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InsightsTracyLabordepage 8

RePoweringKlondikeExpress page 26

Offshore GOM

Rig Worries Persist

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

CONTENTS MarineNews July 2011 • Volume 22 Number 7

Insights

8 Tracy LabordePresident, Laborde Products.

Tech File

12 Draft Indicator SystemWeir-Jones’ automated system.

Boat of the Month

14 Fireboat for ChicagoThe CAT-powered Christopher Wheatley.

Power

26 (Re)Powering AheadWhen the decision was made to repower Klondike Express with a pair of MTU 16V4000’s, the result was a major refit and practically a new boat.

Offshore

34 Rig Worries PersistFollowing one of the most traumatic periodsin the history of offshore oil & gas drilling inthe Gulf of Mexico, business is returning tothe shallow and deepwater segments, spurredby several new finds. The question: is it toolittle too late?

By Susan Buchanan

Market

38 BRM: Small Vessels & Teams of 1Excerpt of the book “Bridge ResourceManagement for Small Ships.”

By Daniel S. Parrott

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POSTMASTER Time Value Expedite

MarineNews ISSN#1087-3864 is published monthly, 12 times a year by Maritime ActivityReports, Inc., 118 East 25th Street, New York, N. Y. 10160-1062. The publisher assumes noresponsibility for any misprints or claims and actions taken by advertisers. The publisher reservesthe right to refuse any advertising. Contents of this publication either in whole or in part may notbe reproduced without the express permission of the publisher.

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PUBLISHERJohn C. O’Malley • [email protected]

Associate Publisher & EditorGreg Trauthwein• [email protected]

Managing EditorRaina Clark • [email protected]

Contributing WritersLawrence R. DeMarcay, III • Frederick B. Goldsmith • Matt Gresham •

Randy O’Neill • Jim Shirley

PRODUCTIONProduction Manager Irina Tabakina • [email protected]

SALESVice President, Sales & Marketing

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CIRCULATION@Circulation Manager Kathleen Hickey • [email protected]

MarineNews On the Cover

Rig Worries PersistDespite a flurry of goodnews indicating a returnof business to the offshoreGOM, there remain stormclouds on the horizon. See full story starting onpage 34

Insurance

16 Casualty ReportingBy Randy O’Neill

Legal

18 Seaman’s Maintenance RateBy Frederick B. Goldsmith

6 Editor’s Note24 BLOGS @ MaritimeProfessional.com44 Vessels48 People & Company News52 Products54 Directory: Winches & Ropes57 By the Numbers58 Classifieds64 Ad Index

Correction: In the June 2011 Insights section ofMarineNews, the caption for the image of W&O’s iShipFuelProof bunker meter was in error. The caption shouldhave read that the meter provides ship owners/operatorswith a reading within 0.5% of total custody transferflow. This clarification is provided at the request ofW&O.

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This edition of MarineNews focuses on work boat power and workboat operations. Our

feature story takes a close look at a case study involving the Klondike Express, a pas-

senger vessel plying Prince William Sound in Alaska. In this slow moving economy,

repowering a vessel can be a viable alternative to a newbuild, but there are many reasons an

owner or operator may find themselves considering a major refit of this type. Klondike

Express operator (Phillips Cruises & Tours) and vessel designer (Incat Crowther) offer

insights into what factors are considered when deciding when and how to repower. Workboat

operations are addressed by Capt. Daniel Parrott, instructor at Maine Maritime Academy and

author of “Bridge Resource Management for Small Ships.” Parrott talks about what makes

bridge resource management different for coastal and inland vessels. He describes how even a “team of one” in the pilot-

house of a small vessel must thoughtfully manage the incoming and often competing information available.

Before I sign off, I want to thank all the many interesting people I’ve met over the last few years while researching sto-

ries for MarineNews. It has been a great pleasure to meet so many of you in person and to have the opportunity to trav-

el to some of the vessels and facilities that are part of the country’s maritime industry. This will be my last edition as

managing editor for MarineNews. I have been writing about the industry in one form or another for the past ten years

and will now shift my focus to helping maritime companies reach their target audiences as well as continuing to build

greater public awareness of the role waterborne commerce plays in our nation’s economy. The latter effort is part of an

ongoing project undertaken by the Pacific Northwest chapter of the Women’s International Shipping & Trading

Association (WISTA), for which I serve as secretary. I encourage those who are interested in this effort, or in WISTA

in general, to continue to contact me at [email protected].

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

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Raina Clark, Managing Editor, [email protected]

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

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EDITOR’S NOTE rainaclark@ marinelink.com


ENGINE MONITOR, INC.

MarineNews spoke with Tracy Laborde, President of LabordeProducts, Inc., about his background in the marine powerindustry, how his company is expanding into new geographi-cal areas and the status of the markets Laborde Productsserves.

How did you come to be involved in the industry?Laborde Products is an engine distributor and we deal

with both marine as well as industrial applications and areof course headquartered in South Louisiana, which is inthe heart of work boat industry for the nation. About

50% of our business comes from the marine industry. Myfather, John P. Laborde, was a founder of TidewaterMarine Service and served as their Chairman and CEOfor many years. I have three brothers all engaged in themarine industry operating supply vessels in the OffshoreOil and Gas Industry and now three of my four sons arealso in the marine industry. I am not surprised that I findmyself heading up an engine distributor business that hasa focus on the marine industry, but I started my career inthe banking industry, a background that serves me well inthe day to day activities of running our engine business.

INSIGHTS

President, LaBorde Products

Tracy Laborde

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(left to right) Chris Cerullo, Marine Manager; Tracy Laborde, President; and Doug Oehrlein, Chief Operating Officer in front of aMitsubishi Marine Propulsion engine model S16R-Y1MPTA rated at 1,568 hp @ 1,600 rpms.

Describe the market you serve and what the outlookis right now.

We acquired the company in 1998 and at that time werepresented Yanmar Marine and Industrial engines in afive state area. Yanmar is a wonderful marine product, butit’s best known in the U.S. market for recreational appli-cations. Our senior management team decided immedi-ately, if we were going to be successful in the Gulf Coastmarine industry, we were going to have to secure enginesfor commercial applications. We have been successful insecuring the right to represent Mitsubishi Heavy DutyMarine Propulsion engines in the 400 - 1,500 hp range aswell as Fiat Power Train Technologies high speed enginesfor commercial applications and we have been instrumen-tal in getting Yanmar to allow us to use some of theirengines in light-duty commercial applications. As a resultwe have tripled the size of the company and been able togrow the business in spite of some current economictrends. We are very optimistic about an improving marineengine market as we plan for 2012 and beyond.

How is your company investing for the future?We have recently added a second facility, located in

Channelview, Texas, to support our Texas based cus-tomers. As a sales and marketing company, we are alsoexpanding our sales team with sales offices in St. Louis,Houston, New Orleans, Central Louisiana and soon inFlorida. We also have a full-time Dealer DevelopmentManager, who is focused on building our parts and serv-ice dealer network. Our mission statement talks abouthaving the “right product” for the application, and thenthe “right service” and the “right parts support” to makesure that we keep our customers’ engines running. Wethink of the engine business being somewhat like a threelegged stool. Our legs are “right product”, “right service”and “right support” and we understand that if we allowanyone of these legs to fail, the entire stool comes down.

We are investing in making sure that we have a solid foun-dation in these three important areas.

What are the top priorities for your company for theshort and long term?

We believe we represent some exceptional companiesand engine brands, but we clearly understand that we arethe new guy on the block. Accordingly, both the shortterm and long term top priorities of our business is toexpand the brand recognition of our suppliers’ productsby making sure that we have selected the right engine fora customer’s application and that the application is donecorrectly, then making sure we have the right parts andservice support in place to keep that engine working. Webelieve if we do that, our business will continue to grow.

How is legislation impacting your company?The BP oil spill was a tragic event, and certainly dis-

turbing to all of us that live along the Gulf Coast, but thereal damage to the Gulf Coast economy has come fromthe over reaction of the current administration, not fromthe spill itself. Shutting down deep-water drilling has costthousands of jobs and millions of dollars in opportunitiesfor people living in South Louisiana and the Gulf CoastStates. Add to that the events in the Middle East andJapan, and it seems clear that unless the current adminis-tration, or the one that replaces it, is willing to embracesafe and efficient drilling in the United States that we willall need to prepare for $5-10 gasoline. We have recentlyread that the U.S. Geological Service new reports on oilreserves has indicate that there is sufficient oil in theground to eliminate all American dependence on foreignoil if legislators would encourage and embrace moredomestic drilling. While we embrace renewable energysources like wind, solar and others, legislators need tounderstand that this economy isn’t going to be able to runwithout oil in the foreseeable future.

INSIGHTS

10 MN July 2011

“The BP oil spill was a tragic event, and certainly disturbing to all of us that live along the Gulf Coast, but the realdamage to the Gulf Coast economy has come from the overreaction of the current administration, not from thespill itself. Shutting down deep-water drilling has cost thousands of jobs and millions of dollars in opportunities”

12 MN July 2011

TECH FILE

Weir-Jones Engineering Consultants Ltd., a Canadiancompany based in Vancouver, BC, has developed theAutomated Draft Indicator System (ADIS). Wheninstalled on displacement hulls, high-speed and naval ves-sels and marine structures such as oil rigs, the ADISenables operators to:• Record precisely how much cargo has been loaded or

unloaded on vessels to avoid overloading or instability• Control trim to reduce fuel consumption and improve

handling of vessels• Keep accurate loading records to satisfy regulatory or

Coast Guard requirements• Monitor the structural integrity of offshore structures

Developed in conjunction with the British ColumbiaFerries Services Inc., the ADIS system for vessels defines

the position of the static water plane relative to the vessel.In this way the position of any part of the ship relative tothe water plane can be accurately established. draft, free-board, heel and trim are easily measured, remotely and inreal-time. ADIS defines the position of the water plane ofthe vessel relative to the position of the hull by accuratelymeasuring the distance from four known positions on thehull to the mean position of the water surface. Multiplemeasurements are being made continuously, which aver-age out ripples, waves and the wake of passing vessels. Theultimate accuracy of the system as it is usually deployed isbetter than ± 3mm of draft or about one eighth of an inch.A typical installation consists of four ADIS ultrasonictransceivers mounted on a vessel’s hull fore and aft, portand starboard. They are directed at the water surface, and

Weir-Jones’ Automated

Draft Indicator System

are usually about one to one and a halfmeters above the water in the fullyladen condition. The transceivers areconnected to a central processing unitby twin twisted pair cables. The CPUcontains a dedicated processor thattakes signals from the transceivers andthe vessel’s GPS unit. It combines thesewith information about the vessel’sdimensions, and computes the positionof the water plane in real-time. Thisinformation is immediately availablefor processing and analysis. From this,the ADIS software calculates freeboard,draft, list, trim, tonnes to go and anyother parameter of interest to the mas-ter. The information is sent to a bridgedisplay. The data can also be providedto a voyage data recorder. Unlike othermodels, ADIS sensors are mountedoutside the hull above the waterlinelooking down.They are easily accessiblefor installation or maintenance andthere are no through-hull penetrations.Other benefits include improved fuelefficiency and handling. Vesselstrimmed properly by the bow consumeconsiderably less fuel. An incorrectlytrimmed high-speed ferry may burnseven percent more fuel than the samevessel properly trimmed at the samespeed. The ADIS can also prevent hog-ging and sagging that occurs in long,narrow ships, such as those on theGreat Lakes. These types of vessels, ifnot carefully loaded in the correctsequence, can develop increased draftamidships (sagging) or increased draftat the bow and stern (hogging). In anextreme situation, the hull girder canfail. draft can also be optimized to allowfor minimal clearance across the thresh-old of locks. Customers currently usingADIS include the U.S. Navy, for atti-tude control on floating missile launchplatforms; British Columbia FerriesCorporation; Washington State Ferries;and the Alaska Marine Highway.

www.weir-jones.com

www.marinelink.com

BOAT OF THE MONTH

In April 2011, The Chicago Fire Department tookdelivery of a new Fireboat to replace the aging Victor L.Schlaeger. The vessel was named in memory of FirefighterChristopher Wheatley, who lost his life in active duty in2010. The new vessel was designed by Robert Allan Ltd.,naval architects of Vancouver BC, and was built by HikeMetal Products of Wheatley, Ontario. This fireboat is oneof several fireboats designed by Robert Allan Ltd. andbuilt in Canada for U.S. cities in recent years, signifyingone of the few market segments available to Canadianshipyards under the Canada-US Free Trade Agreement.The new fireboat sailed under its own power fromWheatley to Chicago through the Great Lakes.

The fireboat was designed and built to operate year-round in Lake Michigan, the Chicago River, and sur-rounding harbors, which includes up to one foot of firstyear ice. The combination of a very shallow operatingdraft and an equally limiting air draft presented a signifi-cant design challenge, especially regarding weight estima-

tion: if too heavy the vessel would near the bottom of theshallow river; if too light it would run afoul of the numer-ous low height bridges that grace the Chicago Riverthrough downtown Chicago. The new fireboat will beused to respond to any firefighting, rescue, hazmat decon-tamination, dive support operations and other waterwayrelated responses. The Christopher Wheatley was built inaccordance with American Bureau of Shipping regulationsfor steel vessels, but was not so classed. The vessel was alsodesigned to comply with NFPA Type III Standards forfireboats. The propulsion machinery consists of a pair ofCAT C32 high-speed diesel engines each rated 1,081 kWat 2,300 rpm. These each drive a fixed pitch, 1,371 mmdiameter propeller through a ZF model W4610 reverse-reduction gearbox. The fire-fighting capability is providedby two completely independent pump engines, also CATmodel C32 diesels, each rated 745 kW at 1,800 rpm anddriving an FFS model SFP250 x 350 fire pump, rated7,000 gal per hour at 150 psi.

Fireboat for Chicago

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Specifications (RAnger 2700 Class):Length, o.a. . . . . . . . . . . . . . . . . . . . . .90 ftBeam, molded . . . . . . . . . . . . . . . . . . .25 ftDepth, molded . . . . . . . . . . . . . . . . . .12.2 ftMax operating draft . . . . . . . . . . . . . . .7.5 ftMax air draft . . . . . . . . . . . . . . . . . . . .16 ft

Capacities:Fuel oil . . . . . . . . . . . . . . . . . . . . .4,150 galPortable water . . . . . . . . . . . . . . . . .250 galFire-fighting foam . . . . . . . . . . . . .1,000 galWater ballast . . . . . . . . . . . . . . . . .6,180 gal

Performance:Bollard pull, ahead . . . . . . . . . . . . .30 tonesFree running speed, ahead . . . . . . .13 knots

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INSURANCE

Much has been written, discussed anddebated about marine casualty report-ing requirements. I addressed the issuein the June 2009 edition ofMarineNews. The reporting require-ment still generates considerable confu-sion and the downside of not reporting

a marine casualty to the Coast Guard, orthe more frequent occurrence of delayed reporting, can beconsiderable to the involved mariner.

46CFR §4.05-1(a) requires the owner, agent, master orperson in charge of a vessel involved in a marine casualtyto give notice as soon as possible to the nearest CoastGuard Safety or Marine Inspection Office if the casualtyinvolves either a grounding which creates a hazard to thesafety of the vessel, navigation or the environment, or anoccurrence materially affecting the vessel’s seaworthinessor fitness for service; or death or serious injury or damageto property greater than $25,000. Content of the notice isspecified in 46 CFR §4.05-5. A subsequent written reporton Form CG-2692 must be made within five days of thecasualty as per 46 CFR § 4.05-10. The phrases “as soon aspossible” and “damage to property greater than $25,000”are central to many of the marine casualty reporting prob-lems encountered by U.S.C.G. license holders. And thosefaulty interpretations could change a relatively minor inci-dent into a major license suspension and revocation(S&R) action, and/or the levying of civil penalties of up to$100,000 and 10 years imprisonment.

Clearly, the “as soon as possible” reporting requirementto the Coast Guard takes into consideration the affectedmariner’s incident scene on-site responsibility, and thusstipulates, “immediately after the addressing of resultantsafety concerns.” [46 CFR § 405-1(a)].

A recent grounding incident presents a good example ofthe proper sequence of actions taken by the affected ship’smaster immediately following the incident.

After hearing a noise and feeling a shudder/vibration,the master of a bulk carrier had his crew check the fore-peak where no damage was found. He then checked withhis engine room team to see if the noise and vibration had

emanated from the machinery and was told they hadexperienced no problems. He checked the ballast tankswhich were found to be fine, but he continued soundingthe tanks and eventually discovered water in the starboardtank, indicating that the ship may have come in contactwith a submerged object. Upon this discovery, he notifiedthe Coast Guard, began damage control and continuedhis tank inspection before going to anchor. The CoastGuard arrived and asked the captain for a statement whichhe gave after consulting with his maritime attorneyassigned to him by his license insurer (MOPS) who alsoassisted him in the preparation of the CG-2692 form.

The investigation of the incident continues, but nocharges have yet been brought against the master. But ifthey are, his prompt reporting of the incident after han-dling his immediate on-site responsibilities will serve himwell in any future proceedings.

Guestimates Are DangerousOur second case involves a dock allision and the difficult

task of determining if the monetary damage to the affect-ed property meets or exceeds the $25,000 reportingthreshold as specified in 46 CFR § 4.05-10. This caseinvolved the hard landing of a passengerless ferry whichcaused what the ferry’s captain deemed to be minor dam-age to the affected dock, not meeting the $25,000 damagereporting requirement. As a result, he did not report it orcomplete and submit a CG-2692. To his dismay, howev-er, estimates to repair the dock damage did indeed exceedthe $25,000 threshold and, as a result of not reporting theincident, the ferry’s captain had a Letter of Warning(LOW) placed in his U.S.C.G. file. While the two afore-mentioned incidents are significantly different, the onecommon denominator is the responsibility to report themto the Coast Guard. The tanker’s master wasted no timealerting authorities, while the ferry captain relied on hisown judgment to assess the dock’s repair cost and, unfor-tunately, guessed wrong leading to his LOW. Our longexperience defending licensed maritime officers involvedin marine casualties of all descriptions has led us to keepit simple when providing counsel on the Coast Guardnotification subject: When in doubt, report it.

Requirements Revisited for

Casualty Reporting By Randy O’Neill

18 MN July 2011

LEGAL

Employees who spend 30% or moreof their work time as members of thecrew of commercial vessels in naviga-tion are generally considered “seamen”under the federal statute called theJones Act. Under this law, seamen (ortheir survivors) are entitled to bring a

negligence claim in a lawsuit againsttheir employer if they are injured or killed due to theiremployer’s negligence. Under the “general maritime law,”seamen are also entitled to assert in a lawsuit an “unsea-worthiness” claim against the owner of the vessel uponwhich they are working. This is a strict liability claim andif the seaman proves the vessel was unseaworthy, or “notreasonably fit for its intended purpose,” and this condi-tion caused the seaman’s injuries, then the seaman willprevail. The damages the seaman may recover under eitherof these claims include past and future lost earnings andearning capacity; medical expenses; and pain, suffering,disability, and disfigurement.

Apart from their ability to bring negligence and unsea-worthiness-based claims for damages, if seamen become illor injured while in service of their ship, they are automat-ically entitled (without having to bring a lawsuit) underthe general maritime law from their employer to “mainte-nance and cure.” “Maintenance” is reasonable and neces-sary food and lodging expenses. “Cure” means medicalexpenses actually incurred with the providers of theirchoosing. Maintenance and cure are, with a few excep-tions, payable by the employer to the seaman until the sea-man has reached “maximum medical improvement,”which means the point when they are cured or healed, orfurther care will not improve their function or will simplybe “palliative,” or intended to relieve pain.

While maintenance and cure are similar to workers com-pensation benefits, in that the seaman need not show any-one was at fault to receive maintenance and cure, seamen

are not covered by any state or federal workers’ compen-sation act. The collective bargaining agreements of union-ized seamen often specify a maintenance rate. Manycourts enforce these bargained-for maintenance rates,although some do not. In the absence of a collective bar-gaining agreement-specified maintenance rate, though, isit legal for an employer to pay a standard maintenancerate, perhaps a rate the employer and many other mar-itime employers in the region have been paying for years?It depends, but the answer is “likely not.”

In the recently-decided case of Borders v. Abdon CallaisOffshore, LLC, Judge Lance M. Africk of the U.S.District Court for the Eastern District of Louisiana heldthe employer acted arbitrarily and capriciously in payingits injured seaman a standard maintenance rate of$15.00/day, a rate the Court found was standard in the1970s and early 1980s. The Court awarded the seaman a$40.00/day maintenance rate, retroactively, and also hisattorney’s fees for his efforts in securing the higher rate.

The Court explained the methodology for calculating aseaman’s maintenance rate, as follows:

First, the court must estimate the seaman’s actual costs offood and lodging, as well as the reasonable cost of foodand lodging for a single seaman in the locality where theseaman lives. To recover maintenance, the seaman mustproduce evidence to allow the court to estimate his actualcosts. In determining the reasonable costs of food andlodging, the court may consider evidence of the seaman’sactual costs, evidence of reasonable costs in the locality orregion, union contracts stipulating a rate of maintenanceor per diem payments for shoreside food or lodging whilein the service of a vessel, as well as maintenance ratesawarded by courts in other cases in the same region. A sea-man’s burden of production in establishing the value ofmaintenance is “feather light.” This means the seaman’stestimony alone as to reasonable cost of room and boardin his community is enough. Lodging includes those

Seaman’s Maintenance Rate Must Reflect Current Costs By Frederick B. Goldsmith


expenses necessary for the provisionof habitable housing, including utili-ty costs. A seaman need not presentevidence of the reasonable rate; acourt can take “judicial notice” of theprevailing rate in the region. Aftercalculating the seaman’s actual costsand the reasonable costs in the region,the court then compares the two. Ifactual costs exceed reasonable costs,the court awards reasonable costs.Otherwise, it awards actual costs.

In the Borders case, the seaman tes-tified he paid $1,200 per month to athird party for food and lodging for afew months, and also proffered anaffidavit stating that after he movedinto a mobile home, he paid$1,200/month for food and lodging,plus $400 to $500/month for utili-ties, for total food and lodgingexpenses of up to $1,700/month or$56.66/day pro-rated for a 30-daymonth.

The seaman’s employer challengedthe seaman’s claimed expenses, argu-ing that because the seaman had notproduced invoices or receipts for elec-tric, water, gas, or food, he should notbe believed. The judge was notswayed by this argument. He notedthe seaman’s burden of producing evi-dence of expenses is “feather light,”and that applicable law entitled himto award reasonable expenses, even ifthe seaman fails to conclusively provethe precise amount of his actualexpenses. Judge Africk also found that“[i]f a seaman would incur the lodg-ing expenses of the home even if liv-ing alone, then the entire lodgingexpense represents the seaman’s actualexpenses.”

The Court discussed how the

employer’s own evidence in this caseshowed it should be paying$330/month for food, $375/monthfor lodging, and on average$400/month for utilities, or

$1,105/month or about $37/day overa 30-day month. Considering the sea-man’s actual expenses and recentawards by courts in the region in the$30-40/day range, the Court found

20 MN July 2011

LEGAL

the seaman’s requested $40/day maintenance rate reason-able, and since the seaman’s actual expenses did not exceedreasonable expenses, it held the seaman was entitled to a$40/day maintenance rate.

Finally, the Court described how an employer is liablefor punitive damages and the seaman’s attorney’s fees if itsfailure to pay maintenance and cure is “callous and recal-citrant, arbitrary and capricious, or willful, callous, andpersistent.” The Court found this employer arbitrary andcapricious in failing to pay a reasonable maintenance rate,a rate which was standard in the late 1970s and early1980s. While conceding the employer may have legiti-mately questioned the seaman’s claimed $40/day rate, theCourt wrote the employer “offers no evidence whatsoever”to show the rate it is currently paying, $15.00 per day, iscurrently reasonable. “In fact,” the Court wrote, “theminimum reasonable rate for a seaman in plaintiff's local-ity based purely on the defendant’s figures - $11.00 per

day for food, $11.00 per day for rent ($330 prorated over30 days), and no allotment for utilities - would be $22.00per day, nearly 50% more than what defendant actuallypaid plaintiff.” The Court went on to find the employer“unjustified in making maintenance payments at a ratethat was standard thirty years ago,” and the seaman enti-tled to attorney’s fees occasioned by the “underpayment ofmaintenance.”

Fred Goldsmith, licensed to practice law in Pennsylvania,West Virginia, and Ohio, focuses on admiralty & maritime,railroad, oilfield, personal injury and death, motorcycle, andinsurance coverage litigation with Pittsburgh-basedGoldsmith & Ogrodowski, LLC (www.golawllc.com). Youcan reach him at [email protected] or (877) 404-6529.

In the recently-decided case of Borders v. Abdon Callais Offshore, LLC, Judge Lance M. Africk of the U.S. District Court for the Eastern District of Louisiana held the employer acted

arbitrarily and capriciously in paying its injured seaman a standard maintenance rate of $15.00/day, a rate the Court found was standard in the 1970s and early 1980s.

The Court awarded the seaman a $40.00/day maintenance rate, retroactively, and also his attorney’s fees for his efforts in securing the higher rate.

MARINE ENGINES – 2 & 4 STROKE– MAIN & AUXILIARY ENGINES & SPARES

“We specialize in Bergen - Normo andWärtsilä Engines/Spares”

Kvichak Delivers Ferry

Kvichak Marine Industries deliv-ered the AquaLink II to Long BeachTransit (LBT) in California.Designed by Incat Crowther ofAustralia, this is the second vesselbuilt by Kvichak for LBT. Both ves-sels are operated by Catalina Expressshuttling visitors and commutersbetween the Long Beach down-town/waterfront area to Alamitos BayLanding. AquaLink has been inoperation by LBT since 2001.AquaLink II, an all-aluminum fully-

enclosed catamaran is powered bytwin Cummins QSM 11 dieselengines, rated for 610 hp at 2,300rpm, and fitted to ZF 360A marinegears. The 74-passenger catamaranwill operate at a service speed ofabout 25 knots with a crew of two.

WSF: 60 Years of SafetyWashington State Ferries (WSF) is

launching a program to recognize thehard work and care that goes intokeeping passengers and crew mem-bers safe. Teams of ferry employeeswho achieve the goal of having noinjuries in a three-month period willfly a green and white WSF safetypennant at their worksite. This weekalso marks the 60th anniversary ofthe ferry system.

USPS Salutes Merchant Marine on StampsThe Postal Service will salute the U.S. Merchant Marine on four forever

stamps July 28 at the U.S. Merchant Marine Academy in Kings Point, N.Y.Admission is free and the public is welcome to attend the 11:30 a.m. dedi-cation ceremony that takes place in the Ackerman Auditorium, 300Steamboat Rd. Since the founding of the republic, the United States haslooked to the commercial maritime industry for much of its growth andsecurity. This issuance pays tribute to the U.S. Merchant Marine, the mod-ern name for the maritime fleet that has played this vital role. The four-stamp design on this pane features types of vessels that have formed animportant part of this history: clipper ships, auxiliary steamships, Libertyships and container ships.

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24 MN July 2011

The Tennessee-Tombigbee Waterway (more commonlyreferred to as the Tenn-Tom) is a 234-mile long artificialwaterway connecting the Tennessee River and theTombigbee River. The north end connects to theTennessee River near where the borders of Tennessee,Alabama, and Mississippi coincide. The south end con-nects to the Tombigbee River near its confluence with theBlack Warrior River at Demopolis, Ala. A waterway fromthe Tennessee River to the Gulf of Mexico was first sug-gested during the colonial era and again in the 1870s.Initial funding for the project was first provided to theU.S. Army Corps of Engineers in 1971. The work wascompleted and the waterway opened for business in 1984.It includes ten locks and dams. Near the north end of thewaterway is the Divide Cut, where large quantities ofearth were excavated to provide access between the two

watersheds. It is also where the community of Holcut,Miss. was previously located. Holcut was the only com-munity that was entirely acquired and removed during theconstruction of the waterway. When finished, the water-way was the largest earth-moving project in history,requiring excavation of more than 300 million cubic yardsof rock and soil. The south end of the waterway is 341 feetlower than the northern end. There are 17 public portsand terminals located along the Tenn-Tom waterway. Themajor cargoes carried on the waterway are coal and timberproducts. The Tennessee-Tombigbee ships as much as 1.2billion ton-miles of commerce each year at an annual sav-ings of nearly $100m in transportation costs.

A MaritimeProfessional.com post by Dennis Bryant

BLOGS @ MARITIMEPROFESSIONAL.COM

Tennessee-Tombigbee Waterway

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Two-way passing traffic inthe Tennessee-Tombigbee

Waterway.

26 MN July 2011

Repowering with new engines is often a way to get anearly new vessel for much less cost. Recently, theKlondike Express, a 137-ft, 342 passenger catamaranferry, operated by Phillips Cruises & Tours, LLC, under-went a major refit and emerged a practically new boat.

“What we did was a little unconventional,” said GarySommerfeld, Manager of Marine Operations at PhillipsCruises & Tours. “Most fast ferries of Klondike’s size usemore intermediate rated engines.” After a careful study,the Klondike Express was ultimately refitted with a pair ofMTU 16V4000 M63L engines. The original engines wereM70s, and the newer version, the M73 was considered forthe refit as well. Sommerfeld said the M73, is a very pop-ular engine, however, the Klondike was refitted with theM63L which has a higher displacement. “We put a tug-boat engine into a fast ferry, although it serves as a tourboat,” Sommerfeld said. “Our reason was based on the

feeling that the workboat engine would be more reliable.”“The boat was custom built for the tour that it does

daily, May through September, in Alaska,” Sommerfeldsaid. Nichols Brothers Boat Builders launched theKlondike Express in 1999 and ever since the five-hour-long 26 Glacier Cruise has been the Klondike’s primarypurpose. For the cruise, the Klondike Express runs fromWhittier, Alaska to Esther Island, College Fjord andHarriman Fjord for glacier and wildlife viewing. In the offseason it has been assigned to different charters as a fastferry in San Francisco and Washington state, and has beenemployed as a private charter for Princess Cruises, shut-tling the cruise line’s passengers back and forth in PrinceWilliam Sound.

“The original engines, the M70s, were supposed to bemore toward the continuous rating,” said Sommerfeld,but still serve a slightly intermittent rating. However, the

Repowering the Klondike Express

Workboat Power


original engines were plagued by multiplefailures, including one the very first year,he said. After suffering two failures in theoriginal engines’ final year, the vessel’soperator decided it was time to look intotheir options.

“We had an MTU factory rep. comeout and he and I sat down and talkedabout the problem. He recommended thesame series, but a different model, theM63L, a workboat engine, with muchmore of a continuous rating/duty cycle.It’s really built for tugboats. The draw-backs were that it’s a much heavier engineand has a different operating speed (theM70 was 2,000 rpms and the M63L is1,800 rpms). The engine speed was only

The Klondike Express, operated by PhillipsCruises & Tours, runs the 26 Glacier Cruise in

Alaska. Photo courtesy Phillips Cruises & Tours, LLC

28 MN July 2011

a problem because we had to replacethe reduction gears. That’s when webrought in Incat,” Sommerfeld said,the naval architecture and design firmthat originally designed the KlondikeExpress. Incat Crowther was commis-sioned to study the issue and recom-mend the best solution to the vessel’spropulsion problem.

Brett Crowther, Managing Directorat Incat Crowther said, “We looked atthe possibility of rebuilding the exist-ing engines. We looked at a bunch ofengine options from MTU andCaterpillar in terms of the existingwaterjet impeller that’s in the boat,the gear box, and what modificationswere required to actually fit theengine onto the existing engine basestructure. We had to look at all those

things to come up with a recommen-dation.”

Crowther said they understood thataccessibility of local maintenance wasa big factor in the operator’s decision.“Being in Alaska and being fairlyremote, you’re somewhat limited inthe support you can get for yourmachinery. So we really only lookedat two options seriously,” Crowthersaid. “We looked at alternate MTUengines and we also looked atCaterpillar engines. Those were thepreferred brands of the operatorbecause they felt they could get theservice they needed in their location.And those brands have engines thatare suitable for the job in terms ofhorsepower and physical size.”

Sommerfeld agreed that both

Caterpillar and MTU enginesmatched approximately the horsepower to weight ratio and engineroom space requirements.

Incat’s final recommendation, torefit the Klondike with a pair ofMTU 16V4000 M63L engines, wasaccepted and the work was completedat Seward Ship’s Drydock in SewardAlaska over the course of this pastwinter. Incat Crowther’s recommen-dations also included replacing thegearboxes with new units consistingof a revised output ratio. The originalZF BU755 boxes were replaced withcurrent model ZF 7650NR unitswith a custom ratio. The custom ratioallowed better matching of the jet tothe engine output without the needfor propulsion changes or major

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30 MN July 2011

structural work. The new gearboxeswere also fitted with custom mount-ing feet, replicating the previousfoundations.

The Klondike Express completedsea trials in April and began serviceon the 26 Glaciers Cruise on May 1.

“We are extremely happy and theperformance is exactly as IncatCrowther predicted, and even betterin certain aspects,” said Sommerfeld.“We maintain our speed throughoutthe load range.”

The refit actually reduced the ves-sel’s top speed, Sommerfeld said. “Wewent from a top speed of 38 knots

down to 36.5 (light ship). That wasexpected. But our fully loaded speedwith the old engines was 31 knotsand it’s 34 knots now. So we don’tlose speed with the load.”

Crowther said they predicted thefully loaded speed with the newengines would actually reach only 33knots, so the sea trials exceededexpectations.

Summerfeld said that with the newgear couplings, reduction gears andre-alligned jets, “the boat runssmoother and the engines are qui-eter.”

Crowther said his design firm rec-

ommended re-engining the boat,rather than refurbishing the originalengines, because “over the projectedlife of the boat that was a better costoption in terms of projected mainte-nance costs and fuel consumption.”Most vessel owners find they’re betteroff refitting with new engines thanrefurbishing the old, he said. “Youlook at the Klondike, those engineswere 12 years old with a lot of miles,”and a hard service life, running athigh speeds working everyday. “Torebuild one of those is a huge cost andquite often its better just to pull it outand put another one in.”

“We probably do [re-engining proj-ects] almost on a monthly basis,”Crowther said. “In Australia, forexample, there’s a company calledFantasy Cruises which probably has afleet of 12 vessels and we’ve helpedthem with the re-engining of theirboats.”

“Each project we do is unique to itslocation and unique to its owner’sparticular requirements. Obviouslyfuel consumption has become moreof an issue. We’re getting a lot ofrequests from operators to minimizethe fuel consumption as far as wecan.” In North America, besides somenewbuild programs on the East, Westand Gulf Coasts. Crowther said“We’ve been doing a fair bit of workfor the Golden Gate Ferries compa-ny,” where the design firm is workingon a repowering project for theMendocino, a 148-ft ferry, also origi-nally designed by Incat Crowther.

Refit work on the Klondike Express. Photocourtesy Phillips Cruises & Tours, LLC


Cat Emissions Kits GetEPA Certifiction

Caterpillar Marine Power Systemsand Caterpillar Emissions Solutionsannounced that the U.S. EPA has cer-tified Cat 3500 Series MarineEmissions Kits according to EPARule 40 CFR Part 1042. This MarineRemanufacture Program applies tomany commercial engines flagged orregistered in the U.S., and therequirements include a 25% particu-late matter reduction at overhaul. Byreplacing the mechanical unit injectorsystem and other associated compo-nents on the engine, the upgrade kitsoffer vessel owners an in-hull solutionthat exceeds the requirements andoffers operational benefits.

Yanmar Power Universal’s Water Taxis at 12K Hours

The water taxis at UniversalOrlando Resort are hard-workingcraft, running all day, every day of theyear. Yanmar 4JH5E diesels powerfour of the taxis, two of which havelogged more than 12,000 hours each.A new boat using the Yanmar 54 hpengine, supplied by Mastry EngineCenter, is also under construction.The free taxis run between UniversalCity Walk and the onsite RoyalPacific Resort, Hard Rock Hotel andPortofino Bay Hotel. The 40-ftcanopied boats, accommodating 50passengers, work from park opening

until after midnight, 365 days a year.Adding to the stress is a dockingmaneuver that includes a hard turn,running the engine forward whiletaking on passengers, then spinningthe drive 180° to reverse the process.The 4-cylinder, water-cooled 4JH5Eengines are EPA Tier III compliantand feature direct injections.

32 MN July 2011

Alaris Reduces FleetEnergy Consumption

Alaris Companies specializes ininvestment grade energy audits pro-viding the tools necessary to reduceenergy consumption and cost. A highemphasis is placed on establishing abaseline of energy consumption todetermine an operating energy profileof a vessel or a fleet. After a baseline isestablished, energy conservationmeasures (ECM’s) are recommendedand evaluated by cost savings. Furtheranalysis is done to determine thebaseline consumption cost associatedwith each main component and thesavings of each component if allECMs are implemented. In additionto cost savings, Alaris provides thebaseline for emissions and the reduc-tion associated with the implementedECM’s. Each ECM investment is cat-egorized by initial cost, initial savings,payback period, ROI and 10 yearNPV. When implemented, the shortterm ECMs can provide immediatesavings. Alaris also takes into consid-

eration long range investments.Savings projections are calculatedwith emissions regulations consideredand further recommendation reflectthose considerations. Long rangeinvestments include, but are not lim-ited to: main propulsion or auxiliaryengine upgrade, propeller nozzles,utility power conversion and imple-mentation of recommended ECMs.

ABS Nautical Systems’Hull Inpection Tool

ABS Nautical Systems’ HullInspection software is a browser-based tool that enables an organiza-tion to track the structural conditionof a vessel throughout its service life.This system enables officers onboard,prior to any tank inspection, to havea clear overview of the tanks’ arrange-ment through the actual vessel’s con-struction drawings, while highlight-ing structural details representing hotspots and critical areas in need of par-ticular attention. Hull Inspection alsoenables owners and operators to sys-

tematically examine and grade thehull structure of each vessel, provid-ing fleet-wide statistics anddefects/maintenance trends. The HullInspection program includes a manu-al, outlining areas to examine; toolsfor scheduling, recording and report-ing inspections; and identification ofcritical areas for on-going monitor-ing. Euronav was the first adopter ofABS Nautical Systems’ HullInspection module.

Edoc Makes Upgrades toHelm Onboard

Slated for launch at the end of2011, Helm Onboard, with submodules Captain’s Log, Crew Pay andMaintenance, will continue to sendand receive data, automaticallyprocess data and trigger events onshore. The new release of Onboardhas upgrades including ensuring thateach vessel in the fleet will receiveonly specific information pertainingto that vessel, reducing bandwidthrequirements and accelerating datatransfer. Other upgrades will allowOnboard to be more adaptable forcustomization, further reducing coststo end-users. Where Onboard hasn’tchanged is its ability to operate dis-connected from the Internet and thetouch screen interface. Edoc’s goal forthe new Onboard is to require zerotraining for users. The new HelmOnboard will be completely decou-pled from Edoc’s shore-side Helmsystem, which will allow non-Helmusers to implement Helm Onboardin their respective fleets.

A graphical display of energy usage andsavings prepared by Alaris Companies.

34 MN July 2011

Life is looking up for the Gulf ofMexico's marine industry followingnew oil discoveries and a flurry of rigpermits this spring. Louisiana's PortFourchon, the leading oil-and-gas ter-minal in the Gulf, has been busy inrecent months.

Deepwater rigs are getting back towork but at least seven of them haveleft the region for other nations.Shallow water permitting remainssluggish in the Gulf.

Oil-and-gas operators and indus-tries serving them want the ObamaAdministration to accelerate its rigpermitting process.

Gulf maritime companies are just

beginning to recover from the federaldrilling moratorium that ended lastOctober, and no one's planning aparty or hiring a brass band to cele-brate recent progress.

As for new finds off Louisiana'scoast, Boysie Bollinger, chairman andchief executive officer of BollingerShipyards, Inc. in Lockport, La., said“these discoveries show that if they letus drill, we can do it safely and findoil and gas.”

But, he added “it will take muchmore activity than a successful well toturn this industry around.”

One major concern, he said, is that“more and more drilling equipment is

leaving the Gulf for other areas of theworld.”

In mid-June, Transoceanannounced that two of its floatingrigs will exit the Gulf for Africa'scoast, and they'll follow two othercompany rigs that departed.Diamond Offshore in June said itsOcean Monarch rig would leave theGulf to work for BP in Vietnam thisfall.

A Tidewater rig that said goodbyeto the Gulf during the moratoriumhas returned, however, and two othersthat migrated overseas might comeback later this year, according to theirowners.

Oil Finds Help Gulf Industry but

Rig Worries PersistBy Susan Buchanan

ExxonMobil Exploration Company usedthe Maersk Developer semi-sub-mersible drilling rig, shown here in aphoto from Maersk, to drillExxonMobil's first post-moratoriumdeepwater exploration well in the Gulfof Mexico.

(Photo: Business Wire)

www.marinelink.com

BIG FINDS OFF LOUISIANA'S COAST

Don Briggs, president of theLouisiana Oil and Gas Association,pointed to the size of ExxonMobil'sfinds, saying “that its recent oil andgas discovery could hold recoverablereserves of over 700 million barrels ofoil, making it the largest since theenactment of the drilling moratori-um last year and the biggest deepwa-ter discovery in the past decade.”

He said “development of new Gulffinds and ongoing exploration shouldbe positive for all businesses tied tothe offshore industry, including sup-port-vessel companies, vesselbuilders, helicopter transportationand even food catering in theregion.”

ExxonMobil announced its discov-eries on June 8 after the Bureau ofOcean Energy Management,Regulation and Enforcement orBOEMRE approved an applicationin March that let the companyresume exploratory drilling. Its mas-sive find is 250 miles southwest ofNew Orleans in Keathley Canyon inabout 7,000 feet of water. Drilling atthe site had been halted in the wakeof BP's spill last year. Exxon operatesthe well in a joint venture with Eniand Petrobras.

In late May, Houston-based NobleEnergy, Inc. announced an oil discov-ery at a deepwater well 70 milessoutheast of Venice, La. Noble's findwas the result of a drill project thatwas the first to receive a permit afterthe federal moratorium was lifted lastfall. Noble found oil deposits 60 feetthick when it drilled to a depth of18,920 feet, from a well located in6,500 feet of water.

PORT FOURCHON ON THE REBOUND

At Port Fourchon in southLouisiana, executive director ChettChiasson, said activity has picked upas a result of BOEMRE issuing per-mits this spring. That, along withnew deepwater oil finds, will meanlongevity for the port, he predicted.

“Of the 16 deepwater drilling per-mits approved since the moratoriumended, we will service 14 of them,”Chiasson said. “The newExxonMobil finds will be servicedout of our facility, and we're verypleased to have that business.”

He continued, saying “because ofthose finds, more companies andpeople will come on line at the port.”And, he said “we're now operating at90% again — a level last seen beforethe moratorium was imposed.”

These discoveries showthat if they let us drill,we can do it safely and

find oil and gas.Boysie Bollinger, chairman and CEO,

Bollinger Shipyards, Inc.

Chiasson also said “we're hoping thatEnsco's request that BOEMRE processsix permit applications to drill in off-shore Louisiana will be honored."Ensco Offshore, based in Broussard,La., is a U.S. unit of London-basedEnsco Plc. In early June, U.S. DistrictJudge Martin Feldman in NewOrleans ruled in favor of Ensco andothers in a lawsuit over permits. Hesaid that six remaining Ensco-relatedapplications for deepwater drillingmust be acted on within a reasonableperiod, and gave the ObamaAdministration thirty days to do so.Feldman said the government's slowapproval of permits had not providedthe certainty that Ensco needs to con-duct business in the Gulf.

Meanwhile to help companies,BOEMRE said in early June that itwould publish a permit-applicationchecklist for drilling operators.

GULF RELIES ON OFFSHORE JOBS

If you've ever driven across coastalLouisiana, the presence of offshore oiland gas — from helicopter pads toexpensive-looking new homes — ishard to miss.

Dr. Loren Scott, Louisiana StateUniversity professor emeritus of eco-nomics, said the multiplier for onshoreand offshore, oil-and-gas jobs inLouisiana is 3.7, meaning for every jobin the industry 2.7 jobs are createdelsewhere in the economy. “We haven'testimated the multiplier for the off-shore sector alone, but I suspect thatit's much higher than the aggregatednumber,” he said. “That's because itcosts a whole lot more to drill a welloffshore than inland.” Scott contin-ued, saying “it costs an average $9.6million to drill a gas well in theHaynesville shale play upstate, whereasBP's Discovery well — the one thathad the spill — cost $100 million tobuild, or ten times more. People work-ing offshore are paid more than those

36 MN July 2011

Development of new Gulffinds .. should be positive for all business-es tied to the offshoreindustry, including sup-port-vessel companies,vessel builders, helicopter transportationand even food catering.Don Briggs, president of the Louisiana Oiland Gas Association.

We're now operating at90% again — a level lastseen before the morato-rium was imposed.Chett Chiasson, director of the GreaterLafourche Port Commission

It costs an average$9.6m to drill a gas wellin the Haynesville shaleplay upstate, whereasBP's Discovery well —the one that had the spill— cost $100m to build,or ten times more.

Dr. Loren Scott, Louisiana State University professor emeritus of economics

www.marinelink.com

working inland, and it costs money to service ocean rigs.”Active wells are good for the economy in and around

Houma in south-central Louisiana, Scott said. “Theyprovide work for the area's many large and small marinefabricators,” he noted. “You've got companies producingplatforms, and others servicing platforms for goodmoney.”

Echoing Bollinger's concerns, however, Scott noted“unfortunately, seven drill ships have left the Gulf ofMexico for other countries in the last year.”

Don Briggs recalled how serious conditions were on thecoast last fall. He said “the federal drilling moratoriumresulted in the loss of thousands of jobs and causedgrowth within exploration, production, and drillingcompanies to stagnate.” And more than a year after thespill, “uncertainty plagues those businesses in the Gulfgenerating indirect jobs that support oil-and-gas develop-ments,“ he said.

Meanwhile, Earthjustice, the former Sierra Club LegalDefense Fund, is concerned about new exploration nearthe site of BP's April 2010 well explosion. Earthjusticesued BOEMRE on June 9 of this year in the U.S. CircuitCourt of Appeals in Atlanta for approving Shell Oil Co.'srequest for a deepwater exploration plan near BP's 2010well accident.

The group's suit on behalf of the Gulf RestorationFoundation, the Florida Wildlife Federation and theSierra Club charges that the risks inherent in Shell'sdrilling in the area are high. A similar petition was filedby other groups in the U.S. Circuit Court of Appeals inAtlanta. In other matters, the U.S. will release 30 millionbarrels of oil from the Strategic Petroleum Reserve (SPR)— which holds record inventories in salt caverns in Texasand Louisiana — to make up for lost Libyan supplies andmeet domestic, summer-driving demand, the ObamaAdministration said in late June. In addition, Europeanand Asian countries together plan to relinquish 30 mil-lion barrels from their reserves. The last time the SPRreleased inventories was after Hurricane Katrina in late2005. Louisiana Senators Mary Landrieu (Democrat)and David Vitter (Republican) criticized the move, say-ing the U.S. should drill to provide needed oil.

Briggs reflected the views of many Gulf oil- andmarine-industry members, saying “the federal govern-ment’s gradual permitting of wells, along with recent dis-coveries, represent huge advancements in the industry’sstruggle to get back to work in the region. But it's imper-ative that the issuance of permits be ramped up to ensurea sense of market certainty that once existed in ournation’s most prolific oil and natural gas field.”

MARKET

38 MN July 2011

Quality • On Time • Design SupportSenesco Marine, on Narragansett Bay in RI, has28 acres for new construction, a 1200’ pier fortopside work, and a 4500 ton capacity drydock.Senesco Marine has a proven track record in:

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By Daniel S. Parrott

With operators of work boats in mind, Daniel S. Parrottoffered MarineNews an excerpt from his book, “BridgeResource Management for Small Ships,” published byInternational Marine/McGraw-Hill. Parrott has beenworking on boats since 1982. His first license was a ‘6-

pack,’ and he has sailed world-wide as a deckhand,boatswain, mate and master on a variety of vessels. In2003 he joined the faculty at Maine Maritime Academywhere he teaches navigation, seamanship and BridgeResource Management. Parrott now holds a 1,600 tonocean master for motor, steam and sail, as well as a Second

Bridge Resource Management

Small Vessels & Teams of One

The small figure on the bowof this barge is relayinginformation back to theobscured wheelhouse and isa critical “bridge” resource.Good captains and mates useall resources available andkeep the lines of communica-tion open.

Photo by John Watson

Mate unlimited license.An underlying premise of Bridge

Resource Management (BRM) is thatmariners are fallible in ways that areunrelated to technical ability.Furthermore, even people of greatexperience are vulnerable to humanerror in predictable ways. Study afterstudy has confirmed that between75% and 90% of maritime accidentsare caused in part or entirely byhuman factors, making BRM centralto any effort to improve human per-formance on the water. More and bet-ter equipment is always in thepipeline, but it is clear that technolo-gy is not the whole answer. BRM isnot the whole answer either, but justas we cannot expect people to becompetent navigators if they havenever been shown how to navigate,we cannot expect people to be alert tothe patterns of human error if noeffort has been made to explain them.This is where BRM comes in. Ofcourse, the best training in the worldis worthless if it is not applied.

SMALL SHIP BRMThe mission of “Bridge Resource

Management for Small Ships,” is topresent BRM principles in the con-text of small ships, boats, or vessels.BRM on smaller vessels has a differ-ent look and feel from deep sea mer-chant ships and other types of vessels.This becomes evident as we explorethe meanings of the bridge, theresources, and the management ofthem. Technically speaking, a smallvessel is under 1,600 gross tons/3,000international tons, sometimesreferred to as limited-tonnage vessels.Regulatory cutoffs based on vesselsize are notoriously awkward, makingsmall ships an imperfect term.Accuracy suffers from generalities,

but sometimes we have to tolerate afew. The main point is to re-examinethe well-established components ofBRM using case studies, terminology,regulatory and operating realities thatcome from the limited tonnageworld.

THE BRIDGE

BRM is traditionally focused onmaintaining ironclad navigationalcontrol, with an emphasis on busy orconfined waters. The basic idea is thata vessel should never be anywhere it


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isn’t supposed to be, and mariners are responsible for see-ing to that. In the world of small ships the bridge mightbe a wheelhouse, pilothouse, nav station, helm station or,yes, sometimes the bridge. On a sailing vessel it might beany of those, as well as the quarterdeck or the cockpit. Theconfines of a small wheelhouse may be such that a secondperson is almost a nuisance, even when trying to be help-ful. In such cases, the solo watchkeeper is the center of thewheelhouse universe, with all the tools arrayed within easyreach. Yet we also have megayachts, oceangoing tugs,research vessels, ferries, and offshore supply vessels thatrival the largest vessels in sophistication, and are equippedwith ergonomically designed bridges to facilitate teamoperations. But in reality, a lot of small-ship bridges aremodels of inconvenience: radar sets that require the oper-ator to face in a direction other than forward, thus invit-ing disorientation; insufficient space to lay out an entirechart; laptop screens cluttered with multiple functionswith an electronic chart running somewhere beneath;depth-sounders the operator cannot view from any natu-ral position; noise, vibration, lousy visibility; do-it-your-

self installations; and other limitations that just seem tocome with the territory. The bridge of a small vessel is any-thing but standard.

THE RESOURCES

Resources are anything that can help get the job done.They are commonly considered to include information,equipment, and people. Mariners use equipment and peo-ple to get information, but information also comes fromcountless conventional and unconventional sources: regu-lations, passage plans, stability letters, standardized proce-dures, recommendations, the look of the sky, local knowl-edge, radio chatter, and the running lights of an approach-ing vessel. Mariners use this information to create andmaintain situational awareness, an accurate interpretationof what is happening around them. Resources may be shipbased, like a spotlight used to pick out day marks, or theymay be external, like a weather report or a traffic update.Equipment on small vessels varies as much as the vesselsthemselves and the work that they do. A fast ferry may runtwin gyrocompasses feeding an integrated bridge

40 MN July 2011

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42 MN July 2011

equipped with dual ARPAs and ECDIS consoles, as wellas night vision apparatus for a bridge team of four.Another small vessel may have little more than an unsta-bilized radar and a magnetic compass that hasn’t beenadjusted in years. People are the most versatile resourcebut also perhaps the most inconsistent. People have aunique capacity to gather information from any source,including personal experience, and use it to make freshdecisions. People, especially those on boats, are great prob-lem solvers. But they possess different strengths and weak-nesses, and in different measures. Even the same personisn’t the same every day. People miscalculate, get tired,become distracted, or chafe at one another. They growcomplacent, bored, and their minds wander. People aremagnificent resources but they are far from perfect. Themost important people from a BRM standpoint are thecrew but other human resources include shoreside person-nel, bridge tenders, lock tenders, pilots, VTS, and, ofcourse, the person in the wheelhouse of an oncoming ves-sel. Frequently, a so-called bridge team isn’t even on theso-called bridge, as when a deckhand is a thousand feetahead, out on the front of a barge with a radio, relayingdistances back to the mate as the tow gingerly enters alock, or when an AB pilots a tow across a busy harborbecause the view from the wheelhouse is obscured by astack of containers. Sometimes the crew structure on smallships allows for a bona fide bridge team, with duties dis-tributed among two or more people. Yet in much of thesmall vessel industry, talk of bridge teams is met withincredulity: “What team?” Under the two-watch system amate and captain may operate almost as co-captains, eachrunning the vessel for half the time. There may be a deck-hand somewhere chipping paint, cooking, cleaning, orwatching TV, but mostly it is a team-of-one.

In that situation, a watchkeeper must learn to view him-

or herself as a manager with multiple branches of respon-sibility leading back to the individual in charge. Areas ofresponsibility include navigation, collision avoidance,communications, ship handling, looking out, logkeeping,and associated decision making. These are all importantduties, so effective watchkeeping requires team-of-one tomanage time, allocate energy, and prioritize. It can behelpful for the solitary watchkeeper to think of these areasof responsibility as departments, with each departmentrequiring timely oversight. Rather than staring into thenight and reacting to whatever first grabs your attention,a team-of-one watchkeeper moves continuously fromdepartment to department, like a supervisor, checking onthe status of each area of concern. This is what the bestwatchkeepers do, and many seasoned watchkeepers haveevolved their own methodologies for maintaining a proac-tive posture through the watch. The team-of-one conceptreinforces the idea that monitoring is not passive, and thatall departments deserve attention sooner or later, even onquiet days. They say experience is the best teacher, andthat is true. But the acquisition of experience can be har-rowing. No one wants to serve as an example of what notto do, but it is one way that others learn. One of the mostuseful resources is the past, if we can remember it.Mistakes can be instructive, and nothing concentrates themind like a traumatic incident close to home, one you canpicture happening to you. “Bridge Resource Managementfor Small Ships,” makes use of over a dozen case studiesinvolving smaller vessels for their capacity to illuminateBRM principles and the consequences of seemingly minorhuman lapses.

MANAGEMENT

Resource management means resource maximizing —getting the best possible results from the available infor-

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Pictured are Captain Daniel S. Parrott, author of “BridgeResource Management for Small Ships” and the book cover, as

Published by International Marine/McGraw-Hill


mation, equipment, and people. Not all resources have thesame value in a given situation, therefore resource man-agement is a prioritizing function: sometimes collisionavoidance is more important than position fixing so weutilize our resources accordingly.

Sometimes a radio conversation is helpful, but othertimes it is a distraction, so we allocate effort accordingly.Managing resources entails verifying information by cross-referencing: does a GPS position agree with ranges andbearings? Is that buoy on station? Though the bridge ten-der has hailed you through, do your eyes tell you that thebridge is fully raised? Resource management involvesusing the right information source at the right time.Managing resources includes managing people — teams.Teams offer the ability to distribute workload, which, intheory, means a team can do more than an individualfunctioning alone. But if a team is poorly managed —with poor communication, ill-defined responsibilities,and uncoordinated efforts — it can actually make mattersworse. Occasionally we hear about how some aspect ofBRM doesn’t square with how things are done in the “real

world.” This is surely true on all types of vessels. But wemustn’t forget that the real world also includes insuranceclaims, admiralty court, death, injury and license suspen-sion. Sometimes BRM must be tailored to the way thingsare done, but other times the whole point is to change theway things are being done. Also, the real world changesunder our feet. Methods that are gospel at the outset of acareer may be history by the end. Just as the notion ofwhat constitutes a “safe” operation evolves, so does ourapproach to resource management. There will always beaccidents, even catastrophes. Mariners deal with a toughenvironment, and there are odds at work. Well-run vesselshave accidents and close calls; poorly run vessels havemore. Since human error plays such a large role in thisfact, it stands to reason that if you have a better under-standing of normal human fallibility, you can improveyour odds. Effective BRM cannot guarantee success, butwhen combined with the rest of our professional trainingand experience, BRM provides a wider horizon for seeinghow things can go wrong aboard, and how to defendagainst human error.

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44 MN July 2011

EBDG Integrates Well Equipment intothe Blue Tarpon

Seattle-based Elliott Bay Design Group, through itsNew Orleans office, was selected by Baker Hughes to pro-vide the owner's design of the Blue Tarpon, a state-of-the-art well stimulation vessel. EBDG was contracted to inte-grate Baker Hughes' stimulation equipment into a hullunder construction at North American Shipbuilding inLarose, La. The Blue Tarpon was delivered in Houston onJune 9. The Blue Tarpon offers fracturing, sand control,acidizing and pressure pumping operations with threeblenders. With one of the largest proppant and fluid car-rying capacities in the world, the vessel can perform com-plex, multiple-zone completions without traveling back toport for resupply. The 300-ft vessel, one of the world’slargest stimulation vessels and the seventh vessel in theBaker Hughes fleet, is USCG, ABS and SOLAS classed.The Blue Tarpon provides operators with redundancy onall key elements of the stimulation plant and incorporatesenhanced safety systems, as well as redundant back-upblending and pumping capabilities which have beeninstalled to reduce the risks associated with performingmultizone, high-rate, high-pressure completions. TheBlue Tarpon has a maximum pump rate of 80 barrels perminute, proppant capacity of 2.1 million pounds belowdeck, 750,000 pounds above deck and accommodationsfor up to 44 people. It is designed to perform round-the-clock operations in deepwater plays. The vessel’s 10 sepa-rate high-pressure pump units — housed in a fullyenclosed structure to protect the equipment from theenvironment — deliver up to 24,000 hydraulic hp andpump up to 32,000 lbs of proppant per minute. The BlueTarpon also features a DP-2 dynamic positioning systemwith twin bow thrusters and a stern thruster specificallydesigned to operate in the widest possible weather and seaconditions.

Tristan K: Powerful New Z-Tech TugRecently delivered to her owners Bay-Houston Towing

Co. of Galveston, Texas is the latest Z-Tech 7500 Classtug Tristan K. This new ship-handling/escort tug beganher maiden voyage on June 9, 2011 for the recently com-missioned LNG terminal in Cameron, La., where it willbe operated by G & H Towing. Tristan K was designed bynaval architects Robert Allan Ltd. of Vancouver, B.C.,with significant input from Mike Nigro, Vice President ofEngineering at G & H Towing and his team and is the 8thof this class of tugs for the same owner. Tristan K and itsrecently delivered sister tug Hercules are classed for bothharbor and coastal towing and for tanker escort duty.

Compared to the previous six Z-Tech 7500 tugs for thesame operator, Tristan K and Hercules are equipped witha different propulsion system and hawser winch.Propulsion comprises a pair of MTU 16V4000-M70diesel engines, each rated 2,240 kW at 2,000 rpm, drivinga Rolls-Royce US 255 Z-drive with a 2,800 mm diameterpropeller through a hollow, in-line shafting system. Thiscombination delivers a bollard pull of 73 tonnes ahead,and provides a free running speed in excess of 13 knots.

The main hawser winch is an electrically driven singledrum Model DESF-48 200HP winch supplied by MarkeyMachinery of Seattle, Wash. The winch has a line capaci-ty of 700 ft, nine-inch circumference synthetic line and aline pull of 456,275 lbs at a speed of 13 fpm or 2,850 lbsat 671 fpm. Electrical power is provided by a pair of JohnDeere 6081-AMGK75 gen-sets, each rated 185 kW. Thetwo fire pumps are each driven by independent fire pumpengines.

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SeaArk Delivers to Maryland PoliceSeaArk Marine, Inc. recently delivered a 36-ft patrol

boat to the Maryland Department of Natural ResourcesPolice in Stevensville, Md. The 3612-V Dauntless RamClass vessel is an addition to a similar SeaArk Dauntlesspatrol boat, and multiple Commander Ram Class patrolboats, previously ordered by the DNR Police through theGSA 1122 program. The vessel, Mattawoman, is taskedwith patrolling the Chesapeake Bay, Potomac River andsurrounding estuaries within the jurisdiction of theMaryland DNR. The Dauntless Class vessel is based on ahull designed by C. Raymond Hunt & Associates, ofBoston, Mass., and is constructed of all-welded marinegrade aluminum. The vessel features a deep-vee variabledeadrise hull that produces a smooth, dry and stable ride.The 36-ft vessel incorporates a four-man climate con-trolled pilot house. To facilitate extended patrols, crew

accommodations include electric/pneumatic seating, a fullgalley, V-berth and a marine head. Mission enhancementsconsist of a Furuno 1832 Radar, Garmin GPS/MAP 4212bundle, Hurley infra-red camera, ICOM radio and Wingfoam collar. The main propulsion engines are twinCummins 490 hp, QSC 8.3 inboard engines. Foronboard electrical service, a 9.0kW Kohler generator isprovided. Fully operational, the boat achieves a maximumspeed in excess of 31 knots.

Gladding-Hearn Ready for Wind FarmService Vessel Market

Gladding-Hearn Shipbuilding, Duclos Corporation,announced the availability of a new work boat for devel-opers and service providers of offshore wind farms in theU.S. The first Catamaran Wind Farm Service Vessel,designed by the shipyard’s high-speed ferry designer, IncatCrowther, and built by Lyme Boats in Exeter, England, isin service on the North Sea. The all-aluminum vesselmeasures 55.5 ft overall. Powered by twin diesel engines,each delivering 750 hp, the vessel’s loaded top speed isabout 27 knots.

“With about a dozen wind farms being planned alongthe East Coast and Great Lakes of the United States, weare now in a position to meet the service vessel needs ofthe construction crews and the technicians who will beworking on these projects,” said Gladding-HearnPresident Peter Duclos.

The 59 ft vessel, planned for operation in the U.S., isspecifically designed to meet the applicable U.S. CoastGuard requirements and interface with the wind farmpylons, allowing transfer of technicians and cargo fromthe bow, stern or alongside. The main deck has twin cargoareas, one aft and one on the foredeck. The aft cargo areahas space for a 10-ft container and capacity of 10 tonnes.

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The foredeck cargo area has capacity of four tonnes. Toenhance the vessel’s functional flexibility, it can accommo-date a variety of crane types and locations, a moon pooland a range of propulsion options, including waterjets orCP or fixed-pitch propellers. Service vessels of 72 ft and85.3 ft are also being planned.

1100 ImpactBCGP Unveils Newest Model

Brunswick Commercial and Government Products(BCGP) unveiled its newest model, the 1100 Impact.This 36-ft rigid hull inflatable boat (RHIB) is the firstmodel BCGP has powered with optional twin dieselCummins 5.9 inboard engines and dual Doen waterjets.The size of the 1100 Impact makes it well suited for crewtransport and other high-load capacity assignments. Itsdeep-V hull is designed to reduce hull and human fatigue

in a dominant sea state. Additionally, its inflatable Wingcollar provides quick recovery and lateral stability withoutadding significant weight. It also provides shock absorp-tion and fendering during boardings and other close con-tact maneuvers. This inaugural model is also outfittedwith optional shock mitigating seats designed by Shoxs foran additional level of crew comfort. Despite its bluewatercapabilities, the 1100 Impact is capable of inshore opera-tion, drawing only 18 inches in the twin jet configuration.

Lugger Tug from Alabama YardThe “Lugger” designation traces back to days when a

small handy coastal vessel often carried lug-rigged sails. Amodern day lugger, as used in the Gulf of Mexico, is stilla handy boat for working in near-shore waters. RodriguezBoat Builders designed and is constructing a version of thelugger in which a pair of Cummins Tier II compliantQSK19-M diesels turning four-blade stainless steel propshas replaced the lugsails for propulsion. The 67.5-ft by26-ft tug has a molded depth of 8.5 ft. Fitted with a pair

of Pullmaster M-30-86-51 25-ton electric deck winches,the model-bow tug can push a barge with the aid of a well-fendered bow-post. Typically this sort of vessel is used toservice production rigs in relatively shallow waters. Inaddition to barged cargo, the tug has tankage for 14,000gallons of fuel and 16,000 gallons of water.Accommodation for a crew of six is in the triple-deck aft-mounted house. Stan Cvitanovic, owner of the lugger tug,named the Pere C., will take delivery of the vessel follow-ing her completion at Rodriguez Boat Builders.

RAL First of Class Design AlaryamIrshad, a joint venture between ADNOC and Lamnalco,

have just taken delivery of their latest high-performanceterminal support/escort tug from Astilleros Balenciaga SA,of Zumaia, Spain. The Alaryam is the latest delivery of theRAstar Class escort tug designs from Robert Allan Ltd.,naval architects of Vancouver, BC. The design was thesubject of an extensive series of model testing to prove theconcept. Propulsion comprises a pair of Wärtsilä 8L26diesel engines, each rated 2,600 kW at 1,000 rpm, andeach driving a Wärtsilä model CS275 controllable pitch

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Z-drive unit. With this propulsionsystem, the vessel performance satis-fied all expectations, with a bollardpull of 84 tonnes and a free-runningspeed of 14.7 knots. This RAstar3600 Class vessel was designed toperform a wide range of tasks,including ship-handling, LNG andOil tanker escort, fire-fighting andoil spill response/recovery duties.

Kvichak Gets CoastGuard TPSB Contract

Kvichak Marine Industries, Inc., ofSeattle, Wash., was awarded a five-year contract by the U.S. CoastGuard for the construction of up to80 each Transportable Port SecurityBoats (TPSB). The all-aluminumvessels are operated by a crew of fourand include shock mitigating seats tominimize crew fatigue on extendedmissions. Ballistic Armor Protectionand up to four mounted weaponsprovide increased mission capabilityand crew safety during tactical opera-tions. The 32.8-ft vessels will bereplacing the Coast Guard’s currentaging fleet of smaller, outboard pow-ered fiberglass boats. Powered bytwin Yanmar 315 hp diesel engineswith Bravo 1-XR outdrives the TPSBcan maneuver in as little as two feetof water and can operate safely ineight-ft seas and up to 30 knots ofwind. Current orders have deliveriesbeginning in August with 30 unitsrequired by January 2012.

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Hornbeck Offshore AppointsRynd, Meyers to Board

Hornbeck Offshore Services, Inc.announced John T. Rynd and KevinO. Meyers, Ph.D. have been appoint-ed to its Board of Directors. In addi-tion, shareholders re-elected Todd M.Hornbeck and Patricia B. Melcher tothe Board. Since June 2008, Rynd hasserved as the CEO and President, andas a director, of Hercules Offshore,Inc. Dr. Meyers is a consultant with31 years of experience in the oil andgas industry and served as the SeniorVP, Exploration and Production –Americas of ConocoPhillips beforehis retirement in Dec. 2010.

Thomson Joins Fowler RodriquezValdes-Fauli

Fowler Rodriquez Valdes-Fauliannounced that former Assistant U.S.Attorney Peter Thomson has joinedthe firm as a partner and will lead itsmaritime criminal defense division.Thomson has 23 years of service withthe U.S. Department of Justice.

DeMasi Joins Gibbs & CoxGibbs & Cox, Inc., an independent

naval architecture and marine engi-neering firm, appointed FrankDeMasi to Deputy Director of itsGovernment Services Group. DeMasiis a retired Captain of the U.S. Navyand, prior to joining Gibbs & Cox,served ten years at SAIC as VP andDeputy Ops Manager of the DefenseEngineering and ManagementSolutions operation.

Bennett Joins Titan Jason Bennett joined Titan Salvage

as commercial director, reporting tocompany VP Rich Habib. Bennett isdomiciled in Titan's UK facility atNewhaven, East Sussex. Prior to join-ing Titan, Bennett spent 14 years atsea with the Royal Fleet Auxiliary andP&O Cruise Line, gaining hisMasters' ticket.

Kvichak Appoints Larsen Kvichak Marine Industries in

Seattle, Wash. appointed Mike Larsento its Quality Assurance (QA) depart-ment. Larsen will be responsible forthe QA plan for the TransportablePort Security Boat contract with theUSCG. Prior to joining Kvichak,Larsen was with AluminumChambered Boats in Bellingham,Wash. as a project manager.

Penray Welcomes CFO•McGonigle Tom McGonigle joined Penray as

the company’s Chief FinancialOfficer. Before joining Penray, Tomwas VP of Finance for PLZ HoldingCorp. based in Addison, Ill. He alsoheld the position of CFO atBridgeview Aerosol, LLC.

Hoddinott Titan’s Global Director,Marketing & Strategy

Titan Salvage appointed MarkHoddinott to global director, market-ing and strategy. He will operate outof Titan's UK facility at Newhaven,East Sussex, and will report to Titan'sVP Rich Habib. In 2007 Hoddinott

joined Titan as the managing directorof the company's European opera-tions.

Mortgu Regional AccountManager, ZF Marine

ZF Marine welcome Susan Mortguas the new account manager for theNortheast U.S. and Atlantic Canada.Mortgu is a graduate of Kings Point(USMMA) and is a certified projectmanager with over 10 years experi-ence in shipyard project managementincluding new construction, repairand refit.

ACL Launches First in TankerBarge Series

American Commercial Lines Inc.launched the first in a series of tankerbarges to be constructed at its Jeffboatmanufacturing facility through 2012to replace retiring fleet capacity. Thefirst of these barges, launched on May10, was a clean service tanker with acapacity of 30,000 barrels.

It includes a redesigned stainlesssteel piping system and a new radialrake design that will also be found onthe tankers the company plans tobuild over the next 20 months.

Great Lakes Shipyard OverhaulsRV Grayling

Great Lakes Shipyard of Cleveland,Ohio finished the five-year overhaulwork on the U.S. Geological SurveyResearch Vessels Grayling andSturgeon. Under a Fleet MaintenanceContract with the Great Lakes

PEOPLE & COMPANY NEWS

Meyers Rynd Thomson BennettDeMasi Larsen

Science Center, Ann Arbor, Mich. ofthe U.S. Geological Survey,Department of the Interior, theGrayling was drydocked and under-went a detailed inspection, cleaning,tune up, repair and modification. TheSturgeon also underwent cleaning,painting, inspection, repair and tuneup.

Some of the major work items onthe 1977-built, 75-ft Graylingincluded overhauling the generatorsand engines, painting the hull andrepairing the exhaust and propulsionsystems.

Kvichak Marine’s New CraneKvichak Marine Industries, of

Seattle, Wash. was a recipient of anAmerican Recovery andReinvestment Act (ARRA) smallshipyard grant awarded in August2009. The grant funded much of themajor equipment associated with thecompany’s new metal processingfacility, Flashmark Tech, whichopened earlier this year.

Another benefit of this grant is anew crane for their headquarters inSeattle, Wash. The crane is made byNorth Pacific Crane with a capacityof 35,000 lbs. The boom length is 31ft with a pedestal height of 15 ft. Thenew crane is located at Kvichak’sbulkhead along the Lake Washingtonship canal.

This will lower the costs of produc-tion, expedite sea trial processes andopen business to repair work.



McGonigle Mortgu

GeoShips Acquisition Will Lead to Doubling BSL StaffAberdeen-based SeaHold GeoShips Ltd announced the acquisition of

marine management services company Brooklyn Shipping Ltd (BSL). Theacquisition is expected to lead to BSL’s staff numbers more than doubling to80 this year and also contribute to a significant increase in GeoShips’ pre-tax earnings on its projected turnover of nearly $80m for 2012. Formed in2003, GeoShips has a focus on offshore renewable energy projects, whilealso being able to offer services in support of subsea oil and gas related proj-ects. Ellon based BSL was formed in 1983 and offers management ofdynamically positioned subsea operations support vessels.

Crowley-Managed Vessels ReceiveRescue Awards

Sixteen Crowley-managed vesselswere honored with U.S. Coast GuardAutomated Mutual-Assistance VesselRescue System (AMVER) awards inrecognition of their voluntary rescueservices to people aboard vessels indistress in 2010. Crowley received therecognition from Congressman FrankLoBiondo, Chairman of the HouseSubcommittee on the USCG andMaritime Transportation, andAdmiral Robert Papp, Commandantof the USCG, during a dinner inWashington, D.C. The 16 Crowley-managed vessels that received theawards include the Endurance,Guardian, Sea Prince, Sinuk,Stalwart, Charleston Express,Philadelphia Express, St. LouisExpress, Washington Express,Yorktown Express, Blue Ridge, CoastRange, Courage, Pelican State,Resolve and the Sunshine State.

The genesis of the USCG'sAMVER system, a computer-basedvoluntary global ship reporting sys-tem used worldwide by search andrescue authorities to arrange for assis-tance to persons in distress at sea, isrooted in the Titanic disaster of 1912.Ships passing within sight of the ill-fated passenger liner were unaware

that it had hit an iceberg and wassinking. However, the idea of a shipreporting system that could identifyother ships in the area of a ship in dis-tress, which could then be sent to itsassistance, would not become a reali-ty until the advent of computer tech-nology.

JMS Acquires Research VesselDesign Firm

JMS Naval Architects & SalvageEngineers has acquired Roger LongMarine Architecture Inc. (RLMA).The acquisition includes exclusiverights to RLMA’s Challenger class fastresearch vessels. Roger Long, RLMA’sfounder and principal designer, willbecome a senior design consultant toJMS’ research vessel design projects.JMS and Roger Long have collaborat-ed on several projects in the past. TheRV Gulf Challenger was designed andbuilt in 1993 for the University ofNew Hampshire and demonstrated

that a small, fast research vessel canoffer slow-speed efficiency and com-fort equal to or better than heavierdisplacement vessels. Follow-on ves-sels in this series include the RV FaySlover selected as one of the 10 mostsignificant vessels of the year byAmerican Ship Review, the RV Tiogaowned by Woods HoleOceanographic Institution, and mostrecently the 81-ft RV Rachel Carsonlaunched in 2008 and owned by theUniversity of Maryland. With a pairof 1,200 hp jet outdrives, the RVRachel Carson cruises at 24 knotsallowing researchers more time onstation and less time in transit, result-ing in significant savings in time andoperational costs.

Ingram Barge Co. Honored forClean Diesel Technology

Ingram Barge Company receivedthe Southeast Diesel CollaborativeLeadership Award for its environmen-tal sustainability efforts utilizingadvanced clean diesel technology ontowboats operating on the inlandriver system. The awards wereannounced at the Collaborative’ssixth annual Partners Meeting involv-ing the U.S. EnvironmentalProtection Agency and other federal,state and local government agencies,


50 MN July 2011

Steelways Launches Ferry LandingSteelways Inc. of Newburgh, N.Y.

recently completed construction of a35-ft by 75-ft barge anchored with fourspud piles for the North WilliamsburgFerry Landing. The project includedinstallation of two bowloader rampsand a gangway to the existing pier aswell as installation of four monopoleswith donut fenders.

non-profits and industry organiza-tions. Ingram’s partners in the currenteffort include the Mississippi RiverCorridor-Tennessee, the projectsponsor, which works on economicdevelopment and land and wildlifepreservation in the six West Tennesseecounties that border the MississippiRiver. Other partners areEnvironmental Solutions WorldwideInc. and Alfa Laval, manufacturers ofthe ESW XtrmCat TM DOC Kitthat is used on Ingram vessels, andEMISSTAR LLC, the emissions con-sulting services firm. In November,Emisstar reported emission reduc-tions from Ingram’s use of the DOCKit equipment ranging from 20 to60% with no effect on engine per-formance and fuel economy. TheSoutheast Diesel Collaborative is apublic-private partnership composedof stakeholders from Alabama,Florida, Georgia, Kentucky,Mississippi, North Carolina, SouthCarolina and Tennessee.

Tesoro Recognizes Crowley'sWest Coast Harbor Ops

In recognition of Crowley MaritimeCorporation's safe harbor ship assistand tanker escort operations on theWest Coast, Tesoro MaritimeCompany honored Crowley's harborservices team with safe work awards,one for each of the past four years,during a ceremony in Crowley'sSeattle office. Crowley's AndrewGauthier, port captain; ScottHoggarth, general manager of harborship assist and tanker escort services;and tug crewmembers Abe Gueller,Tom File and Chuck Klausmeier werepresent to accept the awards fromCaptain Tim Plummer, vice presidentof Tesoro Maritime.

Crowley has been Tesoro's primarytug provider since 2007. That year,the Crowley-operated tug Vigilant,stationed in Cook Inlet, Alaska waschartered to Tesoro to provide shipassist and escort services for Tesoro-operated tankers moving in and out

of the Tesoro Refinery dock inNikiski, Alaska.

VGP Training Software for InlandVessels

MARPOL Training Institute, aCalifornia-based training and con-sulting company specializing in com-puter-based software for maritimepollution abatement, and CampbellTransportation Company, a marinetransportation company, have devel-oped an inland version of NPDESTraining for Vessel Crewmembers(NTV). This comprehensive comput-er-based training software package,called INTV, covers the U.S. EPA’sNational Pollutant DischargeElimination System (NPDES) VesselGeneral Permit (VGP) for dischargesincidental to the normal operation ofcommercial vessels and complies withthe Best Management Practices forTowing Vessels & Barges developedby the American WaterwaysOperators.



PRODUCTS

Marlow Ropes Launches OceanusMarlow Ropes is returning

to the marine and offshoresector with the launch ofOceanus, designed specifical-ly for use in winch applica-tions. Oceanus is an UltraHigh Modulus Polyethylene(UHMPE) core dependent, covered rope ideal for useon all types of winches, especially those where abrasionand friction are an issue. Manufactured and pre-spliced toexact lengths and specification, the 12-Strand UHMPEcore can be made from Dyneema SK75 for high strength,SK78 for high strength and minimal creep or SK90 forsuper high strength.

www.marlowropes.com

Endura 12, Reengineered & RemasteredNew England Ropes has reconstructed the Endura

12 and introduced the STS-12, a 100% HMPE fiber ropecharacterized by extremelyhigh tensile strength and ultralow elongation. The rope fea-tures a Marine-Tech coatingto enhance its durability.Applications include slingsand winch lines, replacementfor steel cable, helicopter lifting lines, undergroundpulling lines and tug boat tow lines.

www.neropes.com

FibreMax Selects Delta for DistributionDelta Rigging & Tools has been appointed as the distri-

bution and service representa-tive for FibreMax in the U.S.FibreMax, based in TheNetherlands, specializes inlightweight precision cablesproduced with EndlessWinding technology, a com-pletely automated process ofcontinuous winding of parallel strands of fibres aroundtwo end fittings until the right cable strength or requiredcable stretch has been reached. By maintaining a constantand equal tension (with an accuracy of 0.1%) in all fiberstrands during the winding process, an efficiency of morethan 80% on the used fibers is reached.

www.deltarigging.com

Trustan Technologies Custom Splices Dyneema LineTruston Technologies, Inc.

provides custom splicing ofDyneema lines manufacturedby Samson Rope. Dyneema’sfloating lines offer benefitsincluding the same strength aswire rope of equal size; resist-ance to abrasion, flex-fatigueand reduced risk of injury by failure; lightweight enoughfor easy handling; and no risk of metal splinters. Dyneemalines are offered in different constructions and sizes to per-form all traditional wire rope and fiber rope applications.

www.truston.us/rope_rigging/

Cortland’s Plasma Rope in Large Diameter SizesCortland’s Puget Sound Rope brand of patented Plasma

HMPE (High Modulus PolyEthylene) rope is now avail-able in expanded diameter sizeranges, up to 25-inch circum-ference, 4,922,000 lbs MBL.The 12 strand braided con-struction of this synthetic fiberrope results in an extremelystrong and durable, yet light-weight (floating) strengthmember. Plasma rope is mostpopular in working applica-tions such as tug winch lines, pendants, vessel mooringlines, offshore lifting and installation applications anddeepwater lifting and lowering lines.

www.cortlandcompany.com

Samson ETOP Vulcan Recognized InternationallyA finalist in the Seatrade Awards, Samson’s synthetic

emergency tow-off pendant (ETOP) Vulcan provides ameans of towing a ship awayfrom the dock in the event of afire without the use of wirerope. The patented syntheticETOP is made of Technorafiber in conjuction with a pro-prietary fire-resistant coating.The combination results in arope that meets OCIMF breaking strength recommenda-tions after exposure to flames and a high-temperatureenvironment.

www.samsonrope.com

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52 MN July 2011


Markey Engineers New A&R WinchesMarkey Machinery intro-

duced its new line ofAbandonment and Recovery(A&R) winches suited for oilfield services such as mainte-nance, repair and decommis-sioning. Markey’s type DEPS-76AR is a single drum, direct-pull type winch with level winddesigned to work 3,300 meters of 4-3/4 inch diameterwire rope. Redundant vector-motors developing 1,750 hpturn the drum through an induction hardened helicaltransmission. AC-variable frequency drives produceretrieval speeds of 32 m/minute. Markey’s automatic ren-der/recover controls tame peak loads while pulling in450Tm over cable weight.

www.MarkeyMachinery.com

Cargotec Supplies MacGregor Anchor-Handling Systems

Cargotec won a contract tosupply two sets of MacGregoranchor-handling systems for two12,000 bhp anchor-handlingtug/supply/oil recovery vesselsunder construction at a Chineseshipyard for a Singaporeanowner. The anchor-handlingequipment is scheduled fordelivery at the end of 2011.

www.cargotec.com

JRC’s New JMA-3300 All-in-One LCD RadarJapan Radio Co. has introduced the JMA-3300 series

radar. The new all-in-one radar features a bonded,ultra bright LCD and is backlitby white LED’s giving 1,000candelas of brightness. JRC’ssecond generation automaticradar plotting aid, MARPA+,is included as standard, as isthe company’s own 50 vesselAIS search function DirecTrak.Antenna arrangements go froma 4kW radome to 6kW and 10kW pedestals with anten-nas from two to six ft.

www.jrc.co.jp

Volvo Penta Launches Marine Diesel EengineVolvo Penta has just launched

its D13 MH for medium- andheavy-duty marine commercialapplications. According to thecompany, this 13-liter dieselengine combines exceptionaldurability, low fuel consumptionand minimal emissions. D13 MH is available in five mod-els with outputs from 400 to 600 hp. The engine isdesigned for high torque to facilitate maneuvering andfeatures a rigid block design, wet liners, rear-end trans-mission, ladder frame, and single cylinder head with over-head camshaft.

www.volvo.com

Intellian Develops New Communications SystemIntellian Technologies has recently

launched the v60G VSAT communi-cations antenna system, which fea-tures gyro-free operation. The 60 cm,3-axis system is designed for smallervessels with space constraints, and isintended for use in mission criticaloperations, such as surveillance, ves-sel monitoring, and Voice Over Internet Protocol (VOIP)communication. All these applications require uninter-rupted broadband connectivity, which Intellian aims toprovide. The v60G, introduced to the market at the endof last year, was displayed at this year’s Norshipping..

www.intelliantech.com

OMEGA Introduces Universal Remote I/O ModulesOmega’s new HE359 series is a

universal remote I/O module. Itconnects via 2-wire RS485Modbus RTU to anyProgrammable Logic Controller(PLC). A total of 31 I/O Moduleshave been designed to be Daisy-Chained on a single RS485 link.Available I/O modules include digital in, relay out, analogin, analog out, RTD, and thermocouple. The module isintended for use in remote temperature and pressuremeasurement, particularly in the water treatment, agricul-ture and automotive industries.

www.omega.com

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54 MN July 2011

Appleton Marine, Inc.3030 E. Pershing St.Appleton, WI 54911 www.appletonmarine.com Shea Nimockstel: 9207385432fax: 9207385435email: [email protected]: Manufacturer of cranes, winches, windlass-es, capstans, hose reels and custom designedmarine equipmentProducts: Cranes, winches, windlasses, capstans,hose reels and custom designed marine equip-ment

Charleston's Rigging & MarineHardware1304 Meeting St.Charleston, S.C. 29405www.charlestonsrigging.comtel: 800-742-6703fax: 843-723-5859email: [email protected]: Manufacturer & distributor of industrialwinches, utility winches, barge & towboat winches& marine winches including deck barge winches &weld on winches. Equipment rental, load testing,crane designing, crane installation, crane inspec-tion, crane repairing, rigging inspection, sling & rig-ging fabrication, lifting, rigging workshops & train-ing, assembling, wire rope fabrication & proof test-ing services are available

Consolidated Cordage Corp.744 Periwinkle St.Boca Raton, FL 33486www.consolidatedcordage.comtel: 561-347-7247, 800-348-7247fax: 561-394-0380email: [email protected]: Manufacturer of rope, cord, braids, netting,twines, narrow fabrics, custom assemblies 1/64 in.-6 in. diameter 1/8 in.-60 in. wide, including mooringand tow lines; QSL certified, meets military & ISO9000 standards

Consolidated Rigging & MarineSupply4700 N. Pearl St.Jacksonville, FL 32006www.consolidatedrigging.comtel: 800-445-8965fax: 904-765-2056email: [email protected]: Consolidated Rigging & Marine Supplyoffers one of the largest selections of rigging prod-ucts in the Southeast, providing rigging servicessuch as crane, chain falls, com-a-longs, heavymachinery and equipment moving, ship completedockside and test weights

Cortland Puget Sound Rope1012 - 2nd St.Anacortes, WA 98221www.psrope.comtel: 360-293-8488fax: 360-293-8480email: [email protected]: Synthetic rope manufacturerProducts: Winch ropes, hawsers, mooring lines,working lines, ship assist lines

Cross Group, Inc.1950 South Van Ave.Houma, LA 70363www.thecrossgroup.comtel: 985-868-3906fax: 985-868-3909Descr: Distributor of hydraulic winches for subsea,marine, industrial, barge & towboat applications;Winches are available in single & double drumconfigurations with 25 ton to 80 ton line pull capac-ity; Used winches are also available; Brand namesinclude Intercon, Samson, HBL, Lucker, Skagit

David Round, Inc.32405 Aurora Rd.Solon, OH 44139www.davidround.comtel: 800-535-2725, 440-248-4700fax: 440-248-8544email: [email protected]: Manufacturer of marine & subsea winchesconstructed from marine grade components suchas NEMA 4 or 4X components & optional levelwinders; Winches are available in single linecapacities from 0.5 tons to 100 tons; Featuresinclude cable drums sized to meet the rope stor-age requirements, modular sealed gear sets forspeeds from 1 fpm to 150 fpm, free-spooling drumclutches & powered level winders for winches;Marine & subsea winches can be built to meet mili-tary specs

Delta Rigging and Tools2333 Minnis Dr. Ste. AHaltom City, TX 76117www.deltarigging.comtel: 817-589-6001fax: 817-439-7218Descr: Delta Rigging and Tools, Inc consists ofseveral companies — Industrial Hoist Services,Delta Wire Rope, American Sling, B&H Air Tools,Port Rentals, Coastal Wire Rope, Kelly Wire Ropeand D & M Wire Rope — which have united undera new banner

J.K. Fabrication, Inc.3101 W. Commodore WaySeattle, WA 98199www.jkfabrication.comtel: 206-297-7400fax: 206-297-1300email: [email protected]: Fabricator of a wide variety of marinewinches; Features include galvanized or stainlesssteel construction, oil bath chain drive, positivestop dog; Supplied valve has power-in, power-out,freewheel & neutral positions; Specificationsinclude full drum line pull ranging from 510 to15,000 lbs

JonRie InterTech LLC982 Whispering Oak CircleManahawkin, NJ 08050www.marinewinch.comtel: 609-978-3523fax: 609-978-4959email: [email protected]: Designer, manufacture and start-up ofmarine winch systemsProducts: Marine capstans, consulting engineersor designers, electric control systems, marine deckequipment, winch drive systems, hydraulic equip

ment or systems, hydraulic power units, hydraulicunits, slat spare parts, inspection services, testing,winches, hydraulic drives

Markey Machinery7266 8th Ave.South Seattle, WA 98108www.markeymachinery.comtel: 800-637-3430fax: 206-623-9839email: [email protected]: Markey Machinery Company designs andmanufactures high quality custom deck machineryfor workboat, scientific and dockside applications

Lantec Winch & Gear, Inc.5827 Production WayLangley, British Columbia V3A 4N5Canadawww.team-twg.comtel: 604-530-0737fax: 604-530-2889email: [email protected]: Custom manufacturer of winches includingbarge & towboat, electric, heavy duty, lifting,hydraulic, material handling, power driven & pulling& hauling winches

Marine & Mainland, The CraneServices Inc.11981 A. Spencer Road (FM 529)Houston, TX 77041www.marinemainland.comtel: 713-896-1115fax: 713-896-7575email: [email protected]: Specializing In marine, offshore & ship-board crane inspection, repairs, refurbishment,preventative maintenance & load testing;Significant inventory of hydraulic winches, cylin-ders, gearboxes, pumps, motors, valves; Boomsections available for most U.S.-made offshorecranes.

New England Ropes848 Airport RoadFall River, MA 02720-4735www.neropes.comtel: 800-333-6679fax: 800-647-6731email: [email protected]: New England Ropes’ marine design andconstruction are derived from a century of com-bined engineering and manufacturing experience

Northeast Industrial and MarineEquipment661 Route 9Cape May, N.J. 08204www.northeastindustrialnj.comtel: 800-884-3152email: [email protected]: Custom manufacturer of subsea winchesfor marine applications including worm gear &planetary winches; Winches are available with8,000 to 30,000 lbs line pull, 7.5 inch to 11.5 inchdrum & 9 W to 14 W power; Winches are alsoavailable with motors & brakes

Oil States Skagit SMATCO, LLC1180 Mulberry Rd.

DIRECTORY: WINCHES & ROPES

DIRECTORY: WINCHES & ROPES


Houma, LA 70363www.oilstates.comtel: 713-510-2200fax: 713-510-2307email: [email protected]: Provider of offshore equipment and servic-es for the marine and offshore industries in design,manufacture and refurbishmentProducts: Skagit winches & mooring systems,Skagit hoists, fairleaders & chain stoppers, SMAT-CO anchor handling & towing winches, tuggers &stern rollers, Nautilus marine cranes

Orion Ropeworks, Inc.953 Benton Ave.Winslow, ME 04901www.orionropeworks.comtel: 207-877-2224, 888-537-7673fax: 888-412-7763email: [email protected]: Manufacturer of rope in co-polymer, nylon,polyester, polypropylene & combination fibers;Twisted rope constructions from 1/8 inch to 4 inch-es, 8-strand plaited rope from 1 1/2 inch to 3 inch& double braid from 1/4 inch to 2 inches in diame-ter

Phillystran, Inc.151 Commerce Dr.Montgomeryville, PA 18936-9628www.phillystran.com tel: 215-368-6611fax: 215-362-7956email: [email protected]: Custom manufacturer of ropes includingsynthetic, plastic & nylon ropes; Other types ofropes include aramid fiber, boat, braided, drilling,military specification, guy, hawser laid, high per-formance, hoisting, Kevlar, polyester, polyethylene,Spectra, stranded, twisted, Vectran & Zylon

Puget Sound Rope1012 Second St.Anacortes, WA 98221tel: 360-293-8488fax: 360-293-8480email: [email protected]: Puget Sound Rope is a manufacturer ofhigh performance braided ropes in sizes up to 24-in. circ. and strengths in excess of 4,000,000 lbsProducts: Manufacturing of single and doublebraided ropes, splicing and fabrication of special-ized rope assemblies and slings

PulliftP.O. Box 39296Solon, OH 44139www.pulliftwinches.comtel: 440-439-1818fax: 440-439-9080email: [email protected]: Manufacturer of industrial winches & marinewinches; inches have enclosed motors that arereversible rotary vane design for smooth shocklessstarts & positive load control; motors can be stalledor overloaded without damage & torque control isaccomplished by adjusting air flow of main airpower supply to motors

Pullmaster Winch Corp.8247 130th St.Surrey, British Columbia V3W 7X4Canadawww.team-twg.com

tel: 604-594-4444fax: 604-591-7332Descr: ISO 9001:2000 certified custom manufac-turer of rapid reserve winches available in variousmodels for marine applications; Features of rapidreserve winches include optional hydraulic motors,stainless steel drum seal surfaces & hydraulicallyreleased brakes with unidirectional sprag clutches

Rapp Hydema U.S., Inc.4433 27th Ave W.Seattle, WA 98199www.rappmarine.comtel: 206-286-8162fax: 206-286-3084email: [email protected]: For a 100 years the Rapp Marine Groupsuccessively has developed new generations ofadvanced machinery and equipment for the marineand offshore oil industries world-wide

Reel-O-Matic By Reel-Neat Systems,6408 S. Eastern Ave.P.O. Box 95309Oklahoma City, OK 73143www.reelomaticcatalog.comtel: 888-873-4000, 405-672-0000fax: 405-672-7200email: [email protected]: Manufacturer of power reel stand winchesincluding barge & towboat, hydraulic, paralleling &subsea for marine & land applications; Featuresinclude capacities from 100 lbs to 60,000 lbs &mechanical, SCR, tension controlled & hydraulicdrive systems are available

Ronstan International, Inc.45 High Point Ave, Suite 2Portsmouth, RI 02871www.ronstanmarine.comtel: 401-293-0539fax: 401-293-0538email: [email protected]: Distributor of FSE Robline Teufelbergerrope including braided rope, single braid & doublebraid for marine & industrial applications; Nylon,polyester, Spectra, Dyneema, Vectran, 16 strand12 Plait, 8 Plait & 3 strand twisted nylon & poly-ester rope; High density polyester & aramid coversprovides ultra violet (UV) & abrasion resistance;Floating rope, polyester & Dyneema whippingtwine & Zylon also available

Samson Rope2090 Thornton Street, Ferndale, WA 98248tel: 360-384-4669 • fax: 360-384-0527 www.samsonrope.comSamson continues to push the leading edge inrope technology. The company's unwavering com-mitment to research, development, and a uniquepackage of field engineering and after-sale supportservices has resulted in stronger and more durableproducts for a diverse range of commercial andrecreational users. Samson’s marine products suchas mooring, barge, dredge and tug lines are usedto tow and secure vessels throughout the world.Recreational boaters everywhere utilize the com-pany's anchor and dock lines. Running rigging forsailors is available in both recreational and com-petitive grades. Samson's commercial fishing products include netlines, purse lines, trawl lines, andcrab ropes.

Samco Sales, Inc.7444 Calhoun Rd.Houston, TX 77033www.samcosales.comtel: 800-237-2051fax: 713-733-5923email: [email protected]: Manufacturer of standard & custom winch-es for the marine industry; Available in brake & nobrake types with 800 to 1600 lb capacities

Superior-Lidgerwood-MundyCorporation302 Grand AveSuperior, WI 54880 www.lidgerwood.com Sean Tenerellitel: 715-394-4444fax: 715-394-6199email: [email protected]: Commercial and Navy deck machineryProducts: Winch, hoist, capstan, tow haulage

Timberland Equipment Ltd.P.O. Box 490, 459 Industrial Ave.Woodstock, Ontario N4S 7Z2Canadawww.timberland.on.catel: 519-537-6262fax: 519-539-5853email: [email protected]: ISO 9001:2000 certified custom manufac-turer of winches including wall winches, subseawinches, marine winches & industrial winches formaterial handling applications; escort & ship assistwinches, towing winches, Almon Johnson automat-ic towing machines, anchor mooring winches,Riser Messenger winches, hose reels & hawsersystems, chain stoppers/jacks, anchor windlasses,cable laying equipment, fairleads, A-frames & der-ricks, dredging winches & equipment

TTS Marine6555 N. Powerline Road, #410Fort Lauderdale, FL 33309 www.ttsgroup.comReno Mastrocolatel: 954-493-6405fax: 954-493-6409email: [email protected]: Innovative OEM systems for marine andoffshoreProducts: Anchor/mooring winches, chain stop-pers, winch bollards, offshore winches, craneshatch covers, cargo ramps & doors

Tulsa Power, LLC913 N. Wheeling Ave.Tulsa, OK 74110hwww.tulsapower.comtel: 866-417-5099fax: 918-584-3421email: [email protected]: Manufacturer of standard & custom machin-ery & equipment for material-handling applications;Machinery includes tensioners/hauloff capstans,oceanographic winches

56 MN July 2011

Costa Rica Coast GuardRepowers

Built by Swift Ships of MorganCity, La. in 1978, the GuardacostasCosta Rica patrol boat, Punta Burica,was recently been repowered. Afterthree decades of work, the boat, likeothers in her class, remains a valuableasset to the coast guard. The forceowns several vessels of this class. Inthe first of what could become anongoing project, the Punta Burica hasbeen repowered with a pair of newCummins QSK19-M engines replac-ing a pair of MTUs. These IMO andEPA Tier II compliant engines areequipped with modular common railfuel systems. In this patrol boat appli-cation the 19-litre engines will each

deliver 800 hp at 2,100 rpm with amedium continuous duty rating. Theengines turn three-blade 30-inch by34-inch propellers through ZF665gears with 2:1 reduction. The alu-minum vessel is fitted out to carry acrew of eight to ten people. Tankageis provided for 1,500 gallons of fueland 500 gallons of water. The newengines will give the Punta Burica apatrol speed of 20 knots.

MTU Detroit DieselChanges Name

MTU Detroit Diesel Inc.announced a name change toTognum America Inc. TognumAmerica, like MTU Detroit Dieselbefore, is a subsidiary of theGermany-based Tognum Group andis responsible for the sales and serviceof MTU engines and MTU OnsiteEnergy distributed energy systems inNorth and Latin America. TognumAmerica has offices in Detroit;Houston; Washington DC; SanLeandro, Calif.; St. Rose, La.; Miami,Fla.; and Mankato, Minn. The com-pany also operates two productionfacilities: one in Mankato, Minn. fordiesel and gas-based generator sets.


Offshore Rig Day RatesFloating Rigs Rig Type Rigs Working Total Rig Fleet Average Day RateDrillship < 4000' WD 4 rigs 8 rigs $241,000.00Drillship 4000'+ WD 44 rigs 59 rigs $464,000.00Semisub < 1500' WD 11 rigs 18 rigs $249,000.00Semisub 1500'+ WD 64 rigs 86 rigs $291,000.00Semisub 4000'+ WD 82 rigs 101 rigs $419,000.000

Jackup Rigs Rig Type Rigs Working Total Rig Fleet Average Day RateJackup IC < 250' WD 31 rigs 53 rigs $71,000Jackup IC 250' WD 37 rigs 64 rigs $85,00Jackup IC 300' WD 84 rigs 128 rigs $94,000Jackup IC 300'+ WD 115 rigs 153 rigs $140,000Jackup IS < 250' WD 5 rigs 7 rigs —Jackup IS 250' WD 8 rigs 10 rigs $137,000Jackup IS 300' WD 2 rigs 5 rigs $60,000Jackup IS 300'+ WD 1 rigs 3 rigs $55,000Jackup MC < 200' WD 0 rigs 12 rigs $0Jackup MC 200'+ WD 11 rigs 28 rigs $49,000Jackup MS < 200' WD 2 rigs 2 rigs —Jackup MS 200'+ WD 4 rigs 19 rigs $72,000

Other Offshore Rigs Rig Type Rigs Working Total Rig Fleet Average Day RateDrill Barge < 150' WD 18 rigs 39 rigs —Drill Barge 150'+ WD 6 rigs 9 rigs —Inland Barge 37 rigs 75 rigs 39,000Platform Rig 146 rigs 250 rigs $42000Submersible 0 rigs 6 rigs —Tender 22 rigs 32 rigs $133,000

Source: Rigzone

Offshore Rig Fleet by Region

Region % No.

Africa – West 80.6% (50/62)Asia – SouthEast 71.3% (67/94)Europe - North Sea 90.8% (69/76)Mediterranean 61.9% (13/21)MidEast - Persian Gulf 71.0% (66/93)N. America – Mexico 78.1% (25/32)N. America - US GOM 74.7% (56/75)S. America – Brazil 86.6% (58/67)

Source: Rigzone

Offshore Rig Utilization by Type

Type % No.

Drill Barge 80.0% (8/10)Drillship 72.1% (44/61)Jackup 75.8% (275/363)Semisub 82.9% (145/175)Tender 75.9% (22/29)

Source: Rigzone

Bunker FuelPort IFO 380 IFO 180 MGO Del. DateCorpus Christi 675.00 700.00 1000 W 2011-07-01Houston 634.00 675.00 955.00 W 2011-07-01

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

Port IFO380 IFO180 MGO MDO Barge UpdatedNew York 655.50 685.50 985.00 987.50 $7.50 June 30Houston 635.00 675.00 Pending 961.00 $7.00 July 1Los Angeles 668.00 690.00 — Pending $5.80 July 1

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

TSA SurchargeWest CoastDate $/MT ch/$ ch/%June 27 639.50 -16.00 -2.4June 20 655.50 -20.00 -3.0June 13 675.50 +11.00 +1.7June 6 664.50 +15.50 +2.4May 30 649.00 +7.00 +1.1May 23 642.00 -11.00 -1.7May 16 653.00 -12.50 -1.9May 9 665.50 -23.50 -3.4May 2 689.00 -2.00 -0.3Apr 25 691.00 -1.50 -0.2Apr 18 692.50 -9.50 -1.4Apr 11 702.00 +3.50 +0.5Apr 4 698.50 +31.50 +4.7

East CoastDate $/MT ch/$ ch/%June 27 639.50 -12.00 -1.8June 20 651.50 -38.00 -5.5June 13 689.50 +15.00 +2.2June 6 674.50 +15.50 +2.4May 30 659.00 +22.00 +3.5May 23 637.00 -3.00 -0.5May 16 640.00 -17.00 -2.6May 9 657.00 -32.00 -4.6May 2 689.00 +1.00 +0.1Apr 25 688.00 +2.50 +0.4Apr 18 685.50 -10.00 -1.4Apr 11 695.50 +16.50 +2.4Apr 4 679.00 +26.50 +4.1Source: Bunkerworld.comhttp://www.bunkerworld.com/markets/surcharges/tsa#

Indicative World Steel Prices

Indicative prices ChangeSBB HRC world price $/t 793.1 -7SBB Rebar world price $/t 747.682 +5SBB World Price Tracker 274.206 -4

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

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

BY THE NUMBERS

CaptainJob Location: USA, Gulf CoastHARLEY MARINE SERVICESJOB TITLE: CaptainLOCATION: U.S. Gulf Coast

GENERAL JOB DESCRIPTION:Responsible for the safe transportation ofthe assigned barge(s) and for the safety ofthe cargo, vessel(s), and crew, required toperform administrative and supervisory

functions.

JOB RESPONSIBILITIES AND DUTIES:- The job responsibilities include but are notlimited to the following:- Stands wheelhouse watches underway.- Direct crew in performance of drills.- Determine the need for and assign look-outs as necessary.- Ensure compliance with federal, state, andcompany policies and regulations.- Prepare, monitor, and update vessel worklists and maintenance schedules.- Assign work projects for crew.- Ensure all crewmen are performing theirduties.

KNOWLEDGE, SKILLS AND ABILITIES:- Must be able to direct, evaluate, and cor-rect performance of subordinates.- Must be capable of training mate and deckhand in the safe performance of their du-ties. - Must be able to fairly evaluate subordi-nates.- Ability to learn and make application ofsafety awareness, injury prevention, andfire fighting.- Conduct inspections and monitortug/barge maintenance activities.- Prepare written reports per company and

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

POSITIONS AVAILABLEInternational Maritime Business Faculty

Director (Center for Maritime and Professional Training)Third Assistant Engineer

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

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

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

MASSACHUSETTS MARITIME ACADEMY

Gateway Towing is currently seeking highlymotivated licensed Captains, Mates, Engi-neers and deck hands. Gateway is a pre-mier dry bulk towing company based inNew Haven, CT. Our fleet operates up anddown the East, and Gulf Coasts. We arealso the largest provider of ship assists inLong Island Sound. Gateway is equal time,two weeks on and two weeks off. We offerhighly competitive wages, and a solid ben-efits package. Our fleet is meticulouslymaintained with pride to the highest stan-dards. If becoming an integral part of ourteam is of interest to you please call ustoday at (203) 467-1997, or visit us on theweb at www.gatewayt.com.

ATTENTION TUG PERSONNEL

GATEWAY TOWING

58 MN July 2011

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

Vessels for Sale

MaritimeJobs Powered by www.maritimejobs.com

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www.marinelink.com Marine News 59

regulatory agency directives.- Check and approve all requisitions andwork orders-Must be able to read, speak, and under-stand English over telephone and/or radio.SPECIALIZED SKILLS REQUIRED:- Ability to get along with crew members inconfined quarters for prolonged periods oftime.- Must be able to perform the functions setforth in the attached job analysis and phys-ically fit enough to pull

heavy lines/hoses, lift, carry heavy items,climb onto barges and up and down lad-ders, and bending and twisting duringboat/barge tie up.

EQUIPMENT AND MACHINERY USED:Work aboard boats and barges using pikepoles, heavy lines, winches, mechanicaltools for repairs.JOB CONDITIONS AND ENVIRONMENT:- Must be able to work independently andwithout direct supervision.- Exposure to all weather conditions (rain,ice, snow, heat, wind, heavy seas, etc.)- Ability to adapt to a variety of schedulesand hours- Able to work weekends, holidays, and atnight. Willing to take call outs.- Must not be afraid of heights.- Valid state driver's license.

WORK EXPERIENCE:Previous experience as a captain onboard atug hauling oil barges.Experience working on the waters of theMississippi River, Inter-Coastal Waterwaybetween Mobile, AL and Houston, TX.

Experience working in Houston, TX and theHouston Ship Canal. EDUCATION / TRAINING:- Must have a valid Coast Guard license witha radar observer and towing endorsement.- Must have a valid first aid certificate.- Must have CPR training.- Complete HAZWOPER training within 90days of hire.- Possess a Tankerman endorsement or at-tain one within six months after date of hireto be qualified to tow oil barges.

OTHER DUTIES:- Purchases food for crew.- Prepare material requisitions and monitorusage of supplies.If you are interested, please contact theHarley Marine HR Department. [email protected]://harleymarine.com/companies-jobs.aspHuman ResourcesHarley Marine Services Inc.USAEmail: [email protected]: http://harleymarine.com/companies-jobs.asp

Fire & Marine Diesel MechanicJob Location: USA, Tacoma, WA

The Tacoma Fire Department has a tempo-rary (approximately 90 days) Fire MarineDiesel Mechanic position. A Fire and MarineDiesel Mechanic performs specialized,skilled work in the repair and maintenanceof a variety of Fire Department equipment,

vehicles and fireboats. Duties include in-specting, adjusting, diagnosing, and re-pairing diesel and gas engines,transmissions, drive trains, brakes, air sys-tems, fire pumps, valves, and electrical sys-tems. Other duties include ordering parts,filling out work orders, operating a com-puter, and designing and fabricating partsand tools.

Requires graduation from high school orequivalent and experience in the overhauland maintenance of fire apparatus, dieselvehicles, fireboats, or light duty vehicles ina full-service repair shop as one of the fol-lowing:

•Four years as a journey level mechanic•Five years of experience as an appren-tice/journey level mechanic•Six years of experience as a City ofTacoma VESA

Apply online at www.cityoftacoma.org/jobs

Rodney CrostonCity of Tacoma/Tacoma Fire Department747 Market Street, Room 1336Tacoma WA 98402 USAPhone: 253-502-8855

Email: [email protected]: http://www.cityoftacoma.org/jobs

Marine MarketplaceUS Coast Guard Approved

(STCW-95) Basic Safety Training

• Basic Safety Training• Medical PIC• Proficiency in Survival

Craft

• Tankerman PIC• Advance Firefighter• Vessel Security Officer

El Camino CollegeWorkplace Learning Resource Center

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

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

60 MN July 2011

Vessels for Sale


NEW PRODUCTS

Marine Marketplace

Marine MarketplaceNEW PRODUCTS

MARINE ALUMINUMSHEET, COIL, PLATE

5052/5454/5083/5086H116/H321/ABS/ASTM B928

20 MILLION POUND INVENTORYNATIONWIDE DELIVERY

1-877-752-5052FAX: 214-905-3900

E-MAIL: [email protected]: www.mandelmetals.com

METAL FABRICATING MACHINERY

[email protected]

WWW.COMEQ.COM

SHEARING-PUNCHING-DISHINGBENDING-ROLLING-FLANGING

IRONWORKERSSECTION BENDING ROLLSPRESS BRAKES & SHEARS

PLATE BENDING ROLLSALL TYPES, SIZES & CAPACITIES

62 MN July 2011

Marine MarketplacePROFESSIONALS

PROFESSIONALS

BARGES FOR RENT


NEW PRODUCTS

WATERCANNON.COM 1-800-333-WASH(9247)

Pressure Washer Systems Up to7,000 PSI Shipped Worldwide

MARINE DUTYPORTABLESURFACEPREPEQUIPMENT

MARINE DUTYPORTABLESURFACEPREPEQUIPMENT

64 MN July 2011

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

ADVERTISER INDEX

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

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

28 AHEAD SANITATION SYSTEMS. . . . . . . . . . . . . . . www.aheadtank.com (337) 237-5011

37 ALPS WIRE ROPE CORP. . . . . . . . . . . . . . . . . . . www.alpswirerope.com (800) 424-9984

17 CENTA CORPORATION . . . . . . . . . . . . . . . . . . . . . . . . . . www.centa.info (630) 236-3500

9 CHEVRON LUBRICANTS. . . . . . . . . . . . www.chevronlubricants.com Please visit our website

22,23 Citgo Petroleum -Clarion. . . . . . . . . . . . . www.clarionlubricants.com Please visit our website

41 ClearSpan Fabric Structures. . . . . . . . . . . . . . . . . . www.ClearSpan.com (866) 643-1010

3 CUMMINS INC. . . . . . . . . . . . . . . . . . . . . . [email protected] Please visit our website

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

27 CWF HAMILTON. . . . . . . . . . . . . . . . . . . . . . . . . . . www.hamiltonjet.co.nz 64 3 962 0530

15 DAMEN SHIPYARD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.damen.nl 31 183 639174

19 DAVID CLARK COMPANY . . . . . . . . . . . . . . . . . . www.davidclark.com (800) 298-6235

47 DeFelsko . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.defelsko.com (315) 393-4450

11 EASTERN SHIPBUILDING, INC. . . . . . . . . . . www.easternshipbuilding.com (850) 763-1900

7 ENGINE MONITOR, INC.. . . . . . . . . . . . . . . . . . . . www.emi-marine.com (504) 620-9800

21,43 GLOBAL MARINE POWER . . . . . . . . . . www.globalmarinepower.com (713) 640-9300

21 GMATS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . http://.gmats.usmma.edu (516) 726-6100

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

51 H.O. BOSTROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.hobostrom.com (262) 542-0222

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

31 HOSE MASTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.hosemaster.com (800) 221-2319

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

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

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

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

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

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

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

56 OTC BRASIL 2011. . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.OTCBrasil.org (281) 491-5908

C2 PATTERSON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.pattersonmfg.com (800) 747-5783

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

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

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

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

38 SENESCO MARINE . . . . . . . . . . . . . . . . . . . . . . www.senescomarine.com (401) 295-0373

41 SMITH BERGER MARINE. . . . . . . . . . . . . . . . . . . . www.smithberger.com (206) 764-4650

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

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

32 SUPERIOR -LIDGERWOOD-MUNDY, CORP . . . www.lidgerwood.com (715) 394-4444

5 TIDEWATER MARINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.tdw.com (504) 568-1010

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

25 VOLCANIC HEATER, INC.. . . . . . . . . . . . . . . . . www.volcanic-heater.com (330) 823-0770

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

Offshore GOM - Marine Link

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