americas. He also has served asDirector, Energy ProjectDevelopment and Manager, OffshoreEngineering.

Gilliam VP Sales & Chartering,Crowley Petroleum Services

Crowley Maritime Corporation haspromoted Tucker Gilliam to vicepresident of sales and chartering forCrowley's petroleum services team.Gilliam joined Crowley in 1998.Most recently he worked in the com-pany's labor relations department asdirector of marine crewing and devel-

opment, and from 2009 to the pres-ent, served as general manager,Dominican Republic/Haiti, forCrowley's liner services team.

Nickless VP Finance & Planning,Crowley Shipping & Logistics

Crowley Maritime Corporationpromoted David Nickless to vicepresident of finance and planning forCrowley's shipping and logistics busi-ness line. Nickless joined Crowleymore than 20 years ago and sincethen has held various positions intrucking, finance and managementreporting, including manager of busi-ness planning, and most recently,director of corporate planning.

Anderson Director of SSQE at Crowley

Crowley Maritime Corporationnamed Ketra Anderson director ofsafety, security, quality and environ-mental (SSQE). Anderson beganworking with Crowley when sheserved as a freight trafficmanager/office manager for theBethel, Alaska-based KuskokwimTransportation Co., which had jointbusiness ventures with Crowley. Mostrecently, she held the position ofmanager of SSQE for Crowley.

Jensen Maritime ChangesJensen Maritime has appointed

Johan Sperling vice president respon-sible for profit and loss, operationsand personnel of the company and

Jonathan Parrot as vice president ofnew design development.

Both will remain domiciled atJensen's headquarters in Seattle.Sperling is a nine-year Jensen veteranand one of the company's formerowners.

Mustang Survival Names CEOJim Hartt, former Mustang Survival

Chief Operating Officer, is now thecompany’s CEO. Bob Askew, formerMustang Survival President and ChiefExecutive Officer will becomeMustang’s Chairman to its newlyformed advisory board.

Juettner Ops Manager Alaska,Global Diving & Salvage

Global Diving & Salvage, Inc.announced the advancement of JohnJuettner to Operations Manager,Alaska Region.

Juettner has been in the commercialdiving industry, in Alaska for the past17 years. He has worked in opera-tional support and as a DiveSupervisor, for the past seven years.

Jennifer Kuhn joins CBMMJennifer Kuhn of Seattle, Wash. has

joined the Chesapeake Bay MaritimeMuseum (CBMM) in St. Michaels,Md. as a shipwright apprentice.During her one-year apprenticeship,Kuhn will primarily work on therestoration of the Museum’s bugeye,the Edna E. Lockwood.

Laborde Grove Gilliam Nickless

PEOPLE & COMPANY NEWS

Anderson Sperling


The Glosten Associates Get New President,Employees

The Glosten Associates, a Seattle naval architectureand marine engineering consulting firm, announcedthat the Board of Directors elected John L.R. Edgar,III, as President. William L. Hurley, Jr., having servedas President since 2001, will serve as Chairman of theBoard. Edgar, a graduate of Webb Institute of NavalArchitecture, joined Glosten in 1988. During BillHurley’s tenure as President, Glosten doubled in sizeand expanded into international markets. In addition,Kenneth R. Lane, PE, has joined the firm as Directorof Production Services.

Fernandez Joins HMS Global Maritime

HMS Global Maritime has hiredMark Fernandez as GeneralManager of the Oklahoma CityRiver Transit operation. Fernandezwill oversee and manage OklahomaRiver Cruises’ three-vessel operationalong the seven-mile stretch of theOklahoma River. HMS GlobalMaritime has been contracted torun the service since 2007 by the Central OklahomaTransportation and Parking Authority.

Construction Begins on W&D Hull 101

Washburn & Doughty Associates, Inc. of East Boothbay,Maine began construction of a 93-ft by 38-ft, 6,000 hp Z-Drive tug for Moran Towing Corporation of New Canaan,Conn. Washburn & Doughty is building the vessel to itsnewest in-house design based on the yard’s previous 92-ftby 32-ft design, of which there are 22 tugs in operation.The increased length and beam will allow for increasedhorsepower while maintaining the maneuvering character-istics and handling capabilities. The tug will be poweredby two MTU M63L16 cylinder series 4,000 main engineseach rated at 3,000 bhp at 1,800 rpm. The propulsionunits will be Schottel model SRP 1515 FP drives,equipped with stainless steel propellers measuring 2,600mm and nozzles lined with stainless steel. Bollard pull isanticipated to be 70 mT ahead and 66 mT astern. The tugwill feature a machinery alarm system assembled by FirstElectric Motor Services and built from Siemens compo-nents. The vessel will be outfitted with two John Deeremodel 6068TFM76, Tier II emissions certified 1,800 rpmmarine engines providing 99KW, 120/208 VAC, three-phase power. Under normal conditions one generator willbe on-line for ship’s service and the other will be on stand-by. The vessel will be equipped with a Markey DEPC-48electric hawser winch forward and a Markey CEWC-60electric hawser capstan aft. Bow fendering will be twocourses of cylindrical fender up high along with soft loopand wing type sub fender below.

Approximate tank capacities:Fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40,000 galFuel oil overflow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3,300 galMain engine lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1,000 galGear oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175 galHydraulic oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175 galCoolant holding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105 galGray water/treated sewage . . . . . . . . . . . . . . . . . . . . . . . . . . . .2,200 galPotable water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4,000 galBallast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15,000 galDirty oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1,000 gal

Parrot Juettner Kuhn

Hurley Edgar Lane

Fernandez


Certified Marine InsuranceProfessional Seminars

LIG Marine Managers’ sister com-pany, LIG Educational & ConsultingServices, in conjunction with theInternational Institute for MarineInsurance Studies, announced the2011 CMIP Seminar Schedule forthose working towards earning theCertified Marine InsuranceProfessional (CMIP) Designation.The designation is designed foragents, brokers, CSRs, insurancecompany personnel, underwriters orother insurance industry professionalswho wish to expand their knowledgeof commercial marine insurance. TheCMIP Designation requires atten-dance at four 2.5-day seminars andpassing an exam at the end of eachseminar. The first of the 2011 CMIPSeminars, “Fundamentals of MarineInsurance,” will be held in Tampa,

Fla. April 13-15, 2011. Topicsinclude marine general liability,hull/P&I, cargo and USL&H/JonesAct. The second of the 2011 CMIPSeminars, “Commercial MarineInsurance,” will be held in SanFrancisco, Calif. September 12-14,2011. Topics include marine generalliability & CCC exposures, advancedhull insurance, advanced cargo insur-ance and pollution. Visitwww.IIMIS.org to register.

Todd Shipyards Contract forUSCGC Polar Star

The U.S. Coast Guard has awardedTodd Pacific Shipyards Corp. a$16,008,228 modification to previ-ously awarded contract HSCG85-09-C-6BX667 in support of USCGCPolar Star's (WAGB-10) reactivationsince being in "caretaker status" near-ly four years. According to a release,

repairs and alterations performedduring the planned dry-dockingavailability of the icebreaker are in thethird phase of the cutter's overhaul.The contract modification providesfor the alteration and repair of ship'ssystems, engines and shipboardequipment. The work will be accom-plished at Todd Pacific's Seattle ship-yard beginning immediately, and isexpected to be complete in July 2011.

Great Lakes Shipyard ReceivesSafety Award

Great Lakes Shipyard, received the2009 – 2010 Industry Leader SafetyAward from the Signal MutualIndemnity Association. This is thesecond time in recent years that theGreat Lakes Shipyard was chosen toreceive this award because of theiroutstanding safety performance withno “lost time” accidents.


Great Lakes Shipyard, Cleveland,Ohio, will perform deck repairs to theNautica Queen. The 124 ft longNautica Queen was built in 1981 andis home-ported in Cleveland, Ohioon the west bank of the flats. TheNautica Queen can accommodate upto 400 passengers in the two encloseddecks and the observation deck onthe top of the ship. Great LakesShipyard’s order book now includesorders for construction of two new70-ft aluminum research vessels forU.S. Geological Survey’s Great LakesScience Center, a new 3,200 hpHandySize tug, two floating restroombarges for the U.S. National ParkService, the drydocking of the USGSresearch vessels Grayling andSturgeon and several specialized pon-toon construction projects.

Nautica Queen at Great Lakes Shipyard for Repairs

50 MN February 2011

Derelict Ship ContaminantsContained on Columbia River

Contracted by the owner of the SSDavy Crockett, a former WWII U.S.Navy Liberty Ship, Ballard Diving &Salvage completed the required cleanup of contaminants that posed immi-nent threat to the environmentaccording to the U.S. Coast Guard.After significant structural failure, anAdministrative Order by the CoastGuard to the owner was issued forimmediate action. Ballard Diving &Salvage’s response included confinedspace teams and commercial dive

teams as well as remote underwatervehicles with sonar to locate and eval-uate all sources of oil on and withinthe vessel. The SS Davy Crockett is442-ft in length and was constructedin 1942 and is currently located nearCamas, Wash. on the ColumbiaRiver.

Omnipure Series 55 ReceivesUSCG Certification

Omnipure Series 55 marine sanita-tion treatment systems from SevernTrent De Nora have received finalcertification from the United StatesCoast Guard (USCG) to theInternational MaritimeOrganization’s MEPC.159(55) efflu-ent standards. Certification by theUSCG involves testing environmen-

tal standards such as shock and vibra-tion above and beyond IMO require-ments. The Omnipure Series 55 tech-nology utilizes an electrolytic treat-ment process, combined with electro-coagulation to both treat wastewaterand provide sanitary solids for han-dling. The Omnipure electrolyticprocess generates an oxidant fromseawater to effectively disinfect bio-logical wastes. The OMNIPURESeries 55 systems can accommodatetreatment capacities up to 598 per-sons for black water and up to 197persons for black and gray water.

Harbor Guard Boats DeliversDefender 2628

Medina International Holdings,Inc. through its wholly owned sub-sidiary Harbor Guard Boats, Inc., hascompleted the sale of a Defender2628 dive rescue boat to PrinceGeorge's County Fire Department,Md.

HB Rentals Gets Eagle FordContract & New Facility

Onsite accommodation specialist,HB Rentals, a Superior EnergyServices company, has opened anadditional facility in Texas and hasbeen awarded a one-year contract toprovide onsite living quarters withoffices for four rigs operating in theEagle Ford shale play in South Texas.The additional facility is located inLaredo, Texas and was added to sup-

port customers working in the EagleFord shale region. The facility willhave accommodations, communica-tions equipment and auxiliary equip-ment on site as well as the certifiedtechnicians and staff to deliver, installand maintain the equipment. HBRentals’ recent contract in the EagleFord shale region includes wheel-mounted trailers, the installation ofwater systems with pressure sets,sewer systems with pumps, portabletoilets, generators, mud rooms andVSAT communication systems.

Rustibus Rebrands ItselfFor more than 30 years Rustibus

went under the name DalseideShipping Services and provided theshipping industry with its patentedchain drum de-scalers. As part oftheir rebranding, their offices inAntwerp, Singapore and Houstonhave changed their name to Rustibus.Rustibus is now looking to enter theindustrial tool market with a new110V model of their hand held series.The R35 is ideal for removing heavyrust and old coatings in marine andcommercial applications. Rustibusalso plans to reintroduce their pipeseries.



SEAaT Welcomes International Paint

SEAaT (Shipping EmissionsAbatement and Trading) announcedthat International Paint Ltd. hasjoined the group as an associatemember. SEAaT and its members callfor a reduction in emissions fromshipping using technological as wellas operational methods facilitated byan emissions trading scheme.

New York State Canal Corp. onHudson River PCB Project

The Canal Corporation commendsGeneral Electric’s decision to contin-ue their participation in the impor-tant environmental clean-up of theUpper Hudson River and ChamplainCanal. Unfortunately the project stilldoes not address the navigationalneeds of the canal, which could notbe dredged for the past 30 years dueto the contamination in the water-way. If the work plan does notchange, at the end of the project infive to seven years the navigationchannel will still be clogged withabout 80% of the PCBs that are inplace today. The Canal Corporationand nearly all of the municipalitiesbordering the waterway believe nowis the most cost-effective time toaddress navigational needs.

110-Year-Old Ship to BecomeFloating Health Clinic

Christina DeSimone, President andCEO of Future Care, Inc. and thefounder of the People Reaching OutFoundation announced support ofThe Chauncy Maples Project, LakeMalawi’s first mobile health clinic.Through this support and that ofother organizations, the M/VChauncy Maples, a 110 year old shipand the oldest floating ship in Africa,will be used to treat Malawians livingaround this 350 mile lake.

SNAME announced its call forpapers for its 2011 annual meetingNovember 16 – 18, 2011 inHouston, Texas. Papers are welcomewhich aim to advance the art, scienceand practice of:• Naval architecture and

marine engineering• Ship construction and operation• Ocean engineering• Offshore technology• Other marine-related fields

Other general areas of interestinclude:• Environmental considerations• Human factors• Lifecycle engineering• Marine economics

• Material technology• Pipelines and risers• Regulatory issues• Renewable ocean energy• Safety and stability• Structures and hydrodynamics• Subsea technology• Transportation systems

SNAME Annual Meeting & ExpoExtended abstracts due: Jan 31,

2011Abstracts accepted: March 1, 2011Submit to: [email protected]

Ship Production SymposiumExtended abstracts due: March 1,

2011Abstracts accepted: June 1, 2011Submit to: [email protected]

2011 Annual SNAME Meeting & Call for Papers

52 MN February 2011

Beier Radio2605 N. Concord Rd.Belle Chasse, LA 70037 www.beierradio.com Betty Batestel: 504-341-0123fax: 504-340-4690email: [email protected]: Systems integrator & project man-agementProducts: Integrated control & dynamic posi-tioning systems, intergrated bridge systems,engine controls & monitoring, alarm & moni-toring, steering systems, communications,custom consol

Bernie Wagenblast Voice Services1 Aberdeen Ct.Cranford, NJ 07016-2911 www.bwcommunications.net Bernie Wagenblasttel: 908-447-6456email: [email protected]: Recorded voice applicationsincluding telephone, web and public addresssystems.

Comark Corporation93 West St.Medfield, MA 02052 www.comarkcorp.com Tersa Chobottel: 508-359-8161fax: 508-359-2267email: [email protected]: Designer and manufacturer of high-performance, ruggedized computer solutionsfor the military and mobile marine markets

Consilium Marine US Inc.4370 Oakes Rd., #721Fort Lauderdale, FL 33314 www.consilium.se tel: 954-791-7550email: [email protected]: Supplier of fire and gas detection,navigation and emission monitoring systemsfor ships, property, transportation and the oil& gas industryProducts: Fire detection, gas detection,emission monitoring, opacity, oil mist detec-tion, radar, ECDIS, speed log, IBS, VDR andmore

David Clark Company, Inc. www.davidclark.com Dennis Buzzell tel: 508-751-5800; email:[email protected]

Dorn Equipment Corp.27 Upham St.Melrose, MA 02176 www.dornequipment.com Matthew Flynntel: 781-662-9300fax: 781-665-0180

email: [email protected]: Manufacture and wholesale of elec-trical fittings used on naval vessels and inother marine applicationsProducts: Nylon stuffing tubes and packingassemblies, misc marine electrical items perMIL -DTL-2726, MIL-S-24235, MIT-T-24381,MIL-S-19622, ASTM F1836M-09

Edoc Systems Group Ltd.306.1208 Wharf St., Victoria, BC V8W 3B9 Canadawww.edocgroup.com tel: 250-960-1991 ext. 113email: [email protected]: HELM marine operations software

Engine Monitor, Inc.191 James Dr. WestSaint Rose, LA 70087 www.emi-marine.com Shane Faucheuxtel: 504-620-9800fax: 504-620-9801email: [email protected]: Steering, alarm monitoring,propulsion control, EOT, shaft tachometer,navigation light panels, meters, etc.

Ensil Technical Services761 Cayuga St.Lewiston, NY 14092 www.ensil.com Louis Koikastel: 800-265-0009fax: 800-565-5329email: [email protected]: Electronics engineering servicesProducts: Design, repair, modifications, testof electronic circuit boards and assemblies

ETS10655 Richmond Ave. Suite 170Houston, TX 77042 www.ets-houston.com Russell Mortontel: 713-722-9697fax: 713-722-9699email: [email protected]: Positioning systems and bridge elec-tronicsProducts: EZNav DP support software,bridge system interfaces, GPS FOG andRLG gyros, bridge watchstander alarm, highaccuracy velocity measurement system,custom positioning systems

FLIR Systems, Inc.27700 SW Parkway Ave.Wilsonville, OR 97070 www.flir.com Lou Rotatel: 978-901-8128fax: 978-901-8885email: [email protected]: Navigate safely in total darkness with

FLIR’s all-weather thermal imagersProducts: Voyager II, M-Series, Navigator II,First Mate

Furuno USA, Inc. www.Furuno.com tel: 360-834-9300 email: [email protected] Descr: World leader in marine electronics Products: Radar, Fish Finders, Sonar, GPS,Chart Plotters, GMDSS, Communications,Autopilots, Marine Software, AIS and more.

Global Navigation Software Company5026 West Point Loma Blvd.San Diego, CA 92107 www.globenav.com Pete Palmertel: 619-225-0792email: [email protected]: Produce navigation software for PC& Pocket PC computersProducts: NavPak and MapSetup

International Marine Systems, LLCP.O. Box 1389Gray, LA 70359 www.chouest.com/InternationalMarine Chuck Freemantel: 985-872-9002fax: 985-972-9004email: [email protected]: Radar, automation, steering sys-tems, dynamic positioning

Jeppesen Marine 55 Iverness Drive EastEnglewood, CO 80112 jeppesen.com/marine Valerie Krumholz tel: +1 303 328 6105 Email:[email protected]: Jeppesen Marine is a provider ofglobal navigational services Products:Electronic Navigational Charts (ENC), PaperCharts, Digital Publications, WeatherService, Weather Routing, Vessel andVoyage Optimization Services (VVOS)

Koden America, Inc.22757 72nd Ave. S., E-102Kent, WA 98032 www.kodenamerica.com Gleb Tchaikovskitel: 888-607-2327 ext. 1fax: 888-607-2327email: [email protected]: Type approved radars, GPS,sounders, AIS, monitors

L-3 Klein Associates, Inc.11 Klein Dr.Salem, NH 03079 www.L-3Klein.com Deborah Durgintel: 603-893-6131fax: 603-893-8807

DIRECTORY: MARINE ELECTRONICS


email: [email protected]: Side scan sonar, multi-beamsonar, waterside security solutions and inte-grated bridge systems for navigation

Mackay Marine, Division of MackayCommunications921 Seaco Ave.Deer Park, TX 77536 www.mackaycomm.com tel: 281-479-1515email: [email protected]: 120+ year provider of marine com-munications & equipment; Complete line ofmarine electronics & service; 40+ brandsfrom 14 U.S. locations, plus MackayPanama & Rotterdam & 90+ Intl AgenciesProducts: Navigation electronics (radar,bridge, GPS, instrumentation, plotters),satellite comm, below-decks, safety &marine service

Marine Technologies, LLC (North America)1111 Decker Drive Mandeville, LA 70471 Phone: 985-951-7771 www.marine-technologies.com Today MT produces and deliver typeapproved DP systems of all IMO classes, aswell as less complex DP and Joystick solu-tions. Furthermore, by utilizing the corecompetences of our staff, MT now producesIntegrated Bridge Systems (IBS) fully com-pliant with IMO regulations and appurtenantstandards (e.g. IEC, ISO).

Master Marine Electronics281 Jilguero St.San Juan, PR 00926 www.mastermarineelectronics.com Charles J. Masterstel: 787-731-6888fax: 787-731-6889email: [email protected]: Sales, service and installation ofmarine electronics

Nautical Control Solutions, LP15534 West Hardy Rd., Ste 100Houston, TX 77429 www.fueltrax.com Robert Blakeneyemail: [email protected]: Marine engineering and servicesProducts: FuelTrax marine fuel managementand bunkering system

OceanView Technologies1181 South Rogers Circle, Boca Raton, FL 33487 www.nightboating.com tel: 954-727-5139email: [email protected]: Night-vision camera manufacturerProducts: Night-vision cameras for naviga-tion, surveillance and safety

OPDAQ Systems53 St.-German WestRimouski, QC G5L4B4 Canadawww.opdaq.com Aurem Langevintel: 418-727-5753email: [email protected]: Marine systems manufacturerProducts: Ship performance monitoring sys-tems

Prime Mover Controls Inc.3600 Gilmore WayBurnaby, BC V5G 4R8 Canadawww.pmc-controls.com Michael Combstel: 604-433-4644fax: 604-433-5570email: [email protected]: Marine propulsion controls, inte-grated machinery alarm and control sys-tems, tank level monitoring, engine ordertelegraphs, navigation light controls, hard-wired mimics

Prism Systems, Inc.200 Virginia St.Mobile, AL 36603 www.prismsystems.com Todd Hasseltel: 251-341-1140fax: 251-341-1166email: [email protected]: Systems integration, marine engi-neering, machinery controls and automa-tion, softwareProducts: Prism Systems VesselManagement System

Puget Sound Instrument Company, Inc.2612 Pacific Highway East - Unit A1Tacoma, WA 98424 www.psicompany.com/marine-electronics/Richard Harttel: 800-826-2907fax: 253-922-2650email: [email protected]: Marine electronics sales and serviceProducts: Radar, GPS, AIS, Chartlotters,ECDIS, SatCom, GMDSS

PYI Inc. - Seaview12532 Beverly Park Rd.Lynnwood, WA 98087 www.pyiinc.com tel: 800-523-7558fax: 425-355-3661email: [email protected]: Seaview electronics mounting solu-tionsProducts: Seaview instrument pods andmounting solutions for radar, Sat TV andvision systems

Raymarine, Inc.21 Manchester St.Merrimack, NH 03054 www.raymarine.com Jim McGowantel: 603-881-5200fax: 603-864-4756email: [email protected]: Marine electronics for vessels 25 to100 ft in lengthProducts: Multifuction displays, GPS, chart-plotters, radar, sonar, autopilot systems,VHF radios, satellite TV systems

SeaBand Satellite Communications 5970 S.W. 18th St., Boca Raton, FL 33433 www.seabandsat.com James B. Massialas - President & CEOtel: 561-843-8542email: [email protected]: Maritime VSAT and maritimesecurity tracking products

Skymira, LLC167 Cherry St. #430, Milford, CT 06460 www.skymira.com Roy Lundtel: 203-987-3336 ext. 805email: [email protected]: Turn-key wireless business solutionsfrom cellular to satellite tailored to the wayyou operateProducts: Inmarsat, SkyTerra, Skywave,Iridium, EMS Satcom, Hughes, Thrane &Thrane, Wideye and Sierra Wireless

Whiffletree Corporation Inc.P.O. Box 27Bridgton, ME 04009 www.whiffletreecorp.com George E. Larivieretel: 207-647-3300fax: 207-647-3700email: [email protected]: Marine safety electronics distributorProducts: GME,EPIRBs, PLBs & entertain-ment systems. Seven Stars AIS & SARTS

ZF Marine Electronics, LLC12125 Harbour Reach Dr. Suite BMukilteo, WA 98275 www.ZF-Marine.com Hans Thompsontel: 425-583-1900fax: 425-493-1569email: ZF-Marine.comDescr: Pneumatic & electronic propulsioncontrol systemsProducts: SmartCommand, MiniCommand,CruiseCommand, MicroCommander,ShaftBrakes

DIRECTORY: MARINE ELECTRONICS

54 MN February 2011

The Patterson YoYo Winch Performance Marketer Patterson

Manufacturing introduced the Yo-Yowinch series designed to make ratch-ets obsolete. According to Patterson,the contained spring coil virtuallyeliminates injuries due to rope mem-ory as well as fouling of wire rope onthe winch drum. The Yo-Yo winchrequires little or no re-tighteningwhile the barge is underway and thepatented double-dog design makesfor easy maximum line tensioning.

www.pattersonmfg.com/yoyo

Foul Weather GearPort Supply, the wholesale division

of West Marine, has expanded its lineof technical and uniform apparel forindustrial settings. Third Reef foulweather jackets and bibs are designedfor freedom of movement usingbreathable yet waterproof fabrics,allowing crew to work in comfort,longer. Offered in sizes small through3X and 4X sizes, they provide a singleconvenient source to cover everyonein the team. All apparel can be cus-tomized with embroidery and silk-screening to professionally brandyour organization.

www.portsupply.com

ARMOR Rugged Mobile Computer DRS Technologies’ Tactical Systems

Group unveiled the ARMOR ruggedmobile computer, the ARMOR X7compact tablet. The small mobilecomputer is designed for those tasksthat require connectivity, hand-heldmobility, ease of use and the durabili-ty to support all-weather operations.The ARMOR X7 is certified to MIL-STD-810G for extremes in tempera-ture, vibration, shock and drops. It ishighly resistant to dust and moisture,earning an IP65 rating for ingressprotection, while providing a 7-in.sunlight readable touch screen dis-play. It includes a range of connectiv-ity options such as Gobi 2000WWAN, Bluetooth wireless, integrat-ed GPS and 802.11 a/g/n WiFi, at aweight of only 2.8 lbs.

www.drsARMOR.com.

3340 Color MultiFunction DisplayOffshore Systems introduced the

compact Offshore Systems 3340Color MultiFunction Display, a95mm sq screen unit with a high res-olution sunlight readable bright fullcolor display for showing data fromall ships tanks, DC sources and ACsources. Connects to the NMEA2000

network with a single cable, whilefunction selection is fully flexiblewith user selectable screen layouts.The 3340 MultiFunction Display canaccommodate up to 16 each of fueltanks, fresh water tanks, grey watertanks, black water tanks and oil tanks.

Maritime Simulators A Dynamic Positioning (DP)

Operator Training Facility, featuringan extensive simulator suite devel-oped by Kongsberg Maritime wasopened in Northbridge, WesternAustralia. Owned and run by theAustralian Maritime College (AMC),the new facility is positioned to servethe growing Western Australia oil &gas business from its centre in Perth.The Kongsberg Maritime simulatorinstallation at the new AMC facilityin Perth includes the K-POS BasicDP Trainer for classroom arrange-ment, complete with 4 DP Modelsand the K-POS Advanced DP Trainerwith Instructor Station and dualredundant DP control system com-plete with 4 DP models.

www.maritime-simulation.kongsberg.com

PRODUCTS

ARMOR Rugged Mobile Computer

Port Supply Foul Weather Gear

3340 Color MultiFunction Display


PRODUCTS

Digital Yacht AISnet Puts AIS data on WebDigital Yacht introduces AISnet, its shore-side AIS net-

work receiver. When connected via its Ethernet connec-tion to the Internet it makes AIS targets available on avariety of AIS viewing sites. AISnet uses the same digital,dual channel receiver used across the entire Digital YachtAIS range. The unit installs by connecting to a normalbroadband router/Internet connection via a patch cableand it comes with configuration software.

www.digitalyachtusa.com

Aquatic AV Digital Media PlayerAquatic AV’s waterproof multi-function marine digital

audio/video media player can be installed onboard whereother systems can’t. The new IP-4 rated thin digital mediaplayer can be flush mounted on almost any flat surface.The unit incorporates full iPod/iPhone, USB andSirius/XM tuner user interface ability and can transmit viaRF all user interfaces with up to four compatible, flush-mounted controllers. Optional waterproof (IP-66) two-way floatable handheld wireless remote has a 50 ft. range.

www.aquaticav.com

Nauticomp New Genesis Series DisplaysNauticomp introduced its new Genesis series water-

proof, sunlight readable, multi-functional displays. Thedisplays offer a cost effective, rugged solution suitable forall environmental conditions. A slim case design allows forinstallation in tight spaces. Efficient LED backlight tech-nology reduces power draw at all levels. The displays comein 15 and 19-inch models with two inputs (DVI & VGA).They are built to IP67 waterproof standards, feature

bonded glass optically enhanced for clarity, scalable reso-lution up to SXGA, extended temperature range on the15-inch model and optional touch screen.

www.nauticomp.com

B&G Launches Zeus Multi-Function DisplaysB&G introduced its new multifunction navigation dis-

play, Zeus. The display offers full integration with GPS,broadband radar, AIS, weather, entertainment and digitalswitching. The new Zeus system has an ultra-bright, sun-light-viewable display, fast chart redraw speed and amenu-driven user interface. The B&G Zeus system pro-vides GRIB weather-file display and animation, alongwith true wind speed and direction and barometric pres-sure. Users can also scroll through forecasts to plan navi-gation consistent with conditions.

www.bandg.com

Beijer Electronics iX HMI Panel & Industrial PCsBeijer Electronics introduced its new iX HMI panels

and industrial PCs. The iX Panels feature IP66 light-weight aluminum construction and include iX runtimesoftware. The series offers both keypad and touchscreenmodels. The iX Panel Pro and iX Panel Pro Nautic seriesfeature industrial class C2D CPU performance and rele-vant nautical certifications. Multiple communicationports and expansion slots provide numerous options fornetworking and updating. The Panel Pro series deliverfull, open and expandable HMI platform functionality forindustrial and marine applications. Both series featuremodels with high-contrast TFT touch displays and a BoxPC version. www.beijerelectronics.com

Digital Yacht’s AISnet

Zeus Multi-Function Displays

Nauticomp’s Genesis

56 MN February 2011

EnduraShock Military Computer WorkstationComark Corporation’s 15-inch EnduraShock military

computer workstation meets MIL - 901D shock specifica-tions, optional sunlight readable display, 1024 x 768 XGAresolution, machined aluminum bezel, EMI shielding,optional resistive touchscreen, Celeron P4 processing plat-forms, CPU speeds up to 2.4GHz, dual fiber or copperEthernet options, up to 16 GB of compact flash, multi-function input selection (VGA or composite video),optional 90dB speaker and two external USB ports.

www.comarkcorp.com

Space-Saving ePower Connectors from AmphenolAmphenol Industrial now offers a connector series

designed to eliminate bulky and space-consuming cableglands on motors, AC/DC inverters and converters andother high amperage equipment. The new IP67-ratedePower 400A connectors are rated to 1,000-volts DC andfeature integrated EMI shielding.

The new ePower family of connectors is specificallydesigned to meet the demanding needs of modern electri-fication programs in high voltage and high amperageapplications, such as power converters, hybrid electricvehicles, heavy equipment electrification, two and three-phase motors and starter generators in the military, aero-space and industrial markets.

www.amphenol-industrial.com

Arecont Vision Introduces MegaView All-In-OneArecont Vision introduced the MegaView line of all-in-

one day/night H.264 megapixel cameras enclosed in IP66

(environmentally rated) and vandal-resistant cylindricalhousings. Models are available in 1.3 megapixel and1,080p resolution, each with an integrated megapixel IR-corrected lens. Each MegaView camera is also available ina model with an integrated IR LED ring.

The all-in-one models are more compact than using sep-arate enclosure options, and installation is simple using aneasily adjustable three-axis bracket and external lensadjustment of zoom, focus and iris. The camera modelsare plug-and-play, eliminating any need to open the cam-era during installation.

www.arecontvision.com

Samsung New IP Network PTZ Dome CamerasSamsung Techwin America introduced a variety of new

network PTZ dome cameras with a range of zoomoptions.

The Samsung SNP-3120 is a mini network PTZ domeoffering 30 frames-per-second video at 4CIF resolutionwith a day/night 12x (3.69 – 44.32mm) optical zoom lenswith additional 16x digital zoom. The camera incorpo-rates XDR (eXtended Dynamic Range) and a motionadaptive 2D+3D noise filter.

The camera is HPoE (High Power over Ethernet) com-patible or accepts 24vAC. The SNP-3120V has the samefeatures but includes a vandal-resistant housing. TheSNP-3120VH adds a heater and sunshield for outdooruse. For longer distances, the SNP-3301H provides 30x(3.5 – 105mm) optical zoom and the SNP-3370TH pro-vides 37x (3.5 - 29.5mm) optical zoom.

www.samsungsecurityusa.com

PRODUCTS

Beijer Electronics iX HMI Panel

Space-SavingePowerConnectors

Computer Workstation

Arecont Vision


58 MN February 2011

Offshore Rig Day RatesFloating Rigs Rig Type Rigs Working Total Rig Fleet Average Day RateDrillship < 4000' WD 6 rigs 8 rigs $241,200.00Drillship 4000'+ WD 41 rigs 51 rigs $457,820.43Semisub < 1500' WD 10 rigs 18 rigs $250,992.86Semisub 1500'+ WD 65 rigs 86 rigs $311,078.68Semisub 4000'+ WD 75 rigs 96 rigs $407,439.10

Jackup Rigs Rig Type Rigs Working Total Rig Fleet Average Day RateJackup IC < 250' WD 27 rigs 52 rigs $69,642.86Jackup IC 250' WD 42 rigs 65 rigs $95,155.71Jackup IC 300' WD 82 rigs 127 rigs $101,484.31Jackup IC 300'+ WD 109 rigs 149 rigs $139,147.68Jackup IS < 250' WD 5 rigs 7 rigs —Jackup IS 250' WD 8 rigs 10 rigs $137,000.00Jackup IS 300' WD 2 rigs 5 rigs $60,300.00Jackup IS 300'+ WD 0 rigs 3 rigs —Jackup MC < 200' WD 2 rigs 16 rigs $36,000.00Jackup MC 200'+ WD 10 rigs 28 rigs $45,750.00Jackup MS < 200' WD 2 rigs 2 rigs —Jackup MS 200'+ WD 6 rigs 19 rigs $64,060.00

Other Offshore Rigs Rig Type Rigs Working Total Rig Fleet Average Day RateDrill Barge < 150' WD 18 rigs 39 rigs —Drill Barge 150'+ WD 6 rigs 9 rigs —Inland Barge 38 rigs 74 rigs $46,733.33Platform Rig 142 rigs 250 rigs $44,803.85Submersible 0 rigs 6 rigs —Tender 22 rigs 32 rigs $123,897.00

Source: Rigzone

Offshore Rig Fleet by Region

Region % No.

Africa – West 81.8% (45/55)Asia – SouthEast 71.6% (68/95)Europe - North Sea 81.9% (59/72)Mediterranean 73.9% (17/23)MidEast - Persian Gulf 77.7% (73/94)N. America – Mexico 72.0% (18/25)N. America - US GOM 54.0% (47/87)S. America – Brazil 95.1% (58/61)

Source: Rigzone

Offshore Rig Utilization by Type

Type % No.

Drill Barge 80.0% (8/10) Drillship 80.7% (46/57) Jackup 71.6% (260/363) Semisub 82.6% (142/172) Tender 75.9% (22/29)

Source: Rigzone

Bunker FuelPort IFO 380 IFO 180 MGO MDO Del. DateCorpus Christi 525.00 540.00 — 850.00 W 2011-01-24Houston 507.00 548.00 825.00 — W 2010-11-17

Source: BunkerIndex.com - http://www.bunkerworld.com/markets/prices

Port IFO380 IFO180 MGO MDO Barge UpdatedNew York 512.50 541.00 — 862.50 $7.50 Jan 24Houston 512.00 550.00 800.00 847.50 $7.00 Jan 24Los Angeles 545.00 566.50 Pending 806.00 $5.80 Jan 24

Source: Bunkerworld.com - http://www.bunkerworld.com/markets/surcharges/tsa#

TSA SurchargeWest CoastDate $/MT ch/$ ch/%Jan 17 550.50 +19.00 +3.6Jan 10 531.50 -10.00 -1.8Jan 3 541.50 +5.50 +1.0Dec 27 536.00 +6.50 +1.2Dec 20 529.50 +8.50 +1.6Dec 13 521.00 -2.00 -0.4Dec 6 523.00 +21.00 +4.2Nov 29 502.00 +8.50 +1.7Nov 22 493.50 +4.50 +0.9Nov 15 489.00 -11.50 -2.3Nov 8 500.50 +23.00 +4.8Nov 1 477.50 +1.00 +0.2

East CoastDate $/MT ch/$ ch/%Jan 17 535.00 +11.00 +2.1Jan 10 524.00 +4.00 +0.8Jan 3 520.00 +6.50 +1.3Dec 27 513.50 +1.00 +0.2Dec 20 512.50 +5.00 +1.0Dec 13 507.50 -6.50 -1.3Dec 6 514.00 +19.00 +3.8Nov 29 495.00 +14.00 +2.9Nov 22 481.00 -16.00 -3.2Nov 15 497.00 -2.00 -0.4Nov 8 499.00 +21.00 +4.4Nov 1 478.00 +1.00 +0.2Source: Bunkerworld.comhttp://www.bunkerworld.com/markets/surcharges/tsa#

Indicative World Steel Prices

Indicative prices ChangeSBB HRC world price $/t 768.233 +80SBB Rebar world price $/t 729.565 +62SBB World Price Tracker 260.58 +20

Source: Steel Business Briefinghttp://www.steelbb.com/steelprices/

Source: Charts courtesy of Waterborne Commerce Statistics Center, New Orleans, La.(http://www.iwr.usace.army.mil/ndc/wcsc/wcsc.htm)

BY THE NUMBERS

MaritimeJobs Powered by www.maritimejobs.com

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www.marinelink.com Marine News 59

Founded in 1891, the Massachusetts Maritime Academyis the nation’s oldest and finest co-ed maritime college. TheAcademy prepares young women and men for exciting andrewarding careers on land and sea. Our graduates havebeen at the very top of seagoing, engineering, environ-mental, and international business professions.

POSITIONS AVAILABLE

(2) FT, Tenure-track Engineering Faculty

FT, Tenure-track Marine Transportation Faculty

FT, Tenure-track Humanities Faculty

Vice President of Advancement

The Academy is located in Buzzards Bay at the mouth ofthe scenic Cape Cod Canal and is aspecial mission college within theMassachusetts university collegesystem.

For information about this positions and how to apply, visit the employment quick link onour web page at www.maritime.edu.

Massachusetts Maritime Academy is an AA/EEO employer.Under-represented groups are encouraged to apply.

MASSACHUSETTS MARITIME ACADEMY

Accountabilities:

• Perform mechanical commissioning for Wartsila Engines atpower plant construction projects • Perform mechanical advising and supervising works at powerplant construction projects Responsibilities:

• Perform mechanical pre-commissioning of Wärtsilä installations. • Perform mechanical commissioning on power plants • Perform mechanical advising and supervising on power plants • Prepare Construction and Commissioning reports and travelexpensive on time and with expected Wartsila quality • Identify failures, making adjustments, assist on trial runs andtesting of mechanical installations according to instructions. • Check and adjust relevant systems (i.e. auxiliary...).• Provide internal and external work reports according to Wärt-silä standards. • Collect and organize time and expense reports. Reportingand informing administrative personnel as required. • Able to give basic training to customers. • Lead major activity and site repairs. • Report executed work according to Wärtsilä standards. Requirements:

• Motivation and flexibility to travel around USA for at least 9-10 month per year. • Desire and flexibility to be stationed at power plant construc-tion projects site for long periods. Education: BS degree or equivalent and 3 years related ex-perience or Technical schools or Vocational (preferably me-chanical) or 7 years related experience as an: • mechanical engineer on Diesel Engines or • mechanical experience on Power Plants or • mechanical Technician on large industries or refinery or • mechanical officer on Ships or • mechanical or electronic technician within the Navy or Army

We look forward to hearing from you. Qualified candidates should apply online at our website athttp://www.wartsila.com, Careers tab, or directly at https://careers.fi/wartsila/add_application.cgi?job_id=4459

BENEFITS: Wärtsilä North America offers leading industry com-prehensive benefit package, including: Medical, Dental, Vision, Va-cation, Matching 401K, and more.

Wärtsilä North America is an EOE/AA employer.

Wärtsilä supplies products, services and support to the Marine andEnergy markets. Wärtsilä enhances the business of its customersby providing them with complete lifecycle power solutions. Whencreating better and environmentally compatible technologies, Wärt-silä focuses on the marine and energy markets with products andsolutions as well as services.

Wärtsilä North America is cur-rently seeking Mechanical Super-

visor / Commissioning Engineer forour Power Plants Division, Proj-ect Management / Installation andConstruction Services.

Accountabilities:• Perform electrical commissioning for Wartsila Engines at powerplant construction projects • Perform electrical advising and supervising works at powerplant construction projects Responsibilities:• Perform electrical pre-commissioning of Wärtsilä installations.• Perform electrical commissioning on power plants • Perform electrical advising and supervising on power plants • Prepare Construction and Commissioning reports and travelexpensive on time and with expected Wartsila quality • Identify failures, making adjustments, assist on trial runs andtesting of electrical installations according to instructions. • Check and adjust relevant systems (i.e. auxiliary …). • Provide internal and external work reports according to Wärt-silä standards. • Collect and organize time and expense reports. Reportingand informing administrative personnel as required. • Able to give basic training to customers. • Lead major activity and site repairs. • Report executed work according to Wärtsilä standards. Requirements:• Motivation and flexibility to travel around USA for at least 9-10 month per year. • Desire and flexibility to be stationed at power plant construc-tion projects site for long periods. Education: BS degree or equivalent and 3 years related ex-perience or Technical schools or Vocational (preferably electri-cal) or 7 years related experience as an: • electrical engineer on Diesel Engines or • electrical experience on Power Plants or • electrical Technician on large industries or refinery or • electrical officer on Ships or • electrical or electronic technician within the Navy or Army

We look forward to hearing from you. Qualified candidates should apply online at our website athttp://www.wartsila.com, Careers tab, or directly at https://ca-reers.fi/wartsila/add_application.cgi?job_id=4460BENEFITS: Wärtsilä North America offers leading industry com-prehensive benefit package, including: Medical, Dental, Vision, Va-cation, Matching 401K, and more.

Wärtsilä North America is an EOE/AA employer.

Wärtsilä supplies products, services and support to the Marine andEnergy markets. Wärtsilä enhances the business of its customersby providing them with complete lifecycle power solutions. Whencreating better and environmentally compatible technologies, Wärt-silä focuses on the marine and energy markets with products andsolutions as well as services.

Wärtsilä North America is cur-rently seeking Electrical Super-visor / Commissioning Engineerfor our Power Plants Division,Project Management / Installationand Construction Services.

MaritimeJobs Powered by www.maritimejobs.com

Post Your Resume for Free • Energize Your Job Search @ MaritimeJobs.com

60 MN February 2011

Vessels for Sale

US FLAG/JONES ACT 50,000 BBL DOUBLE HULL ASPHALT & BLACK OIL BARGE/3,200 BHP TUG

FOR SALE 1 DOUBLE HULL ASPHALT & BLACK OILBARGE (35,000 BBLS) US FLAG/JONES ACT

BOTH BARGES AND TUG ARE IN VERY GOOD CONDITION

FULL SPECIFICATIONS AND PRICE ON REQUEST

INTEGRATED TUG & BARGE FOR SALE

Please contact: Paulo PessoaE-mail: [email protected]

Office phone number: (905) 528-4141 ext. 236Cell: (905) 515-1435

Marine Marketplace


NEW PRODUCTS

Portable Surface Preparation EquipmentDiesel, Electric and Gasoline Powered-Hot and Cold.

Continuous Duty.We Customize and Ship Worldwide.

Up to 7,000 PSI Pressure Wash Systems

www.watercannon.com1-800-786-9274

US Coast Guard Approved

(STCW-95) Basic Safety Training

• Basic Safety Training• Medical PIC• Proficiency in Survival

Craft

• Tankerman PIC• Advance Firefighter• Vessel Security Officer

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/wplrc/coast.html

Vessels for SaleSmall engineering

company specializing in diesel

engine emission control is for sale.

In business since 1992. Details and addresses at

www.maturbo.com.

62 MN February 2011

NEW PRODUCTS

Marine Marketplace

ELECTROMATIC Equipment Co., Inc.600 Oakland Ave., Cedarhurst, NY 11516 Tel. (516) 295-4300 • FAX (516) 295-4399

www.checkline.comCHECK•LINE ®

CORROSION & WALLTHICKNESS GAUGE

The TI-25M measures wall & corrosion thickness on allmetals, ceramics, glass and most rigid plastics from only one side—ultrasonically!

Ideal for ships’ hulls and bulkheads, storage tanks, metal plates, pipes, more.

Measuring Range 0.025 – 6.000 inches0.60 – 150.0 mm

FIV

E-YE

AR WARRANTY

• Many other models availableincluding—

THRU PAINTDATALOGGINGUNDERWATER

Call Toll Free 1-800-645-4330

METAL FABRICATING MACHINERY

[email protected]

WWW.COMEQ.COM

SHEARING-PUNCHING-DISHINGBENDING-ROLLING-FLANGING

IRONWORKERSSECTION BENDING ROLLSPRESS BRAKES & SHEARS

PLATE BENDING ROLLSALL TYPES, SIZES & CAPACITIES

Marine MarketplacePROFESSIONALS

BARGES FOR RENT

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.


64 MN February 2011

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 INDEX

Page# Advertiser Website Phone# Page# Advertiser Website Phone#

39 ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.eagle.org (281) 877-5861

13 ACT 2 TECHNOLOGIES . . . . . . . . . . . . . . . . . . . . . . . . www.act2tech.org (954) 791-1812

5 AER SUPPLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.aersupply.com (800) 767-7606

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

15 BROADPOINT . . . . . . . . . . . . . . . . . . . . . . . . . . . www.broadpointinc.com (800) 458-8301

20 BYRNE RENTALS & SALES . . . . . . . . . . . . . . . . www.byrnerentals.com 800-99-BYRNE

21 ComRent International . . . . . . . . . . . . . . . . . . . . . . . . . . www.ComRent.com (888) 881-7118

7 CUMMINS INC. . . . . . . . . . . . . . . . . . . . . . . . . . cecoteam.gdms.com Please visit our website

9 CUSTOM MARINE INC.. . . . . . . . . . . . . . . . . . www.custommarine.com (920) 722-7084

17 FLOSCAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.floscan.com (206) 524-6625

19 GLOBAL SATELLITE USA. . . . . . . . . . . . . . . . . . . www.globalsatellite.us (954) 522-6260

35 GREAT AMERICAN INSURANCE. . . . . www.GreatAmericanOcean.com (212) 510-0135

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

33 JMS- Naval Architects and Salvage Engineers. . . . . . www.jmsnet.com (860) 536-0009

13 KOBELT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.kobelt.com (604) 590-7313

C2 MarineCFO INC.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.marinecfo.com (866) 962-7463

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

29 McDonough Marine Services . . . . . . . . . www.mcdonoughmarine.com (504) 780-8100

5 MOOSE BOATS. . . . . . . . . . . . . . . . . . . . . . . . . . . www.mooseboats.com 866-GO MOOSE

33 MOP'S MARINE LICENSE INSURANCE. . . www.mopsmarinelicenseinsurance.com (800) 782-8902

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

37 NEW YORK STATE CANAL CORPORATION . . . . . . www.canals.ny.gov (518) 471-5349

C3 OceanTechExpo . . . . . . . . . . . . . . . . . . . . . . . . . www.oceantechexpo.com (561) 732-4368

3 PATTERSON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.pattersonmfg.com (800) 747-5783

9 PENNECON ENERGY . . . . . . . . . . . . . . . . . . . . . . . . www.pennecon.com (709) 726-3490

25 Photo Contest . . . . . . . . . . . . . . . . . . . www.maritimephotographs.com Please visit our website

11 PORT SUPPLY- WEST MARINE . . . . . . . . . . . . . . . . www.portsupply.com (800) 621-6885

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

1 SCANIA USA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.scaniausa.com (210) 403-0007

38 SKOOKUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.skookumco.com (800) 547-8211

48 SNAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.sname.org (561) 732-4368

23 STEELWAYS, INC. . . . . . . . . . . . . . . . . . . . . . . . . . . www.steelwaysinc.com (845) 562-0860

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

17 Tutor-Saliba. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Please call us at (818) 362-8391

marine news (february 2011)

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