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MarineNewsDecember 2005

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4 Austal expands U.S. facility 6 Hercules Acquires Liftboat Fleet9 Kramek tapped to lead SNAME 12 Crowley vessels honored

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Associate PublisherGreg Trauthwein • [email protected]

Managing EditorJennifer Rabulan • [email protected]

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On the Cover: This month feature’s MarineNews’ annual salute to great vessels delivered during the year. Story startson page 17.

December 2005 • No. 12 • Vol. 14

MarineNewsNEWS

ISSN#1087-3864 USPS#013-952Florida: 215 NW 3rd St., Boynton Beach, FL 33435

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Founded in 1914

MarineNews

FEATURES 1177 GGrreeaatt BBooaattss ooff 22000055MarineNews, in its annual salute to great boats delivered duringthe calendar year, presents an eclectic mix of vessels plying thecoastal and inland waterways.

2288 MMeeeett--nn--GGrreeeettDon Sutherland again captures the unique side of the workboatbusiness, in pictures and words, as he travelled the Northeastduring the autumn of 2005, visiting a number of friendly tugcompetitions. (See additional photos on the opposite page).

1133

1177

2288

1133 TTrraaiinniinngg && EEdduuccaattiioonn

1155 LLeeggaall BBeeaatt

3311 SSeeccuurriittyy PPrroodduuccttss DDiirreeccttoorryy

3322 AAddvveerrttiissiinngg IInnddeexx

3333 EEmmppllooyymmeenntt GGuuiiddee

3344 VVeesssseellss ffoorr SSaallee

3377 MMaarriinnee MMaarrkkeettppllaaccee


NEWS

A Picture’s Worth ...In the case of roving reporter and prolific maritime photographer Don Sutherland, muchmore than 1,000 words. Here are a few select shots from Don’s travels to tug meets thisautumn. For the full story, turn to page 28.

Photos: (Start right, going clockwise): Everyone mixes it up in the push contests following the race, andit can be anyone vs. anyone. Here it's the Janice Ann Reinauer against K-Sea's Falcon, Vivian L. Roehrigagainst Specialist, and the Urger appears to be stalking the pushboat Robert IV. The judges gave-up try-ing to score these freeforalls ages ago.

According to Bert Reinauer, Seth Bresnan, mate on the JoAnne Reinauer III, agreed to play the pipesduring the Challenge in exchange for his father coming along for the ride. After the races, the JoAnnemoved on to the World Trade Center site to play Amazing Grace, then over to the South Street Seaportpiers to entertain the visitors with a set.

Jenz Petersen steps forward to receive the Best Looking Tug trophy from Capt. Roberts, while ChelseaCaruso and Steve Dooling settle the question of was there excitement aboard at the moment.

A triumphal moment at the portable island created in lieu of land-based support. Horns blaring, most ofthe day's participants gather round to say, "we did it." (Lincoln Sea had to leave early for a job).

Approaching Waterford from the Federal Lock, the last leg of a grand parade that originates in Albany,Canal Corp.'s splendid, 1927-built Govr. Cleveland catches the afternoon rays while the sturdy canalerCheyenne demonstrates her monitors.

December, 2005 • MarineNews • 3


On November 17, Mobile, Alabama-based Austal

USA celebrated the grand opening of its new con-

struction facility with a ribbon-cutting ceremony.

This event took place just 11 months to the day after

breaking ground on the project on January 17. Sev-

eral notable VIPs participated in the ceremony,

including: State of Alabama Director of Develop-

ment Neal Wade, Mobile County Commission Pres-

ident Mike Dean, Mobile Mayor Sam Jones, John

Rothwell (Austal Ltd. Executive Chairman), Greg

Metcalf (CEO, Austal USA), Tom Bender (CEO,

Bender Shipbuilding & Repair Co., Inc.) and Henry

Seawell (CEO, Thompson Engineering, the compa-

ny that was contracted for the design and construc-

tion of the expansion).

When added to the existing facility the new con-

struction halls provides a combined total covered

area of 16,500 sq. m. for ship production, roughly

quadruple the existing facility. The expansion adds

two large bays (each 41 m wide) under a common

roof for module fabrication / erection and component

storage, connected by two mezzanine levels in the

center, and two mezzanines on the outboard sides for

shop space, material storage, and small assembly

fabrication; two additional launch aprons in front of

each bay; a combined wharf (bulkhead) length of

238 m; and additional overhead cranes capable of

lifting 80-ton modules in each bay.

The new facility will be used to construct the

recently announced order of a 127 m Littoral Com-

bat Ship (LCS) for the US Navy. Austal is the

seaframe designer and builder as part of the General

Dynamics Team. The official keel laying ceremony

is expected to take place in early 2006. The LCS will

be the most advanced high-speed military craft in the

world and is intended to operate in coastal areas

globally. As a key part of the U.S. Navy fleet, they

will be highly maneuverable and configurable to

support mine detection / elimination, anti-subma-

rine, and surface warfare. The trimaran hullform

enables the highest payload per displacement ton of

any previous U.S. Navy warship. It is envisioned

that LCS class vessels will comprise a substantial

portion of the future Navy fleet. In addition, on

October 28, 2005, Austal announced that an uncon-

ditional contract was confirmed for the order of two

Austal Auto Express, 107-m vehicle-passenger fer-

ries for Hawaii Superferry (HSF). Construction of

the first HSF ferry is underway in Austal USA's

existing shipbuilding facility.

4 • MarineNews • December, 2005

NEWS


Directory of companies given editorial coverage in this edition of MarineNews.

K-Sea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3, 29AAPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6, 7ACL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10Adesta . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Adsteam Marine Limited . . . . . . . . . . . . . . . . . . .24American Salvage Association . . . . . . . . . . . . . . .10Austal USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4Bay Ferries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8Bert Reinauer . . . . . . . . . . . . . . . . . . . . . . . . . .3, 29Bob Hughes . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29Bollinger Shipyards . . . . . . . . . . . . . . . . . . . . .6, 21C. Raymond Hunt Associates . . . . . . . . . . . . . . .22Canal Corp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3Capt. Jerry Roberts . . . . . . . . . . . . . . . . . . . . .3, 28Capt. Trueman . . . . . . . . . . . . . . . . . . . . . . . . . . .28Caterpillar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20Charles Jones . . . . . . . . . . . . . . . . . . . . . . . . . . .10Charlie DeRoko . . . . . . . . . . . . . . . . . . . . . . . . . .28Chelsea Caruso . . . . . . . . . . . . . . . . . . . . . . . . . . .3Chris Roehrig . . . . . . . . . . . . . . . . . . . . . . . . . . . .29Conrad Aluminum . . . . . . . . . . . . . . . . . . . . . . . .24Crewboats, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . .20Crowley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12CSP Electronics . . . . . . . . . . . . . . . . . . . . . . . . . .26Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24Damen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24Danos & Curole Marine Contractors . . . . . . . . . . .6Dennis McCloskey . . . . . . . . . . . . . . . . . . . . . . . .25Derecktor Shipyard . . . . . . . . . . . . . . . . . . . . . . . .23Diamond Services . . . . . . . . . . . . . . . . . . . . . . . .24Dominion E&P . . . . . . . . . . . . . . . . . . . . . . . . . . . .6Don Riley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7Donjon Marine . . . . . . . . . . . . . . . . . . . . . . . . . . .10Edison Chouest Offshore . . . . . . . . . . . . . . . . . . .20FEMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Foss Maritime . . . . . . . . . . . . . . . . . . . . . . . . .10, 27Gary Jones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Gavin Higgins . . . . . . . . . . . . . . . . . . . . . . . . . . . .23Gellatly & Criscione Services . . . . . . . . . . . . . . . .22General Dynamics . . . . . . . . . . . . . . . . . . . . . . . . .4George Wittich . . . . . . . . . . . . . . . . . . . . . . . . . . .10Goltens Worldwide . . . . . . . . . . . . . . . . . . . . . . . .10Greg Metcalf . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4Gulf Craft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25Gulf Offshore Logistics . . . . . . . . . . . . . . . . . . . . .21Hall & Stavert . . . . . . . . . . . . . . . . . . . . . . . . . . . .22Hawaii Transport Lines . . . . . . . . . . . . . . . . . . . . .12Henry Seawell . . . . . . . . . . . . . . . . . . . . . . . . . . . .4Hercules Offshore . . . . . . . . . . . . . . . . . . . . . . . . .6Jean Smith . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10Jenz Petersen . . . . . . . . . . . . . . . . . . . . . . . . . . . .3Jerry Reynolds . . . . . . . . . . . . . . . . . . . . . . . . . . .24Joe McCall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27Joe Russelo . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30John Deere . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22John Falvey . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23John Rothwell . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

John Witte, Jr. . . . . . . . . . . . . . . . . . . . . . . . . . . .10Joseph Medwick . . . . . . . . . . . . . . . . . . . . . . . . . . .8Joyce H. Matthews . . . . . . . . . . . . . . . . . . . . . . . .13Kurt Nagle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6MAN B&W . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18Manitowoc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8MarAd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12Margaret Gordon . . . . . . . . . . . . . . . . . . . . . . . . .25Marine Technologies . . . . . . . . . . . . . . . . . . . . . .20Marinette Marine Corp. . . . . . . . . . . . . . . . . . . . .25Maryland Port Administration . . . . . . . . . . . . . . . .12McAllister . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29MEBA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13Mike Dean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4Moffatt & Nichol Engineers . . . . . . . . . . . . . . . . . .10Moran Towing Corp. . . . . . . . . . . . . . . . . . . . . . . . .6National Waterways Foundation . . . . . . . . . . . . . .10NCL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14Neal Wade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4NYC DOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25Offshore Oil Services . . . . . . . . . . . . . . . . . . . . . .21Offshore Systems . . . . . . . . . . . . . . . . . . . . . . . . .12OSG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14Pasha and Strong Vessel Operators . . . . . . . . . .18Pasha Group . . . . . . . . . . . . . . . . . . . . . . . . . . . .18Patty Murray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6Paul L. Friedberg . . . . . . . . . . . . . . . . . . . . . . . . . .9Philadelphia Aker . . . . . . . . . . . . . . . . . . . . . . . . .14Phillip Plaisance . . . . . . . . . . . . . . . . . . . . . . . . . .21Ray Hatton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26Rich Mitchell . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10Robert E. Kramek . . . . . . . . . . . . . . . . . . . . . . . . . .9Robert Guthans . . . . . . . . . . . . . . . . . . . . . . . . . .10Robert Nichol . . . . . . . . . . . . . . . . . . . . . . . . . . .10Roehrig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29Roger H. Compton . . . . . . . . . . . . . . . . . . . . . . . . .9Roger White . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20Rolls-Royce . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27Roy Breaux . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20Sam jones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4Seacor Marine . . . . . . . . . . . . . . . . . . . . . . . .20, 26Seahorse Marine . . . . . . . . . . . . . . . . . . . . . . . . .21Seth Bresnan . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3Southern Gas Association . . . . . . . . . . . . . . . . . . .6Sperry Marine . . . . . . . . . . . . . . . . . . . . . . . . . . .18Stephen Eastwood . . . . . . . . . . . . . . . . . . . . . . . .24Steve Dooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3Susan Collins . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6Susan Rodgers . . . . . . . . . . . . . . . . . . . . . . . . . .12Teri Goodman . . . . . . . . . . . . . . . . . . . . . . . . . . . .10Terry Becker . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10Tim Parker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6Tom Bender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4U.S. Navy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4VT Halter Marine . . . . . . . . . . . . . . . . . . . . . .12, 18Wartsila Lips . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14William Kratz III . . . . . . . . . . . . . . . . . . . . . . . . . .12

The Index Austal Opens New U.S. Shipbuilding Facility


December, 2005 • MarineNews • 5Circle 248 on Reader Service Card


Hercules Completes FleetAcquisition of Liftboat

Hercules Offshore, Inc., a jack-up drilling and liftboatcontractor, completed the acquisition of a fleet of eightliftboats from Danos & Curole Marine Contractors, LLCfor $44 million. Three of the acquired liftboats have leglengths ranging from 130 to 230 ft. and are located in theU.S. Gulf of Mexico.

These liftboats are currently operating under short-term contracts. A fourth liftboat located in the Gulf ofMexico was damaged during Hurricane Katrina and itscondition is being evaluated.

The remaining four liftboats, which have leg lengthsranging from 130 to 170 ft., are currently operating inNigeria. Danos & Curole will continue to operate thesefour vessels under an operating agreement until Herculeshas established its own operations in Nigeria. This oper-ating agreement expires in September 2006, and can beterminated earlier by Hercules upon 30 days' notice toDanos & Curole.

If the vessel damaged in Hurricane Katrina is deter-mined to be a constructive total loss, the purchase pricewill be reduced by the amount of insurance proceedsDanos & Curole recovers.

However, if the vessel can be repaired, Danos &Curole will conduct the repairs and Hercules will pay aportion of the salvage cost and reimburse any deductibleamounts Danos & Curole is responsible for under itsinsurance policies covering the vessel. Danos & Curolewould deliver the vessel to Hercules upon completion ofrepairs without payment of any additional consideration.

Bollinger Inks Contractswith Moran Towing

Bollinger Shipyards, Inc. of Lockport, La., and MoranTowing Corp., New Canaan, Ct., signed contracts forBollinger to build one 14,500 short ton bulk barge andone 60,000 barrel Oil Pollution Act of 1990 (OPA'90)double-hull, ocean-going barge.

The large bulk barge will be similar to the three bulkbarges currently in the Moran fleet, Bridgeport, Somersetand Portsmouth.

The barge will be able to carry a wide range of prod-ucts, including petroleum coke, coal, fertilizers, grains,scrap metal, steel plates, steel coils, sugar, crushed glassand numerous other commodities, as well as finishedgoods for a variety of long-term and spot customers. Thebulk barge will be classed unmanned ocean service withdimensions of 418.5-ft. x 75-ft. x 29-ft.

The 60,000 barrel OPA'90 oceangoing tank barge willcomplement Moran's fleet of 10 petroleum barges, sevenof which are OPA'90 compliant.

The new barge measures 350-ft. x 70-ft. x 25-ft., and isbeing built as a U.S. flagged vessel, built in compliancewith the American Bureau of Shipping, and United StatesCoast Guard regulations, manned service for the carriageof Grade A and lower petroleum products.

Both vessels are already in production and are beingbuilt at the Bollinger Marine Fabricators, L.L.C. facilityin Amelia, La.

The dry bulk barge is scheduled for delivery in May of2006 and the 60,000 barrel tank barge will follow with adelivery in September 2006.

Increased Security Funding Proposed

The American Association of Port Authorities (AAPA),the organization representing public ports throughout theWestern Hemisphere, lauded Sens. Susan Collins (R-ME) and Patty Murray (D-WA) for introducing a bill inthe U.S. Senate that includes revisions and clarificationsto the Department of Homeland Security's Port SecurityGrant program.

"AAPA praises the senatorial leadership of SusanCollins, who chairs the Committee on Homeland Securi-ty and Government Affairs, and Washington State's PattyMurray, who today have introduced the 'GreenLane Mar-itime Cargo Security Act,'" said Kurt Nagle, AAPA'spresident and CEO. "Both senators have a long and dis-tinguished history of leadership in protecting our seaportsagainst terrorism and this bipartisan bill shows their con-tinued commitment to this critical area of our nationalsecurity."

Nagle added that while there are DHS programs thataddress cargo and port security, the "GreenLane Mar-itime Cargo Security Act" appears to clearly outline Con-gress' thoughts on these important programs and encour-ages them to go to the next level. He noted that AAPA isespecially supportive of the portions of the bill that direct$400 million a year in appropriations from Customsduties for the federal Port Security Grant program, clari-fy who can apply for funding, and provide allowances forat least limited multi-year funding for port securitygrants. "We've advocated for these changes ever sincethe Port Security Grant program was introduced after


NEWS

As the financial impact of this year'shurricane season is revised upward, thenation is facing an uncertain future inenergy markets, especially concerningsupply, demand and distribution of natur-al gas. A few short weeks after the recenthurricanes, energy industry leaders gath-ered in South Carolina to address thevolatile situation at an annual leadershipconference sponsored by the SouthernGas Association (SGA).

Cost and demand rates for natural gaswere accelerating in the United Stateseven before the interruption of Gulf ofMexico production. As production fromthe hurricane-affected areas resumes,Gulf operators and regulatory bodies needan improved understanding of the naturalgas supply outlook, said Tim Parker,senior vice president of Dominion Explo-ration and Production.

"Natural gas from the Gulf of Mexico isa vital part of the U.S. energy supply froma rate perspective. Future Gulf produc-tion is critical to the U.S. energy budget,"he said. Although Dominion assets in theGulf suffered minimal damage, the U.S.offshore industry as a whole sustained

extensive impact from Katrina and Rita.The two storms destroyed

Industry leaders predict growing needfor gas infrastructure 117 platforms andrigs, and 70 more were significantly dam-aged, according to the Minerals Manage-ment Service (MMS). At the conclusionof the third quarter of 2005, the MMSreports that nearly 60% of natural gasproduction and nearly 50% of oil produc-tion from the Gulf had been restored, butdamage to onshore pipelines, refineriesand natural gas infrastructure is furtherdelaying the processing and distributionof oil and natural gas.

Offshore, onshore and downstreamrepairs continue, but Parker predicts thatreturn to full production is unlikely beforethe second quarter of 2006.

"The two unwelcome visitors havetaught us much about which way thewinds will blow in the future," said Park-er. "The concentration of processing andpipeline infrastructure along the Texas-Louisiana coast makes us uniquely vul-nerable to storm impacts. Importantly, themost significant risks are related more toonshore and downstream assets than to

offshore E&P assets."While production may be declining on

the Gulf of Mexico Shelf right now, deep-er Shelf drilling and ultra-deepwaterprospects on the Outer Continental Shelfare promising, Parker advised the SGAgroup.

"Overall, Gulf Coast operators areguardedly optimistic that gas supplies willgrow over the intermediate term," hesaid. Parker's comments were part of abalanced "trifecta" panel of SGA speakersproviding Gulf Coast, Rocky Mountain,and LNG perspectives on future gas sup-ply and distribution needs.

Panelist Greg Schnacke, vice presidentof the Colorado Oil & Gas Association,reported that unconventional productionmethods in the Rocky Mountain areincreasing, but that export capacity isinsufficient.

"We have an urgent need for new take-away capacity in the Rockies. Withoutimproved infrastructure, the expected pro-duction increases in the area will be con-strained," he said. Schnacke also predictsthat increasing LNG imports and deliver-ies will compete for markets.

Panelist Bill Cooper, executive directorof the Center for LNG, asserts the need forsupply diversity to meet the growing con-sumption markets in the north-central andeastern region of the country.

"Our natural gas supply challenges willnot be solved solely by expanding pro-duction in the Rocky Mountains or theOuter Continental Shelf, or solely byimporting more LNG.

In order to meet anticipated demand,we must pursue all of these options andmore," he said.

To diversify supply streams, Dominionproduces gas from about 10,600 wells inthe eastern U.S., 4,700 wells in the west-ern U.S. and 1,000 wells in Canada inaddition to the company's offshore assets.Dominion also operates the nation'slargest underground natural gas storagesystem and maintains 7,900 miles oftransmission pipeline.

Among the panelists at the leadershipconference, Dominion E&P was the onlyrepresentative of an integrated energycompany advising professionals from nat-ural gas associations, regulatory bodiesand governmental agencies.

Dominion E&P Provides Gulf Coast Perspective


9/11," said Mr. Nagle. "The program hasalways been woefully underfunded, pay-ing less than one-fifth of what ports haverequested for reimbursements of eligiblefacility security investments. Just look atwhat airports have received since 9/11 infederal security assistance, and seaports-

which handle 99 percent of our country'soverseas freight volumes-appear to be apoor stepchild in comparison. Dedicatinga small portion of the Customs revenuesalready being collected on maritime com-merce is an appropriate funding source."

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program, the Collins/Murray bill wouldmaintain a risk-based approach in deter-mining the grants. Unlike the existingprogram, however, the Collins/Murraybill ensures that any entity subject to anarea maritime transportation security plancould compete for funding. AAPA strong-


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AAPA: Corps Funding Bill is 'Critical'

The American Association of PortAuthorities (AAPA)-the organizationrepresenting public ports throughout theWestern Hemisphere-praised Congressfor passing the $5.383 billion Energyand Water Development appropriationsbill for fiscal year 2006 and urged Pres-ident Bush to sign the legislation, whichprovides funding for the U.S. ArmyCorps of Engineers' Civil Works pro-gram.

"This record Civil Works appropria-tions bill is critical to the U.S. economy,because it pays for the timely construc-tion and maintenance of our nation'snavigation system," said Kurt Nagle,AAPA president and CEO.

"The navigation system supports ourports and harbors, which accommodatemore than $2 trillion worth of water-borne commerce each year. The samesystem also helps ensure our nationalsecurity, so we must not allow it to dete-riorate or become obsolete."

After weeks of negotiations, Houseand Senate conferees this week agreedto a historic funding level for the Corps'Civil Works program, exceeding theAdministration's recommendation bynearly $1 billion.

The increased funding level was theresult of an additional allocation fromthe House Budget Committee to coversome Hurricane Katrina-related fundingrelative to the bill. Congress sent the billto the White House for the President'ssignature.

"We're obviously very pleased withthe funding level and the positive effectthis will have in future years," said theCorps' Director of Civil Works, Maj.Gen. Don Riley. Gen. Riley, appearingon a panel yesterday at the AAPA-CorpsProject Managers Workshop, held inCharleston, S.C., thanked AAPA and itsmembers for taking a lead role in suc-cessfully advocating for a more robustCivil Works budget.

Gen. Riley went on to say that whilethe conference report was not clear onthe use of continuing (multi-year) con-tracts and re-programming of fundsfrom project to project, he believed theCorps would be able to develop guid-ance for field offices that would beacceptable to the Congress.


ly endorses this approach since the DHS limited eligibil-ity to only 66 seaports in the latest round of Port Securi-ty Grant program funding.

Manitowoc Wins HarleyMarine Contract

The Manitowoc Company, Inc. won a new construc-tion contract from Harley Marine Services, Inc. to buildan ocean-class, double-hull, hot oil tank barge. The80,000-barrel capacity barge, which is scheduled fordelivery in the fourth quarter of 2006, will measure 369ft. (112 m) in length, 78 ft. (24 m) in width, and 33 ft. (10m) in molded depth. The contract includes an option fora second identical vessel.

The Harley barge is the tenth double-hull tank bargebuilt by the Manitowoc Marine Group. The vessel fea-tures a flush deck design and is equipped with an onboardheating system to maintain consistent cargo temperaturesof 160 degrees. It will also be ABS, U.S. Coast Guard,and OPA-90 compliant. Upon delivery, the barge willjoin a fleet of vessels to haul a variety of petroleum prod-ucts, including #6 grade fuel oil, between Alaskan,Northwest, and West coast markets.

Bay Ferries to Pay$75,000 in Fines

The company that operates the high-speed ferry theCAT has reportedly been fined $75,000 for failing to pro-

tect the health and safety of passengers and workers bynot ensuring its passenger gangway was inspected andmaintained, according to a CBC News report. Bay Fer-ries pleaded guilty to the charges under the Canada LaborCode. They stem from an incident on June 25, 2002,when the passenger gangway collapsed at the terminal inYarmouth just as the high-speed ferry from Maine wasbeing unloaded. Three workers who were preparing toattach the gangway to the ferry were injured when theyfell, crashing 30 ft. to the ground. Because of theinjuries, the company must also pay more than $11,000in victim fine surcharges.

USACE Starts on Restoration Sites

The U.S. Army Corps of Engineers New York Districtwill proceed with the restoration of two intertidal saltmarsh sites, the Joseph Medwick Park in Carteret, N.J.,and the Brooklyn Union Gas site in Staten Island, N.Y.Both sites were selected as restoration projects to com-pensate for unavoidable impacts resulting from thedredging and deepening of the Arthur Kill Channel in theNew York and New Jersey Harbor. The Corps and thePort Authority of New York and New Jersey, along withstate and local agencies, are deepening the channels inthe Port as part of an overall harbor improvement pro-gram. In addition to ensuring a safe, efficient Port, theharbor improvement program is designed to maintain ahealthy, diverse, and sustainable environment through

the creation, enhancement, and restoration of aquatic,wetland, and upland habitat. The program also includesthe construction of artificial fishing reefs and the cappingof existing brownfields and landfills in the region. Aspart of the harbor improvement program, the Corps isworking in cooperation with the Hudson-Raritan Estuaryproject to evaluate measures that would address environ-mental degradation and other related water resource andsediment problems and needs, including environmentalrestoration and protection. The Corps is also identifyingmitigation measures for sites that may be negativelyimpacted by the channel deepening. "The deepening ofthe harbor channels is a large scale project that may pro-duce unavoidable environmental impacts," Polo said."We work hard not only to minimize the impacts, but alsoto replace the habitat or ecosystem that is affected by thedeepening project."


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GlobalSantaFe WorldwideSCORE Stays on TrackWorldwide oil and gas drilling contractor GlobalSantaFe Corpora-tion reported that the worldwide SCORE, or Summary of CurrentOffshore Rig Economics, for October 2005 was up 4.7 percentfrom the previous month's SCORE. GlobalSantaFe's SCORE com-pares the profitability of current mobile offshore drilling rigdayrates to the profitability of dayrates at the 1980-1981 peak ofthe offshore drilling cycle. In the 1980-1981 period, when SCOREaveraged 100 percent, new contract dayrates equaled the sum ofdaily cash operating costs plus approximately $700 per day permillion dollars invested.



The Society of Naval Architects andMarine Engineers (SNAME) namedRobert E. Kramek president elect of theorganization at its recent Annual MaritimeTechnology Conference & Expo in Hous-ton, Texas. Kramek, President and ChiefOperating Officer of ABS will commencehis term January 1, 2007, succeeding cur-rent SNAME President Dr. Roger H.Compton.

Admiral Kramek is a former Comman-dant of the United States Coast Guard(USCG) from which he retired as a FourStar Admiral.

Admiral Robert E. Kramek graduatedwith honors from the United States CoastGuard (USCG) Academy with a B.S. inengineering in 1961 and attended post-graduate schools at the University ofMichigan, Johns Hopkins University andthe University of Alaska. He has receivedMaster of Science Degrees in NavalArchitecture and Marine Engineering,Mechanical Engineering and EngineeringManagement. He is a Fellow of the Soci-ety of Naval Architects and Marine Engi-neers (SNAME), a member of the Ameri-can Society of Naval Engineers (ASNE),a member of the U.S. Navy League, and alife member of the Reserve Officers Asso-ciation. Along with these memberships heserves on the Board of Trustees of theWebb Institute and the Board of Advisorsfor the University of Michigan's School ofEngineering among many other profes-sional commitments.

Kramek also attended the U.S. NavalWar College in Newport, Rhode Island,graduating with Highest Distinction. Hecompleted the "Capstone" Program at theNational Defense University's Institute ofHigher Defense Studies. He has beenhonored as a Distinguished Alumnus atthe U.S. Coast Guard Academy, the U. S.Naval War College, and the University ofMichigan. Mr. Kramek is a recipient ofthe Reserve Officers Association Minute-man Hall of Fame award, the NAACPMeritorious Service Award, and an Hon-

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Webb Institute, the Board of Advisors forthe University of Michigan's School ofEngineering, the Board of Visitors of theJoint Military Intelligence College, theHouston Texas Council of the United Ser-vices Organization (USO), the AdvisoryBoard of the Navy League, and is a direc-tor of the Coast Guard Foundation and isa companion of the Naval Order.

Kramek has received military awards,including Distinguished Service medalsfrom the Department of Defense, Trans-portation and the United States CoastGuard. He is also a recipient of the Amer-ican Pilots Association Navigation SafetyAward, the Seamen's Church InstituteDistinguished Service Award, the U.S.Navy League Distinguished ServiceAward, the Society of the Naval OrderSea Service Award and was recentlyinducted into the United Nations Mar-itime Hall of Fame.

Goltens PromotesFriedberg

Paul F. Friedberg has been named as thecompany's new president of WorldwideService and has been chosen to serve asdirector of Goltens' Worldwide Board.

Friedberg, who previously served asGoltens' regional head in the Middle East& India, will be responsible for allGoltens' service and trading operationsoutside the United States includingEurope, the Middle East, the Far East andChina. In addition, he will be responsiblefor global business development activities(including activities in the United States),

and will continue to manage Goltens' day-to-day operations in the Middle East &India until a successor is identified.

According to Mark Rutkowski,Goltens' Managing Director & ChiefFinancial Officer, Friedberg brings toGoltens vast experience, knowledge andconsiderable managerial skills in the ship-building, ship repair, oil & gas andmechanical markets. "His experience,coupled with his hands-on, pragmatic anddynamic leadership style will enable himto further Goltens' transition from a com-pany formerly known for its local marketstrength to a company now recognized forboth its local and global market posi-tions," says Rutkowski.

ASA AnnouncesNew Leaders

George Wittich, Senior Vice Presidentof Weeks Marine, has been named Presi-dent of the American Salvage Association(ASA). John Witte, Jr., Executive VicePresident of Donjon Marine Co., Inc., hasbeen named ASA's Vice President, andPaul Gallagher, Director of Sales - MarineTransportation, Foss Maritime, has beenelected Secretary/Treasurer.

"We expect great things from ASA'sincoming leadership," said George Wit-tich. "Among the areas the ASA willfocus on throughout the year are the statusof the still pending U.S. marine salvageregulations, responder immunity, and thesalvors' role in environmental protectionand maritime security. Our member's sal-vage response work in the hurricane dev-

astated Gulf Region continues to be a pri-ority," he said.

"The association owes a great debt ofthanks to Richard Fairbanks, President,Titan, A Crowley Company, who servedas ASA's President over the last twoyears. Dick's hard work, diligence, andcritical guidance served our associationand our industry well," Wittich said.

ACL AppointsMitchell

American Commercial Lines Inc.appointed Rich Mitchell as Senior VicePresident Corporate Strategy. Mitchellbrings many years of business leadership,acquisition and strategic planning skills tothe Company. He worked for more than20 years with United Parcel Service ofAmerica, Inc. in positions of increasingresponsibility, most recently as the VicePresident of Corporate Strategy. He has aBachelor of Science degree from the Uni-versity of Louisville and a Master in Busi-ness Administration degree from EmbryRiddle Aeronautical University.

Foundation ElectsNew Trustees

The National Waterways Foundationhas elected six new trustees at its recentmeeting in October in Chicago, IL.

They are Rev. Dr. Jean Smith , Execu-tive Director, Seamen's Church Institute(New York, NY); Ms. Teri Goodmann ,Development Director, Mississippi RiverMuseum and Aquarium (Dubuque, IA);Mr. Charles Jones , Chairman of the

Board, Amherst/Madison Coal & SupplyCompany (Charleston, WV); Mr. TerryBecker , President, Riverway Co. (Min-neapolis, MN); Mr. Robert (Bobby)Guthans, (retired, formerly President andCEO, Midstream Fuel Service, Inc.,Mobile, AL); and Mr. Robert Nichol ,President, Moffatt & Nichol Engineers(Long Beach, CA).

The goal of the National WaterwaysFoundation is to serve and protect Ameri-ca's waterways system. Through researchstudies, education and training programs,grants, forms and similar activities, theFoundation helps people understand howto maintain our waterways system,enhance its capabilities, and promote itsvalue in the years ahead.

Donjon Leads inGulf Recovery

Donjon Marine is serving as the leadsalvage contractor for the Katrina/RitaResponse as a result of its U.S. Navy Sal-

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vage and Related Services Contract withthe U.S. Navy, Supervisor of Salvage andDiving. Donjon has held this contract,uninterrupted, since 1979, after a biddingprocess approximately every five years.As such, Donjon supplies equipment andpersonnel in support of the needs of theFederal Response Team (FEMA, U.S.Army Corps of Engineers, and U.S. CoastGuard who task and direct SUPSALV),and also has a 10-person managementteam in place in Alexandria, LA, to man-age the salvage response effort.

Donjon arrived in the region on Sep-tember 3 and remains there performingnearly round-the-clock salvage and landclearance work with the United StatesNavy and other subcontracted marinesalvors to Donjon. The company is alsoemploying pollution control and remedia-tion contractors in support of the overallresponse. Donjon equipment being uti-lized for the New Orleans operations isthe 1,000-ton-capacity derrick barge theChesapeake, the largest floating crane onthe East coast, as well as the 7,000 hpAttendant Tug Atlantic Salvor. TheChessy has a four-man operating crewand four- to six-person salvage crew. TheSalvage Master for this effort is WilliamKratz, III.

Another Donjon Salvage Flotilla cur-rently in-region is the 400-ton capacityD/B Columbia New York and its attendanttug, the 8,000-hp AHTS Powhatan and1,200-hp push tug Herbert P. Brake. TheColumbia New York has a six- to eight-man operating crew; the Salvage Master isDale Springer.

Between these two salvage crews, Don-jon also has a five-man dive crew, as wellas approximately 10-12 local contractorsassisting in the recovery effort.

Crowley Honoredfor EnvironmentalStewardship

Crowley and its Marine Transport Linessubsidiary were recently named recipientsof the Chamber of Shipping of America's2005 Environmental AchievementAwards. The companies collectively had19 vessels that they manage and or oper-ate that have achieved environmentalexcellence (zero incidents) for at least athree-year period.

Of those 19, two vessels, tankers BlueRidge and Coast Range have been inci-dent free for seven years, while nine of thevessels have been incident free for fiveyears. In all, 264 vessels were recognizedby the CSA during the ceremony, repre-senting over 1100 years of environmentalsafety.

Jones Joins Crowley as VP

Gary Jones hasjoined Crowley asvice president ofinformation tech-nology (IT). Inhis new position,Jones is responsi-ble for the strate-gic and tacticalplanning, produc-tion, deploymentand maintenance of enterprise-wide tech-nology solutions. Additionally, Jonesdirects the development of application andinfrastructure strategies and standards,policies and procedures, quality, cost con-trol and customer service standards. Hemanages a staff of approximately 100technology professionals from his officein Jacksonville and reports to SusanRodgers, senior vice president, adminis-tration. Jones brings over 20 years ofaccomplishments in the IT field to Crow-ley from the consumer and financial sec-tors. He has direct business experience inthe U.S., Canada, Mexico, Puerto Rico,Argentina and Chile. Most recently Jonesserved as vice president, business solu-tions delivery for merchandising, manu-facturing, SCM and corporate systems forWinn-Dixie Stores, Inc. Prior to that, hespent 13 years with Home Depot inAtlanta, Ga., in various directorial posi-tions including merchandising processmanagement, international businessdevelopment, international systems andapplication development.

Jones holds a Bachelors degree in busi-ness administration, finance and account-ing from Emory University in Atlanta,Ga., and earned Six Sigma Greenbelt Cer-tification from Southern Polytechnic StateUniversity in Marietta, Ga.

OSI AcquiresTech Supplier

Offshore Systems International hasentered into a formal agreement to acquirea United States-based defense contractingcompany. The purchase price will be $9million, of which approximately $8.1 mil-lion will be paid in cash, with the balanceto be paid by the issuance of 1,067,975OSI common shares. OSI first announceda non-binding letter of intent to acquirethe target company on July 11, 2005.

The target company reported revenuesof approximately $12 million (unaudited)in 2004 and has shown consistent growthand profitability throughout its history.The company has approximately 80employees located at three offices in theUnited States.

Adesta Selected byMaryland Port

Adesta was awarded a $5.5M contractwith the Maryland Port Administration todesign and install a sophisticated securitysystem at the Port of Baltimore. The pro-ject will include the installation of a

remote video surveillance system as wellas enhancements to terminal perimetersecurity. The expected completion date forthe project is fall 2006.The system willprovide the Port with total perimeter secu-rity and includes a scalable communica-tions and electronic security network.


NEWS

The Struggle to Build the Jean AnneIn the boat building busi-ness, there is an old adage-the bigger they are, themore trouble they cause. Inthe case of the Jean Anne,that was certainly true. Youwould not have known thatby the big smiles on thefaces of the executives fromPasha Group, Strong VesselOperators and VT HalterMarine that attended theJean Anne Christening cere-mony in San Diego onMarch 21, 2005.But underneath those smileswas the realization that itwas no small miracle thatthe vessel was completed atall. The time line goes something like this. On June 7, 2000 the parties announce the signing of a $70 million contract to buildthe world's first Jones Act Pure Car Truck Carrier. At the time, the shipyard wasnamed Halter Marine, a division of Friede Goldman Halter.MarAd had signed on to guarantee the loan through the Title XI program. That meantthe federal government would guarantee 85% of the construction cost of the vessel.On December 11, 2000 the same parties agreed to build a second car carrier for $69million and construction would depend on Marad's approval of a financing guaranteefor this vessel as well.When Friede Goldman Halter sought bankruptcy protection on April 20, 2001, it wasfirst felt that this development would have minimal impact on the fall 2002 deliveryof the first PCTC. The project had a finance guarantee by MarAd's Title XI programand performance and payment bonds were in place with Travelers Casualty and Sure-ty Company of America for the full value of the shipbuilding contract.Traveler's however, had different plans and things started to unravel fast. The Title XIcontract required the bonds be in place but Traveler's discontinued interim financingin July 2001 and work stopped on the vessel.By March 2002, MarAd joined the owner's suit to force Traveler's to honor their con-tract. Marad was also fighting for its life against a Bush Administration that was try-ing to gut the Title XI program. Marad had suffered the embarrassing collapse ofAmerican Classic Voyages attempt to build two cruise liners at Ingalls Shipyard andwere on the hook for this $200 million mistake and party to a losing battle to reopenthe Fore River Shipyard in Quincy, Mass. They could not suffer another large loss onthe PCTC contract. A Mississippi court ruled in June 2002 that Traveler's had indeedbreached a performance bond by failing to pay to complete the vessel. By this timework had been suspended on the vessel for almost a year. It took several more monthsbefore work would began on the Jean Anne. In December 2002, the owners (PacificHawaii Transport Lines (a joint venture between the Pasha Group and Van OmmerenShipping (USA) LLC) reached an agreement with Traveler's on the financial termsthat permitted PHTL to restart the project. By this time PHTL was dealing with thenew owners of the Halter Marine Pascagoula yard, Vision Technologies, a Singaporecompany. It was February 2003 when work finally restarted with a delivery date oflate 2004. Considering the complexity of the project VT Halter Marine did an out-standing job in completing the project in February 2005, about two years from sign-ing the renegotiated contract. -- Larry Pearson

(Jean Anne is profiled as a “Great Boat of 2005 in this edition. See page 17)

This August 2003 photo shows the state of completion on theJean Anne a few months after work restarted in February 2003.(Photo Credit VT Halter Marine)


TRAINING & EDUCATION

Nestled in the rural landscape of Mary-land's Eastern Shore is one of the nation'spremier maritime training facilities.Located on over 600 acres outside of Eas-ton, Md. is the Calhoon Marine EngineersBeneficial Association EngineeringSchool (MEBA,) a private educationalfacility for members of the MEBA union.MEBA members are members of the Mer-chant Marine and sail the world deliveringtheir cargos.

The school provides MEBA engineersand deck officers with a state-of-the-arttraining experience to enhance the relia-bility and profitability of the vessels onwhich they serve while protecting theenvironment.

MEBA has the distinction of having thefirst national maritime training programdesigned by both the union and industry.MEBA is the oldest maritime union andthe second oldest union in the country.The school is funded by labor and man-agement and governed by a Board ofTrustees composed of six union represen-tatives and six shipping company execu-tives.

Originally began in Baltimore in 1966,the school expanded their operation byadding the Easton Campus and in 1982,moved the entire school to the EasternShore of Maryland.

Today, more than 1,600 MEBA mem-bers receive training at the school and areenrolled in 42 different courses supple-mented by additional off-site and eveningclasses.

Thirty-one courses are USCGapproved; covering marine engineering,control and monitoring technologies fromthe 1940's to the present day. Nineteencourses have been approved by the Amer-ican Council of Education for a total of 65credit recommendations.

"I believe that 2005 has been one of themost exciting years in the school's thirty-nine year history," said Joyce H.Matthews, director of the school. Weexpanded the scope of our training toinclude four new deck courses; supportedby the acquisition of the most sophisticat-ed Ship's Bridge Training Suite in theworld - gaining international attention atthe 2005 TRANSAS User's Conference.

We broadened our traditional technical-engineering course offerings to includeMarine Electric Propulsion and High-Voltage Safety topics. Our training inmaritime security and incident commandadvanced even further; with the additionof "packaged courses" like Vessel Securi-ty Officer with Crisis and Crowd Manage-ment. The Tankship Liquefied GasesCourse was also modernized to reflect

contemporary LNG handling and deliverysystems.

Matthews believes that the school is a

leader in maritime education because ofthe dedicated and energetic faculty."There are 17 faculty members who teach

our courses and the Quality ManagementSystem, as certified by Det Norske Veritas(DNV) and recognized by the American

December, 2005 • MarineNews • 13Circle 238 on Reader Service Card


MEBA: Meeting the Challenges of Maritime Training


Council on Education, ensuring our facul-ty and our students that high standardswill be maintained," Matthews said.

The physical plant of the school is mostimpressive. Teaching of engineeringcourses on diesel engineering and gas tur-bine operations is enhanced by operatingunits or cut away models of the engines.

In the diesel engineering lab there is anEMD 645 diesel engine and a one cylinderSulzer engine standing three decks tall.Students have hands on experience withthese engines to supplement the textbookand classroom training.

The gas turbine laboratory also makesextensive use of actual gas turbineengines and cutaways of these engines fortraining.

Refrigerated containers are used exten-sively on many merchant ships. Maintain-ing these containers is a major challengeon vessels at sea. MEBA offers a courseon refrigerated containers and uses sevenoperating units to give students actualexperience on the operating characteris-tics of these modules.

A complete machine shop laboratory issetup with lathes and other tools to teachstudents basic metal working techniques.Courses covering the range of shipboard

experiences from digital electronics towelding are also taught.

The MEBA School has a suite of twofull-mission ship's bridge simulators andtwo part-task bridge simulators with visu-als to replicate dozens of ports around theworld. Together with the six desktop sim-ulators, the system provides the ability forinteraction between ten separate ship's

bridges simultaneously.The newest addition to the Easton Cam-

pus is a Merchant Marine Memorial Park,a 10 acre area that is dedicated to thesefallen seafarers, their friends and family.The U.S. Merchant Marine ashas alwaysanswered the call to deliver the goods dur-ing national emergencies and conflict.

The main feature of the park is an ele-

vated garden-like retreat that is formed inthe shape of a 600-ft. merchant ship. Thefront of the memorial is formed into a bowof a ship with two 5-ton anchors. A ship'sbell, loaned from MarAd off the merchantship African Sun, is prominently dis-played along with a 22-ft. propeller donat-ed by Wartsila Lips located at the stern ofthe display. The school plans to use thispark as a peaceful retreat that is enhancedby a freshwater pond and an illuminatedwater feature. Brick pavers engravedwith the names of mariners who havebeen memorialized surround the area con-taining the ship's bell. The future of theschool seems secure with union membersstriving to upgrade their licenses andincrease their skills. The school alsoaccepts a limited number of non-MEBAmembers for training who serve on certaingovernment-owned vessels. MEBA mem-bers now crew on the country's newestcruise ships such as NCL's Pride of Amer-ica. Other new tonnage on the horizon forMEBA members are the new OSGtankers, scheduled to be built in Philadel-phia's AKER Shipyard. The CalhoonMEBA Engineering School stands wellpositioned to assist them with their train-ing needs.


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Overall responsibility for the marine engineering operations, routine maintenance, and shipyard repairactivities. Assure vessels maintenance within the framework of a Safety Management System. Approvelabor, materials, supplies, equipment and parts within vessel engine department operating budgets.Manage vessel regulatory compliance. Serve as technical advisor to COO on marine engineering mattersand other duties as assigned by the Chief Operations Officer.

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Bridge simulator training is so realistic that students have gotten seasick in the simulator although it isstationary.



By Alan M. Freeman

These days, there seems to be a "HowTo" book for "Dummies" covering justabout every topic imaginable, includingeverything from playing the guitar tomanaging irritable bowel syndrome.Drafting contracts is no exception, and thetemptation for small and large businessesalike to "do it yourself" is significant.While not always a bad idea, the tendencyto be your own lawyer - particularly in theoperation of a business - presents signifi-cant risk for the unwary. To be sure, con-sulting counsel is an excellent way toreduce your litigation risk and protectyour business, but consulting an attorneywill not always be cost effective in thecontext of a particular transaction. So,how do you protect yourself when youcan't afford to consult an attorney?

Sources of Litigation RiskLitigation risk presents itself to busi-

ness owners everywhere from parkinglots, where a failure to provide sufficientlighting could lead to visitor injuries, tohuman resources, where the failure to

abide increasingly complex state and fed-eral regulatory regimes can have signifi-cant consequences. Books have beenwritten about these subjects and, depend-ing on your circumstances, there may beno prudent alternative to consulting yourattorney.

But another source of litigation risk isthe network of relationships - often per-sonal relationships - that you rely uponevery day. These include relationshipswith your business partners, subcontrac-tors, employees and customers. In thecase of a small business, these relation-ships can be decades old and premised onnothing more than a handshake.

Business relationships increase your lit-igation risk in several ways, but the focusof this article is the fact that operation ofyour business probably requires you toshare trade secrets - everything from cus-tomer lists and business plans to propri-etary formulations and methodologies -with your employees, your subcontractorsand your business partners. In most cases,disclosure of this information to thewrong people could be devastating foryour business. Unfortunately, however,

employees have been known to leave theiremployers, subcontractors have beenknown to change their alliances and jointventure partners have been known to goout on their own. And all of them havethe ability to compete against you in themarketplace given the proper economicincentives. For example, I once repre-sented a government contractor whoseemployees suspiciously left virtually enmasse for a competitor in the middle of avery important competition. It turned outthey were being drawn to our client'scompetitor by a formerly loyal employee.The fact of the matter is that business andemployment relationships are a lot likemarriage - nobody expects to get adivorce, but divorce happens among eventhe nicest people with the best of inten-tions.

Contracts, Not HandshakesHow does a business owner protect his

or her trade secrets in a world marred bycorporate divorce? The first step is toreduce your business and key employ-ment relationships to writing - writtencontracts, not handshakes. Written con-

tracts are important because they canresolve your and your counterpart'sexpectations in advance, and they canprovide mutually agreeable exit strategieswhen disputes arise. There's no surprisein that. But written contracts also havethe ability to protect your confidentialinformation and trade secrets by settingup disincentives for your counterparts tosteal from you, and by establishing effi-cient and effective dispute resolutionprocesses.

Simply having a written contract is notenough. Your contracts must be compre-hensive and tailored to anticipate theworst case scenario. They should antici-pate unintentional acts - such as hurri-canes and labor strife - as well as inten-tional acts - such as a competitor seekingto lure your top employees away to com-pete against you. While there is no waythat this article could contemplate all thecircumstances that might present them-selves, there are several contract provi-sions that you should be aware of because,when properly drafted, they can providepowerful protection for your confidentialinformation:

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1. Restrictive Covenants There are a variety of restrictivecovenants available to business ownersthat, generally speaking, prevent youremployees and business partners frommisappropriating your confidential infor-mation, from stealing your customers andfrom unfairly competing against you. Thepermissible scope of these clauses variesfrom state to state, but they should be acritical component of your litigation riskreduction strategy.

2. Intellectual Property Your contracts should clearly define

who owns intellectual property that is cre-ated in the course of your day-to-dayoperations. In this sense, intellectualproperty includes not just patent rights,but also such things as research, businessplans and ideas. After all, even good peo-ple might inadvertently use your intellec-tual property for the next quantum leap ininnovation. Resolving expectations upfront is essential to risk reduction.

3. Injunctive Relief Injunctive relief is a court order that can

prevent your former employee or businesspartner from unfairly competing againstyou while a lawsuit against them is stillpending. Injunctive relief is criticalbecause once an employee leaves withyour confidential information, it is verydifficult to put the toothpaste back in thetube. To protect against the misuse ofyour confidential information during thecourse of a lawsuit, your contracts shouldstipulate that any breach would result in

irreparable harm to your business (i.e.harm that could not be remedied bymoney alone), and that you are entitled topreliminary and permanent injunctiverelief to prevent misuse. Often times, themere existence of an injunctive reliefclause in a written contract will discour-age unfair competition, and therebyreduce your litigation risk.

4. Liquidated Damages If the worst case scenario were to occur,

and an employee were to steal your confi-dential information and use it to competeagainst you, determining the amount ofdamages you're due could be very diffi-cult. A liquidated damages clauseattempts to quantify that harm, and it canbe substantial (e.g. $500/day to$10,000/day). While this is merely anattempt to estimate damage that cannot befully remedied by money alone, it also canprovide a powerful economic disincentiveto somebody who might otherwise thinkabout doing the wrong thing.

5. Forum and Law You may want to include a clause that

specifies the state law that will govern thecontract, or the state in which any disputewould be litigated. While such clausescan provide powerful protection for yourbusiness, you should be wary of includingthem without the advice of an attorney.The law applicable to trade secret protec-tion and restrictive covenants, for exam-ple, can vary substantially from state-to-state.

Square Pegs and Round HolesYou may be tempted to rely upon off-

the-shelf guides (such as How to DraftContracts for Dummies), or form agree-ments that you find in the library or on theinternet. You also may be tempted to can-nibalize a contract that your attorney pre-pared for you in connection with a priortransaction. You should be wary of formagreements, no matter their origin - asalready discussed, applicable laws canvary from state-to-state and also may bemodified year-to-year. What made goodlegal sense five years ago in a similartransaction may not make good sensetoday. And, if you do rely on form agree-ments, you should be equally cautiousabout modifying them without the adviceof an attorney. The clauses in form agree-ments - ship construction is an excellentexample - can have specialized legalmeaning, and adding or dropping seem-ingly innocuous language can have signif-icant legal consequences.

How do you know which transactionsrequire legal advice? There is no simpleanswer to that question, but there are afew guidelines you should consider. First,how much is the contract worth? Is it a"bet the farm" transaction? If your com-pany's future viability depends on the pro-ject's success, that's probably a good indi-cation that your lawyers should beinvolved. Similarly, if the contract willinvolve sharing information that could beused to obtain a competitive advantageagainst you if it were to fall into the wronghands, that also is a situation in which youprobably should consult your attorney.

Finally, if your prospective contract part-ner has an attorney, you definitely shouldinvolve your own counsel. And, if a dis-pute seems to be brewing after the con-tract already is in place, you're probablybetter off getting your lawyers involvedsooner, rather than later. It is, frankly,more expensive to get your lawyersinvolved after the dispute already has got-ten out of hand.

Corporate divorce is an unfortunate andoccasional cost of doing business. Butproperly drafted contracts can minimizethe collateral damage, and leave you well-positioned for future success.

Alan M. Freeman is a partner in theWashington, D.C. office of Blank RomeLLP, where he concentrates his practiceon civil and commercial litigation in bothfederal and state courts. His backgroundincludes representation of individuals andcompanies in connection with contractdisputes, business tort litigation, employ-ment and discrimination cases, and civilenvironmental claims. He has particularexperience representing companiesengaged in the marine transportationindustry with respect to general commer-cial disputes, admiralty claims and feder-al agency litigation.



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GREAT BOATS of 2005

The first vessel featured in Marine-News’ annual round-up of outstandingvessels during the year takes great libertywith the definition of “boat.”

That said, it was impossible to excludeJean Anne, the nation's first AmericanFlagged, Jones Act compliant Pure CarTruck Carrier (PCTC). At 579 ft. longand a beam of 102 ft., the vessel is one-half as long as a nuclear aircraft carrierand almost as wide.

The vessel can carry up to 4,000 cars onher 10 car decks and has three hoistabledecks to carry Over High and Wide(OHW) vehicles such as busses, 18-wheelers and even military vehicles suchas M-1 tanks.

The OHW vehicles enter the ship on a100-ton ramp on the aft end of the shipwhile autos enter from lighter ramps onthe sides of the Jean Anne.

VT Halter Marine, Pascagoula, Missbuilt the $60 million vessel. The buildingof the ship is a milestone for the company,not only because of the Jean Anne's sizeand complexity, but problems encoun-tered along the way including a bankrupt-cy. The vessel is owned by The PashaGroup, Corte Madera, Calif. and will be

operated by Pasha and Strong VesselOperators, Stamford, Conn.

Jean Anne will be on a route betweenSan Diego, Calif. and three ports in theHawaiian Islands.

With a top speed of 20 knots, the vesselcan make a round trip in two weeksincluding loading in San Diego, unload-ing and loading in three Hawaiian Islandports and return.

The vessel has a huge amount of spaceas her 13,000 deadweight tons testify.Inside the vessel is a lot like being in a 10-story parking garage only this garage trav-els at 20 knots.

Propulsion power for the vessel comesfrom a MAN B&W 7S50MC-C slowspeed diesel supplying 14,825 hp at 127rpm. A 72-ft. shaft connects the engine toa Lips 226-ft. diameter propeller. Themain engine occupies part of the aft end ofthe second, third and fourth decks.

Three MAN B & W 6L23/30H enginespower 920 kW generators and there is afourth emergency generator rated at 170kW located on the 11th deck.

Both Lips bow and stern thrusters are apart of the propulsion package to aid in.

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The 100-ton capacity of the aft ramp of the Jean Anne is used to load Over High and Wide vehicles suchas buses, trucks and military vessels


OHW vehicles requires every square in.of the garage, even the ramps that connectthe decks have parked cars when the ves-sel is full.

All but the top or 11th deck is reservedfor auto transport.

The top deck has a large enclosed spacenear the bow for such varied purposes ascrew staterooms, lounge, refrigerated anddry space for food, galley, mess and ahospital.

Another enclosed space at the aft end ofthe 11th deck is for trash storage andincineration, CO2 system, elevator, paintlocker and the area where the ship's stackemerges.

The bridge is above the forward struc-ture on the 11th deck and includes theSperry Marine Systems Vision 2100 inte-grated bridge system.

With the Jean Anne now on her twice-monthly voyages between the West Coastof the U.S. and Hawaii, there is some talkabout a second vessel, but nothing hasbeen announced from either Pasha or VTHalter. — Larry Pearson



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The huge Pure Car Truck Carrier Jean Anne on sea trials early in 2005. The 579-ft. by102-ft. vessel can carry 4,300 automobiles and will run a round trip route betweenSan Diego and three islands in the Hawaiian chain every two weeks.


Almost without fanfare, one offshorevessel company has been dominating thebuilding of crew/supply vessels and thatcompany has not been Seacor Marine.The company is Crewboats, Inc., a smallChalmette, La. company that has builtmore than a half dozen 160-162-ft. vesselssince 2003. Crewboats, Inc., sold all of its135 ft. and up vessels plus a contract tobuild four more to Tidewater, Inc. in 2001.

When the non-complete clause that wasa part of the sales contract expired in2003, Crewboats began building with avengeance and needed two shipyards thatspecialize in these vessels to meet deliv-ery schedules.

The lead shipyard in repopulating thecompany's crew/supply boat fleet hasbeen Breaux's Bay Craft, Loreauville. In

2005, Breaux's Bay Craft delivered theCaptain Preston P and the Lady Dakota,both 162-ft. by 30-ft. vessels.

"Next year looks like a repeat of 2005for us and Crewboats, Inc., with the Hori-zon Runner due out in January 2006 fol-lowed in April by a yet unnamed vessel,"said Roy Breaux, Jr., president of the yard.

The 162-ft. hull has become a standardfor Breaux's Bay Craft, not just for Crew-boats, Inc. but for several other repeat cus-tomers as well.

"The 162-ft. hull combines speed,maneuverability, load hauling capacityand economy of operation," Breauxadded.

The Lady Dakota is best described as afast, heavy hauler. Propelled by a quartetof Caterpillar 3512 engines each rated at

GREAT BOATS of 2005

The two shipyards of Edison ChouestOffshore (ECO), have been very busy forthe last three years building a series of280-ft. supply vessels, the largest in theindustry.

The vessels have a beam of 60-ft. and ahull depth of 24 ft., enabling them to carrylarge amounts of liquid mud, fuel oil,methanol in hull tanks and cargo on therear deck. "At 4,811 deadweight tonscapacity this is an outstanding vessel,"said Roger White, senior vice president ofthe company. "We purpose-built thesevessels for our customers who are supply-ing tension leg platforms and other struc-tures deep in the Gulf of Mexico," Whiteadded.

Flexibility is a key design element inthese vessels. "Often these 280-ft. vessels

can supply multiple platforms, where itmay take two or three separate smallervessels to do the same job. The customersaves significant cost using one vesselrather than two or three," White believes.

The latest vessel to be delivered to theChouest fleet of 280-ft. supply vessels isthe Christian Chouest that went on charterto Shell in November 2005. Earlier in theyear the Dionne Chouest joined theChouest fleet and went on charter in July2005. Both of the 2005 deliveries are dif-ferent from the vessels delivered beforethem in that they have considerableadvanced pilothouse electronics. In factthe entire look of the pilothouse is differ-ent. Instead of a confusing array of dials,switches and knobs mounted on a four ft.high console, the look is more streamlined

with an array of seven monitors stretchedout across the front of the pilothouse withother electronics on stations at a rightangle to the monitors with two pilothousechairs on moveable tracks.

All controls are at the right or left handsof the pilots. Marine Technologies LLC,Mandeville, La., a division of ECO isresponsible for the advance electronicsand the layout of the pilothouse.

At the rear station, visibility is even bet-ter with the windows extending from theceiling to the floor and all electronics andother controls mounted along side of thepilot chairs again on moveable tracks.

The power for this series of supply

boats if from a pair of Caterpillar 3608engines, each developing 3,600 hp. Theengines also turn 1.2 MW shaft generatorsworking off the Schottel gears. TwoCaterpillar 3508 engines rated drive 910kW generators for ship's power and a thirdCaterpillar 3508 powers the 1,200 HPdrop-down bow thruster. The capacities ofthe Christian Chouest and all the vesselsin this series is outstanding and include303,000 gallons of fuel oil, 297,000 gal-lons of ballast water and over 15,000 bar-rels of liquid mud. Other capacitiesinclude 87,000 gallons of methanol and11,000 cu. ft. of dry bulk in five tanks. Allthe vessels in this series are DP-2 rated.

Christian Chouest: 280-ft. Supply Vessel

Launch day for the 280-ft. Christian Chouest. Within weeks, the vessel will be sea trialed and ready tojoin Chouest's Gulf of Mexico fleet.

The newer 280-ft. vessels have a completely redesigned pilothouse with monitors replacing the variousswitches, dials and levers that populate most wheelhouses.

Lady Dakota: Crew/Supply Vessel


The latest 162-ft. crew/supply boat for Crewboats, Inc. The Lady Dakota was delivered in September05 and there are two additional vessels for this customer due from Breaux's Bay Craft in 2006.


1,440 hp, the vessel can reach a lightshipspeed of 29 knots with only a two-knotspeed drop with a load of 130 tons.

Two Caterpillar 3306s drive Lima 208volt 3-phase generators providing 75 kWof electrical power each and there is aThrustmaster 30-in. tunnel thruster drivenoff the rear end of another Cat 3306 and afire pump powered off the front end ofthat same engine.

Hull tanks can hold 16,500 gallons offuel and 40,000 gallons of rig water. Therear deck is 100 ft. by 26 ft. and can hold270 tons of cargo.

The main deck cabin forward of the

cargo deck has seating for 72 passengers.Below deck are accommodations for acrew of six.

Breaux's Bay Craft delivered the LadyDakota in September 2005. After two

more deliveries for Crewboats Inc., in thefirst four months of 2006, two other cus-tomers are in line for vessels, a 145-foot-er for Offshore Oil Services of Texas andGulf Offshore Logistics, a Lockport, La.

company will take delivery of a 170-ft.crew/supply vessel.Next will come a 162-ft. vessel for Tobias, Inc., Erath, La. andthen back for more vessels for Crewboats,Inc.


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M/V Capt. Rudy

Bollinger Shipyards presents SeahorseMarine's 163 ft. mega mini supply boat, M/VCAPT. RUDY during seatrials in the US Gulf ofMexico.

Bollinger Shipyards, Inc. deliveredthe M/V Capt. Rudy to SeahorseMarine Inc. of Lockport, La. The M/VCapt. Rudy is the first of a new vesselconcept that was modeled from thesuccess of the original Bollinger 145ft. mini supply vessel design, whichwill provide greater capacity, bettersea-keeping and has several designimprovements. The M/V Capt. Rudy isa 163 ft. mega mini supply boat namedin honor of the captain of one of thefirst Bollinger 145 ft. mini supplyboats, Seahorse I, Capt. Rudy "UncleRudy" Lefort. The concept design is acollaboration of Phillip Plaisance,president of Seahorse Marine, andBollinger's design and productionteam. "I've had a lot of success withvessels from Bollinger, and I haveinfluenced the various designs byworking with Bollinger to get exactlythe vessel I need to take care of mycustomer's needs," said Phillip Plai-sance. "The Capt. Rudy is anotherexample of Bollinger's dedication toworking with the customer, insuringthat the operator gets the quality vesselthat they spec'ed out, at the agreedprice, and delivered on time." saidPlaisance.



GREAT BOATS of 2005

Gladding-Hearn Shipbuilding delivereda new Chesapeake class pilot boat to theDelaware pilots.

The shipyard's new class of pilot boatshas also been built for the Virginia, Mary-land, New Orleans, Tampa Bay, and Port-land, Maine pilots. According to WinnWillard at C. Raymond Hunt Associates,the designer, the increasing popularity ofthe Chesapeake class results from somesubtle changes to the firm's typical pilotboat design.

For example, the boat is six incheslonger and wider on deck. There is alsoan additional six inches of freeboard. Thenew class is also suitable for a variety ofengine options.

Dubbed Brandywine, the all-aluminumvessel is named after the first pilot boatbuilt for the Delaware pilots by Gladding-Hearn in 1957, measures 52.5 ft. overall,with a 17-ft. beam and 4.8 ft. draft, andhas a top speed of 26 knots.

The new launch is powered by twinDaewoo V180TIM, 10-cylinder, dieselengines, each delivering 640 bhp at 2,100rpm, with ZF 350A gears. The enginesturn five-blade Hall & Stavert bronze pro-pellers.

The Delaware pilots chose an unpaintedlaunch to reduce maintenance. The boatis equipped with heated glass in the win-dows, as well as heated handrails anddecks to prevent ice build-up in the win-

ter. It has wide side-decks, and side andrear doors. At the transom are throttle andsteering controls, and a winch-operatedU-frame over a recessed platform for pilot

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gle hull barges there has been a rush to build new barges to meet the double hullstandard and to double hull existing single skin barges. Bollinger Shipyards, Lock-port, La. has been in the forefront of building such barges.

The shipyard recently delivered a 300-ft. by 64-ft. by 21-ft. barge to Gellatly &Criscione Services of Mount Pleasant, N.J. featuring equipment for bunkering ser-vices and is designed to carry Grade A oil and lower petroleum products in 10 tanks.

The petroleum is offloaded using a pair of Byron Jackson cargo pumps driven bytwo John Deere 6125A engines. The barge features 20 tank-cleaning hatches and apedestal crane is included for hose handling operations.

Each of the cargo tanks has steam heating along with a tank gauging and overfillsystem. The barge is ABS classed +A1Oil Tank Barge, ABS Loadline certificate-unmanned ocean service and manned special services plus being U.S. Coast GuardChapter D approved.

Brandywine: Pilot boat

The increasing popularity of the Chesapeake class results from some subtle changes to the firm's typicalpilot boat design.

Vessel Name . . . . . . . . . . . . . . . . . . . . .Brandywine Hull Type . . . . . . . . . . . . . . . . . . . . . . . . . . .Deep-VOwner . . . . . .Pilots of the Bay and River Delaware, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Lewes DEBuilder . . . . . . . . . . . .Gladding-Hearn Shipbuilding, . . . . . . . . . . . . . . . . . . . . . . . . .Duclos Corporation

Architect . . . . . . . . . .C. Raymond Hunt AssociatesVessel length . . . . . . . . . . . . . . . . . . .53 ft. (16.2 m)Vessel beam . . . . . . . . . . . . . . . . . . . .17 ft. (5.2 m)Vessel depth . . . . . . . . . . . . . . . . . . . .8.5 ft. (2.6 m)Vessel draft . . . . . . . . . . . . . . . . . . . . .4.5 ft. (1.4 m)Main engines . . . . . . . . . . . . . . . . . . . . .2 x DaewooMek . . . . . . .V180TIM, 18 liter, 10 cylinder engines

Output . . . . . . . . . . . . . . . . . .640 bhp at 2,100 rpmEngine supplier . . . . . . . . . . . . . . . . .Carey's Diesel Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . .ZF 350APropellers Hall and Stavert - 5 blade, NiBrAl, 30" Dia.Engine controls . . .ZF/Mathers Micro CommanderRadar . . . . . . . . . . . . . . . . . . . . . . . . .Furuno 7062VHF . . . . . . . . . . .2x Standard Quantum GX2360SGPS . . . . . . . . . . . . . . . . . . . . . . .Northstar GP952Depth sounder . . . . . . . . . . . . . . .Furuno FVC600LCompass . . . . . . . . . . . . . . . . . . . . . . . .Ritchie 4-in.Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .690 gal.Speed (loaded) . . . . . . . . . . . . . . . . . . . . .26 knotsSeats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Stidd

Brandywine Main Particulars


Alaska's second fast ferry built at the Derecktor Ship-yard in Bridgeport, Conn., is named M/V Chenega, andbegan service in Alaska's Prince William Sound in latespring. Designed by Nigel Gee and built by DerecktorShipyard, the vessel is the second aluminum passengerand vehicle carrying catamaran built for the state. Onceit is put into service, it will provide daily service betweenits homeport of Cordova and the surface highway acces-sible communities of Valdez and Whittier -- at traveltimes of almost half those of most Alaska Marine High-way vessels. Captain John Falvey, General Manager,noted the system began using fast ferries last year withthe introduction of the M/V Fairweather, and that thelearning curve is steep. "We've gotten to the point wherethe crew is comfortable navigating the Fairweather andtraveling at more than 30 knots - a major accomplish-ment, especially during the winter, " he said. "While wenow have crew trained for the Inside Passage, we are

going to have to adapt that knowledge to Prince WilliamSound." Gavin Higgins, COO of Derecktor Shipyard,noted the importance of the vessel's construction to theshipyard, as well. "The Chenega, like its sister ship, theFairweather, utilizes the latest technology in buildingtechniques and equipment. We've learned a great dealfrom the Fairweather's performance and have appliedthat to the Chenega. It's a great vessel, a true prototypefor 21st century ferry travel, and one that will provideAlaska with another great, "state of the art" ship."

M/V Chenega Main ParticularsDimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .235 x 60 x 8 ft.Passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250 persons Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 persons Vehicle Capacity 35 large cars, more than 700 feet of 10 foot wide lanesVehicle Size Limit . . . . . . . . . . . . . . . . .14 ft. high./8.5 ft. wide./40 ft. longVehicle Weight Limit . . .21,000 pound axle and total 70,000 pound limit Service Speed . . . . . . . . . . . .32 knots (36 mph) full load at 78% power Maximum speed . . . . . . . .42 knots (48 mph), light load at 100% power Range . . . . . . . . . . . . . . . . . . . . . . . .Approximately 500 nm at 32 knots

Power . . . . .(4) MTU 16V595TE70 diesels, 19,200 installed horsepower Propulsion . . . . . . . . . . . . . . . . . . . .(4) Kamewa 90S11 series waterjets Electric Power . . . . . . . . . . . . . . . . . . .(4) Northern Lights, 185 kW eachSwitchboards . . . . . . . . . . . . . . . . . . . . . . . . . . Thompson Technologies Electronics . . . . . . . . . . . . . . . . . .PMC, Raytheon, Ansul, Current Corp., . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Matrix, Hose McCann, Weir Jones Displacement . . .Approximately 750 long tons, 800 long tons maximum Registered Tonnage . . . . . . . . . . . . . .International 3424, Domestic 1280 Fuel Capacity .13,400 gallons (31,000 gallons for delivery voyage only) Construction . . . . . . .Aluminum structure, USCG/IMO/HSCC/DNV rules Cost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Approx. $34M


GREAT BOATS of 2005


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M/V Chenega: High Speed Catamaran


In her first weeks of operation, the mostrecent addition to Diamond Servicesblack-hulled fleet of crew boats, wasworking out of Port Fourchon, La. Dia-mond's senior Capt. Tracy Frederick wasin command of the DP-1 boat. Asking avisitor to remove his shoes before walkingon the immaculate non-skid maroon-redwheelhouse floor, he said, "This is a lot ofboat to handle. When I have to put a manup on production platform and I have toset the stern right alongside, but that iswhere these jets are so good. The maneu-verability is so fast and accurate, there isno delay because the gear is always turn-ing and I just use the bucket and throttle.On the wheel there is only about a quarterturn and you have full thrust to port orstarboard. You can drive it like a car."

Tracy makes it sound easy but whenyou look out from his rear controls overmore than 130-ft. of boat between thereand the stern you realize that he is maybenot taking enough credit for his ownskills. The jets, that Tracy is referring toare four Hamilton HM-721 waterjetspowered by four Cummins KTA38-SQM.mains producing 1,350 hp each at 1,900rpm and turning through ZF 2550 marinegears. It is a much proven engine packageabout which Tracy is equally enthusiastichaving worked with the same engines onDiamond Services' six-year old Mr.Steven.

Design credits on the boat go to A.K.Suda of New Orleans with construction atthe new Conrad Aluminum, LLC yard inAmelia near Morgan City, La.. In fact theboat carries the yard's 001 builder's plate.The 180 x 32 x 14.6-ft. boat also carries39,000 gallons of fuel, 68,000 gallons of

water and up to 300 tons of freight on her112 x 26-ft. cargo deck. Seating is provid-ed for 70 passengers in the main deckcabin and accommodation for up to ninecrew members is in the hull.

In addition to its dynamic positioningsystem and full suite of electronics, Tracyis pleased with the Fanbeam Laser Radar4.1 station keeping system that takesreflected signals from a rig and interfaceswith the DP system to maintain real spacepositioning, "Last night I was using theFanbeam in a 13 knot wind under the rig.It takes bearings off the rig and keeps uswithin one foot on our position. It's allkind of new to me," He smiles, "So I'mnot sure how it works, but it works, great."

Located in the vessel's hull, the galleyand mess area continue the maroon andwhite color scheme from the wheelhouse.Aft of this crew staterooms line the com-panionway. At the end a watertight dooropens on a laundry/utility room. Aft ofthat the boat's Twin Cummins 6CTA8.3-DM gensets producing 125 kw of electric-ity each provide ship's service power,some of which will power an electric,100-hp bowthruster from Thrustmaster.

The boat has two 1,000-gpm fire monitorssupplied by a pump driven off an inde-pendent Cummins 6CTA8.3 engine. Thevessel is classed ABS Loadline andUSCG certified Subchapter T.

The engine room is well laid out withgood access to all four main engines.Chief Engineer Jerry Reynolds has beensix years with Diamond Services and ishappy with the company and Port CaptainKenny Guidry for their support while heworked up from deck hand. He is alsohappy with his engine room, "I've workedall the engine makes and you don't havethe mechanics coming out to the boat asoften with these," he maintains.

Jerry works a regular four weeks on andtwo weeks off. Tracy often puts in more

time than that, saying, "When I'm on abeautiful boat like this it is my secondhome."

That may explain the reason that a newdeck-hand being shown around the vesselis told, "This boat is named the MaryGrace but really it could be the TracyGrace."

Mary Grace Main ParticularsClassification . . . . . . . . . . . . . . . . . . . . . . . . . . .ABSLength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180 ft.Breadth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32 ft.Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14.6 ft.Main engines . . . . . . . .4 x Cummins KTA38-SQ. M.Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5,400 hpWaterjets . . . . . . . . . . . . . . . . . . .Hamilton HM-721Gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ZF 2550Gensets . . . . . . . . . . . . . . . . . . . . . . . . . . .CumminsBowthruster . . . . . . . . . . . . . . . . . . . . .Thrustmaster


GREAT BOATS of 2005

Mary Grace: Crewboat

The crewboat Mary Grace, ready to leave Port Fourchon for the off shore rigs.

Capt. Tracy Frederick maneuvers from the aftcontrols.

International: Adsteam Ferriby: Tugboat

Adsteam Marine Limited has named the first of threenew tugs that are an integral part of a phased capitalprogram to upgrade the company's fleet in its U.K.ports.

The state-of-the-art Adsteam Ferriby - a 24/11 classtug that takes its name from two towns that straddle itsnew workplace, the River Humber on the UK's eastcoast - underwent rigorous checking and sea trials in theNetherlands before delivery.

Built by Dutch shipbuilding specialist, Damen, in itsshipyards on the Shanghai River in China, AdsteamFerriby is identical to Barunga, which was delivered toAdsteam Marine's Newcastle operation in Australia inJanuary 2004.

It is only the second tug of its type in the world and,at 24 m with a bollard pull of 70 tons, is specifically

designed for the handling of larger, heavier vessels. Adsteam Ferriby offers maneuverability and han-

dling, with a potential speed of 13 knots, a stoppingtime of 6 seconds (from full speed) and the ability toturn through 360 degrees in just 12 seconds.

Adsteam Chief Executive Europe, Stephen Eastwoodsaid: "We are delighted to officially launch this newaddition to our Humber operation and anticipate thatthis vessel will set the standard for the future.

"We have also decided that future tugs will bear thename Adsteam, followed by a name of local signifi-cance or historic relevance to reinforce our corporatebrand across the UK fleet. The villages of North andSouth Ferriby straddle the Humber, so we chose thisname to represent the comprehensive service we offerto customers right across the river."

"Business on the Humber is buoyant, representing10% of the UK's total imports and exports," Mr East-wood said.



Marinette Marine Corporation, a sub-sidiary of The Manitowoc Company, Inc.launched the ferry Spirit of America forNew York City's Department of Trans-portation (NYC DOT) on December 18.This 310- ft. ferry is the third of threeStaten Island Ferries to be built as part ofa $120-million contract that was awardedto Manitowoc in 2001. The ships are thelargest ever launched at the MarinetteMarine facility. The launch featured Mar-garet Gordon, Executive Director of Safe-ty and Security for the Staten Island Fer-ries, performing the traditional christen-ing ceremony. "The Spirit of Americawill be the 27th ferry to serve the StatenIsland to New York route since municipalservice began in 1905. We are proud to bepart of this 100-year tradition, and we'reproud of the work our Marinette shipyarddid on these three cutting-edge ships,"said Dennis McCloskey, president ofManitowoc's Marine Group.

The ferry was named Spirit of Americain remembrance of how America pulledtogether following the 9-11 tragedy. Itwas delivered to NYC DOT in New Yorkin June 2005.

The first of the three Staten Island fer-ries built by Marinette Marine, the Guy V.Molinari entered service earlier this year.The second ferry, the John J. Marchi,sailed from the Marinette Marine ship-yard earlier in December 2004 .

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GREAT BOATS of 2005

Spirit of America: Ferry


Seacor Marine's crew boat, the 180 x 32-ft. JennyMcCall, was built by Gulf Craft. In keeping with this rep-utation the Jenny, powered by four 1,800 hp CumminsKTA50 M2 main engines, will be equipped with the lat-est version of CSP Electronics controllable speed propul-sion. The system allows the operator or the dynamic posi-tioning system to achieve very precise shaft RPM againsta constant engine rpm. The engines on the Jenny turn intoTwin Disc 6848 gears with a 2.93:1 reduction. With theengines idling at 750 rpm, this equates to the 52x53-in.props turning at about 250 rpm. If all four engines arelocked in at that rpm the boat will be traveling at sevenknots. Even with just two engines and the idle set at 650rpm, the DP system is working extremely hard with con-stant shifting forward and reverse to hold the vessel inposition under a rig when handling cargo.

With the slipping gear, the shaft rpm can be reduced ona continuous scale from 240 to 50 rpm. This allows forquiet steady handling with a smooth transition to lock upand then, at just over the 750 rpm idle, the turbo will kickin for maximum power. "While operation is sometimescompared to that achieved with a trolling gear there aremajor differences in accuracy, speed of response, gear

protection, and heat rejection," maintains CSP Inc. engi-neer Ray Hatton, "Normally when a fisherman uses atrolling gear the vessel is moving through the water,when a boat is using our system in a dynamic positioningmode they are relatively still in the water so it is morelike a bollard pull situation."

Such conditions make additional cooling demands onthe system, but Hatton explains they have allowed forthis. He also maintains that the computer controlled sys-tem is so precise that it can control within plus or minustwo rpm on the shaft. "In 2-4-ft. seas shafts may hold thevessel without going over the 240 rpm lock-up point, sothe engines are sitting there idling at only 750 rpm. Somecaptains on the four other Seacor boats that have this sys-tem, report that in calm weather the system allows themto hold position with only two engines."

26 • MarineNews • December 2005

GREAT BOATS of 2005


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Jenny McCall: Crewboat

Fitting one of the boat's 53 x 53-in. props.



Joe McCall explains that on the boatswith this system, "Due to the constantspeed of the engines while maneuvering,we have seen a reduction in the enginerepairs. Constant acceleration / decelera-tion of the engines while maneuveringincreases the thermal cycling of theengine as the vessel maneuvers. CSP hasallowed us to run the engines at constantspeed so we have reduced the wear on the

engines. We have also seen a significantreduction in fuel consumption as CSPallows us to maintain position using lesshorsepower than conventional propulsionsystems. This saves our customersmoney."

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GREAT BOATS of 2005

Morgan Foss: Harbor Tug

Foss Maritime's new harbor tug Morgan Foss isthe second in the new series of designated Dol-phin Class tugs for Foss, designed by RobertAllan Ltd. in collaboration with Foss' in-houseengineering staff, and built in their own ship-yard in Rainier, Oregon. It will be used for ser-vice in Pacific Coast ports. This high-poweredcompact tug was the result of a collaborationbetween owner, designer, and builder alike. Thetug is essentially identical to her cousin Mikioi,delivered in 2004. The tug is configured as ahigh-performance day-boat, with a compactwheelhouse atop a similarly compact deck-house which contains only the engine exhaustcasings, vent intakes, and a small day-roomand lavatory for the crew. The only deckmachinery on the tug is an all-electric hawserwinch, designed and built by Markey Machineryof Seattle. Designated as a Model DEPCF-48,the winch carries 600' of 8" circumferenceSpectra/Plasma line, with a breaking strain of500,000 lbs. The towline leads forward througha U-shaped heavy duty towing staple with a pol-ished inside face. Fendering comprises a heavycylindrical bow fender, located above a belt ofSchuyler "Soft-Loop" style fender that extendsaround the full perimeter of the tug at the mainsheer line.The main engines are a pair of CAT 3512Ddiesels, each rated 2,365 bhp at 1,800 rpm.These each drive a Rolls-Royce Model US 205 Z-drive unit, with 2,300 mm diameter four-bladedpropellers. The drive-line comprises a hollowcarbon-fibre shaft, enabling the complete elimi-nation of any intermediate shaft bearings.The main engines are resiliently mounted onflexible mounts.Electrical power is provided by a pair of Mit-subishi 6D16-T diesel gensets, each rated 125kW at 1,800 rpm. Power output is 460 volt/3phase/60 Hz.

Morgan Foss Main particularsLength overall . . . . . . . . . . . . . . . . . . . . . . . .78 ft.Beam, molded . . . . . . . . . . . . . . . . . . . . . . . .34 ft.Depth, molded . . . . . . . . . . . . . . . . . . . . . . 12.5 ft.Hull draft, amidships . . . . . . . . . . . . . . . . . . . . 8 ft.Maximum draft . . . . . . . . . . . . . . . . . . . . . . .15 ft.Engine . . . . . . . . . . . . . . . . . . . . . . . . .CAT 3512DPropulsion . . . .Rolls-Royce Model US 205 Z-driveElectrical . . . . . . . . . . . . . . . . . .Mitsubishi 6D16-TFuel oil . . . . . . . . . . . . . . . . . . . . . .10,000 gallonsPotable water . . . . . . . . . . . . . . . . . . .500 gallons


By Don SutherlandWell, sports fans, it's been a topsy-turvy

year in the Northeastern Tugboat Leagues,with new arenas opening (Kingston, NewYork) and older ones still shut (Boston).The Big Apple was a whole new ballgame in terms of management and venue,and in Waterford New York, the annualTugboat Roundup more than ever lived-up to the "water" in its name. And thenthere was the weather. Katrina and Ritapre-empted our coverage of the New YorkGames, though the Big Apple event didraise twenty-five grand for the reliefeffort. Now for a recap of the events them-selves.

A Tale of Tugs of Three Cities, I:Kingston, the Event that Wasn't

We received no formal announcementof a Tugboat gathering in Kingston, butsomehow by midsummer it was mixedwell into the buzz. An assumption startedgoing around, that tugs of all types, allsizes, and all vintages would convene onAugust 19th and 20th, or was it the 20thand 21st? In the absence of engraved invi-tations and RSVP cards, there was theBlue Links cruise of the fireboat Harvey,an annual sojourn up the Hudson on theheroic vessel for the wonderment of allaboard and ashore. There'd be anovernighter at Kingston—actually, a cou-ple, making the dates of the eventarguably the 19th through the 21st—andcertainly lending credence to the possibil-ity of a tugboat festival then and there.

Further reinforcing the premise werethe events taking place in Kingston, in themonths following our report on the plightof the North River Tugboat Museum,which left the Museum in a vise betweenthe DEC on one side, the Army Corps ofEngineers on the other. The situation aswe then described it was untenable, animpasse. The Museum couldn't proceedon its mission without permits, and per-mits wouldn't be granted without correc-tion of violations. The Museum couldn'tliquidate itself, because some of itsexhibits are on the National Register. Theauthorities couldn't throw the Museumout, because that would leave them with adozen hulks to dispose of—the personbest equipped for scrapping the vesselsbeing the Museum's proprietor himself,Capt. Trueman. It was clearly a situationthat called for a miracle.

It got the next best thing, an angel. Itseems that a gentleman from Brooklyn, areal-estate developer, went for a fan rideone day on the Harvey. Prior to real estate,the developer had made a name for him-

self on motorcycle circles. The Harvey'schief engineer is a biker. A conversationensued, one thing led to another, and Capt.Trueman's situation came up.

If anything has been ripe for develop-ment, it's the Kingston waterfront. Muchalong the shores of Rondout Creek iswoodland, as well as marina piers. Thedeveloper bought a little of both. He alsobought an ex-scrapyard on the Rondoutwaterfront, with the thought that it wouldmake a good site for a museum. He alsobought an old building of the former Cor-nell Towing Company, at one time thelargest such operation on the Hudson. Thedeveloper, working in league with theHarvey people, developed a frameworkfor the future of the Tugboat Museum.Capt. Trueman began drawing a stipend,in the form of loans against his boats.

With all that going on, it was easy tobelieve there'd be a tugboat gathering inKingston in August.

For if a developer has the eye to see theconnections between virgin land, a mari-na, an historic tugboat building, and a tug-boat museum, he also probably notices theHudson River Maritime Museum, a terrif-ic institution in financial trouble. Betweenit and North River Tugboat is a transitmuseum, most of whose rolling stock is inthe same condition as the tugboats. Capt.Trueman always spoke of a "Mystic Sea-port of Iron" for the area, and the dots arethere to connect in Kingston.

"He picked-up the phone," said Capt.Trueman of the developer a year ago, "andcalled the Army Corps. I didn't hear whathe said. He spoke a couple of minutes,hung up, and said, 'okay, that's taken careof.'"

Maybe it wasn't just an angel. Maybe itwas a miracle.

So yes, there was every good reason toexpect a tugboat rally at Kingston. Andindeed, the tug Urger, the 1901 wonderthat represents Canal Corp. (from whoseoffice, now that we think about it, some ofthe early Kingston rumors emerged) wasdefinitely there. No other tugs were. TheHarvey showed-up on schedule, adventur-ing off to nearby towns to the delight andamazement of the citizens that greeted it.A pantheon of tug engineers did convenein Kingston, but without tugboats, had nochoice but to seek-out refreshments insuch local establishments as were serving.

One of the issues to emerge as acliffhanger is the fate of the 1897 coastalsteam tug Catawissa. "Charlie DeRokodid a survey for us," said Huntley Gill,who along with the fireboat Harvey isactive in the creation of the new museum

at Kingston, "and concluded that stabiliz-ing her would cost about a million, whilea full restoration would cost about fivemillion. That's a lot of money. Would it bebest spent on this one boat, or spreadaround a number of boats? We wonderedabout scrapping the Catawissa, but she'stoo important. So we've decided to keepher in the water for the winter, and haulher out next spring. We're hoping a dedi-cated group will form to come and workon the boat, because that's what she needs—it's the only thing that will save her

Indeed things are happening inKingston. It wouldn't surprise us at all ifthere were a tug get-together there in2006.

A Tale of Tugs of Three Cities II: NewYork, the Event that Almost Wasn't

The New York Tug Races for 2005 wereunusual for a number of reasons, startingwith the fact that they'd been cancelled.The Intrepid Sea-Air-Space Museum thathad hosted the event the past 13 years hadnew directions in mind, without muchbearing on contemporary commercial tug-boats. The idea that the museum woulddrop the event came-up early in the year,but final pronouncements were withhelduntil a few weeks before the scheduledLabor Day meet. In any populationbesides a tugboat population, that wouldhave been cutting things close enough forpanic.

Cancelling the Races would have beena shame, for a number of reasons. We here

at the magazine are PR-conscious, ofcourse, and the Tug Races show-off someimpressive assets in a rapidly changingharbor. Probably more important, they'regreat parties. Plenty of people say it's afirst opportunity, sometimes, to meet peo-ple they knew heretofore only by reputa-tion, for better or worse. There's businessto talk and flesh to press, and gossip andrumors to catch-up on ("so, who showed-up at Kingston?"). Your significant otherscan come out for the day, to be wowed bythe sight of what you do. It's a bash and abacchanal and an industry convention,and discontinuing it would be just crimi-nal.

Besides, at last year's races, the two bigwinners were out-of-towners, heaven helpus, so how would it look if New York justfolded-up now?

One-Man Show?No single person organizes and stages

an event of the scope of the Tug Races, ofcourse, but there can be a mastermind. Inthis case it appears to be Capt. JerryRoberts, who at the Intrepid Museum, atleast, was regarded as "owning" the event."In 1992," Capt. Roberts recalls of hisearly days at the Intrepid Museum, "I waslooking at an old National Geographic,from 1954. It had a spread on the NewYork Tugboat Races, and I wondered whywe didn't do something like that anymore?"

It's a neighborly thing to do, for a float-ing museum to host a harbor party, but it's


TUGBOATS

The Year in (Tug) Sports

Inside the old Cornell Building on Rondout Creek, a visitor might momentarily think he's strayed into acathedral. One of the first tenants under the new regime is a small-boat building business. (Photo: DonSutherland.)



an odd fit if you think about it. Tugs are commercial, afterall, and the Intrepid's orientation has been more military.The museum had a tug, the Hackensack, but sold it.There's an emphasis on aviation—a new star in the Intre-pid collection is an actual Concorde, the European SSTwhich, bottom line, failed at its mission. The old aircraftcarrier faces inland, straight into the plutocracy whosegraces it maintains. It might require bunkering or mainte-nance or chandlering services from the harbor at its stern,but those it could pay for. Holding a picnic for the localsuppliers was an extraordinary thing 13 years in a row,for a museum of this scope to support. A ringleader wasrequired, and a ringleader it had—until last January,when Capt. Roberts left the Intrepid.

By a stroke of good luck, Capt. Roberts' new post wasExecutive Director of the National Lighthouse Museum.It exists substantially on paper, with a long-standing planto open shop at the ex-Coast Guard base alongside theferry docks at St. George, Staten Island. The site includesa recently-rehabbed, thousand-foot-long, recreationalpier.

Different sources might give different accounts of whathappened next, such as whether Capt. Roberts was draft-ed, whether he volunteered, or whether his direction ofthe 2005 Tug Races came from a meeting of the minds.Regardless, approximately six weeks before L-Day, theword came from the museum that despite wishes by somestaffers to keep the event at the Intrepid, the final man-agement decision was otherwise. Capt. Roberts said that'swhat he needed to formally stake his claim.

Then came the exciting part: getting things organized,permits and all, for a large event involving a coupledozen vessels on a holiday weekend in New York Harbor,careening at top speed through one of the main anchor-ages.

"Jerry did most of the negotiating," said Chris Roehrigof Roehrig Maritime, among the first to track-down Capt.Roberts to discuss a reprisal of his earlier role. "Myselfand Bert [Reinauer] said we'd assist in any way we could,and Bob Hughes stepped up to the plate with that bigdeck barge we wound-up using."

Casual conversations over the next week disclosed thatMcAllister and K-Sea were also providing support, ofthe "we'll sponsor the barbecue" variety. There may havebeen other pledges too, from elsewhere around the harbor—but before there was time to find out, the day itselfwould be upon us.

About those tugboats rampaging through the anchor-age, the Coast Guard expressed some concern.

The Races' New LookWith the Lighthouse Museum physically the first stop

east of the ferry at Staten Island, it makes sense that arace course would run easterly from there. About onemile in that direction is the Navy pier, jutting into theNarrows from the Stapleton shore, a conspicuous objecteasy to align to. It would seem a no-brainer for a racecourse design. Except that the jutting is done into the partof the Narrows called the Stapleton Anchorage, wheretankers are known to convene.

Capt. Roberts describes a visit to Coast Guard com-mand where issues were laid-out and dissected, with apromise, as he departed, that he would receive wordsoon. It was close to immediate, he told us, and the wordwas that the race course would be fine, as long as there

was nobody anchored in the anchorage.So how many tankers would be cooling their heels off-

shore Stapleton on September 3rd, the Sunday beforeLabor Day? In the event someone showed-up withnowhere else to go, the races would simply be transposedto the opposite side of the Narrows, over by Brooklyn, a

mile or so away. It would mean that the spectators back at St. George on

Pier 1 would be looking at dots. But the spectators' causewas taking a hit, anyway, as the city's Economic Devel-opment Corporation, Pier 1's owner (and the LighthouseMuseum's landlord) was asking for reinforced insurance.


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We're pretty close to the finish line, with the Lincoln Sea's lead stillincreasing. Red, white and blue tug, ex-Gotham of the early 1950s, ismaking her Tug Races debut as the Dorothy Elizabeth.

(Photo: Don Sutherland)


Without benefit of same, permit to assem-ble would be denied.

The EDC also wanted amendments ineach vessel's insurance for liability. Out ofthe question, said the owners, leaving justone course of action—proceed withoutthe assistance of the city.

The Sixth BoroughAs a day on the water, in the open, for a

party, for the races, for strutting and play-ing, no day could have been more perfecton the Narrows than Sunday, September3. As tugboats of all sizes, types, and vin-tages convened off the coast of St.George, a pushboat, the Kristy Ann Rein-aur, came down from Erie Basin withHughes' spacious barge on the bow.Brought to a halt on the water, it couldalmost pass for a new island in the UpperBay. The spires of Manhattan, dollhouse-size across five miles of harbor, made apicturesque background. As mighty as theNorth River might be, the onetime coursepast the Intrepid at midtown was positive-ly claustrophobic compared to the airysprawl of the Narrows.

The portable island of the Kristy AnnReinauer positioned itself in a way thatcould provide a spectacle from Pier 1, aswell as from passing ferries. No specialpermit had been given for assembly, butthe pier was still meant for public access.Meanwhile, the two-boat schedule of theStaten Island Ferry meant tourists couldget an eyeful every fifteen minutes.

And what an eyeful it was, of tugboatflash and dazzle. There were big new oneslike K-Sea's Lincoln Sea, there were smallold ones like Canal Corporation's Urger.The ex-Gotham, thought till last Januaryto be doomed, arrived all red, white, andblue as the Dorothy Elizabeth. The Vivian

Roehrig, the Liberty Service, the Special-ist, all came out to strut and dash andthrow their weight around. McAllistersent two tugboats, K-Sea sent three, Rein-auer sent three.

Honoring the event's first play on Stat-en Island waters, the majestic, classic fire-boat Fire Fighter led the parade to thestarting line. Stationed with Marine 9 atthe Navy pier, the 1938-built, million-dol-lar fireboat added much to the drama ofthe procession (and the dramatics, as afew tugs seemed determined to play tagwith the fireboat's streams).

It turned-out that there was a tanker inthe anchorage after all. "The Coast Guardwas enormously cooperative," said Capt.Roberts. "We said, 'what if we shorten therace course to keep away from thetanker?' and they said that was fine."

With the Coast Guard's tug Wire shad-owing the race, the course looked evenbigger and frothier than the official list ofentries suggested. While there's an officialrecord of who finished first (K-Sea's Lin-coln Sea, by quite a few lengths), thereseems to be confusion over what fol-lowed. "We were swamped by a bigwave," said Capt. Roberts, "so had to relyon the scorekeeping of others." Theyplaced K-Sea's Viking ninth, and we knowit ain't so. That was the official Marine-News camera boat, from which we saw atleast nine boats behind as we crossed theline. No one seems upset about lapses inscorekeeping. The main thing is that theshow went on. The Staten Island boroughgovernment and the city's EDC may havebeen hamstrung by their own regulationsand bureaucratic roadblocks, but that'sokay. The tug industry gets things donefor work and for play, in no time at all, itseems. Why not? Isn't that what the indus-

try does for a living? Perhaps with anoth-er year to work on it, city agencies will beable to organize what it took the industrysix weeks to design, plan, and accomplish—and, when it was all over, to send itssupport to the recovering Gulf.

A Tale of Tugs of Three Cities, III: The Water in Waterford Falls Mainlyon …

Florida Joe, otherwise known as JoeRusselo in his role with New York StateMarine Highway Transportation Co.which runs the canaler Margot out ofTroy, made a mistake at the WaterfordTugboat Roundup for 2005. During thehead-to-head pushing matches among thetugs, on the third day of the three-dayevent, Florida Joe decided to have somefun. It's not a mistake to have fun at theWaterford Tugboat Roundup -- fun ispractically its middle name -- and squirt-ing other tugboats with a hose is certainlyfun. The mistake was squirting theGowanus Bay, an ex-Army tug making itsdebut at Waterford. The Gowanus Bay isowned by the developer who bought theCornell building in Kingston, but not evensquirting a developer would be a mistakeat Waterford.

The mistake was squirting a tugboatthat had aboard a) a fire monitor, and b)the owner of a fireboat. And Huntley Gill,one of the owners of the Harvey, wasmanning the monitor that day. Florida Joeput up a good fight, and as far as we knownever conceded defeat. But he never stooda chance. The water battle in Waterfordwas the climax of three days of tugboatenthusiasm on the weekend following theLabor Day weekend. No governmentagencies required special insurance --indeed, the Waterford government is one

of the organizers of the festivities -- withthe result that an estimated 25,000 peopleshowed-up to wander and browse alongthe first several hundred feet of the ErieCanal, snooping in the vendors' stalls, andcrawling up one side of various tugboatsand down the other.

There were sixteen tugboats in all,including the Coast Guard's Wire whichhad kept watch at the New York TugRaces, and the Urger, the only boat toattend all three of this season's tugboatgames. Along with the Margot, three moreclassic canalers with retracting houseswere on exhibit— Capt. Trueman'sFrances Turecamo, the Chancellor (nowunder restoration at Waterford), and theCheyenne. The latter had beenacquired by Donjon Marine, along withthe assets of Empire Harbor Marine, fol-lowing the death of Bart Brake at thebeginning of the year. In memory of Capt.Brake, much admired both upstate anddownstate, his home-made pushboat, theHerbert Brake, was named Tug of the Yearby the Waterford judges.

A larger-than-usual number of privateboats attended, forming an event so largethat it extended, for the first time, past thefirst lock of the Waterford Flight. Just ascommercial activity appears to be increas-ing on the Canal, so does recreation. TheErie-Champlain Canal Boating Companywas a new one to us, renting European-style passenger boats to small groups, tocruise around as they will. We wonderwhat would have happened if 25,000 peo-ple showed-up for the New York TugboatRaces? Perhaps Big Apple officials wouldfall over themselves officiating and pos-ing, as they do for "ethnic" street festivalsand the like. Perhaps there'll be a differentscore in 2006 — stay tuned, sports fans.


TUGBOATS


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27 BETTER WAY PRODUCTS, INC. . . . . . . . . . . . . . . . . . . . . . . . . . . 201

4 BIG TOP MANUFACTURING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202

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8 BTMC CORPORATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204

21 CAPPIELLO, HOFFMAN & KATZ . . . . . . . . . . . . . . . . . . . . . . . . . . 205

26 CHAPMAN SCHOOL OF SEAMANSHIP . . . . . . . . . . . . . . . . . . . . 206

27 COTE-L DISTRIBUTION CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207

22 CRANESMART SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208

11 DAMEN SHIPYARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209

17 DEFELSKO CORP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210

17 EMPCO LITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

15 E-PAINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212

9 GREAT AMERICAN INSURANCE CO. . . . . . . . . . . . . . . . . . . . . . . 213

15 HARCO MANUFACTURING CO. . . . . . . . . . . . . . . . . . . . . . . . . . . 214

16 HYDRA-PRO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215

27 IMES, INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216

25 INDUSTRIAL POWER SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . 217

9 J. W. FISHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218

31 JOINER SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219

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17 LFS, INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221

31 LLEBROC INDUSTRIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222

10 M&L ENGINE, INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223

26 MACK BORING & PARTS COMPANY . . . . . . . . . . . . . . . . . . . . . . 224

29 MACK BORING & PARTS COMPANY . . . . . . . . . . . . . . . . . . . . . . 225

23 MARINERS HOUSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226

14 MCDONOUGH MARINE SERVICE . . . . . . . . . . . . . . . . . . . . . . . . 227

2 MISSION MARINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228

17 NORTHEAST MARITIME INSTITUTE . . . . . . . . . . . . . . . . . . . . . . 229

7 NORTHERN LIGHTS/LUGGER . . . . . . . . . . . . . . . . . . . . . . . . . . . 230

14 NYC DEPT. OF TRANSPORTATION . . . . . . . . . . . . . . . . . . . . . . . . 231

C4 R.W. FERNSTRUM & C0. INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232

23 ROBERTS ELECTRIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233

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21 SASAKURA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235

19 SCHUYLER RUBBER CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236

31 SEA SCHOOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237

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29 SKIMOIL INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240

29 SKOOKUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241

25 SUNY MARITIME COLLEGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242

27 SUPERIOR ENERGIES, INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243

C2 TIDEWATER, INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244

1 WATERMAN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245

25 WATERMARK NAVIGATION SYSTEMS, LLC . . . . . . . . . . . . . . . . 246

18 WESMAR, INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247

5 WESTERN FIRE & SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248

Ad Index Page MN DEC 05.qxd 12/6/2005 8:59 AM Page 1

EMPLOYMENT GUIDE

Representing Maritime Workers Since 1964

713-524-3500800-282-2122

HOUSTON - GALVESTON ** Galveston of f ice by appointment only

w w w . s m s l e g a l . c o m

Maritime Injuries • Shipyard Accidents • Drilling Rig and Fixed Offshore Platform Workers • Crew, Supply, Tug

and Barge Workers and other Maritime Workers • Railroad Accidents/FELA • Auto and Truck Accidents

Product Injuries • Wrongful Death • Worker’s Comp • Industrial Accidents • Refinery Accidents

SCHECHTERMcELWEE& SHAFFER L.L.P.

SCHECHTERMcELWEE& SHAFFER L.L.P.

With over 70 years of combined

maritime law experience, the attor-

neys of Schechter, McElwee & Shaffer

have personally handled thousands

of cases for injured maritime work-

ers throughout the nation. There is

no fee unless we recover for you.

We’re here to work on your behalf.

We are available toll-free at

800-282-2122, 24 hours a day, 7

days a week. We can fly to you or

fly you to us. Se habla espanol.

We speak Vietnamese.

Experienced Maritime Injury Representation

DENNIS M. McELWEELicensed in Texas and Minnesota

MATTHEW D. SHAFFERBoard Certified in Personal Injury Trial Law

Texas Board of Legal Specialization

Licensed in Texas and Colorado

JONATHAN S. HARRISBoard Certified in Personal Injury Trial Law

Texas Board of Legal Specialization

CHERYL SCHECHTEROf Counsel

Licensed in Texas, New Jersey

and District of Colombia

ELLEN HARBERG SHAFFER

Experienced Maritime Injury RepresentationABs, CAPTAINS, ENGINEERS,MATES, QMEDS, TANKERMAN

ARE YOU LOOKING FOR A BETTER JOB? MORE MONEY? WE ARE DISCRETE..EMPLOYERS LOOKING FOR A CREW?

LET US MAKE THE CONNECTION FOR YOU!! PROGRESSIVE MARINE PERSONNEL SERVICE

TEXAS (281) 689-7400 FAX (281) 689-7711LOUISIANA (504) 834-1114 FAX (504) 834-1181WASHINGTON (206) 524-6366 FAX (206) 524-4544

ELIZABETH ANNE

VANE BROTHERSOver a Century of Maritime Excellence

Baltimore � Norfolk � PhiladelphiaTHE VANE BROTHERS COMPANY is recruiting qualifi ed candidates for positions on marine transport vessels operating along the Northeastern Atlantic Seaboard.

Tug Masters and MatesMust possess a valid Master of Towing Vessels near coastal or greater endorsement. Experience with petroleum barges neces-

sary. New York Harbor experience preferred.

Marine EngineersChief 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.

TankermenCurrent MMD and PIC endorsement required; experience preferred.

If you have the skills and experience to qualify for any of these positions, please contact Scott Bennett at 410-735-8249 or the Operations Department at 410-631-5096, Ext. 249 or 1-800-252-5096.

www.vanebrothers.com

HELP WANTED

Director, International Business Development and Area Manager for Mexico needed byowner/operator of deepwater offshore supply company in Covington, Louisiana. Positionrequires Bachelor's degree in Business Admin. or Finance and 2 years experience in job offeredor offshore supply vessel industry management. Must read, write, and speak Spanish and mustread and speak Portuguese. Requires 25% travel to Mexico, Central America, or South America.

Please send resumes toHornbeck Offshore Services, Inc.,

Attn: Louis Buisson, 103 N. Park Blvd., Covington, LA 70433.

Seismic operator is seeking EXPERIENCEDGun Mechanic Chief with Dual Source back-ground. Domestic experience in GOM OK.International experiences a plus. Candidatemust be eligible for work in the United States.If you have DUAL SOURCE GunsBackground forward resume & salary require-ments to seismic [email protected]

Successful candidate must successfully passdrug test, physical & agility testing. EOE

100 TON CAPTAIN w/ master of tow-

ing, STCW & RADAR endorsements

needed for salvage projects.

Must have commercial experience

towing/pushing barges.

Fax resumes to (954) 764-8724 attn: Denise Johnston

Resolve Marine Group, Inc.

Employment & Vessels.qxp 12/6/2005 9:37 AM Page 33


EMPLOYMENT GUIDE

Fairfield is known the world over for its development and use of advanced technology for

both acquisition and processing of seismic data utilized in the exploration of oil and gas. We

operate Seismic Crews in the Gulf of Mexico. Our Marine field operations are based out of

Lafayette, LA.

Our crew works a 28/28 schedule with accrued paid time off.

(Daily Compensation is paid during 28 days scheduled to work AND during the 28 days off)

We are currently seeking qualified candidates for this position:

Marine Engineer Unlim. HP (USCG Licensed - 3rd Asst/DDE/Chief Engineer Unlim. HP)

Oiler/QMED (USCG MMD/STCW)

Marine Diesel Mechanic (Unlicensed Engineer)

Compressor Mechanic (2K psi) (Maintaining Multi-stage Compressor & related Diesel Eng.)

Other positions we frequently recruit for and will accept Applications/Resumes:

A/B Seaman (USCG MMD/STCW)

Master/Mate (USCG Licensed 500+ Tons Near Coastal/STCW)

Navigator/Surveyor (Seismic Navigation system experience required)

Fairfield offers an excellent benefits package including life, health, dental, vision, long-term disability

insurance, and 401(k) - Contribution required.

Qualified applicants are encouraged to submit a resume to e-mail listed below. USCG licensed

candidates should send copies/images of License, STCW, MMD & Drivers license. You may forward

a resume & salary history (include schedule) to [email protected] or fax it to Jeff Hodge - H.

R. Representative @ 337.232.2313.

Questions? Call 281.615.8499 for Jeff Hodge. Or Toll Free @ 800.231.9809 Ext. 7642

Fairfield Job Descriptions: http://www.fairfield.com/joblisting2.html

Fairfield Data Acquisition Fleet: http://www.fairfield.com/fleetlist.html

Fairfield Industries is an equal opportunity employer.

4817 South Lewis Street • P.O. Box 9622

New Iberia, LA 70562-9622

(337) 367-1541 • Fax (337) 364-7493


www.geoshipyard.com

ABSOLUTE AUCTION

US Flagged & USCG Certified - “Tour/Party or Party/Tour”

Built by: Jeffries Marine 1958 - Wood hull fiberglass reinforced plastic sheathing

July 27, 2005 Survey - Replacement Value: $366,000. Length: 45.0 ft,

Breath: 15.7 Power: GM 6V71 Diesel (Six Cylinder). Estimated Cruising Speed

8-knots. July 27,2005 Survey online @ www.marineauctionservices.com

www.marineauctionservices.comKIP KANE (800) 530-4561

INSPECTION DATESNovember 23rd & 30th

Noon - 3 PMor by Appointment

Broker Participation Welcomed

Inspection Coordinator:

MIKE VAUGHNAttorney at Law(562) 592-9350

THURSDAY, DECEMBER 1ST @ 2:00 P.M. (on-site)

Kona Kai Marina -1551 Shelter Island, San Diego, CA

45’ Diesel Excursion Vessel USCG #277078 • Certified for 49 Passengers

OOrrddeerreedd SSOOLLDD bbyy:: MMoorrttoonn FFaammiillyy TTrruusstt

Cheers! THE HAPPIEST BOAT IN SAN DIEGO

A COOL VINTAGE 1950’S BAY CRUISER

VESSELS FOR SALE



VESSELS FOR SALE

OUTSTOUTSTANDING OPPORANDING OPPORTUNITYTUNITYVessels suitable for Dinner Cruises, Casino Cruises or Charters

Sale or Charters Available

Call Today

Available for sale by Oceans Casino Cruises, dba SunCruz Casino.

For further Information please contact: Mr Meir Regev@SunCruz Casino at

954-929-3880 ext 695 or Cell: 954-214-1638

This Vessel is 100.6’ x 30’ 1995 Marine Builders Inc. It is476 Gross Ton and approximately 5,823 square feet. Thevessel has 2,400 gallon fuel capacity and is capable of 12knots cruising speed. The M/V II propulsion is serviced bytwo turbo charged Cummins Model 6CTA8.3 marine dieselengines. It also has reverse/reduction gear with a ratio of2.901:1. The ship is serviced by two generator sets, beingCummins model 6CTA8.3 diesel engines to Onan 95KW gen-erators. The vessel also has full service galley with a 52 gal-lon hot water heater. The COI for this vessel is 450 basedon operational casino, passenger number could be increasedfor dinner cruiser.

The M/V SunCruz IV is 87’ x 30’ yacht with a gross tonnageof 94, was manufactured by Darling Yachts in 1994. It has a1,200 gallon diesel fuel capacity and travels at an approxi-mate speed of 10 knots. It is approximately 4,515 squarefeet and has a COI of 182 with passenger and crew of 32based on operational casino, passenger count maybe beincreased if used for dinner cruiser. It has a full navigationstation and is powered by 2 turbo charged Cummins Model6CT8.3 marine diesel engines. The electrical service is provid-ed by two generator sets being Cummins Model 6BT5.9-G2marine diesel engines to Onan 95 KW, 60Hz generating units.This vessel has two full service beverage stations and a fullservice galley.

160’ x 36’ 1986 Chesapeake Hull. 787 Gross Tons ITC, 76- USCG. M/V SunCruz XI now in Jacksonville, Fl, has Twinoil screw 980 Total Horsepower traveling approximately 12knots with a 3,000 gallon fuel capacity . The vessel has anapproximate full potential of 7,330 square feet. The COI is450 passenger and crew based on operation casino vessel,passenger count could be increased for dinner cruiser. TheSunCruz XI has full navigation system with a fully equippedgalley, walk in cooler, and ice maker.

The M/V SunCruz X is 128.8’ x 35’ yacht built by MarineBuilders Inc. in 1990. It has 3,000 gallon fuel capacity and cantravel at an approximate speed of 10 knots. The SC X has atwin oil screw with a 700 total horsepower. The propulsion isby two turbo charged Cummins Model NTA855-M marinediesel engines through Tonanco model TM828S reverse/reduc-tion gears with a ratio of 3.5:1. The electrical service is pro-vided by 3 generator sets two being Cummins model 6CTA8.3diesel engines to Marathon 135 KW, generator. A newer thirdgenerator being a Cummins 855 which drives a Marathon 280KW generator. The SC X also has full navigation service andequipment. This ship has a full galley with walk in freezer andwalk in cooler. It also has two full service beverage areas. TheCOI for this vesel was 528 passengers including the crew of38 based casino operation, count maybe be increased if usedfor dinner cruiser.

M/V Sun Cruz II M/V Sun Cruz IV M/V Sun Cruz XI M/V Sun Cruz X



VESSELS FOR SALE

PACIFIC TUGBOAT SERVICE

Salvage, dive, tugboat Harbor Chief.

Rebuilt 6-71 Detroits w/ TD 509 gears. 25

kw Wisper Watt generator. Everything keel

cooled. 6 Ton hydraulic crane w/32' boom.

55' reach from the waterline! Full length tire

fender system on port and stbd side has

been added since this picture. Just hauled

and painted. Price reduced for quicksale from $119,000 to 55,000

Nautilus 55 Ton Marine Pedestal CraneModel NAUTELEK 70-3-90. ABS, API,

and USCG certified. 90 ft boom with 2

hydraulic extensions. 11 inch lift cylinders

just rebuilt and re-chromed. Powered by

3306T Caterpillar 200 hp at 1800 rpm.

Everything in excellent condition and

comes complete with 4 ft pedestal.

Asking price $129,000 obo.

1512 W.Pier C St,Berth C-58,

Long Beach, CA 90813Ph: (562) 590-8188 Fax: (562) 590-8318

P.O. Box 127871444 Cesar E. Chavez Pkwy.

San Diego, CA 92112Ph: (619) 533-7932 Fax: (619) 533-7959

www.pacifictugboatservice.com

We will Satisfy All

Your Marine Needs

Please call to discuss needs or to exchange ideas.

• Special Projects

• Tugboats

• Barges

• Water Taxis/Crew

• Marine Salvage

• Launches

• Potable Water Barge

• Stores/Spare Deliveries

• Ballast Water Services

• Aphis Waste Services

• Oily Wast Disposal

• Marpol Certificates

• Crane/Yard Services

Southern ScrapRecyclingMetal Recyclers Since 1900

We buy barges and other marine vessels

for scrap. Serving the inland waterways

and Gulf coast area.

®

MOBILE • MORGAN CITY • NEW ORLEANS

Call 1-800-467-2727 ext. 359

CCAATTAAMMAARRAANNSSNEW

• 63 x 24 POWER CATUSCG Stability test for 149 PAX

• Available as single or double deck

• Fast delivery• Twin Diesel $299,000

CALL RON COOPER (727) 367-5004www.coopermarine.com

For Charter or Contact Service in the Florida/Bahama/Haiti area. Reefervessel, Lloyds class, 650 tons on pallets. Four different holds/temperature,settings including dry.

Contact Joseph C. Burke, Antilles WholesalePH: (305) 593 -1634 • Fax: (305) 593 -1635 • Cell: (305) 401-2532


(3) FISHING VESSELS, refit 1999-2002-4,145’ x 32.8’ x 12’ draft, built in Canada to Lloyds100A1, stern deck 70’ 32’, refrigerated cargohole 35’ x 32’, cap. 175 tons, fuel tanks 107tons, water 35 tons, main engine GM 12V645 -1500HP at 600 RPM, 2.2 tons per 24 hrs,speed 12 knots, 13,000 miles range, gen set:GM 2- 230AC-240Amps, winches: 2 - 7ton, 2-3,6ton, full dual electoronic, easy conversion to:ocean tug/roll off. Aft deck good for 18-20 ft.containers & 175 tons of refrigerated cargo &107 tons of fuel.

Price $245,000 USD Ph: (514) 865-5505 • Fax (450) 652-4951

Email: [email protected]

Featuring the online, interactiveeditions of Maritime Reporter and Engineering News and MarineNewsmagazines, the world’s two largestcirculation marine industry publica-tions. Up-to-the minute industry newscombined with our award-winningeditorial has made MarineLink the premier electronic media for everypossible aspect of maritime business!

www.marinelink.com



MARINE MARKETPLACE

M A R I N EI N S U R A N C E

Fax: (954) 525-05881300 S.E. 17th Street, Suite 220

Ft. Lauderdale, Florida 33316

W W W . A T L A S S I N S U R A N C E . C O M

E S T . 1 9 8 1

YACHTS POWER & SAIL

CHARTER BOAT S

MARINAS &BOAT DEALERS

Value $25,000 to $50,000,000Worldwide including Florida& Caribbean coverage “A” rated security

Insuring crewed and bareboat charters“A” rated security

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

YACHT INSURANCE QUOTE LINE:

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MarineMarketplace.qxp 12/6/2005 9:56 AM Page 37

38 • MarineNews •December, 2005

MARINE MARKETPLACE

EatsCrap---EatsCrap---EatsCrap---EatsCrap

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Marine Sanitation DevicesType ll MSD's ---small footprintEZ to Retrofit---4, 12 & 16 man units

Complete systems under $4K----yes Dorothy it's true!

corrosion proof--Replace that nasty-rusty old MSD

EconoMarine USCG approved MSD's

Skimoil Inc. USA (314) [email protected] www.eatscrap.com

St. Louis -- New Orleans -- Baltimore -- San Diego

GOT A STINKY MSD?EatsCrap is a bio booster---supercharger! Fast!

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EZ to use, dissolving bags--pitch it in!

Works in any MSD see fast results with EatsCrapGet a 6 pack or case today and let the party begin!

“WE’LL KEEP YOUR BOAT AFLOAT”

SOURCE OF SUPPLYINC.

TEXASCALIFORNIA

1-800-598-9826NEW YORKFLORIDA

http://www.sosfoams.com

• BARGES •• PONTOONS • DOCKS •• COAST GUARD SPEC. •

• EQUIPTMENT •

Quality Maritime TrainingSt. Petersburg, Florida

U. S. Coast Guard Approved &

STCW Training Courses95

1 - 800- 581 - 5509

www.qualitymaritime.infoE-mail: [email protected]

THE ENRUST DIFFERENCEDON’T REMOVE RUST

CONVERT IT!

Call or WriteNAPASCO INC.

213 Main Project RoadSchriever, LA. 70395

Phone: 985-449-0730/1-800-325-3407 Fax: 985-449-0740http://www.enrust.com

A COST EFFECTIVEBREAKTHROUGH

IN RUST CONTROL!No more scraping or sandblasting

New Products

Marine Winches DesignedRight Built to Last.

Ph (609) 978-3523Fax (609) 978-4959E-mail [email protected]

982 Whispering Oak Cir.Manahawkin, New Jersey 08050

JonRie InterTech LLCwww.marinewinch.com

Contact us Today



MARINE MARKETPLACE

Professionals

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PORTABLE DIESEL FIREFIRE PUMPPUMP

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

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

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

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

● Pump End w/Bronze Impeller

● Severe Service s/Steel & Viton Shaft Seal

● YANMAR 7 H.P. Diesel Aircooled Engine

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

● Heavy Duty Vibration Isolators

● Long Life Marine Components Throughout

New Products

PORTABLE DIESEL EMERGENCYEMERGENCY PUMPPUMP

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

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

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

● Heavy Duty “Non-Metalic” Trash Pump End

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

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

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

● Heavy Duty Vibration Isolators

● Long Life Marine Components Throughout

Band Sawn Domestic Hardwoods

Timbers - Blocking - Cribbing - Decking

Beal Lumber CoBox 409 Little Mt SC 29075

803-932-2100 • Fax: 803-945-2100

Company Trucks - CSX Railroad Service

Band Sawn Domestic Hardwoods

Timbers - Blocking - Cribbing - Decking

Beal Lumber CoBox 409 Little Mt SC 29075

803-932-2100 • Fax: 803-945-2100

Company Trucks - CSX Railroad Service

USCG License SoftwareAffordable - Merchant Marine Exam Training

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

(401)556-1955 – [email protected]

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

www.checkline.comCHECK•LINE ®

CORROSION & WALLTHICKNESS GAUGE

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

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

Measuring Range 0.025 – 6.000 inches0.60 – 150.0 mm

FIV

E-YE

AR WARRANTY

• Many other models availableincluding—

THRU PAINTDATALOGGINGUNDERWATER

Call Toll Free 1-800-645-4330


40 • MarineNews •December, 2005

MARINE MARKETPLACE

Professionals

4952 Warner Avenue, Suite 205, Huntington Beach, CA 92649TEL. (714) 861-1320 / FAX (714) 840-0538

e-mail: [email protected]

Available for short-term or long-term charter. The "Millennium" built by

Gladding-Hearn Shipbuilding is a state-of-the-art fast ferry with a serv-

ice speed of 33 knots. First-Class amenities include, A/C or heated inte-

riors, plush-cushioned inside seating for 285 passengers, three decks,

two outside sun-deck seating areas, audio/video system, two bar/con-

cession areas and three restrooms. Powered by four KTA-38 Cummins

all recently overhauled and four water-jets. This vessel is in pristine

condition and has been operating on a 51 mile route between Quonset

Point, Rhode Island and Martha's Vineyard.

400 Passenger

High-Speed Catamaran

For more information contact Charles Donadio at (401) 255-9118

Rhode Island Fast Ferry, Inc.www.vineyardfastferry.com

If you are looking for a vessel with capacity, speed and a company with

the experience and knowledge to help grow your business give us a call.

FORFOR

CHARCHARTER

TER

Barges for Rent

TUGS/BARGES FOR RENT

BARGES SIZED FROM 8’x18’ TO

45’x120’ ALSO “SHUGART”

SECTIONAL BARGES

“TRUCKABLE TUGS” HERE

S m i t h B r o t h e r s I n c . , S m i t h B r o t h e r s I n c . ,

G a l e s v i l l e , M D 2 0 7 6 5G a l e s v i l l e , M D 2 0 7 6 5

( 4 1 0 ) 8 6 7 - 1 8 1 8( 4 1 0 ) 8 6 7 - 1 8 1 8

w w ww w w . s m i t h b a r g e . c o m. s m i t h b a r g e . c o m

Charter For Hire

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

Equipment Sales

MOWBRAY’S

NAVAL ARCHITECTS,MARINE, MECHANICAL & ELECTRICAL ENGINEERS

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

Ideas Engineered Into Reality

GUIDO PERLA & ASSOCIATES, INC. Marine Surveyor Course and TrainingStandards based training for all vessels.

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


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