MARINE NEWS June 2009

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

BOMMonterray’sPowerfulPunch

EPA’sVesselDischargePermits

MarineNews J U N E 2 0 0 9

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

The Leadership EditionIndustry Leaders Offer Insights on the Current Market and Future Challenges

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Power to propel both vessels and business.Since 1902, commercial mariners around the world have reliedon Scania engines to power their fishing boats, patrol boats,tug boats and ferries. No matter the application, Scania marineengines have earned a reputation for their robust performance,legendary durability and outstanding fuel economy.

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SoutheastCertified Diesel954-583-4465

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2 MN June 2009

10 Tech File WindCat Workboats12 Boat of the Month RAstar 3200 tug Monterrey16 OSV Industry Partnership Formed

20 Offshore: EPA Vessel Discharge Permits• By Sarah K. Branch, OMSA

22 Management: Admiral Thad Allen, Leader• By Peter A. Mello, Sea-Fever Consulting LLC

24 Legal: Class Action Lawsuits• By Fred Goldsmith, Goldsmith & Ogrodowski, LLC

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Briefs

Departments

Features

Columns

44 People & Companies50 Directory: Coatings & Corrosion Control54 Technology Bits57 By the Numbers

June 2009 • Number 6 • Volume 18

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28 CEO Six PackMarineNews delivers again its “CEO Six Pack,” an annual ritual whereby we query leaders from diversesectors of the marine and related industries to gauge the issues that will drive the industry for the yearto come.

44 Markets Barge ReportThough the general economy continues to sputter, the barge building business is brisk from coast tocoast, as regulatory requirements and an aging fleet keep builders busy.

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POSTMASTER Time Value Expedite

MarineNews is published monthly, 12 times a year by Maritime Activity Reports, Inc.,118 East 25th Street, New York, N.Y. 10160-1062. The publisher assumes no responsibil-ity for any misprints or claims and actions taken by advertisers. The publisher reserves theright to refuse any advertising. Contents of this publication either in whole or in part maynot be reproduced without the express permission of the publisher.

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PUBLISHERJohn C. O’Malley • [email protected]

Associate Publisher & EditorGreg Trauthwein• [email protected]

Managing EditorRaina Clark • [email protected]

Contributing WritersDon G. Briggs • Lawrence R. DeMarcay, III • Kevin Gilheany • Frederick B. Goldsmith • Matt

Gresham • Peter A. Mello • Randy O’Neill • Richard Paine • Don Sutherland • Ken Wells

PRODUCTIONProduction Manager Irina Tabakina • [email protected]

SALESVice President, Sales & Marketing

Rob Howard • [email protected]

Sales Administration Manager Tina Veselov • [email protected] Assistant Rhoda Morgan • [email protected]

Sales & Event Coordinator Michelle Howard • [email protected] Sales Manager Dale Barnett • [email protected]

tel: 212-477-6700

Advertising Sales ManagersLucia Annunziata • [email protected]

Tel: 212-477-6700 Fax: 212-254-6271

Joseph Colacova • [email protected] Patrick Haley • [email protected]: 561-732-0312 Fax: 561-732-9670 Tel: 561-732-1185 Fax: 561-732-8414

Dawn Trauthwein • [email protected] Andrea Mowrey • [email protected]/Fax: 631-868-3575 Tel: 561 732-1659 Fax: 561 732-9670

Managing Director, Intl. SalesTony Stein • [email protected]

Tel/Fax: +44-1506-822240

Uwe Riemeyer • [email protected]: +49 202 27169 0 Fax: +49 202 27169 20

CORPORATE STAFFManager, Accounting Services Esther Rothenberger • [email protected]

Manager, Public Relations Mark O’Malley • [email protected], Information Technology Vladimir Bibik • [email protected]

Services

CIRCULATION Circulation Manager Kathleen Hickey • [email protected]

Pictured on the cover is atowboat passing underthe John A. RoeblingCincinnati SuspensionBridge, along with thesix executives graciousenough to share theirinsights for our AnnualLeadership Edition. Checkout the “CEO Six Pack,”starting on page 28.

On the Cover

4 MN June 2009

MarineNews

Coming in Future Editions

July 2009Marine Environmental

Oil Spill Detection & RemediationMaritime Fire & Safety Products

August 2009Offshore Structures

Maritime Salvage & RecoveryCommunication Products &

Services

September 2009MARITIME SECURITYOil Spill Detection &

RemediationProduct: Maritime Fire &

Safety Products

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editorialNow that President Obama’s 2010 budget has worked its

way through a variety of congressional hearings and

American Recovery and Reinvestment Act (ARRA) funds

are in the hands of the Coast Guard, the Corps of

Engineers and the Maritime Administration, we’re start-

ing to see how things will shake out.

ARRA appropriated $4.6 billion for the Corps of

Engineers for its civil works program. James McCarville,

Executive Director of the Port of Pittsburgh Commission,

praised the Corps for rescuing a billion-dollar project by

allotting $110 million on navigation in southwestern Pa.,

mostly for the Charleroi Lock. Meanwhile, Great Lakes

shipping voiced disappointment that its projects received

only two percent of the Corps’ ARRA funds. The Coast

Guard was also allotted ARRA funds ($240 million),

more than half of which is designated for bridges imped-

ing waterway navigation.

As far as the federal 2010 budget, the President request-

ed an increase of 4.1 percent to fund the Coast Guard. He

requested just under $1.4 billion to fund capital acquisi-

tions (almost all for Deepwater), about $100.6 million less

than 2009. The President also requested a $32 million

increase for MARAD, mostly for its operations and train-

ing budget, which supports the Merchant Marine

Academy and state maritime schools.

Is waterborne transportation getting its fair shake from a

federal budget that seeks to grow the economy by going

green? Years before the Obama administration, we’ve been

saying that coastal and inland waterway transportation

offers the best in fuel efficiency and low emissions. You’d

think barges would be pictured next to wind turbines and

Priuses. So far I’ve been offered two explanations for this

discrepancy. First, Matt Woodruff (Kirby Corporation)

and Peter Stephaich (Campbell Transportation) of the

Waterways Foundation report-

ed that after much effort, they

could not find the original

research that led to the indus-

try’s claim. This spurred the

Foundation to commission a

study with the Texas

Transportation Institute that

resulted in hard data showing waterborne transportation

to be even more efficient than originally claimed. Now to

march, evidence in hand, to top policy makers.

Second, Tim Richards of the American Land

Conservancy, featured in this issue’s CEO Six Pack, points

out that because our infrastructure is funded mainly

through the Corps of Engineers, any green initiative

organized by the Department of Transportation is liable to

overlook coastal and inland transportation — if the indus-

try does not make enough noise.

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

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POST & SEARCH JOBSJob listings are updated daily and help match employers with qualified employees. Post aposition or keep abreast of new employment opportunities athttp://www.maritimejobs.com

ADVERTISEMN 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 June 2009

Raina ClarkManaging Editor

[email protected]

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A blown seal. A simple hydraulic leak. And without warning, you could be at risk for costly fines and environmental damages. Clarion Green helps to reduce those risks. Our full line of environmental lubricants isnon-toxic, inherently biodegradable and passes the stringent U.S. Coast Guard static sheen test. Plus, they’reengineered to provide uncompromised performance and anti-wear protection in even the harshest conditions. 40 years of processing experience. A rock-solid supply chain. Clarion Green delivers the security your fleet demands.

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tech fileNew Series of WindCat Workboats

Phot

o: W

illem

Har

laar

Morrelli & Melvin, collaborating with Lancashire, UK-based WindCat Workboats, has completed resistance,drag and safekeeping tests on a new MK4 series ofWindCat Workboats designed to transport crews to off-shore wind farms and difficult-to-access sites. Driven bytwin 750 hp Volvo marine diesels, these 78.7 ft aluminumvessels can travel in excess of 30 knots per hour.

Accessing offshore wind farm installations, which areoften located in dangerous waters, can prove difficult,especially during hazardous weather conditions. WindCatWorkboats is the owner/operator of specialty offshorewindfarm utility vessels, with the capability of transferringpersonnel in seas of 6.5 ft. The company has vessels work-ing in the UK, Ireland, the Netherlands and Belgium.

“The added stability of a second hull and a platform

have made catamarans the preferred boat for deliveries tooffshore oil rigs for decades. With the growing acceptanceand installation of wind farms throughout the world thereis a greater demand for strong, fast, stable and comfortablework boats,” said Pete Melvin, co-founder of Morrelli &Melvin. “We are especially pleased with the recent tanktests conducted in China. We designed a model for theWindCat Workboat at our Flying Eagle production facil-ity in Fuyang City, near Hang Zhou, China and had ittested in a state of the art facility in Shanghai.”

The WindCat Workboats will be manufactured in theNetherlands and deployed primarily in the North Sea.

www.morrellimelvin.comwww.windcatworkboats.com

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In late February 2009, the RAstar 3200 Class tugMonterrey was delivered to its owners, ServiciosMarítimos de Baja California, S. de R.L de C.V. ofMexico. The Monterrey was built by Union NavalValencia (UNV) of Valencia, Spain. Servicios Marítimosis a joint venture between Moran Towing of the U.S. andGrupo Boluda of Spain.

The Monterrey is the first of four tugs expresslydesigned to work at the Costa Azul LNG terminal on thenorth-west coast of Mexico. The terminal is exposed tofully developed Pacific swells. Design requirements stipu-

lated that the tug and its winch be able to sustain a linepull of 75 tons throughout the entire terminal approachin a 6.5 ft swell.

The resulting winch dominates every aspect of the ves-sel design. In addition, the owners required the entiredesign be less than 500 GRT.

In order to cope with the predominant sea conditions,Robert Allan Ltd. chose the new RAstar hull form for bestsea-keeping. The 500 GRT constraint forced some minormodifications to that concept and a shortening of theforecastle.

boat monthFirst RAstar 3200 Tugs from Robert Allan Ltd.

of

the

12 MN June 2009

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14 MN June 2009

A large escort skeg is fitted forward which, in conjunc-tion with the sponsoned hull shape, enhances the indirecttowing capability and improves roll stability. On trials thevessel achieved a mean bollard pull of 82.5 tons, and afree-running speed of 14 knots.

The vessel has been outfitted for a crew of six. The maindeck features cabins for the Master and Chief Engineer,both with en-suite facilities and a spacious crewmess/lounge, served by a fully equipped galley. The lowerdeck contains two crew rooms, equipped for double occu-

pancy. These two crew rooms share access to a commonlavatory space. The remainder of the lower deck space isdedicated to stores spaces and the winch machinery space.The wheelhouse has a single control station providingmaximum visibility to both fore and aft deck workingareas. Main propulsion for the Monterrey comprises a pairof MTU-16V4000 M71 diesel engines, each rated 2,465kW at 2,000 rpm, and each driving a Rolls-Royce modelUS255 fixed pitch Z-drive unit in ASD configuration,through a Lufkin MV1600S reduction gear and a hollowcarbon-fiber intermediate shaft with no line bearings. Thecombination delivers a static bollard pull of 80 tons.

The electrical plant comprises four diesel gen-sets, witha 460 volt/three phase/60 Hz power output. Two ship'sservice gen-sets rated 125 kW each are intended for nor-mal operations. When the winch or Fi-Fi systems areoperated, one of the two large gen-sets, each rated 800kW, are also operated. The winch and Fi-Fi generators areconfigured for parallel operations. The ship service gener-ators are configured for operation on one generator, withthe second generator on standby. The system is providedwith an auto-start capability and connection to the deadbus in the event of a generator failure.

The Markey DESDF-48WF winch isarranged in a waterfall configuration. Thissolution put the drums in line, makingescort operations through a single staplemuch easier. This 521 kW winch featuresdual drums, each with a capacity of 200mof 80mm UHMW-PE soft line for useagainst a bollard pull of 75 tons. The unitwas designed to perform close escort serv-ice in conditions up to Sea State five with10 ft significant wave height with a 14 sec-ond wave period. Using variable-frequencyelectric drives, dynamic motor braking andwater-cooled disc brakes, this winch iscapable of asymmetric render/recoveroperation that will maintain constant linetension under such rough sea conditions.The hawser winch is accompanied by a 7.5KW WEPC-14 anchor windlass and a 15KW CEP-60 stern capstan also by MarkeyMachinery Co. The aft deck is served by aLarge H-Bitt and a vertical capstan forgeneral line-handling.

Specifications:Length, o.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105 ftBeam, moulded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43.3 ftDepth, moulded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18.2 ftMaximum Draft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18.6 ftPower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4,930 kW

Classification: A1 Towage Service, Escort Vessel, Fi-Fi 1, X AMS,Unrestricted Service

Tank Capacities:Fuel Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57,590 galsPotable Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6,868.5 galsEngine Lube Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .528.3 gals

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STANDARD OF EXCELLENCE

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EXTENSIVE RANGE OF PRODUCTS AND SERVICES

ONGOING PRODUCT DEVELOPMENT

CLOCKWISE FROM TOP LEFT

SCHELDE NAVAL PATROL 9113

DAMEN ATD TUG 2412

DAMEN ASD TUG 2411

DAMEN STAN PATROL 4708

DAMEN FAST FERRY 3209

DAMEN FAST CREW SUPPLIER 5009

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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

[email protected]

www.damen.nl

Member of the DAMEN SHIPYARDS GROUP

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16 MN June 2009

Bid Invitation, Construction of Three Sludge ShipsThe New York City Department of Environmental Protection, Bureau of

Engineering Design and Construction (BEDC) released an invitation to sub-mit sealed bids for the construction of three identical 140,000 cubic ft self-propelled sludge ships to service its Newtown Creek Water Pollution ControlPlant in Brooklyn, N.Y. The bid package includes ABS contract drawingapproval letters. The ship has an overall length of 290 ft, a beam of 70 ft anda depth of 18 ft with spoon bow and incorporates a twin screw propulsion sys-tem. The naval architectural engineering consultant for the project isSeaworthy Systems, Inc. The anticipated notice to commence work date isApril 1, 2010. To obtain Contract Documents for a fee of $100, or for ques-tions, contact Greg Hall, DEP Bid Room at (718) 595-3236. The documentfee is waived for bidders who previously purchased a bid set. Competitivesealed bids are due July 30, 2009 at 11:30 a.m. (EST).

briefsOSV Industry Quality Partnership

Higman’s Push Boat

(Photo by Jeff L. Yates courtesy Cummins Marine)

Late in 2008, Higman Barge Lines Inc.took delivery of another in their series of72 ft by 30 ft 2,000 hp push boats. Alongwith a number of other vessels, the M/VAlliance was built at Hope Services Inc. inDulac, Louisiana as their Hull Number165. This was followed by the Erik Salen,a sister vessel, in January 2009. A thirdtowboat, the Kal A. Shaw, being built tothe same design, will be delivered toHigman Barge Lines in mid-April. With ahull depth of 10 ft and a somewhat small-er draft, the 144 gross ton vessels arewell suited to working Americas InlandWaterways.

Whistler Launched Lyman Morse launched its newest andlargest jet boat on May 14, at its facilityin Thomaston, Maine. Whistler is LymanMorse’s new C. Raymond Hunt-designed54 ft twin jet cruiser. The Whistler fea-tures a dinghy garage. A hydraulic gateand sled extend out over the jets allow-ing the owner to launch the 10 ft tenderfrom the interior storage compartmentwith the push of a button. Powered bytwin 1,001 hp Caterpillar C-18s coupledwith Hamilton HJ403 water-jets, Whistlerwill cruise in the low 30s with a maxspeed of 35 knots.

news

The U.S. Coast Guard and theOffshore Marine Service Association(OMSA) signed a formal memoran-dum of understanding April 30, forthe establishment of an OffshoreSupport Vessel Industry QualityPartnership. The quality partnershipwas formed to promote safety andsecurity within the offshore industryand to help protect the environment.OMSA and the Coast Guard achievethese goals by meeting regularly todiscuss current issues relating to off-shore marine operations, cooperatingto ensure compliance with CoastGuard regulations and other applica-ble laws and cooperating to promotethe interests of the American publicin the offshore support vessel indus-try. The Offshore Support VesselIndustry Quality Partnership isanother example of the CoastGuard's implementation of theMarine Safety Performance Plan

which focuses on standardization,mariner licensing and documenta-tion, recreational boating safety, com-pliance, investigations and casualtyanalysis, consultation with industryand international engagement andoutreach.

Otto Candies, III, Vice Chairman of OMSAand Coast Guard Rear Adm. Brian Salerno(Photo: Petty Officer 1st Class Mike Lutz,U.S. Coast Guard)

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Koike Aronson, Inc./Ransome Arcade, NY USA 800-252-5232

www.koike.com

Faster. Higher quality.Extremely durable.

Koike Aronson/Ransomecalls 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

by up to 54%, with reduced heat and less spatter. And get

a compact, durable unit that has the on-site portability you

need. Give Koike Aronson/Ransome a call to find out how the

Wel-Handy Multi welding carriage can maximize your upside.

Faster. Higher quality.Extremely durable.

Koike Aronson/Ransomecalls it “Zero downside.”

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Lock and Dam ARRA ProjectsOn April 28, the U.S. Army Corps of Engineers released the list of lock and dam projectsthat will receive ARRA funding. The ARRA appropriated $4.6b to the Corps for its CivilWorks program, including $2b for construction projects and $2b for operations andmaintenance (O&M) projects. Of the overall construction total, $84m will be spent onLocks & Dams 2, 3 and 4 on the Monongahela River in Western Pennsylvania, while$57.5m will go toward work on the Chickamauga Lock and Dam in Tennessee. For theO&M work, the Tennessee River will receive $20.3m in funding, and $8.2m will gotoward locks and dams on the Ohio River in Pennsylvania, Ohio and West Virginia.The Corps announced that it expects to create approximately 8,000 direct jobs forevery $1b spent, in addition to indirectly creating 20,400 jobs for each $1b spent inindustries that supply or support construction and O&M activities, as well as industriesthat sell goods and services to the workers and their families. The Corps also indicatedthat it intends to begin the authorized projects quickly.

briefsCrowley’s New Tug, Nachik

Third Z-Tech from Conrad

Bay-Houston Towing Co. has taken deliv-ery of their third Z-Tech 7500 tug. The Z-Tech 7500 design is the largest of theRobert Allan line of Z-Tech tugboats. TheHunter M was delivered to Bay-Houston inApril of this year by her builder, Conrad’sOrange Shipbuilding yard after dock andsea trials in Orange, Texas. The Hunter Mis the final boat in the series of Z-Tech7500’s to be completed by Orange ShipBuilding. The arrival of the Hunter Mbrings the number of harbor tugs in Bay-Houston Towing Company’s fleet to 18. The tug is powered by two Caterpillar3516C engines, which produce 3,150 hpeach for a total of 6,300 hp and a bollardpull of 75 tonnes. The EPA Tier II ratedCaterpillar engines are mated to ModelSRP-1520 Schottel drives. The Hunter M isfully FiFi 1 compliant, with twinCaterpillar C-18 engines powering the firepumps, each rated at 5,300 gpm.Electrical power is provided by two JohnDeere gensets, each rated at 125 kW. Thewinch on the Hunter M is a Markey Model#DYSF – 52 Escort Line Winch with anautomatic render/recover mode and isequipped with an application specificMarkey tension meter. The winch willhave a brake capacity of 500,000 pounds.

Specifications:Length . . . . . . . . . . . . . . . . . . . . .98.5 ftBeam . . . . . . . . . . . . . . . . . . . . . .39.3 ftHull Depth . . . . . . . . . . . . . . . . . .16.4 ft

CorrectionIn the May 2009 edition of MarineNews,the Tech Files section contains a misprintof the email address for Brian J.O’Connor, President of OCOR Corporationand creator of a submerged waterjetpropulsion system design. O’Connor’s cor-rect email address is [email protected].

news

Crowley’s Nachik, a newly-designedAlaska shallow draft tug, is equippedto propel petroleum/freight barges inriver systems throughout Alaska. Thetug was delivered from DiversifiedMarine in Portland, Ore. in April.

The Nachik, which means "hairseal" in the native Inupiaq language,was jointly designed by Crowley andDiversified Marine and is a triplescrew diesel powered tug. Its sistervessel, the Sesok, which means "belu-ga whale," is scheduled to be deliv-ered in mid-June. Crowley's Alaskashallow draft tugs are designed tooperate in Alaska's rivers and coastalregions where operations are chal-lenging due to restricted drafts and alack of docking infrastructure. Theseboats are outfitted for both bargehandling and ocean towing service.Designed with raised pilothouses, the1,362 hp tugs are equipped to safelymaneuver fuel/freight bargesthroughout the state. On May 10,Nome Mayor Denise Michels and acouple hundred guests gathered at theSmall Boat Harbor in Seward, Alaskato christen the tug.

Specifications:Length . . . . . . . . . . . . . . . . . . . . . . . .76 ftBreadth . . . . . . . . . . . . . . . . . . . . . . .32 ftDepth . . . . . . . . . . . . . . . . . . . . . . . .7.1 ftLight Draft . . . . . . . . . . . . . . . . . . . .3.5 ftLoaded Draft . . . . . . . . . . . . . . . . . .4.6 ftDisplacement . . . . . . . . . . . . . . .132.9 LTSpeed . . . . . . . . . . . . . . . . . . . . .12 knotsCapacities:Fuel . . . . . . . . . . . . . . . . . . . .25,000 galsPotable Water . . . . . . . . . . . . . .4,176 galsLube Oil . . . . . . . . . . . . . . . . . . .528 galsMain Engines . . . . . . . . .3 Caterpillar C18Propeller . . . . .Triple-screw stainless steelHorsepower . . .1,362 max continuous BHPBollard Pull28,000 lbs ahead/20,000 lbsasternGenerators . . . . . . . . .Two Caterpillar C4.4Towing Winch . . . . . . . . . . . . . . . .MarkeyDeck Crane . . . . . . . . . . . . . . . .HydroProRadar . . . . . . . . . . . . . . . . .2 Furuno 8122GPS . . . . . . . . . . . . . . . . .Northstar 6000iFathometer . . . . . . . . . . . .Furuno LS6100Autopilot . . . . . . . . . . . . . . . .Simrad AP50Port of Registry . . . . . . . . .Nenana, Alaska

18 MN June 2009

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The American WaterwaysOperators (AWO) has criticized theproposal in the ObamaAdministration's Fiscal Year 2010budget to replace the inland water-ways fuel tax with a lockage tax.

A similar idea was proposed by theBush Administration and rejected bythe 110th Congress. AWO has urgedCongress to reject it again.

AWO contended that replacing theexcise tax on fuel that equitably dis-tributes taxes on all commercialwaterways users with a lock usage taxwould impose disproportionate taxburdens on vessels transiting certainsegments of the inland waterways,while other vessels using the systemwould pay little or nothing.

AWO said this approach wouldincrease the cost of shipping essentialcommodities such as grain and petro-leum and would undermine thenation’s inland waterways transporta-tion system, the most economical andenvironmentally friendly mode ofcargo transportation.

Moreover, according to AWO, itwould not solve the waste and over-expenditure problems that plague thecurrent system for constructing andfunding vital inland waterways infra-structure.

Noting the broad benefits to thenation from its waterways, from com-merce to recreation to flood control,AWO President & CEO TomAllegretti said, “Spending tax moneywisely cannot occur until bad habitshave been reformed. While it isindustry’s responsibility to pay its fairshare of taxes, it is the government’sresponsibility not to waste tax dollars.The lock usage tax proposal doesn’tachieve either goal. Imposing this tax

would unfairly burden the mode oftransportation that has the smallestcarbon footprint and still has unusedcapacity. It is totally counterproduc-

tive.”AWO said imposing a lockage fee

now would short-circuit a promisinggovernment-industry initiative

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20 MN June 2009

Early this year, the Environmental Protection Agency(EPA) released what amounted to a bombshell for U.S.and foreign vessels calling on U.S. ports. At the directionof the Federal Courts, the EPA set out new and complexrequirements for almost all commercial vessels to monitorand control vessel discharges of all sorts. Failure to com-ply is a violation of the Clean Water Act and has thepotential for civil and criminal penalties.

With the advent of the EPA rulemaking on the VesselGeneral Permit (VGP) for vessel operational discharges,the maritime industry is facing a new regulatory regime.The U.S. maritime industry generally operates under thejurisdiction of the Coast Guard and is familiar with thatagency’s approach to regulations and policy decisions. Inone form or another, the Coast Guard has been regulatingvessel operations for more than 200 years and has exten-sive knowledge of the maritime industry.

By and large, the EPA does not routinely formulate reg-ulations exclusively dealing with vessel operations. It issafe to say that they will need to learn a lot about us andwe will need to learn a lot about them. Consequently,much of the wording used by the EPA in the VGP andtheir processes for compliance will take some getting usedto for vessel operators. For an industry that is used toworking under one agency’s regulatory framework, figur-ing out the specific meaning of a new agency’s regulationsis like learning a foreign language without the help of atranslator.

The maritime industry has always taken environmentalcompliance seriously, with MARPOL and ballast waterregulations being commonplace for years. Generallyspeaking, the majority of the 26 incidental discharges

named in the VGP are already covered by the CoastGuard in its role in enforcing the Clean Water Act. But,the VGP puts these discharges in a brand new frameworkto be managed and controlled, particularly when it comesto paperwork and documentation.

New inspections will need to be made by vessel crewsand noted in ship logs. Daily, quarterly and annualreports are required to be sent to the EPA, noting any dis-crepancies a vessel may have. Having to make reports onmistakes they have made on this honor system type ofbasis may be unsettling for some. Most importantly, anycompany that fails to submit mandatory reports runs therisk of getting in more trouble than reporting the mistakein the first place. What were once routine actions, likewashing the deck, must be conducted with great care andmonitoring. Additionally, not all regulated discharges willbe applicable to every type of vessel in the maritimeindustry. Vessel managers in a company may have differ-ent requirements for every vessel they are responsible for.

Recognizing that the VGP would impact all 1,500 ves-sels in the OMSA membership, it was clear from thebeginning that a common approach to compliance,reporting and training was necessary to reflect the opera-tions of the workboat industry. Many of the specifics onhow vessels were going to comply with the best manage-ment practices laid out by the EPA were left to the indi-vidual vessels affected. We recognized the need to trainmariners on the regulatory requirements, inspectionspecifics and record keeping management required in theVGP, as well as the need to become more familiar withEPA enforcement within the regulatory world.

OMSA enlisted the expertise of URS, a global environ-

columnsEPA Vessel Discharge Permits

Sarah K. Branch is Manager ofRegulatory Affairs for the OffshoreMarine Service Association (OMSA).Contact her at sarah@ offshorema-rine.org or 504-734-7622

MN#6 (18-32):MN#5 (18-32).qxd 6/4/2009 12:21 PM Page 20


mental consulting firm with offices in Louisiana, to devel-op an industry-wide guidance document. By combiningURS’s experience working with the EPA and the opera-tional expertise of OMSA members, the finished productprovides our members the ability to tailor the guidancedepending on which discharges they maintain on theirvessels. This guidance gives OMSA vessel operators a uni-fied approach for compliance and will help keep vesseloperators from being exposed to potential civil fines orpenalties.

OMSA will provide train-the-trainer courses for itsmembers so they can go back and train vessel crews andsupervisors as well as communicate with companies tomake sure they understand the critical importance of ful-filling the permit application process that starts this sum-

mer. Down the road, other issues are almost certain to popup, including the EPA’s enforcement posture, the likeli-hood that the Coast Guard will take on some responsibil-ity for enforcing the new rules and the future role that thestates will play in the new vessel discharge permit.

The workboat industry has a lot of work ahead of it inmeeting this new regulatory regime. There is no doubtthat the change will bring its share of challenges as boatowners train some 12,000 mariners on their new respon-sibilities. However, this is an industry that has thrived onchallenges. It is ready to face this one as well and remainscommitted to complying with regulations and being aneffective steward of our environment.

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22 MN June 2009

In 2006, U.S. Coast Guard Commandant AdmiralThad Allen was joined by investor Warren Buffett, NYCMayor Michael Bloomberg, Proctor & Gamble ChiefExecutive Officer Arthur Lafley, Supreme Court JusticeSandra Day O'Connor and 12 other impressive individu-als in being named by U.S. News & World Report as oneof America’s Best Leaders.

Today, Admiral Allen leads nearly 100,000 enlisted,reservist, civilian and auxiliary men and woman who ful-fill the Coast Guard’s mission “to protect the public, theenvironment, and U.S. economic and security interests inany maritime region in which those interests may be atrisk, including international waters and America's coasts,ports, and inland waterways.”

On May 19, 2009, I had the opportunity to speak withAdmiral Thad Allen, the 23rd Commandant of theUnited States Coast Guard, about a wide range of topicsincluding leadership and social media. Here are some ofthe highlights of our conversation.

A self described Coast Guard brat, Admiral Allen’s earli-est leadership influence was his father, Chief DamageControlman Clyde Allen, who joined the Coast Guardduring World War II at the age of 16 and who was sta-tioned in Alaska, Washington, Oregon and Californiabefore retiring in 1965 in Tuscon, Ariz. His son, Thad,attended the United States Coast Guard Academy andgraduated in 1971. In May of 2006, after his widelypraised efforts leading the federal response to HurricanesKatrina and Rita, Admiral Thad Allen was appointed byPresident George W. Bush and confirmed by Congress asCommandant of the United States Coast Guard. His termis scheduled to expire in May 2010.

Mello: Who or what has been the greatest influence onyour leadership style?Admiral Allen: There have been a couple of assignmentsthat have been consequential where I was given responsi-bility and early on in your career you have to decide

whether you’re going to lead or follow. I guess the turningpoint in that case would be my third assignment in theCoast Guard which was 1974-75. I was assigned asCommanding Officer of a LORAN transmitting stationin Northern Thailand. I arrived at the end of the war inVietnam. It was about 500 miles North of Bangkok whichwas the location of my nearest senior officer. I was a lieu-tenant (jg) in charge of 35 people and my job was to keepa navigation signal on air. It went off air and I got a callfrom Air Force General. It was during the fall of Saigonand ultimately I closed the station down and shipped theequipment back. I think that first command, the chal-lenge of managing people in an isolated situation, wasprobably one of the turning points in my career.

Mello: You have an “always-on” job. How do you turn itoff and recharge? Admiral Allen: Actually I’ve got a pretty good work/lifebut my staff just can’t figure out how I do it. They thinkI sleep hanging upside down in a closet at night. But I doa couple of things. Number one, as long as the weather’sgood I ride a bike to work, that’s between 45 minutes andan hour on the road and believe it or not that’s actuallysolitary time to reflect and think. I actually gave keynoteremarks at the annual Bike to Work Day last week inWashington and I noted that Einstein came up with thetheory of relativity while he was riding his bicycle. Mywife and I take long walks on the weekend. I like music alot and read a lot and have eight and six year old grand-sons that are usually attacking my house on the weekends.

Mello: In September of 2008 you did a video onYouTube called Social Media: The Way Ahead. I inter-preted that as a call out to senior leaders to embracesocial media.Admiral Allen: It wasn’t so much a call out to senior lead-ers. I think it was a call out to the entire Coast Guard. Butthe problem is that when you talk about social media or

mello

Admiral Thad Allen, LeaderPeter A. Mello is founder of Sea-FeverConsulting LLC and editor of the WeeklyLeader at http://weeklyleader.net.Contact peter.mello@ sea-feverconsult-ing.com or 508.264.5629

MN#6 (18-32):MN#5 (18-32).qxd 6/4/2009 12:22 PM Page 22


emerging social networks and information technology,when you shout-out to everybody, the young people prob-ably already understand it. I wasn’t trying to section onesegment of the workforce out. I will tell you this though;I do have a concern that people that stay in the militaryfor a long period of time, whether they are enlisted or offi-cers - we’re breaking away from the paradigm where ourfathers used to go to work for a manufacturing companyfor 30 years and retire. That’s not the case on the outsideanymore and I fear that we run the risk of becoming sys-temically deskilled against our cohort groups on the out-side because we don’t have to reinvent ourselves every fouror five years to compete for a job and brush up on ourcomputational skills and so forth. So there’s a need to con-stantly evaluate where we are and to keep learning. One ofthose things is understanding the merging of social net-work theory with information technology which has pro-duced social media or web 2.0.

You have YouTube, Flickr, Facebook, Twitter

(http://twitter.com/iCommandantUSCG) and yourblog (http://www.uscg.mil/comdt/blog/). Is it tough tokeep up with all of this stuff? Admiral Allen: Sometimes the pace of the day or travelmay make it difficult and sometimes it’s a connectivityissue. If you’re traveling overseas you may or may not haveaccess to data the way you’d like to, but for the most part,I don’t have trouble keeping up with it. What’s happenedover the last year is my immediate staff changed out lastsummer but there was no loss of continuity. We kind ofteam it. So if there’s a piece of content that I haven’t writ-ten myself, the rule is, I need to see it if it’s going to beposted on iCommandant. Either I have to write it or Ihave to know what’s going on, it has to be informed con-sent.

To listen to the entire interview, please visit http://week-lyleader.net or subscribe to the Weekly Leader podcast viaiTunes.

MN#6 (18-32):MN#5 (18-32).qxd 6/4/2009 12:23 PM Page 23

24 MN June 2009

Class action lawsuits are regularly brought in the mar-itime community. These lawsuits are usually brought byone or a few named plaintiffs against one or more nameddefendants. The named plaintiffs typically claim that theconduct of, or product made by, the defendants causedthem, and an identifiable group (or class) of people orcompanies like them, harm.

The plaintiffs will seek, on behalf of themselves, as rep-resentatives of the class, a court order, called an injunc-tion, to make the defendants stop what they're doing.They will also ask the court, following a trial or settle-ment, to award them and the entire class of people and/orcompanies they represent money damages.

A few recent examples in the maritime community aredescribed below.

On January 20, 2009, the U.S. District Court for theSouthern District of Florida granted in part and denied inpart a motion to dismiss a lawsuit, seeking class action sta-tus against ExxonMobil, Chevron, ConocoPhillips, andother oil companies. Erick Kelecseny, John Egizi, andTodd Jessup allege the oil companies negligently failed towarn them and all other Florida boat owners that thegasoline they purchase at the pump is blended withethanol which, they claim, may destroy fiberglass tanksand damage boats even if they do not have fiberglasstanks. The plaintiffs seek damages for all affected Floridaboat owners and to force the oil companies to place awarning label on all pumps at all gas stations in Florida,notifying the boating public that usage of gasoline blend-ed with ethanol may be hazardous to their boats. The caseis set to be tried next summer.

On April 12, 2006, the U.S. District Court for theEastern District of Louisiana ruled, in a lawsuit filed by

Ingram Barge Company under the Vessel OwnersLimitation of Liability Act, after claimants sought to pro-ceed as representatives of a class following HurricaneKatrina-related flooding in New Orleans, that “a classaction may not be instituted in a [Vessel OwnersLimitation of Liability Act] proceeding.” The Court alsoheld that Rule 23 of the Federal Rules of Civil Procedure,which governs class action lawsuits, and SupplementalRule F, which governs Limitation of Liability actions, areincompatible in that the entire thrust of Rule F is thateach claimant must appear individually.

On October 3, 2005, Sylvester Dziennik, MieczyslawKiersztyn, and Ferdynand Kobierowski, Polish citizenswho worked as seafarers aboard U.S. flag vessels, filed alawsuit in which they sought to proceed as representativesof a class, to recover unpaid wages, overtime wages, andstatutory penalties under employment contracts and fed-eral maritime law. They asked a federal judge in theEastern District of New York to certify a class of 209 sea-faring employees, 113 of whom are Polish citizens and 96of whom are Filipino citizens, who work (or previouslyworked) on vessels owned by Sealift, Inc., FortuneMaritime, Inc., Sagamore Shipping, Inc., and VictoryMaritime, Inc. On May 29, 2007, the judge allowed theseafarers to proceed with their lawsuit as a class action.

Following the July 23, 2008, Mississippi River oil spillinvolving the towboat, the M/V Mel Oliver, its tank bargetow, and a ship, a class action lawsuit was filed in the U.S.District Court for the Eastern District of Louisiana, seek-ing compensation for all personal injury and propertydamages class members have sustained. Among otherclaims, the plaintiffs alleged that after the spill, prevailingwinds exposed them and others similarly situated to toxic

goldsmith

Class Action LawsuitsFred Goldsmith practices admiralty &maritime, insurance coverage, personalinjury, and commercial litigation withGoldsmith & Ogrodowski, LLC(www.golawllc.com). He can be reachedat fbg@ golawllc.com

MN#6 (18-32):MN#5 (18-32).qxd 6/4/2009 12:23 PM Page 24


gases that were spread from the colli-sion site to the French Quarter andUptown neighborhoods of NewOrleans, and that heavy oil has causedserious environmental damage to theriver and threatened sensitive wet-lands. They sued Laurin Maritime, theHouston firm that operates theLiberian-flagged tanker M/VTintomara; the ship’s owner,Gibraltar-based Whitefin ShippingCo. Limited; American CommercialLines Inc., owner of the barge; DRDTowing, the owner of the towboat;and the New Orleans-Baton RougeSteamship Pilots Association, one ofwhose members was aboard the ship atthe time of the collision. Following thelead of the court in the Ingram Bargecase, the judge ruled the claimantscould not proceed as representatives ofa class in a Limitation of LiabilityAction context.

The U.S. Court of Appeals for theSecond Circuit recently held thatAnimalFeeds International Corp. hadto arbitrate its maritime-relatedclaims, but could do so on behalf of aclass of others similarly situated. Thecompany claims that Stolt-Nielsen SA,Stolt-Nielsen Transportation GroupLtd., Odfjell ASA, Odfjell SeachemAS, Odfjell USA, Inc., Jo Tankers BV,Jo Tankers, Inc., and Tokyo MarineCo. Ltd. engaged in a “global conspir-acy to restrain competition in theworld market for parcel tanker ship-ping services in violation of federalantitrust law.”

AnimalFeeds seeks to represent aclass of all “direct purchasers of parceltanker transportation services globallyfor bulk liquid chemicals, edible oils,acids, and other specialty liquids from[Stolt-Nielsen] at any time during theperiod from August 1, 1998 to

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26 MN June 2009

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November 30, 2002.”

What Standards Must a Class Action Lawsuit Meet?

Before allowing a lawsuit to proceed as a class action, thecourt must first find the following: (1) the class is sonumerous that joinder of all members is impractical; (2)there are questions of law or fact common to the class; (3)the claims or defenses of the representative parties are typ-ical of the claims or defenses of the class; and (4) the rep-resentative parties will fairly and adequately protect theinterests of the class. There are other tests courts can applybefore allowing a case to proceed as a class action. Mostcommonly, however, courts will next determine whetherthe questions of law or fact common to class memberspredominate over any questions affecting only individualmembers, and that a class action is superior to other avail-able methods for fairly and efficiently adjudicating thecontroversy.

What is the Purpose of Class Action Lawsuits?

First, if a defendant's conduct has harmed a large groupof people or companies, usually at least 40, but each indi-vidual person's or company's damages (or monetaryinjuries) are small, then there's not much incentive for anyone victim and his or her lawyer to absorb the significanttime and legal expenses involved in filing a lawsuit andobtaining compensation.

But, if one person or company goes to court, with oneor a few lawyers, and is allowed to seek damages for theentire group of persons or companies affected, then a$500 claim may be grouped together and multiplied bythe 10,000 or so other persons or companies (for exam-ple). Now, what was a $500 individual case is collectively

worth $5 million. That's enough to make it worthwhilefor a law firm to take the case on a contingent fee basis, torecover damages for their clients (the class representa-tives), all the members of the class, and for there also to besufficient damages recovered to pay the substantial out-of-pocket costs of litigation (such as expert's fees, deposi-tions, travel expenses) and pay the law firm for its timeand the risks it took in taking and prosecuting the case.

Second, lawyers who are willing to take the huge risks ofa class action lawsuit are sometimes referred to as privateattorneys general. This is because the work they are doingoften brings justice to victims of large scale corporate mis-conduct. This is the same type of justice that a state orfederal government attorney, such as a state attorney gen-eral's consumer protection division, might otherwisedeliver. But, state and federal government agencies simplydo not have enough lawyers, time, and money to pursueall wrongful conduct.

Thus, private class action lawsuits can fill a gap.Without the class action device and the lawyers willing totake these cases on, relatively small monetary injuriescaused to hundreds, thousands, or millions of victimswould never be redressed and thus a lot of illegal conductand resultant injuries would go unchecked.

Third, assume the damages caused to the victims weresignificant enough to make it cost-effective and worth-while for any one of, perhaps thousands of victims tobring a lawsuit. In this scenario, the courts would have tocontend with thousands of lawsuits simultaneously, some-thing that would risk overtaxing our judicial system. Inthis way, state and federal judicial systems envisioned theclass action as a means to streamline litigation.

Crowley Receives 10th ATBCrowley took delivery of its newest Articulated Tug Barge (ATB), the tug Commitmentand barge 650-6, in Pascagoula, Miss, on April 2. The 185,000 bbl ATB, the 10th inCrowley's fleet, has been chartered by a major energy company to transport petrole-um products on the U.S. West Coast beginning in April. The Commitment/650-6 wasjointly designed by Crowley's marine technical services group and VT Halter Marine.The tank barge was built at Halter's shipyard in Pascagoula, Miss., and the tugCommitment at its shipyard, in Moss Point, Miss. The Crowley ATB fleet is scheduledto grow to 17 by mid-2013. Included in the total are four 155,000 bbl units alreadydeployed; ten 185,000 bbl units, six of which are in operation; and three yet-to-be-built 330,000 bbl units – the largest in the company's history. Crowley ATBs are thenewest and most environmentally friendly vessels in the company's fleet. With arecord of zero spills during their 1,000-plus voyages, the tank vessels are alsodesigned to reduce immediate environmental effects such as emissions and wastewater. The 650-6, like its sister vessels the 650-3, 650-4 and 650-5, has been certified by Lloyds Classification Society as complying withthe requirements of the International Maritime Organization's (IMO's) Green Passport program.

MN#6 (18-32):MN#5 (18-32).qxd 6/4/2009 12:24 PM Page 26


Washburn & Doughty signed con-tracts with Suderman & YoungTowing and Bay-Houston Towing tobuild each company one RAL-designed Z-Tech 7500 ClassTerminal/Escort Tug, a twin screwASD ship-handling/escort tug. Theboat measures 98.5 x 39.4 ft. and isdesigned for berthing and unberthinglarge ships and for providing escort,emergency response and fire-fightingcapabilities in the vicinity of oil andLNG terminals. The tugs will beoperated by the G&H TowingCompany of Galveston, Texas, andwill be used primarily at SempraLNG’s Cameron terminal. The ABS-classed tugs will feature two MTUDetroit Diesel 16-cylinder series4000 Marine Engines with M70

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the foredeck. The aft deck will beoutfitted with an H-bitt fabricatedfrom 16 in. schedule 120 steel pipe.These tugs will be constructed inWashburn & Doughty’s new ship-yard, which is scheduled for comple-tion in June 2009. The new buildingmeasures 225 x 155 ft. and featurestwo construction bays, each equippedwith two, twenty-ton cranes. A cen-tral, two-level mezzanine containsshop space and offices for productionsupport. This 42,000 sq ft facility isdesigned for vessels up to 200 x 50 ft.The new building providesWashburn & Doughty with increasedcapacity, which allows the shipyard totake on more projects and build larg-er boats than was possible in the pre-vious building.

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28 MN June 2009

Last year at this time we werereporting on a labor shortage inthe industry. What are we talkingabout now?Mike Hennessey, CONSOL

Obviously we are in a completelynew paradigm in regards to workersin our industry due to the dramaticdownturn in the economy. From aCONSOL River Operations stand-point, over the last two years we hadchosen around a dozen younger menand women to advance up the mana-gerial ladder to be our next group ofpilots and captains. With businessslowing down, there is now nogrowth and possibly negative growthon the river for this year and into2010. We are also seeing that thenumber of captains retiring hasslowed because these capable rivermen have decided to stay longer.These two facts have led us to the fol-lowing decisions: to continue thetraining of these younger pilots andto refrain from hiring new people atthis time. Until the economy turnsaround, we will be watching and con-trolling the number of workers in ourworkplace.

Royce C. Wilken, American RiverTransportation Company

The economic slowdown hasmasked the need for quality col-leagues within the marine industry.All firms associated with the industryhave cut back their spending, laid-offworkers and tried to optimize costs.Upon the return of the economy (andit will return from its present state),we will once again find ourselves witha shortage of qualified personnel.

What is your company doing todayto weather this economic storm?Mike Hennessey, CONSOL

We are getting down to basics. Ourrevenue projections for 2009 areexpected to be lower because there isvery little spot business and we havehad reductions in deliveries to ourprimary customers–the coal firedelectric utility sector. We can’t controlthe revenue side much due to thedownturn, but we can control ourcosts. We are reducing our workforce,watching all of our spending to elim-inate any waste and inefficiencies andcutting back on our capital expendi-tures for the year. By controlling ourcosts and our capital outlays, we hopethat any mild increase in businessduring the year will translate into afairly good year for us on the river.

CEO “SIX PACK”

Peter Evans, MarathonPetroleum Company

Peter L. Evans, Manager of MarineTransportation for Marathon PetroleumCompany LLC, began his career with thecompany in January 1979. Evans is aRegistered Professional Engineer andserves on the Board of Directors forWaterways Council, Inc. He is a graduateof Texas Tech University and holds aBachelor of Science in Civil Engineering.

Mike Hennessey, CONSOL

Mike Hennessey, Vice President, RiverOperations, at CONSOL Energy Inc., is aboard member for the Waterways CouncilInc. (WCI) and the Waterway Foundation.He holds an MBA from St. JosephUniversity, Philadelphia and is a gradu-ate of Northwestern University’sAdvanced Executive Program, part of theKellog School of Business.

MarineNews delivers again its “CEO Six Pack,” an annualritual whereby we query leaders from diverse sectors ofthe marine and related industries to gauge the issues thatwill drive the industry for the year to come.

MN#6 (18-32):MN#5 (18-32).qxd 6/4/2009 12:25 PM Page 28

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30 MN June 2009

Peter Evans, Marathon Petroleum Company

The current economic downturnprovides us with an opportunity tostrengthen existing operations andestablish deeper roots. Many areunder some additional stress thesedays that can take away focus fromthe task at hand. At Marathon, we areactively ensuring that each employeeand leader is engaged in a renewedpersonal commitment to safety.Recently, Marathon provided safetyleadership training to all of its front-line supervisors. This training pro-vides leaders with the tools and con-fidence needed to improve safety per-formance. We don’t want anyone toleave work hurt.

While our safety record is good(0.72 OSHA recordable rate in2008), we are targeting improvementfor the future. Our goal for 2013 is toreduce that rate to no more than0.25. We also will continue ourstrong focus on being good stewardsto the environment and our commu-nity. We are establishing aCommunity Advisory Panel (CAP)this year that will serve to bring uscloser to public stakeholders alongthe river system. The CAP is beingdesigned to allow constructive shar-ing of ideas and interests between ourmarine component and the public.

What legislative issue is mostimportant to our industry rightnow?Mike Hennessey, CONSOL

The most important legislative issuethat I see revolves around the properfunding mechanism for the InlandWaterways Trust Fund. At present,the twenty cent per gallon diesel taxthat barge towing companies pay intothe Trust Fund equals about $90 mil-lion a year. This annual amount is thebarge towing industry’s contributionto a 50/50 cost sharing requirementwith the government to fund lock

and dam construction projects forour inland waterways system. TheU.S. Corps of Engineers’ annual costestimates for lock and dam projectstotal several billions of dollars. Thereis no way that we can keep up withthe demand for project funding if ourside of the ledger is only putting in$90 million per year.

The obvious solution to this dilem-ma is to increase the diesel tax. But ifwe increase the tax, what is the rightamount? More importantly, what dowe get as an industry from the U.S.Corps of Engineers regarding finish-ing projects on time and withinbudget? Until these important ques-tions are answered by the Corps ofEngineers, I am not in favor ofincreasing the diesel tax.

The Obama Administration’sanswer to the project funding prob-lem is to replace the diesel excise taxwith a lockage fee. But a new lockagefee unduly taxes barge carriers on theupper extremities of the western riversystem, particularly the upperMississippi River, main stem OhioRiver and their respective tributaries.In the Pittsburgh district our primaryarea of operation, we have 24 locks.On the 850 miles that is defined asthe lower Mississippi (from Cairo,Illinois south to New Orleans) thereare no locks. A similar comparison isalso true in such cities as Louisville,Kentucky, Cincinnati, Ohio, St.Louis, Missouri and Davenport,Iowa. As you can see, the tax burdenof this new lockage fee proposalwould fall in a disproportionate man-ner on a small number of barge carri-ers operating primarily on the uppertributaries and run out rivers of thesystem.

Instead of looking at ways toincrease funding to the Trust Fund,maybe we should shrink the target ofthe funding. The 50/50 cost sharingrequirements for new projects is

Cornel Martin, Waterways Council, Inc.

Cornel Martin was recently electedPresident and CEO of the WaterwaysCouncil, Inc. (WCI) Martin has served onthe House Coast Guard and NavigationSubcommittee, as staff of the AmericanWaterways Operators, and on the Boardof Directors for the Passenger VesselAssociation−including one year asPresident of the Board.

Tim Richardson, American Land Conservancy

Tim Richardson is Director of GovernmentAffairs and the Alaska Program for theAmerican Land Conservancy. After leav-ing Capitol Hill in 1988, where heworked for Senator Lloyd Bentsen (D,Tex.), Richardson has been involved ingovernment affairs advocacy. ExxonValdez oil spill restoration andMississippi River wetland restorationhave been two of his primary focusareas.

MN#6 (18-32):MN#5 (18-32).qxd 6/4/2009 12:26 PM Page 30

directed towards locks and dams onour inland waterway system. Whatif we reduced the target for fundingto the lock system only? Let thegovernment fund the dam projectsand use the Trust Fund dollars forlock construction projects only. Thedams in our waterways system havemany beneficiaries other than thebarge towing industry, such as util-ities, municipal water authoritiesand recreational users. With such adiverse group of beneficiaries, thegovernment should take care of theconstruction costs for future damprojects. The Trust Fund dollarsshould be used for future lock con-struction only, thus shrinking thetotal dollars needed for the bargetowing industry to fund.


Increased cost of shipping on ourinland waterways through theimposition of new taxes and userfees is a major concern for WCImembers. The outline of theFY2010 budget released in lateFebruary contained a proposal totax the industry with a new bargelockage fee. A similar proposal wasfloated last year but it was declared"dead on arrival" by a number ofbi-partisan Congressional policy-makers who rallied against the newtax. A tax increase remains very dis-concerting for America's farmers,coal and energy producers, as wellas shippers of aggregate and othermaterials who rely on low-costtransportation via the inland water-ways to remain competitive in theworld marketplace. And ultimatelythese additional costs are passed onto consumers in the way ofincreased energy or gas bills, higherfood costs or increased costs ofother bulk commodities shipped onour waterways.

About 600 million tons ofAmerica's building block com-modities move on our inland water-ways system annually. Increasingtaxes on the inland waterways sys-tem at a time when the condition ofthe locks and dams themselves needsignificant improvements is a dis-jointed approach to the problem offunding the Inland WaterwaysTrust Fund. In these tough eco-nomic times we should be investingin and encouraging use of ourinland waterways transportationsystem which is clearly the safest,most efficient and environmentallyfriendly mode of transportationavailable to move our bulk com-modities.

Dale Roth, Carpenters’ DistrictCouncil of Greater St. Louis &Vicinity

It is of primary importance for thestimulus funds to be passedthrough appropriations to con-struct these locks and dams so thatthe work can begin and our localeconomy can get on the road torecovery. The WorkforceDevelopment Act is also veryimportant as it will provide newfunding upon which we rely for ourapprenticeship programs and jour-ney level upgrade program. TheseWorkforce Development dollarsallow us to be certain that ourmembers are completely up to dateon all of the latest technologies withthe skills and abilities to performthe work the Corps needs.

What does the marine industryneed to do to raise its politicalclout?Royce C. Wilken, AmericanRiver Transportation Company

Our forefathers all had one traitin common when it came to changeand the evolution of our coun-try–passion in what they believed.


MN#6 (18-32):MN#5 (18-32).qxd 6/4/2009 12:27 PM Page 31

The marine industry today has thissame passion when it comes to policymaking. The real challenge is to har-ness this passion in the most effectivemanner. Supporting candidates; hillvisits to inform staff and policy mak-ers directly; engaging the customers,vendors and friends you conductbusiness with; participating in advi-sory and industry associations are allexamples of ways to facilitate theprocess.

Tim Richardson, American Land Conservancy

As with Water ResourcesDevelopment Act (WRDA) authori-zation, winning in the Senate is piv-otal to winning in Congress.Winning support from MississippiRiver Senators for the WRDA agendais a must, especially Senators from theUpper Mississippi where the lock anddam system is located. Without theiractive support the rest of the countrywon’t fund WRDA.

Expanding the WRDA coalition byadding sportsmen’s groups offers thebest avenue to raise the coalition’spolitical clout. The labor, agriculture,navigation, environmental andhunter and angler coalition wouldtotal around 70 to 80 percent of theelectorate in states like Wisconsin,Minnesota, Missouri and Iowa andover 50 percent in Illinois. All thesestates ought to be solidly behind whatthe WRDA coalition is offering theregion in terms of jobs, competitiveagriculture, floodplain restorationand expanded recreational areas.

Dale Roth, Carpenters’ District Council

I would like to complimentWaterways Council, Inc. for theirforesight in expanding the coalitionto include non-traditional waterwaysgroups such as agriculture, labor andconservation. The waterways are

important to all of us and the morewide-based support the coalition canbring, the more likely our waterwayswill get the attention they need anddeserve. I would encourage the coali-tion to do more to educate the gener-al public about the importance of ourriver systems. So many of them onlythink of our rivers when they crossover a bridge. Our citizens should beaware of just how important thewaterways are to their daily lives.

What are the greatest technicalchallenges facing our industry?Peter Evans, Marathon Petroleum Company

In today’s world of “instant every-thing,” we need to work towardimproving reliable and cost-effectivecommunications with all of our peo-ple, 100 percent of the time.Communication with the people onour boats is the greatest vessel-basedtechnical challenge that I see.Marathon’s strategy is to leveragecommunication technology to openup the path for collaboration betweenvessels and the shore.

To a layman, petroleum barges mayappear to be simple steel boxes thatfloat. To Marathon, they are double-hulled floating terminals. They arefairly complex machines with a spe-cific business purpose. For example,asphalt barges generally have six sepa-rate tank compartments. They gener-ate their own electricity, have heatingsystems to keep the product hot andhave engines and pumps to transferthe product.

They have control systems like pipemanifolds, valves, tank gauges, ther-mometers and high level alarms.Further development of technologiesthat allow us to remotely monitor theoperation of these barges wouldimprove Marathon and the marineindustry’s management of theseassets.

Dale Roth, Carpenters’ DistrictCouncil of Greater St. Louis &Vicinity

Dale Roth, Business Representative ofthe Carpenters’ District Council ofGreater St. Louis & Vicinity, has been alife-long resident of Ste. Genevieve,Missouri on the Mississippi River.


Royce Wilken, President of AmericanRiver Transportation Company has spent30 years with the Archer DanielsMidland Company (ADM). Wilken servedas Chairman of the Board of theAmerican Waterways Operators in 2007-2008 and participated on various TowingSafety Action Committees. He alsoreceived a 2004 White House appoint-ment to serve as Chairman of the InlandWaterways User Board.

32 MN June 2009

MN#6 (18-32):MN#5 (18-32).qxd 6/4/2009 12:27 PM Page 32


MN#6 (33-47):MN#5 (33-47).qxd 6/5/2009 11:42 AM Page 33


The biggest challenges are classi-fied as the barriers to enter the mar-ket. Challenges such as poor infra-structure, new regulation, the age ofthe fleet and the emission standardsrequired in the future will all bechallenges that will need to be met.

Do you see any opportunitiesstemming from the economicstimulus funds?Peter Evans, Marathon Petroleum Company

As the Administration continuesto encourage the development of“green” technologies, we mustremind them of the environmentalstewardship and benefits of rivertransportation. A recent study bythe Texas Transportation Institutehighlighted that river transportationexperiences lower rates of spills andair pollution while using less energyto move commodities and productsthan competing modes of trans-portation.


The purpose of the economicstimulus funding was to help jump-start the ailing economy with wor-thy "shovel ready" projects thatwould put Americans back to work.Much of America's waterways infra-structure, highways, railways andbridges have fallen victim to lack ofmaintenance and modernizationfunding and are now in serious dis-repair. Directing funds to criticalinland waterways infrastructureprojects has additional value. Lockand dam projects return around $7in transportation cost benefits forevery $1 invested.

With trade expanding and high-ways and railways congested, effi-cient water navigation must be pro-

vided and maintained through ourports and waterways, which are con-structed and maintained by the U.S.Army Corps of Engineers.Significant increases in investmentfor maintenance of existing facilitiesand the construction of modernones are urgently needed to substan-tially reduce the backlog of criticalmaintenance and repairs, recapital-ize the oldest and most at-risk proj-ects on the inland waterways sys-tem, dredge the nation’s 296 portsto their authorized depths, anddredge our inland waterways totheir authorized depth and width.

In the $787 billion dollar eco-nomic stimulus bill signed into law,the Corps was allocated $4.6 bil-lion, which included $2 billion forconstruction, $2.075 billion forOperations and Maintenance and$375 million for Mississippi Riverand Tributaries. It also included awaiver from the former cost-sharerequirement. Of the $2 billion allo-cated for construction just over$400 million went toward construc-tion and major rehabilitation ofinfrastructure on our inland naviga-tion system.

Dale Roth, Carpenters’ District Council

The $37.6 million the Corps haslisted in their projects resulting fromstimulus dollars will be a huge shotin the arm for our members, whowill be doing much of that work.The Mel Price Lock & Dam, theOlmsted Lock & Dam and Lockand Dams 25 and 27 will all createjobs, not only for members of theCarpenters’ District Council ofGreater St. Louis & Vicinity, but forthe great number of businesses whowill support their work.Communities up and down theMississippi, Illinois and Ohio rivers

“Marathon’s strategy is to leveragecommunication technology to openup the path for collaborationbetween vessels and the shore. To alayman, petroleum barges mayappear to be simple steel boxesthat float. To Marathon, they aredouble-hulled floating terminals,”said Peter Evans, MarathonPetroleum Company.

“Based on what we know

today, I expect we will see

a turnaround in late 2010 or

early 2011. The economy

should be out of its tailspin

by then and the coal inven-

tory position should be

worked down so that elec-

tric utility fuel buyers will

start moving more contract

and spot tonnage again,”

Mike Hennessey

CONSOL.

34 MN June 2009

MN#6 (33-47):MN#5 (33-47).qxd 6/4/2009 12:31 PM Page 34


will benefit from the influx of work these projects will cre-ate.

If you could change one government policy, whatwould it be?Peter Evans, Marathon Petroleum Company

The funding of the Inland Waterways Trust Fund(IWTF) is a complicated issue that the industry needs tobetter understand and respond to. In the past, it has beena funding source for 50 percent of construction and main-tenance of locks and dams, with the other 50 percent offunding coming from the federal government. Sourcemoney for this fund historically has been accumulatedfrom a 20 cent per gallon diesel fuel tax. Recently, theadministration suggested that a lockage fee be used as thebasis for funding.

Some questions need to be answered regarding thechange: Do industry and the administration have a sharedunderstanding of the interrelationships between thosebeing taxed and the beneficiaries? Is the funding going tobe used in an efficient and effective way to complete proj-

ects? This proposed change could be of great consequenceto the marine industry and our customers and requiresindustry and the administration to proactively engagewith one another and evaluate the potential impacts, costsand benefits.

Cornel Martin, Waterways Council, Inc.Rather than press for new taxes on the inland waterways

transportation system, our government needs to addresshow to improve the way we build our locks and dams sothat it can begin to provide that critical return on invest-ment to the American economy and its consumers. In themid-1980s it took an average of six years to build a lockand dam, but today it takes an average of more than 17years. As well, the cost to build these projects has morethan tripled over this period of time. For example, theOlmsted Lock and Dam on the Ohio River betweenIllinois and Kentucky was authorized in 1988 at a cost ofaround $775 million with an expected completion time ofseven years. The project now carries an estimated $2.1 bil-lion price tag and will take more than 20 years to com-

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plete. This is simply unacceptable,especially at a time of recession.

Tim Richardson, American LandConservancy

Staying with the issues surround-ing WRDA, it appears that theenvironmental benefits of inlandwaterways funding are gettingmissed in the current “smart trans-portation” debate in Congress. Forexample, the rail industry is pound-ing the trucking industry on emis-sions reduction and fuel efficiency.However, the marine transportationemissions argument is far strongerthan rail’s and few hear about this.

In addition, the upcoming surfacetransportation debate surroundinga new Highway Bill omits theinland waterways. Since mostMembers of Congress view a high-way bill as a jobs bill, it is likely thatone will pass this year. But becauseinland waterways infrastructure isfunded through the U.S. ArmyCorps of Engineers budget insteadof an overarching transportationbudget, our coalition isn’t as visiblein the smart transportation debateas we deserve to be and may be leftout of new transportation funding.

A larger point about being fundedwithin the Army Corps budget isthat the WRDA constituency suf-fers from the political equivalent ofthe “original sin” reputation of theCorps. In short, “if WRDA is aCorps project it must be bad,”meanwhile dirtier transportationlike trucking and rail do not sufferfrom this perception and their sig-nificant environmental impacts areperceived as normal for a modernsociety.

What is your outlook for 2009and beyond?

Mike Hennessey, CONSOL

Ninety-five percent of our busi-ness is moving barge coal to electricutilities in and around thePittsburgh area. We, of course,move CONSOL Energy coal tomarket, but we also move tons fromother coal companies. So my crystalball for 2009 and beyond revolvesaround where I see electricitydemand and the associated coalburn by the utilities in our servicearea. 2009 will be a difficult yearand we cannot rule out the possibil-ity that it will get worse. The indus-trial and commercial electricity loadhas been reduced significantly bythe slowdown in the economy anduntil the economy rebounds, it willstay down. Based on what we knowtoday, I expect we will see a turn-around in late 2010 or early 2011.The economy should be out of itstailspin by then and the coal inven-tory position should be workeddown so that electric utility fuelbuyers will start moving more con-tract and spot tonnage again.

Cornel Martin, WaterwaysCouncil, Inc.

Very positive. With all estimatescalling for domestic and worldtrade to double over the nextdecade, the most efficient and envi-ronmentally sound way to movethat cargo is via the inland water-ways. A study by the NationalWaterways Foundation, the TexasTransportation Institute and theU.S. Maritime Administrationtitled "A Modal Comparison ofFreight Transportation Effects onthe General Public," looks at themany ways in which waterwaystransportation keeps commerce onthe move, with fewer adverse socie-tal impacts than truck or rail. Infact, the study also points out thefact that transportation by bargegenerates the least greenhouse gas

“The economic slowdown has masked theneed for quality colleagues within themarine industry. All firms associatedwith the industry have cut back theirspending, layed off workers and tried tooptimize costs. Upon the return of theeconomy (and it will return from its pres-ent state), we will once again find our-selves with a shortage of qualified per-sonnel,” said Royce C. Wilken, AmericanRiver Transportation Company.

“Increased cost of shipping

on our inland waterways

through the imposition of

new taxes and user fees is

a major concern for WCI

members ... In these tough

economic times we should

be investing in and encour-

aging use of our inland

waterways transportation

system which is clearly the

safest, most efficient and

environmentally friendly

mode of transportation

available to move our bulk

commodities.”

Cornel Martin,

Waterways Council, Inc.

36 MN June 2009

MN#6 (33-47):MN#5 (33-47).qxd 6/4/2009 12:33 PM Page 36


(Co2) emissions, which the EPA has cited as a health andenvironmental hazard. And while the inland waterways ofthis nation are often out of sight, out of mind, transport-ing our essential goods this way saves consumers morethan $7 billion each year. We can more fully appreciatethat return on investment in the difficult economic timesthat we now face.

Dale Roth, Carpenters’ District Council of GreaterSt. Louis & Vicinity

With the severe economic downturn, and constructionone of the hardest hit segments of our society, the 48 mil-lion hours the Corps estimates to build 1,200 foot lockson the Upper Mississippi and Illinois rivers becomes crit-ical. We have learned over the years that getting involvedwith groups such as WCI (formerly MARC 2000) early inthe process allows us to learn a lot about various projectsand how projects are finally approved. I’m happy to saythat we’ve been able to use our relationships with variouspolitical entities to help streamline some of those process-es and get the work going to the benefit of all.

“The economic slowdown has masked the

need for quality colleagues within the

marine industry. All firms associated with

the industry have cut back their spending,

laid-off workers and tried to optimize costs.

Upon the return of the economy (and it will

return from its present state), we will once

again find ourselves with a shortage of

qualified personnel.”

Royce C. Wilken, American River

Transportation Company

MN#6 (33-47):MN#5 (33-47).qxd 6/4/2009 12:34 PM Page 37

38 MN June 2009

Since 1999 Senesco Marine’s main construction yard hasbeen set on 26 acres in the Quonset Point Business Parkarea of North Kingstown, R.I. The property was original-ly Naval Air Station Quonset Point, a major naval facilityduring World War II. Senesco’s main yard facility at onetime was the site of fighter and torpedo type aircraft con-struction. Wing tie downs can still found in the concrete.In 1974 the base was decommissioned and the businesspark was formed. With its accessibility by rail, land andsea the property proved to be highly advantageous forshipyard work. In September 2006, ReinauerTransportation Company, a tug and petroleum bargemover based in New York City, purchased SenescoMarine, becoming its parent company. Currently Senescoemploys 307 employees, including fitters, welders, plasmaoperators, press brake operators, machinists, mechanics,and maintenance, management, engineering and admin-istrative personnel. Senesco also uses 108 turn-key con-tractors from around the world. In 2003, Senesco deliv-ered its first 80,000 bbl double hull tank barge. Since2004 they have delivered eight 80,000 bbl barges, three100,000 bbl barges and recently their first towing vessel.

In 2007, Senesco set a new milestone by delivering threeof the 80,000 bbl double hull integrated barges in oneyear. Currently, Senesco is working on four hull projects.Two 80,000 bbl projects are 347 ft long, 74 ft wide and26 ft deep, double hull, raised trunk deck barges, outfit-ted with a ship’s bow and notched stern. The stern carriesthe intercon ladder system for coupling with their accom-panying tug. A 100,000 bbl project is a 413 ft long, 74 ftwide and 26 ft deep, doubled hull, raised trunk barge.Like the 80,000 bbl project, she too is fitted with a ship’sbow and intercon notched stern. She is also being madeinert gas system ready, with all equipment upgraded toallow the large current and cooling demands of a com-bustion type inert gas generator. Future projects includeSenesco’s first 60,000 bbl barge, part of a series of four.These 60,000 bbl, double hull, raised trunk deck, mannedbarges, will be fitted with modified spoon bows andnotched sterns. The notch will be fitted with the Jak-300system. The barges are 311 ft long, 68 ft wide and 24.5 ftdeep.

They will be fully outfitted with living quarters and willoperate for Reinauer Transportation.

MARKETS: BARGE REPORT

Aerial view of Senesco MarineShipyard, North Kingstown, R.I.

Senesco Marine Busy on Four Hulls

MN#6 (33-47):MN#5 (33-47).qxd 6/4/2009 12:34 PM Page 38


Barge B. No. 262 is a mannedocean, clean oil tank barge built toAmerican Bureau of Shipping andU.S. Coast Guard requirements forthe Oil Pollution Act of 1990 (OPA’90). The barge has ten cargo com-partments and two separate pumpingsystems. It is equipped with twoByron Jackson cargo pumps driven byDetroit series 60 engines. The deck isequipped with two Techcrane modelF10-50 electric-hydraulic cranes.

Morton S. Bouchard, III,President/CEO of BouchardAffiliates, said, “We are pleased tohave taken delivery of the first ofthree barges within the next 10months that will conclude our doublehull construction business plan thatwas implemented in 1992. Bouchardwill have replaced its entire single hullfleet with flush deck double hullbarges as mandated with the enact-ment of OPA’90. Upon completionof this building phase Bouchard willbe pursuing other areas to improveand build the infrastructure of ourcompany.” Bollinger is building a sis-ter vessel, B. No. 264, another 60,000

bbl clean oil barge scheduled fordelivery in March 2010, fromBollinger Marine Fabricators. Inaddition, Bollinger will build the B.No 284, an 80,000 bbl mannedocean, clean oil barge measuring 399x 74 with a 28-ft. depth of .

Bollinger Delivers 60K bbl Tank Barge

Bouchard’s B. No.262 and tug EveningTide navigate downthe Mississippi River.

Barge No. 262 Specifications:Length, o.a. . . . . . . . . . . . . . . . . . .350 ftBeam . . . . . . . . . . . . . . . . . . . . . . . .70 ftDraft . . . . . . . . . . . . . . . . . . . . . . . . .25 ftGross Tons . . . . . . . . . . . . . . . . . . .4,887Net Tons . . . . . . . . . . . . . . . . . . . . .2,616Construction . . . . . . . . .Double Hull - Steel

Owner . . . .B.No. 260 Corp., Melville, N.Y.Operator . .Bouchard Ocean Services, Inc.Official Number . . . . . . . . . . . . .1210060Service . . . . . . . . . . . . . . . . . .Tank BargeDate Built . . . . . . . . . . . . . . . . .July 2008Home Port . . . . . . . . . . . . . . . . .New York

Capacities:Number of Cargo Tanks . . . . . . . . . . . .10Total Cargo Capacity . . . . . . . .60,920 bbl#1 Fuel (F.O.) . . . . . . . . . . . . .10,000 galsFresh Water . . . . . . . . . . . . . . . . .30 galsLube Oil . . . . . . . . . . . . . . . . . . .200 gals

MN#6 (33-47):MN#5 (33-47).qxd 6/4/2009 12:36 PM Page 39

40 MN June 2009

Crowley's newest heavy-lift seriesdeck barge, 455-5, was christenedand launched May 16 at GundersonMarine Shipyard in Portland, Ore. -the latest of a string of new vesseldeliveries for Crowley this year. Barge455-5 is 400 ft long by 105 ft wide.Crowley has plans to build a total ofup to 13 of these high-capacity bargesby 2013. The heavy-lift 455 seriesdeck barges, with 25 ft side shells,provide both the capacity and deckstrength needed to accommodatelarger drilling and production unitsused for deepwater offshore energyexploration and development. Theyprovide increased stability for loads

up to 4,200 lbs per sq ft.Christened by Mary Beth Davis, the

wife of Rich Davis, the BP managerfor the Liberty Rig, barge 455-5 willbe used to transport the world'slargest land based drilling rig forParker Drilling and BP to operate inAlaska's North Slope at Satellite

Drilling Island (SDI). The christening was also an oppor-

tunity for Gunderson to celebrate itslongstanding partnership withCrowley. The 455-5 is the 42ndCrowley barge built at Gundersonyard. To commemorate the occasion,Gunderson made a generous dona-tion on behalf of Crowley to Hogarde Protección Pajarito Azul (TheLittle Blue Bird Home), a Nicaraguancharity that provides housing for dis-abled and abandoned children.

Construction of the 455-6, the nextbarge in the series, is currently under-way and is expected to be delivered byGunderson this summer.

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MARKETS: BARGE REPORTGunderson Delivers Heavy Lift Deck Barge for Crowley

The first in Crowley’s 455 barge series,the Marty J (455-1), at work in the Gulfof Mexico

MN#6 (33-47):MN#5 (33-47).qxd 6/4/2009 12:38 PM Page 40

VT Halter Delivers Pair

VT Halter Marine reports it deliv-ered two 180,000 bbl barges and two185,000 bbl barges in 2008. In 2009the company has delivered two bargeswith two more to be delivered yet thisyear. Future deliveries include two185,000 bbl barges in 2010 and three350,000 bbl barges from 2011 to2013.

VT Halter also saw a recent change inleadership after the passing of its ChiefExecutive Officer, Brigadier GeneralBoyd E. King, U.S.A. (Ret.) in April.William (Bill) E. Skinner has beenappointed in his place and Paul J.Albert filled Skinner’s previous positionas Chief Operating Officer.

U.S. Barge: “Business Fairly Strong”

“Business is still fairly strong. We arebusy through 2009 and into 2010 andwe hope to see it continue passed that.Tank barges are still doing quite well inthe marketplace because of the OPA’90 rule,” said Brian Akin of U.S. BargeSales and Marketing. Akin reports thatU.S. Barge is currently finishing up ona contract for Harley Marine and hasjust signed another contract with thesame company and started prefabrica-tion work in early May for an 83,000bbl barge.

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42 MN June 2009

Bisso Marine has expanded its fleet by purchasing athird pipelay barge. The former G/P 37 was purchasedfrom Global Industries and will be renamed the L/BWarrior Chief. The L/B Warrior Chief can accommodate65 people and features a 40 ft diameter helideck. Themulti-purpose pipelay platform is also equipped for div-ing from shallow surface air to deep gas, or saturation div-ing. The standard diving spread includes a dive office, gasrack, two double lock 54 in. decompression chambers,two 5120 diver air compressors, various hydraulic tools,hydraulic hose reel, hand jetting, airlifting and multiplelift bags up to 10,000 lbs capacity.

Built in 1981, the L/B Warrior Chief is classified ABSA-1 and has a Coast Guard COI. The vessel is a conven-tional S-lay barge with four work stations and a 40-kiptensioner. It is outfitted with a 525-psi Patterson jetpumping system and an eight-point mooring system. It isconfigured to lay up to a 20 in. single pipeline.

MARKETS: BARGE REPORT

Bisso Adds New Lay Barge to Fleet

Bisso expanded its fleet with the acquisition of the renamed Warrior Chief.

L/B Warrior Chief Specification: Length . . . . . . . . . . . . . . . . . . . . . . .188 ft (hull), 200 ft (with apron)Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 ftDepth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14 ftMin operating depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8.5 ftAccomodations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65 bunksCommunications . . . . . . . . . . . . . . . . . .satellite voice/data/fax/TVAux equipment:Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(2) 300KW Welding Machines . . . . . . . . . . . . . . . . . .(4) 400 amp, (2) 600 amp Crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Manitowoc 3900Winches . . . . . . . . . . . . . . . . . . . . . . . . .(4) 2 drum Manitowoc 390Mooring Wire . . . . . . . . . . . . . . . . . . . . . . . .(8) 1.25 inch x 3,000 ftAnchors . . . . . . . . . . . . . . . . . . . . . . . . . .(8) @ 6,500# Delta flippers Pipelay equipment:• . . . . . . . . . . . . . . . . . . . . .Capacity up to 16 inches as configured• . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Tensioner 40 kips • . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Stinger up to 60 ft adjustableBury equipment:Jet Pumps . . . .(2) Patterson 1,200 hp – 3,500 GPM @ 525 psi (each)Portable Jet Pump Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(3) 10 x 6 x 13 Union 3,200 hp – 2,800 GPM @ 1,150 psi (each) Hose Reel . . . . . . . . . . . . . . .550 ft x 6 inch, 6 inch & 4inch bundledAir Compressors . . . . . . . . . . . . . . . . . . . . .(2) 1600 CFM @ 125 psi Jet Sled . . . . . .Pull Style, adjustable, capable of up to 16 ft of burial

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44 MN June 2009

Somerville Named MMA Person of the Year

Robert D. Somerville, Chairmanand CEO of American Bureau ofShipping (ABS), was named theMassachusetts Maritime Academy2009 Maritime Person of the Year.The award will be presented toSomerville on November 6, 2009 atthe 15th Annual Admiral’s Ball beingheld at the InterContinental Hotel inBoston, Massachusetts. Prior to join-ing ABS in 1970, Somerville served asa seagoing engineer and gained ship-yard experience at Newport News.For eleven years, prior to his appoint-ment as Chairman, he served asPresident and Chief OperatingOfficer of ABS.

SCA Names Vinyard Chair The Shipbuilders Council of

America (SCA) has elected HerschelVinyard, Vice President at AtlanticMarine Holding Company, its newchair. Chris Bollinger, Executive VicePresident of Bollinger Shipyards, waselected Vice-Chair. The electionsoccurred during the Council’s annualspring general membership meeting,held April 27-29 in Washington, DC.The Council represents 40 companiesthat own and operate over 100 ship-yards, with facilities on all three U.S.coasts, the Great Lakes, the inland

waterways system and Hawaii. SCAalso represents 26 affiliate membersthat provide goods and services to theshipyard industry.

Reed Receives Bateman AwardThe American Shipbuilding

Association (ASA) announcedSenator Jack Reed (D-R.I.) as the2009 recipient of the Herbert H.Bateman Award. Senator Reed is asenior member of the Armed ServicesCommittee and a member of theSubcommittee on Seapower and theAppropriations Committee. Theaward was established in 2000 to rec-ognize individuals providing out-standing leadership for a strongershipbuilding industry, as demonstrat-ed by the award’s namesake,Congressman Herb Bateman ofVirginia, from 1981 to 2000.

Skinner Named CEO, Albert COO at VT Halter Marine

VT Halter Marine Inc. has appoint-ed William (Bill) E. Skinner as CEOand Paul J. Albert as COO. Skinnerhas been with the company since itsinception, serving as COO (2005-2009) and Senior Vice President ofVessel Operations (2002-2005).Skinner was also President of FriedeGoldman Offshore Division of FriedeGoldman Halter and President of

Alabama Shipyard, Inc., following itsacquisition by Atlantic MarineHolding Company. Skinner succeedsthe late Brigadier General Boyd E.King, (Ret) who passed away on April20, 2009.

Before his appointment as COO,Albert was the company’s Senior VicePresident of Production. Albertjoined VT Halter Marine in 2002and is currently the Vice Chairman ofthe National Shipbuilding ResearchPanel Executive Control Board.

Doyle Appointed to Marine Response Alliance

The Marine Response Alliance(MRA) has appointed MargaretKaigh Doyle as General Manager.Doyle has over 20 years of experiencein the maritime industry. Prior tojoining the MRA she worked as a sen-ior tanker analyst at Marsoft, aBoston-based maritime consultingcompany. Doyle was ChemicalsManager for the InternationalAssociation of Independent TankerOwners (INTERTANKO) as well asExecutive Director of the ChemicalCarriers' Association (CCA) for overa decade.

Crowley Promotes Ara, PetersonJohn Ara was named VP, Contract

Services for Crowley Maritime

departments

Skinner Ara PetersonReedVinyardSomerville

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Corporation. He will remain inHouston and assume combinedresponsibility for all contract andproject work including jobs on theeast coast, west coast, gulf coast andin Alaska. Ara most recently servedthe company as VP Atlantic/GulfCoast Commercial and MarineOperations. Chris Peterson has beennamed VP, Marine Operations andwill split his time between the westand gulf coasts. He will assume addi-tional operational responsibility forgulf coast marine operations in sup-port of project cargo, contract servic-es, harbor services and oil field/ener-gy support including utilization ofthe new fleet of heavy lift barges.Previously Peterson served the com-pany as VP, West Coast Services.

Castillo Joins T&T BissoThe T&T Bisso Response Network

announced the addition of MirianCastillo to its team. Castillo will serveas operations assistant for the compa-ny’s Salvage & Emergency Responsegroup. Previously, Castillo served as aport disbursement analyst forHeidmar Inc. and was then promotedto Vetting and Quality Coordinator.

Henzel Joins Bisso MarineBisso Marine announced the addi-

tion of JoAnn Henzel to its Salvage &Emergency Response Team. Henzel,who will serve as a project manager,has 12 years of specialized experiencein salvage and wreck removal. Beforejoining Bisso Marine, she was a logis-tics coordinator for Titan Salvage ofFort Lauderdale, Fla.

PPG Appoints HartingsPPG Industries’ protective and

marine coatings (PMC) business hasappointed Michael T. Hartings asGeneral Manager, PMC, U.S. andCanada. Hartings began his career

with PPG in 1992 and most recentlywas General Manager, PPG CoatingsMalaysia. Hartings will relocate fromKuala Lumpur, Malaysia to PPG’s

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46 MN June 2009

corporate headquarters in Pittsburgh.

Wagner Joins Capilano Maritime Design

Richard Wagner has joinedCapilano Maritime, a naval architec-ture design firm based in NorthVancouver, BC, Canada, as SeniorMechanical Engineer. Wagner gradu-ated from the University of BritishColumbia in 1996 with a degree inMechanical Engineering and hasmost recently worked for VancouverShipyards Ltd.

Frazier Joins ShipConstructorJohn P. Frazier has joined

ShipConstructor Software USA, Inc.as Technical Account Manager.Frazier comes from Autodesk wherehe worked as Technical Consultantand Technical Account Manager.Frazier holds a Bachelor’s in Physicsand a Masters in MechanicalEngineering.

Ronnie Little Joins Matcor, Inc.Matcor, Inc., a cathodic protection

(CP) and corrosion prevention engi-neering design firm, has addedRonnie Little to its Houston opera-tions. Little began his career workingfor Tennessee Gas as a procurementprofessional before leaving purchas-ing to become a technical salesperson.

Prince Elected to Marine ProductsMarine Products Corporation

announced the expansion of theBoard to 10 members and the elec-tion of Larry L. Prince, as a newDirector. Prince serves as theChairman of the ExecutiveCommittee of the Board of Directorsof Genuine Parts Company.

Jay Kiley Joins GMT CompositesGMT Composites announced the

appointment of Jay Kiley as Directorof Sales and Marketing. Kiley comesto GMT after seven years sellingsuperyacht rigging to vessels 79 ft andlarger throughout the world for bothGlobal BSI Rigging Service, Inc. andOYS Service.

Peter M. Palermo Passes AwayThe Ship Structure Committee

(SSC) announced Peter M. Palermodied on May 20, 2009, at 80 years ofage. Palermo was the Navy's PrincipalMember from 1976 to 1987. He wasthe head of all structures at NAVSEAfrom the late 60s until the 80s.Palermo co-authored two papers fromthe 1975 SSC Symposium entitled,"Today's Navy - Echoes of the Past -Sounds of the Future" and "AnOverview of Structural IntegrityTechnology." He served on the 1996SSC 50th Anniversary CelebrationCommittee of the SymposiumSteering Committee. At that celebra-tion he gave his speech "History ofthe Ship Structure Committee, ItsWork and Challenges for the Future."Palermo was award the U.S. CoastGuard Distinguished Public ServiceAward at that ceremony as well. Hewas the chairman of the structuralanalysis group which investigated theloss of the USS Scorpion (SSN 589).

Steinberg Retires, Phelan JoinsIPS Sales & Marketing

Industrial Power Systems, Inc. (IPS)announced the retirement of JerrySteinberg after almost 16 years withthe company as its Vice President,Sales & Marketing. Steinberg, a 1961graduate of the University of Illinois,joined IPS in 1993. He is beingreplaced by Michael Phelan as its newDirector of Sales & Marketing.

Wagner Frazier LittleHartingsCastillo

Jay Kiley (left) and David Schwartz (right)

people & companies

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Signal Delivers Two Rigs forDiamond Offshore

Signal International, L.L.P. com-pleted repairs on, and returned toservice, two Diamond Offshore rigs,the Ocean Titan and the OceanAmerica. The LeTourneau Class 64jackup, Ocean Titan, entered Signal’sEast Pascagoula, Miss. yard for modi-fications and repairs on March 6,2009 and departed on April 14,2009. Meanwhile, another Diamondrig, the eight-column semisub-mersible Ocean America, spent 97days on Signal’s Dry Dock at PortArthur, Texas undergoing periodic

inspection procedures and customer-planned modifications. In addition toensuring compliance with ABSSpecial survey requirements for bothrigs, upgrades and modifications tothe Ocean Titan included installationof an extension to the BOP controlsystem house, fabrication of two newlife boat platforms and replacementof 500 feet of leg jet piping and hang-ers. Repairs and modifications to theOcean America included tank clean-ing; containment, blasting and paint-ing of columns, deck box, tubularsupports and derrick; removal andreinstallation of anchor chain forinspection; and installation of sacrifi-cial anode and replacement of drillingmud treatment system.

New Rolls-Royce OSV for CanadaRolls-Royce has won an order to

design and equip a UT 755LN off-shore support vessel with an integrat-ed power, propulsion and motioncontrol system, for use in theCanadian oil and gas market. AtlanticTowing Limited (Canada) hasentered a long term charter with the

Canadian oil and gas company,EnCana Corporation, for the vesselwhich will be built at the HalifaxShipyard in Nova Scotia. It will oper-ate in the Deep Panuk field off theCanadian east coast. In addition tothe ship design, Rolls-Royce willdeliver a fully integrated equipmentsystem. This includes diesel engines,propellers, reduction gears, tunnelthrusters, azimuth thrusters, steeringgear, rudders, switchboards, automa-tion and controls and deck machin-ery. The total value of the Rolls-Royce contract is approximately$10.5m. The multipurpose vessel isspecially designed to meet the oilcompany’s requirements, with extracapacity for transporting methanol.Its design will meet the stand-by ves-sel class requirements, incorporatingenvironmental and safety featuresnecessary for offshore operation, suchas an oil recovery system, dynamicpositioning and fire extinguishingwater cannons. Over 650 Rolls-Roycedesigned UT vessels are either in serv-ice or under construction around theworld.

48 MN June 2009

people & companies

Bollinger Shipyards Celebrates SuccessBollinger Shipyards, Inc. hosted a celebration of success ceremony on May

1, commemorating the completion of the 87 ft. Marine Protector-classCoastal Patrol Boat (CPB) project. The event featured the USCGC Sea Fox(WPB 87374). S. Senator David Vitter (R-La.); Rep. Charlie Melancon (D-La.); Coast Guard Assistant Commandant for Acquisition Rear Adm. Gary T.Blore; Bollinger Shipyards, Inc. CEO and Chairman of the Board Donald“Boysie” Bollinger; Bollinger Executive Vice President, New Construction,Chris Bollinger; and 42-year Bollinger employee L.J. Adams, FacilityForeman, addressed the crowd. Guests included dignitaries from federal, stateand local agencies, including members of the U.S. Coast Guard, as well asemployees of the Bollinger workforce. The USCGC Sea Fox is the 124th newcutter designed, built and delivered by Bollinger to the Coast Guard. The vessel represents the 75th cutter of the class.The Marine Protector Class patrol boat contract was awarded to Bollinger on March 13, 1996. Today, more than 13years later, Bollinger celebrates the completion of the Marine Protector Class program and the recent award of theFast Response Cutter (FRC)/Sentinel Class patrol boat program.

U.S. Senator David Vitter (R-La.) speakingto Bollinger employees and guests

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Recovery Act FundsJanet Napolitano, Secretary of

Homeland Security revealed that fourbridge alteration projects will receivefunding from the American Recoveryand Reinvestment Act (ARRA) thatPresident Obama signed into law onFebruary 19. ARRA allotted $240mto the Coast Guard. SecretaryNapolitano indicated that $142m ofthat total will fund bridge alterationprojects on the Mobile Bridge inHurricane, Al.; the EJ&E Bridge inDevine, Ill.; the Burlington Bridge inBurlington, Ia.; and the GalvestonCauseway Bridge in Galveston, Texas.$88m will be directed to the con-struction of buildings to house CoastGuard Sectors in Corpus Christi,Texas and Jacksonville, Fl., and to theconstruction of personnel housing,boat moorings and other improve-ments in six states.

Great Lakes Pilotage RatesThe U.S. Coast Guard's Marine

Safety, Security and StewardshipDirectorate announced that theFederal Register has published anotice of proposed rulemaking toamend the Great Lakes pilotage ratesfor 2009. The proposed new rule iseffective August 1, 2009 and wouldincrease the pilotage rates on theGreat Lakes by 9.41 percent in aneffort to generate sufficient revenueto cover allowable expenses, targetpilot compensation and returns oninvestment. This proposed rulewould reflect an increase in bench-mark contractual wages and benefitsas well as an increase in the ratio ofpilots to bridge hours. The NPR,related materials and information onsubmitting comments can be foundat www.regulations.gov, docket num-ber USCG-2008-1126.

Nav Safety Advisory CouncilSeeks Applicants

The U.S. Coast Guard is seekingapplications for membership on theNavigation Safety Advisory Council(NAVSAC). Application formsshould reach the Coast Guard byJune 19. Contact Mike Sollosi orJohn Bobb of the Coast Guard at(202)372-1532 or by fax at (202)372-1929.

MERPAC Seeks ApplicantsThe Coast Guard is seeking applica-

tions for appointment to theMerchant Marine Personnel AdvisoryCommittee (MERPAC). A copy ofthe application form is availableonline (www.regulations.gov) refer-encing docket numberUSCG–2009–0325. Contact MarkGould,email [email protected]

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50 MN June 2009

Advanced Polymer Coatings (MarineLine)www.adv-polymer.com Email:[email protected]: MarineLine -- High Performance CargoTank Lining System,

Apex Engineering Products Corporation1241 Shoreline DriveAurora, IL 60504 www.rydlymemarine.com Lisa Doudtel: 630-820-8888email: [email protected]: Manufacturer of Rydlyme Marine, a safe,biodegradable marine descaler

ARK Engineering & Technical Services, Inc.409 Pond St., Suite 12Braintree, MA 02184 www.arkengineering.com Robert Allentel: 781-849-3800email: [email protected]: Corrosion control and cathodic protectionservices for marine facilities

Blastech Mobile, LLC12400 Highway 43 NorthAxis, AL 36505 www.blastech.com Trevor Nealetel: 519-754-3722email: [email protected]: Specialist protective coating applicatorProducts: Redi-Plate, CPP

Coating Systems and Supply, Inc.11479 Darryl DriveBaton Rouge, LA 70815 www.coatingsystemsandsupply.com Mike Leatel: 800-867-3127email: [email protected]: Supplier of high performance marine, indus-trial and specialty coatingsProducts: Epoxies, enamels, urethanes, cargo tanklinings, lead abatement materials

CorrBan Technologies2700 Post Oak Blvd., Suite 1400Houston, TX 77056 www.corrban.cc Jeanne Hanertel: 281-657-3358email: [email protected]: CorrBan ACS(Anti-Corrosion Solution),Bio-Coat 330S, Hydro-Set 561

CS Unitec, Inc.22 Harbor AvenueNorwalk, CT 06850 www.csunitec.com Thomas Carrolltel: 1-800-700-5919email: [email protected]: Professional power tools and abrasiveaccessories for sanding, polishing, grinding andsurface finishing on steel, stainless steel, alu-minum and other metals

Calico CoatingsP.O. Box 901 6400 Denver Industrial Park Rd. Denver, NC 28037

Tech Line: 704.483.2202 Fax: 704.483.2145www.calicocoatings.comAcross numerous industries, Calico Coatings iscustomizing coating solutions that reduce frictionand wear, save fuel and increase performance fortheir clients. Calico’s arsenal of coating solutionsinclude ceramic, Teflon®, thermal, dry film, PVDand more.

DuPont Powder Coatingswww2.dupont.com/powder/en_USe-mail: [email protected]: DuPont Alesta Powder Coatings, Nap-Gard, CorMax

Duromar, Inc.706 Washington StPembroke, MA 02359 www.Duromar.com Paul Nicklasfax: 781-826-2150email: [email protected]: Manufacturer of zero VOC epoxy coatings

E Paint Company25 Research RoadE. Falmouth, MA 02536 www.epaint.com Mike Goodwintel: 800-258-5998email: [email protected]: Environmentally friendly antifouling coat-ings/marine paints

Edison Works, Inc.2968 Ravenswood Rd. #107Ft. Lauderdale, FL 33312 www.strataglass.com Edison Irvinetel: 954-581-2221email: [email protected]: Coaters/restorers of anodized aluminumand exterior window glass on yachtsProducts: Clearkote, a permanent coating for alu-minum and stainless steel

Elzly Technology Corporation833 Wesley AveOcean City, NJ 08226 www.elzly.com Pete Aulttel: 609-545-8751email: [email protected]: Corrosion and coatings consultants

Hempel (USA), Inc.www.hempel.us

Products: Supplier of paint related solutions.Hampadur 1763, Hampadur Multi-Strength 4575,Hempadur 1513, Hempadur 4514, HempalinDanrex 5236

International Metalizing & Coatingswww.metalize.net Email:[email protected]: Applications of Aluminum, Zinc,Stainless Steel, or any other alloy that can bedrawn in wire form, is utilized for sacrificial galvanicprotection of carbon steel

International Paint LLC www.international-marine.com [email protected] Products: World's leading supplier of advancedand innovative marine coatings for performanceand environmental benefit

James Robertson & Sons2431 Alpine CrescentVictoria, BC V 8 N 4 B 5 Canada Jim Robertsontel: 250 477 1387email: [email protected]: Marine engineers, corrosion controlProducts: Cathodic protection systems

Jotun Paints, Inc.www.jotun.comEmail: [email protected]: Producer and supplier of paints, coatingsand powder coatingsBalloxy HB Light, Cathodic Protection, Hardtop AS,SeaLion, Shopprimers, WaterFine

Kleentec Marine5771 244B StreetLangley, BC V2Z 1G7 Canada www.kleentecmarine.com Ian Gommtel: 604-857-9409email: [email protected]: Rust stain remover and degreaser,Innoshield durable marine coatings

Metal Samples Corrosion Monitoring Systems152 Metal Samples RdMunford, AL 36268 www.metalsamples.com Joe Sonnbergertel: 256-358-4202email: [email protected]: Corrosion monitoring products

Muehlhan Surface Protection

corrosion control directory

Hayata, Ltd.2855 Dairy Milk LaneDallas, TX 75229Ph: 877.785.8437Fax: 214.360.7718Email: [email protected]: hayata.com

Hayata delivers the industry’s strongest 360º coated stainless steel cable ties and banding ina variety of lengths and thicknesses. Highly chemical and corrosion resistant, Hayata stainlesssteel ties and banding are ultra-reliable in even the harshest offshore environments. Installationtooling completes the system, allowing for increased productivity on the job.

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[email protected] Ag is an international specialist inmarine surface protection - in particular for protect-ing against corrosion of ships' steel surfaces. Withsome 2,400 employees worldwide, our four divi-sions; Ship Newbuilding, Ship Repair, Oil & GasOffshore and Industry Services enable us to servethe market on a broad basis.

NACE Internationalwww.nace.orgEmail:[email protected] International is the leading professionalassociation for corrosion science and engineeringand is dedicated to promoting public safety, pro-tecting the environment, and reducing the econom-ic impact of corrosion. Technical training and certi-fication programs, conferences, industry standards,reports, publications, and software,

NEI Treatment Systems, LLC3530 Wilshire Blvd., Suite 1465Los Angeles, CA 90010 www.nei-marine.com Giles Candytel: 213-383-5855email: [email protected]: Ballast tank corrosion protection

NLB Corp.www.nlbcorp.com Email:[email protected]: NLB Corp. manufactures high-pressurewater jetting equipment up to 40,000 psi to quicklyremove coatings, rust, and tough adherences,while meeting and exceeding SSPCstandards.Ultra Clean 40 Ultra-High PressureWater Jetting Equipment,

PolySpec 6614 Gant RoadHouston, TX 77066 www.polyspec.com Jennifer Masseytel: 281-397-0033email: [email protected]: Coatings and flooring manufacturer

Products: IMO approved underlayment and fin-ished flooring systems

PPG Protective & Marine Coatingswww.ppgpmc.comEmail: [email protected] Protective & Marine Coatings (PMC) providescustomers with the industry's broadest productoffering, distribution, and knowledge. PMC pro-vides customer with two comprehensive brandfamilies: Amercoat and the new Sigma Coatingsproduct line. Additionally, PMC offers the PPGHigh Performance Coatings industrial maintenancebrand group and Keeler and Long coatings tailoredand specified extensively for the power industry.

Sherwin-Williams101 Prospect Avenue NWCleveland, OH 44115 www.sherwin-williams.com/im tel: 800-524-5979email: sherwin.Ultlead.comDescr: The Sherwin-Williams marine coatings areengineered to provide uncompromising perform-ance in the harshest and most extreme environ-ments

Sponge-Jet, Inc.235 Heritage Ave, Suite 2Portsmouth, NH 03801 www.spongejet.com Ted Valoriatel: 603-610-7950email: [email protected]: Sponge media abrasives

Stripcowww.sodablasting.comEmail: [email protected]: Sodablasting Equipment, SodablastMedia, Materials, Training, And Blasting Services.We manufacture, sell, rent or lease, completemobile and stationary sodablasting equipment.

Substructure, Inc.P.O. Box 4094Portsmouth, NH 03802

www.substructure.com Tom Reistel: 603-436-1039email: [email protected]: Ultra-high-resolution hydrographic sur-veying and mapping, epoxy marine pile encapsula-tion and corrosion control for structures and ves-sels

Thermal Spray Solutions, Inc.1105 International Plaza, Suite BChesapeake, VA 23323 www.thermalsprayusa.com Chris Nicholstel: 757-673-2468email: [email protected]: Thermal spray solutions, Inc. is a full-serv-ice thermal spray facility specializing in the marineindustry

Wheelabrator Groupwww.wheelabratorgroup.com Email:[email protected]

Products: Blast and paint systems for Marineapplication.

Wilson Walton International3349 Route 138, Bldg B, Ste BWall, NJ 07719 www.wilsonwalton.com Patrick Robinsontel: 732-681-0707email: [email protected]: Impressed current cathodic protection(ICCP) systems, marine growth prevention sys-tems (MGPS) and sacrificial aluminum and zincanodes

Xiom Corp.www.xiom-corp.com Email:[email protected]: Manufacture of environmentally friendlypolymers for thermal spraying and portable equip-ment for applying polymer powder coatings on sitewithout the need for ovens. Marine vessel hull pro-tective coating, chemical protection coating, poly-ethylenes, polyesters, nylons , thermal sprayequipment.

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54 MN June 2009

Biocide-Free BottomCoating System

Intersleek 900 is a patented fluo-ropolymer foul release coating thatdoes not contain biocides. The finishhas low surface energy and fouling canbe easily removed with simple handcleaning. The coating provides asmooth surface that reduces drag anddelivers improved fuel savings.

www.yachtpaint.com

Eco-Green from DaimerIndustries

Daimer Industries introduced Eco-Green, a line of eco-friendly cleaningchemicals. Eco-Green, features specif-ic plant-based formulas for the marineindustry including boat wash andcleaner; bilge, boat and marine clean-er; deodorizer and cleaner; and boathull cleaner. Eco-Green employsmicro-blasting technology whichbreaks down dirt and stains intomicroscopic particles that disperse inwater and repel one another.

www.daimer.com

New Sher-Release Coating System

Sherwin-Williams Protective andMarine Coatings announced newSher-Release Silicone Fouling ReleaseCoating System, a nontoxic alterna-tive to conventional antifouling coat-ings. A U.S. Navy patented solution,Sher-Release combines durability,longevity, clean-ability and cost-effec-tiveness. The system’s foulant releasetechnology combines an epoxy anti-corrosive system and a protective sili-cone surface coat interlocked by a elas-tomeric formula. Sher-Release con-tains no heavy metals or biocides. Itoffers effective service for a 60 monthsdry-dock interval.

http://protective.sherwin-williams.com

PosiTector 6000 newIMO PSPC Feature

The redesignedPosiTector 6000Coating ThicknessGauge from DeFelskoCorporation nowoffers an advancedIMO PSPC featureset in memory mod-els. This new featuremakes it easier to comply with theIMO’s Performance Standard forProtective Coatings regulation for sea-water ballast tanks in all types of shipsand double-side skin spaces on bulkcarriers. The PosiTector 6000 allowsthe user to enter a target thicknessvalue. The PosiTector 6000 will auto-matically ensure compliance as eachmeasurement is taken by indicating apass or fail condition. The PosiTector6000 memory models come withPosiSoft software and USB cable todownload the report.

www.defelsko.com

New Versatile Cygnus 4,General Purpose

C y g n u sI n s t r u m e n t soffers a newC y g n u s 4G e n e r a lP u r p o s eMultiple Echothickness gauge.The gauge has at h r e e b u t t o nkeypad anduser friendly menu. It features auto-matic probe recognition (APR) forperfect probe/instrument optimiza-tion, minimum thickness alert, echostrength indication, display freeze and“deep coat” mode to allow measuringthrough coatings up to 20 mm thick.

technology bits

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Supplied in an IP65 and IP67 ratedaluminum enclosure the gauge canfunction perfectly in the most diffi-cult operating environments for alltypical metal thickness inspections,including ship surveys, pipeline cor-rosion checks, offshore platforminspections, plant maintenance andsafety checks on storage tanks andmore.

www.cygnus@ instruments.com

Bio-Blue Surface Prep forFiberglass

The initial surface preparation of ahull is imperative for long-lastingpaint adhesion. Although not alwaysvisible, mold release agents and othercontaminants can cause adhesionproblems down the line. Bio-BlueHull Surface Prep 92, from PettitMarine Paint, consists of a blend ofcleaning agents and silica grit thatcleans fiberglass bare for painting.Users apply the product to the hull,scrub and rinse.

www.pettitpaint.com

SCS Parylene ProtectsMarine Electronics

SCS Parylene prod-ucts provide inertbarrier protectionagainst moisture,chemicals, salts, sol-vents and corrosionfor marine electroniccomponents. SCS Parylene providesoptical clarity and its uniform, ultra-thin nature ensures that signal trans-mission is not lost or distorted. Itsdielectric properties enable electricalsignal transfer without absorption orloss and it has UV stability to preventyellowing or cracking. SCS Parylene’sthermal stability is effective up to350° C long-term and 450° C short-term. SCS also offers AdPro Plus,which improves adhesion of Parylenecoatings to materials such as titani-um, stainless steel, gold, chromium,Santoprene, polyimide, polycarbon-ate and solder mask.

www.scscoatings.com

Inmarsat LaunchesFleetbroadband 150

Inmarsat has launched itsFleetBroadband 150 service devel-oped for the leisure, fishing, coastalmerchant and small defense vesselmarkets. FB150 offers a voice con-nection at landline quality, accessiblesimultaneously with Internet-capa-ble IP data at 150kbps and SMS.FB150 connects to a standard PCand supports off-the-shelf applica-tions. As an IP-based service, FB150works with the same standardhome/office software that most userswill know. FB150 hardware is man-ufactured by AddValue and Thrane& Thrane.

www.inmarsat.com

MN#6 (48-57):MN#5 (48-57).qxd 6/4/2009 1:34 PM Page 55

Sea Tel New ModelDTV04 HD Antenna

Sea Tel Cobham announced theDTV04 HD Antenna System. TheDTV04 HD is the first three-axismarine stabilized antenna system thatis compatible with DIRECTV’s Ka-Band satellites. The DTV04 HD canalso deliver three Ku-Band satellites101W, 110W and 119W and twoKa-Band satellites 99W and 103Wsimultaneously with one antenna sys-tem. The DTV04 HD features anauto skew function that adjusts theskew angle automatically, whichenables the system to move seamless-ly from region to region. TheDTV04 HD comes in a 50 inchRadome assembly.

www.cobham.com/seatel

Corrosion-Free MasterBattery DisconnectSwitch

Cole Hersee Company introducedits new master battery disconnectswitch. The 75920 Master BatteryDisconnect Switch cuts off all batterypower from the vehicle electrical sys-tem. It can be locked-out or tagged-out to satisfy OSHA requirementsfor energy isolation. The 75920Master Battery Disconnect Switch’scomposite engineered polymer hous-ing will not rust or corrode. Theswitch has been tested per SAE 1455for road salt, calcium chloride andmagnesium chloride, and it is water-proof to IP67. The switch has anamperage capacity of 300A at 12VDC, can be used in high side or lowside applications and fits the standardmaster disconnect switch mountingpattern.

www.colehersee.com

Dr. Shrink Shrinkwrap Shrinkwrap sup-

plier, Dr. Shrink,offers VCIShrinkwrap, avolatile corrosioninhibitor VCI thatis built into itsshrinkwrap to fur-ther shield parts from the harmfuleffects of the elements. VCI film con-tains chemical formulations thatrelease an odorless, non-toxic vapor,causing corrosion inhibiting mole-cules to condense and form a protec-tive layer on all exposed surfaces. Forsmaller electrical and mechanicalmetal components, Dr. Shrink offersVCI capsules. The small VCICapsule protects an area up to onecubic ft while the large capsule pro-tects areas up to six cubic ft.

www.dr-shrink.com

56 MN June 2009

technology bits

This “technology bits” space is dedicat-ed monthly to delivering the latestnews and developments from leadingmarine equipment and systemproviders. To have your product or sys-tem considered for this editorial slot,contact: Raina Clark at rainaclark@ marinelink.com

MN#6 (48-57):MN#5 (48-57).qxd 6/4/2009 1:35 PM Page 56


by the numbers

Source: These three charts courtesy of Waterborne Commerce Statistics Center, New Orleans, La.

Offshore Rig Day RatesFloating Rigs Rig Type Rigs Working Total Rig Fleet Average Day RateDrillship < 4000' WD 9 rigs 10 rigs $253,371.43Drillship 4000'+ WD 30 rigs 34 rigs $391,229.33Semisub < 1500' WD 14 rigs 21 rigs $304,477.27Semisub 1500'+ WD 73 rigs 87 rigs $305,644.56Semisub 4000'+ WD 66 rigs 73 rigs $391,232.06

Jackup Rigs Rig Type Rigs Working Total Rig Fleet Average Day RateJackup IC < 250' WD 38 rigs 49 rigs $114,562.50Jackup IC 250' WD 44 rigs 63 rigs $133,536.19Jackup IC 300' WD 102 rigs 124 rigs $145,977.22Jackup IC 300'+ WD 92 rigs 118 rigs $183,970.00Jackup IS < 250' WD 6 rigs 7 rigs $79,000.00Jackup IS 250' WD 8 rigs 10 rigs $137,000.00Jackup IS 300' WD 3 rigs 5 rigs $74,500.00Jackup IS 300'+ WD 3 rigs 3 rigs $117,366.67Jackup MC < 200' WD 3 rigs 16 rigs $35,000.00Jackup MC 200'+ WD 15 rigs 29 rigs $80,450.00Jackup MS < 200' WD 2 rigs 2 rigs -- Jackup MS 200'+ WD 8 rigs 19 rigs $78,277.14

Other Offshore Rigs Rig Type Rigs Working Total Rig Fleet Average Day RateDrill Barge < 150' WD 21 rigs 38 rigs $30,000.00 Drill Barge 150'+ WD 8 rigs 10 rigs $77,000.00 Inland Barge 31 rigs 80 rigs $51,262.50Platform Rig 163 rigs 253 rigs $39,389.73Submersible 3 rigs 7 rigs $59,500.00Tender 21 rigs 28 rigs $108,714.29

Source: Rigzone

Offshore Rig Fleet by Region

Region % No.

Africa – West 78.7 (48/61)Asia – SouthEast 72.0% (59/82)Europe - North Sea 92.1% (70/76)Mediterranean 100.0% (22/22)MidEast - Persian Gulf 79.8% (71/89)N. America – Mexico 92.5% (37/40)N. America - US GOM 67.4% (58/86)S. America – Brazil 91.3% (42/46)

Source: Rigzone

Offshore Rig Utilization by Type

Type % No.

Drill Barge 90.0% (9/10) Drillship 90.2% (34/41) Jackup 78.5% (296/377) Semisub 87.3% (145/166) Submersible 100.0% (3/3) Tender 80.8% (21/26)

Source: Rigzone

MN#6 (48-57):MN#5 (48-57).qxd 6/4/2009 1:36 PM Page 57

58 MN June 2009

MaritimeJobs Powered by www.maritimejobs.com

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

Marine Technical Representative

Job Location: Virgin IslandsThe Marine Technical Representative (MTR)position requires a disciplined, self moti-vated, problem solving team member withexceptional verbal and written skills. Re-porting to the Manager of East Coast Op-erations, the MTR is responsible forattending tank vessels and monitoring op-erations at the HOVENSA refinery to insurecompliance with client requirements, in-cluding but not limited to; Pollution Preven-tion Practices, Safety Monitoring, ConditionSurveys, Vessel Performance Reviews, Pe-troleum Loss Control, Cargo Blending andExpediting. For each vessel attended the

MTR is required to generate a comprehen-sive technical report conforming to theclient’s specific requirements. Following apre-defined training period the MTR will alsobe responsible for communicating directlywith clients via telephone, e-mail and otherforms of electronic communication.Minimum Requirements for the Position: 1. Merchant Mariner’s License as Master orChief Officer (Unlimited Tonnage).2. Minimum three (3) years experience as li-censed officer on tank vessels.3. Minimum one (1) year experience as sen-ior officer on tank vessels.4. Valid Driver’s License.5. Computer / Software proficiency, in-cluding but not limited to Outlook, Word andExcel.Additional Qualifications:The following will be considered a plus forany candidate applying for the position –• Experience as a Marine Surveyor, LossControl Specialist or Cargo Claims Investi-gator.• Experience with product tankers and / ormarine terminal operations.

• ISM Auditor / Lead Auditor Certification.• SIRE / CDI Vetting Inspector Credentials.Candidates should e-mail a detailed resumeand cover letter which explains their inter-est in the advertised position and their ca-reer goals. Candidates meeting theminimum requirements will be contactedfor an interview. Only U.S. Citizens orGreen Card holders will be considered.Work Location: St. Croix, U.S. Virgin Is-lands. Infrequent, limited travel to the USGulf Coast and Foreign Ports may be re-quired.John O'ConnorInternational Marine Consultants6800 Jericho TurnpikeSuite 118ESyosset NY 11791-4401 USAEmail: [email protected]: http://www.IMCmarine.com

Pipe Estimator

Job Location: USA, TampaPipe EstimatorTampa Pipe & Welding is seeking a quali-

fied Piping Estimator with a strong back-ground in marine and industrial processpiping systems. Candidates must be ableto correctly interpret project specifications,drawings, generate material takeoffs andassess projects potential risks. The suc-cessful candidate will be responsible for es-timation and development of professionallygenerated project proposals for differenttypes of piping systems; carbon steel,stainless steel, aluminum, CUNI and others.Proficiency in MS Excel and Word, materialacquisition and negotiations experienceand skills required. Experience with andefficient production of shop drawings re-quired, AutoCAD is desirable. Must haveexceptional people and organizational skillsas well as strong analytical and communi-cations skills, both written and verbal.BSME a plus. Salary commensurate withexperience. Qualified candidates should e-mail their resumes: [email protected]. We are a DFW and EOE.

is recruiting

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.

Must possess a valid Master of Towing Vessels

near coastal or greater endorsement.

New York

Harbor experience preferred.

Chief engineers for Coastal and Inland tugboats.

Must possess a valid (Designated Duty

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Current and endorsement required;

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If you have the skills and experience for any of our

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at or fax your resumé to

VANE BROTHERSOver a Century of Maritime Excellence

Baltimore Norfolk Philadelphia

Visit our web site at www.senescomarine.com to apply on line,or fax your resume to Joe Matarese @ (401) 294-3654, or emailto [email protected].

We offer competitive pay/benefits, including medical, dental,life insurance, 401(K), flexible spending account, and more. Allemployment is contingent upon successfully passing a medicalevaluation, physical, and drug screening.

Marine Estimator/Sales15 years experience in Marine Estimating of mid-sized vessels(Tugs, Barges, ATB and OSV’s). Knowledgeable in estimatingentire vessel package including hull structure, piping and outfit-ting. Must have computer experience, be detail orientated theability to follow through on quotes and interact with potentialcustomers. Understand current market opportunities and con-ditions.

We currently have an opening for:

Is the premier Northeast shipbuilder of Tugs, Barges, and ATB’s.We are located on Narragansett Bay in Rhode Island.

New Classified MN June09:Layout 1 6/1/2009 1:54 PM Page 58

MaritimeJobs Powered by www.maritimejobs.com

Post Your Resume for Free • Energize Your Job Search @ MaritimeJobs.comJulio E. DonesTampa Pipe and Welding5212 E. Hartford StreetTampa FL 33619 USAPhone: 813-247-3311Email: [email protected]

Maritime Writers

Job Location: USA, New York, New YorkMaritime Writers/Reporters Wanted!Leading international b2b marine industry

publisher seeks freelance writers and re-porters globally to provide professionallywritten short news articles regarding themaritime business in your region for dailyonline website and blogs. Deep Sea Shipping – Shallow Draft – Work-boats – Offshore … The marine business isour business, and we need you to report onthe maritime industry leaders and topics inyour region. Great pay potential. Submit two recent clips and/or your quali-

fications, as well as your desired fee(weekly pay, based on 5 news shorts perweek) to: [email protected] TrauthweinMaritime ReporterEmail: [email protected]

www.marinelink.com Marine News 59

Vessels for Sale


Vessels for Sale

60 MN June 2009

Marine Marketplace

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

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64 MN June 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: [email protected]

ADVERTISER INDEX

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

5 AER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.aersupply.com (800) 767-7606

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

47 Aurand Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . www.aurand.net (513) 541-7200

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

47 BREAUX BAY CRAFT. . . . . . . . . . . . . . . . . . . . . . . . . . . Please call us at (337) 229-4246

C3 BRENT COON & ASSOC. . . . . . . . . . . . . . . . . www.1800asbestos.com (800) 272-3786

19 CALICO COATINGS . . . . . . . . . . . . . . . . . . . . . www.calicocaitings.com (704) 483-2202

27 CD-ADAPCO . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.cd-adopco.com please visit our website

37 CHROME CRANKSHAFT CO. LLC . . . . . www.chromecrankshaft.com (815) 725-9030

7 CITGO PETROLEUM. . . . . . . . . . . . . . . . . . www.clarionlubricants.com (832) 486-4375

15 DAMEN SHIPYARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . www.damen.nl 31 (0) 183-63-9267

41 DEFELSKO CORP.. . . . . . . . . . . . . . . . . . . . . . . . . . . www.defelsko.com (315) 393-4450

5,33 GLOBAL MARINE POWER . . . . . . . . . . . . www.globalmarinepower.com (713) 640-9300

43 GREAT AMERICAN INSURANCE . . . . . www.GreatAmericanInsurance.com (212) 510-0135

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

11,50 HAYATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.hayata.com (877) 785-8437

8,9 INMARSAT . . . . . . . . . . . . . . . . . . . . www.inmarsat.com/merchant150 please visit our website

23 JEPPESEN MARINE. . . . . . . . . . . . . . . . . . . . . . . . . . www.jeppesen.com (888) 272-6217

29 JMS NAVAL ARCHITECTS & SALVAGE ENGINEERS www.jmsnet.com (860) 536-0009

35 KING CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . www.kingcontrols.com (800) 982-9920

17 KOIKE ARONSON. . . . . . . . . . . . . . . . . . . . . . . . . . . . www.koike.com (800) 252-5232

21 KONRAD MARINE . . . . . . . . . . . . . . . . . . . . . . . www.konradmarine.com (800) 927-3545

39 LLEBROC INDUSTRIES . . . . . . . . . . . . . . . . . . . . . . . www.helm-chair.com (800) 284-5771

51 M&L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.mlengine.com (800) 960-0068

13 MARINE TECHNOLOGIES LLC. . . . . . . www.Marine-Technologies.com (985) 951-7771

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

25 McDonough Marine Service. . . . . . . . . . . www.McDonoughmarine.com (504) 780-8100

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

52 OceanTechExpo. . . . . . . . . . . . . . . . . . . . . . . . . www.oceantechexpo.com (561) 732-4368

29 PSI MARINE, INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.tideslide.com (800) 780-6094

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

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

25 SAFARILAND . . . . . . . . . . . . . . . . . . . . . . . . . . www.protecharmored.com (800) 733-3832

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

41 SCHUYLER RUBBER. . . . . . . . . . . . . . . . . . . . . www.schuylerrubber.com (800) 426-3917

40 SeaArk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.seaark.com (870) 367-9755

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

43 SEWARDS SHIP'S DRYDOCK, INC.. . . . . . . . . www.sewardships.com (907) 224-3198

45 SHEAVES, INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.esheaves.com (866) 344-6774

29 SKOOKUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.skookumco.com (800) 547-8211

53 SNAME. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.snameexpo.com (561) 732-4368

C2 STEWART & STEVENSON. . . . . . . . . . . . www.stewartandstevenson.com (713) 671-6220

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

3 TAMPA SHIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.tampaship.com (813) 248-7250

33 WQIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.wqis.com (212) 292-8700

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MARINE NEWS June 2009

Documents

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