MN 201006 o 2

T H E I N F O R M AT I O N A U T H O R I T Y F O R T H E WO R K B OAT O F F S H O R E I N L A N D C OA S T A L M A R I N E M A R K E T S
Insights
Ken Cognevich
President & Founder,
Engine Monitoring Inc.
Tech File
Battery
Power
For Maritime Use
M
arine
News
J U N E 2 0 1 0
WWW. M A R I N E L I N K . C O M
CEO 6-Pack
The Leadership Edition
Hornbeck Cook Weakly Faber Carpenter Doyle
WERE MAKING WAVES BY REDUCING
MAINTENANCE TIME AND COSTS
Face it. If your vessels are not in service, youre not making money. And thats why with Delo,
along with the people, industry expertise and technology behind it, you can count on
exceptional protection for your eet. When it comes to maximizing engine life and managing
the bottom line, its no wonder eets rely on Chevrons advanced lubricants and coolants.
To nd out more, visit chevronlubricants.com.
20072008 Chevron Products Company, San Ramon, CA. All rights reserved.
All trademarks are the property of Chevron Intellectual Property LLC.
Power to propel both vessels and business.
Since 1902, commercial mariners around the world have relied
on Scania engines to power their fishing boats, patrol boats,
tug boats and ferries. No matter the application, Scania marine
engines have earned a reputation for their robust performance,
legendary durability and outstanding fuel economy.
Read more at www.scaniausa.com
Scania U.S.A., Inc. San Antonio, TX Phone 210.403.0007 Fax 210.403.0211
E-mail: contact@scaniausainc.com Web site: www.scaniausa.com
Northeast / Great Lakes
Mack Boring & Parts Co.
908-964-0700
Southeast / Gulf Coast
Certified Diesel
954-583-4465
Northwest
Cascade Engine Center
206-764-3850
Southwest
Boatswains Locker
949-642-6800
DISTRIBUTORS
Scania engines - 12 or 16 liter
with ratings from 300 to 800 hp
Scania U.S.A. Inc.
Distributed by:
8 TechFile Advancing Battery Technology
10 Insights Ken Cognevich, President & Founder, Engine Monitoring
14 BOM Hysucraft for Corps of Engineers
24 Briefs In Memory of Don Sutherland
16 Finance What You & Your CFO Should Know
By Richard J. Paine, Sr., Marine-Finance.com
18 Salvage A Primer on Responder Immunity
By Jim Shirley, American Salvage Association
18 Legal How Effective Leadership Saved the Crew
By Lawrence R. DeMarcay, III, Fowler Rodriguez Valdes-Fauli
contents
pg
8
16
30
44
Briefs
Departments
Features
Columns
44 BLOGS on MaritimeProfessional.com
46 Market: Software Solutions
48 People & Companies
53 By the Numbers
54 Directory
56 Technology Bits
June 2010 Number 6 Volume 19
10
57
30 CEO Six-Pack
MarineNews is proud to again present insights from
some of the workboat industrys most influential lead-
ers, including:
Todd Hornbeck
Harry Cook
James Weakly
Gary Faber
Jennifer Carpenter &
Margaret Kaigh Doyle
2 MN June 2010
4 MN June 2010
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Pictured on this month
cover are the six execu-
tives featured in
MarineNews signature
CEO Six-Pack, the
Leadership edition. This
years collection is partic-
ularly noteworthy, given the financial hurdles of the past
12 months. Turn to page 30 for the full story.
(In the background is Hornbeck Offshores HOS Iron
Horse)
On the Cover
MarineNews
-Coming in Future Editions
July 2010
TOWBOATS & PUSHBOATS
Salvage & Recovery
Diesel Engine Technical Guide
August 2010
CONSTRUCTION & REPAIR
Tugboats
Fire & Safety Products
September 2010
Offshore E&P
Government/Military Vessels
Training & Eduction
www.marinelink.com MN 5
editorial
Gulf States are preparing for the environmental and economic impact of the BP oil spill in
the face of the most uneasy uncertainty. As we go to print, no one can say when the flow of
oil will be stopped and how bad the damage will be. What we do know is that with every day
of uncertainty, the damage grows greater. My thoughts are especially with Louisiana, in the
immediate path of the spill and still recovering from Hurricane Katrina.
It seems that the timing of Louisianas crisis and the Coast Guard career of Admiral Thad
Allen are now forever linked. I had a great deal of respect of Adm. Allen following his lead-
ership of the agencys response to Hurricane Katrina. The Coast Guard was the rare govern-
ment agency to surface from that disaster a hero. Following the hurricane, Adm. Allen was
brought in to be the Commandant of the Coast Guard and went on to gain much respect from the public for his abil-
ity to communicate and find common ground with civilian mariners and the general public. There are always dis-
agreements between the regulators and the regulated, but there can be little argument that Allen made many improve-
ments within the Coast Guard. I have also been struck by how much respect Allen garnered from his own people for
his open and often informal discussions with active duty Coast Guard personnel of all ranks, including those at the bot-
tom of the chain. Im sure hell stand out as one of the best loved Coast Guard Commandants in history and definite-
ly the only one to be given such a great nickname. But as the Thadmiral was getting ready to step down as
Commandant, the Gulf was struck again, this time by the massive BP oil spill. Adm. Allen handed the reins to the new
Commandant, Adm. Robert Papp, but instead of retiring, Allen moved over to head the Coast Guards response to
Louisianas latest crisis.
Without a doubt, there will be a set of post-spill rules and regulations for the offshore industry. One hopes that these
rules will address the root causes of the spill. However, operators of offshore support vessels worry that they will be
swept into these new regulations. OMSA officials point out that the OSV market is already highly regulated. Policy
changes in exploration and production may well be needed, but we still depend on oil to run our country and pro-
duction must go on in the safest way possible while each of us reduces our daily use of energy, and while public policy
expands the exploration of alternative sources of energy.
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Want to hear more from behind the editors desk? Visit the MarineNews Notes blog at www.MaritimeProfessional.com.
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6 MN June 2010
8 MN June 2010
tech file
Advancing Technology:
Corvus Lithium-Ion Battery
Richmond, B.C.-based Corvus Energy was created in
2009 to combine the unique characteristics of Lithium
Polymer technology with the marine industrys growing
demand for power and need to reduce its carbon foot-
print. According to Corvus Energy, the marine industry
has been unable to take full advantage of hybrid or full
electric propulsion technology due to the large size and
weight of traditional lead-acid batteries. Now Corvus
Energy says its lithium-ion batteries offer a smaller, lighter
and more powerful alternative. In addition, the battery
chemistry and management system allows these batteries
to last up to 10 times longer than lead-acid batteries.
Corvus Energys battery and management system is
being used as the house power bank in the first BRAtt
class training tug, a scaled down, 450 hp Z-drive tug cre-
ated by Ron Burchett and Naval Architects Robert Allan
Ltd. Corvus Energy will also supply batteries for propul-
sion power on a hybrid diesel-electric and an all electric
version of the BRAtt tug, both scheduled to be delivered
to the Western Maritime Institute in 2011.
Advantages of the Corvus Energy battery include the
safe cell chemistry combined with a sophisticated BMS.
The battery has over 3,000 full cycles, up to a 20-year
working life. The communication interface for the battery
includes CanBus, SMBus and SPI Bus. The battery mod-
ule can be integrated into existing applications or can be
configured to meet power storage requirements from
6.2kWh into the tens of thousands of kWh. Corvus bat-
teries are completely sealed, 100% recyclable and sup-
ported by the companys lifetime warranty.
www.corvus-energy.com
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Battery Comparison Table
Chemistry Lead acid (AGM) Sodium nickel Lithium iron Corvus lithium
chloride phosphate NMC
Nominal Voltage 2.0V 2.58V 3.20V 3.70V
Maximum Voltage 2.60V 2.9V 3.60V 4.20V
Minimum Voltage 1.50V 2.0V 2.30V 2.75V
Energy Density 20Wh/kg 100Wh/kg 129Wh/kg 163Wh/kg
Power Density 75Wh/l 150Wh/l 255Wh/l 320Wh/l
Cycle Life (100% DOD) 200 1000 >1500 >3000
Internal Impedance >20 ohms 150 milliohms 3 milliohms 0.5 milliohms
Charge Efficiency 60% 85% 95% 99%
Operating Temp -40 to 60 C 270 C -20 to 55 C -20 to 60 C
Self Discharge (20 C) About 4%/month none <3%/month <0.001%/month
Cell Format Liquid filled box High temp box Cylindrical/prismatic Layered
Manufacturing Foundry Partially automated Partially automated Fully automated
10 MN June 2010
MarineNews spoke with Ken Cognevich, President &
CEO of Engine Monitoring, Inc. (EMI), about how he
came to found the company and what latest technological
advances are in store. EMI engineers and manufactures
vessel monitoring and control systems, serving the marine
industry for over 30 years now. The company recently
moved into a new 24,000 sq ft facility near the New
Orleans International Airport.
How did you become involved in the industry?
Im a native of Venice, Louisiana, attended trade school
to become a draftsman, and worked at Chevron for six
years. In 1965, I was drafted into the Army and continued
honing my skills as a drafter. After two years of service, I
returned to Louisiana and Chevron. While working for
Chevron, I received special permission to work for Baker
CAC as a part time draftsman. I worked 80 hours a week
insights
Ken Cognevich
President & Founder - Engine Monitoring, Inc.
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12 MN June 2010
and was able to make ends meet.
I started to work for small engineering firms doing all
types of drawings, including PC Boards and working
hands-on with production departments. Following that I
worked for an electronics manufacturing company for
about one year providing electronics for the marine indus-
try. When the company decided to go in different direc-
tions, I had three options: start my own business, join a
union, or have my wife go back to work teaching while I
continued drafting for small engineering firms. At that
point Id been married for five years with two small chil-
dren and a new house. I knew Ingram Barge had a build-
ing program and there were other opportunities with
other companies who believed in my product and skills.
So I decided to let my drive and determination kick in and
began my own business, Engine Monitor, Inc. (EMI).
How has EMI most dramatically changed from its
inception to today?
When I started in the marine industry the most difficult
obstacle was convincing customers to move from older
relay technology to newer technology such as discrete
components and circuit boards. At the time I worked with
electrical engineers drawing schematic and laying out PC
Boards using two to one tape process by hand. Through
the years, EMI has strived to use the latest technology,
such as computers, PLC's, solid state devices advanced cir-
cuit board designs. After 35 years I still can service all of
our existing equipment in the field. I know that the big
corporations cant say the same.
What has been the driver for this change?
Technology and demand for speed and availability drives
the world we live in. I think small companies today still
offer a value added, which is long term service, product
support and quality. These have remained our core values
at EMI. Our key employees also make a big difference in
the stability of EMI. We have over 110 years of knowledge
just in our upper management team. We value our cus-
tomers, employees and suppliers and do not always
change products just to save a dollar.
What advanced technology does your company
provide?
In order to offer PLC solutions, EMI became a Siemens
and WAGO Solution provider. EMI provides advanced
components such as digital rudder order indicators and
multiple interface solutions. And EMI became the first
company in the U.S. to design, program and manufacture
a Dynamic Positioning System. EMI has continually
added products to our catalog to provide our customers
with a one source stop. We can provide just about every-
thing you need on a vessel including steering, engine con-
trols, automation, engine order telegraphs, shaft tachome-
ters, engine tachometers, tank level indication, console
design and fabrication, dynamic positioning and an exten-
sive inventory of sensors, switches and hydraulic compo-
nents.
EMI's next advancement will be proving a DPS-2 sys-
tem. This is an advancement of our original DPS-1 system
that provides full redundancy requirements. EMI is also
developing multiple circuit board designs that provide
easy to use interface and calibration, as well as touch
screen technology.
How is EMI investing in the future?
Last year we added 15,000 square feet to our production
department. This additional work space allows us to pro-
duce and test large integrated systems setup as one unit, as
they would be in the field. Another aspect of the addi-
tional workspace is a completely new hydraulics manufac-
turing department.
We will soon have our DPS-2 System to market as well
as our newly designed RAIs, EOTs, Shaft Tachs, etc. with
touch screen technology. We are also working on an inte-
grated chair solution for the Pilot House. EMI is looking
to market our products for distribution in all of North
America as well as the International market.
And EMI became the first company in the U.S. to
design, program and manufacture a
Dynamic Positioning System
14 MN June 2010
For the Corps of Engineers
GeoShipyard Delivers Hysucraft
The Redlinger and the Elton, both 60-ft Hysucraft
(hydrofoil supported catamarans), are survey vessel sister
ships designed and built for the United States Army
Corps of Engineers. They are serving the Portland Oregon
district. Redlingers mission is in Portland along the
Columbia River. Eltons mission is in Astoria and out to
the Columbia Bar. These are survey boats that measure
the depths of the waterways and provide information to
the dredges, so they can keep the waterways clear for ship-
ping. The hysucraft each have a moon pool aft of the
superstructure to lower a purpose built strut and pod with
mounted multi and single-beam transducers into the
water for surveying. There is no A frame or the need to
tow instruments behind the vessel. The vessels can survey
at up to 15 knots but typically their work is done at 10
knots. They are designed by Viking Fast Craft Solutions,
LLC of Staunton, Ill. and are built to meet the ABS high
speed rule and U.S. Coast Guard Subchapter T rules.
Specifications:
Length, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59.8 ft
Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23.5 ft
Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9.3 ft
Draft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.5 ft
Hull/superstructure material . . . . . . . . . . . . . . . . .Marine aluminum
Main propulsion . . . . . . . . . . .2x MTU Series 60, 825 hp @ 2300 rpm
Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2x Twin Disc 4114A
Water jets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2x Hamilton 403
Generator . . . . . . . . . . . . . . . . . . . . . . . .2x Northern Lights, 12 kW
Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 knots
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 knots
Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Furuno
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Hamilton Blue Arrow
Search light . . . . . . . . . . . . . . . . . . . . . . . . . . . .2x Carlisle & Finch
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Imtra, LED, DC
Anchor winch . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Kinematics, hyd.
Fuel capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1,200 gal
Potable water capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 gal
Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
boat month o
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That glimmer on the horizon that you see is the first
indication of a return to some normalcy in the marine
lending marketplace. But dont confuse it with a full-
fledged sunrise, it is far from that. It is merely a tease, a
harbinger of things to come.
In preparation for better times, knowledge of some key
aspects of the marine money industry will prove to be
priceless to you as the finance marketplace improves.
Whether you are your own CFO, or your CPA acts as one,
or you employ a financial expert to help run your busi-
ness, what you know and how current the information is
will enable you to make informed decisions about debt,
equity, leasing and other financial issues.
Make sure that your financial house is in order. If your
record keeping reflects an unprofessional attempt to
report the financial condition of your business, you will be
among the last, if at all, to enjoy new capital being made
available to the industry. Your financial package should
include: three years of financial statements (reviewed or
better); your current personal financial statements; an
updated narrative about your business; recent valuation
surveys of your vessels, real world projections of anticipat-
ed income for the next three years; vessel utilization sta-
tistics, comparative day rates and a precise and logical
explanation of what you have done during the downturn
to keep your business afloat financially.
If your revenues have declined due to the ongoing reces-
sion or for other reasons, no rational lender today (or
tomorrow) will accept a simple or sugar-coated explana-
tion. They will expect you to provide a detailed narrative
to quantify how you have addressed the issues opera-
tionally and financially to weather this particular storm.
Be prepared to discuss, in depth, the steps you have taken
to reduce overhead, retire or cold stack equipment, revise
your rate structure, postpone or reevaluate your capex
spending or readdress your debt picture. You should also
be prepared to demonstrate how you have maintained
your existing equipment to preserve its asset value. The
more relevant your presentation is to market realities, the
stronger the case for your continued financial survival and
ability to service any new or refinanced liabilities you are
seeking.
You and your CFO should determine your obligor risk
rating (ORR) by comparing your four major financial
ratios with established standards used by Moodys and
Standard and Poors. The key ratios are: interest coverage,
current ratio, debt to tangible net worth and cash cover-
age. Lenders weigh each ratio to determine if you fall in or
out of their credit comfort zone. How well you fare in
their rating system will determine who has an interest in
doing business with you and what terms, rates and condi-
tions they might offer. With your ORR in hand you and
your CFO should know the appropriate players for the
financial products that you may need. As Sly and the
Family Stone said, different strokes for different folks.
Money comes from sources in all shapes and sizes:
finance companies, banks, equity players, individual
investors, hedge funds; cash-flow lenders, asset-based
lenders, fair market value lessors, etc. Collectively, call
them lenders. Move up or down the variable ORR scale,
and youll find lenders whose appetite for risk and policies
for mitigating risk vary as well. Once there were a great
many lenders vying for your business. With the consoli-
dation of many lenders (think of Safeco, CitiCapital and
others bought by GE Capital), the departure of many oth-
ers (First National, Bombardier, Transamerica, CIT, Case)
columns
Richard J. Paine, Sr. is the President of Marine-
Finance.Com, a maritime consulting firm specializing
in the financing and leasing of commercial marine
vessels and other equipment. He can be reached at
rpaine@ marine-finance.com or 516-431-9285.
What You & Your CFO Should Know
16 MN June 2010
www.marinelink.com
and the withdrawal of even more from actively pursuing
marine lending, the pickings are slim. Before the crash,
risk and rate seemed unrelated. At the time, very low rate
loans to high risk borrowers were the norm and created an
expectation that cheap money would be around forever. It
wasnt. Those days are over. Expect to pay interest rates
that are closely related to the financial strength of your
business, the nature of the transaction and the value of
your assets. Make your debt service projections based on
interest rates, fees and other costs in line with todays lend-
ing market not those of a wishful three years ago.
Get to know who is knocking at your door. Knowing a
lenders credit rating will work to your benefit. A highly-
rated lender can borrow money more cheaply than one
lower rated. Lower cost of capital means a loan can be
made to you at a lower rate while still making acceptable
profit margins. The lenders core business (think about the
interest rate your savings accounts or CDs are paying)
may also be a source of low cost funds. Rate should only
be a part of your evaluation. Does your lender know your
assets? Does the lender require you establish a relation-
ship? Will you have to buy other products? Will your
loan be sold to another bank or investor? What is the max-
imum amount your lender will hold before selling? Whos
who means a lot when its your money.
Eventually a few of the old, familiar lenders will be back
and there will be new ones who suddenly discover
marine finance. As you educate yourself about your new
lender, expect to educate your new lender as well. Veteran
marine finance pros are down to a precious few (attrition,
layoff, retirement etc.) and your lenders new calling offi-
cer will probably be financing copiers in the morning, golf
carts in the afternoon and crewboats at cocktail time.
Because our industry and its financing is a small, highly-
nuanced and arcane discipline, your new best friend is
going to need a lot of educating to become your advocate.
Get ready to teach Marine-Business 101 across your
boardroom table over and over again.
Get prepared for the dawn of a new age. Educate your-
self, shop around. Instead of getting blank stares from
your new calling officer, hire a qualified commercial
marine finance consultant, a CPA or CFO who really
gets it, to represent your best interests in dealing with
lenders who are just now getting back in the water ... just
over the horizon.
18 MN June 2010
shirley
The term responder immunity is generally used in the
maritime context to refer to provisions in the law that pro-
tect those who respond to marine casualties from legal lia-
bility for damages resulting as a consequence of their
efforts. It is meant to encourage those competent to do so
to come to the assistance of those who have suffered casu-
alties of one sort or another by relieving the responders of
concern for the risk of claims arising from their highly
desirable good conduct. It does not protect them from lia-
bility for damages that result from their gross negligence
or willful misconduct.
The law of marine salvage includes both a long-standing
common law example and a comparatively recent statuto-
ry example of responder immunity. The common law
example is the provision that salvors will not be held liable
for damage caused to the vessels and cargoes to which they
render salvage assistance except in two circumstances: (1)
they will be liable if the damage caused was the result of
their gross negligence or willful misconduct, and (2) they
may also be liable if the resulting damage is different in
nature or type from that to which the vessel and/or cargo
was at risk of incurring as a consequence of the peril(s)
from which they were being rescued. That law developed
before the advent of legal liability for oil pollution, so it
involved only damage sustained by the ship and/or cargo
that was the subject of the salvage operation, and not third
party liability for oil spills. The more recent example of
responder immunity arises from oil pollution legislation,
and it unfortunately suffers from a lack of clarity because
of the failure by regulation or otherwise to specifically
identify salvors as parties protected from liability to third
parties and others for oil spill damages resulting from their
efforts.
Although the concept of responder immunity has been
around for a long time, the term itself has not. The term
appears to have developed as a short cut reference to par-
ticular provisions of the U. S. Oil Pollution Act of 1990
(OPA-90) that state:
(4) EXEMPTION FROM LIABILITY (A) A per-
son is not liable for removal costs or damages which result
from actions taken or omitted to be taken in the course of
rendering care, assistance, or advice consistent with the
National Contingency Plan or as otherwise directed by
the President relating to a discharge or a substantial threat
of a discharge of oil or a hazardous substance.
(B) Subparagraph (A) does not apply
(i) to a responsible party;
(ii) to a response under the Comprehensive
Environmental Response, Compensation, and Liability
Act of 1980 (CERCLA);
(iii) with respect to personal injury or wrongful death;
(iv) if the person is grossly negligent or engages in will-
ful misconduct.
(C) A responsible party is liable for any removal costs
and damages that another person is relieved of under sub-
paragraph (A).
It would be well to remember that the term responsible
party as used in OPA-90 usually refers to the owner of
the vessel or facility that has spilled or threatens to spill
oil. However, there is no specific identification in OPA-90
of just what person(s) are protected by this responder
immunity provision. It has generally been accepted as a
given that it applies to oil spill response contractors who
respond to minimize the damage resulting from spills, and
to clean up the spilled oil. Logically, it should also apply
to the salvor whose job is, insofar as possible, to keep the
oil in the ship. That, one would think, should be consid-
ered the best possible protection of the environment.
However, logic does not always reliably flow from legisla-
tion, and professional salvors have long been concerned
about the provisions lack of clarity. In the early 1990s an
unsuccessful effort was made by the Salvage Committee of
the U.S. Maritime Law Association to have salvors specif-
ically identified in the National Contingency Plan as per-
sons protected by that provision. The response received
explaining why there was no need to specifically identify
salvors as such persons did not add clarity.
Nonetheless, some relief was eventually forthcoming in
Jim Shirley is a Master Mariner, a former salvage master and retired mar-
itime lawyer who specializes in maritime casualty and salvage matters. He
now serves as legal counsel to the American Salvage Association and as
Principal Consultant in JTS Marine LLC. Contact him at jtsmarine@ verizon.net
or 609-883-3522.
A Primer on Responder Immunity
the U.S. Coast Guard Authorization
Act of 1998, which in essence afford-
ed responder immunity protection to
those whose efforts resulted in a spill
while they were engaged in mechan-
ical removal authorized by the
President. When that language is
read in conjunction with the defini-
tion of what constitutes mechanical
removal in regulations promulgated
by the Coast Guard relative to control
of pollution by oil or hazardous sub-
stances, it describes work that salvors
do in the course of rescuing ships and
their cargoes and bunkers. If that
interpretation is supported by the
courts, salvors will not be held liable
for the consequences of spills they
cause while rendering services to
casualties unless such spills result
from their gross negligence or willful
misconduct. The bad news is, that has
not been spelled out with sufficient
specificity to give salvors complete
comfort. The good news is that, inso-
far as this writer is aware, neither the
U.S. nor any other entity in the U.S.
has claimed against any salvor or
other responder under OPA-90 based
on oil spilled as a result of their efforts
in rendering assistance to a casualty.
The next problem with the respon-
der immunity provision is that it pro-
vides only limited protection. In the
first place, it is limited to spills of oil
and the 140 or so hazardous sub-
stances that are covered by the Federal
Water Pollution Control Act, and not
to responses to spills under CERCLA
or the Superfund Amendments and
Reauthorization Act of 1986. Also, it
contains the specific exclusions listed
in section (4) (B). Perhaps more
important, it does not take into
account the risk of criminal liability.
This is of particular concern because
of the increased use of criminal sanc-
tions in oil spills and other environ-
mental matters in recent years. That
may leave the responder who is on
site to help mitigate a serious situa-
tion with the same exposure as the
responsible party to the threat of
criminal prosecution and penalties.
Under certain provisions of U.S. law,
criminal liability could be incurred
even when the responder was not
grossly negligent or engaged in willful
misconduct, and perhaps even when
the responder was completely with-
out fault. That is, while the responder
may be protected from civil liability
under the statute, he may still be sub-
ject to criminal liability.
(Continued on page 52)
20 MN June 2010
demarcay
Leadership in our industry, as with most industries, is
usually defined by visible signs of success. For vessel own-
ers and operators, these signs include expanding an oper-
ation, creating new processes or designing and construct-
ing new vessels that are able to perform their intended
operations safer, faster, more efficiently and cheaper than
ever before. Certainly, these industry leaders, and their
leadership skills, deserve a great amount of respect and all
of the accolades they receive. Their leadership is vital to
the continued improvement and growth of our industry
and is responsible for the improvements that we have all
enjoyed.
However, there is a different type of leadership that,
although it is much less obvious, is probably more impor-
tant and can have a greater impact on the operation of
your business, improve your bottom line, create opera-
tional efficiencies and help you avoid potentially disas-
trous legal liability. These leaders effectively communicate
their management philosophies throughout their organi-
zations and create a culture that embraces those beliefs.
As all marine operators know, our vessels and crews
operate under a wide variety of conditions. Crews operate
beyond the offices ability to directly manage them and
they work with and around equipment that is capable of
causing significant damage to the crew, the vessel and the
environment. As such, communicating an effective cul-
ture of safety is the key to minimizing an operators lia-
bility over the long run. This culture can only be created
through effective leadership.
For example, all companies tout the importance of safe-
ty. However, there is a big difference between the levels of
commitment to safety that can be seen in the field.
Messages that are communicated by great leaders are
understood and adopted by everyone in the company
from the executives in the home office to the employees in
the field. Executives and managers who are able to effec-
tively communicate the culture of safety have done more
to support their companies and help them grow than any
technical innovation could. These effective leaders are the
unsung heroes of their companies and our industry.
As all companies communicate a message that safety is
important, the difference between the companies that
carry out this message in the field and the ones that do
not, is effective leadership. This leadership must begin at
the top and disseminate through every level of the organ-
ization. This message can be communicated through the
usual channels including policies, seminars, safety alerts,
and training. However, from my experience, the most
effective way to get field personnel to understand this
message is by having all employees in the company buy
into the program.
Transocean is an example of a company whose leaders
have done a great job in creating a culture that emphasizes
safety. The unfortunate disaster involving the Deepwater
Horizon is an example of the type of unexpected incident
that can occur offshore. As our firm represents both
Transocean and BP, we are intimately familiar with the
operational and safety programs that each company
implements. Of the drilling contractors, service compa-
nies, operators, and boat companies that we work with,
Transocean and BP have some of the most stringent and
effective safety programs in the industry. In fact, I believe
that this safety culture is the reason that over 110 employ-
ees were safely evacuated from the rig after the well blew
out and the rig caught on fire.
Using Transocean as an example, every time I have been
on a Transocean rig, I have received a detailed safety brief-
ing from the vessels officer in charge of safety. This type
of safety briefing is necessary and conducted by all vessel
owners and operators in the industry. However,
Lawrence R. DeMarcay, III is a partner at
Fowler Rodriguez Valdes-Fauli in the
firms New Orleans, La. office. He can be
reached at ldemarcay@ frvf-law.com or
504-595-5122.
Leadership Saves Lives, Resources & Your Company:
How Effective Leadership Saved the Crew of
Deepwater Horizon
Transocean, based upon the vision of
its leaders, takes it to the next level.
Every time I have had a meeting at
one of Transoceans offices in
Houston, I have received a similar
safety briefing where I was told what
to do in the case of an emergency,
where the emergency exits are and
where my muster station was located.
I find it hard to imagine that a
roustabout working on a Transocean
rig does not believe that management
takes safety seriously when the office
staff conducts safety briefings for all
visitors. This type of culture cannot
be generated through the use of
catch phrases and public-relations
campaigns. This type of culture can
only be filtered down from the top
and understood by all employees.
This process can only be done
through effective leadership.
The fact that this disaster occurred
on a Transocean rig that was working
for BP shows that highly trained
crews with effective safety programs
and state of the art equipment can-
not prevent all incidents from hap-
pening. However, the likelihood of
such a catastrophic event occurring is
much less likely when leaders com-
municate their message of safety
from the top to the bottom of the
organization.
Although all marine operators have
safety programs, safety managers,
safety audits, and generally preach
the importance of safety, it is a rare
occasion that the workers in the field
truly understand and follow the prin-
cipals. For example, we were recently
involved with a case (on a defense
and indemnity basis for a company
that we do not regularly represent)
where an employee was struck by a
piece of equipment that the vessels
crew lost control of.
22 MN June 2010
snowden
Successful mission execution requires mitigating risk,
solid decision making, process transparency, capturing
experience and history for future use, communication
and resource allocation. How can a dynamic organization
with changing priorities and limited resources look ahead
while ensuring the best decisions are made and experience
retained? With effective and consistent use of risk-based
decision making tools. If you do not have tools or docu-
mented processes, it is time to begin.
But weve always done it this way
Why should the Coast Guard or any maritime organi-
zation use tools or document processes? It improves effi-
ciency, conveys process transparency to stakeholders,
increases overall safety, mitigates risks and ensures effec-
tive mission execution. Additionally, when these process-
es are developed with stakeholders at the grassroots level,
this strengthens working relationships, reinforces the
understanding of capabilities and limitations, fosters
ownership and increases adherence to the agreed process
By CDR Joseph H. Snowden, Chief of Prevention, U.S. Coast Guard Sector Detroit.
CDR Snowden is the chief of prevention at USCG Sector Detroit. He has 19 years of experi-
ence in marine safety. His previous tours include MSO Providence, MSU Houma, MSO
Morgan City, MSO St. Louis, LANTAREA and MSD Quad Cities. He earned a Master of
Science degree from Troy State University in human resources management.
Risk-Based Decision Making Tools:
Aids to Make the Right Decision
MTSRU Vessel prioritization tool.
MTSRU decision making process for natural disasters.
MTSRU decision making process for vessel, facility and infra-
structure failures.
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or tool. A progressive organization
should be constantly searching for
new ways to improve its effectiveness.
As Winston Churchill said, The pes-
simist sees difficulty in every oppor-
tunity. The optimist sees the opportu-
nity in every difficulty. The primary
focus when developing risk-based
tools or documenting processes is to
keep it:
Simpleif a person does not
understand or is intimidated by the
tool, he or she is less likely to use it
Functionalthe tool should be
intuitive to the user
Purposefulthe user should
understand the intent of the tool and
how the result will be utilized
Catalyticthe user will need to
take action based on the results
Maritime Transportation Recovery Unit
decision making process
As technology evolves, threats shift
and the maritime operating environ-
ment changes, so will risk evaluation,
determination and mitigation. After
observing complex evolutions or sim-
ple operations long enough, a person
discovers the major elements of a
process will remain the same even
though details change depending on
circumstances. This was the case
when I was able to capture key
processes involved in reopening a
waterway by collaborating with U.S.
and Canadian port stakeholders. The
Maritime Transportation Recovery
Unit (MTSRU) decision making
process helps determine when to
reopen waterways closed due to
events such as a natural disaster; a ves-
sel, facility or infrastructure incident;
a response to a transportation securi-
ty incident; or a hazardous material
release.
Vessel prioritization tool
At a Marine Transportation System
Recovery Unit working group, U.S.
and Canadian stakeholders addressed
challenging questions: After a flood
or marine casualty, how do you man-
age the queue of vessels that increased
while you were addressing the crisis?
When the waterway opens, will the
policy be first come, first served?
How do you address the needs and
concerns of nations that share a criti-
cal connection waterway?
Marine & Fishery Finance
Independence Bank is pleased to announced the financing of:
Independence Bank
1370 South County Trail East Greenwich, RI 02818 USA
www.independence-bank.com
Click on commercial lending
Velvet Maritime, Hahnville, LA
rebuild and refinance loan, Marine Vessel Guardian
Independence Bank Finances All Aspects of the
Marine & Fishing Industries:
Vessel Construction: All Types!
Vessel Purchases: All Types! Tug, Fishing, Ferry, Barge, you name it!
Working Capital Lines for Fish Processors
Working Capital Lines for Boat Builders
We Finance Marine & Fishery needs WORLD-WIDE!!!
Contact us today regarding your project;
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Call Mike Sammartino
401-471-6318
Toll Free: 1-877-252-8583, ext. 318
EMAIL: msammartino@independence-bank.com
Loan requests of $450,000 and up
Borinken Towing & Salvage, LLC of St Croix, USVI
$11,600,000 purchase of two Tugs and two Barges
24 MN June 2010
briefs
In Memory of
Don Sutherland
By Greg Trauthwein, Editor & Associate Publisher
It is with sadness that I report the passing on May 23,
2010, of Don Sutherland, a long-tenured contributor to
both Maritime Reporter & Engineering News and
MarineNews magazines. Having worked with Don for
nearly a decade, I was privy to a media professional who
was not only passionate about the prose and images he
provided to us on a monthly basis starting in December
2001, but a man who was intensely passionate about the
maritime industry: the boats, the history, the burning
issues of the day, but first and foremost, the unique per-
sonalities, the strands that together weave the fabric that is
the core strength of the maritime market. Most everyone
who met or knew Don has a story to share, as, he housed
a strong personality, a sharp wit and a keen sense of
humor. He was a born communicator, with the unique
capability to eloquently tell a story in 5,000 words when
500 would suffice. But while he could write and talk at
great length of varied topics, Don was first and foremost a
professional photographer who provided a collection of
artistic images that told the ongoing tale of the workboat
market the boats and the people that have graced
our pages for more than a decade. Don was, in fact, a dig-
ital photography guru, making a career of rating and
reporting on cameras. As much as the words, his images
told the story, and if I ever had the audacity to remove one
of these critical bits from his work, he was never shy to
share his feelings. And while he took his craft seriously
and brought new meaning to stick to your guns, he was
affable and rather easily swayed, particularly after hashing
it out over a peace offering of several dozen oysters and
beer. Most who know me know that I rarely remember
what I had for lunch, let alone the exact date of an event
that happened nearly 10 years ago. But I will never forget
that first edition that Don supplied text and images, for it
is Don who actually found us after the terror attacks on
New York City on September 11, 2001, providing to the
December 2001 edition of Maritime Reporter &
Engineering News words and haunting images that cap-
tured not only the personal and structural destruction in
lower Manhattan, but also the nerve and resolve of the
maritime communitys response to help save lives, untan-
gle an unthinkable mess, and start to build again. That
started a nearly 10 year journey of Don stories that, in
my estimation, helped to capture essence and insights into
this industry, a unique spin that is rarely found in tradi-
tional business-to-business publications. Only once in 10
years did I actually assign a topic to Don, as he had free
reign to find and report, living on a tugboat for two weeks
in one instance, or his annual sojourns to cover a variety
of Tug Round-Ups. The one assignment I did hand out
was an open-ended ticket to New Orleans in the wake of
Hurricane Katrina, where Don spent nearly a month col-
lecting a dizzying array of images and stories on this vital
maritime regions response in the wake of natural devasta-
tion; reporting on one hurricane while dodging the next,
Hurricane Rita. Personally and professionally, Don
Sutherland will be sorely missed.
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New ULTRAJET
UJ525 Launched
With a maximum input power of
1,100 kW (1475 bhp) the new
UltraJet UJ525 is the first UltraJet
model to be fully designed using
Solidworks 3D capability. The
UltraJet UJ525 is designed for single,
twin, triple or quad installations in
boats up to 200 tonnes. The first
UltraJet UJ525 installations were
ordered for a new 59 ft catamaran
project before the jet design had been
finalized, but the jets were delivered
on time to meet the customers
requirements. The UltraJet UJ525
incorporates several improvements
including a redesigned reverse deflec-
tor with improved flow characteris-
tics to increase the reverse and
maneuvering thrust. This system
offers features previously only avail-
able on more expensive systems
including integration of diesel
engine, throttles and waterjet man-
agement functions into a single intu-
itive control system. It incorporates
safety features and can also interface
with autopilots. When requested,
interceptors can be fitted to the
UltraJets to provide fuel efficient
steering and to optimize the trim of
the boat with varying loads.
New Orleans
(504) 780-8100
Fax (504) 780-8200
Norfolk
(757) 545-0100
Fax (757) 545-8004
Houston
(281) 452-5887
Fax (281) 452-9682
www.mcdonoughmarine.com www.mcdonoughmarine.com
LARGEST RENTAL FLEET OF SPUD,
DECK AND MATERIAL BARGES
LARGEST RENTAL FLEET OF SPUD,
DECK AND MATERIAL BARGES
16 Fleeting locations inland rivers,
Gulf, East and West Coast
Inland and Ocean towing services
BARGES 60 TO 400 LENGTH
26 MN June 2010
Harley Barge Enters Service
Photo courtesy Elliott Bay Design Group
Elliott Bay Design Group LLC (EBDG) recently
announced the launch of the flagship vessel
in its series of oil barge designs for Harley
Marine Services (HMS). With a length of 422
ft and a beam of 76 ft, the Sixty Five Roses
has a capacity of 83,600 barrels. The vessel
features a cargo heating system; two hose
handling cranes, one of which is a jumbo
crane for lifting offshore submarine hose
connections and five hydraulic mooring
winches designed for offshore mooring sys-
tems. The design also includes a vapor
recovery system with provisions for the
future addition of a self-contained vapor pro-
cessing unit aft of the machinery house. This
self-contained system, developed and patent-
ed by HMS, enables the vessel to load petro-
leum products without the need for a shore-
side connection. The design also provides
for the future addition of an ATB connection
system.
SCI Gearing Up for the Future
The Seamens Church Institute (SCI) signed a
contract to purchase new equipment for its
Center for Maritime Education in Houston,
Texas, initiating a multiphase upgrade to
SCIs simulator technology located in one of
the largest petrochemical complexes in the
world. The first phase of SCIs technology
improvement places the Houston simulator
on par with upgrades installed in 2009 at
SCIs Center for Maritime Education in
Paducah, Ky. Subsequent upgrades to the
technology will enable SCIs computers to
simulate exercises in emergency prepared-
ness, including environmental disasters and
maritime security drills. Initial installation of
new equipment takes place later this year
during a window of opportunity in SCIs train-
ing schedule.
briefs
Moose Boats Delivers to Navy
Moose Boats has delivered the first
two M2-35 Patrol Boats to the U.S.
Navy on its existing eight boat con-
tract signed in September 2009.
Moose Boats has constructed and
delivered 28 patrol boats for the U.S.
Navy under five separate contracts.
The M2-35 boats will be deployed
for harbor security in Norfolk Va.
and used to detect, identify, warn,
disable or defeat potential threats in
the vicinity of vulnerable U.S. Naval
assets. The wide stable hull along
with an all-weather cabin will accom-
modate a crew of four in comfort.
The boats have a service speed of 30
knots and a top speed of 38 knots.
Specifications:
Length, o.a. . . . . . . . . . . . . . . . . . . . .35.5 ft
Length, w.l. . . . . . . . . . . . . . . . . . . . .27.5 ft
Hull beam . . . . . . . . . . . . . . . . . . . . .13.5 ft
Displacement . . . . . . . . . . . .13,000 lbs (dry)
Dead Rise (aft) . . . . . . . . . . . . . .15 degrees
Draft (max) . . . . . . . . . . . . . . . . . . . . .3.2 ft
Propulsion . . .Twin 250hp Yamaha outboards
Equipment . . . . . . .7 kW Westerbeke gen set
Fuel Capacity . . . . . . . . . . . . . . . . . .260 gal
Gentex communications
Furuno electronics suite
16,000 BTU marine air conditioner
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Second Intl Maritime eLearning Conference
The 2nd Annual International Maritime eLearning Conference will be
held from July 20 and 23 in Easton, Md. at the Calhoon MEBA
Engineering School (CMES). Attendees will include shipping company
executives, maritime training institution administrators and educators as
well as private maritime education providers. CMES trains maritime officers
for certification to IMO standards, as regulated by our Port State Authority,
the U.S. Coast Guard. The primary goal of the conference is to share this
methodology with the international maritime training community to pro-
mote maritime distance learning worldwide. (http://conf10.cutwater.org)
Adm. Robert J. Papp, Jr., assumed command as the 24th
commandant of the Coast Guard on May 25, relieving
Adm. Thad W. Allen during a military ceremony at Fort
Lesley J. McNair in Washington, D. C. During the cere-
mony, Secretary of Defense Robert Gates awarded Allen
the Defense Distinguished Service Medal. Secretary of
Homeland Security Janet Napolitano presided over the
change of command and awarded Allen the Homeland
Security Distinguished Service Medal. While the ceremo-
ny marks the end of his term as commandant, Allen will
continue to serve as the National Incident Commander
for the Deepwater Horizon oil spill, managing an
unprecedented response effort. Papp reports to Coast
Guard Headquarters from Portsmouth, Va., where he
served as commander of Coast Guard Atlantic Area since
2008. In this position, he served as the operational com-
mander for all Coast Guard missions from the Rocky
Mountains east to central Asia, covering more than half of
the world including the recent Haitian earthquake disas-
ter response, Coast Guard support to Operation Iraqi
Freedom and counter-drug operations in the Caribbean.
Papp Becomes Commandant, Allen Heads Response
28 MN June 2010
Canada Invests in Ferries
The Honorable Rob Merrifield, Minister of
State (Transport); Rob Crosbie, chair of
Marine Atlantic Inc.s (MAI) board of direc-
tors; and Wayne Follett, president and chief
executive officer of MAI, announced that
Marine Atlantic has reached an agreement
with Stena Group of Companies to charter
two new vessels. The vessels will significant-
ly improve MAIs ability to provide on-time,
reliable service and meet increasing traffic
demand between North Sydney, and
Newfoundland and Labrador. Budget 2010
provides $175m to Marine Atlantic Inc. over
the next two years to help renew its fleet
and shore facilities and to improve the quali-
ty and reliability of its services. The funding
will allow MAI to charter two vessels from
Stena to replace the aging M/V Caribou, and
M/V Joseph and Clara Smallwood. The new
vessels, built in 2006 and 2007, will bring
about significant cost savings and opera-
tional efficiencies by lowering fuel costs and
consumption. The new charter agreement is
conditional upon MAI obtaining all necessary
governmental and other approvals as may
be required.
Ribcrafts for James City County Police
Photo courtesy Ribcraft USA
Ribcraft delivered two 21.4-ft Ribcraft 6.5s
to the James City County Police Department
in James City, Va. The RIBs will be used by
the county police for rapid response, patrol,
interdiction, boarding and dive team opera-
tions. The RIBs feature Ribcraft's deep-v hull,
full length lifting strakes, heavy duty multi
chambered Hypalon tubes with pressure
relief valves and high profile rubstrake.
Powered by a single 150 hp Honda four
stroke engine, the boats will reach speeds in
excess of 45 knots.
briefs
Working in the Arctic
New King River Class Tugs
Foss Maritime and Cruz Marine
LLC have partnered to launch the
first of the King River class of tug: a
shallow draft vessel designed specifi-
cally for remote, extreme environ-
ments like the north slope of Alaska,
the Canadian Arctic and the Russian
Far east. The Dana Cruz is powered
by three low-emission Caterpillar
EPA Tier II engines. The tug was
designed by AG McIlwain with an
ABS Load Line and is 92 ft long and
36 ft wide. Built to work in remote,
shallow draft environments, the
Dana Cruz will be headed north to
support the summer ice-free con-
struction season in Western Alaska
and the North Slope.
The tug's features include a work-
ing draft of between 3.8 ft and 5.8 ft;
a hull arrangement and strength
members to resist damages due to
contact with ice; holding tanks for
sewage and oily water; fuel tank sep-
arated from hull with voids for extra
margin of safety; electric deck and
towing winches to eliminate the
opportunity for a release of lubricants
to the environment; hospital grade
engine silencers; an aqua-drive anti-
vibration system; and Infrared navi-
gation.
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Kvichak-Built Yellow Rose for Houston Pilots
Kvichak Marine delivered P/V Yellow Rose to the
Houston Pilots on the Houston Ship Channel . The
vessel is designed to operate as a pilot launch trans-
porting pilots to and from a shore side dock and the
Houston Pilots SWATH, and to perform pilot
transfers to commercial vessels. Designed by
Camarc Design, UK, the all-aluminum vessel is
powered by twin Tier II Cummins QSK-38 engines
rated for 1,400 bhp each, which are coupled to ZF 4600 transmissions driv-
ing twin Hamilton 651 waterjets.
30 MN June 2010
How did you weather 2009?
Todd Hornbeck, Chairman of the Board, President &
CEO, Hornbeck Offshore Services
Obviously the economic recession made 2009 a very
challenging year for our industry as we experienced a sub-
stantial drop-off in market conditions. New generation
offshore supply vessel effective day rates were roughly half
of what they were at the end of 2008. Fortunately,
Hornbeck Offshore commenced proactive cost cutting
measures early in the year. We stacked some of our small-
er new generation vessels and nearly all of our conven-
tional fleet. We also sold non-core vessel assets. By doing
this early, we were able to realize operating and general
and administrative savings of approximately $45 million
over 2008 calculated on a same store basis, without sac-
rificing quality of service. In other words, had we not
achieved these cost savings, our company-wide operating
margin would have been about 12 percentage points lower
last year. Furthermore, we were able to achieve these cost
savings while continuing to execute our growth strategy.
We were able to emerge from 2009 with a new generation
vessel contract backlog of 56%, which was even better
than the prior year given we have a larger fleet.
Harry Cook, Editor of the Waterways Council's
newsletter, Capitol Currents
As a service industry, barge and towing and related busi-
nesses are not really the masters of their own fate. It
depends on the general economy the demand for goods
in the marketplace, which increasingly drives not only the
U.S. domestic economy but that of much of the world as
well. U.S. households and industries alike stopped buying
in the volumes which had become almost customary,
quickly shrinking markets for our corn, wheat, soybeans,
coal, manufactured goods, and numerous other U.S.
exports. Almost overnight, we lost many of our overseas
markets, putting a damper on exports and, at the same
time, barge lines could no longer count on a large volume
of imports including steel, other manufactured goods and
raw materials, resulting in further drops in river com-
merce. The Army Corps of Engineers' Waterborne
Commerce Statistics Center said inland waterways traffic
has dropped steadily for the last four years from 550.2
million tons in 2006 to 536.8 million tons in 2007, 492.4
million tons in 2008, and 454.7 million tons in 2009.
Leaders Discuss Challenges, Opportunities
MarineNews is again proud to deliver its annual CEO Six Pack,
a series of insights from a diverse selection of leaders in the
workboat world. These key players in offshore, coastal and
inland waterway operations offer their insights into current mar-
ket conditions and the issues that shape the industrys outlook.
CEO 6-Pack
Todd Hornbeck
We were able to emerge from 2009 with a new gener-
ation vessel contract backlog of 56%, which was even
better than the prior year given we have a larger fleet.
HOS Iron Horse
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CEO 6-Pack
This fall-off in domestic traffic was the product of the
economic slump from which the barge and towing indus-
try is just now beginning to show some signs of resur-
gence. This rebound, albeit ever so slow, provides encour-
agement to agricultural and energy sectors, in particular,
with many forecasts anticipating a turn-around in exports
in the last half of 2010. The National Retail Federation
has already reported double-digit growth in imports in
recent months, over 2009, at the 10 major U.S. retail con-
tainer ports.
James Weakley, President Lake Carriers Association
2009 was a very difficult year for Great Lakes shipping.
The iron ore trade fell to its lowest level since 1938. U.S.-
flag cargos likewise dropped to a volume not seen since
the Great Depression 66.6 million tons. Every com-
modity coal, limestone, cement slumped significantly
from 2008 and five-year averages. On the bright side, the
U.S. Army Corps of Engineers continued to reduce the
backlog of sediment clogging our ports and channels; they
removed some two million cubic yards. Also, in
December, the U.S. Coast Guard transferred an ice-capa-
ble vessel to help keep cargo moving during the ice season.
The biggest business challenge facing LCA members is the
production of raw materials iron ore for steel produc-
tion, aggregate for construction, coal for power genera-
tion. We need the rebound in steel production to contin-
ue and to energize heavy manufacturing and construction
in general.
What was yo r companys silver lining emerging from
the 2009 financial storm
Hornbeck, Hornbeck Offshore Services
We have been able to expand our international footprint
and expect to end 2010 with eight new generation OSVs
operating on long-term charters in Brazil, five vessels
operating in Mexico, and two vessels operating in the
Middle East. We made significant progress in completing
our new build program by delivering nine new generation
OSVs. We expect to deliver the sixteenth and final DP-2
OSV under our current new build program later this year.
We also placed in service two of our MPSVs, the HOS
Iron Horse and the HOS Centerline, in 2009. The HOS
Centerline, a 370-ft Jones Act qualified DP-2 MPSV, is
the only vessel in the world to have received certifications
by the U.S. Coast Guard allowing operations as a supply
vessel, industrial/construction vessel, and as a petroleum
and chemical tanker. This HOS 370 design, with an
8,000 deadweight-ton capacity, represents the largest and
most diverse DP-2 classed offshore supply vessel available
today. The HOS Centerlines sister-vessel, the HOS
Strongline, also joined our MPSV fleet earlier this year.
The HOS Iron Horse, the second 430 class DP-3 MPSV,
was placed in service at the end of 2009. We also moved
forward with the installation of a 100 ton active heave-
compensated crane aboard the Iron Horses sister-vessel,
the HOS Achiever, to complement her existing 300 ton
deepwater winch and 160 ton pedestal crane.
The HOS Iron Horse served as the marine platform for
the deepest riserless well intervention ever completed and
the HOS Centerline completed her first well test in
Subchapter D service, as well as providing flotel and
cargo services. Also, the HOS Achiever completed 244
continuous service days in the field supporting the com-
missioning of Shells Perdido deepwater spar by providing
accommodations for nearly 300 offshore workers. Three
of our MPSVs assumed significant roles in the subsea
response efforts related to containing the oil spill in the
Gulf of Mexico.
Gary Faber, President & COO, Foss Maritime
Today, as we enter the recovery, Foss Maritime is a
stronger company because we increased efficiencies by
asking our people to rethink basic approaches to jobs and
take responsibility for their actions particularly in the
areas of safety and the environment. We stayed true to our
core values. I simply cant emphasize that enough. Foss
marine operations which include the 659 employees of
Foss Maritime, Gulf Caribe and Constellation incurred
only six lost time incidents in 2009. Thats out of 1.8 mil-
lion hours worked by our people.
Jennifer Carpenter, Senior VP, National Advocacy,
American Waterways Operators
What stands out for me is that despite truly awful mar-
ket conditions, AWO member companies stayed engaged
Harry Cook
The National Retail Federation has already reported
double-digit growth in imports in recent months, over
2009, at the 10 major U.S. retail container ports.
Containers on a barge
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CEO 6-Pack
in their trade association and used a difficult year to
achieve notable results. They worked through the Coast
Guard-AWO Safety Partnership to launch a Towing Vessel
Bridging Program to prepare for the forthcoming Coast
Guard rules on inspection of towing vessels. They part-
nered with the Army Corps of Engineers to develop a for-
ward-looking 20-year plan to improve the reliability of the
inland waterways infrastructure and ensure the necessary
funding stream to maintain that infrastructure. They beat
back attempts by the states of Illinois, New Jersey and
California to impose vessel discharge requirements that
would have halted barge transportation in those states.
They joined forces with maritime labor unions and sup-
porters on Capitol Hill to get legislation through the
House of Representatives that would greatly reduce the
burden of applying for a Transportation Worker
Identification Credential. AWO member leaders also
developed a new strategic plan to guide the associations
work for the next five years. The new plan, AWO 21, calls
for an ambitious effort to tell the industrys positive story
more energetically and creatively. It seeks to renew and
refresh our commitment to leading the industry in marine
safety and environmental stewardship, and to reach new
levels of effectiveness is our advocacy with Congress, fed-
eral agencies, and increasingly activist state governments.
For a trade association, that level of member commitment
is extraordinary.
What is the o tlook for yo r market in 0 an beyon
We expect soft market conditions to continue through-
out 2010. We have seen some positive trends such as uti-
lization and pricing for new generation OSVs which
appears to have stabilized in the Gulf of Mexico. There
also appears to be some slow, but steady improvement in
drilling activity. However, the recent oil spill and corre-
sponding drilling moratorium in the U.S. Gulf of Mexico
obviously creates some uncertainty, as does the upcoming
hurricane season. Furthermore, public pronouncements
coming from Washington lead us to believe that it is like-
ly that our industry will experience increasing regulatory
demands and higher costs as a result of this very tragic dis-
aster. Accordingly, our focus remains on preserving and
improving our safety record, service excellence and oper-
ating margins as we continue to position ourselves for the
recovery. Our long-term outlook remains very bullish. As
this down cycle continues, we believe a lot of the older
tonnage will be scrapped or permanently taken out of the
market, which will ultimately tighten supply as demand
increases during the recovery.
Faber, Foss Maritime
We see opportunity. Foss traditionally has done well in
extreme environments. Alaska. The Russian Pacific. Weve
entered into a joint venture with Cape Harrison Marine in
Newfoundland and Labrador that will allow us to com-
pete for business in the North Atlantic. And the needs of
this market play to Foss core competencies: tanker escort
and assist, marine logistics and oil field support services,
and general towing and transportation.
Harry Cook, Capitol Currents
In modern times, barges have been used to transport
huge NASA space vehicles, trains across New York harbor,
Seamen's Church Institute chapels to meet incoming
ships, National Guard troops and equipment on maneu-
vers, bridge segments and huge boilers, and new automo-
biles on double-deck equipment. A barges primary role,
however, is to move bulk cargoes, such as molten sulphur
and super-cold anhydrous ammonia fertilizer, soybeans
and grain, coal, petroleum and petroleum products,
cement, aggregates, iron and steel, and numerous other
commodities and raw materials.
One of the more recent innovations was the introduc-
tion of large-sized barges and special loading yards to
move wood chips from interior forestlands, particularly in
the Tennessee Valley, to coastal ports for export.
Undoubtedly, the barge industry will continue to innovate
to capture market share, attracting more and different
commodities to the U.S. inland waterways system.
The movement of containers on barges along the coasts,
either in shallow-draft intracoastal channels or in open
water, particularly between major ports like Houston-
New Orleans, makes good sense. Watch for more "marine
highway" projects up inland rivers like the James River
from Hampton Roads to Richmond, Va. In the final
James Weakley
The biggest business challenge facing LCA
members is the production of raw materials iron ore
for steel pro ction, aggregate for constr ction,
coal for power generation.
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36 MN June 2010
CEO 6-Pack
analysis, however, the barge industry will probably survive
and profit by doing that which it does best: hauling
bulk commodities at competitive rates, in a safe and envi-
ronmentally friendly manner, and in massive quantities
delivered on schedule.
What legislative issue is most important to the industry
right now?
In July of last year, the U.S. Customs and Border
Protection (CBP) published its proposed modification
and revocation of previous ruling letters that it believed
were inconsistent with the Merchant Marine Act of 1920,
or the Jones Act. On an average day, there are approxi-
mately 40 to 50 foreign-flag vessels supporting energy
activities on the U.S. outer continental shelf (OCS).
Those vessels could have been constructed in U.S. ship-
yards, crewed by U.S. mariners, and owned and operated
by U.S. taxpayers. The Jones Act is intended to support
our national defense and commerce by ensuring the U.S.
has a merchant marine of the best equipped and most
suitable types of vessels sufficient to carry the greater por-
tion of its commerce and serve as naval or military auxil-
iary in time of war or national emergency, ultimately to be
owned and operated privately by citizens of the United
States. Oil companies were concerned whether this
action by the CBP would limit access to critical equip-
ment needed to execute planned activities and have a
detrimental impact on further outer continental shelf
development. CBP subsequently withdrew its proposed
modification and revocation of previous ruling letters, and
reportedly is working with the Department of Homeland
Security in the development of an advanced notice of pro-
posed rulemaking to review and possibly address the use
of foreign-flagged vessels on the OCS. It is important that
the oil companies, U.S. shipyards, and U.S. vessel opera-
tors work closely and cooperatively together and with the
CBP to create a practical solution that addresses the pecu-
liar requirements of OCS operations and also protects the
Jones Act. The solution cannot cripple ongoing offshore
operations, but it should promote domestic investment in
new tonnage.
Were dealing with new regulations and rulemakings at
an ever-increasing pace, like the EPAs engine rulemaking
and Vessel General Permit. Were also anticipating the
USCG rule bringing tugs and towboats into the realm of
inspected vessels. Because Foss has had an ABS certified
Safety Management System we are well positioned to
come quickly into compliance with this rulemaking. On
the legislative horizon I see maritime spatial planning or
ocean zoning. This is where the issues of offshore alter-
native energy projects, noise pollution, no discharge zones
and many others will culminate in what I hope is a mean-
ingful dialogue between legislators and our industry. The
Arctic and the prospect of ice diminished passage as early
as 2013 is just one example of the need to have these dis-
cussions with all maritime stakeholders.
Carpenter, American Waterways Operators
Two rise to the top of the list right now. The first is the
once-in-a-generation opportunity to improve the reliabil-
ity of the inland waterways infrastructure and ensure the
funding necessary to support it, so that barge transporta-
tion can continue to foster U.S. international competi-
tiveness, economic growth, environmental protection and
quality of life for Americans. In April, after more than a
year of hard work by Corps of Engineers and industry
experts, the Inland Waterways Users Board approved a
report that lays out a 20-year plan for prioritizing projects
across the entire system, recommends improvements to
the Corps project management and delivery processes so
that essential infrastructure is completed on time and on
budget, and recommends a practical and sustainable fund-
ing mechanism to meet the systems needs. Its a responsi-
ble and comprehensive approach to a multi-faceted chal-
lenge that weve faced for a long time. Now, all waterways
stakeholders need to come together to ensure that these
recommendations are implemented in legislation and
Administration policy. More than 200 organizations, led
by Waterways Council, Inc., the National Waterways
Conference, and AWO, have signed on as supporters of
Gary Faber
n the legislative hori on see maritime spatial plan-
ning or ocean oning. his is where the iss es of off-
shore alternative energy proects, noise poll tion, no
ischarge ones an many others will c lminate in what
hope is a meaningf l ialog e between legislators an
o r in stry.
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38 MN June 2010
the plan, representing a diverse array of waterways stake-
holders, shippers, labor unions, and environmental organ-
izations. These groups recognize the multi-billion-dollar
benefits of implementing the recommendations and
enabling the inland waterways system to continue to serve
our nations economic and environmental needs for years
to come. We need Congress to include the recommenda-
tions in a 2010 Water Resources Development Act, and
we need the Administration to incorporate them in Corps
policy.
The second key issue is the regulation of vessel dis-
charges everything from ballast water to sink and laun-
dry waste to deck runoff. Since 2009, as the result of a
Ninth Circuit Court of Appeals decision, vessel discharges
have been regulated under a Clean Water Act permitting
program designed for fixed facilities, like farms and facto-
ries. Its like trying to force a square peg into a round hole
it just doesnt work. The program requires individual
states to certify a federally issued permit, so vessel opera-
tors face the untenable situation of complying with more
than 140 state and waterbody-specific requirements
imposed by 28 different states, Tribes, and territories. EPA
cant solve the problem on its own; the agency is doing its
best to play the bad hand it was dealt by the court. The
only real solution is for Congress to pass legislation that
establishes a new framework for the regulation of vessel
discharges one that sets tough, effective standards that
are consistent throughout the country and that preempts
state regulation of vessel equipment and operations.
House Transportation and Infrastructure Committee
Chairman James Oberstar (D-MN) and Congressman
Frank LoBiondo (R-NJ), the senior Republican on the
Coast Guard and Maritime Transportation
Subcommittee, have taken the lead in trying to solve this
problem. AWO strongly supports their efforts to produce
bipartisan legislation that will protect water quality and
keep vital commerce moving safely and efficiently.
Margaret Kaigh Doyle, General Manager,
Marine Response Alliance
The current stage of the USCG Final Rule on Salvage
and Marine Firefighting is the result of over a decade of
discussions, proposed rulemakings, and public meetings.
The rule stems from the language originally found in OPA
90 which recognized the need for vessel response plans
and the necessary preplanning activities in a number of
areas, including salvage and marine firefighting. As of
February 22, 2011, 33 CFR 155 will require plan holders
to identify salvage and marine firefighting resources solely
for areas covered by the VRP. The final rule attempts to
clarify the services that must be identified in VRPs and
sets new response time requirements for plan holders and
responders. The MRA, along with other industry stake-
holders, has taken a number of steps towards an improved
understanding of the new regulations. Compliance with
the SMFF regulations requires gathering quite a bit of
data, and the efficacy of this data is a key component to
the preparation of salvage and firefighting plans that will
not only meet the current requirement, but ensure that
the responders have all necessary information in the event
of an incident. We are evaluating our own coverage gaps
and duplications and urging our clients to work with us so
we will both be ready come February.
Weakley, Lake Carriers Association
We are working with the U.S. Coast Guard and others
to find solutions to ballast water introduction of non-
indigenous species. We face unique challenges on the
Lakes. The systems being designed for the deep-sea trades
just dont work on our vessels. We can take on 16.4 mil-
lion gallons of ballast at rates approaching 80,000 gallons
per minute. We also have to recognize that treating lakers
ballast is of limited value. Since the Great Lakes are inter-
connected, an exotic will migrate independent of com-
mercial navigation. Thats why we believe Best
Management Practices meant to limit the possible spread
of aquatic nuisance species are most appropriate for lakers.
Treatment systems best belong on the oceangoing vessels
that introduce exotics to the Lakes.
Other legislative issues include the need for a modern
icebreaking fleet on the Lakes. We appreciate the U.S.
Coast Guard transferring an East Coast icebreaker to the
Lakes for the winter, but the Senate must pass its legisla-
tion approving construction of another heavy icebreaker.
We need to bring an additional icebreaker in each winter,
at least until the Coast Guard has rehabbed its vessels that
date from the 1970s.
CEO 6-Pack
Jennifer Carpenter
he new plan, W 2 , calls for an ambitio s
effort to tell the in strys positive story more
energetically an creatively.
United Maritime Groups vessel Sharon Dehart and the barge Doris
Guenther with a load of salt on the Delaware River
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Cook, Capitol Currents
The aging lock-and-dam infrastructure represents the
major problem facing waterway shippers and carriers. The
number of "unscheduled lock outages" is increasing.
While most last only a few days, some of them close the
primary lock for many months, restricting river traffic to
older, much smaller auxiliary locks and forcing long
queues of barges to wait for as long as several days for pas-
sage. For lock sites without auxiliary chambers, the clo-
sures can interrupt supply chains and force diversions to
other modes. The immediate problem on the shallow-
draft inland navigation system is the lack of sufficient
matching funds in the Inland Waterways Trust Fund. But
the real problem is years of neglect and deferred mainte-
nance due to limited appropriations. Meanwhile, many
deep-draft port and harbor channels including those on
the Great Lakes are silting in, requiring merchant ships to
light load. All the while, the Harbor Maintenance Trust
Fund is running a surplus exceeding $5 billion. For
obscure reasons, like budget "scoring" and masking the
size of the Federal deficit, government officials refuse to
spend the shippers' own contributions to keep shipping
channels dredged to authorized depths and widths. Once
the users pay their harbor-maintenance tax, the proceeds
become federal revenues, and the Feds hold on to the pri-
vate-sector contributions with a clinched fist, repudiating
the concept of having a "dedicated revenue source" to
fund maintenance needs.
40 MN June 2010
CEO 6-Pack
785 Bonnie Lane
Elk Grove Village, L 60007
For more information, call 800-364-4642
or Fax 847-364-4695
www.americ.com
Margaret Kaigh
Doyle
there have been many changes in the world of pollution
response. J ust recently, for example, MRA partner Marine
Pollution Control Corporation (MPC) was awarded a
research and development contract by the U.S. Coast
Guard in order to develop a system that uses a manned
submersible (or submarine) for the recovery of
heavy oil on the sea floor.
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What technology has most positively affecte yo r
b siness
Our Green Assist hybrid tug, the Carolyn Dorothy, is
the first in the world. Its working at the ports of Los
Angeles and Long Beach. Over time, we hope to see this
hybrid technology and other green technologies
become industry norms rather than exceptions. Id like to
see legislation bringing more funding to our industry to
deploy new technologies, such as hybrid propulsion, that
provide effective environmental solutions.
Doyle, Marine Response Alliance
As far as salvage, there have been so many technological
advancements that it is extremely difficult to pinpoint just
one. When notified of a casualty today, our first actions
often involve utilizing computer-based information such
as AIS or Google Earth. In this way, the advancements in
information technology have revolutionized marine
response. New developments in the processing of infor-
mation obtained during multi-beam surveys provide us
with better understanding of wrecks, which assists in the
safety of dive operations. The new portable survey class of
ROV's enables us to quickly survey wrecks where, until
recently, we were dependent on putting people in the
water. As costs come down on this equipment, we become
more inclined to put the equipment into places and envi-
ronments that would unsafe for divers.
Regarding efficiency, MRA member company Titan
Salvage has developed a proven puller technology that has
quickly become standard inventory for our global com-
petitors. Additionally, there have been many changes in
the world of pollution response. Just recently, for example,
MRA partner Marine Pollution Control Corporation
(MPC) was awarded a research and development contract
by the U.S. Coast Guard in order to develop a system that
uses a manned submersible (or submarine) for the recov-
ery of heavy oil on the sea floor.
CEO 6-Pack
Jim Bareksten, Director, Government Affairs, CHS, Inc.
In response to the question What are the biggest challenges facing your business right now?, Bareksten replied:
Like all businesses, we focus on doing more with the resources we have and on making solid decisions when it
comes to growth, both within our current businesses and future expan-
sion. In recent years, we have focused on creating a global footprint for
our grain business. U.S. farmers can only supply grain customers about
seven months of the year. In order to meet year-around demand of our
international customers, we have established origination ability in South
America, the Black Sea region of Europe and in Australia. This has ben-
efited our producers by keeping them in the market 365 days a year and
it has benefited our customers by guaranteeing them the grain they want
when and where they want it.
CHSs terminal in Myrtle
Grove, La.
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Crowley Maritime christened the
eighth of 10 new 185,000-barrel
Articulated Tug-Barge (ATB) tank
vessels that the company will take
delivery of by 2011. The vessels chris-
tened were the tug Achievement and
barge 650-8. The vessel is scheduled
to visit the port once a week as it car-
ries petroleum products for Marathon
Oil Corporation. The vessel joins
other Crowley owned and/or man-
aged vessels calling Tampa with loads
of ethanol, gasoline or diesel. The
newest ATB, designed by Crowley's
vessel construction and naval archi-
tecture subsidiary, Vessel
Management Services and built by
VT Halter Marine in Miss., will be
operated by Crowley for Marathon
Oil Corporation under a time charter
agreement. Crowley already has
seven, 185,000-barrel and four
155,000-barrel ATBs in the Jones Act
trade and is currently having three,
330,000-barrel ATBs built for deliv-
ery by the end of 2012. The new
ATBs feature the latest systems tech-
nology and double-hull construction.
The unit has the capability of trans-
porting refined products as well as
heated cargoes and easy chemicals,
which require special arrangements of
vents, stripping systems, pump com-
ponents and tank coatings above that
normally required for product carri-
ers. There is an electric cargo pump
in each of the 14 cargo tanks to assure
maximum cargo integrity and segre-
gation flexibility, two anchor wind-
lasses and associated equipment to
enable the vessel to accommodate off-
shore mooring operations, and a vac-
uum system with three retention
tanks to handle cargo changes. There
is also a dual mode inert gas system
and vapor collection system for maxi-
mum safety.
PosiTector
UTG
Ogdensburg, New York USA Phone: 315-393-4450
FAX: 315-393-8471 Email: techsale@defelsko.com
N
E
W
1-800-448-3835
or www.defelsko.com
New
UTG ME
Thru-Paint
model
available
Wall Thickness and Corrosion Gage...
Ideal for measuring wall thickness and
the effects of corrosion or erosion on ship
hulls, decks, bulkheads or any structure
where access is limited to one side.
I Scan Mode
I HiLo Alarm
I Internal Memory
I Sturdy, compact design
I Certificate of Calibration
Ultrasonic Thickness Gage
Crowley Christens ATB Tank Vessel in Tampa
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44 MN June 2010
Posted on MaritimeProfessional.com
This month 150 Old Salts plus advisors berthed for
the first time at the Capitol to tell Congress their
thoughts on the future of U.S. merchant marine policy
and ways to keep maritime commerce healthy. Dubbed
the "Maritime Congressional Sail-In," the delegation
yakked with congressional leaders and took aim on two
points, the Harbor Maintenance Tax (HMT) and, indi-
rectly, the Jones Act. (A less publicized reason for the
visit was to voice disquiet about the Executive Order on
piracy ransoms.) On the HMT, there are very few dis-
senters that it should be substantially changed, replaced
by a fairer measure or just dropped altogether. Short-sea
shipping is going nowhere until there is some action.
On the merchant marine, there is considerable debate.
Sure, the nation needs such an institution, but the way
the Jones Act is being viewed is causing more problems
as the years go by. What's more, the Washington jam-
boree was not exactly neutral as it was under the aus-
pices of the International Organization of Masters,
Mates and Pilots, an affiliate of the AFL-CIO. Trade
unions are naturally and automatically gung-ho about
practices such as the Jones Act, because they restrict the
free flow of labor and capital, raising the barriers to
entry and inevitably leading to costs (wages) going up.
Excerpted from Martin Rushmeres Blog
on MaritimeProfessional.com
Old Salts Need to Broaden Vision
Just when you thought it was safe to
assume that the Coast Guard had
indeed backed up its promises to
streamline and improve its mariner
credentialing with real action, the
maritime industry is once again push-
ing back with claims that the process
is moving in the wrong direction. In a
letter dated May 6, 2010, the Maritime
Institute of Technology & Graduate
Studies (MITAGS) challenged NMC
to amend certain policy changes and
additionally to address other failings
that adversely affect mariner testing
and credentialing.
The new rift has the potential to undo
more than a year of carefully orches-
trated efforts at the Department of
Homeland Security to regain the trust
of industry, mariners and the training
facilities that service them both. How
DHS responds to the latest round of
criticism will almost certainly define
what happens next.
The Coast Guards ambitious central-
ization plan for mariner credentialing
last year culminated in the creation of
their gleaming, brand new National
Maritime Center (NMC) in
Martinsberg, W.Va. When NMC effec-
tively removed most of the authority
from local Regional Exam Centers
(REC), the move was not initially well
received by a maritime community
which felt that it had been badly
served in the previous decade. But,
with service to the mariners clearly
deteriorating and anger building
because of that metric, the Coast
Guard knew it had to do something to
change direction.
It was last September when the rocky
transition finally appeared to be mov-
ing in the right direction. A quarterly
MERPAC meeting provided the per-
fect backdrop for NMC to show off
their new digs, boast of virtually no
application backload and a larger,
much-improved medical branch. The
mammoth, three story building
appeared to house a tightly run opera-
tion that was finally getting its arms
around the task at hand. Less than
seven months later, however, some in
industry remain unconvinced.
The Coast Guards NMC is led by
Captain David C. Stalfort. Stalfort's
vision to bring the NMC into the 21st
century by updating our technology
ability to process credential in the
most efficient and effective manner,
is today contradicted by new accusa-
tions that policies at NMC have a sig-
nificant negative impact on mariners
and ship operators. Specifically, the
MITAGS letter sent to the NMCs
Mariner Training and Assessment
Division also copied to MERPAC,
MESC and SOCP representation
complains of four primary failings:
1. NMC policy requiring the removal
of the training and assessment infor-
mation from the course completion
certificate
2. Removal of the approved course by
school list from the NMC website
3. Requirement to take 500 Tons
Oceans and 1,600 Near Coastal
Exams modules
4. Errors in the NMC question data-
base pool.
Coast Guards NMC in the Hot Seat Again
Mariner Credentialing
Join Joe
Online
This is a short
excerpt from
Joseph Keefes
recent post.
TUTOR-SALIBA CORPORATION
Contact: James Foster
818-362-8391
EM1068 Official # 534891 - 1021 net/Gross Tons -
Built 1928 in Oakland CA. LOA 258.5' - Beam 38'
- Depth 12'. Flat Deck Barge, riveted steel con-
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.
D I V E R S I F I E D
Engine Exhaust Systems
HARCO MANUFACTURING CO.
1000 Industrial Pkwy Newberg OR 97132
800-394-7571 Fax: 503-537-0601
www.harcomanufacturing.com
email: sales@harcomanufacturing.com
ENGINE AND
ENVIRONMENTAL
PRODUCTS
ABS Certified Bureau Veritas Qualified
46 MN June 2010
In this edition of MarineNews
we spoke with executives from
MarineCFO and ABS
Nautical Systems about vessel
and fleet management soft-
ware. They provided their
commentary on the challenges
in the market place, the latest
developments and what the
outlook is for 2010 and
beyond.
MarineCFO:
Joe Galatas, President
Vessel operators are finding it difficult to keep up with
the ever growing streams of data needed to efficiently run
a marine business. Whether its vessel maintenance and
diagnostics, crew certifications and credentialing, or raw
commercial and financial data, processing this into mean-
ingful management information is a challenge. Having
one system that manages the entire enterprise eases the
technical challenges and, in the end, lowest the cost of
technical software solution for a workboat company.
It is now possible for marine companies to analyze data
from vessels in real time instead of relying on stale, histor-
ical data to make decisions. The pace of marine companies
investing in this technology is just beginning to pick up.
MarineCFO has a web-based version and an enterprise
version. Depending on company size/requirements, either
can be used for inland bulk transportation companies as
well as inland liquid transportation companies. Our
clients utilize MarineCFO to automate business processes
all the way from the boat, straight through dispatch, per-
sonnel, maintenance and finally financial reporting. Data
is entered at the source and then can be utilized by others
on an as needed basis removing all duplicate data entry.
All of MarineCFOs solutions are based on a robust tech-
nology platform that enables full customization.
Also, our original client was the OSV company, Otto
Candies, therefore we have a long tenure of service to the
OSV and offshore towing market. Our products are
specifically designed to deal with the communications
challenges of being offshore and the desire to limit data
transactions, minimizing the cost of offshore communica-
tions. The largest portion of MarineCFOs budget is spent
on product development. Our products are always
designed and developed in response to a real customer
need so we solve real problems faced by workboat compa-
nies. 2010 is shaping up to be a record year with excellent
worldwide response to our new web product for small to
mid-sized fleets, MarineCFO Live! We have signed up
clients in at least 10 countries and have new inquiries
every day.
ABS Nautical Systems:
Karen Hughey, President & COO
We continue to aggressively invest in product develop-
ment. Thirty percent of our revenues are reinvested back
into customer-driven research and development. We are
continuously enhancing NS5, our current suite of soft-
ware products with additional functionalities and stabili-
Software Solutions
markets software solutions
MarineCFOLive!
ABS Nautical Systems Joe Woods and Karen Hughey Joe Galatas, MarineCFO
ty. We also invest in our people. We
are growing our presence globally and
hiring new talent around the world to
meet our customers evolving needs.
While the recession has impacted the
maritime industry causing many
companies to cut back on their
spending, including IT projects, ABS
Nautical Systems has been very fortu-
nate that we are well balanced in our
client base between the marine, gov-
ernment, offshore & energy and
workboat sectors. The ABS Newbuild
Initiative has added more than one
client per week since its inception and
the large global contracts that we have
signed have provided project work
well beyond 2010.
ABS Nautical Systems:
Joe Woods, VP of Global Sales
& Marketing
The hurdles for vessel operators
when implementing a fleet manage-
ment system are proper buy-in from
the crew, being fully committed to
deploying and implementing the
solution, and doing the necessary
training and re-training. ABS
Nautical Systems has been providing
solutions for over 25 years and with
the exception of a minor customiza-
tion or configuration change, all of
our clients have essentially the same
tools. Many of our customers are able
to achieve significant savings because
of their commitment to implement
the NS5 software and to properly
manage the progress with senior man-
agement fully behind the effort.
There have been many new develop-
ments to the NS5 software within the
past year. Some of the more signifi-
cant ones surround the ABS
Newbuild Initiative. ABS is providing
specific software modules free of
charge to all of its clients that are
building or transferring their vessels
to ABS class as of January 1, 2009.
Because of this, we have seen a signif-
icant uptick in new contracts with
over 30 vessels per month taking
advantage of this offer. Weve also
seen several companies begin to
release funds again for IT solutions.
Owners and operators are looking
to use Hull Inspection and Condition
Monitoring tools more than ever. To
support this, we have provided tools
in our latest release that not only
track hull inspections as part of an
overall maintenance plan, but also
condition monitoring tools.
48 MN June 2010
Cahill New Outreach Director
Mystic Seaport has named Sarah
Cahill its new director of museum
education and outreach. She has
served on the boards of the Rhode
Island Governors Urban Education
Task Force, The Community Boating
Center in Providence and the
Providence After School Alliance.
Backhaus VP Ops at Sea Tow
Sea Tow Services International has
promoted Robert Backhaus to Vice
President of Operations, along with
two additions to its corporate staff:
Christine de la Garza, Director of
Marketing, and Cindy M. McCaffery,
Director of Sales and Training.
Stephens & Magill Promoted
Foss Maritime has promoted Andy
Stephens to VP, Business and
Planning Development. Stephens,
who joined the company in 1993,
will also become chief of staff to Foss
Maritime COO and President Gary
Faber. Also, Foss hired Mike Magill as
VP, Technical Services. Magill will
take over responsibilities for Foss'
shipyards, purchasing and engineer-
ing departments.
Sobon CFO of Drew Marine
Drew Marine USA, Inc. appointed
Walter Sobon as Senior VP and CFO.
Sobon joins Drew Marine from
Constar International a manufacturer
of plastic containers, where he was
CFO. Sobon is a licensed CPA and
holds a bachelor's degree in Business
Administration.
Black Appointed CFO
Thomas Black has been appointed
CFO of Globe Wireless. Previously,
Black owned a consulting practice,
was a financial partner in Tatum,
LLC, and held multiple positions
with Tropical Shipping, including
Senior VP of Foreign Operations and
CFO.
Penny Heads Biz Development
ACE Winches appointed Derek
Penny as head of group sales and
business development. Penny has 18
years experience in the upstream and
downstream oil and gas and marine
and naval defense markets. He joins
the company from the subsea engi-
neering company, SMD.
Samson Quantum-12 on BRAtt
Samson, provider of performance
cordage, equipped the prototype
BRAtt with Quantum-12, one of
Samsons most popular towing lines.
The BRAtt training tug is the result
of a collaboration between Ron
Burchett and Robert Allen Ltd. The
450 hp BRAtt features most of the
same technology and operating sys-
tems as similar full-sized Z-drive tugs.
Signal Wins Power Barge Contract
Signal International has been
awarded a $30m contract by Waller
Marine Inc. of Houston, Texas, to
build and support the outfitting of
two 300 ft by 100 ft power barges.
Each barge will have a single GE 7FA
Gas Turbine and 171 MW generator.
Upon completion of the barges
Waller Marine will install and operate
the units in Venezuela. The barges
will be built to ABS classification at
Signals shipyard in Orange, Texas.
Signal recently concluded a three-year
transformation of the Orange fabrica-
tion facility and shipyard.
Burger to Build Research Vessel
Burger Boat Company and the
Wisconsin Department of Natural
Resources signed a contract for the
construction of a 60-ft research vessel
to support expanded study and survey
work of the Lake Michigan fisheries.
Named after the fish genus that
includes Lake Whitefish and Lake
Herring, the new R/V Coregonus will
be capable of gill netting and allowing
fisheries staff to continue the work
done on the previous research ship,
the R/V Barney Devine.
Backhaus Cahill Sobon Stephens Black Penny
departments
ACB Security Boat Contract
ACB has been awarded a $37.7m,
five-year contract to provide the U.S.
Coast Guard up to 80 Transportable
Port Security Boats (TPSB). The
high-performance 32.8 ft vessels are
powered with Twin 315hp Yanmar
Diesels and Bravo X-1 outdrives and
will replace the Coast Guards current
aging inventory. The TPSB are capa-
ble of conducting missions in as little
as 24 inches of water and can safely
operate in 10 ft sea conditions.
Miller Boat Line Green Ferry
Miller Boat Line has begun using a
10-20% biofuel mix in one of its pas-
senger vessels, the William Market,
and has plans to eventually use it in
all four of its vessels. The biofuel, G2
Diesel, provides 15% better fuel
economy than traditional diesel, bet-
ter lubricity of the internal engine
parts and leaves a cleaner wake. G2
Diesel is made primarily from soy-
bean oil and ethanol and is supplied
to Miller Boat Line by 11 Good
Energy which uses locally-grown soy-
beans.
Austal Designated Largest Local
Manufacturer
The Mobile Area Chamber of
Commerce confirmed that Austal
topped the list of local manufacturers
for having the most employees.
Austals U.S. facility now has 1,257
full-time employees, up from just
under 900 in the beginning of the
year. Austals recruiting staff was chal-
lenged in the beginning of the year
with hiring 100 qualified applicants a
month and are predicted to continue
to do so through June. Since January,
Austal has added 370 new employees.
The majority of the new-hires are
from the Mobile/Baldwin County
communities, ranging in age from 18
to 64 years, including 35 veterans.
Bollinger Gets Safety Awards
Bollinger Shipyards, Inc. has
received awards for Excellence in
Safety, Improvements in Safety, and
Occupational Safety from two indus-
try groups. The Award for Excellence
in Safety and the Award for
Improvement in Safety for 2009 were
presented to Bollinger by the
Shipbuilders Council of America
(SCA). The awards were received dur-
ing the associations April 26-28,
2010 general membership meeting
held in Washington, D.C.
At The National Safety Council,
South Louisiana Chapter 59th
Annual Clem Buckman
Occupational and Fleet Safety
Awards Banquet, Bollinger facilities
were presented three separate awards
for safety. The chapters 2009 Award
of Honor was presented to 11
Bollinger facilities: Bollinger Algiers,
LLC; Bollinger Calcasieu, LLC;
Bollinger Fourchon, LLC; Bollinger
Shipyards Lockport Repair;
Bollinger Shipyards, Inc.
Corporate; Bollinger Texas City, LP;
Bollinger Larose, LLC; Bollinger
Marine Fabricators, LLC; Bollinger
Amelia Repair, LLC; Bollinger
Lockport New Construction; and
Chand. The 2009 Award of Merit
was presented to two Bollinger facili-
ties: Bollinger Morgan City, LLC;
and Bollinger Quick Repair, LLC.
The 2008-2009 Delta Safety Society
Most Improved Award was presented
to Bollinger Algiers, LLC.
50 MN June 2010
people & companies
SCA Recognizes Austal USA
Austal USA received two awards
from the Shipbuilders Council of
America (SCA) for commitment to
improving safety and health in the
workplace. Austal USA President and
COO, Joe Rella; Health, Safety and
Environmental Manager Chris
Blankenfeld; and Vice President of
External Affairs, Bill Pfister attended
the SCA General Membership
Meeting in Washington DC at the
end of April where they were present-
ed with the SCA Award for
Excellence in Safety and the Award
for Improvement in Safety. The
Award for Excellence in Safety is pre-
sented to shipyards that complete all
four quarters of their survey and have
an end-of-year total recordable indus-
try rate (TRIR) that is below the
aggregate SCA TRIR. Austals 2009
TRIR was 56% below the SCA
TRIR. The Award for Improvement
in Safety recognizes shipyards that
complete all four quarters of their
survey without a recordable fatality
and have reduced their TRIR by 10%
or more over the year. Austal reduced
their TRIR by 72% from the previous
year.
Sparrows to Increase U.S. Staff
Sparrows Offshore, LLC (formerly
Energy Cranes, LLC), Houston-
based offshore crane, fluid power and
pipe-laying equipment specialist,
signed contracts in 2010 worth more
than $8m. As a result, the company
plans to increase its U.S. workforce
by six percent, creating onshore and
offshore jobs in the group's Houston
and Louisiana operating bases. The
new contracts cover crane refurbish-
ment for long-term rental projects
and new crane sales internationally
and in the Gulf of Mexico and have
been awarded by customers including
Shell, Chevron, Apache, Total,
Superior Energy, Transocean, EOG,
Nippon, Maritech, Northstar and K-
Mesco.
T&T Bisso Teams up with CISPRI
T&T Bisso announced an exclusive
cooperative services agreement with
Cook Inlet Spill Prevention and
Response (CISPRI). Based in Nikiski,
Alaska, CISPRI is a comprehensive
standby oil spill response cooperative
whose mission is to provide immedi-
ate response capability to its member
companies. The agreement provides a
unique platform for OPA 90 related
salvage, emergency lightering, fire-
fighting and oil spill response services
in Alaskan waters and further
strengthens the planning and
response posture for tankers and non-
tank vessels operating in the area. In
2009, T&T Bisso deployed and per-
manently stationed emergency
response resources with CISPRI to
serve the Cook Inlet and Alaska areas
and participated in equipment
deployment exercises in Kachemak
Bay to demonstrate response capabil-
ities.
Sabine Surveyors Buy World
Marine Associates
Sabine Surveyors, Ltd. recently pur-
chased marine surveying company
World Marine Associates, headquar-
tered in Houston, Texas. Sabine
Surveyors, Ltd. is a regional marine
surveying company serving the Gulf
and East coasts of the U.S., providing
service to a worldwide client base.
Survival Craft Operation Simulator
Virtual Marine Technology (VMT)
lifeboat simulator, SurvivalQuest, has
been approved as a Class S
Simulator by Det Norske Veritas
(DNV). SurvivalQuest is a training
simulator designed to allow lifeboat
coxswains to practice for a variety of
emergency launch conditions.
Lighting Sandy Neck Lighthouse
Tideland Signal worked with the
Sandy Neck Lighthouse Committee,
supplying them with a new ML-300
SolaChan and MaxiHALO-60 LED
light source to bring the Sandy Neck
Lighthouse back to life. First con-
structed in 1857, the Sandy Neck
Lighthouse is located on the Sandy
Neck Peninsula, just over eight miles
away from Cape Cod Canal, a major
artery for ocean tonnage.
Decommissioned by the U.S. Coast
Guard in 1932, a restoration commit-
tee was formed in 2004 with the aim
of restoring the lighthouse in time for
its 150th birthday. The new optic
they chose was the ML-300 SolaChan
assembly lit by Tidelands
MaxiHALO-60 LED light source
and powered with a pedestal mount-
ed solar and battery system.
By working and collaborating with stakeholders prior to
the crisis, you can identify acceptable and equitable stan-
dards together. After the discussions, we were able to gath-
er major concerns and essential elements to develop the
vessel prioritization tool. To develop the tool, we consid-
ered five elements to be ranked to establish vessel priority:
cargo stability
impact to economy
vessel capabilities
impact to receiving facility
impact to security
This tool allows a waterway management team or
marine transportation system recovery unit to quickly
identify high-priority vessels so activity can be resumed in
the waterway in an orderly manner.
Risk-based tools in use
As demonstrated by these examples, risk-based tools and
documenting processes can be worth their weight in gold.
They can quickly bring executive decision makers up to
speed and provide them with the right perspective to
make the right decision. These tools focus effort and
recourse based on quantitative methods that can be recre-
ated and eliminate the gut check method of evaluation.
They capture experience and knowledge that can be lost
when decision makers leave due to a permanent change of
station or retirement. They also serve as springboards to
generate discussion about primary elements or processes
prior to action and serve to create a baseline or common
ground for stakeholders with varying perspectives.
Furthermore, inviting stakeholders to view these decision
making processes increases the transparency of the
processes and stakeholders trust in them.
Excerpt reprinted with permission from Proceedings, Winter
2009-10
Risk-Based Decision Making Tools:
Aids to Make the Right Decision
(Continued from page 23)
52 MN June 2010
It is the operators policy that this type of equipment not
be used without the use of a secondary control mecha-
nism. This message is supported by the companys poli-
cies, safety alerts, and preached during safety meetings.
However, the equipment being used at the time of this
incident did not have the required secondary control
mechanism. All of the crew were deposed and, to a man,
all testified that they were aware that the equipment did
not have a control mechanism, that it was company poli-
cy not to use such equipment but they used it anyway
because they were trying to get the job done. They appear
to place expediency over safety on the vessel while the
home office was preaching safety first. I am sure that all of
you have experienced similar situations within your oper-
ation.
Contrast this situation with what I have found with
companies that have effectively disseminated the message
regarding the importance of safety. In those companies,
when crew members are interviewed, they consistently
state that it is the companys policy that any crew member
can shut down an operation, at any time, if they feel that
the situation is unsafe. At that time, the crew will regroup,
confer and determine the safest way to proceed with the
operation. None of these employees feel a need to disre-
gard safety rules for the sake of getting the job done
because the companys leaders have communicated that
safety is important and the employees on the vessel under-
stand and believe in that message. Although accidents
with these companies are not unavoidable, their loss
record is significantly better due to the effective commu-
nication of this message.
The improved loss record has a direct affect on
improving the companys bottom line as well as continu-
ing to improve moral for the employees. Both of these
components allow a company to grow more effectively
and prosper in these difficult times.
Although creating a culture of safety it is not a leadership
skill that will get you written up in the industrys publica-
tions, implementing an effective safety plan is one of the
most important components required to effectively lead
your company. In fact, it may be impossible to grow your
operation without everyone buying in to the culture of
safety. The effective communication of safety principles
can save the company significant time, resources, and has-
sle by avoiding potential incidents. These company
resources can then be more effectively used to grow your
company and create the innovations that are so appreciat-
ed in our community.
How Effective Leadership Saved the Crew of
Deepwater Horizon
Again, the good news is that this writer is unaware of
any criminal prosecution of such responders by the
United States. Oil spill response contractors provide sev-
eral lines of defense to oil pollution by capturing and con-
taining the spilled oil, controlling the direction of its flow
to protect the most critical environmental areas, cleaning
the areas where oil has landed, and engaging in remedia-
tion of areas affected by the spilled oil. However, most
people agree that salvors provide the first line of defense
because their efforts usually afford the best chance to pre-
vent or minimize spills. Salvors and other responders act
to prevent, minimize, or remedy environmental harm. It
would seem no more than reasonable that they should
enjoy the protection of responder immunity for both civil
and criminal liability in the absence of their gross negli-
gence or willful misconduct.
Correction: In Shirleys previous column, Mediation of
Maritime Disputes, in the April edition of MarineNews, on
page 19 the text incorrectly stated that often the process will
start with mediation briefs, sometimes many briefs and reply
briefs, from both sides. The text should have read main
briefs and reply briefs. We apologize for the error.
A Primer on Responder Immunity
by the numbers
Source: Charts courtesy of Waterborne Commerce Statistics Center, New Orleans, La.
(http://www.iwr.usace.army.mil/ndc/wcsc/wcsc.htm)
Offshore Rig Day Rates
Floating Rigs
Rig Type Rigs Working Total Rig Fleet Average Day Rate
Drillship < 4000' WD 7 rigs 9 rigs $175,300.00
Drillship 4000'+ WD 33 rigs 42 rigs $423,251.91
Semisub < 1500' WD 11 rigs 18 rigs $306,493.75
Semisub 1500'+ WD 66 rigs 85 rigs $301,683.97
Semisub 4000'+ WD 67 rigs 86 rigs $411,270.83
Jackup Rigs
Jackup IC < 250' WD 32 rigs 50 rigs $78,545.45
Jackup IC < 250' WD 32 rigs 50 rigs $78,545.45
Jackup IC 250' WD 43 rigs 65 rigs $96,303.24
Jackup IC 300' WD 91 rigs 124 rigs $111,137.50
Jackup IC 300'+ WD 108 rigs 137 rigs $151,919.88
Jackup IS < 250' WD 5 rigs 7 rigs
Jackup IS 250' WD 8 rigs 10 rigs $137,000.00
Jackup IS 300' WD 2 rigs 5 rigs $60,300.00
Jackup IS 300'+ WD 3 rigs 3 rigs $55,000.00
Jackup MC < 200' WD 2 rigs 16 rigs $28,000.00
Jackup MC 200'+ WD 14 rigs 28 rigs $47,076.92
Jackup MS < 200' WD 2 rigs 2 rigs
Jackup MS 200'+ WD 10 rigs 19 rigs $52,348.57
Other Offshore Rigs
Drill Barge < 150' WD 17 rigs 38 rigs
Drill Barge 150'+ WD 7 rigs 10 rigs $77,000.00
Inland Barge 34 rigs 76 rigs $49,921.43
Platform Rig 145 rigs 250 rigs $37,338.45
Submersible 1 rigs 6 rigs $35,500.00
Tender 23 rigs 31 rigs $119,772.73
Source: Rigzone
Offshore Rig Fleet by Region
Region % No.
Africa West 79.2% (42/53)
Asia SouthEast 76.5% (62/81)
Europe - North Sea 87.5% (63/72)
Mediterranean 72.2% (13/18)
MidEast - Persian Gulf 73.7% (70/95)
N. America Mexico 87.5% (28/32)
N. America - US GOM 80.7% (71/88)
S. America Brazil 84.2% (48/57)
Source: Rigzone
Offshore Rig Utilization by Type
Type % No.
Drill Barge 80.0% (8/10)
Drillship 75.5% (37/49)
Jackup 78.6% (286/364)
Semisub 83.2% (139/167)
Submersible 100.0% (1/1)
Tender 79.3% (23/29)
Source: Rigzone
TSA Surcharge
West Coast
Date $/MT ch/$ ch/%
May 17 465.00 -15.00 -3.1
May 10 480.00 -20.00 -4.0
May 3 500.00 +4.00 +0.8
Apr 26 496.00 +13.00 +2.7
Apr 19 483.00 +0.50 +0.1
Apr 12 482.50 +6.50 +1.4
Apr 5 476.00 +2.50 +0.5
Mar 29 473.50 +22.00 +4.9
Mar 22 451.50 -11.00 -2.4
Mar 15 462.50 -9.00 -1.9
Mar 8 471.50 +4.50 +1.0
Mar 1 467.00 +0.50 +0.1
East Coast
Date $/MT ch/$ ch/%
May 17 461.50 -17.50 -3.7
May 10 479.00 -28.00 -5.5
May 3 507.00 +5.50 +1.1
Apr 26 501.50 +16.00 +3.3
Apr 19 485.50 +1.50 +0.3
Apr 12 484.00 +2.50 +0.5
Apr 5 481.50 +7.00 +1.5
Mar 29 474.50 +12.50 +2.7
Mar 22 462.00 -6.50 -1.4
Mar 15 468.50 -13.00 -2.7
Mar 8 481.50 +6.50 +1.4
Mar 1 475.00 -5.50 -1.1
Source: Bunkerworld.com
http://www.bunkerworld.com/markets/surcharges/tsa#
Indicative World Steel Prices
Indicative prices Change
SBB HRC world price $/t 734.875 -3
SBB Rebar world price $/t 668.555 -5
SBB World Price Tracker 253.781 +1
Source: Steel Business Briefing
Bunker Fuel
Port IFO 380 IFO 180 MDO Del. Date
Corpus Christi 460.00/0.00 480.00/-15.00 720.00/-5.00 D 2010-05-20
Houston 422.00/-6.00 438.00/-1.00 W 2010-05-20
New Orleans 436.00/+8.00 446.00/+7.00 645.00/+7.00 W 2010-05-20
Source: BunkerIndex.com - http://www.bunkerworld.com/markets/prices
Port IFO380 IFO180 MGO MDO Updated
New York 414.00/-16.50 434.00/-15.50 652.50/-7.50 May 20
Houston 417.50/-11.00 432.50/-9.50 635.0/-29.00 May 20
Los Angeles 451.50/-7.50 487.50/+2.00 Pending May 21
Source: Bunkerworld.com - http://www.bunkerworld.com/markets/surcharges/tsa#
54 MN June 2010
Alaska Ship & Drydock, Inc.
3801 Tongass Ave.
Ketchikan, AK 99901
www.akship.com
Doug Ward
tel: 907-228-5302
fax: 907-247-7200
email: info@akship.com
Descr: Full service ship building & repair
Products: Drydocking up to 10,000 long tons, 450
ft LOA; New ship construction
All American Marine
200 Harris Ave.
Bellingham, WA 98225
www.allamericanmarine.com
Joe Hudspeth
tel: 360-647-7602
fax: 360-647-7607
email: jhudspeth@allamericanmarine.com
Descr: Builder of Teknicraft catamarans
Products: High speed passenger vessels, ferries,
research vessels, work boats
Atlantic Marine
8500 Heckscher Dr.
Jacksonville, FL 32226
www.atlanticmarine.com
tel: 904-251-3111
email: jaxresumes@atlanticmarine.com
Descr: Shipyard, Florida & Alabama
Products: Ship repair, conversion, shipbuilding
Austal
P.O. Box 1049
Mobile, AL 36633
www.austal.com
Dan Spiegel
tel: 251-434-8000
fax: 251-434-8001
email: sales@austal.com
Descr: Austals U.S. facility, located in Mobile, Ala.
has built and delivered eight vessels since it
opened in 2001 and currently employs over 700
shipyard staff
Products: Austal designs and manufactures high-
speed aluminum vessels for the commercial & mili-
tary market
BAE Systems Ship Repair
750 West Berkley Ave.
Norfolk, VA 23523
www.baesystems.com/
ShipRepair
tel: 301-838-6000
Descr: BAE Systems
Ship Repair is the
largest U.S provider of
non-nuclear ship repair, maintenance and modern-
ization. Our highly skilled employees ensure that
our customers get the service they need, at a
competitive rate and are underway in the shortest
time possible. With four repair facilities located on
both coasts of the U.S. and in Hawaii, we are
ready for any job big or small, from massive cruise
ships and container vessels to mega-yachts and
tugs.
Bayonne Dry Dock & Repair Corp.
P.O. Box 240
Bayonne, NJ 07002
www.BayonneDryDock.com
Michael Cranston
tel: 201-823-9295
fax: 201-823-9298
email: info@bayonnedrydock.com
Descr: Covering all areas of ship repair
Bollinger Shipyards, Inc.
P. O. Box 250
Lockport, LA 70374
www.bollingershipyards.com
Robert A. Socha
tel: 985-532-2554
fax: 985-532-7225
email: sales@bollingershipyards.com
Descr: Shipbuilding & repair
Bradford Marine Bahamas
PO Box F-44867
Freeport, GB
Bahamas
www.bradford-grand-bahama.com
Dan Romence
tel: 242-352-7711
fax: 242-352-7695
email: dan@bradford-grand-bahama.com
Descr: Marine repair & construction facility
Products: Yacht & ship repair, barge construction,
towing, brokerage
C & C Boat Works LLC
2617 Engineers Rd.
Belle Chasse, LA 40059
www.ccmrepair.com
Anthony Cibilich
tel: 504-433-4350
fax: 504-4332383
email: ccmtony@bellsouth.net
Descr: New construction
Products: Offshore supply vessels, deck & tank
barges
Canal Boats, Inc.
1850 SE 17th St.
Fort Lauderdale, FL 33316
www.watertaxi.com/canalboats
Bob Bekoff
tel: 954-471-7538
fax: 954-728-8417
email: rbekoff@watertaxi.com
Descr: Builders of USCG certified vessels
Products: Water taxis, low wake ferries, excursion
& glass bottom boats
Campbell Transportation Co. / C & C
Marine Maint.
P.O. Box 124
Charleroi, PA 15022
www.barges.us
William Slite
tel: 724-483-6556
fax: 724-483-6562
email: doreen@ctctowing.com
Descr: Full service repair facilities & floating dry-
dock
Products: Dry cargo/liquid barge repair & cleaning
operations
CMS North America, Inc.
4095 Karona Ct.
Caledonia, MI 49316
www.cmsna.com
Steve Hillis
tel: 616-698-9970
fax: 616-698-9730
email: cmssales@cmsna.com
Descr: Manufacturer of high-performance, large
envelope, five-axis CNC machining centers for
boat molds & fabrication of composites/aluminum
Conrad Industries
1501 Front St.
Morgan City, LA 70381
www.conradindustries.com
Gary Lipely
tel: 985-384-3060
email: GBLipely@conradindustries.com
Descr: Conrad builds and repairs tugs, barges, lift-
boats, offshore supply vessels, & ferries in steel &
aluminum for the commercial and government
markets at our four shipyards.
Cutting Edge Metal Processing
363 South Royal St.
Mobile, AL 36603
www.cuttingedgemetal.com
Sam Tanner
tel: 251-431-6922
fax: 251-431-6970
email: metalman@cuttingedgemetal.com
Descr: Advanced technology in metal cutting, form-
ing & coating
Products: Steel processing
Halifax Shipyard and Shelburne Ship
Repair
3099 Barrington St.
Halifax, NS B3K 5M7
Canada
www.irvingshipbuilding.com
Donald Kerr
tel: 902-440-5630
fax: 902-492-5818
email: kerr.donald@halifaxshipyard.com
Descr: Ship repair, conversion, new building
Horizon Shipbuilding, Inc.
13980 Shell Belt Rd
Bayou La Batre, AL 36509
www.horizonshipbuilding.com
Travis R. Short
tel: 251-824-1660 ext 222
fax: 251-824-1664
email: trshort@horizonshipbuilding.com
Descr: Shipbuilding & repair
Products: Boats, crewboats, towboats, barges,
supply vessels, tugs, repair, conversions, govern-
ment vessels
Houston Ship Repair, Inc.
16201 Wood Dr.
Channel View, TX 77530
www.houstonshiprepair.com
N.V.R. Sarma
tel: 281-452-5841
fax: 281-452-1087
email: nvrsarma@houstonshiprepair.com
Descr: Topside ship repair & conversion, rig repair
& conversion
Products: Authorized Repairers for Jowa Ab oil
content monitors & Tsuji Cranes
Intercept Boats
835 Plain St.
Marshfield, MA 02050
www.interceptboats.com
Robert Perette
tel: 781-834-2628
fax: 781-834-2626
email: interceptboats@aol.com
Descr: Boat manufacturing & repair
directory shipyards
Products: Special ops craft, interceptors, cargo
protection vessels
Ironhead Marine Inc.
2245 Front St.
Toledo, OH 43605
www.ironheadfab.com
Tony LaMantia
tel: 419-690-0000
email: tony@ironheadfab.com
Descr: Full service marine maintenance & repairs,
construction, conversion & repowering
Products: Fabrication of furnaces, stacks, convey-
ors & tanks with two dry docks
MetalCraft Marine Inc.
347 Wellington St.
Kingston, on K7K 6N7
Canada
www.metalcraftmarine.com
Emily Roantree
tel: 613-542-1810
fax: 613-542-6515
email: emily.r@metalcraftmarine.com
Descr: Builders of high-speed aluminum patrol,
fire/rescue & work boats
Midship Marine, Inc.
1029 Destrehan Ave.
Harvey, LA 70058
www.midshipmarine.net
Randy Hinojosa
tel: 504-341-4359
fax: 504-340-8997
email: midboats@aol.com
Descr: Aluminum vessel construction
Products: Aluminum passenger ferries, crew /utility
vessels, catamarans, semisubmersibles
Patti Shipyard, Inc.
306 South Pinewood Ln.
Pensacola, FL 32507
www.pattibuilt.com
Frank Patti Jr. / Ashley Stone
tel: 850-453-1282
fax: 850-453-8835
email: frankjr@pattibuilt.com
Descr: New construction
Products: Tugboats, offshore vessels, inland tow-
boats, passenger vessels
SeaArk Marine, Inc.
P.O. Box 210
Monticello, AR 71657
www.seaark.com
Ken McFalls, VP of Sales
tel: 870-367-9755
fax: 870-367-2120
email: sales@seaark.com
Descr: All welded aluminum boat manufacturer
Products: Boats 17 ft to 65 ft
Theriault International Ltd
Suite 114, 9049 Commercial St.
New Minas, N.S. B4N 5A4 Canada
www.theriaultinternational.com
C. Theriault
tel: 902-467-0239
fax: 902-467-0326
email: sales@theriaultinternational.com
Products: New builds, repairs, conversions, deck
equipment, liferafts, wipers (rags), chandlery, etc.
Todd Pacific Shipyard
1801 16th Ave. SW
Seattle, WA 98134
www.toddpacific.com
Martin J Muniz
tel: 206-623-1635 ext 110
fax: 206-442-8512
email: marty.muniz@toddpacific.com
Descr: Ship building / ship repair
Yarde Metals
45 Newell St.
Southington, CT 06489
www.yarde.com
Rick Marcinczyk
tel: 860-406-6061
fax: 860-406-6040
email: sales@yarde.com
Descr: Yarde Metals carries extensive inventory of
marine grade aluminum alloys in 5083 & 5086; The
5000 series is stocked in ASTM B 928 specifica-
tion; Stocked in extra wide sheet and plate;
Aluminum alloys are also available in 6000 series
Products: Aluminum, stainless, carbon steel, brass
& cooper
Zito Companies
P.O. Box 10306
Jefferson, LA 70181
www.a-zito.com
Jack Wershbale
tel: 504-835-8531
fax: 504-833-3116
email: jack@a-zito.com
Descr: Shipyard barge repair & fleeting services
56 MN June 2010
Marine Travelift Boat Hoists
Marine Travelift currently
offers boat hoists that range
from 15 ton to 1,000 ton
capacity. Just a few features
include articulated pivot trun-
nion, allowing the frame of the
crane to flex under uneven ter-
rain without causing structural
damage or risking the safety of
the load; patented four-wheel
steering; and the Ackerman steering principal, providing a
tighter turning radius.
www.marinetravelift.com
Inclinometer System for Shipbuilding
The Columbia Model
D I - 1 0 - D F D - I R
Inclinometer System is
particularly useful in con-
struction and shipbuild-
ing. It is a unique differ-
ential tilt measuring
device which allows
matching the slope of two remotely located surfaces. The
readout can be set to indicate the absolute tilt of either
sensor or the differential angle between them.
www.columbiaresearchlab.com
Hydrex Underwater Hull Cleaning
Hydrex offers hull
cleaning on a worldwide
basis through a network
of underwater hull clean-
ing stations. All Hydrex
systems are carefully con-
structed to minimize the
occurrence of damage on
the underlying paint layers while still removing all types of
fouling.
www.hydrex.be/services.htm
MIG Guns for Light to Heavy-Duty Applications
Tregaskisss Tough Gun MIG Guns and TGX MIG
Guns both feature Tregaskiss exclusive Tough Lock
Retaining Heads with Dual Taper Technology, a tapered
design that locks the contact tip securely in place and
keeps it centered to provide consis-
tent weld quality. Tough Gun MIG
Guns are designed specifically for
welding on heavy-duty applica-
tions, including those with extend-
ed arc-on times and ones in harsh
or abusive environments.
www.tregaskiss.com/configurator
New XLNT-6 Welding Wire
Hobart Brothers offers a new
flux-cored wire for heavy
equipment repairs, structural
steel, ship, barge and off-shore
construction applications. The
Fabshield XLNT-6 wire has
been especially designed for flat and horizontal welding
and offers high impact strength at low temperatures. It
also helps improve productivity compared to welding with
stick electrodes.
www.hobartbrothers.com
Weldcraft Torch Package
Weldcraft offers the
WP-225 Modular Flex-
Neck Torch Package. The
package has been designed
for shop use on water-
cooled applications and it
allows welding operators
to customize a single torch into multiple configurations. It
is ideal for welding operators who encounter many differ-
ent weld joints on a regular basis.
www.weldcraft.com
Sorensen SG Series Now Includes 800VDC Model
The Sorensen SG Series
of programmable power
supplies has been expand-
ed to include a 0-800Vdc
offering. This product is
targeted to meet the
emerging higher voltage
requirements of the hybrid vehicle component and PV
inverter test markets. The SG is available with 5kW,
10kW or 15kW in a 3U chassis.
www.programmablepower.com
technology bits
Cole Hersee Co. Smart Battery Isolator
Cole Hersee Company introduced
its new Smart Battery Isolator
48525 and 48530. Ideal for marine
applications, the smart battery isola-
tor prevents loads on the auxiliary
battery from draining the starting
battery. The smart battery isolator
provides a more flexible solution
than traditional isolators, as it is not specific to an alter-
nator type.
www.colehersee.com
New Nord-Lock Nut
Nord-Lock recently
launched the Nord-Lock
Wheel Nut, which is prima-
rily focused to the trucking
industry, but has applica-
tions in the marine industry. The new nut eliminates
unintentional loosening of nuts and is based on patented
wedge-locking technology of Nord-Lock, which has been
used in millions of bolted applications for over 25 years
worldwide.
www.nord-lock.com
New High-Flow Stainless Steel Regulators
The new 7375 and 7376
pressure regulators by Cat
Pump are designed to meet
the demands of industrial
applications where continu-
ous-duty, dependable per-
formance is a must. These
high flow regulators set system pressure, by-pass unused
liquid without interrupting system operation and protect
pumps from exceeding set system pressure.
www.catpumps.com
JRC America Radar: New Technology on the River
JRC America, in a joint development effort with Campbell
Transportation, introduced a new generation of the JMA-
5200MKII and JMA-5300MKII, into the inland waterway market.
In order to properly assess the effectiveness and performance of
these products, evaluations were performed on actual shipboard
environments, addressing the operators concerns of poor close-tar-
get image quality and ghost echoes, primarily caused by barges and
power lines and riverbank outlines. The evaluations were performed
on three vessels, the Bill Stile, the Georgetown and the Allegheny,
in separate locations on the lower Ohio, Allegheny and Kanawha
Rivers. Operators commented on several benefits and features
offered on the JRC systems that surpassed their current capabilities.
Most notable are barge icons allowing the tug to see the barges on
their screen while navigating, notable echo quality even in poor
weather conditions, superior radar picture quality and the ability to
display the radar screen in a portrait mode while featuring the stat-
ue mile and rate of turn indicator on the display. Available June
2010, the new generation of JMA-5200MKII/5300MKII are the
first systems to be marketed exclusively to the inland waterway mar-
ket. The JMA-5200/5300MK II is also equipped with the Constaview feature, offering in-house tornado technology
that uses three high-speed processors.
For more information, Email sales@ jrcamerica.com
Featured Product
MaritimeJobs Powered by www.maritimejobs.com
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Port Engineer
Job Location: USA, Los Angeles/Long
Beach Harbor
JOB TITLE: Port Engineer
LOCATION: Los Angeles / Long Beach
Harbor
GENERAL JOB DESCRIPTION:
Schedule, coordinate, and perform ves-
sel repair & maintenance, coordinate
purchasing of parts and repair services
and supplies, schedule routine mainte-
nance requirements for tugs and
barges. Perform inspections of vessels
for
repair & maintenance standards and
procedures. Keep Tugs and Barges in
compliance with all regulatory agencies.
Keep accurate records of all mainte-
nance preformed using company pro-
gram.
REPRESENTATIVE DUTIES:
Schedule, coordinate, and perform flow
of work based on customer orders, es-
tablish priorities and availability of per-
sonnel, equipment, and resources. Keep
records of maintenance preformed,
hours used, fuel burned, and report to
different funding agencies. Schedule
routine maintenance of tugs and barges.
Manage oil analysis program. Coordi-
nate the purchasing of parts and serv-
ices for repair and maintenance
projects. Perform inspections of vessels
for repair & maintenance standards, reg-
ulatory Compliance and AWO RCP pro-
gram. Perform emergency repairs
on vessels as required.
SKILLS AND ABILITIES:
- Computer skills: Word and Excel
- Knowledge of oil transportation and
marine industry.
- Knowledge of tugs and barge mainte-
nance systems and equipment.
- Ability to repair marine equipment on
site under adverse conditions.
- Ability to deal with others using cour-
tesy, tact, and good judgment.
- Maintain the confidentiality of all sensi-
tive communications.
- Ability to understand and execute com-
plex oral and written instructions.
- Ability to work independently with min-
imal or no guidance.
- Ability to get along with office staff and
vessel crewmembers.
- Must be physically fit enough to board
barges and tugs at sea and in port.
KNOWLEDGE OF:
Must be able to read, speak, write, type,
and understand English in person and
over the telephone.
Must be thoroughly familiar with tank
barge operations, ship operations, and
terminal/refinery operations.
EQUIPMENT AND MACHINERY USED:
- Required to work aboard boats and
barges using pike poles, heavy lines,
winches, mechanical tools for repairs.
- Computer
- Copier
- Fax Machine
WORK EXPERIENCE:
- Experience maintaining tugs and
barges.
- 3 years at sea on tankers or oil barges
or equivalent military experience.
- 3 years of increasingly responsible port
engineering experience in the maritime
industry.
EDUCATION / TRAINING:
- Four year college education in Mar-
itime field or related studies or equiva-
lent experience.
- U.S. Coast Guard license or U.S.
Coast Guard Tankerman endorsement
on a Merchant Mariner's Document.
- HAZWOPER (including Incident Com-
mand System) training within 90 days of
being hired.
- First Aid training.
- CPR training.
OTHER DUTIES:
- Perform related duties as assigned.
- Perform in the company Spill Manage-
ment team as assigned.
Human Resources
Harley Marine Services
910 SW Spokane Street
THE VANE BROTHERS COMPANY is recruiting
qualied candidates for positions on our brand
new state-of-the-art marine transport vessels
operating along the Northeastern Atlantic
Seaboard. We offer highly favorable work
schedules 2 weeks on 2 weeks off, as well as
excellent opportunities for career advancement.
Tug Masters and Mates
Must possess a valid Master of Towing Vessels
near coastal or greater endorsement. Exper|ence
w|th petro|eum barges necessary. New York
Harbor experience preferred.
Mar|ne Eng|neers
Chief engineers for Coastal and Inland tugboats.
Must possess a valid DDE (Designated Duty
Engineers) license or greater. Valid MMD (Merchant
Marine Document) required. Two years engine
room experience required.
Tankermen
Current MMD and PIC endorsement required;
experience preferred.
If you have the skills and experience for any of our
open positions, please contact our F|eet Recru|ter
at 410-735-8212, or fax your resum to 410-735-8280.
www.vanebrothers.com
VANE BROTHERS
Over a Century of Maritime Excellence
Baltimore Norfolk Philadelphia
www.marinelink.com Marine News 59
60 MN June 2010
MaritimeJobs Powered by www.maritimejobs.com
Post Your Resume for Free Energize Your Job Search @ MaritimeJobs.com
Vessels for Sale
WA 98134
Fax: 206-428-7194
Email: jobs@harleymarine.com
Web: http://harleymarine.com/jobs.html
Tug Mate
Job Location: USA, New York
Bouchard Transportation Co., Inc. has im-
mediate openings for Tug Mates in the
Northeast. All applicants must have a valid
USCG license with towing endorsement,
STCW, TWIC, passport and Northeast re-
cency. GMDSS and ARPA a plus. Please
download an application and send it in with
copies of your documents for immediate
consideration.
Laurie Lawrence
Bouchard Transportation Co., Inc.
58 South Service Road
Suite 150
Melville NY 11747 USA
Phone: 631-390-4900
Fax: 631-390-4966
Email: llawrence@bouchardtransport.com
Web: http://www.bouchardtransport.com
Harbor Supervisor
Job Location: USA, Powhatan Point,
Ohio
The Ohio Valley Transloading Company,
located on the right descending bank of
the Ohio River at Mile Post 110.8, is ac-
cepting resumes for the position of Har-
bor Supervisor. Ideal candidates will be
responsible for supervising all loading of
barges, and all unloading of trains and
trucks in an efficient manner while en-
suring the safety of all personnel and
equipment. Candidates must be able to
communicate clearly and interface with
all river and railroad personnel. Candi-
dates may be required to operate harbor
tug boats at times. The sucessful candi-
date for this harbor position will require a
valid USCG license, with a Western
Rivers endorsement. Experience on the
Ohio River is a plus. Excellent benefits
and salary is commensurate with experi-
ence.
Paul B Piccolini
Murray Energy Corporation
56854 Pleasant Ridge Road
Alledonia OH 43902 USA
Phone: 740-926-1351
Fax: 740-926-1351
Email: careers@coalsource.com
Marine Marketplace
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 College
Workplace Learning Resource Center
13430 Hawthorne Blvd. Hawthorne, CA 90250
Ten (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 Sale
NEW PRODUCTS
NEW PRODUCTS
Pressure Washers up to 7000psi
Electric Diesel Gasoline Hot - Cold
Continuous Duty We customize
www.watercannon.com
1-800-786-9274
NEW PRODUCTS
Marine Marketplace
62 MN June 2010
Accurate tank soundings have
never been easier when one TANK
TENDER monitors up to ten fuel
and water tanks. Reliable, non-elec-
tric, medical grade components;
accurate liquid levels; fast installa-
tion! Only one small hole in tank top.
Furnished as optional equipment by
many first class yacht builders.
Gig Harbor, WA USA
www.thetanktender.com
253-858-8481 Fax: 253-858-8486
Tank Tender
The original precision
tank measuring system!
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ELECTROMATIC Equipment Co., Inc.
600 Oakland Ave., Cedarhurst, NY 11516
Tel. (516) 295-4300 FAX (516) 295-4399
www.checkline.com
CHECK
LINE
CORROSION & WALL

THICKNESS GAUGE
The TI-25M measures wall
& corrosion thickness on all
metals, ceramics, glass and
most rigid plastics from only
one sideultrasonically!
Ideal for ships hulls and
bulkheads, storage tanks,
metal plates, pipes, more.
Measuring Range
0.025 6.000 inches
0.60 150.0 mm
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Many other
models available
including
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DATALOGGING
UNDERWATER
Call Toll Free 1-800-645-4330
Marine Marketplace
PROFESSIONALS
BARGES FOR RENT
64 MN June 2010
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: productionmanager@marinelink.com
ADVERTISER INDEX
Page# Advertiser Website Phone#
Page# Advertiser Website Phone#
21 ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.eagle.org (281) 877-5861
5 AER SUPPLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.aersupply.com (281) 474-3276
49 AHEAD SANITATION. . . . . . . . . . . . . . . . . . . . . . . . www.aheadtank.com (337) 237-5011
40 AMERIC CORPORATION . . . . . . . . . . . . . . . . . . . . . . . www.americ.com (800) 364-4642
21 BAIER MARINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . www.baiermarine.com (206) 709-1500
35 BOLLINGER SHIPYARD, INC. www.bollingershipyards.com (985) 532-2554
51 BREAX BAY CRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . Please call us at (337) 229-4246
13 CHESAPEAKE SHIPBUILDING. . . . . . www.chesapeakeshipbuilding.com (800) 784-2979
C2 CHEVRON www.chevronlubricants.com Please visit us online
3 CITGO PETROLEUM. . . . . . . . . . . . . . . www.clarionlubricants.com Please visit our website
45 ClearSpan Fabric Structures. . . . . . . . . . . . . . . . . . www.ClearSpan.com (866) 643-1010
11 CRANESMART SYSTEMS INC. . . . . . . . . . . . . . . www.cranesmart.com (888) 562-3222
9 DAMEN SHIPYARD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.damen.nl 31 (0) 183-63-9174
43 DeFelsko . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.defelsko.com (315) 393-4450
25 DONJON MARINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.donjon.com (908) 964-8812
41 FLOSCAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.floscan.com (206) 524-6625
17 FLUORAMICS-TUFOIL DIVISION . . . . . . . . . . . . . . . . . . www.tufoil.com (800) 922-0075
5,29 GLOBAL MARINE POWER. . . . . . . . . . . www.globalmarinepower.com (713) 640-9300
37 GREAT AMERICAN INSURANCE . . . . www.GreatAmericanOcean.com (212) 510-0135
45 HARCO MANUFACTURING CO. . . . . . www.harcomanufacturing.com (800) 394-7571
23 INDEPENDENCE BANK . . . . . . . . . . . . www.Independence-Bank.com (401) 471-6318
7 INMARSAT . . . . . . . . . . . . . . . . . . . . . www.inmarsat.com/merchant150 Please visit us online
40 JMS Naval Architects & Salvage Engineers. . . . . . . . www.jmsnet.com (860) 536-0009
15 KOBELCO EAGLE MARINE, INC. . . . . . . . . . www.kobelco-eagle.com (212) 967-5575
19 LLEBROC INDUSTRIES . . . . . . . . . . . . . . . . . . . . . . www.helmchair.com (800) 284-5771
47 MarineCFO Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.marineCFO.com (866) 962-7463
55 MARINERS HOUSE . . . . . . . . . . . . . . . . . . . . . . www.marinershouse.org (617) 227-3979
25 McDonough Marine Service . . . . . . . . . . www.McDonoughmarine.com (504) 780-8100
43 NABRICO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.nabrico-marine.com (615) 442-1300
C3 OceanTechExpo . . . . . . . . . . . . . . . . . . . . . . . www.oceantechexpo.com (561) 732-4368
27 OP PRODUCTS, INC. . . . . . . . . . . . . . . . . . . . . www.opprofessional.com (800) 411-8801
27 QUALITY SHIPYARD. . . . . . . . . . . . . . . . . . . . . . . . . jbadeaux@tdw.com (985) 876-4846
C4 R.W. FERNSTRUM & C0. INC. . . . . . . . . . . . . . . . . . www.fernstrum.com (906) 863-5553
1 SCANIA USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.scaniausa.com (210) 403-0007
15 SeaArk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.seaark.com (870) 367-9755
29 SENESCO MARINE . . . . . . . . . . . . . . . . . . . . . . www.senescomarine.com (401) 295-0373
49 SKOOKUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.skookumco.com (503) 651-3175
58 SNAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.sname.org (561) 732-4368
45 SUNY MARITIME COLLEGE. . . . . . . . . . . . . . . . . www.sunymaritime.edu (718) 409-7341
45 Tutor-Saliba. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Please call us at (818) 362-8391
41 WESTERN FIRE & SAFETY . . . . . . . . . . . www.westernfireandsafety.com (206) 782-7825

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