marine news (march 2012)

MarineNews M A R C H 2 0 1 2

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

Insights

Guido Perlapage 16

H2O Treatment

BWTDownsizedpage 42

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

Security Solutions... and Justice for All!

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CONTENTS MarineNews March 2012 • Volume 23 Number 3

Statistics

8 By the NumbersUSACE Defines Inland, Coastal & GreatLake Markets.

Tech File

12 Choosing the Correct LubricantsThe proposed 2013 Vessel General Permit prompts vessel managers to review the portfolio of lubricants used on their vessels.

By Benjamin F. Bryant

Insights

16 Guido F. PerlaChairman, Guido Perla & Associates, Inc.

Small Craft Solutions

34 On PatrolSmall Boats Serve Diverse U.S. & Foreign Government Missions.

By Susan Buchanan

Water Treatment

42 BWT DownsizedGulf Coast Bulk Transportation Provider Doubles its Size in 10 years.

By Joseph Keefe

East Coast Focus: Training

47 SUNY Maritime’s New DegreeLimited Deck & Engine programs opening more doors for mariners.

Coatings Technology

50 Marine Coatings EvolveIt is a marathon, not a sprint.

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POSTMASTER Time Value Expedite

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MarineNews

Legal

24 Vessel CrewingOperators Face Liability for Numerical, Task Assignment, Competency, Training, and Demeanor Deficiencies.

By Frederick B. Goldsmith

Finance

28 Bad Business Planning Don’t let it sink your dreamboat.

By Richard J. Paine, Sr.

6 Editor’s Note22 OP/ED – Erecting Barriers to Economic

Prosperity – AWO’s Thomas Allegretti53 Propulsion Update54 People & Company News56 Products59 Classifieds64 AD Index

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On the Cover

34 On PatrolThe 37-foot Boston WhalerJustice patrol boat is just one ofmany small craft solutions beingemployed by maritime securityand military forces here, andabroad. This hull and many oth-ers serve notice that maritimesecurity dutites are no longer theexclusive domain of the 600-ft.warship.


These are interesting times for MarineNews readers. It doesn’t matter whether your focus

resides in one category – offshore, inland, coastal, patrol, Great Lakes – or all of the

above. In any of these diverse sectors, three common denominators connect them all.

Environmental issues, regulatory and training requirements and the changing world of mar-

itime security are all combining to push costs and issues into areas thought previously

immune to these metrics. In this issue, we tackle all of it.

In a world where piracy and the threat of terrorism have changed many of the things that

we used to take for granted, the same also holds true for military and law enforcement organ-

izations tasked with keeping us safe. Nowhere is that more apparent than the change of plat-

forms on which these missions are carried out. Port security and anti-piracy efforts, formerly the domain of larger, deep

draft assets, are quickly switching gears to provide more nimble and appropriate response tactics. Increasingly, these

efforts are launched from smaller platforms; RIB’s and other similar-sized boats. Inside, Susan Buchanan leads us

through a variety of different build and acquisition programs; some amounting to big dollars and all of which show the

way to a new security strategy. New technologies and yes – some environmentally savvy and fuel-efficient options – are

also in the works.

The environment, in case you had forgotten, remains as a prime mover in business decisions on the water. At the heart

of that discussion, marine coatings have moved from something that you had previously hoped would simply adhere

to the hull until your next drydocking and on to (an important) part of your overall “green” strategic planning. Whether

you are hoping to save fuel (and reduce stack emissions) by gliding more smoothly through the water via use of a bio-

cide-free fouling release coating or perhaps hoping to reduce the impact of your water treatment system on your bal-

last tanks, there is much to consider beyond the selection of color for your boot topping.

You may have heard that the Coast Guard had finally produced a final ballast water treatment (BWT) standard

(details to be released later this month) and the EPA has its proposed Vessel General Permit (VGP) in place. Those two

standards could very soon impact your bottom line in a big way. That’s because the ballast water issue, long thought to

be a “big boat” problem, has now been pushed down onto the 79-foot hull. That’s probably you. Fortunately, there are

viable, economically packaged and space-saving BWT options to consider. Naturally, you’ll find details inside.

Finally, you will undoubtedly need some well-trained mariners to implement all of these changes in real operational

situations. In that case, look no further than SUNY Maritime College where the curriculum – including Coast Guard

approved Associate Degree programs, specifically targeted to serve

the domestic brown water industry – is constantly evolving. The

environment, maritime training and security, too, all come together

in this edition. The voice of the modern workboat industry –

MarineNews – delivers again, for you.

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Joseph Keefe, Editor, [email protected]

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EDITOR’S NOTE keefe@ marinelink.com


8 MN March 2012

BY THE NUMBERS

USACE Defines the Inland, Coastal & Great Lakes MarketsThe November 2011 Fact Card produced by the U.S. Army Corps of Engineers’ Navigation Data Center is a reveal-ing look at the composition of America’s Inland waterways. Our attention was brought to the data, appropriatelyenough, at the Waterways Council’s Annual Seminar held in Washington, D.C. in February. The fact card providesan overview of information about U.S. ports and waterways for the latest complete statistical year. Domestic data iscollected by NDC. A partial snapshot of the data provided in the 12-page pocket guide is telling (the numbers aretheirs; the analysis, ours).

Vessel FactsSignificantly (and in case you thought boatbuilding was dead here in these United States), there were 1,178 domes-tic vessels constructed in 2010, an increase of 25% from 939 that were constructed in 2009. This metric is reflectedpositively in the fact that the number of double hull tank barges has increased significantly from 2,530 in 1997 to3,359 in 2010, a 32.8% increase. The inland carrier is getting safer and markedly more modern and in a very shortperiod of time. That said, almost 40 percent of the domestic fleet is greater than 25 years in age. The overwhelmingmajority of all domestic vessels today are brown water, inland or OSV-type vessels. A compilation snapshot ofAmerican flag vessels operating in the transportation of freight and passengers is depicted (numbers / age / type) asdepicted in table 1, below:

U.S. Trust Fund FactsThe Inland Waterway Trust Fund earned $84.0 million in Fiscal Year (FY) 2011. This included $83.9 million paid

by the barge and towing industry and $0.052 million interest. The Fund disbursed $97.2 million for constructionprojects leaving a balance of $45.3 million. However, $13.4 million of the balance is set aside for prior year com-mitments, leaving only $31.9 million available for new construction obligations. That’s a problem. But the answer iseasy: The FY 2011 Harbor Maintenance Trust Fund equity grew 13.7% from FY 2010 to $6.42 billion. Total receiptsincreased 17.3% to $1.6 billion. (continued on page 10)

Type Number < 5 years 5–10 11–15 15–20 21–25 >25

Self Propelled 9,078 949 691 773 426 464 5,767

- Dry Cargo 875 61 110 111 63 109 421

- Tanker 77 17 7 9 3 3 38

- Pushboat 2,886 259 158 158 79 76 2,155

- Tugboat 2,580 314 145 172 66 71 1,809

- Passenger 843 27 59 92 114 155 395

- OSV 1,817 271 212 231 101 50 949

Number < 5 years 5–10 11–15 15–20 21–25 >25

Barge (total) 31,412 6,561 3,946 6,098 3,093 1,250 10,153

- Dry covered 11,373 1,888 1,629 3,139 1,043 125 3,359

- Dry open 8,567 1,529 991 1,868 1,319 786 2,053

- Lash/Seabee 7 0 0 0 1 0 5

- Deck 6,669 1,961 760 553 389 293 2,249

- Other Dry 232 13 18 27 12 10 138

- Single Hull (t) 400 27 2 16 11 11 333

- Double Hull (t) 3,359 766 456 446 307 23 1,360

- Other Tank 805 377 90 49 11 2 276

TOTAL (ALL) 40,512 7,511 4,640 6,874 3,520 1,715 15,933

Table 1: U.S. Flag Vessels as of December 31, 2010 (updates through October 19, 2011).


10 MN March 2012

BY THE NUMBERS The taxes from domestic commerce of $122.3 million increased 13.5% over the previous year. The taxes collectedfrom imports increased 16.3% to $1,059.1 million. All transfers totaled $826.9 million (U.S. Army Corps ofEngineers received $791.4 million, a decrease from FY 2010’s $793.0 million). Hence it is easy to see that disburse-ments, despite a huge surplus, are not anywhere near to the amount being paid in by industry. In the meantime, ourinland locks and dams – most approaching or exceeding their 50-year intended lifespan – crumble and our deep draft(?) ports remain too shallow to accept the new Panamax-sized vessels that will begin arriving from the expanded anddeepened Panama Canal as early as 2014.

Dredging, Locks & Dams: by the numbers…

Waterways Facts• The Port of South Louisiana which stretches 54 miles along the Mississippi River is the largest tonnage port inthe United States. It is comprised of facilities in St. Charles, St. John the Baptist, and St. James Parishes. In CY 2010it shipped 114.0 million short tons of cargo. Primary outbound cargoes include corn, animal feed, wheat, soybean,petroleum coke, chemicals and fuel oils.• Duluth – Superior, located at the western tip of Lake Superior, is the largest port on the Great Lakes and is oneof the premier bulk cargo ports in North America. In CY 2010 it shipped 32.7 million short tons of cargo. Principalcargo loadings include ore, coal, and grain. It has a navigation season that usually begins in late March and contin-ues until mid-January.• Commercial dock facilities at Fairmont, WV are 2,080 statute miles from the Gulf of Mexico via inland water-ways (Monongahela, Ohio and Mississippi Rivers). Those at Sioux City, IA are 1,899 statute miles from the Gulf viathe Missouri and Mississippi Rivers, and those at Minneapolis, MN are 1,831 statute miles up the Mississippi River.• The 12,000 miles of inland and intracoastal waterways, like highways, operate as a system, and much of thecommerce moves on multiple segments. They serve as connecting arteries, much as neighborhood streets help peo-ple reach interstate highways. Waterways are operated by the Corps as multi-purpose, multi-objective projects. Theynot only serve commercial navigation, but in many cases also provide hydropower, flood protection, municipal watersupply, agricultural irrigation, recreation, and regional development.

http://www.ndc.iwr.usace.army.mil//ports/ports.htm

Corps Dredging Facts Lock Facts• In Calendar Year (CY) 2010, the Corps ownedand operated locks were available to serve thepublic for over 1,918,121 hours with only 175,519hours of downtime, an availability rate of 91.6%.• Funding was received for 193 Corps owned oroperated lock sites. Of the 193 lock sites, 39 havemulti-chambered locks. Thirty-four have two cham-bers, four have three chambers and one has five.• Many of the 193 lock sites serving navigationinclude multi-purpose dams. For example, 46 lock-associated dams currently produce hydropower.• The Willamette Falls locks on the Willamette Riverare the oldest used locks owned and operated bythe Corps, having been built in 1873. In CY 2010,together they locked 103 vessels carrying 14,990tons of cargo.• The youngest Corps lock is Montgomery Point onthe McClellan-Kerr Arkansas River system. Built inCY 2004, during the 7 years it has been opera-tional 10,325 vessels carrying 52,712,811 tons ofcargo have passed through the lock.

• Corps and contractor owned dredges removed 221.7 million cubic yards (mcy) of material fromCorps constructed and maintained channels in Fiscal Year (FY) 2010 (1 October to 30 September)at a cost of $1,465.3 million. The decrease of 15.9% in cubic yards and 9.0% increase in costfrom FY 2009 was due to the infusion of Recovery Act funds.• In FY 2010, maintenance dredging accounted for 75.0% of the quantity dredged, an additional14.9% of the total yardage was attributed to PL 109-062 Hurricane Katrina recovery dredging.New construction (channel deepening) 8.3% and emergency dredging 1.7% accounted for theremainder of the dredging volume.• The average cost/cy for maintenance work dredging increased 33.2% to $5.97 and the aver-age cost/cy for new work dredging decreased 17.3% to $15.27 when compared to 2009 values.• Private dredging contractors removed 82.4% (182.7mcy) of the material dredged and werepaid 90.5% ($1,327.4 million) of the total FY 2010 Corps dredging expenditures.• In FY 2010, 111 private dredging companies submitted a total of 441 bids for 195 contracts.Awards were made to 57 different companies, 19 large and 38 small businesses. Large and smallcompanies received 106 (54.3%) and 89 (45.7%) of the contracts respectively.• The cutterhead pipeline dredge was the most widely used dredge in FY 2010 receiving 60.0%of the contracts, removing 56.3% of the contracted quantity and earning 56.5% of the contractdollars. Hopper dredges removed 33.8% of the quantity and earned 19.6% of the contract dol-lars. Mechanical dredges removed 9.8% of the quantity, earning 23.7% of the contract dollars.The remaining dredging was performed by a combination of more than one type of dredge.• The District that awarded the most contract dollars in FY 2010 was Mobile with $203.6 million.New Orleans District had contracts dredging the most cubic yards (65.5 mcy).


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TECH FILE

One of the Environmental Protection Agency’s (EPA)changes in the proposed 2013 Vessel General Permit forcommercial vessels over 79’ is a requirement to use envi-ronmentally acceptable lubricants in certain applications.Given this proposed change, it is a good time for vesselmanagers to review the portfolio of lubricants used ontheir vessels to look for gaps in the operational perform-ance of the lubricants, assess vessel compliance with cur-rent and proposed regulations, and align lubricant choic-es with the environmental values of their company andtheir customers. To conduct the review, the managershould have an understanding of the laws and regulationsthat influence lubricant choices and only then develop aframework for applying selection criteria to the decisionmaking process.

The Clean Water Act, Oil Spill Pollution, and theVessel General Permit

Federal regulations for the use of lubricants, whether agrease or an oil, on board vessels operating within the ter-ritorial waters of the United States are derived from lan-guage contained in the Clean Water Act of 1977 (CWA)which was later amended by the Oil Pollution Act of1990. Section 311 of the CWA, under the title “Oil andHazardous Substance Liability”, prohibits the discharge ofoil into the waters of the United States in quantities thatmay be harmful. For the purpose of the act, oil is specifi-cally defined as “oil of any kind” and the phrase “quanti-ties that may be harmful” is defined by regulation. Also,found in section 311 of the CWA is the authority for theU.S. Coast Guard to assess fines for oil spills and to imple-ment oil pollution control measures. Section 311 of theCWA thus prohibits the discharge of lubricants into theenvironment regardless of the type of base oil used(whether mineral, ester, or synthetic and whether it isenvironmentally acceptable or not) and directs the U.S.Coast Guard to assess fines for the discharge of oil into theenvironment and to conduct oil spill prevention,

response, and mitigation activities. Thus, choosing alubricant based on whether or not a fine will be assessed,or how much of a fine will be assessed, should not be a pri-mary consideration when selecting a lubricant because theU.S. Coast Guard must treat all oils the same.

The regulation that defines when an oil spill becomes apollutant is 40CFR§110.3. The phrase “may be harmful”is essentially defined as any amount that causes a film,sheen, or discoloration on the water or creates a sludge oremulsion in the water. This regulation is commonlyreferred to as the “sheen rule” because a sheen on the waterprovides an indication that a discharge has taken place.The term “sheen” is further defined in 40CFR§110.1 as“an iridescent appearance on the surface of water”. Sowhile the absence of a sheen may remove the indicationthat a discharge has taken place, the incident is still areportable discharge if it created a film or discoloration onthe water or a sludge or emulsion in the water. Choosinga lubricant for its non-sheening characteristic leaves theoperator open to charges of failure to report a spill shoulda discharge take place that is not reported as required.

In 2008, to allow for the discharge of pollutants fromvessels under normal operations, without violating theCWA, the EPA issued the first version of the VesselGeneral Permit (VGP). The authority to issue VGPs isgiven to the EPA in section 402 of the CWA as part of theNational Pollutant Discharge Elimination System. TheVGP sets effluent limits for 27 different sources of opera-tional discharges from vessels. Oils and greases are one ofthe effluent types listed. Because the VGP is issued underthe authority of the EPA and not the U.S. Coast Guard,the two agencies signed a memorandum of understandingto cooperate in the implementation and management ofthe program. The U.S. Coast Guard was asked to assistwith education and inspection activities associated withthe VGP while the authority to enforce the VGP remainswith the EPA. Furthermore, the VGP only allows dis-charges of lubricants from normal operations in amounts

To Meet Changing Regs

Choosing the Correct LubricantThe proposed 2013 Vessel General Permit prompts vessel managers to reviewthe portfolio of lubricants used on their vessels.By Benjamin F. Bryant, Klüber Lubrication NA L.P.

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TECH FILE

that do not exceed what is defined as harmful to the envi-ronment; i.e. film, sheen, discoloration, sludge, or emul-sion. The first VGP did recommend the use of environ-mentally preferable lubricants, but it did not require theirusage, nor did it define what an environmentally prefer-able lubricant is. So in practice, not much changed in rela-tion to lubrication strategies on vessels as a result of the2008 VGP.

However, with the issuance of the proposed 2013 VGP,what are now referred to as environmentally acceptablelubricants (EAL) may become mandatory in certain appli-cations for new vessels greater than 79 ft built afterDecember 19, 2013. For existing vessels greater than 79feet, the requirement to use EALs would also apply whentechnically feasible. “Environmentally acceptable lubri-cants” means lubricants that are “biodegradable” and“non-toxic” and are not “bioaccumulative”. A lubricantmust meet specific standards included in the revised VGPto be classified as an EAL.

The applications listed in section 2.2.9 of the proposed2013 VGP that would require an EAL are, “ControllablePitch Propeller and Thruster Hydraulic Fluid and OtherOil-to-Sea Interfaces including Lubrication Dischargesfrom Paddle Wheel Propulsion, Stern Tubes, ThrusterBearings, Stabilizers, Rudder Bearings, AzimuthThrusters, Propulsion Pod Lubrication, and Wire Ropeand Mechanical Equipment Subject to Immersion”. Ingeneral, assessments for EAL usage should be made formechanical equipment using hydraulic fluid to powerpropulsion, mechanical equipment below the waterlinethat use seals to separate lubricant from water, and any

equipment that uses lubricants in an open system such aswire rope or open gears than may be immersed in water.

Suggested Framework for Assessing Lubricant ChoicesTo assess the correct lubricant for the application, the

vessel manager can combine the regulatory criteria pre-sented above with criteria specific to the application andwith company and customer environmental values. Tobegin, place the lubricants into one of four categories. Inthe first and second categories, place all applications thatare used external to the vessel and above the waterline; e.g.wire ropes, winches, anchor windlasses, and deck cranes.Then further separate these into lost in use or captured usecategories. A ‘lost in use’ would be an open system such asthe open gears on a deck crane. A ‘captured use’ would bea closed system such as a hydraulic driven winch. In thethird group, place all applications that are used below thewaterline and either have a mechanical oil-water interfaceor are used to power propulsion systems. And, in thefourth group, place all applications that are below deckand internal to the vessel.

Assess each category as follows:1. External to the vessel, above the waterline, lost in uselubricants: Choose an EAL grease or oil that minimizesthe amount of lubricant lost to the environment.Consider optimal viscosities, good adhesion qualities,and/or good retention of the base oil in the grease. For thiscategory, sheen characteristics may need to be consideredbecause while the discharge should be below the level ofcreating a film, discoloration, sludge or emulsion; a visible

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sheen could still be created. 2. External to the vessel, above the waterline, captureduse lubricants: While the proposed 2013 VGP does notrequire use of EALs for these applications, there is a risk ofaccidental discharge into the environment. Consider yourorganizational values and those of your customers todetermine if a lubricant that exceeds regulatory compli-ance should be used. Sheening characteristics are notimportant because a failure of one of these systems is like-ly to lead to a reportable incident regardless of the sheencreated.3. External to the vessel, below the waterline lubri-cants: Choose an EAL grease or oil and in addition con-sider lubricates that exceed minimal OEM requirements.A failure of one of these systems could lead to at best anunplanned shipyard visit or at worst put the vessel in anunsafe situation. As to the sheening characteristic of thelubricant, a product that sheens may cause a reportableincident but it will also alert the vessel operator to a poten-tially serious problem. 4. Below deck, internal to the vessel lubricants: Anyleakage of lubricants in these applications should be con-tained in the bilge of the vessel where they can be pre-

vented from entering the environment. EALs are not nec-essary unless organizational or customer values requirethem.5. For all applications, but particularly for EAL appli-cations, ensure the lubrication is compatible with systemcomponents such as hoses and seals.6. Finally, consider the performance characteristics ofthe lubricant in meeting or exceeding OEM specifica-tions, improving efficiencies, reducing labor, extendingthe life of the equipment, extending the time betweenservice intervals, improving safety, and reducing theamount of lubricants entering the waste stream. A cor-rectly chosen lubricant can improve the overall operationof the vessel.

This suggested framework for assessing lubricantoptions is based on an understanding of current and pro-posed U.S. regulations. The proposed 2013 VGP will takeeffect in December of this year, so it is not too early tobegin assessing the potential impacts to vessel operations.

About the AuthorBen Bryant is Marine Market Manager at KlüberLubrication,Contact Ben at: [email protected]


16 MN March 2012

INSIGHTS

Guido F. Perla needs no introduction to the readers ofMarineNews. After founding GPA – an independent, full-service naval architecture and marine engineering firm –in 1979, the firm has developed from a single person com-pany into a multi-disciplinary firm with offices in China,Germany, Chile and Brazil, and is renowned worldwidefor its work and achievements in the naval architectureand marine engineering world. GPA is also recognized forbeing an independent and neutral opinion in the industry.GPA’s team consists of over 80 professionals, includingnaval architects, marine engineers, mechanical engineers,electrical engineers and administrative support. Mr. Perlais responsible for the strategic development of the compa-ny, and focuses on preliminary and conceptual designwork. This month, he weighs in on a host of topics as ourINSIGHTS feature:

GPA was at the forefront of developing diesel-elec-tric systems for operating auxiliary machinery for awide range of platforms. Where is the concept of themost value and how has it developed over the years?

From small boats to the world’s largest ships, propulsionselection is crucial to operational success. The best appli-cation for a diesel-electric system, which is not applicableto all types of vessels, is for vessels with an operational pro-file of variable power demand.

For a vessel with a constant power demand during oper-ation, diesel-electric propulsion does not bring the sameadvantages as on variable power demand vessels.Converting from diesel power to electric power to propelsuch a vessel with constant power demand would not beas efficient as a direct diesel/shaft system as the mechani-cal losses on a diesel/shaft system are smaller than the elec-tric losses on a diesel-electric system.

The advantage of a diesel-electric system is the ability tomanage the power demand of a vessel as efficiently as cur-rently possible. One of the best applications has been onPlatform Support Vessels (PSV) in the offshore oil explo-ration area. These vessels operate with continuouslychanging power demands for the propulsion and auxiliarysystems due to frequently changing conditions, such asfree running, loading and unloading, Dynamic

Positioning (DP), standby etc. These conditions requiredifferent power settings and that is where diesel-electricshines.

Another great advantage is the gained flexibility ofequipment arrangement within the vessel, allowing theNaval Architect to make the best utilization of the inter-nal space. Utilizing that internal space as efficiently as pos-sible allows diesel-electric vessels, such as PSVs, to pro-duce more revenue compared to a similar-sized standardpropulsion vessel.

Over the years, diesel-electric systems have become moreaffordable, more compact and more accepted by opera-tors, their crews and shipyards. Manufacturing cost of theequipment has dropped considerably due to demand andthe technology behind these systems has improved. Thoseimprovements allow manufacturers to create and con-struct more compact, lighter components while the Naval

Guido F. Perla, ChairmanGuido Perla & Associates, Inc.



Architect is able to better utilizespace, resulting in a noticeableincrease of the cargo capacity.

The crew work, as well as the needfor maintenance and repair, hasdiminished because of new technolo-gies on these systems. Many opera-tors have realized that you do notneed a PhD graduate to run such avessel. If you mentioned diesel-elec-tric systems a while back, everyonebelieved it to be rocket science. It isnot.

As time has passed, shipyards betterunderstand the advantages of theinstallation of these systems com-pared to a standard shaft system andcan estimate better prices for the con-struction. Overall, when you addmaterial, equipment and labor costsfor both systems, the diesel-electricsystem is comparable to the standardshaft/gearbox/diesel system and insome cases, it is even better.

Although wind farms haven’t takenoff here as they have in otherplaces, maintenance vessels dohave unique mission sets. Tell usabout some of the challenges thatwill be involved with designing thisnext generation of specialty ton-nage.

Price dictates many things and thathas been one of the major factorsdriving this industry. Another one isthat this industry is still not wellestablished and some operators feel itis a fad and may not last that long.This is changing a little at a time, butit is not proven and there is a risk inputting too much money into it ornot enough.

You can find yourself with toomuch equipment or not enough.Some operators are still waiting forthings to coagulate a little more.Here is where my father’s saying,“The second mouse always eats the

cheese” is very applicable. Thus, theNaval Architect needs to find ways ofproviding the proper design at anaffordable cost.

Another area is ship motion andmaneuverability. For some of the

maintenance operations of offshorewindfarms, ship motion and maneu-verability is very important and agood practical design is very valuablebecause it brings a safer and reliablecraft to the system.


There are many ways of approaching this issue and we atGPA have been developing a new design that will bringthese qualities into the profession. As always, there aremany different ways of arranging a living room.

Until the market develops and is more receptive to newvessel designs dedicated solely to offshore wind installa-tion and maintenance operations, it is worth keeping therequirements in mind during the design of “regular” off-shore vessels. In some cases, these vessels can be utilizedduring certain offshore wind projects. Just recently,BOURBON Offshore was able to capitalize on the flexi-bility and adaptability of a GPA 254L AHTS vessel andinstalled a semi-submersible wind turbine off the coast ofPortugal for the Portuguese utility EDP.

Offshore operators are demanding PSV and OSV ton-nage that can go further offshore (range), carry morecargo, and on larger hulls. With all those variables inplay, share with us the primary driver(s) whendesigning for today operators, as opposed to that ofjust ten years ago?

As always, one of the primary drivers has been cost. Thathas not changed. GPA still spends a lot of time and effortin the design process to find ways of reducing costs of theconstruction of the vessel and operational expenses inorder to bring a better return on the investment.

Unfortunately, for many reasons, the vessels are gettingmore expensive and it is getting very difficult to find waysof combating this. Still, simplicity has been another driv-ing force by keeping costs down because simplicityreduces construction and operational costs on any vesselor equipment. The problem is that simplicity can be mis-understood or done the wrong way and then it becomes“cheapness” that is very detrimental for a safe, well per-forming, durable vessel.

Simplicity is when you take every unnecessary compo-nent out of a design and it still works as it is supposed towork. It is a very difficult science that is not taught in anyschool or university but by observation, common sense,logic and experience. It is the combined effort of theOwner’s, Shipyard’s and Naval Architect’s visions, decisionmaking and understanding of their own specialty and pro-fession.

Unfortunately, new regulations, environmental require-ments, operational demands and many other factors aremaking the vessels more complex and simplicity is becom-ing something more difficult to achieve. I am not sayingit cannot be done. It is that these influential factors aregrowing so fast, that we have not had the time to gain the

experience and been able to observe in order to find sim-pler ways to meet the new requirements.

One example of finding ways around these changes waswhen GPA pioneered the implementation of diesel-elec-tric systems in the Offshore Industry support vessels. Thisresulted in an increased revenue capacity of the vessels andefficiency and thus, compensated for the increase in costof a modern vessel.

Diesel-electric allowed us to keep the ships within rea-sonable size, carry more cargo and provide for more effi-cient operations. In addition, the application of thediesel-electric systems improves crew comfort, reducesenvironmental impacts, and increases the flexibility ofoperation and other factors. But as always, everything hasits limits.

We started with the engine room (generator room in adiesel-electric) below the main deck on the GPA 640 PSV(for Rigdon Marine). Still trying to gain more capacityand increase the revenue power of the vessel, we closelyworked with Rigdon on the GPA 654 PSV and developeda new concept by placing the generator room on the maindeck. This concept is also applied on BOURBONOffshore’s the GPA 654M PSV (Bourbon Liberty 100series) and the GPA 254L AHTS (Bourbon Liberty 200series) of which a total of 76 vessels were constructed.

This approach pioneered by GPA allows us to increasethe cargo capacity of a vessel by about 30% withoutincreasing the overall size of the boat. Some of these ves-sels are being built in other countries, such as Brazil.

As I said above, cost is still the primary factor, but thebottom line is not as hard a driver as it was years ago.Owners are looking at maybe increasing that bottom lineto some extent and also investing in the future. They areasking us for more efficient hulls, better comfort levelaboard, more flexibility of the design, improved environ-mental friendliness, they are applying higher technologyequipment and systems to do their work, and they arerelying more on technology rather than rely on their seat-of-their-pants approach.

We as Naval Architects are getting more involved in thedecision making of the process of a project and invest indeveloping and learning new technology and knowledge,allowing us to stay with the changes and develop ideas andanswers to the tasks now assigned to us. It is becomingmore of a team effort than years ago where an owner orshipyard just bought an existing design and that was suf-ficient. GPA’s motto since its beginnings of “Engineeringideas into reality” is becoming more and more the way.

18 MN March 2012

INSIGHTS



Shipyards and operators alike tell us that they arelooking more towards a seamless approach fromNaval Architects to work closely with them after thedesign phase is over. What’s the GPA philosophy forthese ever-changing relationships?

For GPA, these “ever-changing” relationships have beenvery constant. From the beginning, GPA’s approach hasbeen to be with the project from the conceptual phase,through construction, delivery, and operational life of thevessel. This allows us to complement our technical andschool knowledge with the real life experience of con-structing, delivering and operating a vessel.

To develop the best design, you need to know how toconstruct and operate it. The science of simplicity that Imention above comes from this philosophy. If you do notknow how to construct, how to operate a vessel, yourdesigns are deficient. That is one of the reasons GPA hasalways required or tried to provide the production engi-neering for our designs. In addition, we keep a relation-ship with the owner of our designs beyond delivery tolearn how certain things have worked out during the life

of the vessel and thus improve on their development anddesign.

Another way we work this out is never offer stock pre-made designs. We have a “family of designs”, but they aretailored to each individual owner or shipyard. We alsoencourage the owners to select a shipyard early on in theproject and work as a three member team, so the design isdeveloped for maximum efficiency of operation and con-struction.

GPA also spends time learning about new equipmentand also how equipment operates and advantages and dis-advantages of each one. Thus, we can provide the bestdesign for specific equipment, but also advise our client ofthe best applicable one.

GPA is always very current and works with the regulato-ry authorities and class societies in all new changes in theregulations. Many times, GPA has been involved in help-ing with the outcome of some of those regulations andestablishing new approaches to changes and use of them.New technology has made work easier for us to provide


20 MN March 2012

equivalences in dealing with issues inthe classification of ships. Class rulesare general rules and GPA severaltimes provided solutions to situationswhere in order to comply with therule, it may overdesign or under-design a vessel. We all have to under-stand that the class rulebook is not adesign manual, but a standard andthe Naval Architect should usehis/her engineering knowledge andskills in applying those standards anddesigning the proper vessel.

If you had to point to just one hot trend inNaval Architecture and design today, whatwould that be and why?

Hot trend is a misleading state-ment. Hot trend can be somethingthat is popular and chic or can be agun to your head that is forcing youto come up with an answer. I would

like to use the gun to the head. It ismore appropriate to our profession. Itis very difficult to just choose onebecause each type of vessel or opera-tion has a hot trend.

If we look at a common denomina-tor that can be applicable to almost allof the types, it is environmentalrequirements. It would be findingways of making the vessels more envi-ronmentally friendly with the leastamount of investment. I considerthis a hot trend because regulationsare going to be dictated and enforcedthat are going to create more prob-lems than what they are going tosolve, because of the available presenttechnology. I am not saying that I amagainst saving the environment. Yes, Iagree that we need to do somethingabout it, but the problem is that there

is not a practical technology availableat this moment that can be perma-nent or permanent enough thatwould allow us to develop better andmore practical ways to deal with it. Iam referring here to the emission partof the environmental requirements. Iam very concerned that we are goingto regulate ourselves to a point that itwould be prohibitive to operate.

All the available technologies at thismoment are a temporary, expensivesolution to what we are trying toachieve and if we do not do them in acareful way, we can waste a lot morethan what we are trying to save.There is still a lot that can be donewith our present proven technologyand the design of ships. We canimprove on all of them and get verygood results with the least amount of

INSIGHTS


investment and with more certaintythan with some of the “new” solu-tions. GPA is involved in improvingour present proven technology andalso working on our designs to makethem more efficient and environmen-tally friendly. In spite of the factsmentioned above, we are also learn-ing, studying, applying and imple-menting “new” technology when theproject demands it use.

Saving space on the typical workboat hullis always an important issue. Name onearea of design that has been particularlyhelpful in this utility, where GPA has beeninvolved, and how.

There are different ways to savespace in a vessel. That can be achievedby the use of technology, previousexperiences, or new equipment orways of doing something. Technologyin design has allowed the NavalArchitect to make better judgment ofthe design and the more efficient useand arrangement of the space than inprevious times. The use of very good3D technology allows us to do that.Also, Finite Element Analysis allowsus to optimize the structure and elim-inate redundancy, freeing more inter-nal space and saving weight.

Structure can affect your internalspace a lot and using the proper struc-tural style or system for a vessel canfree a good amount of space. Forexample, a transversely framed vesselhas generally, if well designed, moreavailable internal space than a longitu-dinally framed vessel of the same size.

One area of design that has helpedin this respect has been the use ofdiesel-electric propulsion. This sys-tem has a lot of flexibility in the loca-tion of the propulsion and generatingequipment and when combined withazimuthing and cycloidal propulsionunits, it provides the Naval Architectwith one of the best ways of freeing orsaving space inside a vessel.

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On January 31, the Great LakesCommission and the Great Lakes andSt. Lawrence Cities Initiative released areport to great media fanfare thatdescribes alternatives for separating theGreat Lakes and Mississippi Riverbasins by installing physical barriers in

the Chicago Area Waterway System. Thepress coverage noted the startling price tags of the propos-als – the least expensive alternative would run $3.26 bil-lion – but even those stunning numbers don’t capture thetrue economic costs of closing the CAWS.

The CAWS is the sole marine transportation link for$16 billion in vital commodities and products that movebetween the Great Lakes and the Mississippi River systemannually. Severing this link would be devastating for thethousands of people, from Illinois to Louisiana, who relyon the CAWS for their livelihoods. Barges safely and effi-ciently carry almost 20 million tons of cargo through theCAWS each year, including energy sources such as coaland petroleum, manufacturing and construction materialslike iron and steel, and other commodities that are essen-tial to the regional and national economy. Almost one-fourth of commodity shipments via the CAWS originatein New Orleans and Baton Rouge.

A 2010 study conducted by the DePaul UniversityChaddick Institute for Metropolitan Development foundthat closing the Chicago and O’Brien locks on the CAWS– two of the report’s proposed barrier locations – wouldresult in the loss of $4.7 billion in economic value. This

estimate does not take into account effects on employ-ment. To get an idea of what those impacts might be, lookno further than a September 2010 peer-reviewed study byMartin Associates, which found 17,665 jobs in Indianaalone were attributable to barge movements through theO’Brien Lock.

It is important to understand what inspired the advoca-cy piece released late last month. GLC and GLSLCI areconvinced that physically separating the Great Lakes andthe Mississippi River system is necessary to prevent thetransfer of Asian carp and other aquatic invasive speciesfrom one watershed to the other, and in 2010, theyannounced an initiative to demonstrate “that separation isfeasible, practical, and effective” by developing and evalu-ating separation scenarios. However, their belief in thenecessity of separation ignores both sound economics andgood science. There are many strategies to control themovement of aquatic nuisance species, including Asiancarp. The U.S. Army Corps of Engineers recently identi-fied over 90 available options and technologies that couldbe applied to avert the spread of aquatic invasive speciesvia the CAWS. The vast majority of these controls can beimplemented with minimal disruptions to CAWS vesseltraffic. This inventory was conducted as part of the Corps’ongoing Great Lakes and Mississippi River InterbasinStudy, an exhaustive exploration of control measures toprevent aquatic nuisance species transfer between theGreat Lakes and the Mississippi River basins.

GLMRIS is not the only federal initiative to address thethreat of Asian carp. Since 2010, the Asian Carp Regional

OP/ED

Erecting Barriers to Economic ProsperityBy Thomas A. Allegretti, President & CEO, The American Waterways Operators


www.marinelink.com

Coordinating Committee, a cooperative of federal,state, and local agencies, has spent more than $100million on efforts to keep carp from entering theGreat Lakes. The Coordinating Committee has con-ducted extensive monitoring activities using elec-trofishing, netting, and applications of piscicides; isactively working to reduce Asian carp populationsdownstream of the CAWS through commercial fish-ing and market enhancement projects; and, has heav-ily invested in the research and development of inno-vative, long-term control methods.

But the most effective deterrent to Asian carp move-ment has been the system of electric barriers installedand operated by the Corps in the Chicago Sanitaryand Ship Canal. These barriers, which disperse anelectric field that repels fish, have so far successfullyprevented the migration of Asian carp into the GreatLakes with only small impacts on waterways trans-portation. To date, only one Asian carp has beenfound in the CAWS north of the electric barriers.However, forensic analysis indicated this fish wastransported there by humans; it did not pass throughthe electric barriers.

Before economically disruptive activities such asphysical separation are undertaken, it is importantthat their costs and benefits are fully considered. Tothis end, Indiana Congressman Pete Visclosky andSenators Dan Coats and Dick Lugar have introducedbills in both chambers of Congress that would requirethe Corps to prepare an economic impact statementprior to any federal actions that would interrupt theflow of commerce through the CAWS. S. 1197 andH.R. 2432 will allow communities, businesses, andindividuals to review and understand how physicalseparation and other drastic mitigation measures willimpact jobs and commercial activity.

The American Waterways Operators understandsthe concern surrounding the spread of aquatic inva-sive species and has worked closely with local, state,and federal agencies for over eight years to preventAsian carp from establishing populations in the GreatLakes. However, AWO strongly believes that morereasonable and affordable solutions than physical sep-aration can be implemented to effectively prevent thetransfer of aquatic invasive species while also protect-ing the jobs across the country dependent on essen-tial waterborne commerce.

We can stop Asian carp without erecting barriers to economic prosperity.


24 MN March 2012

Vessel owners must know and meetthe statutory and regulatory crewing,or “manning,” standards for the partic-ular class and service of vessels theyoperate, whether “inspected” or “unin-spected,” including, among other mat-ters, number and type of crewmem-

bers, work-hour limitations, and U.S.citizenship requirements. A good reference source forthese statutes and regulations is Volume III of the U.S.Coast Guard’s Marine Safety Manual, entitled “MarineIndustry Personnel.” This volume is available on theagency’s website (type: “Volume III Marine SafetyManual” in an internet search engine).

Violation of statutory and regulatory crewing/manningrequirements can expose the vessel operator to a CoastGuard civil penalty action. See, for example, 46 U.S.Code § 8101(f ) (“The owner, charterer, or managingoperator of a vessel not manned as required by this sectionis liable to the Government for a civil penalty of$10,000.”).

CIVIL LIABILITY STANDARDS UNDER THE JONES ACT

The attorney for a seaman or his or her family suing avessel operator under the federal Jones Act for personalinjury or wrongful death can put to effective use a vesseloperator’s violation of a Coast Guard manning statute orregulation. The Jones Act, codified at 46 U.S.C. § 30104,creates a statutory negligence action for seamen againsttheir employer. The Jones Act states:

“§ 30104. PERSONAL INJURY TO OR DEATH OF SEAMEN

A seaman injured in the course of employment or, if theseaman dies from the injury, the personal representative ofthe seaman may elect to bring a civil action at law, withthe right of trial by jury, against the employer. Laws of theUnited States regulating recovery for personal injury to, ordeath of, a railway employee apply to an action under thissection.”

First, a Coast Guard statutory or regulatory manning

violation can serve as the basis for liability as “negligenceper se” under the Jones Act. Black’s Law Dictionarydefines “negligence per se” as: “Conduct, whether ofaction or omission, which may be declared and treated asnegligence without any argument or proof as to the par-ticular surrounding circumstances, either because it is inviolation of a statute or valid municipal ordinance, orbecause it is so palpably opposed to the dictates of com-mon prudence that it can be said without hesitation ordoubt that no careful person would have been guilty of it.As a general rule, the violation of a public duty, enjoinedby law for the protection of person or property, so consti-tutes.”

Second, under the Pennsylvania Rule, named after an1873 U.S. Supreme Court decision in a vessel collisioncase entitled “The Pennsylvania,” when a vessel operatorhas violated a safety statute, a rebuttable presumption aris-es that this violation caused the accident. Further, underthe Pennsylvania Rule, the violator must show the viola-tion not only did not cause, but could not have, caused orcontributed to cause the accident. While the PennsylvaniaRule originally applied only in collision cases, courts havesince applied the rule in non-collision and non-navigationcases. Finally, the Jones Act expressly adopts by referencethe Federal Employers’ Liability Act (“FELA”), the feder-al statute which provides a negligence claim for rail work-ers against their employers. Section 53 of the FELA, how-ever, supercharges both the FELA and the Jones Act infavor of the employee when the railroad or vessel operatorhas violated a statute enacted for the safety of the employ-ee. Section 53 states:

“§ 53. CONTRIBUTORY NEGLIGENCE; DIMINUTION OF

DAMAGES

In all actions hereafter brought against any such com-mon carrier by railroad under or by virtue of any of theprovisions of this act to recover damages for personalinjuries to an employee, or where such injuries have result-ed in his death, the fact that the employee may have beenguilty of contributory negligence shall not bar a recovery,

LEGAL

By Frederick B. Goldsmith

Vessel CrewingOperators Face Liability for Numerical, Task Assignment, Competency, Training, and Demeanor Deficiencies


26 MN March 2012

but the damages shall be diminished by the jury in pro-portion to the amount of negligence attributable to suchemployee: Provided, That no such employee who may beinjured or killed shall be held to have been guilty of con-tributory negligence in any case where the violation bysuch common carrier of any statute enacted for the safetyof employees contributed to the injury or death of suchemployee.”

Specifically interpreting Section 53 of the FELA, courtshave found that where a seaman was injured due to a ves-sel operator’s violation of a Coast Guard manning statute,the seaman cannot be charged with contributory negli-gence. This means the seaman’s monetary damages cannotbe reduced even if the seaman is also at fault in causing orcontributing to cause the accident. He is essentially exon-erated, or immunized, under Section 53 by the employer’sstatutory violation.

The U.S. Fifth Circuit Court of Appeals addressed thisprecise issue in 1985 in a case entitled, Roy Crook &Sons, Inc. v. Allen. In the Allen case, Captain NewellAllen drowned in the Gulf of Mexico while attempting to

bring in the anchor of the M/V Lady Patricia, a shipowned by Roy Crook & Sons, Inc. At the time, only twocrewmembers were aboard: Captain Newell Allen and adeckhand. The M/V Lady Patricia was sixty-five feet long,had a capacity of 89 gross tons, and operated under aCoast Guard Certificate of Inspection which required acrew of two ocean operators and two deck-hands. Theappellate court found that the vessel operator had indeedviolated the Coast Guard manning statute (which requiresa vessel be manned in accordance with its COI) and thusthat Captain Newell could not be charged with any com-parative negligence.

CIVIL LIABILITY STANDARDS UNDER THE GENERAL

MARITIME LAW FOR UNSEAWORTHINESS

Separate and apart from exposure to a seaman’s Jones Actnegligence claim, vessel operators face liability to their sea-men employees in the crewing context under the generalmaritime law (or federal common, or judge-made, law)under the warranty of unseaworthiness. Under this doc-trine, vessel owners essentially promise to provide for their

LEGAL


crewmembers seaworthy vessels,that is, vessels reasonably fit for theirintended use or purpose. The dutyto provide a seaworthy vessel isabsolute and completely independ-ent of the duty under the Jones Actto exercise reasonable care or be freefrom negligence. In other words, aseaman need not prove the vesseloperator is negligent to win anunseaworthiness claim.

The seaworthiness duty covers notonly the vessel itself, and its equip-ment, but also its crew.Seaworthiness is a relative term, andthe standard varies depending onthe type of vessel and the nature ofthe voyage. Generally, courts holdthat vessels must be “staunch,strong, well equipped for the intend-ed voyage and manned by a compe-tent and skillful master of soundjudgment and discretion,” and thatshipowners have “a nondelegableduty to provide a qualified masterand crew for the intended voyage.”

In the crewing and manning con-text, courts have regularly found ves-sels unseaworthy, and thus the vesselowner liable for injuries and dam-ages which result, where a vessel isinadequately crewed, either in termsof number aboard, number assignedto perform a given task, competen-cy, training, or disposition. Someexamples from published court deci-sions:

• “While there was one otherexperienced crewman, the engineer,Nichols was the only experiencednavigator and his physical and men-tal endurance must have been over-taxed by working long hours in suchsevere conditions with an under-manned and incompetent crew. TheDEEP SEA was unseaworthy insuch respects and the unseaworthi-

ness contributed to his fatal mistakein judgment.” (Petition of NewEngland Fish Co., 465 F. Supp.1003 (D. Wash. 1979)) • Vessel unseaworthy where a ves-sel owner failed to post dedicatedlookout who had no other duties (Inre Complaint of DelphinusMaritima, S.A., 523 F.Supp. 583(S.D.N.Y. 1981)).• “[I]t makes no difference thatrespondent’s vessel was fully mannedor that there was a sufficient com-plement of seamen engaged in theoverall docking operation, for therewere too few men assigned ‘whenand where’ the job of uncoiling therope was to be done…it makes no dif-ference that the third mate and twomen he assigned to perform the jobwere themselves competent seamen,or that the rope was itself a soundpiece of gear. By assigning too fewmen to uncoil and carry the heavyrope, the mate caused both the menand the rope to be misused.”(Waldron v. Moore-McCormackLines, Inc., 386 U.S. 724 (1967))• “Diamond B was aware thatBennett had trouble hearing theradio over the engine noise and thatthis noise also drowned out othervessels’ fog signals; yet Diamond Bsent him out anyway. Diamond Balso sent him out without a lookoutand with a radar system that Bennetthad no training in how to use.Diamond B claims that Bennett hadsufficient hands-on experience inusing radar, but the fact thatBennett could not even tell whichdirection the CANE RIVER wastraveling on radar indicates other-wise. In short, the facts found inthis case go far beyond mere naviga-tional errors. Diamond B knew, orshould have known, that the MISSBERNICE was unseaworthy and

(Continued on page 30)


28 MN March 2012

FINANCE

As a commercial marine lender, Ihave seen many business plans over theyears. They’ve ranged from the two-page “shorty,” to a ten-page quick-n-dirty and all the way to a 100-page ver-sion of “War and Peace.” Does one sizefit all? Probably not. A good business

plan will not be judged by its length, butrather, what it does to educate the lender about you, yourbusiness and why someone should become an advocate foryour financial request.

There are many computer programs that can help youwrite yours; even the government wants to help you out,but the bottom line is that at some point in time, some-one like me is going to read yours and decide if it movesto the next step. So, given my perspective, let’s start withthe integral parts of a commercial marine business plan:

• Executive Summary• Business Narrative• Financial Details• Supporting Documents

EXECUTIVE SUMMARY:You can win me over or lose me in the first few lines of

your Executive Summary. Educate me quickly about whoyou are, what your business is about, and then give me the10,000 foot overview of why we are here and what we aretrying to accomplish. The Executive Summary should bea concise statement of what will follow in the balance ofyour business plan. Avoid exaggerations or being overlysincere, trite or cute, but don’t make it (and what follows)so dry to read that my eyes glaze over. Your purpose is togive me a reason to want to invest the next few hours get-ting to know you and your business. Demonstrate quick-ly to me that you understand this industry and your proj-ect deserves consideration. Quite simply; get to the point.

BUSINESS NARRATIVE:In this section you can begin to lay out your case in

more detail. It is your opportunity to prove that you real-ly “get it.” I need you to provide me with a clear under-standing of what your company does. Describe your busi-ness, its history, how and when was it started and bywhom. Tell me about your market and where you fit intothat market and how you find your customers. Are yourrates spot or charter? Has your utilization increased ordecreased over the past couple of years. What have youdone to address the challenges? Have you sold off vessels,laid off crew, or made cuts elsewhere? Have you acquirednew vessels or spent capex on upfits, refits or repowers?What have you done to boost efficiency? Tell me aboutmanagement, crew and other employees – are you a unionshop? What is your succession plan? Who is your compe-tition and how do you stack up to their service? What isyour market share and how do you plan on increasing ormaintaining it? Try to limit the number of glossy colorbrochures you include from the local chamber of com-merce – they don’t impress and typically, they add novalue to the presentation.

FINANCIAL DATA:Here is where the rubber meets the road. Your business

plan has to make sense and you must demonstrate, withfew doubts that you can pay back the funds that you arerequesting. Do not confuse a loan with venture capital,although your business plan may request both. As alender, I look at hard collateral for the loan; but I may alsoconsider financing a portion of the operating capital costof a start-up. That said, that will never happen if the fore-going business narrative does not provide me with suffi-cient comfort that my potential borrower knows the mar-ket, can read a balance sheet and can convey both withconfidence and competency. That level of start-up riskdwells in the realm of venture capital. Your financial datasection should include:

• Description of the asset(s) and cost of the project indetail. If you want to buy a used boat or real property, pro-vide the coversheets from the most recent surveys, if a new

By: Richard J. Paine, Sr.

Bad Business PlanningDon’t Let it Sink Your Dreamboat



build, describe the project and whowill build it. If a start-up, compile acapital equipment supply list.

• If you are already in business, youwill have a strong basis for buildingyour financial proformas. If not, thequality and sources of your data willbecome critical. Do not rely on yourinstincts; this is where facts (althoughprojected into the future) are para-mount.

• Your proforma financials shouldbe extended a minimum of threeyears, detailed month by month,quarter by quarter. Your input datashould reflect neither the best norworst case scenario, but emerge fromthat area in between . . . reality. Yournumbers must prove your project’sviability without requiring an unreal-istic set of market conditions for themto work. Personally, I like to see youprove your feasibility by using worstcase numbers, rather than pie-in-the-sky, feel -good ones.

• Prepare your real-world income,cash flow analyses, balance sheets,profit and loss statements andbreakeven analysis. State the sourcesand bases for your assumptions. Citespecific studies, articles or personalexperiences that document your num-bers.

• Break out any special issues thatbolster your case. If, for example, youhave negotiated a strong, hell or high-water charter with a financially soundcharterer, make special mention of theterms and conditions and how theybenefit you financially.

SUPPORTING DOCUMENTS:If you make the first cut with an

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that its captain was improperly trained.” (Trico MarineAssets Inc. v. Diamond B Marine Servs., 332 F.3d 779(5th Cir. 2003))• “At trial, the plaintiff's expert, Dr. Nelson, testifiedthat Marceaux was ill-trained for the task he was assignedto perform aboard the M/V LAKE CHARLES. Marceauxconfirmed his lack of knowledge regarding his ability tolift the crossover hose using the procedures he had beentaught by Conoco and testified as to how the attemptedlift injured his back. In addition, there was testimonyoffered as to the lack of mechanical devices to aid him inthe off-loading operation. There was clearly sufficient evi-dence for the jury to find that the vessel was unseaworthydue to an improperly trained crew and that the vessel’sunseaworthy condition was a legal cause of injury to theplaintiff.” (Marceaux v. Conoco, 124 F.3d 730 (5th Cir.1997))

CONCLUSION

Proper vessel crewing, or manning, while it begins withcompliance with U.S. Coast Guard statutory and regula-tory requirements, does not end there. The crewing obli-gation also encompasses ensuring that a sufficient numberof crewmembers are assigned to perform specific work,that the crewmembers aboard are competent and proper-ly trained, and that they are capable of demeaning them-selves in such a way so as not to injure other crewmem-bers or property.

Fred Goldsmith is an attorney licensed to practice inPennsylvania, West Virginia, and Ohio, who focuses hispractice on admiralty & maritime litigation withPittsburgh-based Goldsmith & Ogrodowski, LLC(www.golawllc.com). He can be reached [email protected].

interested finance source, be prepared to provide docu-mentation to prove your business and financial condition.If you are currently in business, these will include:

• Three years of personal and business financial statements;

• Three years of tax returns;• Current quarter and historic quarter financial

statements;• Business licenses or other pertinent federal or

state documents;• Resumes of all principals and management;• Copies of leases for operating location(s);• Letters of interest from potential or current

customers.

If you are a start-up or other new venture, your profor-mas – hypothetical financial figures based on previousbusiness operations for estimate purposes – will be criticalin evaluating the viability of your request.

LAUNCHING: AND STAYING AFLOAT

The United States Small Business Administration offersguidance in writing a business plan. You may want to seewhat they have to say. Your completed document shouldreflect the effort you have made in assembling and ana-lyzing your data. Your narrative sections should let yourprofessionalism and depths of understanding of theindustry come through. And, just as important, is havingyour business plan read, evaluated and understood – inadvance – by a finance source who knows the real value ofyour dreamboat.

SBA on the Web: http://www.sba.gov/category/navigation-

structure/starting-managing-business/starting-busi-ness/writing-business-plan.

Richard J. Paine, Sr. is a recognized authority on U.S.commercial marine lending and leasing. He can be reachedat [email protected]

LEGAL FINANCE(Continued from page 29)


34 MN March 2012

On PatrolSmall Boats Serve Diverse U.S. & Foreign Government Missions By Susan Buchanan

Buoyed by multi-million dollar contracts, yards acrossthe country are building small boats for harbor and seapatrol, rescues, firefighting and other functions for U.S.and overseas military, along with American states andmunicipalities. Made of aluminum, wood, steel, rein-forced plastic, carbon fiber and other advanced compos-ites, these vessels can be based on existing designs or cus-tom tailored to meet mission requirements. Big govern-ment contracts are a boost to local economies, but spend-ing cuts by federal and other authorities are expected toaffect boat builders in the year ahead, and beyond.

METAL SHARK BUILDS FOR U.S. COAST GUARD,CUSTOMS AND NAVY

In mid-November, Louisiana-based MetalSharkAluminum Boats, a subsidiary of Gravois AluminumBoats in the same city, was awarded a $192 million con-tract to replace the U.S. Coast Guard’s fleet of ResponseBoat–Small or RB-S vessels. Up to 470 aluminum boatswill be delivered over the next eight years to the CoastGuard fleet, along with 20 vessels to U.S. Customs andBorder Protection and ten to the U.S. Navy.

“The RB-S is suited for port and waterway enforcement,

Brunswick 37 Justice


search and rescue, drug and coastalinterdiction and environmental mis-sions,” said Dean Jones, MetalShark's national sales manager. Thecontract is one of the largest of itskind for the USCG and is expectedto give an economic lift to coastalLouisiana.

To fulfill the contract, Metal Sharkis enlarging its facility in Jeaneretteand expanding its team of aluminumwelders, rigging and electronicsexperts, and installation profession-als by 50 percent to 120 employees,Jones said.

Based on Metal Shark's Defiantplatform, the 28-foot RB-S is pow-ered by twin 225-horsepower Hondaoutboards for speeds exceeding 40knots. The crew is protected by anenclosed cabin outfitted with ballis-tic materials. The RB-S has weaponsracks and a weapons-ready mountingat the bow. The boat is road trans-portable between missions.

KVICHAK MARINE SUPPLIES USCGAND NAVY

Seattle-based Kvichak MarineIndustries recently delivered the thir-tieth hull, under a five-year USCGcontract signed in 2011, for con-struction of up to 80 aluminumTransportable Port Security Boats--to be used for security and searchand rescue operations. The companyis now building another 20 vesselsfor delivery by July.

The TPSBs, operated by a crew offour, include shock-mitigating seatsto minimize crew fatigue, ballisticarmor protection and up to fourmounted weapons for tactical opera-tions. The 32’ 9” x 8’6” vessels arepowered by twin Yanmar 315 hpdiesel engines with MerCruiserBravo 1-XR outdrives, capable of atop speed of 45 knots. The TPSB canwww.marinelink.com MN 35


36 MN March 2012

maneuver in two feet of water, or alternatively can operatein 8-foot waves and up to 30 knots of wind.

Under a long-term, $600 million contract with theUSCG, awarded in 2006 for 180 45-foot aluminumResponse Boat–Medium vessels, KMI recently deliveredanother four RB-M’s--bringing the total to 80. Designedby Camarc in the UK, the RB-M is a self-righting, patrolboat that can handle a range of missions--primarily mar-itime security and search and rescue. The vessel is poweredby twin, Detroit Diesel 60 series engines, rated for 825BHP each, and Rolls Royce Kamewa FF375S waterjets.That combination fosters maneuverability and allows aspeed exceeding 40 knots. Kvichak has been building ves-sels for the U.S. Navy for decades and the company hasbuilt thirty-three 40-foot Maritime Prepositioning ForceUtility vessels for U.S. Navy assault craft units since 2006,along with two 75-foot Logistic Support Crafts--used asNavy Seals training platforms.

BRUNSWICK MAKES BOSTON WHALER PATROL BOATS

In Edgewater, Fla., Brunswick Commercial andGovernment Products, part of Illinois-based BrunswickCorp., recently signed a $36 million contract with the

U.S. Army Space and Missile Defense Command/ArmyForces Strategic Command to supply up to sixty 32-footand 37-foot Boston Whaler Justice patrol boats over fouryears. Those fast, durable boats will be used to support theU.S. Southern Command’s counter-narcotics assistanceprogram in Central America and the Caribbean. BCGPsales manager, Jeremy Davis told MarineNews, “the mod-els incorporate Boston Whaler’s unsinkable Unibond con-struction, center console layouts, heavy-duty angled rubstrakes and engine crash rails to prevent damage, alongwith bow mounts for weapons.”

The 32-foot Justice is powered by twin Mercury Veradooutboard engines and has two bolster seats at the helm.The 37-foot version uses triple Mercury Verado outboardengines and has an integrated bow thruster for maneuver-ability, along with a climate-controlled cabin with berth.Both models have shock-mitigating seats in the cockpitfor rough seas. Brunswick Corporation’s BCGP divisionsupplies boats to homeland security, law enforcement,special operations and combat, and fire and rescue agen-cies. Boston Whaler's foam-cored construction processprovides flotation, a superior ride and durability, Davissaid.

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KONRAD MARINE: STERN DRIVES

FOR PATROL BOATS

Konrad Marine has secured a coop-erative sale with the Indonesian andAustralian governments and begandelivery of 100 Konrad MarineModel 520 stern drive units in thelast quarter of 2011, said FredSparling, Konrad's worldwide salesmanager. Delivery will be complete inthe first half of this year. TheIndonesian police force plans to usethe drives on 10.5-meter patrol craftswith Twin Cummins QSB 355engines.

“Konrad stern drives were selectedbecause the requirement was forextremely durable, stern drive propul-sion, and ours have proven to be themost durable and reliable on the mar-ket,” Sparling said. “Our list pricingfor the stern drive propulsion portionis approximately $15,000 per drive,”he said.

Separately, Konrad contracted withthe U.S. Navy for twelve KonradMarine Model 520 stern drive unitsfor the Navy Airborne MineCountermeasures division, Sparlingsaid. The drives will be used on 7-meter Rhib multi-purpose patrol andtouring vessels. “It was determinedthat our drives were the most capableto meet multi-purpose requirementsand have significant, proven durabili-ty for this application,” he said.

Konrad client Boomeranger hasdelivered a new Boomeranger RIB tothe Swedish Navy for the SomalianAntipiracy Mission. “The boat ispowered by an extremely effectivecombination of diesel engines con-nected to twin propModel 660Konrad sterndrives,” Sparling said.“The superstructure of the boat isbuilt of carbon fiber and otheradvanced composites. The features of

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38 MN March 2012

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the boat include details designed incooperation with the end users. Thisnew design was delivered in a shorttime period.”

Significantly, and in late February,the Boomeranger C-950 was on itsway to Somalia on board the SwedishNavy warship HMS Karlskrona--which on April 14 takes over as theforce headquarters of the EuropeanAntipiracy Mission.

WILLARD MARINE BUILDS FOR U.S.AND FOREIGN GOVERNMENTS

C.J. Lozano, government productsdirector at Anaheim, Calif.-basedWillard Marine, Inc., said “our spe-cialty is building Rigid InflatableBoat or RIBs for large ships. We'veproduced them in various sizes for theU.S. Navy for 30 years. They havelifting fittings, and are adjusted to themeet the weight capacity of cranes soworkloads are safe and no one getsdumped in the ocean.” He added,“Our 7-meter RIBs are deployedaboard U.S. Navy Combatant Shipsthroughout the fleet. They are uti-lized as rescue platforms, personneltransfer and VBSS or visit, board,search and seizure operations.”

Lozano continued, saying “in thelast few years we've built high-speed36 foot RIBs for Mexico andLebanon. We have a large, 56-footpatrol boat in Jordan and some high-speed 7-meter outboard-poweredRIBs in Egypt, along with somemore-recent 5.4-meter RIBs. All ofthe boats for the Middle East are mil-itary craft and are used for a variety ofmissions--from SAR, patrol andVBSS.” Willard has also built vesselsfor the Coast Guard, includingdozens of boats for harbor patrol andfirefighting and smaller craft forocean surf rescues.

MOOSE BOATS ACCOMMODATES

FIRE FIGHTING AND NAVY NEEDS

San Francisco-based Moose Boats,Inc. signed a contract in December2012 to build a M1-44 foot alu-minum catamaran for the HumboldtBay Harbor District in Eureka, CAfor fire protection and emergencyresponse. The vessel will also serve as

a back-up pilot vessel for Port ofHumboldt. In early February, Moosewas awarded a contract by the WestPierce Fire and Rescue in UniversityPlace, WA for a M2-37 catamaran firerescue boat.

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40 MN March 2012

Recent Small Boat Contracts Between Selected U.S. Suppliers And BuyersSupplier Customer Value Details

Brunswick U.S. Army $36 million 60 Boston Whaler Justice patrol boats over four years.

Konrad Marine U.S. NavyAirborne Mine Not disclosed twelve stern drive units, contract signed in 2011.Countermeasures

Konrad Marine Indonesian & Australian Not disclosed 100 stern drive units in fourth-quarter 2011, delivery to be Governments complete in first-half 2012.

Kvichak Marine U.S. Coast Guard Not disclosed 80 aluminum TPSB boats; 13 delivered.

Kvichak Marine U.S. Coast Guard $600 million 180 aluminum response boats, contract signed in 2006, 80 delivered.

Metal Shark U.S. Coast Guard, CBP $192 million 500 aluminum boats to be delivered over the next eight years.

Moose Boats U.S. Navy $3.5 million eight-boat catamaran contract completed in March 2011.

Willard Marine Mexico, Lebanon, Egypt Not disclosed high-speed RIBs for a variety of missions.

Willard Marine U.S. Navy Not disclosed RIBs for large ships.

Source: Supplier Companies

the New Orleans Fire Dept. for fire fighting, rescue, diveand security capabilities. Mark Stott, sales engineer atMoose Boats, said “the M3-36 will be equipped with adedicated 1,500 GPM fire pump, dual remote-control firemonitors, foam capabilities and a positive pressure CBRNair filtration system.”

In January, Moose Boats delivered a M1-44 foot cata-maran to the New Jersey State Police in Point Pleasant tofight fires in southern New Jersey, Stott said. The M1-44’is an all-aluminum catamaran powered by twin 600hpCummins diesel engines coupled to twin Hamilton 322water-jets with Hamilton Blue Arrow Controls and ahydraulically driven fire-fighting system with a remotecontrol bow monitor rated for 750 GPM pumping.

Moose Boats designs and builds all projects from theground up, Stott said. The company completed an eight-boat contract, valued at around $3.5 million, for the U.S.Navy last year, with the final vessel delivered in March2011. They were M2-35 outboard-powered catamaransfor the U.S. Navy's Force Protection Large classification.

BUILDERS HOPE TO WEATHER SPENDING CUTS

Domestic small boat builders, especially those active inthe small craft military solution niche, today find them-

selves looking beyond their current healthy backorderbooks. And, as the U.S. Congress lops off two larger, morehigh-profile Coast Guard platforms from their recapital-ization plan, builders know that the smaller, multi-hullmission sets are also being scrutinized. “Cuts in the U.S.military budget this year and next will directly affect ussince we're a small business," Lozano at Willard said. "Butwe have customers around the world, and are well posi-tioned in the Middle East and other regions.”

Davis at BCGP expects defense-spending cuts to impactupcoming, new small-boat programs by causing delays orcancellations. “Projects already in place and committedare unlikely to be affected, however,” he said. AbbieWalther, vice president and general manager at MooseBoats, said “we are continuing to book orders from feder-al, state and municipal customers. The sales cycles perproject have become longer in general, but orders are stillbeing placed nonetheless.”

The current trend in military and law enforcementspending is a stark reminder that, frequently, the weaponof choice in the battle against terror here at home andunrest abroad is no longer the 600-foot warship. Arguably,the smaller profile high-tech platform being producedtoday right here at home is every bit as important.


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42 MN March 2012

BWT DownsizedBig Ideas Sometime Come in Small Packages

By Joseph Keefe

Hyde Marine’s chemical-free, IMO Type Approved bal-last water treatment solution packs performance in asmaller footprint. That’s good news for small vessel oper-ators who may soon find themselves impacted by a prob-lem that previously was thought to be a “bluewater” issue.

BWT AND BROWN WATER

The notion that ballast water treatment and invasivespecies are both strictly the domain of big, bluewater lin-ers coming from the Far East and other exotic localesquickly went out the porthole last November when theEnvironmental Protection Agency (EPA) issued its long-awaited, updated draft Vessel General Permit (VGP) rule.The new rules potentially bring regulations to bear on ves-sels as small as 79 feet LOA and others, depending onservice and routing. Separately, a recent workshop confer-ence held at Duke University in January also highlightedthe need for the world’s research fleets to lessen their envi-ronmental footprint. Those efforts include the installationof ballast water treatment systems for smaller hulledresearch platforms. Prominently mentioned at the confer-ence, also attended by MarineNews Editor Joseph Keefe,was the leadership of Hyde Marine in this effort.

GOOD NEWS (AT LAST)As this issue of MarineNews went to press, the Office of

Management and Budget (OMB) completed its review ofthe Coast Guard's Ballast Water Discharge Standard regu-lations in accordance with Executive Order 12866, andchanged its designation from an Interim Final Rule to aFinal Rule on February 24, 2012. The Coast Guard ispreparing it for publication in the Federal Register, andexpects to complete the administrative process within 30days – or by the end of March.

John Morris of the U.S. Coast Guard's EnvironmentalStandards Division said in a prepared statement, "We arenot at liberty to discuss details of the rule until it is actu-

ally published, but wanted to clear up confusion about itsstatus.” At press time, then, the exact BWT standard wasnot yet public, but the fact that the final rule had beendecided at long last, was indeed settled. That’s good news.

Separately, in February, the New York Department ofEnvironmental Conservation (NYSDEC) issued a pressrelease stating that it will pursue a uniform national bal-last water standard by leaving in place the EPA’s currentstandards in New York for the remainder of EPA’s currentVessel General Permit through December 2013. NewYork’s decision to (at least temporarily) release its hold ona standard that is unattainable and one which no technol-ogy yet exists to measure its efficacy, is very good news.The move also gives hope that a national standard can beachieved at some point in the future. Both the AmericanGreat Lakes Ports Association and Transport Canadaapplauded the decision.

Ahead of all the news is Hyde Marine.

HYDE MARINE: EARLY ENTRY + DEEP EXPERIENCE =REAL SUCCESS

Hyde Marine, once a small, Cleveland, Ohio-basedcompany recognized early the need for shipboard ballastwater treatment as the effect of zebra mussels and otherinvasive species in the Great Lakes region gained atten-tion. Today, Hyde Marine is a division of Calgon CarbonCorporation (NYSE:CCC), with corporate headquartersand production facilities in Pittsburgh, PA. That relation-ship is nothing but good news for Hyde, especially in abusiness where the wherewithal to outlast the prolongedregulatory process and the need to assure customers thatservice will be available long after the sale are both para-mount.

In 1997 Hyde was selected to provide engineering serv-ices for the Great Lakes Ballast Water DemonstrationProject and tasked with evaluating and assembling a col-lection of filtration and disinfection technologies that



could be combined to remove or kill organisms from shipsballast water. Hyde engineers brought more than 20 yearsexperience with ballast tank sediment management (HydeMud Remover) and industrial wastewater filtration andwastewater treatment systems to this project.

Hyde’s experience with various filtration techniqueseventually produced a UV disinfection system that waspractical, safe, and an environmentally sound method totreat ballast water. Simply designed, safe, and reliable, theefficient, automatic backflushing filter is used to removesediment and larger plankton, and a powerful UV disin-fection system destroys or inactivates smaller organismsand bacteria.

Hyde’s early efforts included delivery of five prototypetreatment systems, utilizing cyclonic separation and lowpressure UV, on board vessels in 2000 and 2001. As theIMO BWM convention began to take shape, Hyde recog-nized that the performance and reliability of the treatmentcomponents needed to be improved. They also knew thatequipment size would be critical, not only for the retrofitbluewater market, but for smaller hulls with even tightercubic dimensions.

By 2002, Hyde had completed development of a twostep treatment process of stacked-disk depth filtration and

medium pressure UV treatment which was delivered andinstalled on the M/S Coral Princess in 2003. This HydeGUARDIAN system was put into service and became thefirst to be accepted into USCG STEP and in April 2009became one of the first systems to achieve IMO TypeApproval.

PROVEN TRACK RECORD

As one of the first commercially available and fullyapproved treatment systems, Hyde began to receive ordersfor GUARDIAN systems primarily for new constructionprojects and for a wide range of vessel types and sizes.Today, Hyde has orders for over 175 treatment units onvessels with ballast pump capacities ranging from 50 to5,500 cubic meters per hour. With that kind of scalabili-ty, Hyde is in a unique position to offer approved systemsfor smaller vessels. Hyde recognized this need whenapproached by the Dutch biological research team aboutfitting the system to R/V Pelagia, a 66 meter multipurposeresearch vessel. The research team had been impressed bywhat they saw, particularly the reliability of the self clean-ing filters, during IMO G8 testing under extremely chal-lenging conditions at the NIOZ test facility, and specifiedthe Hyde Guardian to be purchased and installed on their

Hyde will soon deliver a BWTsystem for retrofit on theNational Park Service Vessel,“Ranger III”


44 MN March 2012

own ship. The Pelagia was the first of many research vessels and

workboats that have selected the Hyde system, in whathas become an important niche market for Hyde. Asmuch as 10 percent of Hyde’s current projects are onresearch vessels, smaller cargo ships and passenger ves-sels. Beyond this, more than 35 percent of HydeGUARDIAN projects have been in the Offshore ServiceVessel market sector.

SMALL VESSELS: BIG CHALLENGES

According to Hyde’s Jim Mackey, Key AccountsManager for Hyde, smaller vessels have many uniquechallenges when it comes to ballast water treatment sys-tem installations. These include:• Space: Space is at a premium on smaller vessels,especially for retrofitting equipment into existing boats.Suitable treatment systems must have a flexible designand be compact and modular so that treatment compo-nents, control panels and piping can be installed wherespace allows. • Operation in high sediment conditions: Shallow

illustration of Hyde GUARDIAN BWT system.


water, fresh water, and rivers withhigh sediment create extreme chal-lenges for ballast water treatmenttechnology, particularly for the filtra-tion system. High sediment andorganism content can easily causeplugging and can overwhelm a filter’sself-cleaning process. The result isstopping the ballasting process whilefilters are manually cleaned. Toavoid this, the Hyde GUARDIANincludes unique stacked disk filters,which automatically backwash withhigh pressure water jets when needed.• Short(er) ballast holding time:Passenger ferries, offshore supply ves-sels and small cargo vessels oftenoperate on short trade routes, requir-ing frequent ballast operations. Thisrequires a BWT process that effective-ly kills the organisms without requir-ing residency time in the tanks. UV

disinfection inactivates organisms bydestroying their DNA as the waterflows through, but does not changethe water in any way so it can be dis-charged at any time. The latter pointis especially critical in terms of dis-charging in U.S. waters, in light ofthe new, proposed EPA VGP. • Cold Weather (Arctic) Ops:Vessels operating in northern cli-mates, on the Great Lakes, and thosedesigned to support Arctic oil E&Poperations must be capable of ballast-ing in cold water conditions. Unlikeelectro-chlorination, medium pres-sure UV is not affected when thewater temperature drops belowapproximately 5 degrees C.

Environmentally Sensitive Areas &OPS: Smaller vessels often operate inremote, unique ecological locations,intensifying the need to minimize

risks of pollution. Oil and Gas opera-tions are pushing into more remoteand pristine environments whileResearch vessels, small passenger andexpedition yachts operate in locationswhere protection of the ecosystem isof utmost concern.

RECENT SMALLER HULL ORDERS

Hyde continues to deliver BWTsystems even in this challengingfinancial climate on the waterfront.Recently a Hyde system was deliveredto Edison Chouest Offshore for theIcebreaking AHTS that is under con-struction at North AmericanShipbuilding (Hull 247).

Additionally, a Hyde Model HG60will soon be delivered for retrofit onthe "Ranger III," a Small PassengerVessel operated by the National ParkService (NPS) in Lake Superior.

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Due to stability limitations, the Ranger III must carryballast during each crossing. Significantly, and accordingto NPS, the vessel’s operating season is subject to ice con-ditions on Lake Superior, The NPS intends to install thesystem during winter lay-up, between October 2011 andMarch 2012. On another front, Hyde has deliveredanother BWT system to the Polar Supply and ResearchVessel S.A. Agulhas II. Operated by the South AfricanDepartment of Environmental Affairs, the vessel willfunction as a multi-purpose vessel, serving, among otherthings, as a supply vessel, research vessel, icebreaker, expe-dition vessel, as well as a passenger ship. Operating in aparticularly sensitive area, the Polar Supply and ResearchVessel will be used to carry scientists and research equip-ment between South Africa, the Antarctic islands and theAntarctica.

DECISIONS AND QUESTIONS – FOR SMALLER HULL

OPERATORS, TOO

At a time when the ballast water regulations danceappears to finally be winding down, the domestic situa-tion in the United States also moves towards some sort ofclosure. And, while that may remove some headaches forforeign flag, bluewater, deep draft operators who wouldlike to move ahead with compliance installations, thewaters are muddier (no pun intended) for domestic,smaller vessel operators. Risk remains for operators toinstall any system in advance of the final VGP regulations.And, there is no guarantee, says a Coast Guard source,

that the two federal standards – EPA and U.S. CoastGuard – will ever be married. As the issue plays itself out,here and abroad, Hyde remains deeply involved with notonly delivering proven systems to a myriad of operators,but also in the regulatory and research process itself. TomMackey, Senior Consultant at Hyde Marine recentlychaired a ballast water technology conference in the UK.With speakers coming from a dozen countries; and atten-dees from a wider demographic, including the U.S. CoastGuard, the conference was timed to ensure robust atten-dance of those also coming to London for IMO’s MarineEnvironment Protection Committee 63rd session (MEPC63) during the following week. Across the breadth of allmarkets, the issues of safety of vessel and crew (chemicalhazards), and more recently, the increased risk of corro-sion in ballast tanks due to residual chemical oxidantsfrom some treatment processes are all in play. Accordingto Hyde Marine, the choice of a non-chemical ballastwater treatment technology will help to mitigate theserisks. Ballast Water Treatment is no longer the primarydomain of the deep draft, ocean-going vessel. As the rulesimpinge upon smaller hulls in niche markets, HydeMarine continues to help customers navigate the turbu-lent waters of pending ballast water treatment regulation.At the same time, they have delivered scores of effective,smaller footprint and environmentally correct systems awide range of players. Someday, you could be one ofthem.

www.hydemarine.com

46 MN March 2012



Stepping up to meet industrydemand, SUNY Maritime College isnow offering two new AssociateDegree programs that are approvedby the US Coast Guard. SUNYMaritime College’s Limited DeckLicense program has advanced from a200 ton to a full STCW approved1,600 ton US Coast Guard programand the college’s Limited EngineLicense Program has advanced from aDesignated Duty Engine License to afull STCW approved AssistantEngineer Limited (Oceans) License(for vessels up to 1,600 tons). Bothare two-year courses of study.

SUPPLY & DEMAND

“We listened to what our alumniand others in the maritime industrywere telling us,” said Captain ErnestFink, USCG (Ret.), DepartmentChair of the SUNY Maritime CollegeProfessional Education and TrainingDepartment. “There is a need withinthe industry for limited engine andlimited deck licensed professionals.Our goal in creating these two licenseand associate degree programs was toincrease the number of well trainedmen and women who would be able

to walk right into a job and serve in anumber of afloat or ashore positions.”

SUNY’s programs are designed tooffer students interested in smallboats, who may not have considered afour-year college degree program, anopportunity to receive the trainingthat will allow them to advance,secure an Associate Degree andobtain a deck or engine license. “Jobsare available in this area and theAssociate Degree, on top of thelicense, provides flexibility. In atight economy, for many, this pro-

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48 MN March 2012

gram offers a great opportunity,” said CaptainFink. “Completing this two-year programallows a student a chance to enter the job mar-ket in this growth area and then pursue theirbachelors degree on-line, with less financial pres-sure. It provides flexibility and a great opportuni-ty to enter a company and move up the ladder.”

CURRICULUM TAILORED FOR THE SMALLER PLATFORM

The Associate in Applied Science (Deck) provides astrong general education with professional training thatleads to a US Coast Guard Merchant Mariner Credential,also endorsed as Officer-in-Charge of a NavigationalWatch, Lifeboatman, Able Seaman-Unlimited, OrdinarySeaman, Wiper and Stewards Department. Successfulcompletion of the degree requirements as well as passageof the US Coast Guard approved Mate 500 or 1,600Gross Ton Ocean or Near Coastal Program allows the stu-dent to sit for a license as Mate of Ocean or Near CoastalSteam or Motor Vessels of either 500 or 1,600 gross tons.

The Associate in Applied Science (Engine) also providesa strong general education with professional training thatleads to a US Coast Guard Merchant Mariner Credential,also endorsed as Officer-in-Charge of an EngineeringWatch in a Manned Engine Room, or Designated DutyEngineer in a Periodically Unmanned Engine Room,Lifeboatman, Qualified Member of the EngineDepartment (all ratings except Deck Engine Mechanic

and Engineman), Ordinary Seaman, Wiper andStewards Department.

Students studying in the two-year, Associatein Applied Science Marine Technology: SmallVessel Operations, Deck Limited License take

classes that include Introduction to Business andEconomics; Introduction to Business Computing;

Computer Laboratory; Water Safety and Survival;Professional Studies; Basic Safety Training; English; ShipConstruction and Stability; Vessel Ops & Seamanship;Navigation; Tugs and Towing and Bridge Watchstanding,etc. A total of 75 credits are needed to complete thedegree, with additional seven (total of 82) for the OceanEndorsement.

Still another program is the two-year, Associate inApplied Science Marine Technology: Small VesselOperations, Assistant Engineer Limited License include:Introduction to Business and Economics; Introduction toBusiness Computing; Engineering Graphics; Water Safety& Survival; Introduction to Ship Systems; Small VesselEngineer I; Ship Construction & Stability; Nautical Ops:Safety; Marine Cargo Operations; English; Small VesselResource Management, among others. A total of 77 cred-its are needed to complete the Associate Degree withAssistant Engineer Limited License.

INNOVATION, QUALITY AND CAREER PLACEMENT, TOO.Captain Eric Johansson is a recognized authority on var-

Hands on training forengineers at SUNY

Maritime College



ious aspects of the tug industry. As aprofessor in the SUNY program, henotes, “The tug and tow boat indus-try is growing and there is increasingdemand for individuals with deckand engine licenses who are interestedin pursuing a maritime career.” ButJohansson also stresses the quality ofthe SUNY approach to the curricu-lum.

One of the hallmarks of the SUNYMaritime limited license, associatedegree program is that when the stu-dents graduate and pass their licenseexams, they have had not only class-room experience, but hands on expe-rience as well. Both programs requireextensive Cadet Internship and CadetObserver requirements. These twoprograms, administered by theCollege, apply strong academic train-ing with real world hands-on applica-tions and help to prepare students fortheir license in a professional, indus-try-supported environment. Futureplans include an expansion of theSmall Passenger Industry OffshoreSupply Vessel and other LimitedLicense areas.

A student’s interaction with theMaritime College does not end withreceipt of the degree and license.Aggressive career placement servicesallow SUNY Maritime Graduates tofind employment at leading maritimefirms such as K Sea in New York Cityand Penn Maritime in Philadelphia.The Maritime College’s CareerPlacement office has a consistentlystrong record of full placement forgraduates within three months aftergraduation.

THE LEADING EDGE OF THE

LEARNING CURVE

“Many maritime organizations andcompanies, both large and small havebeen excellent partners, working withus to tell us what the needs of the

industry are, but also what we can doto continue to provide our studentswith an education that will preparethem to meet the challenges andopportunities that lie ahead,” notedCaptain Fink. As Chair of the SUNYMaritime College ProfessionalEducation and Training Department,he ought to know. No other statemaritime academy produced morelicensed mariners than SUNY thispast year. Beyond this, nobody elseproduces a more diverse and focused

mix of those mariners.At SUNY Maritime College, the

numbers, the curriculum and theinnovative approach speak volumes.The oldest and largest maritime acad-emy in the nation continues toevolve, shaping itself to meet industrydemands and the global waterfrontthat changes daily. Based on that,change appears to be the norm formaritime education today. And, justlook who is at the leading edge of thelearning curve.


50 MN March 2012

It’s been a long time since boatoperators looked at paint as merelysomething that they hoped wouldstay on their hull long enough tomake it to the next scheduled dry-docking. The high cost of marinefuels, increasingly onerous environ-mental regulatory schemes and eventhe impact of ballast water treatmentsystems on ballast tank coatings havechanged all of that. And yet, the paintindustry didn’t evolve immediately tomeet the latest challenges that arriveat the foot of your gangway. When it

comes to coatings, the journey is amarathon; not a sprint.

SIGMAGLIDE biocide-free systemAt the forefront of the effort to help

operators increase profitability and atthe same time, reduce their environ-mental footprint; is Protective &Marine Coatings (PPG) and its SIG-MAGLIDE coating system. But, thatdidn’t just happen overnight. Sincethe launch of the first generationSIGMAGLIDE in 1995, PPG hascontinued to develop the product

range and today, the SIGMAGLIDE990 system is its third-generation,pure silicone based fouling release sys-tem. Among the major benefits tovessel owners is a product that boastsenhanced slime release properties andthe highest volume solids in the mar-ket. It’s no secret that boats move bet-ter and faster if not handicapped bymarine life attached to the hull. Tothat end, PPG has been developingmarine solutions, specifically biocide-free fouling-release coatings.According to PPG, by creating anextremely smooth surface, this coat-ing system reduces hull friction resist-ance, lowers CO2 and SO2 emis-sions, and provides significant fuelsavings. And, because it contains zerobiocides, PPG’s SigmaGlide productsare friendly to marine life and helpship owners in adopting environmen-tal compliance programs. Also, thehigh solids content and long-servicelifetime contribute to low solventemissions, meaning the number ofempty waste drums is reduced andwash water from hull cleaning opera-tions doesn’t have to be treated aschemical waste.

The performance of this coatingsystem is a function of the water-repellent or hydrophobic nature ofthe topcoat. In addition, the ultra-smooth finish that can be attained bystandard airless spray equipmentmeans the average hull roughness fig-ures are also significantly lower to

We are looking for individuals with strong commitment to quality and safety, strong communication and leadership skills, good problem solver and have high tolerance for dynamic working environment. The incumbent is expected to lead people to help the Company meet its

production guidelines and deadlines. Star candidate must also have background in Sandblasting & Painting and use of Ultra High Pressure Equipment.

The successful candidates must have the relevant experience and passion to work in Ship Repair and welcome a challenging work environment.

If you believe you have the inherit traits and skills, are a U.S. Citizen, able to acquire RapidGate, TWIC, and Security Clearances; please submit your resume online at or call (808) 848-6211 x 238.

*Ship Fitter *Welder (5000 series Alum, CUNI, SS)*Pipe Fitter *UHP (C13 background desirable)*Mechanical *Painter (C12 Background desirable)*Sandblaster (C7 Background desirable)

in Honolulu, Hawaii. Is seeking highly skilled personnel to join our team. PSI has been serving the Hawaii maritime community with our repair services on Navy, Coast Guard, MSC, and other vessels for over 65 years.

Marine Coatings EvolveIt is a Marathon, not a Sprint

COATINGS TECHNOLOGY



Royal Coatings Inc.

EASY KOTE & VOID KOTEA one component water based modifi ed asphaltic coating providing good

corrosion and mic resistance. Over 7000 vessels have been internally coated in over 16years.

Disbributed by: Coating Systems & Supply800-867-3127

www.royalcoatings.net

those achievable with a biocide-basedcoating – typically 50 to 70 µm (2.0to 2.8 mils) for the SIGMAGLIDEsystem. For comparison with conven-tional antifouling coatings an averagehull roughness at application of 125µm (4.9 mils) is achieved.

A recent inspection of a vesselwhich had been coated withSigmaGlide and then spent two idlemonths prior to its dry dockingshowed excellent fouling release per-formance. Beyond this, the vesseleventually sailed from the present drydocking without any paintingrequired. And, it was estimated thatthe silicone paint fuel consumptionsaving has an average impact of 3-4%in a fleet sailing at average speeds of15 knots and spending 30% time inport in West Mediterranean andBrazil waters. Consuming about13,000 tons/year of IFO 380, poten-tial savings could be as much as$200,000 annually.

Key advantages of the SIG-MAGLIDE system include the short-est minimum overcoating and refloat-ing times in the market. Additionally,the system allows an extended periodfor overcoating, ensuring the largestapplication window is available to thecustomer and the shipyard. With

more than 200 vessels coated with theSIGMAGLIDE system ranging fromstatic vessels (FPSO), low activity ves-sels (shuttle tankers), to high activityvessels (high- speed ferries) PPG is soconfident in the performance of thesystem that it guarantees a fuel savingof 5% (subject to average speed andoperational activity of vessel).

The system is based on two coats ofepoxy: the first being the primer andthe second being an anti-abrasivecoating; this is then followed by atiecoat, SIGMAGLIDE 790, andthen a topcoat of SIGMAGLIDE990. A key advantage is that this two-component system, with the volumesolids content of the tiecoat at 79%and the topcoat at 80%, considerablyreduces packaging waste costs andreduced solvent emission at applica-tion.

PPG’s Sijmen Visser toldMarineNews this month that the lat-est offering from PPG comes not onlyfrom a wealth of PPG research anddevelopment work but also the feed-back from customers. The combinedefforts, he says, have paid off. Visserexplains that the most importantthings that an operator should belooking for in a marine coatinginclude not only fuel savings, but also

robustness of the coating (ease ofapplication and performance in serv-ice), reliability of the coatings organi-zation and supplier and – in what hecalls the ultimate end-game for cus-tomers – a biocide free paint.

HULLSPEED 3000-SERIES

Also with an entry into the quicklyexpanding world of eco-friendlymarine hull coatings is HullSpeed, adivision of New York-basedGreenfield ManufacturingIncorporated. The HullSpeed prod-uct line was developed in 2002 andincludes performance coatings andfinish topcoats for marine craft, air-craft, automotive and constructionapplications in the industrial, racingand consumer markets. HullSpeedcoatings are green products, containno anti-fouling agents and are fullycured epoxy silicone paints that hard-en to create pro-environment, highperformance services.

Recently, a 65’ passenger ferry oper-ated by the Potomac RiverboatCompany was coated with HullSpeed3000-Series. The Alexandria, VAbased boat was hauled for its regularcoast guard inspection and will bereceiving routine maintenanceincluding new bottom paint. The

COATINGS TECHNOLOGY


52 MN March 2012

Potomac Riverboat Co. operatesmore than eight vessels and turned toHullSpeed for a bottom paint thatcould potentially be a simple cost sav-ing tool. HullSpeed coatings create adurable low drag surface that is idealfor boats that are routinely underway. By reducing fuel consumption,improving speed and improving theease of cleaning, the ferry would beable to operate more efficiently andsave the company thousands.Previous vessels coated withHullSpeed have seen speed increasesup to 9.5% and fuel savings of up to8.5%. Decreases in fuel consumptiondirectly reduces the carbon foot printof the vessel and helps to reduce thecontamination of local and globalwater ways.

With marine coating regulationsmoving away from traditional anti-fouling paints, commercial entitiessuch as the Potomac Riverboat Co.could help lead the way in the imple-mentation of eco-friendly bottompaints. Separately, the Florida Fish &Wildlife Conservation Commission(FWC) took delivery of a new 12MImpact in December. The boat wascoated with HullSpeed 3000 afterproduction speed trials were complet-ed and then tested again. Both testingprotocols were conducted by Impactmanufacturing staff. The applicationcame at the request of FWC in effortsto improve fuel economy, speed andintroduce eco-friendly bottom paintinto their fleet. Beyond this, however,FWC and similar environmentalenforcement organizations arebecoming increasingly aware of con-servation laws concerning environ-mentally harmful bottom paints.

HullSpeed 3000 test results demon-strated significant improvementscompared to the untreated factory

gelcoat finish. The greatest improve-ment in speed was recorded at 9.1%and fuel economy improvement waslogged at 5.0%. HullSpeed technolo-gy is very hard and durable while pro-viding excellent speed and perform-ance characteristics. The epoxy/sili-cone technology is water-based andprovides a foul-release surface that isone of the most eco-friendly marinepaints available. Another FWCHullSpeed 3000 application is sched-uled for completion in March in theSt. Petersburg area.

A MARATHON, NOT A SPRINT

Once viewed as merely a protectiveand decorative element to a boat’sappearance, marine coatings have hadto evolve with the rapidly changingregulatory playing field, just likeeveryone else. Operators nowdemand eco-friendly paints that stayon the hull longer, with attributesthat discourage marine growth and atthe same time reduce an operator’senvironmental footprint throughreduced fuel consumption and stackemissions, but also provide for afaster and more economical ridethrough the water. In the case ofPPG, research and customer feedbackhave produced a third generationSIGMAGLIDE product that pro-vides value and performance in all ofthe key metrics mentioned above.Newer to the game, but also startingto turn heads is HullSpeed and itsline of eco-friendly line of coatings.Both evolved over time and inresponse to market demands and cus-tomer feedback. It’s a tall order. And,the current formulas on the marketdidn’t happen overnight. That’sbecause when it comes to the devel-opment of marine coatings, it’s amarathon, not a sprint.

Jotun Passes IMOPSPC for COT Tests

Jotun recently reported that itsuccessfully completed testing ofcoating systems consistent with thenew IMO PSPC rules for cargo oiltanks (COT), scheduled to comeinto force next year. The new IMOPSPC rules for cargo oil tanks(COT) will go into effect January2013. Focused on maintaining thelong-term integrity of tanks, thenew standard requires that all coat-ings used in the tanks must providelong-term protection against thecorrosive effects of crude oil.

Jotun has successfully completedtesting for coating systems at oneof the IMO-approved test insti-tutes (COT in the Netherlands),passing with several tank coatingsystems. Two test methods areused. The first test simulates thecomposition of the vapor phase incrude oil tanks both in ballast andin fully loaded condition. The sec-ond test simulates immersion in acrude oil tank with a model liquiddeveloped to replicate some of themost corrosive crude oils.

According to Jorunn HoldhusSkovly, Jotun’s Product Managerfor tank coatings, Jotun coatingsystems performed well in theserigorous test. “Jotun welcomes theIMO regulations as they ensure agiven standard for the whole coat-ing process, from steel preparationto control measures,” she says.“Type approval for coating systemsensures that our customers cantrust they are selecting appropriateand high-performance coating sys-tems, fit for purpose.”

www.jotun.com

COATINGS TECHNOLOGY


PROPULSION UPDATE


Designed primarily for coastal workboats, RIB’s, power boats and sailingyachts, the Revolve marinized 5 cylin-der diesel engine has been developedfrom the renowned Ford DuratorqTDCi engine. Also playing a key rolein the development of the engine’scooling system was heat exchangerspecialist EJ Bowman. As a result, theRevolve engine combines OE stan-dard engineering, packaging, productquality and heat management in acompact, space efficient unit. Alongthe way, Revolve was able to producecomponents that have taken marineengine cooling design to a new level.

Working in partnership with Ford,the jointly developed technology forthis engine has also been used inFord’s European model range, includ-ing the flagship Ford GT super carprogram. Arguably, and until now,marine engine technology has laggedbehind the automotive industry andhasn’t benefited from the technologi-cal leaps that have occurred ashore.That said; environmental issues thathave been the focus of automotiveengineers for decades are now being

transferred to the marine industry;especially in terms of CO2 emissionsand noise. The new diesel enginefrom Revolve is a perfect example ofan efficient response to that metric.

Economy – and Performance, tooAs the cost of fuel continues to

climb, boat operators find themselvesconcerned with not only the environ-ment, but how to survive in anincreasingly expensive operationalarena. In this case, the Revolve enginehas been RCD certified for marineapplications and offers power outputsof between 74 –147 kW at the crank-shaft and is capable of cruising fullyladen at about 40 knots. Deliveringpower with a high torque curve,

which suits marine applications well,the engine’s remarkable fuel efficiencyis also gratifying operators and theenvironment alike. In tests, it has reg-ularly achieved economic fuel con-sumption rates of 11 liters per hour,including high speed runs. This, cou-pled with the new engine’s low noiselevels, could translate into greaterrange of “stealth” military operationsfor the new entry in the small enginemarket.

Reliable & Clean, tooAccording to Revolve, and through-

out the engine’s development, relia-bility has been a hallmark of this unit.Available now as 3.2 litre model, thisfive cylinder engine will later, it willbe joined by a smaller four cylinder2.2 litre version. In terms of emis-sions, the engine is fully Euro V emis-sions rated/compliant. Revolve backsthose claims with a full 2 year/1,000hours warranty, believed to be thefirst time a marine engine has everbeen offered with this level of confi-dence.

http://www.revolve.co.uk

Revolve Tech partners with EJ Bowman todevelop a new marine diesel engine. Revolution


54 MN March 2012

Markey Adds Professional StaffMarkey Machinery has added two

appointments to the Markey engi-neering team; Srihari Gowri Shankarand Brian Cox. Both have joinedMarkey as Design Engineers. Sriharirecently graduated from UC Daviswith a Master’s Degree in MechanicalEngineering. His primary focus wasin the area of Dynamics & ControlEngineering. Brian graduated fromthe University of Washington with aBachelor’s Degree in MechanicalEngineering in 2011. He focused hisUniversity studies on Computer-Aided Engineering and a Human-Powered Submarine Design.

Volvo Penta Appoints JonssonVolvo Penta´s engineer Kåre

Jonsson has been appointed GroupSenior Specialist within the VolvoGroup for his unique propeller com-petencies. Group Senior Specialist isan honorary title that is awarded toindividuals with unique skills andexpertise in a specific area within theVolvo Group. Jonsson is one of theworld´s most renowned propellerexperts and one of many Volvo engi-neers that has contributed to VolvoPenta´s world leading position withinpropeller technology. He joinedVolvo Penta in 1979 and he is one ofthe people behind the IPS systemwhich since the launch in 2005 hasestablished Volvo Penta as a leader.

Sea Star Names Keller PresidentIndustry veteran, Peter Keller has

been named president of Sea StarLine. Keller served Sea Star Line as aconsultant and key advisor during therecent restructuring of the company.His extensive experience in the Linerindustry, intermodal operations andsupply chain economics and strate-gies, coupled with over 40 years asso-ciated with the Puerto Rican trade,made him a natural choice to lead theorganization. Prior to establishing aninternational maritime consultancy,Keller was EVP and Chief OperatingOfficer of NYK Group Americas, Inc.

TITAN’s Hoddinott Named TITAN Salvage's Mark Hoddinott

has accepted the position of generalmanager for the International SalvageUnion (ISU). The position will com-bine the role of secretary general withthat of general manager. In this newrole, Hoddinott will be responsible tothe president of the ISU and its exec-utive committee for the day-to-dayrunning of the ISU and its work onrelevant issues.

He will start with ISU in April 2012and will work closely with SecretaryGeneral Mike Lacey, who will beretiring at the end of the year, toensure a smooth transition of respon-sibilities between them beforeHoddinott takes up the position for-mally in October.

ISS Announces 2012-2015 Board The ISS (International Superyacht

Society) announces its 2012-2015Board of Directors and PastPresidents Council. ISS elections areheld annually by peer selection.During 2011, ISS membership rati-fied changes to the Association’sBylaws which now state that a total of24 elected Board members will servethree-year terms. Key appointmentsincluded Ken Hickling of AwlgripPaint, who was named to a 3-YearTerm as President of the ExecutiveCommittee. Of the ExecutiveCommittee, three members are basedfull-time in Europe, two full-time inthe U.S. and one with homes andbusiness interests in both regions. ISSwas founded in 1989 and representsthe large yacht industry.

Seakeeper Welcomes ShawCiting a rapidly growing worldwide

market for its gyro stabilization prod-ucts, Seakeeper has named SteveShaw its newest field service manager.Originally from the UK, Shaw has 16years of experience in the US marineindustry. He most recently served asthe head of service for a large EastCoast shipyard.

Mobilarm Appoints Marshall Global marine safety equipment

provider, Mobilarm Limited hasappointed David Marshall to its

PEOPLE & COMPANY NEWS

Shanker Jonsson Hoddinott HicklingCox



PEOPLE & COMPANY NEWS

board of directors, effective 20January 2012. Marshall is the founderof UK based safety systems specialistMarine Rescue Technologies (MRT),a successful international businessthat joined forces with Mobilarm inJune 2011.

Bibby Offshore Launches GraduateTraining Scheme

Aberdeen-based subsea installationcontractor Bibby Offshore has recent-ly welcomed its first six graduatesonto the Bibby Offshore AcademyGraduate Training Scheme. BibbyOffshore Academy was launched lastyear to address the training needs ofpotential future employees and forthe management and development ofcurrent staff. Six graduates wererecently enrolled on the graduatescheme and plans are already in placefor a further intake in September thisyear. The recent intake includes threegraduate project engineers, two con-tracts engineers and an asset manage-ment graduate.

MMA Unveils Transas Simulators Massachusetts Maritime Academy

(MMA) recently hosted the grandopening ceremony for the start-of-the-art, American Bureau of ShippingInformation Commons Building,which houses the Academy’s new cut-ting-edge Full Mission ShipSimulator, supplied by Transas USA

Inc. The 42,000 square foot academ-ic building combines maritime tradi-tion with the latest technology inmaritime training, including the cam-pus library, museum, archives, modelship collection, plus hi-tech simula-tion facilities, multimedia ‘smart’classroom, and resource centers. Thenew simulator and its support areasrepresent the showcase facility for theMarine Transportation programoffered at MMA. The simulationfacilities include a full mission, 360degree bridge simulator meeting thehighest international training andcertification standards, debriefingroom, instructors control room andan ante room.

Markey Wins Trademark DisputeMarkey Machinery has announced

that it has prevailed in a dispute overits’ longtime trademark,Render/Recover®, which was initiat-ed by another winch manufacturer.On February 6, 2012 the UnitedStates Trademark Trial and AppealBoard did “dismiss with prejudice(the) Petition for Cancellation of thetrademark Render/Recover, SerialNumber 3,545,593.” “The courtdecision recognized our originationof the term in 1994,” said MarkeyPresident Blaine Dempke. “It’s unfor-tunate that we had to defend some-thing that was so clearly identifiedwith our company, but defend it we

did. We really had no other choice.”Founded in 1907, Markey Machinerydesigns and manufactures customdeck machinery.

Cleveland Cargo Volume Up 31% The Cleveland-Cuyahoga County

Port Authority reported that overallcargo tonnage increased 31 percent in2011, largely the result of growth insteel, iron-ore and oversized “project”cargo handled by Port facilities. ThePort handled 3.4 million tons ofcargo last year – the highest volumesince 2008. General cargo volumerose 16 percent as both steel and proj-ect cargo posted increases; while bulkcargo increased 33 percent, as moreiron ore was handled by Port opera-tions. Overall tonnage transiting theSt. Lawrence Seaway increased 2.5percent in 2011. Separately the PortAuthority’s Board of Directors agreedtoday to enter into a contract fornearly $3.9 million to construct anon-dock rail loop that will make thePort more competitive. Nearly18,000 jobs and 1.8 billion in eco-nomic activity result from the rough-ly 13 million tons of cargo that movethrough the Cleveland harbor onaverage each year. The Port also pro-vides innovative financing services fora wide range of development projectsin Northeast Ohio, and is leading ini-tiatives to solve infrastructure chal-lenges along Cleveland’s waterfronts.

MarshallShaw Bibby Offshore Graduates MMA’s New Building, Simulator Facility.


56 MN March 2012

PRODUCTSPatterson’s New Website Includes Savings Calculator

Patterson Manufacturingannounced that it has launched anewly redesigned website. Thesite's most innovative new featureis the YoYo Winch SavingCalculator (http://www.patterson-mfg.com/calculator.html), whichallows barge owners to learn how much they could save byswitching to the YoYo Winch. Users enter several figures(number of boats running tow, boat cost per hour, num-ber of locks to traverse per haul, etc.), and the tool auto-matically calculates the total return on investment andseven-year savings possible by switching to the YoYo. Thetool also estimates lost savings opportunities for those whodelay making the switch.

www.pattersonmfg.com

FWC’s RIB has Hullspeed Eco-Friendly PaintThe Florida Fish & Wildlife

Conservation Commission(FWC) took delivery of a 12MImpact in December. Coatedwith HullSpeed 3000 after pro-duction speed trials were com-pleted, and then tested again, theapplication reflects FWC efforts to improve fuel economy,speed and introduce eco-friendly bottom paint into theirfleet. HullSpeed 3000 test results demonstrated significantimprovements compared to the untreated factory gelcoatfinish. The greatest improvement in speed was 9.1% andfuel economy improvement was logged at 5.0%.HullSpeed technology is durable while providing excellentspeed and performance characteristics, with a foul-release sur-face that is eco-friendly.

www.HullSpeed.us

Snap N Save Paint Can Transfer System Saves PaintCreated to improve the way paint is

poured and saved, General DevelopmentLaboratories has released Snap N Save,a solution for traditional paint cansutilizing a unique design that fits snug-ly on one-gallon cans. A centered spout makes pouringeasy to eliminate wasted paint while an adaptor enablesmarrying of cans so paint is conserved. Lids protect thepaint and the can from rust and debris and system helpssave and store any viscous liquid that comes in one-gallonmetal cans. Manufactured with durable plastic, the lidssnap on easily, forming a tight seal for mess-free pouring.

www.SmallBrandNation.com

Sherwin-Williams Beats Cold/Damp with Macropoxy 80Sherwin-Williams has launched

Macropoxy 80, a high-build HAPs-free epoxy coating formulated forapplication to marginally preparedand damp surfaces in marine applica-tions. The coating combats steel corro-sion caused by immersion in salt andfresh water as well as from atmospher-ic exposures and can be applied at temperatures as low as0o F. A modified phenalkamine epoxy, it is recommendedfor use in salt and fresh water immersion, bilges and wetvoid areas, water and wastewater tanks, underwater hulls,and decks and superstructures. It can also be used as ananti-corrosive primer in an underwater hull system withanti-fouling coatings.

http://protective.sherwin-williams.com/industries/marine/

Klingspor introduces Fusion Foam PadsKlingspor’s new

Fusion Foam Pads arethe latest in high tech-nology abrasives forsurface preparation.Fusion Foam is the per-fect choice for final finishing of solid surface materials,marble and granite surfaces, sanding filler, primer, orangepeel, fiberglass, clear coats, and fine finish restoration.Also excellent for scuff sanding lacquer sealers, conversionvarnish sealers, vinyl sealers, or any surface that requirespreparation of a top coat.

http://www.klingspor.com

Jacksonville Shipyard Purchases Marine Travelift The Commodore Point

Facility at North FloridaShipyards has invested ina Marine Travelift 600Cmobile boat hoist. TheMarine Travelift 600Cmobile boat hoist will liftvessels out of the waterfor repair without usinga dry dock, allowingmore than one vessel tobe worked on at a time. The new mobile boat hoist is aid-ing the Shipyard’s ability to handle a larger share of themarket, generating new customers and added income; inaddition to hiring new employees and completing projectsfaster.

www.marinetravelift.com


PRODUCTS


Voith Announces First Voith Linear Jet OrderVoith announced the first Voith

Linear Jet order with TurbineTransfers UK for a 19 meter BMTWind Support Vessel. The VoithLinear Jet will provide for thisapplication a substantial higherbollard pull without a requirement for increased installedpower. This higher bollard pull will allow TurbineTransfers the safe transfer of personnel up to higher seastates. The Voith Linear Jet (VLJ), a new ship propulsor,will give Naval Architects new ways to optimize their ves-sel designs. Similar to a propeller, the efficiency is at a con-stant high level relative to the ship speed. This gives a VLJequipped ship a considerable range advantage against itswaterjet sister vessel.

www.voithturbo.com/marine

New Website for FIREBOY-XINTEXFireboy-Xintex Inc. has a new,

updated website, www.fireboy-xintex.com. The new site featuresan updated look and user friendlydesign. Product informationincluding fire suppression, carbonmonoxide detectors, gas detectionfor CNG/LNG/ Propane/Methane/ Gasoline is easily navigated on the highlighted,left-hand side of the screen. Links for product applica-tion, technical and product bulletins, manuals/installationinstructions and contact information, along with a searchbar are located at the top of the homepage.

www.fireboy-xintex.com

OceanWorks Completes Survey andUpgrades for Turkish Navy

OceanWorks Internationalannounced the delivery of amajor system upgrade, Lloyd’scertification renewal and comple-tion of sea trials for the TurkishNavy’s Atmospheric Diving Suit system. After 5 years ofoperation, the Turkish HARDSUIT Atmospheric DivingSystem (ADS) was returned to complete the survey andupgrade system electronics to the latest configuration. TheHARDSUIT Quantum was upgraded to include newLED lights, a new low-light pan and tilt camera and anupdated pilot control system which allows for redundantsurface controls. A new electronic panel system inside thesuit also improves accessibility for maintenance.

http://www.oceanworks.com /

FLIR Introduces Gyro-StabilizedThermal Night Vision

FLIR Systems announced therelease of the latest addition to itsM-Series family of thermal nightvision cameras at the MiamiInternational Boat Show: the newgyro-stabilized M-618CS. Housedin a rugged, waterproof gimbalenclosure that provides continuous360° pan and +/-90° tilt capability, the M-618CS provideshorizon-to-horizon coverage, and incorporates cutting-edge Ethernet connectivity for easy installation and con-trol.

www.flir.com

Schat-Harding Launches Global Multi-Brand ServiceLifeboat manufacturer and service

provider Schat-Harding has widenedthe range of its service network. Forthe first time, operators will be ableto get most of their lifeboats, hooks,winches and davits serviced by atrained engineer working to thehighest global standards, backed by aglobal service network. They willalso be able to use Schat-Harding’srange of modern hooks to replaceolder models. IMO SOLAS regulations require regularservice and testing routine for life- saving appliances, andnew requirements have been put in place to test alllifeboat hooks and bring them up to new standards.

www.schat-harding.com

Navis Engineering Achieves DNV Autopilot CertificationNavis Engineering Oy has

received MED-B typeapproval for its latest genera-tion AP4000 autopilot fromclassification society DetNorske Veritas (DNV). Issuedfor a five-year period, theMED-B certificate providesassurance that the product complies with all the relevantinternational standards imposed on marine equipment ofthis type. The approval covers equipment delivery to new-buildings or existing vessels for retrofit. The AP4000 isone of the few autopilots on the market that has a config-uration for two independent rudders. In addition, it isdesigned to allow for an interface with bow thrusters.

www.navisincontrol.com


2012 SNAME Annual Meeting & Expo and Ship Production Symposium

OCTOBER 24 -26, 2012The Westin Providence and Rhode Island Convention Center

One West Exchange Street * Providence, RI

ATTEND...Technical Presentations & Panel Sessions, Student Program, Networking Events

EXHIBIT...At the Expo, Learn About the Newest Technologies

SPONSOR...One of the Many Opportunities Available

The SNAME Annual Meeting and Ship Production

Symposium is the only industry event that includes

all the diverse technical interests and professional

specialties in naval architecture, ocean and marine

engineering and marine sciences.

For more information visit www.sname.org

Annual Meeting: [email protected]: [email protected]


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EstimatorJob Location: Canada, North Van-couver, BC

EstimatorBuilding A Future–Be Part of a WinningTeam Vancouver Shipyards, North Vancouver,BCExperience, expertise and technology:that is what Lower Mainland Shipyards—a member of the Seaspan Marine Corpo-ration—brings to the marine industry inthe design, construction and repair of alltypes and sizes of vessels.Reporting to the Commercial Manager,you will be accountable for the preparationof labour and material estimates forbid/tender inquiries received by either Van-couver Drydock or Vancouver Shipyards.Inquiries will be from internal (Seaspan Ma-rine) and external customers for drydock-ing, ship maintenance, repair, conversionsand new construction and will include de-tailed or outline specifications, drawings,sketches, and/or verbal instructions. Inthis role, you will also be responsible forbid preparation for submission to ownersand for bid analysis of past contracts.Your knowledge of the ship repair andshipbuilding industry and familiarity withshipyard trades, coupled with your abilityto interpret specifications, drawing,sketches or verbal instructions to createaccurate estimates in a timely manner, willbecome the measure of your success.

Competencies required:

•A diploma or degree in naval architectureor engineering•10 years’ experience in the marine in-dustry with increasing responsibility•Excellent communication skills in the Eng-lish language, both verbal and written, in-cluding knowledge of correct marineterminology•A strong customer service orientation

and outstanding interpersonal skills•Above average analytical, mathematical,problem-solving, decision-making and ne-gotiation skills•The ability to read technical drawings andinterpret contract requirements•Knowledge of the rules and regulationsof the marine industry•Exceptional time management skills andthe ability to meet strict deadlines.

Safety, Efficiency, Care, AccountabilitySeaspan Marine Corporation is looking fortalented people. We’re making Canadianhistory and taking West Coast shipbuildingto new heights. We’ve been building shipsin Vancouver since 1902, and now we’resharing our passion with a new generationof shipbuiliders of non-combat vessels. Please submit your r•sum• together witha covering letter to [email protected] we thank all applicants for their in-terest, only those selected for an interviewwill be contacted.Seaspan is committed to fostering a cul-ture that values diversity and invites appli-cations from all qualified individuals,including those designated under employ-ment equity.Human ResourcesSeaspan Marine CorporationEmail: [email protected]

Terminal ManagerJob Location: Canada, Port Alberni

The Port Alberni Port Authority (the “Port”),formed July 1, 1999, is mandated underthe Canada Marine Act to oversee andmanage harbour and port activities withinthe jurisdiction of the Alberni Inlet, includ-ing 17 acres of crown-owned industrialland.The Alberni Inlet is prone to calm waters,is free from any navigational obstacles, isice free year round, and offers a directshipping route to the Pacific Rim. With alength of just over 40 kilometres and an

Classified MN MARCH 12:MN Classified 3/5/2012 1:44 PM Page 59

60 MN March 2012

Vessels for Sale / Barges for Rent

We buy barges, ships, and other marine vessels and structures for scrap.

We adhere to the highest ES&H standards.Serving the rivers and coasts of the U.S.

CALL 800 - GO SCRAP

AMELIA • BROWNSVILLE • HOUSTON• MOBILE • MORGAN CITY

• NEW ORLEANS

average width of roughly 1.5 kilometres,the Alberni Inlet can easily accommodatePanamax size vessels.The past few years have seen a revitaliza-tion of the coastal forestry industry andsubsequent growth in activity for Port Al-berni Terminals. Diversification to othercommodities and current systems up-grades will also provide exciting challengesfor the operation.The Port is currently seeking an experi-enced waterfront leader to join the team asthe Terminal Manager. Under the general di-rection of the CEO, the Terminal Manageris accountable to maintain a strong opera-tional reputation, maintenance standardsand health and safety programs for Port Al-berni Terminals. Accountable for directingall terminal operations, including supervi-

sion of the Assistant Terminal Manager, theTerminal Manager will provide leadershipand labour relations skills to optimize pro-ductivity.Ideal candidates will have a broad knowl-edge of terminal, stevedoring, and/or ma-rine operating procedures and practices,as well as knowledge of budgeting, main-tenance and repair of terminal infrastruc-ture and equipment. Unionizedmanagement experience will be crucial toleadership success in this growing environ-ment. To explore this exciting opportunity further,please contact Ken Werker, PatrickReynolds or Alessandra Morzan in our Van-couver office at 604-685-0261, or pleasesubmit your resume and related informationonline at www.odgersberndtson.ca/en/ca-

reers/10708

Alessandra MorzanOdgers Berndtson710 - 1050 West Pender StreetVancouver V6E 3S7 CanadaPhone: 6046850261Email: [email protected] e b :http://www.odgersberndtson.ca/en/ca-reers/10708

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Vessels for Sale / Barges for Rent

244’ x 56’ x 18’

With 45’L x 25’W Ramp

For Sale Or Long Term Charter

Located West Coast

Contact Steve LeeTel: 707-374-5127 • Mobile: 707-333-8748

[email protected]

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

M/V ThunderforceM/V Thunderforce85 ‘ Research Vessel85 ‘ Research Vessel

Availa

ble

For C

hart

er

AmericanVibracore.com

• Vibracoring

• Mini CPTs

• Hydrographic Surveys

561-372-0500 US, Caribbean, GOM

• Video Surveys

• ROV/AUV Platform

• Buoy Deployment


Marine MarketplaceNEW PRODUCTS

62 MN March 2012


Marine MarketplacePROFESSIONALS

PROFESSIONALS


NEW PRODUCTS


64 MN March 2012

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

ADVERTISER INDEXPage Company Website Phone#

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

37 . . .ALUMINUM AND STAINLESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.aluminumandstainless.com . . . . . . . . . . . . . . . .(800) 252-9074

41 . . .ANDRIE, INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.andrie.com . . . . . . . . . . . . . . . . . . . . . . . . . . . .(231) 799-4831

37 . . .BAIER MARINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.baiermarine.com . . . . . . . . . . . . . . . . . . . . . . .(800) 455-3917

27 . . .BriarTek, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.briartek.com . . . . . . . . . . . . . . . . . . . . . . .Please visit us online

1 . . . .BRUNSWICK COMMERCIAL & GOVERNMENT PRODUCTS, INC. . . . . . . . . .www.brunswickcgp.com . . . . . . . . . . . . . . . . . . . . . .(386) 423-2900

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

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

7 . . . .DMW MARINE GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.dmwmarinegroup.com . . . . . . . . . . . . . . . . . . .(610) 827-2032

31 . . .DonJon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.donjon.com . . . . . . . . . . . . . . . . . . . . . . . . . . .(908) 964-8812

C3 . . .Don Sutherland Photo Contest . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.maritimephotography.com . . . . . . . . . . . . .Please visit us online

47 . . .ENVIRONMENTAL MARINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.envmar.com . . . . . . . . . . . . . . . . . . . . . . . . . . .(606) 561-4697

21 . . .GENCORP INSURANCE GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.gencorp-ins.com . . . . . . . . . . . . . . . . . . . . . . . .(800) 232-0582

26 . . .GREAT AMERICAN INSURANCE . . . . . . . . . . . . . . . . . . . . . . . . . . .www.greatamericanocean.com . . . . . . . . . . . . . . . . .(212) 510-0135

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

41 . . .HILLIARD CORPORATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.hilliardcorp.com . . . . . . . . . . . . . . . . . . . . . . . .(607) 733-7121

32-33 . . .IRIDIUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.iridium.com . . . . . . . . . . . . . . . . . . . . . . . .Please visit us online

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

47 . . .KLEEN BLAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.kleenblast.com . . . . . . . . . . . . . . . . . . . . . . . . .(925) 389-1041

19 . . .KONRAD MARINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.konradmarine.com . . . . . . . . . . . . . . . . . . . . . .(715) 386-4203

22 . . .LANDFALL NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.landfallnav.com . . . . . . . . . . . . . . . . . . . . . . . .(800) 941-2219

49 . . .MARINER'S HOUSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.marinershouse.org . . . . . . . . . . . . . . . . . . . . . .(617) 227-3979

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

31 . . .METAL SHARK ALUMINUM BOATS . . . . . . . . . . . . . . . . . . . . . . . . .www.metalsharkboats.com . . . . . . . . . . . . . . . . . . . .(337) 364-0777

11 . . .MTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.mtu-ironmen.com . . . . . . . . . . . . . . . . .Please visit our website

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

5 . . . .NORTHERN LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.northern-lights.com . . . . . . . . . . . . . . . . . . . . .(800) 762-0165

50 . . .PACIFIC SHIPYARDS INTERNATIONAL . . . . . . . . . . . . . . . . . . . . . . .www.pacificshipyards.com . . . . . . . . . . . . . . . . . . . .(808) 848-6211

41 . . .PLASTIC MARITIME CORPORATION-WEARLON . . . . . . . . . . . . . . . .www.wearloncorp.com . . . . . . . . . . . . . . . . . . . . . . .(518) 587-7624

C4 . . .R.W. Fernstrum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.fernstrum.com . . . . . . . . . . . . . . . . . . . . . . . . .(906) 863-5553

51 . . .ROYAL COATINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.royalcoatings.net . . . . . . . . . . . . . . . . . . . . . . .(800) 867-3127

29 . . .RUSTIBUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.rustibus.com . . . . . . . . . . . . . . . . . . . . . . . . . .(832) 203-7170

C2 . . .SCANIA USA INC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.scaniausa.com . . . . . . . . . . . . . . . . . . . . . . . . .(210) 403-0007

35 . . .SCHUYLER RUBBER CO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.schuylerco.com . . . . . . . . . . . . . . . . . . . . . . . .(866) 347-9445

15 . . .SEASPAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.seaspan.com/careers . . . . . . . . . . . . . . . .Please visit us online

20 . . .SENESCO MARINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.senescomarine.com . . . . . . . . . . . . . . . . . . . . .(401) 226-1042

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

29 . . .ST JOHN'S SHIPBUILDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.stjohnsshipbuilding.com . . . . . . . . . . . . . . . . . .(368) 328-6054

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

53 . . .TAMPA YACHT MANUFACTURING . . . . . . . . . . . . . . . . . . . . . . . . . .www.tampa-yacht.com . . . . . . . . . . . . . . . . . . . . . . .(727) 954-3435

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

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

3 . . . .WARTSILA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.wartsila.com . . . . . . . . . . . . . . . . . . . . . . .Please visit us online

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

23 . . .WILLARD MARINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.WillardMarine.com . . . . . . . . . . . . . . . . . . . . . .(714) 666-2150

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

17 . . .ZF Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.zfmarine cc.com/fmn . . . . . . . . . . . . . . . .Please visit us online

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