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T H E I N F O R M AT I O N A U T H O R I T Y F O R T H E WO R K B OAT • O F F S H O R E • I N L A N D • C OA S T A L M A R I N E M A R K E T S

Maritime Biz
It Doesn’t
Stop at the
Thad Allen
Offshore Annual
Boatbuilders, Suppliers, Operators Hanging
Tough in a Tight Market
A P R I L 2 0 0 9
WWW. M A R I N E L I N K . C O M
MN#4 Cover.qxd 4/8/2009 10:42 AM Page 1
MN#4 C2 C3 & C4.qxd 4/6/2009 5:10 PM Page 1
MN#2 C2 C3 & C4.qxd 2/3/2009 9:56 AM Page 2
2 MN April 2009
8 Tech File Rapid Oil Containment Barrier
10 Insights Admiral Thad Allen, Commandant, USCG
12 Boat of the Month The Unlimited
16 Offshore: Maritime Business Doesn’t Stop at the Shoreline
• By Dorman L. Strahan, OMSA
18 Legal: Where Have All of the U.S. Offshore Workers Gone?
• By Charles T. Blocksidge & Jonathan K. Waldron, Blank Rome
20 Finance: Capital and Financial Indices
• By Richard J. Paine, Sr., President, Marine-Finance.com




62 People & Companies
67 By the Numbers
68 Technology Bits
70 Directory
April 2009 • Number 4 • Volume 18
36 Moving Day
When the Lieb House needed a new home, it got there via barge.
• By Don Sutherland
42 Z-Drives at Work
Insights on Southern Towing’s choice of a Z-Drive pushboat.
• By Alan Haig-Brown
48 Offshore FLNG Market Prospects
Massive projects for floating energy production could prove a boom for the workboat business.
• By Lucy Miller & Steve Robertson
52 Aries Marine Invests in the Future
Despite a “terrible” offshore market, Aries Marine is looking long terms, and it likes the view.
MN#4 (1-17).qxd 4/7/2009 9:23 AM Page 2
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along with the people, industry expertise and technology behind it, you can count on
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the bottom line, it’s no wonder fleets rely on Chevron’s advanced lubricants and coolants.
To find out more, visit chevronlubricants.com.
© 2007–2008 Chevron Products Company, San Ramon, CA. All rights reserved.
All trademarks are the property of Chevron Intellectual Property LLC.
MN#4 (1-17).qxd 3/31/2009 3:20 PM Page 3
POSTMASTER Time Value Expedite
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The Terrel Tide,
launched by Quality
Shipyards, is indicative
of the hope surround-
ing the Offshore O&G
business and its resur-
gence with the world
On the Cover
4 MN April 2009
Coming in Future Editions
MAY 2009
Combat Craft Annual
• Waterjets • RIB REPORT
MACC ‘09 • NorShipping ‘09
JUNE 2009
CEO Six Pack
Interviews with industry leaders
Barge Building Report
Product: Coatings & Corrosion Control
JULY 2009
Marine Environmental
Oil Spill Detection & Remediation
Maritime Fire & Safety Products
MN#4 (1-17).qxd 4/7/2009 9:23 AM Page 4
MN#4 (1-17).qxd 3/31/2009 3:20 PM Page 5
A reader recently pointed out to me that if we keep look-
ing for the most strikingly ugly numbers to report, we
might end up creating a self-fulfilling prophecy. No one
disputes the fact that the economy is hurting, but Don
Wilson, from C. E. Supply Company, has a point.
Wilson's company, out of Debert, N.S., Canada sells
mainly used engines and gensets from U.S. suppliers to
foreign buyers in Asia, South America and Greece. He
wrote that he often can't find enough product to fill
orders in hand.
I've heard from a few others who say their maritime
related businesses are doing well, if not growing, and I
think Wilson is on to something when he suggests taking
a closer look at what's going right.
Insular executive offices and board rooms have been
blamed for causing the short-sightedness (and greed) of
the financial sector and the lack of innovation in the auto-
mobile industry. By comparison, talking with the innova-
tors in the workboat industry puts me at ease.
There are examples of individual innovators such as
Brian O'Connor, mechanical designer and President of
OCOR Corporation, who is looking to build a prototype
from his patented submerged waterjet design and has
attracted the attention of notable companies.
Then there are companies and organizations that show
leadership, like Bureau Veritas (BV), which recently
released new guidelines for the application of fuel cells on
ships. Gijsbert de Jong, BV product manager, blamed the
lack of wider applications of fuel cells on what he called a
"vicious cycle" where the lack of a regulatory framework
for fuel cells reduced incentive to create prototypes, yet
the absence of fuel cells in the
industry is a disincentive to
spend time creating that frame-
This is the same quandary
explained to me by Cameron Clark, Director of
Environmental Affairs at Hornblower Cruise & Events,
when he took me on a tour of the company's hybrid ferry
in San Francisco Bay.
This challenge didn't keep Hornblower from building
its hybrid, instead it inspired the company to work with
the Coast Guard to address the need for a framework for
hybrids on the U.S. coast and waterways.
Subscribe to the print or electronic edition of MarineNews at www.marinelink.com/renew-
subscr/Renew04/subscribe.html or e-mail Kathleen Hickey at mrcirc@marinelink.com
Twice every business day we provide breaking news, tailored to your specification, deliv-
ered FREE directly to your e-mail. To subscribe visit http://maritimetoday.com/login.aspx
Job listings are updated daily and help match employers with qualified employees. Post a
position or keep abreast of new employment opportunities at
MN offers a number of print and electronic advertising packages. To see our editorial
calendar and advertising rates, visit www.marinelink.com/AdvRates/Rates.asp
6 MN April 2009
Raina Clark
Managing Editor
MN#4 (1-17).qxd 4/7/2009 11:17 AM Page 6
Power to propel both vessels and business.
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Scania engines - 12 or 16 liter
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MN#4 (1-17).qxd 3/31/2009 3:21 PM Page 7
tech file
Ontario-based Murrenhil Corporation has launched the
Rapid Oil Containment (ROC) Barrier system, designed
to reach and trap an oil spill within minutes. More than a
dozen oil spills occur every day in Canada, contaminating
water supplies, impacting human health and destroying
marine life and coastal wetlands.
"That's why we've developed the ROC Barrier, a first-
of-its-kind response system designed to reach and contain
an oil spill rapidly - before it spreads out over the water
and stretches onto the shoreline where it has the greatest
ecological impact," said Glenn Murray, president of
Murrenhil Corporation.
Made in Canada, the ROC Barrier uses a proprietary
high-extension sorbent barrier, and a patent-pending,
compact and easy-to-use deployment system designed to
recover up to 100% of the oil from a spill without absorb-
ing the water.
The ROC system barrier is deployed from the back of a
watercraft at speeds of up to 33.5 miles per hour. While
the watercraft circles the perimeter of the oil spill, the bar-
rier's film laminate continuously streams from the dis-
penser to quickly contain and prevent the spill from
becoming a run-away slick.
The ROC Barrier is small enough to allow every type of
watercraft and marina to store it on-site. Watch a video
demonstration of the ROC Barrier, at the Murrenhil
Corporation website
Rapid Oil Containment Barrier System
8 MN April 2009
MN#4 (1-17).qxd 4/7/2009 9:24 AM Page 8
A blown seal. A simple hydraulic leak. And without warning, you could be at risk for costly fines and
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To learn how the full line of Clarion lubricants can provide superior performance
and protection, call Roger Tucker at 832-486-4375 or visit clarionlubricants.com.
MN#4 (1-17).qxd 3/31/2009 3:35 PM Page 9
10 MN April 2009
Admiral Thad Allen, Commandant of the Coast Guard,
spoke with MarineNews about the merchant mariner cre-
dentialing process, TWIC, the new Centers of Expertise
and the modernization of the Coast Guard's internal
organization. Visit the Commandant's blog at
www.uscg.mil/comdt/blog for more of his perspectives on
the workings of the Coast Guard.
What's the Coast Guard doing to simplify the merchant
mariner credentialing process?
Merchant mariner credentialing has been the subject of a
lot of concern and reforms going back 10 or 15 years, to
when I was a field commander. The goal is to create bet-
ter standardization, better efficiencies, a central screening
and vetting of applicants, and ultimately, reduce the wait
to get biometrics, (fingerprints, etc.) from the field. Then
align that with the current Transportation Worker
Identification Credential (TWIC) card along with a cen-
tral review of medical records. I think we're well on our
way to making that happen.
What's the biggest obstacle to all of this?
We're moving from a decentralized process whereby folks
came into a Regional Exam Center (REC) and did all
their business there and then ultimately the information
was transferred to a database. There's a couple of things
[that present challenges], number one is physically mov-
ing the data, the IT backbone, and the second is redefin-
ing functions of what people do in the field versus what
the people do at the centralized screening point. [The
Coast Guard] is trying to build in the consistency that we
lack because individual RECs were managed slightly dif-
ferently - we're all human beings and have our own way of
interpreting the rules. In some cases we had folks shop-
ping around for RECs based on where they thought they
might get the most favorable treatment.
So there's a physical relocation portion, there's a data cen-
ter/IT backbone portion, there's a staffing portion where
we load resources and staff from the RECs in. Then
there's the creation of new staff functions, one of which is
the medical competency folks who are capable of screen-
ing these records (medical exams) in one central location.
We've phased the movement of the records from the
RECs to the central point in a responsible manner I think,
where we tried to move as fast as we could, while being
mindful of the impact on our stakeholders in the field.
Where is the Coast Guard with TWIC implementation?
As you know, we're heading toward an April deadline to
have everybody in compliance. We started back before the
end of the calendar year. We do find that there are unique
issues related to each port. One of my predecessors once
said, "if you've seen one port, you've seen one port." So
we get to places like Alaska or Hawaii where there are
issues with accessibility because people are on islands or at
USCG Admiral Thad Allen
The Commandant Presented the State of the Coast Guard Address
on March 3 at the National Press Club in Washington D.C. (U.S.
Coast Guard photo/Telfair H. Brown Sr)
MN#4 (1-17).qxd 4/7/2009 11:18 AM Page 10
Industrieterrein Avelingen West 20
4202 MS Gorinchem
P.O. Box 1
4200 AA Gorinchem
The Netherlands
phone +31 (0)183 63 92 67
fax +31 (0)183 63 77 62
MN#4 (1-17).qxd 3/31/2009 3:22 PM Page 11
great distances, and we've dealt with those. There have
been some issues with the contractor that was retained
with TSA regarding the acquisition of the data and the
production of the cards, but in general, I think it's gone
very smoothly. Our next challenge of course, is to issue the
second regulation regarding the card readers and figure
out where we want to go with the biometrics that are cap-
tured in relation to our merchant mariner credentialing,
so it only has to be done once.
What kind of feedback are you getting from the field?
Generally, good feedback. It's usually a supply and
demand issue where the enrollment centers have been
established by the contract. Are they in the right place and
can they handle the throughput? We've worked with TSA
and the contractor to adjust that, and in some cases, there
were more resources needed at one place than another. In
other cases it was to our advantage to put a mobile enroll-
ment center on the road and take it to large populations
like a maritime school, for example, where you know you
have a significant group that can be dealt with in one
Can you talk about the Centers of Expertise (COEs)?
Sure. I'm going back 10 or 15 years ago, when we trained
our marine inspectors by sending them to a training port.
We would send them to a large port like New York with
the knowledge that in a very large port, they would get a
great cross section of the different types of inspections that
they would have to do.
Changes over the years caused us to move away from
training ports. Some ports now specialize in certain types
of maritime activities that others do not. For example,
Houston and Galveston have a high concentration of
petroleum and chemical type traffic and LA/Long Beach
has a very high amount of containership traffic. So by
sending someone to a port to train them in their first tour,
they're not necessarily going to get what they need to be
an effective inspector.
We decided to break the industry into segments and then
go where they're actually conducting those operations in
the private sector and co-locate out training nodes so
when our inspectors come into that particular area they'd
be trained on the specific type of platform.
We recently stood up the COE related to inland towing,
the brown water fleet, in Paducah, Ky., near the conver-
gence of the Ohio and Mississippi Rivers, where there are
a lot of barges. We put the COE right where the busi-
nesses are, so if you're going to get into that line of work
we're going to send you there to train no matter where
you're going to be dealing with towing operations in the
country. In a similar manner, for cruise ships it will be
Miami, because that is the largest cruise ship port in the
United States. For the offshore oil and gas industry it will
be down on the Louisiana coast. Morgan City or Houlma
are the likely candidates. In Duluth, we will probably set
up the Lake Carrier COE because those are different types
of vessels up there. There's a lot of steam plants that aren't
operated anyplace else. The final COE, probably some-
where on the Gulf coast as well, will be for Liquefied
Natural Gas.
What were your priorities when you started your tour as
Commandant and what progress has been made?
The overwhelming priority when I became Commandant
was to reposition the Coast Guard in the 21st Century to
be a more flexible and agile organization. We're accom-
plishing that by looking at our command and control
structure and our mission control structure. We're also
looking at operations where we haven't been as focused on
our customers as we need to be. Marine Inspection is a
good example of that.
We're looking to stand up two organizations inside the
Coast Guard, one is a mission execution organization and
the other is a mission support organization that will be
headed by two deputy Commandants.
Probably the biggest change in the Coast Guard is taking
the entire logistics and maintenance system to a standard-
ized business practice, what we call bi-level maintenance.
We're pretty much on track. We've most recently stood up
logistic centers to focus on our various platforms. The
Surface Forces Logistics Center is in Baltimore. The Shore
Infrastructure Logistics Center is down in the Tidewater
area. The Command and Control Computers,
Intelligence and IT (C4IT) Center of Excellence is going
to be in Alexandria, Virginia. We already have an Aviation
Center of Excellence in Elizabeth City, North Carolina.
Moving ahead, the two largest challenges that remain are
working with the Congress to establish the two senior
leadership billets [Deputy Commandants] and, what I
probably won't see done on my watch, the transformation
of our financial management system.
That's somewhat linked with the new financial manage-
ment system that's coming on-line with the Department
[Homeland Security] and that's likely to extend past my
12 MN April 2009
MN#4 (1-17).qxd 4/7/2009 11:18 AM Page 12
MN#4 (1-17).qxd 3/31/2009 3:23 PM Page 13
The Unlimited is the 20th Incat Crowther design built
by Richardson Devine Marine. A 78.7 ft. catamaran work
boat, the Unlimited was built for Offshore Unlimited,
who provide comprehensive offshore services, including
oil rig supply, survey ship re-supply and chase boat servic-
es, around Australia. The platform is based on the Incat
Crowther catamaran hull form which has been used in
ferries, motor yachts and workboats. The platform fea-
tures an efficient hull shape which leads to lower power
requirements, lower fuel consumption and longer range
capabilities. The hull has a wide beam, allowing easy
engine room access for maintenance and repair, spacious
crew quarters, high load carrying capability and possesses
excellent seakeeping characteristics. During the vessel
development stage Incat Crowther worked with the cus-
tomer and the shipyard to customize the standard plat-
form to suit the clients' specific requirements for the oper-
ation. These include a multipurpose deck crane, incorpo-
rating a wireless control system for launching the vessel’s
tender, as well as general duties on the large open aft deck
which includes a four ft square moonpool for underwater
operations. In addition the aft deck is fitted with securing
points for a standard 20 ft container and a stern platform
for water access. A unique feature for a lightweight alu-
minum high speed catamaran is the addition of a towing
hook enabling the vessel to undertake lightweight tug
duties, with a bollard pull of 15 tons. The vessel has also
been fitted with bowthrusters in both hulls for operating
within close quarters of other vessels or structures.
Powered by twin Caterpillar C32's each producing
1,400 hp the vessel will have a service speed of 26 knots.
Sea trials were successfully conducted in very rough con-
ditions in Australia's Bass Strait. The Unlimited has an
extended range of 1,875 nm at 22 knots thanks largely to
two 3,302 gallon fuel tanks. This will allow the operator
the range to reposition the vessel far more efficiently than
with multiple refueling. This vessel is intended to operate
along the northern coastline of Australia.
boat month
Incat Crowther Designs Catamaran Work Boat

14 MN April 2009
Length, o.a. 78.7 ft
Beam, o.a. 26.2 ft
Draft (approx) 7.4 ft
Engines 2x Caterpillar C32
Power 2 x 1,400 bhp at 2300 rpm
Gearboxes 2 x Twin Disc MGX6599
Service Speed 26 knots
Max Speed 29 knots
Fuel 6604 gal.
Fresh water capacity 396 gal.
Deadweight 55 tons
MN#4 (1-17).qxd 4/7/2009 11:19 AM Page 14
Koike Aronson, Inc./Ransome Arcade, NY USA 800-252-5232
Higher quality.
Extremely durable.
Koike Aronson/Ransome
calls it “Zero downside.”
Automating any part of your welding with the Wel-Handy
Multi welding carriage can deliver immediate payback.
Get faster welding of fillet, butt, and lap welds. One shipbuilder
whose welders used to produce 110 ft. of weld a day now
produce nearly 300 ft. a day with the Wel-Handy Multi.
Get x-ray quality welds while reducing wire, gas and fumes
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Higher quality.
Extremely durable.
Koike Aronson/Ransome
calls it “Zero downside.”
MN#4 (1-17).qxd 3/31/2009 3:24 PM Page 15
16 MN April 2009
Most discussions of the maritime industry focus only on
vessel operations and shipyards. This view of the industry
overlooks the shoreside businesses that figuratively (and
sometimes literally) keep the boats afloat. It is important
to remember the shoreside businesses when weighing the
impact of the maritime industry on the economy and the
impact of the economy on the maritime industry.
The Offshore Marine Service Association (OMSA),
where I serve as a member of the Board of Directors, has
over 150 associate members who do not own vessels, but
are still involved in every aspect of the maritime business,
from vessel construction and the provision of parts and
equipment to insurance and legal services. It is important
for these support companies to belong to groups like
OMSA and other maritime-related trade associations.
Through these associations, they learn about the regulato-
ry issues affecting the maritime industry and therefore can
structure their services to better meet the needs of the
boat owners. All of our different companies are intercon-
nected, and all are a part of the larger maritime industry.
In its own way, the OMSA membership serves as a good
representative slice of the maritime sector, showing how
much of the business and economic impact takes place
away from the water's edge. It is vital to understand the
full economic impact of both on-water and on-shore busi-
Take, for example, employment figures. The number of
people employed on boats is impressive. When we com-
bine the offshore workboat sector and the inland towing
sector, there are approximately 35,000 to 40,000
mariners. However, for every mariner who serves on a ves-
sel, there is a large complement of other people who make
it possible for that vessel to work. Adding those numbers
results in a significant total industry impact.
In 2006, OMSA surveyed its vessel operating members
and discovered that each vessel in the workboat fleet
spends an average of $325,000 annually on repairs, main-
tenance and supplies. That is only one indication of the
widespread economic impact the maritime industry has
on port cities. Here is another: In 2006, the Port of
Fourchon in Louisiana conducted an economic study and
found that port-related spending in the local community
was worth about $1.4 billion in local sales.
The results of the OMSA survey and the 2006 econom-
ic study make it easy to see that America needs a thriving
maritime industry. Statistics like these support our advo-
cacy of policies that would open up new areas of the coun-
try for offshore oil exploration. Producing skilled jobs
with above-average pay scales is an appealing prospect for
port communities that are suddenly finding themselves
faced with rising unemployment problems. Increased off-
shore oil and gas activity would bring welcome business to
vessel operators, and the additional activity for workers in
seismic surveying, exploratory drilling and ongoing pro-
duction would provide a further economic boost to the
We all realize that the maritime industry is feeling the
effects of the economic recession. In the offshore work-
boat market, the recession has been intensified by the
declining price of oil and subsequent drop in drilling
activity. We need to remember now more than ever that
we are all part of one industry. Boat owners and their
shoreside support businesses deal with the same roller-
coaster business cycle. To paraphrase an old saying, when
the boat owners catch cold, their vendors start sneezing.
There is no doubt that the business cycle will improve
and vessel utilization will increase. Offshore energy will,
once again, be in demand, and the prospect of expanding
exploration into other areas of the country is good. In the
meantime, it is important to remember that together we
make a very good team, one that has developed through
years of hard work.
When we realize how much we depend on each other,
we can demonstrate how much the nation depends on our
The Maritime Business: It Doesn't Stop At The Waterline
Dorman L. Strahan is President of
Marine Systems, Inc., a subsidiary of
Kirby Corporation. He is on the Board of
Directors for the Offshore Marine
Service Association.
MN#4 (1-17).qxd 4/7/2009 9:27 AM Page 16
MN#4 (1-17).qxd 4/7/2009 12:41 PM Page 17
18 MN April 2009
blocksidge & waldron
Even though it has been almost four years since
Hurricane Katrina and production levels on the Outer
Continental Shelf (OCS) are experiencing a temporary
decline due to the downturn in the economy, there con-
tinues to be a demand for foreign personnel to work in
support of OCS activities. From welders to caterers, from
chief engineers to deck hands and commercial divers, for-
eign personnel continue to fill critical positions onboard
vessels and platforms. The question remains, where have
all of the U.S. citizens gone? Whether the shortage is an
actual shortage of personnel or a factor of undesirable
wages and a lack of interest in an offshore career, the
shortage is real, has operational consequences, and can be
addressed through a Coast Guard regulatory exemption in
accordance with 33 C.F.R. Part 141.
The shortage, or unavailability, as it is technically called,
has recently received the attention of the Coast Guard's
National Offshore Safety Advisory Committee
(NOSAC), which formed a subcommittee at its last meet-
ing to develop criteria for the Coast Guard to use in deter-
mining if an actual labor shortage exists and to define
what constitutes an emergency need. In order to under-
stand this issue, it is important to first understand the cit-
izenship restrictions that are placed on OCS operations.
Through the Outer Continental Shelf Lands Act
(OCSLA) and it amendments, Congress announced that
the U.S. Constitution and laws and civil and political
jurisdiction of the United States are extended to the sub-
soil and seabed of the OCS and to all artificial islands, and
all installations and other devices permanently or tem-
porarily attached to the seabed. What this means in sim-
ple terms is that U.S.-flag vessels and platforms conduct-
ing operations on the OCS must be manned or crewed by
citizens of the United States or resident aliens.
This citizenship restriction typically becomes an issue in
three different situations: (1) a U.S.-flag vessel or offshore
platform cannot find enough U.S. citizens or resident
aliens to fill its regular complement (i.e., unavailability);
(2) a U.S.-flag vessel with a U.S. crew or an offshore plat-
form needs to supplement its crew with foreign specialists,
professionals, or other technically-trained personnel to
handle emergencies or other temporary operations; and
(3) a foreign-flag vessel with a foreign crew has to route
relief crews through the United States or make U.S. port
visits. A common theme that runs through all three situa-
tions is the requirement for foreign workers to possess a B-
1 (OCS) visa in order to be allowed ashore in the United
States, either en route to or from the OCS, or during a
U.S. port visit. Failure of a crewmember to possess a B-1
(OCS) when a vessel pulls into a U.S. port will result in
the owner/operator of the vessel having to post an armed
guard at the gangway and the crew not being permitted to
disembark the vessel or depart the country without an
armed escort. A brief discussion of each exemption follows
Foreign-Flag Vessels
In general, under the OCSLA manning requirements,
the crew of any vessel engaged in OCS activities, whether
U.S. or foreign flagged, must be either U.S. citizens or res-
ident aliens. However, a manning exemption exists under
OCLSA allowing a foreign-flag vessel to employ foreign
nationals if it can be demonstrated that citizens of a for-
eign nation have the absolute right to effectively control
the vessel (i.e., bareboat charter) or that the ownership of
the vessel is over 50 percent foreign at every tier of own-
ership. The application is submitted to the Coast Guard's
Foreign & Offshore Vessels Division and must contain,
among other things, information such as project scope,
vessel specifications, and a detailed description of owner-
ship of every company in the vessel's chain of ownership.
Approval can often take 30 days or more depending on
the complexity of the particular case. Once the exemption
is received, it remains valid until the vessel comes under
either U.S. ownership or control. Following the approval,
Where Have All of the U.S. Citizen
Offshore Workers Gone?
Charles T. Blocksidge, associate at
Blank Rome, is a former naval officer
who concentrates his practice in the
areas of maritime and environmental
law. Blocksidge@BlankRome.com
Jonathan K. Waldron, partner at Blank
Rome, concentrates his practice in mar-
itime, international, and environmental
law, including maritime security.
Waldron served in the USCG for 20 years
MN#4 (18-32).qxd 4/7/2009 9:30 AM Page 18
the vessel owner can begin the process
of obtaining the B-1 (OCS) visas for
the crew.
Unavailability of U.S. Citizens
or Resident Aliens
This situation is directly linked to
the number of U.S. citizens or resi-
dent aliens that are qualified and
available to work offshore. Before uti-
lizing foreign personnel in vacant
positions, an unavailability exemp-
tion must be requested from the
Coast Guard's Foreign & Offshore
Vessels Division. This is accom-
plished by the applicant demonstrat-
ing that it has attempted to locate
qualified U.S. citizens or resident
aliens through several different adver-
tising media including, but not limit-
ed to, newspapers, internet, and trade
shows/job fairs. Given that the Coast
Guard makes its determination in
consultation with the U.S.
Department of Labor, it is also
important that the applicant register
and post advertisements with the two
largest state labor organizations that
deal with offshore occupations;
namely, the Texas and Louisiana
Workforce Commissions. In addition
to the advertising information, the
applicant must also include the num-
ber of personnel needed, the position
they will fill, the vessel and/or plat-
form upon which the foreign person-
nel will be stationed, and also infor-
mation pertaining to the particular
applicant's hiring statistics (e.g.,
number of applicants, new hires and
terminations over the last several
quarters). Once the Coast Guard
makes its determination that an
unavailability exists, a letter will be
issued that can then be utilized by the
recruited foreign personnel to obtain
a B-1 (OCS) visa from a U.S.
embassy or consulate. The temporary
exemption is typically valid for one
year from the date of issue under the
condition that the applicant will con-
tinue to advertise for and hire either
U.S. citizens or resident aliens if and
when they become available. When
the proper visa is granted, the foreign
workers will then be permitted to
travel to the U.S. and ultimately to
the OCS.
Foreign Specialists and Technically Trained
With respect to specialists and other
technically-trained personnel, the
exemption is typically only granted in
emergency situations or for other
temporary operations. An example of
a situation where this type of exemp-
tion would be applicable is following
a major hurricane event that results in
widespread destruction that requires
additional personnel, particularly to
assist with the assessment of damages
and repairs of offshore platforms.
One of the pieces of data that the
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(Continued on page 22)
MN#4 (18-32).qxd 4/13/2009 9:57 AM Page 19
20 MN April 2009
Some of us have seen challenging economic times
before, some have not. But as sure as the sun rises in the
East, business will return to some semblance of normalcy.
Even as financial markets morph into something new, cer-
tain basics will never change. Capital is one.
Capital is a commodity that is bought and sold. A bank
or finance company may lend money from its own inter-
nal sources (like saving accounts and CDs) or it may go
out to the marketplace to borrow funds from various
sources to loan to you. As in any case of supply and
demand, when capital is scarce, as it is today, the cost is
high. Cost is determined by the institution's credit rating,
overhead, and the length of time the money is used,
among other things. Once money has been secured for a
given premium and period of time, the source expects a
certain yield. If the loan is repaid before its maturity, the
yield is not achieved and a penalty is due in recompense
for the loss of return. It is the same when you prepay a
loan or lease. When evaluating the economics of a typical
proposal or term sheet from your lender, you will usually
focus on four main areas of concern: term, amortization,
advance and rate. These are offered by the lender with
their cost of funds and required yields in mind. Your term
sheet may also contain various requirements for maintain-
ing certain leverage, net worth, debt coverage and other
covenants which set out the rules and limits of the lender's
risk tolerance going forward. For now, let's look at the
most obvious elements of the proposal:
Term (or tenor) is the length of time that the loan or
lease will remain open until either the principal is paid off
at maturity, a balloon payment or milestone has been
reached, or the lease period is over. In fixed rate facilities
there may be a penalty if the instrument does not go to
maturity. It is less frequently found in a floating rate loan.
Amortization is the fixed length of time it will take to
pay off the principal amount of the loan. It is also some-
time used as a method to determine the residual value of
an asset at the termination of a lease. In certain cases
where a balloon payment is due at the end of a loan, the
amount of the balloon is determined by how much prin-
cipal, if any, remains unpaid at that time. Hypothetically,
if no interest were charged on a 12-month loan and term
and amortization were equal, each monthly payment
would be 1/12th of the amount of your principal and you
would have a zero balance at the end.
Advance is the amount that the lender is willing to lend
to you as a percentage of the cost of the asset. This is usu-
ally 60 to 90% of the lender's valuation based on fair mar-
ket, orderly liquidation, or forced liquidation value of the
asset. Rate is the amount of interest a lender will charge
you for your use of money advanced during the term of
your loan. Rates can be either floating or fixed. A rate that
floats will change up or down during the life of the loan,
as does the specific index to which it is tied. A fixed rate
loan is set for a period up to the life of the loan and does
not change. Other rate schemes can float until you choose
to swap the floating rate for a fixed rate ... for a fee. To
determine the rate that you will pay, the lender specifies
the index, evaluates your financial condition, then adds
the spread to cover his cost and profit. The size of the
spread is determined by the lender's cost of funds, his
profit and your financial condition. Your loan rate will be
the sum of the index plus the spread.
There are a number of indices that lenders can use,
Prime Rate, Treasury Bills (or Ts), Interest Rate Swaps and
LIBOR are the most common. The Prime Rate, T's and
Swaps are reported daily on the Federal Reserve Statistical
Release H15 Selected Interest Rate site: http://www/fed-
eralreserve.gov/releases/H15/update/ and you'll find
LIBOR reported daily in the Wall Street Journal and sim-
ilar publications.
(The indices quoted herein were current as of late March
2009). The Prime Rate is indexed to the Federal Funds
Rate. The Federal Funds Rate is set eight times a year by
the Federal Reserve Bank's Federal Open Market
Committee. It is used as a target rate that banks charge
each other for overnight lending to satisfy reserve funding
requirements. The Prime Rate generally runs about 300
basis points (100 basis points = 1%) over the federal rate
and is the average of up to 30 of the United States largest
banks lending rates to their major commercial customers.
The Prime Rate does not fluctuate often although since its
Capital and Financial Indices
Richard J. Paine, Sr. is the President of
Marine-Finance.Com, a maritime con-
sulting firm specializing in the financing
and leasing of commercial marine ves-
sels. He can be reached at 516-431-
9285 or rpaine@marine-finance.com
MN#4 (18-32).qxd 4/7/2009 9:33 AM Page 20
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22 MN April 2009
inception in 1929 has hit a low of 1.5% in 1935 and a
high of 21.5% in December of 1980. The current Prime
Rate is 3.25%.
Treasury Bills have been reported since 1962. They are
issued at a discount from their face value. The discount is
the interest rate that is reported daily and is determined at
auction. Their volatility, while not extreme, can vary sig-
nificantly on a week to week basis. Interest is paid at
maturity and they are reported in various increments from
1-month to 30-years with an adjustment factor available
to determine maturities not reported. The 10-year
Treasury Bill hit an historic high of 15.68% in 1981 and
recently set an historic low of 2.11% in December 2008.
At various times, short term T's can offer higher yields
than longer terms. When this occurs, the market calls it
an inverted yield curve. It is normal for longer terms to
have higher interest rates, the longer the fixed rate of the
loan, the higher the interest rate. The current 10-year T-
Bill is 2.61%. Interest Rate Swaps are a bit more arcane.
It is a derivative or hedge. There is no actual movement of
principal from one party to another, it a virtual transac-
tion wherein one party swaps a fixed rate with another
party for a variable interest rate. The rates reported are the
rates paid by the fixed rate party (in return for receiving
90-day LIBOR) to the party with the variable rate. The
International Swaps and Derivatives Association (ISDA)
reports various maturities based on rates collected at
11:00 a.m. Eastern Time and then distributed by various
sources. Currently traded Swaps can have maturities as
long as 50-years. Since Swaps have been reported
(6/2000) the historic high for a 10-year Swap was 7.18%
in July 2000 and low of 2.22% in December of 2008. The
current 10-year Swap is 2.79%
LIBOR is the London InterBank Offered Rate. If the
U.S. Federal Reserve sets the Federal Funds Rate as a tar-
get, LIBOR, as reported by the British Bankers
Association, is the actual rate at which big financial insti-
tutions borrow unsecured funds from each other. Daily, at
about 11:00 a.m. London-time, the weighted average of
the rates reported by 16 corresponding banks is published
in maturities ranging from overnight to one year. Interest
Rate Swaps are generally based on LIBOR and are traded
in most world currencies. Official reporting began in
January of 1986. Since then 30-day LIBOR has gone as
high as 10.25% in March 1989 and as low as 0.3834% in
January of 2009. Current 30-day LIBOR is 0.520%
Coast Guard uses to determine if an
emergency situation exists is the per-
centage of oil and gas that is shut-in
as reported by the Minerals
Management Service.
For example, immediately following
the 2005 hurricane season, the shut-
in percentage was approximately 95
percent, and following the 2008 sea-
son it was approximately 59 percent;
both of these were considered to be
emergency situations. A situation that
could constitute a temporary opera-
tion is where a foreign specialist is
brought onboard a vessel or platform
to either install a new piece of equip-
ment or to train the regular crew on
its use.
These exemptions are issued by the
local Officer in Charge of Marine
Inspections in the particular Coast
Guard Sector where the operations
will occur and include, among other
things, the name and passport infor-
mation for the particular specialist,
the project information, and the esti-
mated duration of the project. These
exemptions may be granted for a set
time period of time that could range
from one week, to several months, or
a year, depending on the particular
circumstances. Based on the issuance
of such an exemption, a foreign work-
er may obtain a B-1 (OCS) visa. The
strict citizenship requirements
imposed on OCS operations, coupled
with the requirement for offshore
workers to possess a B-1 (OCS) visa
when traveling in the United States,
has made exemptions from these
restrictions commonplace in facilitat-
ing OCS operations.
Whether you are a small company
that has resisted bidding on a larger
contract because you are unsure
where the qualified personnel would
come from, a company that wants to
contract with a foreign-flag vessel but
does not want to deal with contract
delays due to personnel issues, or a
platform or vessel owner in need of a
foreign specialist to assist with a new
equipment installation, the exemp-
tions discussed above may be the
Given that the failure to secure the
exemption and/or the proper visas for
the personnel can result in fines,
penalties, lengthy operational delays
and personnel issues including depor-
tation, it is strongly encouraged that
U.S. counsel be sought to assist with
preparing and submitting the exemp-
tion requests. Moreover, it is impor-
tant to use counsel who are experi-
enced in this specialized area of the
law to make sure that the necessary
legal requirements are sufficiently
addressed in submitting an exemp-
tion and to avoid lengthy delays in
obtaining approval.
(Continued from page 19)
MN#4 (18-32).qxd 4/7/2009 9:34 AM Page 22
MN#4 (18-32).qxd 4/6/2009 12:44 PM Page 23
24 MN April 2009
The Nigerian firm Fymak Marine
& Oil Services has recently taken
delivery of a new crewboat designed
and built by Horizon Shipbuilding of
Bayou LaBatre, Ala. The M/V
Chinyelugo is 170 ft long with a 31 ft
beam and 13.5 ft molded depth.
Propulsion on the aluminum vessel is
provided by four Cummins KTA-50
M2 engines each delivering 1800 hp
at 1800 RPM through Twin Disc
MGX 6848 gears with 2.58:1 ratios
to Hamilton HM811 water jets. The
crewboat has a design speed of 30
knots. The vessel is fitted with a 230
hp Thrustmaster of Texas bow
thruster. Cummins Mid-South LLC
also provided 110 kW auxiliary
engines. The boat will work with a
crew of eight and is capable of carry-
ing 60 passengers and 225 tons of
deck cargo. A five-ton knuckle-boom
crane from Morgan Crane is mount-
ed forward on the main deck. Coastal
Machinery supplied the anchor
The owners report that the
Chinyelugo has been fixed in a two-
year contract with Reservoir
Exploration Technology (RXT) ASA,
a seismic survey company whose
headquarters are in Oslo, Norway,
and is engaged in seismic survey work
in various locations around the
world. The Chinyelugo is working for
RXT offshore West Africa specifically
on contracts that have been awarded
to RXT by ExxonMobil and Total.
New Crewboat from Horizon Shipbuilding
Length, o.a. . . . . . . . . . . . . . . . . .170.3 ft
Length, b.p. . . . . . . . . . . . . . . . .153.75 ft
Breadth, molded . . . . . . . . . . . . . . . .31 ft
Draft, designed . . . . . . . . . . . . . . . .6.9 ft
Speed . . . . . . . . . . . . . . . . . . . . .30 knots
Main engines . . .4 x Cummins KTA-50M2
Total installed power . . . . . . . . .7,200 hp
Bow Thrusters . . . .Thrustmaster of Texas
Generators .Two each Cummins 6BT5.9G2
Water Jets . . . . . . . .4 x Hamilton HM811
Engine controls . . . . . . . . . . . . . .Hamilton
Gears . . . . . . . . . . . . . . . . . . . .Twin Disc
Coatings . . . . . . . . . . . .International Paint
Radars . . . . . . . . . . . . . . . . . . . . . .Furno
Depth Sounders . . . . . . . . . . . . . .FCV585
Auto Pilot . . . . . . . . . . . . . . . . . . .Simrad
AIS . . . . . . . . . . . . . . . . . . . . . . . .Simrad
GPS . . . . . . . . . . . . . . . . . . . . . . . .Furno
SatCom . . . . . . . . . . . . . . . . . . .Furn05M
Passenger/crew capacity . . . . . . . . . . .68
Fire extinguishing systems . . . .Hiller CO2
Fire detection system . . . . . . . . . . . .Hiller
Liferafts/boats . . . . . . . . . . . . . . . .Zodiac
Fire Monitor . . . . . . . . . . . .Stang 940100
Deck Crane . . . . . . . . . . . . .Morgan 8000
Anchor Windlass . . . . . . . .Coastal Marine
. . . . . . . . . . . . . . . . . . . .Equipment, Inc.
Fuel Oil . . . . . . . . . . . . . . . . .32,021 gals
Lube Oil . . . . . . . . . . . . . . . . .344 in gals
Potable Water . . . . . . . . . . . .36,510 gals
MN#4 (18-32).qxd 4/7/2009 9:35 AM Page 24
Launching the OSV
Hos Iron Horse
In April 2007 IHC Merwede Offshore &
Marine was granted the order to design
and build the new Multi Purpose Offshore
Support Vessel for Hornbeck Offshore
Services. The vessel's keel was laid on
July 23, 2008 and will bear the name Hos
Iron Horse. The naming of the vessel will
take place upon delivery in the third
quarter of 2009.
Hornbeck Offshore Services intends to use
the vessel in first instance in the shallow
waters of the Mexican Gulf. With her
deepwater cranes, deck cranes and moon-
pool, the vessel can be used in a wide
range of offshore construction activities.
The vessel can also easily be adapted to a
charterer's specific requirements. The
moonpool facilitates subsea operations
which can be supported by two work class
ROVs, housed in a hangar.
The vessel is equipped with a 400-metric
ton heave compensated mast crane, capa-
ble of working in 9,843 ft of water, and a
120-metric tons heave compensated off-
shore knuckle boom crane. The vessel also
has a helicopter platform and accommoda-
tion for a crew of 100.
Length, o. a. . . . . . . . . . . . . . . . . .432 ft
Length, b.p. . . . . . . . . . . . . . . . .366.5 ft
Breadth . . . . . . . . . . . . . . . . . . . . . .72 ft
Depth . . . . . . . . . . . . . . . . . . . . . . . .31 ft
Speed . . . . . . . . . . . . . . . . . . . . .13 knots
Deadweight . . . . . . . . . . . . . . . . .9,440 t
DP Class . . . . . . . . . . . . . . . . . . . . .Three
Design draft . . . . . . . . . . . . . . . . .20.5 ft
Scantling draft . . . . . . . . . . . . . . . . .22 ft
www.marinelink.com MN 25
A new offshore supply vessel has
joined the Gulf Resource
Management Inc. (GRMI) fleet
working the Gulf of Mexico. The 140
ft by 34 ft M/V Luke Thomas was
designed at the owner's direction
with an accommodation space that
extends the full 34 ft width of the
hull to maximize crew comfort. In
addition to a crew of four, the OSV
can accommodate up to 16 offshore
workers or 22 passengers. The dis-
tinctive design is from Sterling
Marine LLC and the vessel was built
by Master Marine LLC in Bayou
LaBatre, Alabama. The large 88 ft by
30 ft after deck has the capacity to
carry 350 tons of cargo while the hull
contains tankage for 53,000 gallons
of fuel and 113,000 gallons of
potable water. A pair of Cummins
Tier 2 compliant QSK19-M3 engines
each delivering 660 hp into Twin
Disc gears provides propulsion power
for 12 knots. Two Cummins
6BTA5.9(DM) powered generators
supply the vessel with 88 kW of elec-
trical power each. A fifth Cummins
engine, a 340 hp QSL9, powers the
bow thruster for the ABS DP 1
classed vessel. The Luke Thomas is
also fitted with a 1,200 GPM Crane
Denning fi-fi system.
The Luke Thomas is a virtual sister
ship to the owner's M/V Andrew
Length, o.a. . . . . . . . . . . . . . . .134.25 ft
Length, b.p. . . . . . . . . . . . . . . . .121.6 ft
Breadth, molded . . . . . . . . . . . . . . .34 ft
Depth, molded . . . . . . . . . . . . . . .12.5 ft
Draft, designed . . . . . . . . . . . . . . .9.75 ft
DWTUp to 480 LT Tankage or up to 350 LT
Deck Cargo
Displacement . .800 LT Max Displacement
Speed in knots . . . . . . . . . . . . . .12 knots
Handy Sized OSV for
Gulf Resource
MN#4 (18-32).qxd 4/7/2009 9:37 AM Page 25
26 MN April 2009
The Swordfish, christened January
14 on Bayou Teche, is a sister-ship in
all but two significant features to the
Bourbon Libeccio, delivered earlier in
2008 from Jeaneratte, Louisiana's
Island Boats. The move from green
for the 175 by 32 ft hull to a deep
royal blue is the result of an owner-
ship change from Rigdon to
GulfMark in the intervening months.
The second difference results from
the advent of Tier 2 engine technol-
ogy. While the Bourbon Libeccio was
powered by four Cummins KTA50
engines rated for 1,800 hp each at
1,900 rpm, the Swordfish is powered
by Tier 2 compliant QSK50 engines
with the same horsepower. These
engines feature a modular common
rail fuel system that provides constant
high injection pressure regardless of
engine speed or load conditions along
with a range of other advantages.
The engines will drive Hamilton
HM811 water jets through Reintjes
gears with 2.54:1 reduction. The DP
I boat also has a pair of Cummins
6CTA8.3-powered 148 kW genera-
tors and a 30-inch bow thruster pow-
ered by a third 6CTA8.3 engine.
Length, o. a. . . . . . . . . . . . . . . . . . . . . .176 ft
Beam . . . . . . . . . . . . . . . . . . . . . . . . . . .32 ft
Depth . . . . . . . . . . . . . . . . . . . . . . . . . . .13 ft
Operating Draft . . . . . . . . . . . . . . . . . . . . .7 ft
Main Particulars:
Total Brake Horsepower . . . . . . . . .7,200 BHP
Main Engines . . . . . . .4 x Cummins KTA50M2
Gears . . . . . . . . . . . . . . . . . . . . . .4 x Reintjes
Water Jets . . . . . . . . . . .4 x Hamilton HM811
Ships Service Gen. . . . . . .2 x Cummins/Onan
Bow Tunnel Thruster . . . . . . .2 x Thrustmaster
Deck Equipment:
One Anchor Windlass Hydraulic Capstan
One Anchor, 190 lbs
Cargo Fuel . . . . . . . . . . . . . . . . . .34,500 gal
Rig water . . . . . . . . . . . . . . . . . . . .30,000 gal
Potable water . . . . . . . . . . . . . . . . .2,000 gal
Waste Oil/Bilge . . . . . . . . . . . . . . . . . .250 gal
Gray Water . . . . . . . . . . . . . . . . . . . . .250 gal
Lube Oil . . . . . . . . . . . . . . . . . . . . . . .250 gal
Sewage . . . . . . . . . . . . . . . . . . . . . . .150 gal
Island Boats Delivers Crew Boat
Master Boat Builders
Deliver Callais Explorer
In January 2009 Master Boat Builders,
Inc. delivered the Callais Explorer, an off-
shore supply vessel to Abdon Callais
Offshore LLC.
Length . . . . . . . . . . . . . . . . . . . . .145 ft
Beam . . . . . . . . . . . . . . . . . . . . . . .36 ft
Depth . . . . . . . . . . . . . . . . . . . . . . .12 ft
Draft . . . . . . . . . . . . . . . . . . . . . . . .10 ft
Main Particulars:
Engines . . . . . . . . . . . . . .Two CAT 3508B
. . . . . . . . . . . . . . .850 hp at 1,200 rpm
Ship's Service Power . . . .CAT C-9 150KW
Marine Gear . . . . . .Twin Disc MG 6690 3
Propellers . . . . . . . . . . . . . . .Rolls Royce
Controls . . . . . . . . . . . . . . . . . . .Mathers
Steering System . . . .Jastram/Gulf Coast
. . . . . . . . . . . . . . . . . . .Air & Hydraulics
Hull Construction . . . . . . . . . . . . . . .Steel
Electronics . . . . . . .New World Electronics
Speed . . . . . . . . . . . . . . . . . . . .13 knots
MN#4 (18-32).qxd 4/7/2009 11:15 AM Page 26
www.marinelink.com MN 27
Welding Conference
The American Welding Society
(AWS) will host the 6th Annual
Charting the Course in Welding: US
Shipyards Conference on June 16-17,
2009 in New Orleans, La. The con-
ference will address the critical impor-
tance of welding in the shipbuilding
industry by providing current infor-
mation on new and emerging tech-
nologies being developed for ship-
building applications. In addition to
the formal sessions, the conference
will provide several opportunities to
network informally with experts from
academia and industry, as well as with
conference participants. An exhibi-
tion showcasing products and services
available to the shipbuilding industry
will also be featured during the two-
day conference.Conference registra-
tion is $550 for AWS members, $680
for nonmembers. Registration
includes all conference sessions, two
continental breakfasts, two lunches
and refreshment breaks.
Nonmembers receive a two-year com-
plimentary AWS membership with
registration. Visit
“We insist on
Tuflex flooring
for our fleet”
Greg Lohfink
Eckstein Marine
Photo by
Eagle Maritime Photography
Flooring That’s Timeless.
Also offering
IMO Certified products by
2109 E. Palm Avenue, Suite 201
Tampa, FL 33605
800-770-6008 • 813-870-0390
“We own 30 inland push boats. Our older fleet and all our new
boats have durable Tuflex flooring.
“Initially we bought Tuflex to reduce noise in the galley and mess
from the below engine room. But it’s also very durable to foot traffic
and is easy to maintain. Tuflex’ fine appearance lasts and lasts.
“A leading boat manufacturer, Quality Shipyards (a Tidewater
Company) and their installer, Surface Systems, strongly recommend
Tuflex as well.”
MN#4 (18-32).qxd 4/7/2009 9:40 AM Page 27
Earlier this year Quality Shipyards
launched its Hull 1271, the M/V
Terrel Tide, a 266 ft offshore oilfield
supply vessel. The M/V Terrel Tide is
being constructed for Tidewater
Marine and is named for Terrel
Hebert, Vice President of Production
and a 38-year veteran of Quality
Shipyards. The vessel was designed by
Leevac Industries, LLC and will be
used for general cargo carriage for the
offshore oil and mineral industry.
Length . . . . . . . . . . . . . . . . . . . . . . . . . .266 ft
Breadth . . . . . . . . . . . . . . . . . . . . . . . . . .56 ft
Depth . . . . . . . . . . . . . . . . . . . . . . . . . .19.5 ft
Draft . . . . . . . . . . . . . . . . . . . . . . . . . .16.7 ft
Main Propulsion . . .2 x Caterpillar 3516C DITA
Z-Drive . . . . . . . . . . . . . . . . . . . .2 x Steerprop
Controls . . . . . . . . . . . .Steerprop Z-Drive Units
Thrusters/Thruster Engines . . . . . .Rolls-Royce
Speed . . . . . . . . . . .11 knots at 13 ft waterline
Hull Construction . . . . . . . . . . . . . . . . . . .Steel
New AVT Class Tug
A new Voith tractor tug Ansar 20
was delivered from NGV Tech Sdn.
Bhd. of Malaysia to Bakri Navigation
for service in Saudi Arabia. This new
28 MN April 2009
Quality Shipyards
“Distinctive Workboat Of The Year Award” Winner 2007 & 2008
Joseph R. Badeaux, Vice President & GM
Quality Shipyards, LLC
3201 Earhart Drive, Houma, LA 70361
Email: jbadeaux@tdw.com
Phone: (985) 876-4846
Quality Boats!
Quality Shipyards, L.L.C., provides
• New vessel construction
• Vessel Design using the latest CAD programs
• Conversion and Repair Services
on the Gulf Intracoastal Waterway near Houma, La.
Hull 1271, M/V Terrel Tide, Launched
MN#4 (18-32).qxd 4/8/2009 10:52 AM Page 28
www.marinelink.com MN 29
design, designated by Robert Allan Ltd., as an AVT 30/35
Class tug, is suitable for a wide range of duties including line
tug operations, harbor towage, hose handling and ship-han-
dling. Its main duties for Bakri Navigation will be assisting
tankers in mooring and connecting cargo hoses at single
point mooring terminals. Features of the AVT 30/35 design
include a large aft working deck for towing, hose handling
and ship-handling operations; and a full-height raised fore-
castle running nearly half the length of the tug to provide a
high standard of accommodation and a good sea-keeping
capability for operation in exposed conditions. The Ansar
20 has been outfitted for a crew of up to fifteen persons. The
main deck accommodates two quad cabins, two double cab-
ins, a large change-room/wet gear space, and a spacious crew
mess/lounge, served by a fully equipped galley. The fo'c'sle
level deckhouse includes three Officer cabins and the lower
deck level is devoted to stores and laundry facilities. The
wheelhouse is designed for maximum visibility with two
control stations providing maximum visibility for both fore
and aft deck working areas. Main propulsion comprises a
pair of CAT 3512B HD diesel engines, each rated 1,350 kW
at 1,600 rpm. Each engine drives a Voith model 26GII/165
AE 45 cycloidal drive unit in tractor configuration.

For more information: info@us.cd-adapco.com
BOOTH 5805
Flow, Thermal & Stress Solutions
for the Marine Industry
Flow simulation around a tanker hull modeled in STAR-CCM+ V4 L
Great Lakes Maritime Task Force
According to the Great Lakes Maritime Task Force (GLMTF) in
its 2008 Annual Report, due to a significant increase in fund-
ing for dredging on the Great Lakes in FY08, the U.S. Army
Corps of Engineers was able to start reducing the backlog of
sediment that is clogging the Great Lakes Navigation System.
"Congress really stepped up to the plate and gave the Corps
nearly $140m to dredge Great Lakes ports and waterways in
FY08. As a result, for the first time in many years, the Corps
could both remove all the sediment that builds up in the
course of a year and actually start to chip away at the 18
million cubic yards that remain," the report said. The outlook
for FY09 initially was not as positive. The Bush
Administration's final budget proposed to slash the Lakes'
dredging appropriation by nearly $50m. "Thanks to the
Great Lakes delegation, the omnibus bill did bring the Lakes'
dredging appropriation back up to $125m, an increase of
$35m over what the Bush Administration had proposed. The
economic stimulus package may also include some additional
funds for Lakes dredging," the report said.
The dredging crisis was the focus of GLMTF's 13th Annual
Informational Briefing for the Great Lakes Delegation in
Washington on April 2, 2008. The keynote address was given
by Daniel J. Cornillie, Manager - Marine and Raw Materials
Logistics for ArcelorMittal U.S.A. - Indiana Harbor.
ArcelorMittal is America's largest steelmaker, with about
21,000 employees who make about 25 percent of the
nation's steel.
MN#4 (18-32).qxd 4/8/2009 10:24 AM Page 29
30 MN April 2009
Bureau Veritas has developed new
guidelines covering the safe applica-
tion of fuel cells on ships.
BV product manager Gijsbert de
Jong said the main obstacle to the
wider application of fuel cells in ship-
ping is the lack of a comprehensive
framework covering the technology.
"By developing these new guidelines,
BV is breaking the vicious circle
whereby the lack of a regulatory
framework limits the possibilities for
building and testing the prototype
applications which are essential for
determining the safety and perform-
ance criteria involved," he said.
"BV's guidelines for the safe appli-
cation of fuel cells on ships take into
account all relevant existing IMO
conventions and guidelines, together
with a wide range of international
non-marine standards. They reflect
BV's extensive in-house knowledge
and expertise, and could have impor-
tant commercial — as well as envi-
ronmental — implications for
shipowners and operators."
There are several different types of
fuel cell technology, using different
types of fuel. BV has found that the
use of hydrogen, for example, offers a
number of significant advantages, not
least the fact that there is an unlimit-
ed resource in atomic form and that it
delivers a higher chemical energy per
unit mass than does natural gas, and
is non-toxic, non-polluting and non-
BV is currently participating in the
Green Tug project, an initiative led by
the Offshore Ship Designers Group
in the Netherlands to produce a new
New Fuel Cell Guidelines
New Bull Mascot For
M/Y Embark
Greg Zarzycki, Head of Bradford Marine's
Security Department, and ship's Captain,
Georgio Schiano.
Every other year, the M/Y Embark, a 112
ft Coda Casa, pulls into Bradford Marine's
Fort Lauderdale shipyard for refit and
repairs. On this past world tour, Embark
spent time cruising the waters of North
Europe, the Mediterranean, Greenland,
Iceland, Canada, down through the
Panama Canal and back up to Alaska only
to cross the Pacific to Japan and back
The Embark is the fourth yacht for this
owner, following the Taurus I, Taurus II
and Taurus III, each named after the
owner's astrological sign. Being a Bulls
basketball fan from Chicago, he had the
team's logo painted on the vessel's bul-
bous bow.
When the paint department at Bradford
Marine was asked if they had someone
who could paint the bull, Greg Zarzycki,
head of Bradford Marine's Security
Department, who has a special artistic
flair, was recommended. Every time the
yacht would come back for repairs,
Zarzycki would again put his artistic hand
to the bow to recreate the Bulls mascot
image. Upon the yacht's return this year,
Zarzycki had fashioned a new design for
the bull with his own creative style.
MN#4 (18-32).qxd 4/7/2009 11:15 AM Page 30
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MN#4 (18-32).qxd 4/6/2009 12:38 PM Page 31
32 MN April 2009
design for a near-zero-emission
hydrogen-powered tug. As well as
achieving a significant reduction in
exhaust emissions, the fuel cell tech-
nology used in the new tug design
also helps to increase propulsion effi-
ciency by roughly 70 percent com-
pared to a conventional diesel-direct
drive installation.
Gijsbert de Jong said, "The object
of the BV guidelines is to provide cri-
teria for the arrangement and installa-
tion of machinery for propulsion and
auxiliary purposes, using fuel cell
installations, which have an equiva-
lent level of integrity in terms of safe-
ty, reliability and dependability as
that which can be achieved with new
and comparable conventional oil-
fuelled main and auxiliary machinery.
The guidelines currently have prelim-
inary status and are subject to internal
and external review. After taking into
account all relevant feedback, they
will be published as a Bureau Veritas
Guidance Note entitled 'Guidelines
for fuel cell systems on board com-
mercial ships.'
"The guidelines are primarily
intended for application to new ships
but can also be used for retrofitting
fuel cell systems on existing ships, on
a case-by-case basis. They are to be
used in addition to all relevant
SOLAS provisions. There is no limit
on the type or power of the applied
fuel cell system, and no limitation on
the type of gas used, although the
guidelines may focus on natural gas
and hydrogen as fuels."
Trumpy Returns to Build
Motor Yacht
After a 35 year hiatus, the Trumpy name
will soon grace the hull of a new motor
yacht. Trumpy Yachts, now headed by for-
mer Alden Yachts executive Jim Ewing, is
introducing the Trumpy 63 Flush Deck
Motor Yacht, to be built by Vicem Yachts,
builder of cold-molded yachts.
"The Trumpy 63 has been designed from
original Trumpy drawings, but enhanced
with modern yacht systems, equipment
and accessories," Ewing said. "From the
laying of the keel to sea trial, the build
will be overseen by Johan Trumpy, the
grandson of company founder John
Trumpy, so the 63 will be a Trumpy in
every way."
With a base price just under $3m, the
Trumpy 63 will be fully equipped when
ready for sea trials. Delivery time will be
approximately 12 months from order.
Trumpy 63 Flush Deck Motor Yacht
Length, o.a. . . . . . . . . . . . . . . . . . . .63 ft
Length waterline . . . . . . . . . . . . .59.3 ft
Beam . . . . . . . . . . . . . . . . . . . . .16.25 ft
Draft . . . . . . . . . . . . . . . . . . . . . . .4.8 ft
Displacement . . . . . . . . . . . . . . . .35 tons
Fuel capacity . . . . . . . . . . . . . . .800 gals
Available with a galley up or down layout
Seaway Corp Infrastructure Renewal Funding
The U.S. Department of Transportation's Saint Lawrence Seaway Development
Corporation (SLSDC) will initiate its planned 10-year program this year to modernize
the infrastructure of the U.S. portion of the St. Lawrence Seaway, following President
Obama's signing on March 11 of the omnibus appropriations bill to fund the federal
government for the remainder of FY09. The bill includes a total of $31.8m for the
Seaway, which serves the Great Lakes region of North America.
The enacted funding includes more than $17m allocated to 17 projects under the
Seaway's Asset Renewal Program (ARP). A significant amount of the ARP funding in
FY09 will benefit the regional economy surrounding the two U.S. locks in Massena, New
McAllister: $1m in Gifts to Cal Maritime
In early 2009, Capt. Robert W. McAllister made a gift of $200,000 to his alma mater,
Cal Maritime — raising his overall contributions to the school over the $1m mark.
McAllister, the largest individual donor to Cal Maritime in its 80-year history, has also
indicated he plans to bequeath the balance of his estate to the Academy upon his
death. With the intense demand for qualified deck and engineering officers to serve in
the U.S. Merchant Marine during WWII, Capt. McAllister rose from 3rd Officer to Master
just two years after graduation, and kept that license valid until his retirement, 45
years later, in 1987. Nearly half his career was spent as a Panama Canal pilot, and in
1963 he had the proud honor of piloting the Academy Training Ship Golden Bear
through the Canal during her summer training cruise that year.
Upon his wife's passing in 2001, and in her memory, he established the Capt. Robert
W. and Edith I. McAllister Fund at the California Maritime Academy with an initial gift
of $600,000.
MN#4 (18-32).qxd 4/7/2009 9:44 AM Page 32
www.marinelink.com MN 33
Representatives from NACE
International and the NACE
Foundation gathered on January 8,
2009 to officially open the NACE
International Training Center. The
$2.4m facility is the nation's first
freestanding training center dedicated
exclusively to advancing corrosion
The effects of corrosion cost the
U.S. more than $276b each year and
can cause significant safety and envi-
ronmental issues. According to an
industry study, 30 percent of the
nation's water supply is lost each year
due to corrosion. In addition, corro-
sion is the cause of structural defi-
ciency in 15 percent of the nation's
Despite the prevalence of corrosion,
one of the biggest challenges facing
the industry is the lack of new profes-
sionals entering the field, according
to the 2008 NACE International
Corrosion Career Survey. In the next
five to 10 years, it is expected that a
significant percentage of the corro-
sion industry's workforce will be
retiring. The new training center,
along with two existing NACE class-
rooms, can accommodate more than
3,000 students annually, attending
over 125 courses in corrosion identi-
fication, prevention and mitigation
technologies. The 15,000 sq ft facili-
ty combines classroom curriculum
with practical, hands-on field compo-
nents that enable students to experi-
ence conditions in real-world corro-
sive environments, and to prove their
competencies in field situations.
NACE Corrosion Control Training Center
Participating in the grand opening ceremo-
ny and ribbon cutting were (from left to
right) Robert W. Herbert, President of the
Board of Directors, NACE International;
Manny Mones, Executive Director, NACE
Foundation; Dr. Neal G. Thompson,
President of the Board of Directors, NACE
Foundation; Tony Keane, Executive
Director, NACE International.
MN#4 (33-47).qxd 4/7/2009 9:57 AM Page 33
34 MN April 2009
Old Dominion University, of Norfolk, Va., held the
Shipbuilding and Repair Career Day 2009 (SBRCD 09)
at the Ted Constant Convocation Center on March 24.
About 660 students and 60 teachers from different mid-
dle and high schools in the Hampton Roads area partici-
pated in this daylong event to learn about various career
opportunities in shipbuilding and repair. SBRCD 09 was
based on the success of last year's event, funded by the
National Shipbuilding Research Program (NSRP).
SBRCD 09 was sponsored by the shipbuilding and repair
industries in the Hampton Roads area with Northrop
Grumman Shipbuilding as the major sponsor. Lean
Institute at Old Dominion University organized the
event. Other key sponsors included Earl Industries, BAE
Systems, Colonna's Shipyard, NAVY Supship N.N., VSE
Corporation and Tecnico Corp.
The event included hands-on activities, an industry
expo and shipyard tours. More than 70 apprentices and
teachers from NGNN guided students in performing
welding inspections, drilling holes, making sheet metal
parts and joining parts by riveting and wiring electrical
circuits. Virtual welding was one of the main attraction
this year. Students could also see a 3-D model of a ship in
a virtual environment. Tours were conducted throughout
the day by BAE Systems Shipyard and Colonna's
Shipyard. SBRCD 09 also included a raffle drawing for
three IPod Shuffles.
Old Dominion University Completes
Shipbuilding & Repair Career Day
USCG Civilian Marine
Inspector Recruitment
The U.S. Coast Guard is recruiting
for civilian Marine Inspectors.
Responsibilities include U.S. and
Foreign Vessel compliance review and
inspection and reports and evalua-
This opportunity provides travel,
job security, excellent federal benefits
and training from the best.
Requirements include:
• U.S. Citizenship
• Good physical competence, hear-
ing and sight
• Understanding of the laws and
regulations relating to vessel, port and
pollution prevention
• Knowledge of classification socie-
ty rules, standards of industry and
professional engineering societies
• Knowledge in marine engineer-
ing, welding, testing and safety
For more information and to apply
online, visit www.uscg.mil/civilian.
Click "Search Job/Apply Online" and
use the keyword search Marine
Massachusetts Maritime
Academy Career Fair
The Massachusetts Maritime
Academy is hosting a spring 2009
career fair on April 14, 2009, from
5:00 p.m. to 8:00 p.m., open to
alumni, faculty, staff and students.
A fee of $250 includes a light din-
ner and a reception. Go to the
Career Services page of the acade-
my's website (www.maritime.edu)
to register.
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www.marinelink.com MN 35
The 2009 Offshore Technology
Conference (May 4-7, Reliant Park,
Houston, Texas) is offering The Next
Wave, an event designed to provide
career insights for young professionals
35 years of age and younger who are
looking to grow their role within the
offshore E&P industry.
The program begins at 9:00 a.m. on
Wednesday, May 6, with key note
speaker John Hofmeister, retired
president, Shell Oil
Company/founder and CEO,
Citizens for Affordable Energy.
Hofmeister will talk to this year's
theme, "Dispelling Myths, Informing
People and Creating Ambassadors for
our Industry."
A panel consisting of Eve Sprunt,
Kevin DeNicola, Chris Oynes and
Scott Tinker, moderated by Art
Schroeder, will discuss the future of
oil and gas prices and demand, the
environmental impact of the offshore
E&P industry, how new energy poli-
cies in the US will impact you and
career development in a renewable
After a casual lunch, join breakout
sessions to engage in small-group dia-
logues on more than 20 topics. The
event concludes with a reception at
the Reliant Stadium East Club at
4:00 p.m. Tickets for The Next Wave
are $40 and include lunch and the
evening reception. Purchase your
tickets in advance at
ter.html, as seating is limited.
2009 OTC, Career Insights at the Next Wave
MN#4 (33-47).qxd 4/7/2009 9:58 AM Page 35
36 MN April 2009
Turning the barge around, by the light of the silvery full moon. Filmmakers wanted the house's
famous "9" on the front, which meant towing the barge backwards. The kids who stayed in the
house for the trip thought the tugboat action was fascinating. (Photo: Don Sutherland)
MN#4 (33-47).qxd 4/7/2009 9:59 AM Page 36
www.marinelink.com MN 37
Moving Day
Article & Images By Don Sutherland
Tugs and their tows have made many headlines,
though seldom in the Architectural Record. But
there it was, dated March 10: "Venturi's Lieb
House Relocated by Boat." The tale it outlines is
a sweet one, where culture and taste prevail. For
these reasons the story also made The New York
Times twice or more, the Philadelphia Inquirer
just as often, and a host of local and national
publications. On March 13, the day of the
move, the news choppers from at least two New
York stations roared overhead and the report
even appeared on the splash-screen news of the
Yahoo! home page. It was the kind of story
everyone likes to hear: a dwelling deemed an
architectural treasure would be towed 95 miles
to a new location at Glen Cove, Long Island, to
be admired and cherished and preserved ever-
more. The name of the tug making the tow was
not mentioned.
MN#4 (33-47).qxd 4/7/2009 10:00 AM Page 37
38 MN April 2009
The house's architect, Robert Venturi, needs no intro-
duction. He "led the postmodern reaction to functional-
ism," according to The American Heritage Dictionary.
According to Tammy La Gorce in The Times, the Lieb
House is "revered by modernists." It was built in 1969 on
the shore of Long Beach Island, New Jersey, near Barnegat
Light, for Nathaniel and Judy Lieb. Time passed, proper-
ty changed hands, a new developer wanted to tear the
place down and build something else.
Instead, the house was bought for one dollar, and the
new owner set about the six-figure business of moving it
to safety.
Northstar Marine operates a southern New Jersey Sea
Tow franchise. Their pusher tug, Northstar 10, is one-of-
a-kind, the culmination of her builder's skill, his last mar-
itime achievement before passing away. The people who
run her praise her as his crowning achievement.
The tug and Northstar 140, a 140 by 45 ft deck barge,
newly built by North East Industrial from a design by
Blancke Marine Services, were just the thing for moving a
house. Operating as a helper tug was Northstar 4, origi-
nally built as a fisherman, now operating as the company's
general-purpose workboat. The armada was hired by
Wolfe House Movers, who put the house on the barge at
Barnegat and took it off again at Glen Cove.
Uplifting as the event was, there were additional things
to consider in the dark hours before dawn, as Northstar 10
and her tow approached Sandy Hook. "It's Friday the
thirteenth," said one of the pilots, "it's the full moon, and
we're going to tow a barge through Hell Gate backwards."
That's show business
The timetable was tight, as Northstar 10 shortened-up
the hawser off Gravesend. Things had to synchronize. The
house movers would be offloading at a site where the land
would be considerably higher than the water. How much
higher would depend on the tide, so tug and tow had an
"I did all the math to get us there at 7:00 a.m." said
Capt. Dean Dion, Northstar 10's skipper, "but then we
began getting requests from the Number Nine people."
The Number Nine people were making movies. It's
unclear how many cameras were actually trained on the
tow as it approached Gravesend, but besides the news
crews, there was also a documentary in the works by Jim
Venturi, the architect's son. And according to the New
York Daily News, "The cottage is best known for the huge
number nine on its front," that having been its address on
E. 30th Street. The movie-makers felt the iconic numeral
should be conspicuous as the tow approached the camera.
Problem was, the number was facing the stern.
"It came up in the planning sessions," said Capt. Dion.
"I mentioned that it wouldn't be a big deal for the Wolfe
people to turn the house around before we left. But the
discussions moved on to other topics." So as the tow
neared the Verrazano Bridge, the captains were receiving
Northstar Marine's Capt. Dean Dion eases the barge across its last few feet, the mate Trevor on deck keeping tabs on rocks at the
shallow Glen Cove shore. (Photo: Don Sutherland)
MN#4 (33-47).qxd 4/7/2009 2:10 PM Page 38
www.marinelink.com MN 39
requests to turn the barge around. Given the coating of ice
on the decks that chilly March morning, enthusiasm for
the procedure didn't run high. Besides, there were practi-
cal issues.
"It was a tidal job," said Capt. Sam Zapadinsky, who was
hired to pilot the tug through New York waters from
Sandy Hook to Long Island Sound. "If we missed it, we'd
have to wait a day, because the house movers had to work
in daylight. And it wouldn't be because the movie people
asked us to stop and remake the tow a couple times. It
would be 'our fault.'"
Despite the scheduled 7:00 a.m. arrival at the Verrazano
Bridge, "somebody said all stop, while they set up a shot.
We didn't get the green light until 7:40." So, the time it
took to turn the barge around was magically found and
the tow proceeded facing the way the director wanted it.
"Then it was, 'why weren't you at the Brooklyn Bridge at
"They wanted me to slow down at this bridge, speed up
at that one," said Capt. Dion.
"Once you're in the East River, you've got to keep pace
- you can't go fast and slow and fast and slow at will," said
Capt. Zapadinsky.
Hell Gate and Back
Taking the barge backwards through Hell Gate had been
an item the captains wanted to think-through. It wasn't
by definition hazardous, but neither should it be taken
lightly. "I wasn't treating this tow any different than an oil
barge or a crane barge or an empty scow," said Capt.
Zapadinsky. "My objective was getting to my destination
in a timely fashion."
Therein lay another difference made by the media
hoopla. Unlike an oil barge or empty scow, the move of
"It's Friday the thirteenth," said one of the
pilots, "it's the full moon, and we're going to
tow a barge through Hell Gate backwards."
Why a high-tide arrival was important - the ramps were steep enough as it was. The offloading was finished in just a few minutes,
additional machines pulling from upland. (Photo: Don Sutherland)
MN#4 (33-47).qxd 4/7/2009 10:01 AM Page 39
40 MN April 2009
the Lieb House had become an event. Everyone was
tuned-in and everyone was helping. "The Coast Guard
was fantastic," said Capt. Zapadinsky, "they understood
we could handle only two-foot seas, and they had every-
body going slow. The Staten Island ferries, they were great
- they throw a huge wake, but they gave us a slow bell.
Everybody was aware of our considerations."
Tows go through Hell Gate all the time and don't
smack-up nearly as much as they did in the old days. Still,
if you owned the Lieb House, it's the kind of place where
you'd want an experienced hand at the helm. "We were
going with a following current, already 10 knots. The
flood started to bring the tow almost to a 90-degree angle
to us; we were taking up a little more of the channel than
we ordinarily would have. I ended up having to adjust
speed." While the barge has a heavy-load capacity, "the
beach house was wood, full of air, so light there was real-
ly no load - it was practically like towing a bare barge"
with, perhaps, a certain amount of sail area from the Lieb
House itself. The cameras of history were staring. Could
any man face the lens, and confess to having sunk the
Lieb house? Fortunately nobody had to.
More Quirky and Iconic Designs
The Lieb House, the center of attention, has been
described as quirky and iconic. But the tug Northstar 10
has some architectural distinctions, too. The knees on the
front clearly define the boat as a pusher, yet the pilot
house has the windows-all-around motif more commonly
associated with Z-drive tugs. The mixing of visual
metaphors made the tug an almost ideal companion to
the celebrated house. Both the boat and its tow seemed to
allude to something a little beyond their design traditions.
While architects of houses sometimes become celebrities
in the public eye, marine architects inhabit a B2B world
where their reputations are more localized. Lots of citizens
have heard of, say, Frank Lloyd Wright and Robert
Venturi, probably fewer have heard of Joe Hack or Frank
Basile, or for that matter Gene T. Sanderson of Sneads
Ferry, NC, designer and builder of the tug that became
Northstar 10.
Those who met him think Sanderson, who suffered a
stroke last summer, deserves greater recognition. He's
remembered as "a colorful man," in the words of Dave
Burton, one of the owners of Northstar Marine. "When
The "quirky, iconic" Lieb house looks like a piece of a Manhattan jigsaw-puzzle as tug Northstar 10 leads it to Glen Cove. (Photo: Don
MN#4 (33-47).qxd 4/7/2009 2:10 PM Page 40
www.marinelink.com MN 41
we went to inspect the tug prior to purchase, I asked
where he kept the blueprints for the design. He pointed to
his head."
At the time the tug was started, around 2004, Sanderson
was affiliated with Allstate Environmental Dredging. He
designed an assortment of dredges, self-powered barges,
and tugs, and envisioned this tug, his largest, as a response
vessel perhaps on the Cape Fear River. It went up for sale,
in nearly completed condition, after Allstate closed its
"He'd take a piece of paper and draw his idea out," said
Jonathan Yopp, who runs Coastal Dredging LLC, where
Sanderson worked for his final years. "It would be a small
little sketch, maybe the size of a matchbox, and from that
he'd figure out how much material he'd need. He'd order
it, and when he was finished building, there wouldn't be
any scrap left over." Commenting on the mixed
metaphors of the tug's appearance, Yopp said "It's got
Gene's look. That pilot house is his touch."
"I think he learned by evolution," said Northstar's Dave
Burton. "He'd build a boat, see how it performed, and
think 'well if we made this a little shorter here and that a
little longer there...' and incrementally his boats would get
better and better. Northstar 10 was his largest tug, and his
last one."
Work came to a halt on the tug when Allstate
Environmental closed, and the boat first seen by
Northstar needed to have shafts and propellers installed,
while the interior was "void of anything," said Burton.
Wiring and other finishing touches got done where the
boat was fabricated, which is about a dozen miles from the
nearest navigable water. Then, in a move that might seem
oddly prophetic, "We got a housemover to move the boat
to a marina."
Over-the-road transportation was sufficient to bring the
tug to the water, but was out of the question for the Lieb
House. Between Barnegat and Glen Cove are several tun-
nels and bridges, all quite busy and cramped, and maybe
a million miles of utility lines. You'd have to shut-down
half the metropolitan area to truck the Lieb House
through. Fortunately, the Lieb House was a beach house,
and its destination was at the shore of Long Island Sound.
For all the architectural significance, cultural relevance,
deep pockets, social networking, historic magnitude, and
feelings of pride and accomplishment, what launched the
Lieb House into its future was water.
Slated for demolition, the celebrated Lieb House survives because a water route led to its new address. (Photo: Don Sutherland)
MN#4 (33-47).qxd 4/7/2009 2:11 PM Page 41
42 MN April 2009
In December, Southern Towing's new Z-drive push
boat, the 120 by 34 ft Frank T. Stegbauer, was named one
of 2008's Great Boats by MarineNews. At the same time,
the second vessel in the four boat series, the David
Stegbauer, was leaving Steiner Shipyards facility in Bayou
LaBatre, Alabama to begin its delivery voyage to New
Orleans and on up the Mississippi River to the owner's
base in Memphis, Tennessee.
At the invitation of Southern Towing's president, Bill
Stegbauer, I boarded the David Stegbauer on its delivery
voyage. The boat had picked up two empty 295 by 54 ft
tank barges in Mobile and had brought them across to the
Mississippi River on the way up river to Greenville,
Mississippi. Capt. Stephen Wage sent Engineer Tom
McCoin with a Zodiac rigid hulled inflatable ashore to
pick me up in the Industrial Canal at the Port of New
Orleans. The boat and tow were to be assisted by a harbor
towboat that would take one of the barges through the
locks and they were waiting for turns to pass through to
the main stem of the Mississippi. The RIB with its 40 hp
Mercury outboard and forward control console is an
introduction to the quality that has been put into the
main vessel by Southern Towing, Steiner Shipyards and
designer Shearer & Associates.
It is the propulsion package that is garnering the atten-
tion of operators on America's inland waterways. A pair of
Cummins QSK50 Tier 2 compliant mains, each rated for
1,600 hp at 1,800 rpm, are located aft on the main deck
level of the superstructure. They turn short four ft shafts
to hrp Z-drives whose bottom ends carry 74.8 inch (1900
m/m) propellers in nozzles.
This is a significant innovation for an inland river tow-
Southern Towing Gets
By Alan Haig-Brown
The Z-drive towboat David Stegbauer.
MN#4 (33-47).qxd 4/7/2009 2:12 PM Page 42
MN#4 (33-47).qxd 4/6/2009 1:42 PM Page 43
44 MN April 2009
boat and a good many people are watching the results.
One interested observer is Mr. Gene Drake who had come
aboard to observe the vessel first hand. "I've been waiting
for someone to try this," said the owner of Drake Towing
who has been operating barges in recent years. "You don't
buy reduction gears, steering systems, rudders, long shafts
or struts. With the Z-drive you have wheel efficiency of
100 percent in all directions, enhancing tow backing and
handling. This is opposed to the conventional propulsion
design where that efficiency is only approached when
pushing straight ahead. These drive units are mounted in
wells so that you can pull a unit out without going into
dry dock."
While there is a significant cost to the drive units, the
savings in construction and the components mentioned
by Drake can do much to minimize any additional cost.
As he eased the tow into the lock that joins the Industrial
Canal to the Mississippi, Capt. Wage illustrated the ease
with which the tow could be positioned. What was imme-
diately remarkable to an observer was the lack of vibration
when "backing down." Although that may not be the cor-
rect term as the operator simply rotates the control units
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Engineer Tom McCoin between the twin Cummins QSK50 main
engines in the main deck engine room
MN#4 (33-47).qxd 4/7/2009 10:03 AM Page 44
www.marinelink.com MN 45
180 degrees and the thrust is reversed.
"The props are tuned to go one way so
they are more efficient and smoother.
They don't need to compromise the
pitch between forward and reverse
thrust as you would on a conventional
towboat," Wage explained. "This is a lot
easier. You can just turn the drives and
ease it in without a lot of shifting and
banging around."
Capt. Wage was still perfecting his
technique and learning to get the most
out of the drives. As with all of the
Southern Towing staff that will pilot the
company's four Z-drives, he had attend-
ed a training program at Seattle's Pacific
Maritime Training Institute. Jeff
Slesinger, employed by Western
Towboat, operator of a fleet of green
water Z-drives, was their instructor.
Wage also notes economies in opera-
tion as well. "With this boat, I steer with
only one drive so you still have the other
pushing ahead," he said. "I've just come
off a conventional 3,200 hp boat and
I've noticed a difference in the fuel burn
because you can do so much more with
less rudder. For handling, this has the
equivalent forward thrust of a 3,800 hp
conventional boat but with better back-
ing power."
Once out in the mainstream of the
Mississippi, the David Stegbauer caught
up with the assist boat that had brought
one of the two barges through the lock.
Once again the Z-drives proved their
value in making up to the second barge
without the shifting and rudder work of
a conventional. The drives worked
together and independently to align the
two barges for the deckhand to lash
alongside each other.
As the boat moved into the river, pilot
Kenny Williams came into the wheel-
house to take over the noon-to-six
watch. One of the few pilots on the river
with extensive Z-drive experience,
Williams is a huge fan of the system. "I
worked on the River Explorer's Miss
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46 MN April 2009
Nori off and on for a number of years," he explained in
reference to the Z-drive towboat that takes tourist barges
along the inland waterways. "If I was coming down that
big bend above Memphis and a tow ahead ran aground, I
could reverse the drives and hold back my tow."
Williams has also piloted the steam paddle-wheeler
Delta Queen and has his First Class License for steam pas-
senger vessels. This required memorizing thousands of
miles of inland waterways well enough to draw them from
memory in an examination. It is on the tight, nearly 360-
degree bends that he and the David Stegbauer excel.
Steering around several of these bends between New
Orleans and Baton Rouge, Williams demonstrated the
ease of working the drives, with hands resting on the con-
sole, he used his thumbs only to move the drive controls.
"With a rudder boat I would be putting on 40 to 45
degrees of rudder on both sides," he said. "With the Z-
drive I only put about 20 degrees on the drive that is on
the inside of the turn while the other drive pushes ahead."
Williams explained that down-bound with a loaded
barge the advantages were equally significant. "With a
rudder boat the biggest danger in flanking a bend is los-
ing your stern to the current. With a Z-drive you could
just turn it back in. But you have to take care not to break
your tow apart."
With conventional towboats using six rudders to deflect
the water flow there is a significant loss of efficiency. The
Z-drive needn't deflect flow but can simply direct it in
with one or both drives in any direction. This translates to
fuel savings and an increase in equivalent thrusting power.
Pushing two empty barges upriver at low water with very
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120 ft
Breadth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34 ft
Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10.5 ft
Draft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.5 ft
Main engines . . . . . . . . . . . . . . . . . . . . . 2x Cummins QSK50 Tier 2
Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1,600 hp at 1,800 rpm each
Auxiliary . . . . . . . . . . . . . . . . . . .Two Cummins Model 6CTA8.3-D(M)
. . . . . . . . . . . . . .diesel driven generator - 170 kW, 60 Hz, 3 phase,
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120/208 VAC at 1800 rpm
Propulsion System . . . . . . . . . . . . .Two hrp Model 6111WM Z-Drives
Diesel Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69,500 gal
Fresh Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13,000 gal
Slop Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1,100 gal
Lube Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1,100 gal
Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1,100 gal
Pilot Ken Williams at the helm is watched by Gene Drake.
MN#4 (33-47).qxd 4/7/2009 2:13 PM Page 46
little current, the David Stegbauer
was making 8.7 knots over the
ground with the engines throttled
back to a comfortable 1,560 rpm.
The digital readout on the tach was
showing only a 60% load on the
engines. In terms of fuel burn the
people on the boat figured that they
were burning 40 to 45 gallons per
hour at this rpm. This translated to
savings of 500 to 1,000 gallons per
day over the fuel burn on a conven-
tional 3,200 to 4,000 hp boat.
The owners, by ordering four of
these vessels, have made a strong
commitment to the Cummins-pow-
ered Z-drive technology. But they
have also made a commitment to
greening their new boats. In addi-
tion to the Tier 2 engines, Southern
Towing invested in a system called a
Bilge Vap by Skimoil. This is an
evaporator system for eliminating
the water portion of bilge water,
slops and grey water so that, coupled
with a waste treatment system, no
water goes overboard. A pair of PVC
pipes emits the water as steam under
the overhang of the deckhouse.
The main deck galley and mess
room are separated from the main
engine room and a generator room
by a workshop area that significantly
reduces the noise from the quiet
running engines. Above the main
deck level, two decks of crew accom-
modation support the wheelhouse.
One innovation being seen on more
push boats is the windowed exten-
sion ahead of the operator with the
small controls in place of the large
steering "sticks" on conventional
boats. This gives improved operator
visibility. It also provides a nice sur-
round for the control console.
Controls include a pair of Furuno
radar, sounder display for both the
head of the barges and the boat, a
Furuno weather, AIS, a CEACT
electronic chart with course predic-
tor, three ICOM VHF phones, close
circuit video monitors, Cummins C-
Command engine gauges, a Dehart
swing meter and a Furuno electron-
ic satellite compass set to show for-
ward speed and port and starboard
slide speed. The satellite compass
functions are made possible by three
GPS antennas mounted on the cabin
As much as Capt. Stephen Wage
and Pilot Kenny Williams appreciate
the new boat's creature comforts and
navigational aids, the talk in the
wheelhouse keeps returning to the
advantages of the Z-drives. Stopping
power is achieved by propellers opti-
mized for thrust that can be turned
to reverse that thrust. The ability to
maneuver with one prop thrusting
to the side while the other pushes
ahead or any other combination of
thrust is much appreciated. At the
same time, the operators stress the
importance of the strength of the
four Spectra face wires and two wing
wires on each side managed by the
four deck winches, which are impor-
tant to cope with the torque possible
when turning with the drives.
Kenny Williams put the starboard
bow of one of the barges into the
bank below Baton Rouge in order to
take on some supplies for the mid-
stream supplier there. "There's no
sense waking everybody up. With
this boat I can just come in nice and
gentle," he said. "With a conven-
tional I wouldn't have stopped into
the bank this close (to the other
boats) because you have to get some
backing speed before you have
enough flow to swing the head out.
But with Z-drive I can just ease off
the bank and begin the swing out.
Once you have worked a Z-drive
you never want to go back to a rud-
der boat."
MN#4 (33-47).qxd 4/7/2009 2:12 PM Page 47
Recent years have seen the completion of some major
high-profile FLNG regasification projects, particularly in
the U.S. While gas demand remains strong and the con-
struction of onshore LNG projects have experienced sub-
stantial delays and cost rises, much attention is now being
directed to the opportunities arising from the new and
potentially ground-breaking floating liquefaction technol-
ogy market. Capital expenditure on FLNG facilities (both
liquefaction and regasification) is expected to grow from
$695 million in 2008 to just under $8.5 billion in 2015.
This article will examine the key market drivers for
FLNG, provide an overview of the current FLNG market
(i.e. offshore import terminals), and review some of the
key enabling technologies.
Drivers for FLNG
There are a number of issues facing the LNG business as
a whole - most notably rising engineering, procurement
and construction (EPC) costs, local opposition to onshore
LNG facilities, and geopolitical issues. Despite strong
demand-side fundamentals for LNG, escalating EPC
costs and geopolitical issues have caused many final
investment decisions for onshore liquefaction projects to
be delayed or postponed. This is set to lead to supply-side
constraints that will limit the growth rate of the industry.
The increased security and safety concerns surrounding
onshore LNG terminals by local communities in North
America and Western Europe in particular have increased
the number of FLNG proposals. For example,
Regasification Vessels (RV) are now becoming increasing-
ly common as they often offer a much quicker method of
developing a project than onshore solutions.
The main drivers for the development of FLNG market
• Increasing Gas Demand: There has been a steady
increase in demand for gas in the developing world as eco-
48 MN April 2009

A $27 billion Business 2009-2015
LNG Liquefaction and
Regasification Takes to the Seas
By Lucy Miller & Steve Robertson, Douglas-Westwood
BlueOcean Energy proposes to deliver natural gas
through a floating liquefied natural gas (LNG) terminal
to fuel the New Jersey and New York region.
MN#4 (48-65).qxd 4/7/2009 10:12 AM Page 48
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50 MN April 2009
nomic development has seen power generation require-
ments soar. In the developing world, the notion that oil is
finite and a move away from the 'black' hydrocarbons
(coal, oil etc) towards gas and renewable power generation
has also increased gas demand. This increased global
demand has raised the value of gas assets.
• Monetization: Significant amounts of natural gas
reserves are located a long distance from the end market,
or have no nearby pipeline infrastructure. Without access
to markets, the produced gas is either flared or re-injected.
FLNG liquefaction offers a viable alternative to the con-
struction of new infrastructure as a method of monetising
these gas reserves.
• Onshore terminal EPC Costs: Escalating costs of
labour and raw materials and the tight contractor market
have led to large increases in the cost of new EPC con-
tracts, especially for onshore liquefaction terminals.
• Supply Security: The perceived vulnerability of
onshore facilities, particularly in politically difficult
regions, is leading energy companies to give serious con-
sideration to the benefits of offshore solutions such as
• Opposition to onshore facilities: The 'Not In My
Back Yard' (NIMBY) attitude has lead to increasing use of
offshore solutions particularly in the US.
• Environmental: FLNG liquefaction allows associated
gas (the gas formed from oil production) to be monetized
which avoids harmful gas flaring. The terminal itself is in
most cases more environmentally friendly than onshore
Containment Systems
Sloshing, which occurs when the ship's motion causes a
violent liquid motion in the tanks, is a major problem in
the storage of liquefied gas and is heighten when the ves-
sel is partially full. Membrane-type containment systems,
which are found on over half of the current LNG Carrier
fleet, are particularly vulnerable to sloshing damage and
therefore are mostly unsuitable for situations where the
vessels spent a large amount of time partially loaded, such
as FLNG liquefaction and regasification terminals. The
Kvaerner-Moss Spherical containment system is also rela-
tively unsuitable for FLNG applications as it limits deck
space which is needed for the all important topsides.
Potential FLNG designers are increasingly moving away
from existing systems mentioned above to new prismatic
containment systems that are designed specifically for
FLNG applications such as Aker's Aluminium Double
Barrel Tank (ADBT) and Sevan Marine's LNG FPSO
Containment System.
Offloading Systems
Ship to ship transfer is currently one of the least proven
technologies in the LNG Industry and therefore is the
focus of much research, design and testing.
In onshore facilities, marine loading arms are used to
transfer LNG and/or gas to/from a LNG carrier. These
loading arms can also be used offshore but require the two
vessels to be remain close to each other, either in the side
by side or tandem (stern to bow) arrangement, which is
dangerous in harsh sea and weather conditions.
An alternative to loading arms is a flexible cryogenic
hose. This is an emerging technology and has not been
fully implemented yet, although a successful transfer of
LNG took place in a side by side arrangement using cryo-
genic hoses at the Teesside GasPort in February 2007.
Tandem arrangement offers greater flexibility for cryo-
genic hoses and is therefore is being considered as the
most likely arrangement by cryogenic hose developers.
The Amplitude LNG Loading System (ALLS) being
developed by the Joint Industry Project (JIP) is one exam-
ple of a tandem solution. ALLS makes use of a flexible
cryogenic hose developed by Technip and it is expected
that this tandem method will greatly improve the operat-
ing envelope of loading and discharge of LNG in open sea
conditions. However, the solution that will ultimately
offer the most flexibility for the FLNG business and sig-
nificantly reduce the need for costly modifications to be
made to current LNG carriers is a floating version of the
JIP flexible hose system. Such a system will allow the hose
to be connected to either LNG carrier's midship manifold
or to a specially design bow manifold.
FLNG Import (regasification) Terminals
Receiving terminals are undoubtedly the most advanced
of the FLNG developments. The world's first FLNG
import terminal - Excelerate Energy's Gulf Gateway, in
the US Gulf of Mexico, commenced operations in 2005.
There are now four other FLNG import terminals in
operation and these are located in Bahia Blanca,
Argentina, Pecém, Brazil, Offshore Boston (Northeast
Gateway), USA and Teesside, UK. Unlike the other oper-
ational FLNG terminals the Pecem terminal stores the
LNG onboard and therefore is a Floating, Storage and
Regasification Unit (FSRU) rather than a Regasification
Vessel (RV). DWL forecast that the next decade will see a
huge rise in the number of FLNG import terminals, dom-
inated by North America (the US) and Western Europe.
Africa (South Africa), Asia (Pakistan) and the Middle East
(Dubai) are expected see their first FLNG import termi-
nals came onstream during the 2009-2015 period.

MN#4 (48-65).qxd 4/7/2009 10:12 AM Page 50
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FLNG Liquefaction Terminals
The world's first LNG Floating Production and
Offloading (FPSO) vessel is expected to be one of Flex
LNG's LNG Producers, four of which are currently under
construction. Two of these vessels have been assigned to
fields - one is heading to Peak Petroleum's Bilabri field,
offshore Nigeria and the other is heading to Papua New
Guinea, where it is going to be used by Rift Oil for its
onshore Puk Puk field. These FPSOs are expected to begin
production in 2011/2012. These vessels are currently the
only FLNG liquefaction units on order. However, there is
an increasing interest in this sector and many major com-
panies such as BW Offshore, Shell, Sevan Marine, SBM
Offshore, Inpex and Höegh LNG have unveiled LNG
FPSO design concepts. Chart 1 above shows capital
expenditure for both FLNG liquefaction and import facil-
ities segmented by region between 2004 and 2015. DWL
forecast that annual expenditure will reach $8.5 billion by
2015 and will total $26.8 billion during the 2009-2015
period. Africa and Asia, who are expected to become
major FLNG exporters, dominate the global Capex.
The Capex forecast is the output of a market model built
on a project-by-project review of development prospects,
with the timing of expenditure phased to reflect likely
project structure. This model has been developed in con-
sultation with industry experts and also sense-checked to
account for external factors such as supply chain con-
straints. The forecasts are segmented by services such as
technology licensing, front end engineering & design,
project management & detailed design engineering, con-
struction engineering (field engineering), construction
and installation (hook-up and commissioning).
The Report:
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part of a series of reports that are used by companies in
nearly 50 countries globally.
The report identifies by region and thoroughly discusses
on a country-by-country basis the current and future
prospects for floating LNG Liquefaction and
Regasification terminals to 2015.
Further information is available at www.dw-1.com. The
authors can be contacted via publications@dw-1.com or
+44 1227 780999.
MN#4 (48-65).qxd 4/7/2009 10:13 AM Page 51
52 MN April 2009

Aries Looks Ahead
MarineNews spoke with Court Ramsay, President of
Aries Marine Corporation, about the offshore service mar-
ket and how his company is investing for the future.
Asked about where the market is today, Ramsay didn't
pull any punches. "It's terrible," he said.
Ramsay saw the market go soft at the beginning of 2008
and he expressed concern about the Obama administra-
tion's impact on the market into the future, including
how it might limit offshore leasing and impose additional
taxes on production.
Last year at this time, MarineNews was reporting on the
labor shortage and the concern that the next generation
was not preparing to replace the industry's retiring per-
sonnel. But Ramsay does not see that as an issue now. His
company is not hiring, although he is concerned that if
the down-turn is long-term and the company loses quali-
fied individuals, it will not be able to get them back or
replace them later on.
Even though the current market presents some hard-
ships, Ramsay has reason to be optimistic about the
future. "I think the demand for hydrocarbons will be
steady, if not increase, into the future. The business out-
look is good in the long-term. After prices for production
have stabilized at an attractive level the Gulf of Mexico
Aries Marine leadership: Tommy Brown, Marine Superintendent for the Supply Boat Division, joined Aries Marine in January 2008; Bill
Purvis, also a Marine Superintendent for the Supply Boat Division, has been with Aries Marine since January 1991; Court Ramsay is
Aries Marine's President; Earl Verrett, General Manager Supply Boat Division, has been with Aries Marine since March 1985.
MN#4 (48-65).qxd 4/7/2009 10:14 AM Page 52
www.marinelink.com MN 53
will continue to be a busy place," he said.
"We feel that we're in as good as shape as anyone else in
the industry," Ramsay said. "We have no debt and our
vessels are paid for. We run a very lean operation and can
still provide superior vessels and experienced crews."
Ramsay talked about what makes Aries Marine a
uniquely solid business, even in the current market. "We
have a split business. We offer a fleet of supply boats that
service the drilling side of the industry, and a fleet of lift-
boats (also called jack-ups) that service the production
side. Historically, these two divisions have supported each
other when one side of the market is down…Aries is in a
good position in that we offer both of these services. Not
many other operators can offer these two types of boats
under one management. We feel fortunate to have that."
Aries Marine was founded in 1981 by Ramsay's father,
Dwight S. Ramsay. "Bo (as Dwight Ramsay is known) got
into the business from the investment side," Court
Ramsay said. A geologist by trade, Dwight Ramsay was
looking to invest in a new business venture. He began
building supply vessels and liftboats to enter the oil and
gas industry. In high school, Court Ramsay ran hotshot
trucks, driving supplies to the vessels, for his father's com-
pany. After college he returned and began working in the
corporate office in 1994. He became involved in the con-
tractual side of the business and dealt with legal, personal
injury and property damage issues as well. Several years
ago Court Ramsay began to oversee the big picture as
President of Aries Marine. Today, Aries Marine employs
350 mariners, shore-side support staff and corporate staff.
Investing in its future, Aries Marine contracted with
Eastern Shipbuilding Group of Panama City, Fla., to
build two Tiger Shark class PSV's. They will be marketed
as ultra-capacity vessels for ultra-deep water in the Gulf of
Mexico. "These vessels are guided by the highest emis-
sions standards on the books," Ramsay said, noting the
environmental implications as well as how fuel efficiency
benefits Aries Marine customers.
The first vessel will be named the Dwight S. Ramsay, in
honor of the company's founder. The second vessel, hull
no. 988, has yet to be named.
Both are designed by Aker Yards Marine, Inc. of
Vancouver BC, Canada as high capacity, fuel efficient
PSVs with AC diesel electric, twin Z-drives, ABS A 1
AMS and DP-2 Solas.
The M/V Dwight S. Ramsay's double hull will exceed
the new IMO regulations concerning vessels transporting
fuel, drilling fluids or other pollutants and have more than
19,000 barrels of liquid mud capacity along with
methanol and voluminous dry bulk.
With an engine room placed forward on the main deck
level, the vessel's below deck space is opened up to accom-
modate a larger environmentally sensitive tank arrange-
ment —a design that conforms to the new laws.
A large generator package offers spare power to run
many different operations such as ROV units, accommo-
dations modules and pipeline treatment systems. The
M/V Dwight S. Ramsay is expected to be delivered
around the fourth quarter of 2010, and hull no. 988
should be delivered the first quarter of 2011.
"We feel that we're in as good as shape as anyone else in
the industry," Ramsay said. "We have no debt and our ves-
sels are paid for. We run a very lean operation and can still
provide superior vessels and experienced crews."
Court Ramsay, President, Aries Marine
MN#4 (48-65).qxd 4/7/2009 10:14 AM Page 53
M/V Dwight S. Ramsay and Hull No. 988:
Builder . . . . . . . . . . . . . . .Eastern Shipbuilding
Designer . . . . . . . . . . . . . . .Aker Yards Marine
Length, o.a. . . . . . . . . . . . . . . . . . . . . . .292 ft
Length, w.l. . . . . . . . . . . . . . . . . . . . . . .280 ft
Beam . . . . . . . . . . . . . . . . . . . . . . . . . . .64 ft
Depth . . . . . . . . . . . . . . . . . . . . . . . . . .24.5 ft
Design Draft . . . . . . . . . . . . . . . . . . . . .19.5 ft
Deck Cargo Area . . . . . . . . . . . . .10,976 sq ft
Deck Loading . . . . . . . . . . . . . .1,024 lbs/sq ft
Dead Weight . . . . . . . . . . . . . . . . . . . .5300 LT
Fuel Oil . . . . . . . . . . . . . . . . . . . .264,548 gals
Day-tank Fuel Oil . . . . . . . . . . . . .18,433 gals
Drill Water/Ballast . . . . . . . . . . .667,773 gals
Ships Potable Water . . . . . . . . . . .16,491 gals
Bulk Mud . . . . . . . . . . . . . . . . .14,351 cubic ft
Liquid Mud . . . . . . . . . . . . . . . .19,406 barrels
Methanol . . . . . . . . . . . . . . . . . .1,715 barrels
Lube Oil . . . . . . . . . . . . . . . . . . . . .2,000 gals
Dirty Oil . . . . . . . . . . . . . . . . . . . . .3,665 gals
Hydraulic Oil . . . . . . . . . . . . . . . . . . .250 gals
Gear Oil . . . . . . . . . . . . . . . . . . . . . . .250 gals
Waste Oil . . . . . . . . . . . . . . . . . . . .3,665 gals
Gray Water Holding . . . . . . . . . . . . .8,571 gals
Sewage Holding . . . . . . . . . . . . . . . . . . . . . . .
8,571 gals
Maximum Speed . . . . . . . . . . . . . . . .12 knots
Endurance . . . . . . . . . . . .60 days at 10 knots
Berths . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Staterooms . . . . . . . . . . . . . . . . . . . . . . . . .13
Sick Bay . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Pilothouse . . . . . . . . . . . . . .One with half-head
Galley . . . . . . . . . . . . . . . . . . . . . . . . . . . .One
Laundry . . . . . . . . . . . . . . . . . . . . . . . . . .One
Mess Area . . . . . . . . . . . . . . . . . . . . . . . .One
Lounge . . . . . . . . . . . . . . . . . . . . . . . . . . .One
Walk-in Cooler . . . . . . . . . . . . . . .600 cubic ft
Walk-in Freezer . . . . . . . . . . . . . .400 cubic ft
Diesel Engines . . . .4 x Cummins QSK60 Tier II
Emergency Generator . . . . . . . . . . John Deere
Z-Drives . . . . . . . . . . .2 x Schottel SRP2020FP
Bow Thruster . . . . . . . . . . . . . . . . . . . Schottel
Radars . . . . . . . . . . . . . . . . . . . . . . . . .Furuno
DGPS . . . . . . . . . . . . . . . . . . . . . . . . . .Furuno
Autopilot . . . . . . . . . . . . . . . . . . . . . . Simrad
Compass . . . . . . . . . . . . .Lilly & Gillie MK2000
Doppler Speed Log . . . . . . . . . . . . . . . .Furuno
Echo Sounder . . . . . . . . .Furuno Model FE-700
ECDIS . . . . . . . . . .Furuno FEA-2107 Table Top
AIS System . . . . . . . . . . .Furuno Model FA-150
Ship Security Alert System . . . .Furuno Felcom
4.5, 15 ft with 40 HP outboard motor
Life Rafts . . . .Four Elliot USCG/SOLAS 25 Man
Inflatable Rafts A-Pack with Roll-off Launching
54 MN April 2009

MN#4 (48-65).qxd 4/7/2009 10:15 AM Page 54
www.marinelink.com MN 55
Central Gulf of Mexico
Lease Sale 208
Secretary of the Interior, Ken
Salazar, announced that the Central
Gulf of Mexico Oil and Gas Lease
Sale 208, held in New Orleans,
attracted over $703m in high bids.
The sale was conducted on March 18
by the Interior's Minerals
Management Service (MMS) and had
70 companies submitting 476 bids on
348 tracts comprising over 1.9 mil-
lion acres offshore Louisiana,
Mississippi and Alabama. The sum of
all bids received totaled $933.6m.
The highest bid received on a tract
was $65.6m submitted by Shell Gulf
of Mexico Inc. for Mississippi
Canyon, Block 721. There was a total
of 13 tracts receiving bids in the "181
South Area" of the Central Gulf of
Mexico and the high bids for these
tracts totaled $6.5m. The states of
Alabama, Mississippi, Louisiana and
Texas will share in 37.5 percent of the
high bids on these tracts as well as all
future revenues generated from this
acreage leased on March 18 in the
"181 South Area." The enhanced rev-
enue sharing program was mandated
by the Gulf of Mexico Energy
Security Act of 2006. In addition,
12.5 percent of revenues from the
"181 South Area" tracts will be
deposited into the Land and Water
Conservation Fund for use by states
to enhance parklands and for other
conservation projects. Each high bid
on a tract will go through an evalua-
tion process within MMS to ensure
the public receives fair market value
before a lease is awarded.
Better Pressure Testing
Saves $193m per Rig
According to ODS-Petrodata, the
cost of operating a highly automat-
ed rig in the Gulf of Mexico has
almost tripled in the last four years.
Accordingly, the Minerals
Management Service (MMS)
recently funded a three-year Joint
Industry Project (JIP) to determine
the historical failure rates (and
resulting non-productive time)
associated with subsea Blowout
Prevention Equipment (BOPE).
Athens Group CTO and drilling
technology expert, Don Shafer, pre-
sented the findings of that study at
the AADE 2009 National Technical
Conference in New Orleans in
MN#4 (48-65).qxd 4/7/2009 2:13 PM Page 55
56 MN April 2009
Peter G. Noble, Naval Architect and Marine Engineer
OTC Distinguished Achievement Award for Individuals
Peter G. Noble, SNAME Fellow and ConocoPhillips Chief Naval Architect,
has worked in the technology development, design, construction and classifi-
cation in the marine and offshore industries in Canada, Europe and the U.S.
Noble holds patents related to LNG containment systems and serves on a
number of industry technical committees and academic advisory boards.
Noble received a degree in Naval Architecture from the University of Glasgow
in Scotland.
Sakhalin Energy Investment Company
OTC Distinguished Achievement Award for
Companies, Organizations and Institutions:
Sakhalin Energy Investment Company is being recognized for the Sakhalin
II Phase two Project, which implemented complex integrated project facilities
in a technically challenging and environmentally sensitive arctic environment,
demonstrating significant achievements and HSES performance.
Wolfgang E. Schollnberger
OTC Heritage Award
Wolfgang E. Schollnberger currently serves as an international energy advis-
er. In 2004, he retired from BP as technology vice president after a 37-year
career. He joined BP in 1998 with the merger of BP and Amoco.
Schollnberger began his career at OMV in Austria and Royal Dutch/Shell in
the Netherlands and Spain. He has served as chairman of the Board of the
Offshore Technology Conference from 1999 to 2001, and as the 1994 OTC
Technical Program chairman.

OTC 2009 Awards
Wolfgang Schollnberger
Peter G. Noble
Each year the Offshore Technology Conference (OTC) recognizes
individuals and companies that have made outstanding contri-
butions to the offshore industry. The presentation will take place
at the annual OTC Awards Luncheon on May 5 at Reliant
Center in Houston, Texas, USA. The OTC will be held May 4-
7 2009, marking the event's 40th anniversary.
MN#4 (48-65).qxd 4/7/2009 10:16 AM Page 56
www.marinelink.com MN 57
This Spotlight on New Technology
awards program is exclusively for
OTC exhibitors and is designed to
showcase the latest and most
advanced technologies that are lead-
ing the industry into the future. The
presentation will be held from 4:00 to
5:00 p.m. on Monday, May 4, in the
Rotunda in Lobby B of Reliant
INTEGRistick Dynamic Curvature
2H Offshore
Booth # 2241
2H Offshore's INTEGRIstick
Dynamic Curvature Sensor is a
device used to monitor deepwater
subsea structures. The
INTEGRIstick, which incorporates
several strain gauges inside a corro-
sion-resistant metal housing, meas-
ures bi-planar curvature changes to
subsea structures to a resolution of 1
micro-strain, creep free.
TORXS Expandable Liner Hanger
Baker Hughes
Booth # 4241
Using variable-diameter swage
enables the TORXS running tool to
expand the liner hanger before dis-
Stock No. HP RPM GPM PSI Price
AVPU108-BY 10 1760 0-8. 3000 $2100
AVPU1517-BY 15 3450 0-17 3000 $2100
FULL purchase price BACK less trans-
portation cost if unsuitable in ANY way!
Electrically Driven • Variable-Volume
Pressure Compensated
Roberts Electric 311 N Morgan, Dept 6943, Chicago IL 60607
Buy Direct and Save!
Variable GPM delivery! y! D Delivers only the precise amount amount
of oil needed to operate the circuit. Pressure-compensation
pump automatically reduces and increases es oil output so maxi-
mum GPM and PSI are always maintained at the most efficient
minimal flow. Prevents overloads! Stops waste! Hydraulic pump
is coupled to electric motor rated 230/460V, 60Hz, 3 ph, AC.
Steel 30 gal. reservoir comes with suction filter, oil level gauge,
filler breather, 3/4” NPT pressure line fittings and clean-out cover.
Size 36”x24”x34”H. Approx wt. 350 lbs. fob Chicago
Order direct Call 1-312-829-1365 fax 1-312-829-9679
or use our secure website www.hydraulicbargains.com
Adjusts flow
and pressure
2009 OTC Spotlight on New Technology
MN#4 (48-65).qxd 4/7/2009 10:17 AM Page 57
58 MN April 2009
placing cement. Expansion of the
hanger component is easily controlled
and does not reduce the system's
annular flow area.
Frac-Hook Multilateral System
The new Baker Oil Tools Frac-
Hook Multilateral System allows
operators to accurately pinpoint frac-
ture placements and provide greater
access and control of laterals.
Booth # 1041
NASMUX is an acoustic system
providing full control for subsea Blow
Out Preventer (BOP) equipment and
offers an alternative to traditional
multiplexed (MUX) control systems.
NASMUX replaces the command,
control and monitoring aspects of a
control umbilical with an acoustic
system which requires very little top-
side equipment.
ProPure AS
Booth # 10137
The compact one-shot ProSalt
mixer system combines the fresh
water injection and crude - fresh
water mixing by imposing a homoge-
neous shear stress of the dispersed
fresh — crude flow. A homogeneous
fresh water droplet size distribution
results with a more separable fresh
water — crude mixture and corre-
spondingly better utilization of the
injected fresh water. The ProSalt,
equipped with actuator driven mixer
cylinder internal, can handle any
turn-down crude flow rate.
Reelwell Drilling Method (RDM)
Reelwell AS
Booth # 5241
The Reelwell method is based on a
concentric Dual Drill String closed
circulation system. For increased safe-
ty, a Dual Float Valve and a Piston
secures fulltime pressure control dur-
ing drilling and pipe connections.
The Piston prevents the annular fluid
from being lost. The Piston also pro-
vides the down hole hydraulic Weight
On Bit (WOB) for increased reach
when drilling horizontal sections.
Drill cuttings are removed from the
wellbore just behind the drill bit and
routed back to the surface via the
inner string, securing clean hole con-
Pulse Technology-Battery
Maintenance, Conditioning and
Specialized Products
Booth # 8952
Through two independent power
circuits the SP-25 combines a highly
intelligent interactive battery charg-
ing regimen with the application of a
high frequency pulse into the battery.
The high frequency pulsing action
provides an electro-mechanical scrub-
bing activity on the surface of the bat-
tery plates. This action removes and
inhibits growth of sulfation crystals
on the surface of the battery plate and
puts it back into electrolyte solution.
subC-strip and subC-collar
Schlumberger Subsea
Booth # 10239
These 600 ft subC-strip sensors
continuously monitor the entire
buckle shape, pipe axial and hoop
strain and temperature, providing a
complete picture of buckle response
to operational production cycles. It
uses a sensor strip attached to flow-

MN#4 (48-65).qxd 4/7/2009 10:17 AM Page 58
Engine Exhaust Systems
1000 Industrial Pkwy • Newberg OR 97132
800-394-7571 • Fax: 503-537-0601
email: sales@harcomanufacturing.com
ABS Certified • Bureau Veritas Qualified
MN#4 (48-65).qxd 4/6/2009 4:59 PM Page 59
60 MN April 2009
line joints in the buckle region which
follows the shape of the pipe as it
bends. The strip contains a series of
embedded optical strain sensors
which measure the curvature profile
along the buckle. The Tahiti subC-
strip is designed to fasten on top of
the insulated flowline.
Diamond Radial Bearings
US Synthetic Bearings
Booth # 4048
US Synthetic Bearings has devel-
oped a diamond radial bearing that is
capable of operating in drilling fluid
environments. It is extremely resistant
to abrasion and provides longer bear-
ing lives. Polycrystalline diamond
pads are formed, machined, and
placed using patent pending tech-
niques to form a diamond radial bear-
ing that runs smoothly on polished
precision diamond surfaces.
VetcoGray, a GE Oil &
Gas Company
Booth # 1117
SEM5 is a 5th Generation Subsea
Electronics Module for use in subsea
production control systems. The
SEM offers new levels of Open
Architecture IP Enabled communica-
tion capabilities through the applica-
tion of a truly modular design
approach, realizing industry subsea
plug-and-play ambitions.
OneTrip StarBurst Multilateral
International, LTD
Booth # 4041
Weatherford's OneTrip
Starburst Multilateral
System is the industry's
first one-trip level four
multilateral system. The
system is particularly well-
suited for wells in mature
fields, where production
rates are declining. It is
cost effective as it saves
clients two pipe trips,
which equals two days of

Amplitude-LNG Loading
System (ALLS)
Technip France
Booth # 2741
The flexible pipe, designed by
Technip France, as the key com-
ponent of the Amplitude-LNG
Loading System (ALLS), opens
up new methods for the transfer
of LNG in offshore and
nearshore marine conditions.
The ALLS operability was
demonstrated and qualified in
February 2008, at which time it
was made fully available to the
Industry. The cryogenic flexible
is based on an internal stainless
steel flexible bellows which
ensures leak-proofness and
compatibility with LNG.
MN#4 (48-65).qxd 4/8/2009 10:41 AM Page 60
www.marinelink.com MN 61
rig time as compared to the existing
StarBurst system, which requires
three pipe trips.
Well Cleaner PST
Booth # 1963
The Well Cleaner PST (Power
Suction Tool) is run on electric-line,
and is more effective at recovering
sand and debris from producing
wells. With its large drawdown, this
new system is able to lift sand into
long bailer sections and is capable of
bailing up to one metric ton of sand
per run.
Coil Shooting
WesternGeco, a business
unit of Schlumberger
Booth # 4143
Coil Shooting acquires full-azimuth
(FAZ) marine seismic data continu-
ously with a circular geometry using
only a single seismic vessel. Coil
Shooting takes geophysics further by
enhancing current multi and wide
azimuth (MAZ and WAZ) acquisi-
tion techniques. The MAZ technique
involves shooting a survey several
times with one vessel, each experi-
ment being on a different heading.
The WAZ technique involves acquisi-
tion with a number of source and
recording streamer vessels.
SPS Overlay Reduces Impacts Offshore
SPS Overlay has recently been used to rein-
state the starboard box girder walkway on the
Northern Producer. This Aker H-3 Semi
Submersible type Floating Production Facility is
operated by Petrofac Facilities Management.
The project was executed in South Shields, UK
by McNulty Offshore Construction with sup-
port from SPS Overlay specialist. Greig Ritchie,
Petrofac Facilities Management, said "For our application a conventional
crop and replace repair would not have been possible due to knock-on impli-
cations. SPS Overlay is a quicker, easier solution for deck repairs and when
finished they are better than new."
MN#4 (48-65).qxd 4/7/2009 10:22 AM Page 61
62 MN April 2009
Johnson to Lead Alion Expansion
in Canada
Alion Science and Technology is
increasing its Canadian business pres-
ence and expanding its Navy-focused
design and engineering capabilities
through its wholly owned subsidiary
Alion Canada. Cmdr. Brett J.
Johnson (Canadian Navy, Ret.),
Alion Business Development
Manager in the Engineering &
Integration Solutions Sector, will
drive the expansion. Johnson recently
joined Alion after more than six years
at Thales Naval.
McNeill Joins WMG Shipyards
John McNeill has been appointed
to the position of Manager,
Marketing and Sales, WMG
Shipyards. McNeill's former role as
Vancouver Shipyard's Manager,
Commercial Accounts has been
restructured into this new position.
McNeill has worked at Vancouver
Shipyards since 2006 and prior to
that worked as an Account Manager
at Weldco Beales Manufacturing.
MTU Promotes Reisig
MTU has appointed Richard Reisig
as its head of governmental affairs in
Washington D.C. Before joining
MTU, Reisig worked for GE
Transportation Systems in
Washington, D.C. as a Director of
Business Development for
Government Accounts. Reisig has a
Master's degree in Public Policy and
Business Management from George
Washington University.
Zodiac Promotions, Seigel, Beck,
Zodiac of North America, Inc.,
announced three staff changes: Vice
President and General Manager,
Steve Seigel, has been promoted to
President and General Manager of
the Military and Professional prod-
ucts business; Bob Beck has been pro-
moted to Chief Operating Officer;
and T.J. Tracy has been promoted to
Director of Sales and Marketing.
Noble Denton Executive
Noble Denton appointed Michael
Lowe as Global Business Team Group
Director, Project Management
Services and Vernon Luning as
President, Lowe Offshore
International, U.S. Project
Management Services. Lowe is the
founder of Lowe Offshore
International, and had previously
assumed the role of the company's
President from 1981 until August
2007, when the company was
acquired by Noble Denton. Luning
previously served as Senior Project
Manager with Lowe Offshore
International and brings more than
35 years of industry experience in off-
shore construction management. In
addition, Arthur Aragon, the present
Group Director for Project
Management Services, will be
appointed to Brazil to focus exclu-
sively on opportunities for the com-
pany's project services there.
Hummer to Head MARAD Office
The U.S. Department of
Transportation's Maritime
Administration has named John
Hummer to head its new Northern
California Gateway Office in San
Francisco. Prior to this appointment,
Mr. Hummer served as the State of
California's deputy secretary for
goods movement in the Business,
Transportation and Housing Agency.
Mr. Hummer's career spans more
than 32 years in transportation oper-
ations and development. He holds a
Master's degree in public administra-
tion and a minor in transportation
and infrastructure planning from
Columbia University in New York.
Gaynor Named Controller at
Salem Water Taxi
Michael Gaynor has been named as
Controller and pension plan adminis-
Reisig Seigel Johnson McNeill Beck Tracy
MN#4 (48-65).qxd 4/7/2009 10:22 AM Page 62
www.marinelink.com MN 63
trator for Salem Water Taxi in Salem,
Mass., one of the area's launch and
mooring providers. Gaynor brings
more than 20 years of experience as a
controller at an international corpora-
tion and with private companies.
Gaynor joined Hawthorne Cove
Marina four years ago as Controller
and will continue in that role.
Detillion CFO, Ambassadors Intl.
Ambassadors International
announced that Mark Detillion has
been named the company's Chief
CFO. For the past eight years,
Detillion served as the Vice President
of Finance and Chief Financial
Officer for Cruise West in Seattle,
Wa. Detillion holds a B.A. in
Accounting from the University of
Washington and is a certified public
accountant in the State of
Paradox Marine, New Executive
Paradox Marine has created a new
corporate executive team to direct the
next phase of its growth as a supplier
of wireless boat security, monitoring,
GPS tracking and surveillance sys-
tems. Jay Keenan, formerly Vice
President of Sales & Marketing, has
been promoted to President and
Chief Executive Officer. Marc
Curreri, formerly President of
Paradox Marine, has been named
Chief Operating Officer. Erin West,
formally Chief Financial Officer of
CSU Development Corporation, has
joined the company as Chief
Financial Officer.
Yell Appointed at Zenith Maritime
Zenith Maritime announced that
Capt. David Yell has joined its faculty
of 17 instructors. Yell will specialize
in teaching those seeking advanced
Lowe Gaynor Detillion Paradox Marine Team Yell
MN#4 (48-65).qxd 4/7/2009 10:23 AM Page 63
64 MN April 2009
licenses, above the 100 ton Master
level. Educated at HMS Conway
nautical college in the UK, Yell fol-
lowed a 24 year career path of Cadet
through Master in the merchant serv-
ice specializing in refrigerated cargos
on worldwide voyages. He holds a
UK Master Mariner license - foreign
going steamship (unlimited) and UK
Extra Masters in Naval Architecture,
Physics, and Navigation.
CMA CGM (America) LLC
Appoints Steele
CMA CGM (America) LLC
announced that Denise Steele has
joined the company as an account
executive for the South Atlantic
region. Steele has six years of com-
bined experience in inside and out-
side sales. Prior to working for CMA
CGM (America) LLC, Denise
worked for APL, Ltd. for six years.
She will be working with reefer
accounts as well as import Beneficial
Cargo Owners (BCO).
Samson R&D Hires Mozsgai,
Pederson, Dundas
Samson, specialist in performance
cordage, has furthered its commit-
ment to research and development by
hiring Greg Mozsgai, Senior R&D
Engineer; Mark Pederson, R&D
Engineer; and Dylan Dundas, Sales
Support Technician. Mozsgai comes
to Samson with an MS degree in
Mechanical Engineering from the
University of Illinois at Urbana-
Champaign. His experience includes
(MEMS) design and fabrication.
Pederson received his MS in
Mechanical Engineering from the
University of North Dakota. He has
engineering project experience that
includes a ship-deck motion platform
for the U.S. Navy and a vertical-axis
wind-turbine heat producing system.
Dundas's unique combination of
international teaching, fishing, and
project management provides a solid
foundation for training international
crews on splicing and rope handling.
USS Freedom Uses Everpure
Pentair's involvement with the USS
Freedom project began three years
ago when Wisconsin's Marinette
Marine Corporation was tasked with
building the first of 55 Navy LCS
ships. Marinette Marine called on
Pentair to build the ship's water fil-
tration system, using the Everpure
bromination systems.
Bromination, the process of using
elemental bromine to disinfect and
transform water to make it safe,
allows an ocean-cruising vessel to
turn the water on which it floats into
quality cooking and drinking water.
For the USS Freedom, Pentair built
two Everpure bromination systems - a
proportioning brominator and a
recirculating brominator. The off-
the-shelf proportioning brominator
automatically delivers a constant
bromine-to-water ratio to the potable
water made by the ship's marine
reverse osmosis system, treating the
water to the point of drinkability. The
recirculating brominator maintains
the proper level of bromine in the
water. The system was customized to
include an automatic starter switch,
minimizing the need for manual
AWT Guides Mercy Ships
Applied Weather Technology
(AWT) announced that Mercy Ships,
people & companies
Hyde, Alandia Engineering Partnership
Hyde Marine, Inc. and Alandia Engineering OY announced the signing of
a Letter of Intent for Alandia to provide engineering and installation servic-
es for the Hyde Guardian ballast water management technology.
Hyde began developing BWT technology more than 10 years ago working
closely with regulators, researchers and shippers. Hyde delivered and installed
five ballast treatment systems in 2001-2002, leading up to the delivery of
Hyde Guardian systems on the cruise ship Coral Princess in 2003 and the
Celebrity Mercury in 2006. In December 2008, Hyde delivered six Guardian
systems to the Royal Navy for their new UK Future Aircraft Carrier program.
The M/S Coral Princess, fitted with the Hyde Guardian ballast water treat-
ment system, is the first ship accepted into the US Coast Guard's Ship
Technology Evaluation Program. IMO Type approval for the Guardian sys-
tem through the UK Government is expected in early 2009.
MN#4 (48-65).qxd 4/7/2009 10:23 AM Page 64
www.marinelink.com MN 65
operator of hospital ships delivering
free health care services to the poor,
recently used the latest version of
AWT's BonVoyage System (BVS) to
help the Africa Mercy navigate the
safest and most fuel-efficient course
while en route to its current assign-
ment in Benin, West Africa.
AWT first began donating the BVS
graphical marine voyage optimization
system to Mercy Ships in 2000, and
since that time has continued to pro-
vide Mercy Ships with complimenta-
ry data, system upgrades and support.
Mercy Ships' Captains and naviga-
tion crew use BVS to check weather
and sea conditions to help ensure
crew and vessel safety, and prevent
encounters with inclement weather
that could damage sensitive medical
equipment on board. Mercy Ships
serves the urgent surgical needs of the
world's poor and has performed more
than 41,000 life-changing operations
since 1978.
Wesmar's HD850 Aboard Ice
Exploring Vessel
Lindblad Expedition's newest ves-
sel, The National Geographic
Explorer, an ice-class expedition ves-
sel, features Wesmar's new 850 series
all digital stabilized searchlight sonar.
Wesmar's 850 series is a high-resolu-
tion sonar that can detect underwater
hazards near the surface as well as
beneath and around the vessel.
Captain Leif Skog set sail with the
new sonar in August. Unlike Ernest
Henry Shackleton, legendary
Antarctic explorer who made three
visits to the Antarctic, Captain Skog
has been there over 100 times. For 10
years he commanded the National
Geographic Endeavor with Wesmar's
earlier HD800 sonar. Captain Skog
reported by phone recently from
Ushuaia, Argentina, after the first
National Geographic Explorer
Antarctic Cruise.
New Anti-Fouling System from
Cathelco has launched a new sys-
tem which is specifically designed to
protect box coolers against bio-foul-
ing caused by barnacles and mussels.
This is the first time Cathelco has
produced a system using anodes
which are completely submerged
instead of being inserted through the
side of the seachest.
In the new design the anode is
mounted horizontally beneath the
cooling tubes and has cathode plates
on either side to create a more even
distribution of copper ions over the
entire surface area. The ions create an
environment where mussel and bar-
nacle larvae do not settle or grow,
avoiding the problems which are
caused when they multiply and
become encrusted on the cooling
tubes. This reduces the efficiency of
the heat transfer process resulting in
engines overheating and increased
fuel usage. A purpose built mounting
unit has been designed to hold the
anode horizontally in direct line with
the seawater flowing from the inlet to
the cooling tubes. A cable exit boss is
supplied by Cathelco with double
watertight cable glands to produce an
effective seal. In common with
Cathelco's existing equipment, the
box cooler system is based on the
electrolytic principle where current is
supplied to the anode from a control
Jeppesen Marine Donates to SCI
Jeppesen Marine has donated its
Workboat Navigator software pack-
ages to two Seamen's Church
Institute's (SCI) Centers for
Maritime Education for use in
mariner training courses. Both the
Paducah, Ky. and Houston, Texas
facilities received four licenses to run
on the installed simulators, plus an
additional program for the lab com-
Workboat Navigator provides navi-
gation software along with data need-
ed to operate in a river or coastal
environment. Features include:
autopilot, voyage data record, video
camera support, AIS, radar integra-
tion, real-time data updating via
NavData Update Service, and com-
plete integration with onboard sensor
equipment. Comprehensive 24/7
service and support is also included.
MN#4 (48-65).qxd 4/7/2009 10:28 AM Page 65
66 MN April 2009
Northstar Network,
Canadian Navy Contract
Northstar Network Ltd., a wholly
owned subsidiary of Northstar
Electronics Inc., has been awarded a
$2.6m contract by L-3
Communications MAPPS Inc. (L-3
MAPPS) to manufacture 66 Standard
Marine Consoles and 60 Local
Operating Panels as part of its
Integrated Platform Management
System (IPMS). This upgrade will
modernize the Canadian Navy's 12
Halifax Class Frigates and improve
their operational effectiveness. L-3
MAPPS first implemented the
Integrated Machinery Control
System (IMCS) on the Canadian
Patrol Frigate program in the 1980's.
Since then, the company has been
continuously innovating its open-
architecture IPMS, which is currently
exported to 18 navies around the
Stabbert Yacht & Ship Shipyard
Stabbert Yacht & Ship Shipyard
announced the sale of the 308 ft ex-
NOAA Research Ship Sahara to a
European buyer. This vessel is cur-
rently undergoing a complete re-fit
and conversion at Stabbert Yacht and
Ship (SYS) in Seattle. The vessel will
be exported from the U.S. and may
benefit from a new export financing
program that SYS is offering to inter-
national buyers. Under this program,
Stabbert is able to offer competitive
financing for buyers by guaranteeing
term financing to creditworthy inter-
national buyers for purchases of U.S.
vessels and refit/conversion services.
Stabbert Maritime Group has recent-
ly completed a total refit of the 143 ft
Sterling Motor Yacht Devotion (ex
Marjorie Morningstar), and also the
180 ft Revelation (ex-Patagonia).
MARPOL Training Institute
NPDES Training
California-based MARPOL
Training Institute, Inc. (MTI)
released its NPDES Training for
Vessels (NTV) software package. This
software meets the requirements of
the EPA's Vessel General Permit
(VGP) Section 5 for crew training
which went into effect last February.
"NTV details each of the 26 dis-
charges permitted under the VGP,"
explained MTI's Managing Partner
Captain Robert Hall, "as well as pro-
viding training on a fully customiz-
able checklist that helps you docu-
ment required inspections and cor-
rective actions. The NPDES
Inspection Checklist (NIC) reminds
you which inspections are Routine,
Quarterly, Annual or Dry-dock."
View a demonstration program at
NPDES.html or for a trial version
contact Captain Bob Hall at
info@marpol.us or call +1 415 354-
Delta T Signs on New Distributor
Delta T Systems has brought on
Donovan Marine as its latest North
American distributor. Headquartered
in Harrahan, Louisiana, Donovan
Marine has 14 warehouse locations
spread throughout the United States.
With a history that dates back to
1909, the wholesale distributor spe-
cializes in both the recreational and
commercial marine markets.
Bay Diesel & Generator Training
Bay Diesel & Generator, in con-
junction with Generac Power
Systems, is now hosting the
Professional Development Seminar
Series (PDSS) at its office on Granby
Street in downtown Norfolk. The
PDSS is a series of seminars providing
an understanding of generator capa-
bility, functionality, reliability and
site-specific load requirements. These
90-minute courses were developed
for practicing design, sales and con-
sulting engineers involved in supply-
ing standby power to commercial,
industrial, municipal and healthcare
facilities. Each seminar, held every
three weeks, is specifically designed to
inform participants of current tech-
nologies, sizing, codes & standards,
switching technologies and reliable
design characteristics surrounding
emergency power systems.
Participants who successfully com-
plete an individual course receive
Continuing Education Units (CEU).
Each class is taught by Rob Robins,
Vice President of Sales for Bay Diesel.
Mr. Robins is a graduate of the
University of Virginia with a degree
in Mechanical Engineering. He is also
a certified instructor through the
Milwaukee School of Engineering.
AER Distributes BSCO Fire
AER Supply Ltd. has been named
the exclusive distributor for BSCO,
Inc. Fire Suppression Systems for 13
states. BSCO manufactures and
installs semi-custom systems that pro-
vide fire-protection solutions for
small, enclosed areas, such as the
engine room, to prevent fire from
spreading throughout the boat. The
company uses the USCG-approved
suppression systems that have been
tested to meet the requirements of
NFPA 2001 in a program jointly
designed by Factory Mutual Testing
and BSCO. The product line
includes cylinders, actuators and noz-
people & companies
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www.marinelink.com MN 67
Offshore Rig Day Rates
Floating Rigs
Rig Type Rigs Working Total Rig Fleet Average Day Rate
Drillship < 4000' WD 7 rigs 10 rigs $259,960.00
Drillship 4000'+ WD 31 rigs 33 rigs $389,129.33
Semisub < 1500' WD 16 rigs 22 rigs $294,403.85
Semisub 1500'+ WD 72 rigs 88 rigs $300,679.24
Semisub 4000'+ WD 63 rigs 72 rigs $380,900.16
Jackup Rigs
Rig Type Rigs Working Total Rig Fleet Average Day Rate
Jackup IC < 250' WD 34 rigs 46 rigs $111,866.67
Jackup IC 250' WD 47 rigs 63 rigs $132,636.00
Jackup IC 300' WD 104 rigs 124 rigs $153,072.15
Jackup IC 300'+ WD 96 rigs 116 rigs $184,184.88
Jackup IS < 250' WD 6 rigs 7 rigs $79,000.00
Jackup IS 250' WD 8 rigs 10 rigs $137,000.00
Jackup IS 300' WD 4 rigs 4 rigs $90,333.33
Jackup IS 300'+ WD 1 rigs 3 rigs $183,100.00
Jackup MC < 200' WD 4 rigs 16 rigs $50,666.67
Jackup MC 200'+ WD 14 rigs 28 rigs $91,342.86
Jackup MS < 200' WD 2 rigs 2 rigs --
Jackup MS 200'+ WD 11 rigs 19 rigs $81,744.00
Other Offshore Rigs
Rig Type Rigs Working Total Rig Fleet Average Day Rate
Drill Barge < 150' WD 21 rigs 38 rigs $30,000.00
Drill Barge 150'+ WD 8 rigs 10 rigs $77,000.00
Inland Barge 28 rigs 78 rigs $47,327.27
Platform Rig 165 rigs 252 rigs $38,786.58
Submersible 2 rigs 6 rigs $76,500.00
Tender 24 rigs 28 rigs $106,665.22
Source: Rigzone
Offshore Rig Fleet by Region
Region % No.
Africa - West 88.7% (55/63)
Asia - SouthEast 77.1% (64/83)
Europe - North Sea 89.5% (68/76)
Mediterranean 100.0% (21/21)
MidEast - Persian Gulf 80.9% (72/89)
N. America - Mexico 94.7% (36/38)
N. America - US GOM 67.8% (61/90)
S. America - Brazil 87.0% (40/46)
Source: Rigzone
Offshore Rig Utilization by Type
Type % No.
Drill Barge 90.0% (9/10)
Drillship 87.5% (35/40)
Jackup 81.7% (309/378)
Semisub 85.1% (143/168)
Submersible 100.0% (3/3)
Tender 92.3% (24/26)
Source: Rigzone
by the numbers
These three charts courtesy of
Waterborne Commerce Statistics Center, New Orleans, La.
MN#4 (66-73).qxd 4/7/2009 10:46 AM Page 67
68 MN April 2009
Northern Lights
Introduces New Engine
Northern Lights introduced their
newest propulsion solution, the
L6125H diesel engine, featuring an
electronically-controlled high-pres-
sure common-rail (HPCR) fuel sys-
tem which maximizes atomization of
the fuel delivered into the cylinder.
The L6125H is based on the heavy-
duty Komatsu industrial engine block
and reaches a high output rating of
470 hp at 2300 rpm.
Wesmar's New DC
Thruster Design
Wesmar's new stainless steel bow
and stern thrusters for yachts 34 ft
and above have a simple two-bolt
design increasing power from eight to
13 hp and achieving more thrust with
the same sized tunnel. The thrusters
have fully proportional control, no
thermal shutdown, easy drop-in
replacement for competitive units,
heavy duty stainless steel rather than
plastic propellers and are not subject
to electrolysis corrosion.
Konrad Marine
560 Twin Prop
Konrad Marine introduced its 560
Twin Prop. This stern drive package
handles gasoline or diesel engine
torque and increases efficiency by
sharing the torque load with dual
propeller technology. Counter rotat-
ing propellers
reduce pro-
peller roll and
slip. Two one-
piece stainless
steel propeller
shafts are fitted
with line pro-
tection seals.
TurboTwin Air Starter for
Smaller Engines
TDI now offers a 4.75 inch diame-
ter, 27 to 32lb, integrated relay valve
TurboTwin Air Starter. The
TurboTwin T25 is designed for
engines with six to 16 liter displace-
ment. The T25 features an open-air-
path design which allows contami-
nants to pass through the starter
without damage. Its installation
includes just one hose, two wires and
three bolts.
The harbor tug Michel, of the port
of Hamburg, celebrates its 10th
anniversary and its 10th year operat-
ing with two medium-speed MaK 8
M 20 engines adjusted to 1,520 kW
at 1,000 rpm and equipped with a
Variable Radial Turbine (VRT). VRT
technology uses a nozzle ring in the
turbocharger consisting of two parts
with different cross sections (full load
ring and part load ring). Depending
on the engine load, either one or the
other ring can be activated. The
changeover is fully automatic and
affected by means of compressed air
depending on engine speed and
charging pressure. The nozzle ring
also acts as an air cylinder, which
eliminates the need for a complex
adjusting mechanism.
C.E. Supply Company,
Recycled Engines
C.E. Supply Company, a reseller of
mostly used diesel and natural gas
engines for ship propulsion and other
applications, offers used electrical
power generators and marine trans-
missions. C.E. Supply recycles useful
engines and other parts to export cus-
tomers, earning foreign funds and
cash flow for North American users
technology bits
MN#4 (66-73).qxd 4/7/2009 10:47 AM Page 68
and dealers. The company assists new
engine dealers to move trades out of
the domestic market.
Atlas Jack Plates from
T-H Marine
Atlas Jack Plates from T-H Marine
lift V6 outboard motors, including
four strokes, up to 300 hp. With self-
lubricating polymer rods that are six
times more abrasion-resistant than
steel and a slot lifting design, Atlas
Jack Plates feature one-piece
hydraulics to lift the heaviest out-
board from bottom to top in less than
eight seconds.
Advances in Watermaking
Technology, UROC-3G
FCI recently introduced UROC-
3G, the next step in water making
control and monitoring. UROC-3G
advancements include motor over-
load protection, voltage and amper-
age monitoring, low-voltage and
over-amperage shutdown; multiple
remote station capabilities up to
4,000 feet away or via ANSI Terminal
Services; built-in audio and visual
alarms and on-screen troubleshoot-
ing; and more customized program-
ming options.
Transducer Quality
Strain Gages
Omegadyne offers a wide selection
of strain gages including linear, shear,
double shear, full bridge and linear
diaphragm style in both constantan
or karma versions. Gages typically
come in packages of 25, 50 or 100.
Custom gages can also be designed
with a typical turn-around of two
weeks or less.
New Inclinometers from
R&B Mfg
R&B Mfg. Inc. announced two
new inclinometers designed for
marine use. Model 003 reads three
degrees tilt side to side. Model 10DE
reads 10 degrees tilt side to side. Both
models are nine inches across, featur-
ing numbers for easy viewing from 25
ft or more and are designed to oper-
ate in -40F to +180F with an oil
dampened glass indicator ball.
MicroCal PM200 from
E Instruments
The MicroCal PM200, from E
Instruments Group, LLC, is a multi-
functional secondary standard cali-
brator capable of measuring and sim-
ulating pressure, temperature, and
electrical signals. Used in conjunction
with the CalpMan Software, the
PM200 keeps your test and process
equipment ISO 9000 compliant by
providing quick and easy calibration
and documentation.
www.marinelink.com MN 69
MN#4 (66-73).qxd 4/8/2009 10:42 AM Page 69
70 MN April 2009
517-A Martin Avenue
Rohnert Park, CA 94928
Ernie Romeo
tel: 707-586-3155
email: info@thrusters.com
Products: Trac bow thrusters and stern thrusters,
Quietpower integrated hydraulic systems
Avtron Industrial Automation
7900 E. Pleasant Valley
Independence, OH 44131
Mark Duskey
tel: 216-642-1230
email: mduskey@avtron.com
Descr: Electric Drive Manufacturer
Products: AC & DC Electric Drives for new and
retrofit vessel applications
Bay Diesel & Generator
3736 Cook Blvd
Chesapeake, VA 23323
Kelley Ford
tel: 757-485-0075
email: kelley.ford@baydiesel.com
Products: All diesel brands, AMD for Caterpillar,
traveling repair crews, regional distributor for GE
EMD components, exclusive US service agent for
Cedervall shaft seals
Mossville, U.S.A.,
tel: 309 578 6369 fax: 309 578 6466
Product: Diesel Engines
CENTA Corporation
2570 Beverly Drive #128
Aurora, IL 60502
Bob Lennon
tel: 630-236-3500
Descr: manufacturer of torsional couplings and
shafting systems
Cummins Inc.
4500 Leeds Avenue - Suite 301
Charleston, SC 29405
www. marine.cummins.com
Elizabeth Lynch
tel: 843-308-6698
fax: 843-745-1549
email: wave.master@cummins.com
Daihatsu Diesel Mfg.Co.Ltd.
Hauppauge, NY 11788
tel: 516 434 8787 fax: 516 434 8759
Product: Diesel Engines
Deutz Corp
3883 Steve Reynolds Blvd. ,Norcross, GA 30093
Ragnar Radtke
tel: 514-694-8772
Products: diesel engines, propulsion systems,
diesel generator sets,
Diesel Propulsion Services
900 Anders Lane No. 7
Kemah, TX 77565
Karl Johan Tomren
tel: 832-385-5887
fax: 918-459-6612
email: info@dieselpropulsion.com
Descr: Marine diesel engine, sale/service/parts
Products: Mitsubishi, Yanmar, Daihatsu, GALI Air
Starter, Tanabe Compressors, FRC Rescuboats
EMD, Electro-Motive Diesel Inc,
La Grange, U.S.A.,
tel: 708 387 5843 fax: 708 387 5845
Product: Diesel Engines
GE Diesel
Erie, U.S.A., +1 814 875 50482942, +1 866 420
Product: Diesel Engines
GKN Driveline
Descr.: GKN Driveline is the world leader in the
design and production of driveline components.
7220 N.W. 36th. Street, Suite 310, Miami, FL
tel: 305 436 8929; fax: 305 436 9633,
E-mail: guascor-usa@worldnet.att.net
Product: Diesel Engines
IVECO Motors of North America,
Carol Stream, IL 60188 - 2021, 630 260 4226, 630
260 4267, margaret.bunting@iveco.com
Product: Diesel Engines
Kobelco Eagle Marine Inc.
366 Fifth Avenue, Suite 712, New York, NY 10001
David Hawkins
tel: 212-967-5575
Products: Stern Tube Seals, Bearings,
Biodegradable Lubricants,
Konrad Marine, INC
1421 Hanley Road
Hudson, WI 54016
Pete Peterson
tel: 715-386-4203
fax: 715-386-4219
email: sales@konradmarine.com
descr: Manufacturer of high output propulsion sys-
Mack Boring & Parts Company
2365 Rt 22 W
Union, NJ 07083
Scott DuBrow
tel: 908-964-0700 ext. 204
email: sdubrow@mackboring.com
Products: Mitsubishi, Isuzu, Scania and Yanmar
Marine Engines, GPP Generators
Marine Propulsion Products, LLC
6193 Village Park Drive Suite 102
West Bloomfield, MI 48322
Al Kaplan
tel: 248-788-3339
email: alankaplan@aol.com
Descr: Marine propulsion tunnel/bow thrusters & Z-
Products: Marine propulsion tunnel/bow thrusters
& Z-drives, new/used & rebuilt; entire systems and
McGowan Marine Inc.
13 Centre St.
New Bedford, MA 02740
Steve McGowan
tel: 508-990-1114
email: stevegow@aol.com
Descr: Agents for Hundested, US
Products: Hundested CP propeller, gearboxes and
16 Pleasant Hill Road
Scarborough, ME 04070
Stewart Tuttle
tel: 207-885-8082
email: stewart_tuttle@miltoncat.com
Descr: Caterpillar dealer
Products: Caterpillar marine engines & generators
MTU Detroit Diesel Inc.
13400 Outer Drive, West R3M
Detroit, MI 48239
Mike Rizzo
tel: 313-592-8094
email: michael.rizzo@mtu-online.com
Descr: Diesel engine manufacturer
Products: Propulsion diesel engines and diesel
generator engines
Northern Lights
4420 14th Ave NW
Seattle, WA 98126
Scott Putnicki
tel: 206-789-3880
email: info@northern-lights.com
Descr: Manufacturers of Lugger diesel propulsion
Prime Mover Controls Inc.
3600 Gilmore Way
Burnaby, BC V5G 4R8 Canada
Michael Combs
tel: 604-433-4644
email: info@pmc-controls.com
Descr: Manufacturer of marine propulsion controls,
integrated machinery alarm and control systems,
marine instrumentation
Products: Marine propulsion controls, integrated
machinery alarm and control systems, tank level
monitoring, engine order telegraphs, navigation
light controls, hardwired mimics
Ransome Caterpillar
600 South Egg Harbor Rd.
Hammonton, NJ 08037
Jonathan Fowler
tel: 609-561-5267 ext. 4654
email: jfowler@ransome.com
Descr: Equipment company
Products: Caterpillar marine diesel propusion, aux.
engines, gensets, displays, & control systems
propulsion directory
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72 MN April 2009
Sag Harbor Yacht Yard
PO Box 1199 53 Bay St.
Sag Harbor, NY 11963
Louis Grignon
tel: 631-725-3838
email: sagyacht@aol.com
Descr: Boatyard
Products: John Deere Marine engines & genera-
tors, Yanmar marine engine and generators
San Antonio, TX 78216,
Contact Debbie Albright
Email: Debbie.Albright@scaniausainc.com
Tel: 210 403 0007
Product: Diesel Engines
Mainzer Str. 99, Spay, D-56322 Germany
Christophe Mourot
tel: +49-2628-610
Products: SCHOTTEL Rudderpropellers in single
and twin propeller version, Navigators, Combi-
Drives, Pump-Jets, Transverse Thrusters,
Controllable-Pitch Propellers,
Scarano Marine Inc.
207 SW 17th street
Fort Lauderdale, FL 33315
Adolfo Scarano
tel: 954-763-9804
email: adolfo@scaranomarine.com
descr: Marine service and repairs
products: Diesel engines, generators, marine elec-
Ships Machinery International, Inc.
12380 S.W. 130 Street
Miami, Fl 33186
Cesar Torres
tel: 305-428-3835
email: Ctorres@shipsmachinery.com
Descr: Bowthruster manufacturer, distributor of
CPP propulsion
Products: Van der Velden-Rudder Systems,
Brunvoll-Bow Thrusters, Scana Volda-CPP
Stewart & Stevenson LLC
8631 East Freeway, Houston, TX 77029
Bill Hardy
tel: 713.671.6180
Descr: Worldwide Marine Propulsion Systems
Distributor and Packager
TDI Tech Development
Dave Rawlins - Director of Industrial Products
tel: 937-454-9643
Email: dave.rawlins@ge.com
Product: Air Starters. Why have TDI Air Starters
become the world leader in quality and reliability?
Because since 1979, they have proven themselves
in the world's harshest, most demanding environ-
ments. TDI's solid performance under these condi-
tions have made the TurboTwin and TurboStart
brands, the industry standard for reliability and
long life.
TECO-Westinghouse Motor Company
5100 North IH-35, Round Rock, TX 78681
Email: Sales@tecowestinghouse.com
Toll-Free: 1-800-451-8798
Products: TECO-Westinghouse Motor Company is
a leading manufacturer of electric motors, with a
full line of induction, synchronous and DC motors
and generators available from ¼ HP to 100,000
Thrustmaster of Texas Inc.
12227 FM 529
Houston, TX 77041
tel: +1-713-249-2475
email: bert@thrustmastertexas.com
Descr: Thrustmaster of Texas Inc.
Products: Azimuth thrusters, tunnel thrusters,
retractable thrusters, propulsion units, portable
DPS, fixed podded drives
Transmission Engineering Company
1851 North Penn Road
Hatfield, PA 19440
tel: 800-521-3285
email: tdsales@tecoinc.com
Descr: Powertrain components solution provider
Products: Marine transmissions, electronic con-
trols, powershift transmission, hydrostatic transmis-
sions, pump drives, continuously variable transmis-
sions, axles, planetaries, MCA
Ultra Dynamics Marine, LLC
1110A Claycraft Road
Columbus, Ohio 43230
tel: 614-759-9000
email: sales@ultradynamics.com
Descr: Design and manufacturer of UltraJet range
of waterjet propulsion systems and marine control
Products: UltraJet waterjets, waterjet propulsion
systems, jet drives, marine controls, joystick con-
trols, marine hydraulics
ZF Marine LLC
15351 SW29th St, Suite 300
Miramar, FL 33027
Keith Sparks
tel: 954-441-4040
email: keith.sparks@zf.com
Descr: Propulsion systems technology
Products: Propellers, surface drives, pod drives,
transmissions, control systems
propulsion directory
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74 MN April 2009
MaritimeJobs Powered by www.maritimejobs.com
Job Location: USA, Scarsdale, NY
Based in lower Scarsdale, NY, Roymar
Ship Management Inc., a subsidiary of
TBS International, is seeking 2 experi-
enced marine engineers for the position
of Port Engineer. This position is respon-
sible for the operation and supervision of
assigned vessels with a focus on assuring
continued performance of all onboard
equipment and systems. Candidates must
have substantial engineering expertise in
planning and executing maintenance,
repairs, survey and certificate require-
ments, dry docking and conversion or
modification of assigned vessels. This
position is accountable for monitoring
vessel performance trends, compliance
with Company policy, and
inspections/surveys with Class Societies.
Visiting the vessels on regular intervals
and reporting on general conditions,
repairs and maintenance, crew perform-
ance, safety, and environmental protec-
tion are to be expected.
Some additional qualifications and essen-
tial skills include:
• Valid Marine Chief Engineer's License
(Motor) or equivalent or a Degree in
Engineering required.
• Willingness to travel extensively interna-
• Thorough experience with dry dock
• Demonstrates analytical problem solv-
ing, time/project management, and deci-
sion making skills.
• Computer literate.
• Exceptional verbal and written commu-
nications in the English language.
• Familiarity with ISM/ISPS regulations.
Qualified candidates must have at least 5
years experience as a Port Engineer or
We offer excellent salary, benefits, and
bonus. Please send resume to recruit-
ing@roymar.com or fax to (914) 793-
2519 with the heading PE on all transmis-
Roymar Ship Management, Inc
455 Central Park Ave.
Suite 308
Scarsdale NY 10583 USA
Fax: (914) 793-2519
Email: recruiting@roymar.com
Web: http://www.roymar.com
Technical Officer
Job Location: Panama
The main duties include:
-Marine Surveyor for Inspection of differ-
ent types of Vessel's (such as Cargo
Vessels, Oil Tankers, Bulk Carrier etc.)
-Familiar with Engine and Hull Surveys
-Specialized in carrying out Class and
Statutory Surveys, Conditional Surveys,
Follow up surveys
-Familiar with IMO Conventions and
Regulations (such as Solas, Marpol, ITC,
LL, etc)
-ISM and ISPS Audits
-Affiliated with all Maritime Terminology
Essential Competencies and Skills:
-Minimum 5 years experience in Maritime
-Fluency in English will be preferred
-Computer Skills needed for Reporting
Note: Candidates who can apply are 1-
Marine Engineer's / 2- Captain's /
3- Naval Architect's and Ship Builder's /
Joana Santos
International Register of Shipping
Miami FL 33137
Email: jsantos@intlreg.org
Job Location: USA, New York
The New York City Department of
Environmental Protection seeks an experi-
enced professional that will be responsi-
ble for the operation and maintenance of
various marine vessels.
Job Description:
The selected candidate will be responsi-
ble for supervising and directing all mem-
bers of the Marine Engineering
qualified candidates for positions on our brand
new state-of-the-art marine transport vessels
operating along the Northeastern Atlantic
Seaboard. We offer highly favorable work
schedules – 2 weeks on – 2 weeks off, as well as
excellent opportunities for career advancement.
Tug Masters and Mates
Must possess a valid Master of Towing Vessels
near coastal or greater endorsement. Exper|ence
w|th petro|eum barges necessary. New York
Harbor experience preferred.
Mar|ne Eng|neers
Chief engineers for Coastal and Inland tugboats.
Must possess a valid DDE (Designated Duty
Engineers) license or greater. Valid MMD (Merchant
Marine Document) required. Two years engine
room experience required.
Current MMD and PIC endorsement required;
experience preferred.
If you have the skills and experience for any of our
open positions, please contact our F|eet Recru|ter
at 410-735-8212, or fax your resumé to 410-735-8280.
Over a Century of Maritime Excellence
Baltimore Norfolk Philadelphia / /
Exp'd Trainer in HHP Marine Engines or Power
Generation. Accredited teaching cert., Electrical
exp. New Orleans, LA
Field Engineer, Technical support and Training.
Exp. with diesel engines req.. Must be flexible &
able to travel. New Orleans, LA
Competitive salary & benefit package incl: vac.,
hol., 401k, bonus, & relo.
To apply visit:
Classified MN APRIL 09.qxd 4/7/2009 4:52 PM Page 74
www.marinelink.com Marine News 75
Vessels for Sale
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 ext.506
Mergers, Acquisitions & Divestitures
Are you ready to sell your business or are you ready to
expand your business through a merger or acquisition?
We presently have investors who are seriously interested
in all types of marine and marine related companies
9786 Timber Circle, Suite A
Daphne, AL 36527
Ph: 251-626-0713
Cell: 504-650-5000
Fax: 251-447-0423
E-mail: info@marinebux.com
Department as well as operation and main-
tenance of major equipment including
making minor or major repairs and keep-
ing records of all activities; ensuring regu-
latory compliance for the fleet of vessels
within the safety management system; and
approving parts and materials within the
DEP procurement system.
Five years of full time paid experience
acquired in the last 15 years as a Marine
Engineer, not less than three years of
which must be a Chief Marine Engineer;
Valid license for Chief Engineer of motor
vessels not less than 3000 H.P. issued by
the U.S. Coast Guard.
All interested candidates must submit two
(2) copies of their resume and salary his-
tory to:
Recruitment Coordinator, Ad Placement
Chief Marine Engineer - WWT
59-17 Junction Boulevard, 18th Floor
Flushing, NY 11373 or email to:
NYCDEP is an Equal Opportunity Employer
For more information about NYCDEP, visit
us at: www.nyc.gov/dep
Recruitment Coordinator, Ad Placement
NYC Department of Environmental
Chief Marine Engineer - WWT
59-17 Junction Boulevard, 18th Floor
Flushing NY 11373 USA
Email: Recruit@dep.nyc.gov
MaritimeJobs Powered by www.maritimejobs.com
Post Your Resume for Free • Energize Your Job Search @ MaritimeJobs.com
Classified MN APRIL 09.qxd 4/9/2009 9:38 AM Page 75
Marine Marketplace
US Coast Guard Approved
(STCW-95) Basic Safety Training
• Basic Safety Training
• Medical PIC
• Proficiency in Survival
• Tankerman PIC
• Advance Firefighter
• All Modules available
at one location
El Camino College
Workplace Learning Resource Center
13430 Hawthorne Blvd. · Hawthorne, CA 90250
Ten (10) minutes from LAX · Twenty (20) minutes from LA Harbor
Call for Information & Registration
(310) 973-3171/47 • www.businessassist.org
• Hazmat Dangerous Cargo Transportation
B a r g e s f o r L e a s e o r C h a r t e r
• 4 0 0 0 T o n C a p H o p p e r B a r g e
• 9 0 0 T o n C a p D e c k B a r g e
• 3 0 T o n C a p D e r r i c k B a r g e / D r e d g e ( 3 S p u d s )
• 4 0 0 - 1 4 0 0 H P T u g s
C o m p l e t e M a r i n e T r a n s p o r t a t i o n P r o b l e m s S o l v e d
C o n t a c t :
P h : ( 2 0 1 ) 8 5 2 - 3 6 1 0
F a x : ( 2 0 1 ) 3 3 9 - 0 1 7 7
E - M a i l : s e a w o l f m a r i n e 6 @ a o l . c o m
W e b s i t e : w w w . s e a w o l f m a r i n e . n e t
76 MN April 2009
Sizes 15 lbs. to the NEW 4,000 lbs.
Designed to dig into the bottom and achieve
holding power 10 times its weight at 3:1 scope
To hold boats, docks, nav. aids, nets, cables,
aquaculture pens. One lb. of Dor-Mor can
replace 10 lbs. of concrete.
SI NCE 1988
Pyramid Mooring Anchors
Dor-Mor, Inc.
P. O. Box 461, Claremont, NH 03743
PHONE/FAX 603-542-7696
Son of a Sea-Cook
Workboat Cooking School
Offered through Sea School
1-800-BEST-ONE 237-8663
Chef Bilgepump Says:
28-day hands-on course preparing onboard
cooks or supply boats, tow boats and oil rigs.
Tuition includes room and board at coed cam-
pus in Mobile Alabama.
Job placement assis-
tance provided.
“We Train Cooks for
Oil Field and Tug Boats.
We Ain’t No Culinary
Arts School.”
Classified MN APRIL 09.qxd 4/7/2009 4:53 PM Page 76
Marine Marketplace
USCG License Software
Affordable - Merchant Marine Exam Training
Freelance Software, 39 Peckham Place, Bristol RI 02809
(401)556-1955 – sales@hawsepipe.net
DIESEL AMERICA WEST with over 25 years of experi-
ence offers a QUALITY ocean service, emergency de-watering -
transfer - trash pump that is portable - rugged - & light weight.
A Serious, Portable, Saltwater Service Emergency Pump
Diesel America West Inc.
P.O. Box 968, Friday Harbor, WA 98250
Phone (800) 343-7351 or (360) 378-4182
Fax (360) 378-3315 (24hr line)
● #304 Stainless Steel Frame (1” welded sq. tube)
● Heavy Duty “Non-Metalic” Trash Pump End
● Seal is Severe Service s/Steel & Viton Shaft Seal
● YANMAR 5 & 7 H.P. Diesels, Aircooled
● 2” x 2” or 3” x 3” N.P.T. ● 42 P.S.I. Max
● Heavy Duty Vibration Isolators
● Long Life Marine Components Throughout
www.marinelink.com Marine News 77
International, LLC
The industry leader in right, ready and reliable
power testing solutions since 1997.
Accurate tank soundings have
never been easier when one TANK
TENDER monitors up to ten fuel
and water tanks. Reliable, non-elec-
tric, medical grade components;
accurate liquid levels; fast installa-
tion! Only one small hole in tank top.
Furnished as optional equipment by
many first class yacht builders.
Gig Harbor, WA USA
253-858-8481 Fax: 253-858-8486
Tank Tender
The original precision
tank measuring system!
ELECTROMATIC Equipment Co., Inc.
600 Oakland Ave., Cedarhurst, NY 11516
Tel. (516) 295-4300 • FAX (516) 295-4399

The TI-25M measures wall
& corrosion thickness on all
metals, ceramics, glass and
most rigid plastics from only
one side—ultrasonically!
Ideal for ships’ hulls and
bulkheads, storage tanks,
metal plates, pipes, more.
Measuring Range
0.025 – 6.000 inches
0.60 – 150.0 mm
• Many other
models available
Call Toll Free 1-800-645-4330
THE WORLD. CONTACT gcassociates@uia.net
P.O. Box 2030
North Kingstown, RI 02852 USA
Ph: (401) 884-8801 Toll Free: (800) 466-6962
Fx: (401) 884-8868
Available in lift capacities
from 25 lbs. to 77,000 lbs.
in open bottom and
enclosed models.
Large inventory, ABS
approved, IMCA Compliant.
The World’s Leading Manufacturer of Underwater Lift Bags
Classified MN APRIL 09.qxd 4/7/2009 4:54 PM Page 77
Marine Marketplace
78 MN April 2009
Total Ship Design
‹ Naval Architecture/
Marine Engineering
‹ Ship and Boat Design
‹ Pre-Contract Support
‹ Plan Review
‹ Construction Management
An employee-owned company providing expert services
to Ship Owners, Operators and Builders worldwide.
4300 King Street, Suite 400
Alexandria,VA 22302
703.418.0100 or 703.933.6616
Aligned with your needs.
‹ In-Service Surveys
and Engineering
‹ Special Projects
‹ Program and
Acquisition Management
‹ Modeling and Simulation
DIESEL AMERICA WEST with over 25 years of experi-
ence offers a QUALITY ocean service, lightweight, porable
diesel fire pump that exeeds U.S.C.G. specifications!
A Serious, Portable, Saltwater Service Fire Pump
Diesel America West Inc.
P.O. Box 968, Friday Harbor, WA 98250
Phone (800) 343-7351 or (360) 378-4182
Fax (360) 378-3315 (24hr line)
● #304 Stainless Steel Frame (1” welded sq. tube)
● Pump End w/Bronze Impeller
● Severe Service s/Steel & Viton Shaft Seal
● YANMAR 7 H.P. Diesel Aircooled Engine
● 2” x 2” N.P.T. ● 150 G.P.M. ● 90 P.S.I.
● Heavy Duty Vibration Isolators
● Long Life Marine Components Throughout
Custom Fabricated
Windows and Doors
Your Source Since 1964
For more information:
The Saint Lawrence Seaway Development Corporation is con-
ducting a sealed bid surplus sale for one (1) derrickboat,
Simonsen. Former Navy YD type, 60 ton floating crane, length -
142 ft 0 in; beam - 58 ft 0 in; draft - approximately 12 ft;
Cummins diesel 200KW/600 Amp main generator; AC genera-
tor through rectifier for DC power; 2 auxiliary generators; John
Deere 4.5L fire pump; 3 spud wells; wildcats fore and aft; galley
equipment includes microwave, DC stove, refrigerator, 4 sinks,
tables and chairs; machine shop with belt driven DC motor
lathe, drill press & grinders; 1,000 gallon holding tanks; air oper-
ated clutch, 30 HP, 240V DC drive winches. Public bid opening
will be conducted on Thursday, May 21, 2009.
For more information, contact
Patricia White, Contracting Officer,
at 315-764-3236 or
** MINIMUM BID $400,000.00 (US FUNDS) **
15 years experience in predictive
and preventive maintenance
Boland Consulting Services
Office (228) 762-3172
Fax (228) 762-3108
Cell (251) 232-7163
John S. Boland
• Double the life of your machine
• Laser align equipment
• Vibration analysis & control
• Equipment reliability
All Vibration &
Alignment Problems
Increase Your Bottom Line
Classified MN APRIL 09.qxd 4/8/2009 1:38 PM Page 78
Marine Marketplace
www.gks.com/marine • 734-582-9600
Marine Surveyor Course and Training
Standards based training for all vessels.
Info@MamaTrains.com / 866-775-8382
In Va. Beach, VA & now at Maritime Pilots
Institute in Covington, LA
STCW, Medical, Lifeboat PSC & Tankerman
Deck: AB to Unlimited Master
Engineering: QMED & DDE
Mariner Guidance &
Training You Need
45’x120’ ALSO “SHUGART”
S mi t h B r o t h e r s I n c . , S mi t h B r o t h e r s I n c . ,
Ga l e s v i l l e , MD 2 0 7 6 5 Ga l e s v i l l e , MD 2 0 7 6 5
( 4 1 0 ) 8 6 7 - 1 8 1 8 ( 4 1 0 ) 8 6 7 - 1 8 1 8
www www . s mi t h b a r g e . c o m . s mi t h b a r g e . c o m
Specializing in the shipping of aggregates and
construction materials in the Caribbean, U.S.
East Coast, Bahamas, Gulf of Mexico, as well as
ocean crossings and salvage. All barges have
steel bin walls and hydraulic stern ramps
Average vessel age….4 years. Barge capaci-
ties….2000 tons to 8800 tons. Barge sizes 180ft.
to 300ft. Tugs to 2400hp. Vessels are ABS in
class, not Jones act, and foreign flagged in
Antigua. They are able to call on all U.S. ports.
Contact owner Ship7 Maritime, LTD
Captain Paul Carpenter
(203) 374-5779 • Email: pcarpenter@ship7.com
www.marinelink.com Marine News 79
701 Fifth Avenue, Suite 1200 Phone: 206-768-1515
Seattle, WA 98104 http://www.gpai.com
Ideas Engineered Into Reality
Classified MN APRIL 09.qxd 4/7/2009 4:58 PM Page 79
80 MN April 2009
The listings above are an editorial service provided for the convenience of our readers.
If you are an advertiser and would like to update or modify any of the above information, please contact: productionmanager@marinelink.com
Page# Advertiser Website Phone#
Page# Advertiser Website Phone#
47 ABS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.eagle.org please visit our website
5 AER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.aersupply.com (800) 767-7606
51 AHEAD SANITATION SYSTEMS . . . . . . . . . . . . . www.aheadtank.com (337) 237-5011
44 BOLLINGER SHIPYARDS, INC.. . . . . . . . . www.bollingershipyards.com (985) 532-2554
59 BREAUX BAY CRAFT. . . . . . . . . . . . . . . . . . . . . . . . . . . Please call us at (337) 229-4246
17 BRENT COON & ASSOC.. . . . . . . . . . . . . . . . . www.1800asbestos.com (800) 272-3786
29 CD-ADAPCO. . . . . . . . . . . . . . . . . . . . . . . . . . . . www.cd-adopco.com please visit our website
3 CHEVRON GLOBAL LUBRICANTS . . . . . www.chevronlubricants.com please visit our website
9 CITGO PETROLEUM. . . . . . . . . . . . . . . . . . . www.clarionlubricants.com (832) 486-4375
57 COASTAL MARINE EQUIPMENT. . . . . www.coastalmarineequipment.com (228) 832-7655
11 DAMEN SHIPYARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.damen.nl 31 (0) 183-63-9267
35 DONJON MARINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.donjon.com (908) 964-8812
59 DYNAMOLD, INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . www.dynamold.com (817) 335-0862
55 EASTERN SHIPBUILDING GROUP, INC. . . . www.easternshipbuilding.com (850) 763-1900
5,31 GLOBAL MARINE POWER . . . . . . . . . . . . www.globalmarinepower.com (713) 640-9300
43 GREAT AMERICAN INSURANCE. . . . . www.GreatAmericanInsurance.com (212) 510-0135
59 HARCO MANUFACTURING CO. . . . . . . www.harcomanufacturing.com (800) 394-7571
21 KING CONTROLS. . . . . . . . . . . . . . . . . . . . . . . . . www.kingcontrols.com (800) 982-9920
33 KOBELCO EAGLE MARINE, INC. . . . . . . . . . . www.kobelco-eagle.com (212) 967-5575
15 KOIKE ARONSON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.koike.com (800) 252-5232
23 KONRAD MARINE. . . . . . . . . . . . . . . . . . . . . . . www.konradmarine.com (800) 927-3545
C2 LLEBROC INDUSTRIES. . . . . . . . . . . . . . . . . . . . www.helmchair.com (800) 284-5771
63 M&L ENGINE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.mlengine.com (800) 960-0068
13 MARINE TECHNOLOGIES LLC. . . . . . www.Marine-Technologies.com (985) 951-7771
61 MARINERS HOUSE. . . . . . . . . . . . . . . . . . . . . www.marinershouse.org (617) 227-3979
45 McDonough Marine Service. . . . . . . . . www.McDonoughmarine.com (504) 780-8100
21 MOOSE BOATS. . . . . . . . . . . . . . . . . . . . . . . . . . www.mooseboats.com (866) 466-6673
49 MOPS LICENSE INSURANCE . . . . www.mopsmarinelicenseinsurance.com (800) 782-8902
54 NABRICO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.nabrico-marine.com (615) 442-1300
73 OceanTechExpo. . . . . . . . . . . . . . . . . . . . . . . www.oceantechexpo.com (561) 732-4368
23 POINT EIGHT POWER . . . . . . . . . . . . . . . . . www.PointEightPower.com (800) 284-1522
49 POWER TRAIN SAVERS. . . . . . . . . . . . . . . www.powertrainsavers.com (403) 654-2800
49 PSI MARINE, INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . www.tideslide.com (989) 695-2646
28 QUALITY SHIPYARDS. . . . . . . . . . . . . . . . . . . . . . . . jbadeaux@tdw.com (985) 876-4846
C4 R.W. FERNSTRUM & C0. INC. . . . . . . . . . . . . . . . . . www.fernstrum.com (906) 863-5553
C3 RADIO HOLLAND USA . . . . . . . . . . . . . . . . . www.radiohollandusa.com (713) 378-2100
57 ROBERTS ELECTRIC. . . . . . . . . . . . . . . . . . . www.hydraulicbargains.com (312) 829-1365
7 SCANIA USA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.scaniausa.com (210) 403-0007
45 SCHUYLER RUBBER . . . . . . . . . . . . . . . . . . . . . www.schuylerrubber.com (800) 426-3917
43 SEWARDS SHIP'S DRYDOCK, INC.. . . . . . . . . . www.sewardships.com (907) 224-3198
51 SHEAVES, INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.esheaves.com (888) 344-6774
51 SKOOKUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.skookumco.com (800) 547-8211
49 SMITH BERGER MARINE. . . . . . . . . . . . . . . . . . . www.smithberger.com (206) 764-4650
71 SNAME. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.snameexpo.com (561) 732-4368
59 SUNY MARITIME COLLEGE . . . . . . . . . . . . . . . . www.sunymaritime.edu (718) 409-7341
1 TAMPA SHIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.tampaship.com (813) 248-7250
27 TUFLEX RUBBER PRODUCTS, LLC . . . . . . . . . . . . . . . www.tuflex.com (800) 770-6008
31 WORLD WIDE METRIC. . . . . . . . . . . . . . . . . . www.worldwidemetric.com (954) 321-0784
19 ZF MARINE LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.zf--marine.com (954) 581-4040
Index page MN APRIL09.qxd 4/8/2009 1:50 PM Page 1
Member of Radio Holland Group
Very busy. Adding new offices in Oakland (US), Vietnam and UK,
Radio Holland has 62 branches worldwide! Which makes us the
largest global maritime electronics company in the world. With our
worldwide network, we can supply all required maritime electronics,
airtime services and spare parts. We provide service, maintenance
and support at any location, 24/7.
With our Managed Services Agreements and a global service
database in place, we can offer shipowners valuable support and
management information about equipment status on board vessels.
Our conviction is to help our customers realize efficient operations
of their fleet and maritime business. Providing shipowners,
managers, shipyards and other maritime organizations with the best
solutions for their electronic requirements. All over the world.
We’ve been busy. . . .
For the more information:
www.radiohollandusa.com | info@radiohollandusa.com
MN#4 C2 C3 & C4.qxd 4/8/2009 2:47 PM Page 2
MN#4 C2 C3 & C4.qxd 4/4/2008 11:18 AM Page 3

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