Passenger Vessels & Ferries:: An Evolving Industry

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The Information Authority for the Workboat Offshore Inland Coastal Marine Markets
News
JANUARY 2015
www.marinelink.com
Passenger
Vessels & Ferries:
An evolving industry
Cold Weather Operations
In the Lower 48, USACE Attacks Ice
Inland Deck Equipment

Efficiency and Safety by Design
Training & Education
SUNYs Simulator Serves

Small Vessel Ops
MN JAN15 C2, C3, C4.indd 1
12/23/2014 3:44:30 PM
MN Jan15 Layout 1-17.indd 1
12/19/2014 4:40:59 PM
CONTENTS
MarineNews January 2015 Volume 26 Number 1
INSIGHTS
12
Johan Roos
Executive Director of European Union and
IMO Affairs, Interferry
COLUMNS
18
FINANCE:
A Commercial Marine Lender and
Lessors Lexicon
A primer for lenders and borrowers alike.
By Richard J. Paine, Sr.
24
BOATBUILDING:
Ferry Fixation
The effort to strengthen bottom lines, safety margins
and the collective environmental footprint.
By Joe Hudspeth
ARCTIC OPERATIONS
41
Features
32
Army research laboratory helps vessels deal with

ice in domestic waterways.
By Edward Lundquist
By Susan Buchanan
36
TRAINING & EDUCATION
44
Bridging the Competency Gap

SUNY Maritimes cutting edge tug & barge
simulator fills an enormous training hole in the
tri-state area.
By Joseph Keefe
Passenger Vessel Market

Compared to most world regions, U.S. ferries are safer.
But pressures mount as the regulatory burdens grows.
Cold and Calculating
Taming the Arctic, One Ferry at a Time

Ferries for Alaskas harsh conditions, built in Alaska by
Alaskans.
By Sarah McCoy
ON THE COVER
a
Marine
4HE)NFORMATION!UTHORITYFORTHE7ORKBOATs/FFSHOREs)NLANDs#OASTAL-ARINE-ARKETS
News
DECK MACHINERY
48
Securing the Inland Markets

with Innovative Standardization
Patterson Manufacturing introduces yet another
inland transportation product.
By Joseph Keefe
2 MN
The Staten Island Ferry is run

by the City of New York and its
vessels make more than 37,000
trips annually. Pictured on the
cover is the 277 LOA ferry
John F. Kennedy, which was
commissioned in 1965.
(Photo: Greg Trauthwein)
JANUARY 2015
WWWMARINELINKCOM
Passenger
Vessels & Ferries:
An evolving industry
Cold Weather Operations
In the Lower 48, USACE Attacks Ice
Inland Deck Equipment

(IFLHQF\DQG6DIHW\E\'HVLJQ

SUNYs Simulator Serves
Small Vessel Ops
January 2015
12/22/2014 2:27:46 PM
12/22/2014 2:23:06 PM
MarineNews
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Volume 26 Number 1
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By the Numbers
The world of domestic and global ferries
and passenger vessels, By-the-Numbers.
Web Editor
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Contributing Writers
Susan Buchanan Lawrence R. DeMarcay, III
Joe Hudspeth Randy ONeill
21
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OP/ED:
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22
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Market Outlook
Canadas Ferry Industry
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28
Safety: Ferry Safety

In the Developing World, a Moment of
Opportunity
By Roberta Weisbrod
Managing Director, Intl. Sales

Paul Barrett ieaco@aol.com
Tel: +44 1268 711560 Fax: +44 1268 711567
Uwe Riemeyer riemeyer@intermediapartners.de
Tel: +49 202 27169 0 Fax: +49 202 27169 20
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51
Vessels
52
People & Company News
57
Products
60
Classified Advertising
64
Advertisers Index
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January 2015
12/22/2014 2:28:31 PM
12/19/2014 4:41:35 PM
EDITORS NOTE
O
keefe@marinelink.com
ur annual Ferry and Passenger Vessel edition kicks off the New Year in high gear, even if
oil prices arent necessarily following suit. As vessel operators our ferry drivers included
celebrate lower bunker prices, another maritime subset frets over what might happen to
the offshore service market if the downturn in crude oil prices continues unabated for a significant
length of time. That said; if your market focus is ferries and/or passenger vessels, then you wont find
another more comprehensive or diverse look at this sector than that which is depicted in the pages
that follow. It turns out that the passenger vessel and ferry industry is a forward-thinking, innovative
and problem solving group of businesses.
From the Passenger Vessel Association to the World Ferry Safety Association and all the way to global ferry
advocates Interferry, weve got you covered. And, there is tremendous amount of activity ongoing in this
sector. For example, and despite some well-deserved criticism over the past year, most of which revolves
around international events as opposed to that which happens on this side of the pond, the domestic
ferry industry has shown itself to be resilient, safe and well operated. Thats not to say there isnt room for
improvement clearly, there is. Its also true that the U.S. ferry sector is one of the most highly regulated
of any maritime business. This edition naturally deals with those challenges, and much, much more.
January also brings us, appropriately enough, sharp focus into the world of cold weather and
Arctic operations. And, when we talk about cold weather issues, Alaska comes to mind first. There,
workboats face unique challenges as they go about their myriad mission sets. Ice navigation and related issues arent necessarily confined to the great snowy North, however. For that reason, the U.S.
Army Corps of Engineers (USACE) Cold Regions Research and Engineering Laboratory (CRREL)
in Hanover, New Hampshire focuses on phenomena such as icing on superstructures, brash ice and
propulsion systems, and controlling ice dams. And, while CRREL scientists are at home in the highest polar latitudes, its also true that a lot of its work takes place in the lower 48, where cold weather
can put a crimp on Great Lakes and inland waterborne commerce. That story begins on page 41.
Separately, and as the USACE plies their innovative research to improve the plight of brown
water mariners working in adverse weather conditions, private industry isnt sitting on its collective
hands, either. Cutting edge, safer deck equipment and machinery has been introduced to the inland
towboat and barge sector. The same firm Patterson Manufacturing that in a very short period
of time made the YoYo barge winch just another part of everyday riverboat lexicon has introduced
a potentially game-changing boat-to-barge coupling system. Everyone, whether they reside in the
ferry, offshore, inland or cold weather sectors, is looking for the same things: efficiency, economy,
safety and yes, profitability. And it all stems from the same place: innovation.
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January 2015
12/22/2014 2:29:26 PM
12/19/2014 4:42:40 PM
BY THE NUMBERS
Ferries: Numbers, Safety, and more.

The 2014 National Census of Ferry Operators is all but
done, with statistics due out in the first quarter of 2015.
On a biennial basis, the Research and Innovative Technology Administrations (RITAs) Bureau of Transportation Statistics (BTS) conducts a census of all ferry operators operating in the United States and its territories.
The latest effort will augment and supersede existing information regarding ferry systems including routes, vessels, passengers and vehicles carried, funding sources and
scores of other information. The numerous detailed data
elements are provided in a relational database allowing
access and analysis at various levels operator operator,
route segment, terminal, or vessel. The NCFO was first
conducted in 2000 by the Volpe Center, another office
within RITA. By legislative mandate (SAFETEA-LU),
BTS assumed the role in 2006 and has subsequently conducted the NCFO in 2006, 2008 and 2010. If you are
in the domestic U.S. ferry and passenger vessel game or
do business with any of the players, then the BTS RITA
numbers arguably should be your first, GO TO resource. Table 1 gives a nice snapshot of what the fleet last
looked like when BTS took its temperature.
The geographic scope of the database of existing ferry operations includes the United States and its territories, encompassing the 50 States, Puerto Rico, the U.S. Virgin Islands,
and the Commonwealth of the Northern Mariana Islands.
In addition to ferry operators providing domestic service
within the U.S. and its territories, operators providing services to or from at least one U.S. terminal are also included.
Ferry operations that were included within the scope of this
census are those providing itinerant, fixed route, common
carrier passenger and/or vehicle ferry service.
Its interesting to note that no particular region leads in
all categories, although the western United States seems to
be the most active users of ferries, followed in distant second place by the Northeastern region. Nearly two-thirds
of U.S. ferry operations are privately run, with about onethird publicly administered, and the rest are a combination of both. Federal funding is authorized by the Moving
Ahead for Progress in the 21st Century Act, or MAP- 21,
Public Law 112-141, under section 1121, which set aside
$67 million in 2014 for maintenance and improvement
of the nations ferries. Under the act, the Federal Highway
Administration uses ferry-operators census data from the
Bureau of Transportation Statistics to allocate funds.
But, ferry statistics arent just about routes and passenger
8 MN
numbers. Its about safety, too. And, North America is just

one of many, diverse and varied ferry markets around the
globe. Separately, Roberta Weisbrod, Executive Director
Worldwide Ferry Safety Association (WFSA) who also
has another article within these pages maintains very
well prepared statistics on her website (www.ferrysafety.
org). Indeed, the past 14 years of fatal ferry accidents are
keyed to causations. The WFSA advocates for ferry safety
internationally, and sponsors an international student
design competition for a safe affordable ferry. BY THE
NUMBERS, the WFSA database reports:
162 ferry accidents have occurred around the world
from January 2000 to December 2014.
17,098 people died in these accidents.
Accidents occurred in 40 countries around the world
4 countries Bangladesh, Indonesia, the Philippines,
and China account for more than 50% of accidents.
95% of accidents occurred in developing world countries.
Bangladesh is far and away the most dangerous place
to board a ferry.
Adverse weather is implicated in over 50% of accidents
Overloading is implicated in 34% of all cases.
Human error is implicated in 77% of accidents.
Human error is implicated in 87% of fatalities.
According to the parameters used in the WFSA analysis,
human error includes not only direct, deadly errors like
overcrowding, collisions between vessels, and improper
loading of rolling cargo, but also factors like a captains
misjudgment of safe weather conditions and vessel disrepair. Also included are cases where human error led
to increased fatalities in an otherwise unavoidable accident (for example, in one case, a SAR vessel didnt have
enough gas to reach an accident site in time) or where
error was likely but never proven (for instance, passengers
said the vessel was overcrowded but capacity information
or passenger manifests are not available to bear this out).
All of that said; safety issues although very, very good,
by comparison in North America are not limited to
developing, so-called third world countries. And, we have
our own share of issues. That said, the U.S. passenger
vessel industry is, by any benchmark, one of the nations
most highly regulated marine industries. Stay tuned for
the latest BTS ferry data, due out in 2015. Well compare growth, trends and benchmarks in a future edition.
Click: www.rita.dot.gov to find out more.
January 2015
12/22/2014 2:30:26 PM
12/19/2014 4:42:54 PM
BY THE NUMBERS
Table 1
Census
Region
Number of
Passengers
Number of
Vehicles
Operators
Terminals
Route
Segments
Mean Route
Dist.
Total Route
Dist.
Northeast
26,628,636
5,421,907
58
136
123
9.9
1,113
Midwest
11,385,756
4,455,728
37
73
72
13.0
794
South
26,273,595
9,777,894
79
134
121
6.0
662
West
35,986,494
15,271,437
44
123
131
41.4
4,887
Other
2,548,062
138,919
10
12
14
45.0
331
Total
102,822,543
37,094,351
461
18.6
7787
Source: Research and Innovative Technology Administrations (RITAs) Bureau of Transportation Statistics (BTS). Leading numbers
highlighted in RED.
2013 WFSA Ferry Design Contest Winner
10 MN
January 2015
12/22/2014 2:30:43 PM
12/23/2014 3:44:00 PM
INSIGHTS
tional Maritime Organization and observer status at the

European Community Shipowners Association. Listen in
this month as John Roos weighs in on all things Ferry.
The introduction of 0.1% sulphur in ECAs may be a
less dramatic short term development than expected
due to unexpectedly low oil prices. It still represents
a financial burden for ferry operators. Whats the long
term financial impact?
Johan Roos
Executive Director of European
Union and IMO Affairs,
Interferry
Johan Roos is Interferrys executive director of European

Union and IMO affairs based in Brussels, Belgium. He
took up the newly created regulatory affairs post in September 2011 after previously serving as director of sustainability with Swedens Stena Rederi AB. He holds a masters
degree in environmental sciences from the University of
Gothenburg. In 2000, he left classification society DNV
to join ferry operator Stena Line to develop internal environmental management systems and for many years, he
was in charge of sustainability issues for all of the Stena
groups shipping activities. In his current role, he works
closely with the International Chamber of Shipping and
the European Community Shipowners Association and
represents Interferry at the IMO. Interferry is an association representing the global ferry industry, with 230 members representing some 600 individuals from 35 countries.
The membership includes operators, shipbuilders, equipment manufacturers, classification societies, shipbrokers,
finance and legal professionals, consultants and IT specialists. Over the past decade Interferry has emerged as a
major force representing the industry on regulatory issues
notably through its consultative status at the Interna12 MN
In North America, there will be virtually no impact on

the ferry industry, short or long term, because low sulphur
fuel has been the norm for a long time. Elsewhere the
current relatively low oil price will lessen the immediate
impact of the 1 Jan 2015 transition, but ferry operators
are still facing the fact that fuel costs will increase by 50%
overnight, which has to be pushed on to clients or taken
from low, or even negative, margins. The first round will
be rising ferry prices, a fall in traffic and a reduction in capacity as the modal backshift kicks in. But then we might
expect some re-adjustment. Additional road congestion
may drive some traffic back to ferries or governments may
respond with policies such as road pricing to limit road
traffic and the resulting congestion.
In Europe there will be a process of adjustments as the
market tries to re-establish equilibrium. Its very difficult
to know where the balance will be in five or ten years - any
predictions will be impacted by outside factors like changing fuel prices or the emergence of new technologies.
Internationally whats the number one thing on the
plates of ferry operators? What are you doing about it?
Its hard to generalize within such a differentiated ferry

industry, but the number one thing with regard to international operations is poor profitability. There is little that Interferry can or even should do on that issue, besides engaging on transport system developments on a policy level.
Industry-wide, there is clear commonality on concerns
over the avalanche of regulations we have seen in the past
decade, which does not seem set to subside any time soon.
The International Chamber of Shipping has estimated
that environmental regulations alone could cost the global
maritime industry $500 billion over the coming ten years.
Ferries are particularly vulnerable to such dramatic costs
due to competition from non-maritime transport alternaJanuary 2015
12/22/2014 2:30:58 PM
12/19/2014 4:43:23 PM
INSIGHTS
tives. Interferry recognizes the need to improve shippings
environmental performance, but seeks a more nuanced
approach from regulators and governments such as the
stepwise, gradual improvements in the automotive industry over many decades. By comparison, recent maritime
regulations have tended to be aspirational and binary - aspirational in the sense that the requirements have not been
anchored in what is feasible but in what is theoretically
possible with new technology; and binary in the sense that
either there is a new rule to reduce something by 99%, or
no rule at all is imposed, as with ballast water. Another
example is the requirement to reduce NOx emissions from
20% to 80% in one go a step so dramatic that countries
shy away from designating NECAs. As engines today can
be designed for something like a 50% NOx reduction,
it would make more sense to abolish the NECA concept
and, instead, gradually require all new engines to perform
better. Interferry believes it would be possible to design
phase-in/phase-out schemes for new regulations making
allowances for ships near the end of their life cycle.
Just thirteen years after 9/11, the passenger vessel industry has to look inward to ask itself: Are we
secure? What more can be done? What has the global
community done?
The shipping industry invested a lot of money on security after 9/11. If piracy is excluded which in any case
is criminal activity there have been no serious terrorist
attacks on shipping. We are comfortable with the security
provisions put in place by the IMO very shortly after 9/11
and believe those rules have lifted the industrys security
awareness to an appropriate level. We also find that cooperation with Flag Administrations on security matters
works well in general. However, we look forward to any
future revision of the International Ship & Port Facility Security (ISPS) Code, as it was done in quite a hurry. There
are certain elements that could be made more effective and
adapted to local conditions.
Is ferry transportation growing globally? Is the international version of shortsea shipping more developed than in North America? How do you see its role
in the future?
We do not have any reliable figures on domestic transport volumes in non-OECD countries, but for international OECD markets we do not see any significant changes the tendency in North America and Europe is a slow
decline since the turn of the century, exacerbated by the
financial crisis.
14 MN
Short sea shipping is well developed in Europe, particularly in the north, and there is a common political ambition to increase the market share of short sea shipping although preciously few functional policy instruments ever
materialize. Since ferry services exist due to bodies of water
separating local markets, the situation in North America
is quite different to that in Europe or the Far East. The
areas most conducive to short sea shipping in the US and
Canada are the Pacific Northwest, the Great Lakes and the
Gulf of St Lawrence.
Have North American ferry operators been impacted
by the Korean ferry incident? How about international
operators? If so, how?
The Korean ferry incident was soon recognized to be the

outcome of malpractice rather than any structural flaws in
the regulatory frameworks. We have not seen any strong
impact for operators outside Korea, where the repercussions are still highly visible and prompting a very bad market downturn. One direct consequence of the tragedy is
that it prompted the IMO Secretary General to actively
seek ways of improving passenger ship safety on domestic
operations, which is beyond the IMOs normal influence.
Interferry is closely engaged with the IMO in this initiative, although we recognize that finance to take proper action is limited in some countries and that ultimately each
sovereign state has to develop and enforce rules of its own.
Domestic and international ferry safety has been
questioned in the wake of the Sewol ferry disaster in
South Korea earlier this year. In a nutshell how is
Interferry addressing safety in that context?
There is no basis in the Sewol disaster to criticize international ferry safety. What is most concerning to Interferry is that the accident occurred in an advanced nation like
South Korea and has many similarities to ferry accidents in
developing countries. Our partner organization the Worldwide Ferry Safety Association has compiled a record of all
ferry accidents in the public domain since 2000. During
this period, some 15,000 people have lost their lives or are
missing due to ferry accidents, with 93% of these casualties occurring on domestic operations. No casualties have
been recorded for international services between OECD
countries. After the major ferry casualties of the 80s and
90s Herald of Free Enterprise, Jan Heweliusz, Scandinavian Star, Estonia very effective measures have been
enforced through the IMO Conventions and European
legislation. The international industrys track record underlines Interferrys confidence in these regulations.
January 2015
12/22/2014 2:31:09 PM
www.marinelink.com
MN 15
12/19/2014 4:43:34 PM
INSIGHTS
Have the IMO and U.S. Coast Guard taken into account the cumulative burden of regulatory mandates?
What is the regulatory hammers real impact operationally and financially?
Regulators dont take the cumulative burden into account. Although many countries have prerequisites to undertake cost benefit analysis for national laws, this mentality does not seem to follow suit when they negotiate at the
IMO. It doesnt help that, very often, environment ministry officials represent their country at the IMO on issues
that obviously should be dealt with by the transport and
trade ministries.
The passenger vessel industry represents half of the
U.S. inspected fleet, and a large percentage of the
international fleet. How safe is the industry and what
is Interferry doing to ensure safety?
Actually, passenger vessels do not represent a large percentage of the worlds merchant fleet. The US anomaly
results from the market distortions of the Jones Act. Interferry is mainly engaged at international level, helping
to develop functional requirements that ensure safe operations without imposing unnecessary costs on operators.
Those international rules should then, ideally, form the
basis for domestic rules in individual countries, ensuring
safe ferry transportation in all markets but there is no
such requirement, which unfortunately is evident in certain parts of the world.
Ten years after the Ballast Water Management Convention was adopted by the IMO, it has still not entered
into force. When it does and for ferry operations, it
has become increasingly clear that the original intention of the Convention to prevent spread of invasive
species between areas far apart has not factored in
properly the situation for ships continuously operating in the same geographic area. What is Interferry
doing to address this?
Interferry was not present at the time, but it seems

something was lost during the final deliberations of the
Convention back in 2003-2004. Coastal states were given the obvious right to assess whether any measures were
needed for domestic operation in their territorial waters
we expect very few, if any, of these states to actually impose such measures. However, the right was not given for
neighboring states to agree how to act for ships crossing
their common national border, even if the relevant body
of water is only 100 meters long. In effect, this would require fitting equipment to the tune of half a million dollars per ship in order to kill organisms in the same water.
Supported by Denmark, Croatia and Singapore, Interferry
16 MN
has requested the IMO to modify the legal requirements to

allow coastal states to agree as they see fit. We now hope
to see a clear indication from the upcoming IMO PPR2
meeting in January that the purpose of the Convention is
to prevent the inter-continental spread of organisms, and
nothing more.
The IMO Marine Environment Protection Committee
(MEPC) could exempt certain ferry operators from
fitting equipment required by the impending Ballast
Water Management Convention to reduce the spread
of invasive species. Would it apply to U.S. markets?
The IMO Marine Environment Protection Committee

included provision for exemptions in the 2004 BWMC,
but it is up to the Coastal States concerned to exempt
certain ferry operators. The challenge, which makes these
provisions almost unworkable, is that even in obvious cases
the operators must undertake extensive biological risk assessments, sampling for species in their ports of call and
putting together a comprehensive scientific file proving
that all species concerned are present in all the ports. Apart
from the risk that such a biological survey can easily be
misguiding if the sampling is not done in all the right places, there is also a high financial cost for the operator. There
are no prior guarantees, or even indications, on whether or
not the assessment will support a positive decision. Furthermore, an existing exemption could be swiftly revoked
if a species not spotted during the survey pops up at a later
stage. The commercial uncertainties are just too great. For
ferries operating in a limited body of water, crossing a national border thus means that the burden of proof goes
from the coastal states which with their local knowledge
would not apply the BWMC on domestic ships to a precautionary principle nightmare requiring on board treatment even in a low risk scenario.
Interferry represents a global group of ferry stakeholders whereas its North American Counterpart, PVA,
has a more domestic audience. Where are the goals of
the organizations similar and where do they diverge?
We dont think the goals diverge its simply a matter

that PVA engages domestically and Interferry internationally. The same set-up is common in many countries, where
a national association deals with national situations. PVA is
very well positioned to support domestic US operators in
ways that Interferry could never do. Likewise, we are well
positioned to help develop rules at the IMO, which eventually percolates in parts to domestic US requirements. We
consider these two different roles to be highly complementary. Most of our US members are also PVA members.
January 2015
12/22/2014 2:31:21 PM
Interferry welcomed a decision at

the IMO Maritime Safety Committee meeting (MSC94) setting out
rules for the location of fuel tanks
on LNG-powered ships. What has
IMO decided actually and why is
it important, especially for North
American operators considering
the LNG option?
LNG has long been promoted as the

fuel for the future, not least due to the
pending low sulphur requirements.
Some Interferry members have successfully built LNG-powered ferries,
but many others have waited to see
how the cost structures would develop and what the rules would be. The
recently agreed IGF Code emerged
after discussions at the last few IMO
sessions on a proposal on the permissible length and location of onboard
LNG fuel tanks. This proposal was so
restrictive that the vast majority of ferries already built would not have met
the proposed requirements if they had
been in place at the time. Interferry
obviously advocates high safety for
all issues, including LNG tanks, but
given the limited experience gained
to date in the passenger ship market,
we believe that traditional prescriptive
rules based on the successful approach
for LNG tankers going back decades
are preferable to the more sophisticated probabilistic requirements,
which rely on calculations from questionable statistics. In short, the IGF
Code will permit LNG-powered passenger ships to be built to the same
high safety standard as other ships
carrying LNG on-board. This minimizes the risk of LNG tanks being impacted by collision or grounding, but
without imposing size limitations that
would require excessively frequent
refuelling which effectively would
have ruined an already weak returnon-investment calculation.
www.marinelink.com
12/22/2014 10:37:55 AM
COLUMN
FINANCE
A Commercial Marine Lender and Lessors Lexicon

A primer for lenders and borrowers alike.
Richard J. Paine, Sr., National Marine Sales Manager at Signature Financial LLC
We are often not aware of what we

do not know. Nowhere is that adage
more appropriate than in the world
of marine finance, especially for the
smaller workboat operator. Lost amidst
the sometimes confusing language and
mumbo-jumbo that lenders and lessors use in describing their sometimes
arcane products, it is a fact that, often, the devil is in the
details. Therefore, it never hurts to review what we think
we might already know.
With the so-called subchapter M towboat rules still lurking perhaps just around the corner, and the continuing requirement for inland and offshore repower work to comply
with coming EPA tier and localized ECA regulations, there
will no doubt be plenty of reasons for a myriad of inland,
offshore and coastal marine operators to be looking for short
or long-term financing. The primer that follows includes a
few definitions of some common terminology and should go
a long way in helping to understand some of those details.
A PRIMER FOR BORROWERS
Abstract of Title: a brief history of the titles, legal actions, liens or other claims against a vessel. An abstract of
title is secured prior to the disbursement of proceeds of a
loan or other financial transactions involving the vessel.
Acceleration Clause: Or Acceleration Covenant is usually included in a typical loan agreement wherein the lender may require repayment of part or all of an existing loan
before maturity. Such a clause may be triggered by failure
to pay, material adverse change or other negative change(s)
in the obligor.
Amortization: The amount of time required to pay off
a debt in regular installments. It is also an accounting
method of spreading out capital expenses over a period of
time for tax and accounting purposes. Amortization, usually over the assets useful life roughly matches the assets
expense with its revenue. It is similar to depreciation.
Balance Sheet: One of three financial statements normally part of a complete financial package. The balance
sheet provides a window in time reporting of a companys assets, liabilities and shareholders equity. It provides a
look at what the company owns and owes and the amount
invested by shareholders. The balance sheet balances: Assets = Liabilities + Shareholders Equity.
18 MN
Balloon Payment: a final, unequal payment on a loan

consisting of all unpaid principal, interest and other charges due at the time of payment. Balloon Payments are found
in instruments which have a longer amortization period
than the term or the loan.
Capital: Generally refers to the financial resources available for use by the company and is comprised of cash, other financial assets, and the hard assets owned by a business
used in production.
Deferred Interest: Interest that is added to the principal balance of a loan when the terms of the loan allow for a scheduled payment lower than the amount of interest that is due.
Similarly, Capitalized Interest allows for the interest on a
loan (such as a construction loan) to accrue during the construction period when the vessel is not producing revenue.
Depreciation: Allocates the cost of an asset over its useful life for tax and accounting purposes. Effectively depreciation uses up the asset during a period dictated by the
class of the asset. Different types of commercial vessels,
or those used in different industries may have useful lives
from five to twenty years. When a vessel changes hands
and considered new to the buyer, the depreciation clock
begins anew. For the seller, gain from the sale of the depreciated asset must be reported as income when the tax
basis of the asset exceeds the sale price. This is known as
Depreciation Recapture.
EBITDA: Earnings before interest expense, taxes, depreciation and amortization. This and variations such as EBIT,
EBITD, EBT and EBITDAR (plus Rent) are methods of
measuring the earnings of a company that adds back I, T, D
and A to the net income number. When divided by the companys total revenue it is a measurement of profitability. The
higher the resulting number, the less operating expenses detract from revenue which leads to a more profitable operation.
Forbearance: Instead of forcing an obligor into foreclosure,
a lender may negotiate a temporary postponement of mortgage payments. A temporary measure, forbearance provides
the obligor time to repay delinquent amounts due the lender.
General Ledger: a complete record of a companys financial transactions that holds information necessary to
prepare financial statements. Account records include assets, liabilities, owners equity, revenues and expenses. Each
transaction is posted as both a debit and a credit as a debit
in one account and as a credit in another. Both credits and
debits should equal each other.
January 2015
12/22/2014 2:36:00 PM
12/22/2014 2:36:19 PM
COLUMN
FINANCE
Interest Rate Swap: An agreement

between two parties to exchange a
stream of future interest payments for
another based on a specified principal. Often fixed rate payments are exchanged for a floating payment linked
to an interest rate such as the LIBOR.
This is done to manage fluctuating
interest rates or secure a somewhat
lower interest rate.
Leverage: A measurement of the use
of various financial instruments, debt,
lease commitments and other obligations used to provide capital, finance
acquisitions or other assets or contractual obligations to rent equipment
over a specified length of time. The
higher the companys leverage, the
greater the divergence between debt
and equity. In this case, less is more.
LIBOR: The London Interbank
Offered Rate is the rate that some of
the worlds leading banks charge each
other for short term loans. It is used

to calculate interest rates on loans
worldwide. There are thirty-five different LIBOR rates each day including overnight, one week, 1, 2, 3, 6 and
12 months in five different currencies.
The one most often quoted is the 90day U.S. dollar LIBOR.
Maturity: The finite time period a
financial instrument will exist. In a
loan, when principal and interest are
completely repaid to the lender, the
loan has reached its maturity and no
longer exists. Maturity and the term
of the loan are interrelated. In a 60
month term loan, maturity is reached
at the end of month 60.
ROI, ROE, ROA: Return on Investment, Return on Equity, Return
on Assets. ROI: the return on the investments is divided by the cost of the
investment (gain , minus cost, divided
by cost = ROI); ROE: Net income as
a percentage of shareholders equity

reveals how much profit is generated
from the money invested (net income
divided by shareholders equity equals
ROE); ROA: Total debt to total assets
reveals how successfully the company
is using assets to generate earnings
(net income divided by total assets
equals ROA).
Yield: Simply stated, the income
generated by an investment.
There are many, many more definitions of equal importance. MarineNews readers can stay tuned to this
space for future advice and wisdom.
In the meantime, the U.S. Governments latest Unified Agenda (published on November 21, 2014) now
indicates publication of Sub M is
planned for August 2015. Many industry stakeholders would characterize that timeline as overly optimistic,
especially in light of recent comments
by the Coasts Guards own Chief
Executive. That said, it is never too
early to prepare for that next financial
transaction. Before that happens, you
need to speak the lexicon.
Richard J. Paine, Sr. is the National

Marine Sales Manager at Signature
Financial LLC. He can be reached
at rpaine@signatureny.com.
20 MN
January 2015
12/22/2014 11:20:58 AM
COLUMN
OP/ED
Knowing the Rules of the Road

Mitigating Risk of Dangerous Interactions with Recreational Rental Vessels
By Michael Borgstrom
I am increasingly concerned about

the interaction between commercial
vessels and recreational craft on the
Chicago River. Even more frequently
my operation is encountering people in
short-term rental craft such as stand-up
paddleboards, kayaks, canoes and small
electric boats who know little or nothing about the USCG Navigation Rules and who are not
aware of the risks of operating on a narrow channel close
to large commercial vessels.
This year alone my crew has rescued seven persons in
distress, and towed or provided assistance to six other recreational vessels that mitigated dangerous encounters that
could have resulted in injury or death. As professional
mariners, my team is always ready to assist, but these dangerous encounters are becoming more common on the
nations most congested waterways, and Ive heard from
fellow passenger vessel operators in other areas that this is
an issue of concern in just about every port and waterway
in the country.
It is a fact that everyone has a right to use the waterways,
however with that right there is an enormous responsibility to use it safely. Unfortunately, our licensed professional
mariners assume most, if not all, of the burden of responsibility. In fact, the increase in irresponsible recreational
use of the waterways, especially by rental operations, has
resulted in greater stress and fatigue for our captains and
crew of commercial passenger and towing vessels.
I have great concern about the safety standards of the
public vessel rental operations. This situation is analogous
to renting a car to a person who has never driven before,
with little or no training and sending them out onto a
crowded interstate. Such rental operations are, to my
knowledge not inspected, licensed or regulated to promote
responsible navigation practices. All you need is a credit
card and you are on your way. I have found that those
who rent recreational vessels receive woefully inadequate
instruction in safe vessel operation or Navigation Rules.
This results, more often than not, in reckless and dangerous operation on the waterways. In addition, alcohol
consumption is not discouraged and, in some cases, BYOB
is actually encouraged by some rental operations. I have
www.marinelink.com
to question whether these boat rental operations are appropriate for certain commercial waterways. The risk of a
marine incident continues to rise with the proliferation of
irresponsible recreational use of our waterways.
In Chicago we have been working to find solutions to
this problem. I have personally met with several kayak
rental operators to increase awareness and educate each
other on navigation and training practices. For example,
the U.S. Coast Guard sponsored a Port and Waterway
Safety Assessment in 2012 identifying high traffic areas on
the Chicago River. And, we formed the Chicago Harbor
Safety Committee in 2013 bringing together all key stakeholders and with the mission to develop strategies for safe
boating education and awareness.
To elevate this issue to the national level Ive worked
closely with the Passenger Vessel Association (PVA) to
provide industry leadership. PVA and I have briefed the
National Transportation Safety Board and Coast Guard
leadership on the real world challenges of operating in this
environment. Beyond this, PVA recently spoke with members of the National Boating Safety Advisory Council voicing concern and commenting on national boating safety
awareness projects.
I call upon all stakeholders to become a part of a proactive national dialogue to identify and analyze this growing problem of unsafe and irresponsible recreational and
rental users by engaging all stakeholders to develop solutions that facilitate marine transportation and commerce
while enhancing and improving marine safety for all users
of Americas waterways. We must encourage our government leaders and all stakeholders to get involved finding a
solution to this growing problem.
Michael Borgstrom is the President of Chicago-based

Wendella Sightseeing Boats. He is the third-generation
owner of Chicagos oldest tour boat company which has
been in operation since 1935. A U.S. Coast Guard licensed
mariner holding a 100 ton certificate (since 1981), he has
served in the industry for 37 years. Mr. Borgstrom is a Past
President of the Passenger Vessel Association (2008) and the
current President of the Chicago Harbor Safety Committee.
MN 21
12/22/2014 2:36:45 PM
COLUMN
MARKET OUTLOOK
Setting a Course for Success: Canadas Ferry Industry

By Serge Buy
Our countrys past and its future are

fundamentally linked to the transportation of people, vehicles and goods
over our lakes, rivers and sea. Ferries
have always been an integral part of
Canadas transportation infrastructure.
Today, the geo-political relevance, the
economic impact and the environment
footprint of ferries continue to show that the sector is a
crucial part of Canadas infrastructure.
Nationally, nearly 50 million people and more than 18
million vehicles travel on Canadas ferries each year. When
compared to the air and rail travel industry which transport 50 million and 75 million passengers respectively, according to their recent data ferries are very clearly an
important part of the transportation scene in Canada. Every day, ferries bring tens of thousands of people to work,
tourists to their destinations and goods to isolated markets.
Indeed, there are places in Canada where ships are the only
link to the mainland and all goods need to be moved by
ferries, including daily necessities like food and fuel.
Ferry operators provide constitutionally mandated services, the only access to some communities, linkages between parts of major urban centres (such as in Vancouver,
Halifax), access to some airports (Toronto and Prince Rupert), and crossing of various waterways. Whether you are
traveling across the Georgia Strait to Vancouver Island, voyaging across the Bay of Fundy from Digby to Saint John or
commuting to work from Lvis to Qubec City, Canadian
ferry operators are responsible for getting you there.
Growth in Canadas ferry industry doesnt just stop at
ridership. Ferry operators are poised, in the next five years,
to make significant investments and upgrades to their
fleets. Some are purchasing new vessels while others are
retrofitting and upgrading older vessels. Thats on top of
directly and indirectly providing meaningful employment
to more than 20,000 Canadians.
While investments in capital and human resources are a
measure of the importance of the sector, what is more difficult to measure is the economic impact of ferries on communities, businesses and residents. Without ferries, some
communities would be unable to get crucial goods such as
food and fuel while others would need to have these goods
transported by trucks with detours of hundreds of kilometres in some situations.
Our ferries are always working toward a greener tomorrow and looking for ways to minimize their carbon footprint. Now, more than ever, we are seeing innovative tech-
courtesy of CFOA
A Canadian Ferry underway in light ice conditions.
22 MN
January 2015
12/22/2014 2:38:52 PM
nearly 50 million people and more than 18 million vehicles travel on

Canadas ferries each year. When compared to the air and rail travel industry
which transport 50 million and 75 million passengers respectively,
according to their recent data ferries are very clearly an important part of
the transportation scene in Canada.
nologies such as LNG-fuelled vessels being developed
to help ferry operators achieve this goal. These new investments will reduce fuel costs and help keep the price of fares
low while reducing carbon emissions by up to 25%.
LNG has been heralded by major players in the industry
including BC Ferries CEO and President, Mike Corrigan, who recently said it would be a game-changer for
the countrys largest service provider. After labor, our biggest operating cost is diesel fuel, Corrigan explained in late
2014, adding, We believe LNG is the fuel of the future.
Canadian operators have ordered 8 new LNG ferries
and are taking steps to convert 2 existing ship to LNG.
This includes:
STQ, which has ordered two 92-meter LNG ferries
from Davie Shipyards in Qubec and a 133-metre
LNG ferry;
BC Ferries, which has ordered three 105-meter LNG
ferries and which is converting two existing ferries to
LNG; and
Seaspan, which has two 148-meter LNG ferries on order.
Canadas ferry industry is well-positioned to become a
world leader in using LNG technology in their vessels. Al-
www.marinelink.com
ready, tucked away in le Verte, Qubec is North Americas

first hybrid ferry. Operated by Socit des Traversiers du
Qubec (STQ), the MV Peter Fraser moves approximately
20,000 passengers and 5,000 vehicles a year. This vessel
is a prime example of how ferry operators in Canada are
leading the way in maritime environmental stewardship.
Annually, ferry operators in Canada gather to discuss issues related to our industry and share best practices. The
theme of our upcoming conference, Cutting Edge: New
Technologies in the Ferry Sector, could not me more timely.
We encourage you to attend and showcase your products
and services to ferry operators in Canada. To register, or for
more information, please visit: www.cfoa.ca/conference.
Serge Buy is the CEO of the Canadian

Ferry Operators Association (CFOA).
The CFOA represents all the major
ferry operators in Canada (responsible for more than
95% of ferry traffic). Our members adhere to the highest
professional and operational standards and promote the
safe delivery of ferry services.
MN 23
12/22/2014 2:37:59 PM
COLUMN
BOATBUILDING
Ferry Fixation
The good, the bad and the ugly: it all adds up to the global effort to strengthen
bottom lines, safety margins and the collective environmental footprint.
By Joe Hudspeth
The future for ferries seems to be on

fire; both in good ways and bad. The
good is always a good place to start.
And, thats because it is ferry fabrication
time. The most notable ferry routes in
America are jumping into the construction queue for new vessels and soon the
next generation of ferry vessels will be
hitting the piers (not literally of course). From the Northwest to the Northeast, construction plans are not calling
for more of the same, rather new classes of ferries are under design and in production. The Steamship Authority
(Woods Hole), Washington State Ferries, and Alaska Marine Highways are all expecting new car ferries. The San
Francisco Bay Ferry (WETA), Massachusetts Bay Transportation Authority (Boston), King County Ferry District
(Seattle), Hampton Roads Transit (Norfolk), and Staten
Island Ferries will soon be receiving new passenger ferries
on their routes. This is truly big news, as ferry construction
has been furloughed for far too long.
FERRY FURY
The fury of ferry fabrication also happens to come at a
time when ferry design and ferry safety is under fire. Punching just about anything ferry related into an internet search
browser of your choice will quickly yield reminders of the
tragic Sewol ferry disaster that claimed over 300 lives. As
this column goes to print, the news of at least 129 bodies
being recovered from a capsized ferry in the Congo is also
just being revealed. Sadly, ferry tragedies of this kind are
not rare occurrences and poor ferry design, maintenance,
and operation often makes the difference between death
and life. The Worldwide Ferry Safety Association (WFSA)
has initiated a grassroots effort to introduce safe and affordable ferry designs for problematic routes around the
world. Each year, naval architecture students from universities spanning the globe, participate in WFSAs ferry design competition in which a comprehensive vessel design
and feasibility study is submitted based upon the featured
route. A student team from Memorial University in Newfoundland won the 2014 competition with a new design
King County Ferry District is set to take delivery of the very first ferry of 2015, the Sally Fox, as part of
their water taxi service in Seattle, Washington.
24 MN
January 2015
12/22/2014 2:40:17 PM
that can make a difference for the Lae-Kavieng route in

Papua New Guinea.
FERRY FOUNDERING
The foundering of ferries is not just a foreign matter.
Early last year, the National Transportation Safety Board
(NTSB) released their most wanted list of transportation
improvements and new to the list released last January, was
the advancement of passenger vessel safety. NTSB states
that accident investigations involving passenger vessels
revealed in numerous cases that the cause of an accident
was not the failure of the vessel, but the lack of good safety
practices that led to the loss of life and injuries. Boat builders will attest that the design review and inspection services
provided by the U.S. Coast Guard are extremely thorough
and todays vessels are the most seaworthy. On the surface,
it appears as though the Coast guard may be expending
more efforts on vessel inspection than crew member competency, which time and time again has been the root of the
few, but significant ferry incidents in the U.S.
While inherently safe, new ferry designs are not always
an immediate success. And, problems do not always confine themselves to developing, underfunded nations and
operators. For example, the nations largest ferry system,
Washington State Ferries, recently introduced two new
classes for various routes within Puget Sound that have
experienced more than a few operational issues. Most of
those challenges have subsequently been addressed and
corrected. But, that situation underscores the need for all
stakeholders builders, designers and, yes, the operators
themselves to more closely coordinate on all aspects of
a vessels ultimate mission set from the very outset. All of
that said; it is also unfortunate that few praises are sung
for the safe and on-time performance that makes up the
overwhelming majority of WSFs sailings.
FERRY FIRSTS
Perhaps WSF will achieve favorable recognition if they
can implement a revolutionary LNG fueled propulsion
system re-power project which they have been trying to fire
up for the past four years. The project will remain permanently anchored until an amicable design solution can be
reached with the Coast Guard, however. Along with WSF,
other ferry operators will establish new firsts with current
projects. King County Ferry District is about to receive a
new 250 passenger ferry for Seattle, which will be one of
the first U.S. Coast Guard inspected subchapter K passenger vessels built under the latest revision to the strucwww.marinelink.com
12/22/2014 10:38:43 AM
COLUMN
BOATBUILDING
tural fire protection guidelines.

San Francisco Bay Ferry is also
pushing industry to reach EPA
Tier IV emissions standards in
their current construction solicitation for two new 400 passenger ferries which is quite
the challenge, especially given
that the technology is still under development for the relevant horsepower range of this
particular application.
Most successful operators primarily

focus on serving the commuter first,
ensuring adequate level of service and
amenities to get the commuters to and
from their employment centers across
the water. Time savings has been found
to be the most important factor for most
commuters, of course followed by fare
price and amenities offered,
Mike Anderson, Director of Marine
Transit at KPFF Consulting Engineers.
FREQUENT FERRIERS
In rare instances, a ferry can
be a magical conveyance to a
new land otherwise unobtainable. The masses, however, are
typically enslaved to ferry ridership as the only viable option
to transit to various workplaces and chambers of commerce.
There is no novelty for those who dwell on board as a notorious ferry commuter. Commuter culture is something
to behold and identifying such frequent voyagers is an easy
task. If you happen to counter their culture, they will let you
know in one way or another most commonly with rolled
eyes, or in extreme situations, a horn may be honked. Those
who embrace mass transit commuting take ownership of
their vessel, favorite seat, and have a firm routine. Any disruption to the normalcy of their commute is bound to ruin
an entire day. Kowtowing to the

needs of the commuters goes
far beyond high speed internet,
convenient power ports, and
serving Seattle-style coffee.
Designing a ferry for the
rider certainly has value, but
operators can also exercise liberties or choose ignorance to a
certain extent without risk of
losing their captive ridership.
While the needs of frequent
ferriers do hold some weight,
they will be forced to take a
back seat when the route is
under public subsidy, as is the
usual case. Mike Anderson, who
once led Washington State Ferries, is now Director of Marine Transit at KPFF Consulting Engineers in Seattle. Anderson and his team specialize
in a full range of consulting services for the ferry and water
taxi industry, including guidance on getting in good with
the customers. Most successful operators primarily focus on
serving the commuter first, ensuring adequate level of service and amenities to get the commuters to and from their
employment centers across the water. Time savings has been
found to be the most important factor for most commuters,
of course followed by fare price and amenities offered, states
Anderson. Safety and the environment are not the commut-
King County Water Taxi
26 MN
January 2015
12/22/2014 2:40:48 PM
ers primary concern, but if those boxes also get ticked on

their list, this often leaves little room for anyone to complain.
FERRY FUNDAMENTALS
Ferries will remain where bridges dont make sense and
shortening the distance between points A and B is a priority. We have to have ferries, must maintain them, and like it
or not, they must be kept funded. Some grumble as to why
the land lubber masses must support infrastructure used
only by a few, but as the system becomes better, use will
increase, and less congestion on the roads will ultimately
benefit all intermodal stakeholders. The key to running a
successful ferry will remain hard to turn, but collectively
progress is being made and the next generation of ferries
looks promising. For the latest insights on what is happening within the ferry industry, the Passenger Vessel Association is hosting their annual convention, Maritrends, year
in Long Beach, CA January 31 to February 3.
Joe Hudspeth is Vice President of Business
Development at All American Marine,
Inc., a manufacturer of high speed passenger ferries, excursion vessels, and work boats,
in Bellingham, WA. Hudspeth has been involved with
maritime sales, marketing and product development since
2000. He currently serves as a regional co-chairman for
the Passenger Vessel Association and participates on several
committees concerned with marine industry issues.
Reach him at jhudspeth@allamericanmarine.com
www.marinelink.com
12/22/2014 11:20:04 AM
SAFETY
Ferry Safety
in the Developing World
A Moment of Opportunity
By Roberta Weisbrod
convergence of forces makes for market opportunities for new safe ferry systems in the developing
world. Need, policy, and funding are poised to
provide a moment of opportunity.
The expanding global economy has resulted in economic
and population growth in developing world cities, resulting
in horrendous road congestion. In response, governments
and businesses have begun planning for intra-urban ferries
wherever possible. Ferries in the developing world have a
deserved reputation for being unsafe. A recent in-depth
study commissioned by the Worldwide Ferry Safety Association found that that since the year 2000, there have been
over 160 accidents causing 17,000 fatalities; the vast majority95%of these accidents occurred in developing
nations. That said; the resources exist to do ferries right.
WFSA: engaging global ferry stakeholders

The Worldwide Ferry Safety Association (WFSA) has been
engaged in this arena throughout the past decade. WFSA is
a not-for-profit spinoff of the joint ferry safety project between the International Maritime Organization (IMO) and
Interferry, the international ferry association. The WFSA
tracks ferry fatalities and their causes, commissions research,
is developing an e-training program, advocates for ferry
safety internationally, and sponsors an international student
design competition for a safe affordable ferry.
To develop the design competition, WFSA works with
key officials in a chosen country to prepare the specifications for the ferrys route, route characteristics, such as
controlling depth, number of passengers, stops, projected
journey time, and cargo if any. Student teams that register
Images above: (left) Ferry Design Winner in the 2013 Contest and the 2014 Winner (right).
28 MN
January 2015
12/22/2014 2:41:05 PM
SAFETY
with WFSA are given terms of reference regarding the level
of detail needed. Students have been solicited from maritime institutions all over the world, and the competition
has attracted teams from schools in China, Turkey, India,
Greece, Germany, France, Belgium, Australia, and the
United Kingdom, not to mention the U.S. and Canada.
Each year, as many as thirteen student teams initially register, but only six or seven teams stay the course and actually
have completed designs.
The Competition
An international team of five professionally prominent
judges, based in the United States, Scotland, Bangladesh,
and Papua New Guinea, select the winning designs. Interestingly, many student teams took it on themselves to
address the problem of overcrowding by designing their
vessels to be safe even if substantially overcrowded. There
were many variations presented in terms of hull shape, sitespecific safety features, and fuel type employed. Some of
the most creative vessels were unfortunately not appropriate to the situation, but could work elsewhere. For example, the Webb Institute teams vessel could be expanded to
handle variable numbers of passengers with an insert like
the leaves of a table.
In 2014, the competition was specified for an oceangoing ferry with a carrying capacity 200 passengers and ro-ro
cargo between Lae on the main island of Papua New Guinea to Kavieng on an outer island via two stops over a transit
distance of 700 NM. This vessel was a surrogate for a host
of other needed inter-island ferries for the South Pacific.
After deliberations, the judges concluded that the student team from Newfoundlands Memorial University won
the competition for their design of a double-hulled vessel
using such affordable features as mild (low carbon, readily
wieldable) steel, standard components, and a chined hull
(method of attaching the bottom to the sides), all of which
allow for simplified construction. The design calls for diesel electric propulsion, which, while somewhat more expensive to acquire, is expected to be cost-effective in terms
of fuel consumption and maintenance savings. The Newfoundland team, which received the top prize of $5,000,
was led by Edward Moakler, with teammates Logan Miller,
Nicholas Boyd, Luke Hancox, Bethany Randall, and Aron
Ng. Dr. Heather Peng served as faculty advisor. University
of British Columbia students were awarded second prize
with Nantes and Bremen student teams were third prize
awardees for a total of an additional $5000 in prizes.
In 2013, the competition to design a 500 passenger ferry
www.marinelink.com
for Bangladesh river travel between Dhaka and Barisal, a

distance of 250 miles. The winning team was University
of British Columbia with the runner up Tolani from Pune
(near Mumbai) India. The UBC vessel was designed to run
on CNG and featured outstanding workmanship in the
design effort.
Running the competition over the course of two years,
WFSA has discerned from conversations with professors
and students that we should make some modifications.
These include streamlining the terms of reference to markedly reduce many of the calculations that arent significant
to the final result, but also use up time and resources which
may have discouraged teams from going forward. Additionally, and responding to the academic schedule, we will
start the competition earlier in the academic year (instead
of January 1).
Regarding research, WFSA and the competition organizers have commissioned in depth analysis on issues and
nations by students from leading maritime and academic
institutions. In addition to the in-depth report and analy-
MN 29
12/22/2014 2:44:30 PM
SAFETY
Edward Moakler receiving

the 2014 WFSA Ferry
Contest award.
sis of global ferry fatalities over

the past fourteen years, we
have obtained reports on ferry
systems in the Philippines,
Guizhou, China, the Amazon
and Tanzania-Zanzibar. We
will shortly post our commissioned paper on e-training for
the ferry industry, and have
papers in progress about the
ferry systems of Indonesia and
Bangladesh.
After deliberations, the judges

concluded that the student team from
Newfoundlands Memorial University
won the competition for their design
of a double-hulled vessel using such
affordable features as mild (low carbon,
readily wieldable) steel, standard
components, and a chined hull
(method of attaching the bottom to the
sides), all of which allow for simplified
construction. The design calls for
diesel electric propulsion, which,
while somewhat more expensive
to acquire, is expected to be costeffective in terms of fuel consumption
and maintenance savings.
Training
One of the issues that surfaced from our two trips to
Dhaka was the lack of crew
training. To address that,
members of Interferry contributed their expertise to create a course based on Bangladesh needs as communicated
by the Director General of the
Bangladesh Shipping Department. IMO contributed resources for Videotel to prepare
a professional presentation. Interferry paid for the translation, salaries and food for the crew and teachers over
the two days each time the course was given. The course,
30 MN
presented in PowerPoint format, was trialed successfully

in Bangladesh with 100 crewmembers, administered twice
to classes of 50 seafarers each.
Learning that owners would
not pay to have crewmembers
take the course encouraged us
to look for other ways to supplement hands-on training.
WFSA therefore explored ferry
safety training by owners and
vendors. We will shortly report
out as well, as we begin a new
trial using a distance learning,
e-training system.
Wheres the Money?

So, wheres the opportunity
for a business market beyond
the resources of the developing nations themselves? Most
of the nations and cities that
could use more and better ferries know that they need them
we know that by direct communication as well as tracking their reports and releases.
With growth they have more resources than in the past.
But the true promise to jumpstart ferry service could
January 2015
12/22/2014 2:45:08 PM
well be through the $175 billion Multilateral Development

Bank fund for sustainable transport in developing nations.
The eight banks, African Development Bank (AfDB), Asian
Development Bank (ADB), Development Bank of Latin
America (CAF), European Bank for Reconstruction and
Development (EBRD), European Investment Bank (EIB),
Inter-American Development Bank (IADB), Islamic Development Bank (ISDB) and the World Bank (WB) have
pooled their resources for the ten-year effort which is currently in year three of its development. It is not clear at this
point what the criteria might be for selecting projects, but
from all indications, there is clear recognition of the positive
sustainability features of non-road transport solutions.
In a parallel effort, the UN Secretary-General Ban Kimoon in August appointed a High-level Advisory Group
on Sustainable Transport, whose role is to review and
recommend policy options for sustainable transport particularly for developing nations over the coming five-year
period. The ferry sector is represented on the twelve-member panel by Len Roueche, Executive Director Interferry.
WFSA Executive Director Roberta Weisbrod will second
Interferry on this panel.
Looking Ahead, Getting Involved
How can industry get involved in the market place for
safe ferries for the developing world? One way is to first
dial into the News section of the WFSA website: www.ferrysafety.org. Another would be participate in the upcoming Ferry Safety and Technology conference where we will
discuss pushing the envelope on ferry design, materials and
construction, as well as technology advances in e-training,
weather & wave information detection and dissemination,
and advanced personal communications for ferry safety.
The conference will be held April 16-17, in New York City
and is being co-sponsored so far by Interferry, Society of
Naval Architects and Naval Engineers (SNAME), and the
Transportation Research Board (TRB). Contact ferrysafety@gmail.com for more information.
Roberta Weisbrod is the Executive
Director of Worldwide Ferry Safety
Association, a not-for-profit organization
dedicated to reducing ferry fatalities in the
developing world. Prior to founding WFSA
with colleagues she helped coordinate
the Interferry-IMO ferry safety project for Interferry.
Dr. Weisbrod is also the Principal of Sustainable Ports, a
planning consultancy for ferries and waterborne freight.
www.marinelink.com
12/22/2014 10:39:45 AM
PASSENGER VESSEL MARKETS
U.S. Ferries Are Safer,

but Regulatory Burdens Grow
By Susan Buchanan
n recent years, ferries have been in the spotlight, in

part because of growing mass transit needs and increased road congestion, but also because of concerns
about the deadly South Korean ferry sinking last April. We
asked Captain Terri Bernstein, the Passenger Vessel Associations 2014 President, about the industrys status in the
United States. Based in Alexandria, VA, the PVA has over
500 member companies. Ferries are safer, especially since
9/11, but regulatory requirements have swelled and can be
onerous, Bernstein said. Shes the owner of BB Riverboats,
Inc. in Newport, Kentucky, and is a Coast Guard-licensed
mariner with a 100-ton captains license.
Weve seen an increase in building new vessels, an increase in routes and in new areas of the country served by
ferry vessels, Bernstein said last month. These are indicators that the ferry industry is experiencing solid growth.
Ferries whisk commuters to work and reduce highway,
bridge and tunnel accidents. As our roadways become
more and more congested, the role of ferries in our nations comprehensive transportation network increases,
she said. Ferries provide important services to communities in major metropolitan areas and also in more remote
locations across the country.
32 MN
According to the most recent federal data from the Bureau of Transportation Statistics in 2010, U.S. ferries carried nearly 103 million passengers and 37 million vehicles
in 2009. I believe that the results of the 2014 National
Census of Ferry Operators by the BTS will show a substantive expansion since then, Bernstein said. That report
is being finalized this winter for release next spring. In the
last survey, the highest ferry ridership was in the western
and northeastern United States.
Korean sinking raises awareness
Bernstein said the mid-April 2014 sinking of the MV Sewol ferry in South Korea was tragic and of great concern to
her as a marine professional. The disaster claimed 304 lives,
mostly secondary school students. We were asked several
times if an accident like this could happen in the United
States, she said, adding, We hope that it never does and
understand the importance of learning from the disaster. We
must remain vigilant and strive for continued improvement
in our emergency preparedness, particularly in crew training
and exercises and in communications with our passengers.
Overall, U.S. ferries have a long record of safe operations. The industry places systematic emphasis on sound
January 2015
12/22/2014 2:46:26 PM

risk-management practices and a commitment to safety,
Bernstein said. Ferry operators focus on implementing
organization-wide training programs and best practices
that aim to prevent accidents before they occur.
Bernstein told MarineNews in December that PVA is
developing a safety management system called Flagship.
Its a framework around which we can structure our current processes and procedures. It provides a focal point to
direct our attention to preventative maintenance and continuous improvement. My company has been beta testing
the new Flagship program, and weve found it to be of
immediate benefit. She added that the success of any safety-management system depends on an organization-wide
commitment to it.
Security increases after 9/11
Ferry security has been beefed up in the last decade or
so. Since the terrorist attacks of September 2001, PVA has
worked closely with the Coast Guard to promote the need
for workable security measures on U.S. ferry vessels, Bernstein said. The Coast Guard has provided security-related
information to PVA members on many occasions, including articles in PVAs FOGHORN magazine and presentations to our national conventions and regional meetings.
PVA and the U.S. Coast Guard established a ferry security working group, developing best practices with operators around the country. PVA worked with the Transportation Security Administration to develop and distribute
a comprehensive training program in early 2007 to assist
with screening at terminals and vessel boardings, Bernstein said. Beyond this, PVA has encouraged its members
to apply for federal maritime security grants, and it developed a template for applicants to use in seeking grants to
purchase and install Automatic Identification Systems for
vessel tracking.
PVA has an Alternative Security Program, approved by
the Coast Guard, thats available to members and is used
by more than 50 percent of the PVA fleet. This alternative
meets the requirements of the Maritime Transportation
Security Act for vessel and facility security, Bernstein said.
New marijuana laws add to operator concerns
Ferry owners have to contend with legalization of marijuana in several states. We operate in waters governed by
federal laws that define marijuana as an illegal substance,
Bernstein said. The contradictory environment is challenging because passengers might bring drugs on board.
While its still illegal to smoke marijuana in public in states
that allow marijuana, the mere sight of it on board our
www.marinelink.com
vessels can cause the Coast Guard to take enforcement action, as it did in a couple of recent instances. This can
be disruptive to operations and may even make customers
think twice about riding our members vessels. And, in
this regard, the nations passenger vessel industry is one of
the most highly regulated to begin with.
The impact of marijuana legalization in some states on
crews has yet to be fully realized. Our crews must commit
to a drug-free workplace and also to drug-free off time,
she said. PVA has worked hard to reduce the mandatory,
random drug-testing rate from 50 percent to 25 percent,
implemented in early 2013. This has provided major savings in time and cost to the passenger vessel industry. Wed
hate to see an increase in positive test results and/or a need
to return to the 50-percent test rate because of legalization
in certain states.
Passenger vessels tend to have higher turnover because of
seasonal crew members, adding to recruitment and retention issues, she also said. Bernstein weighed in on another
matter known simply as rail jumping. We remind people at every opportunity that jumping off boats is illegal,
she said. It remains a problem for our industry. Enforcement lies with the Coast Guard, and we urge them to assist
us with this issue.
Federal regulations expand
Bernstein, meanwhile, is concerned about the onus of
federal rules on ferry operators. At every possible opportunity, PVA has spoken out about the need for the government and the Coast Guard to take into account the cumulative burden of regulatory mandates, she said. The
industry is in danger of being overloaded. We always put
safety first. But we find ourselves challenged by it, along
with other demands on our crew and resources, particularly during emergencies.
She pointed to the financial cost of compliance for small
businesses. In a study conducted for the Small Business
Administration, small firms faced a regulatory cost of
$10,585 per employee in 2008, she noted. Bernstein further insists, This was probably an understatement for the
comprehensively regulated passenger-vessel industry.
Bernstein also discussed marine casualty investigations.
The most frustrating aspects of the Coast Guards casualty investigation and reporting processes are its inconsistent application, inappropriate restriction of operations and
an outdated reporting form. She explains, Industry has
been waiting for Navigation and Vessel Inspection Circular,
or NVIC, guidance from the Coast Guard for years, and
during that time operators have struggled with running a
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12/22/2014 3:01:00 PM

business in an uncertain environment. According to Bernstein, the Coast Guard sometimes halts vessel operations
amidst conflicting interpretations of requirements. It second guesses seasoned mariners professional decisions, she
said. Whatever happened to honoring the mariner?
In the Coast Guards reporting form 2692 for Marine
Accident, Injury or Death, Wed like to see the $25,000
threshold for damages increased to reflect inflation, Bernstein said. This amount is outdated and hasnt changed in
over 25 years. She said the PVA has worked with the Coast
Guard to find workable solutions on casualty reporting.
PVA appreciates the tackling of big picture issues on form
2692 by the Towing Safety Advisory Committee. TSAC
includes members of the barge, towing and other industries.
Most U.S. ferries are privately run
Nearly two-thirds of U.S. ferry operations are privately
run, with about one-third publicly administered, and the
rest are a combination of both. Federal funding is authorized by the Moving Ahead for Progress in the 21st Century Act, or MAP- 21, Public Law 112-141, under section
1121, which set aside $67 million in 2014 for maintenance
and improvement of the nations ferries. Under the act, the
Federal Highway Administration uses ferry-operators cen-
sus data from the Bureau of Transportation Statistics to

allocate funds.
In addition to ferries, the PVA represents owners and
operators of sightseeing, excursion, dinner cruise and gaming vessels, overnight cruise ships, private charter boats,
whale watching and eco-tour vessels, day-sailors and windjammer sailing boats. Looking ahead, Bernstein says PVA
will continue liaising with the Coast Guard to keep these
vessels safe. She encourages members to take advantage of
PVAs safety and security products, including a Risk Management Guide, DVDs and videos. As MarineNews went
to press, Bernstein was awaiting results from the 2014 census of ferry operators to find out how much the industry
has grown in recent years and a host of other statistics. It
all adds up to heady times for Americas passenger vessel
industry, which finds itself facing many obstacles while at
the same time, steams full speed ahead. What comes next
should be just as exciting.
Susan Buchanan is a New Orleans-based business writer,
specializing in energy, maritime matters, agriculture, the
environment and construction. She holds a masters degree
from Cornell University in agricultural economics and an
undergraduate degree from the University of Pennsylvania.
Terri Bernstein, the Passenger Vessel

Associations 2014 President
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January 2015
12/22/2014 3:10:24 PM
12/22/2014 3:11:54 PM
BOATBUILDING
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Ferries for Alaskas harsh conditions, built in Alaska by Alaskans.
Vigor and Elliott Bay Design Group team up for a winning
combination as the new Alaska Class Ferry Project takes shape.
By Sarah McCoy
36 MN
January 2015
12/22/2014 3:12:10 PM
Download complete catalog
ith its network of islands

and fjords, rugged mountains and spectacular tidewater glaciers, Alaskas Inside Passage
may make a perfect summer cruise
destination, but locals cant choose
when they travel. So when Alaskans
need transport, the Alaska Marine
Highway System (AMHS) must find
a way to move them. For the past
eight years, the ferry system has been
planning replacements for mainline
boats that are over 50 years old. Now,
for the first time, the state of Alaska
has commissioned new ferries that
will be built at home. They will be the
largest ships ever built there. And, not
a moment too soon.
Vigor Alaska won the contract and
identical twin ferries are being built in
Ketchikan for $101 million. The keel
equivalents were laid by December,
2014. Designed by Seattle-based Elliot Bay Design Group (EBDG), the
two ferries will go into service along
the Lynn Canal route between Juneau,
Haines and Skagway. Lynn Canal is not
a man-made canal but a fjord, which,
at about 90 miles long, is one of the
deepest and longest fjords in the world.
Logistics and Performance:
rolled into one
Vigor will deliver the pair of 280foot ferries in 2018 on a stretched-out
schedule designed to keep costs down.
The ferries will be built as Day Boats
that operate on a 12-hour schedule.
Without the need for crew quarters,
the AMHS will reduce capitol and
operational costs. Having two identical boats also helped offset design
costs. At 280 feet, shorter in length
than the ferries they will replace, the
new Alaska Class boats will eventually
take over from 350 to 400-foot ships.
Each new ferry will have seats for 300
passengers, plus carry 53 vehicles. The
beam will be 67 over guards, the draft
12 feet, six inches, with a 3,013 LT
full load displacement.

Doug Miller, New Vessel Project
Manager for AMHS, said that Vessel
One will have a schedule speed of 15.5
knots for the route between Juneau
and Haines and a predicted sprint
speed of 16.4 knots at 100% MCR
(maximum continuous rating of the
horsepower of the engines installed).
To achieve those goals, two EMD 12
cylinder engines at 3,000 horsepower
will propel each vessel. Each ship will
have two controllable pitch propeller
systems made by Rolls Royce. Each
ferry will have a bow opening door
and bow loading ramp.
Ferries: by Design
When it came time to put pen to paper, AMHS chose the Elliot Bay Design
Group, naval architects who frequently
design ferries. And, why not? Over
time, they have planned everything
from a new, unnamed ferry for the
Nantucket-Marthas Vineyard-Woods
Hole route, up to the giant Staten
Island ferry, a 4,500-passenger behemoth. Beyond this, EBDG has also
designed ferries for Washington State,
North Carolina and Texas. EBDG has
offices in Seattle and New Orleans and
in 2013 opened a new office in Ketchikan. Together with Vigors growing
Alaska footprint, the project has taken
on a distinctly Alaskan feel.
Weather can never be far from
mind for naval architects, particularly
when it comes to Alaskan weather.
The Gulf of Alaska generates a fire
hose of heavy rain and snowstorms
that inundate southern Alaska. In the
winter in Lynn Canal, daylight shortens to six hours. Winter winds blow
at 40 miles per hour or above several
times each month and temperatures
can drop to minus five degrees Fahrenheit. Ferry captains find themselves
battling freezing spray.
Lynn Canal is part of the Inside
Passage but its a pretty large body of
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12/22/2014 3:12:38 PM
Courtesy: Vigor
BOATBUILDING
Some of Vigors Alaskan Shipyard operations staff
In the Seattle yard, were now on our second class for building ferries for them.
Theres a wonderful sort of momentum around building ferries. Again, now both
in Alaska and in Seattle, and were seeing a national interest and were becoming
known as ferry builders across the nation.
Joe Corvelli, Vigor Industrials Sr. Vice President of Fabrication and Sales
water and its pretty prone to weather conditions, as much
of Alaska is, said Vigors Adam Beck. Some of the big challenges that they deal with are not only the heavy seas, but
high winds and freezing spray, where the spray is coming
off of the ship, coming off of the bow. It tends to freeze on
contact. Beck continues, When they originally came out
with the smaller ship concept, the cars were just on an open
car deck. There was a lot of public concern that folks would
come out to get in their cars and the cars would be blocks
of ice. So the state went back and made a pretty significant
change and enclosed the car decks.
When weather turns nasty, the ferry system must consider what it calls Traveler Comfort. As part of the design
process, the ferry system and EBDG did wave-tank testing
of the hull design in Denmark. Miller of AHMS said that
the hull form was tested in Denmark at Force Technology.
Force worked with Elliot Bay Design Group to per38 MN
form numerically based optimization on the hull form.

A model of this optimized hull form was then created by
Force and tested to confirm numerical based performance
predictions, analyze the vessels sea keeping characteristics
and predict maneuvering characteristics, Miller said, adding, The goal was to design the vessel capable of handling
the forecasted vehicle and passenger loads in the future,
and reduce the Motion Sickness Incidences that are found
on the smaller vessels.
There are myriad variables to consider. The overall vessel length impacts the motion of the vessel in waves, and
the effect of those motions on the passengers, crew and vehicles. The weather data for the area was used and the Motion Sickness Incidences was forecasted to estimate what
percentage of the passengers would feel ill over a two-hour
period in the most exposed area. These tests were run on
several models to determine the overall length and used as
January 2015
12/22/2014 3:12:59 PM
Courtesy: Elliot Bay Design Group
BOATBUILDING
An Alaska Class Ferry Rendering
a comparison to other ships in our fleet, Miller said.

The design led to a 280 foot vessel. The flare above waterline, as well as the bulbous bow shape, were carefully
developed to minimize slamming forces in heavy seas. The
passenger spaces were arranged to provide more space in
the midship area of the vessel for passengers to gather during rough seas. With these results, EBDG designed the
ferries hull and bow shape to minimize spray generation
and fore body slamming. Controllable pitch propellers will
maximize maneuverability and efficiency.
Though many ferry systems have begun to use catamarans for speed and stability, Miller said, We have two aluminum catamarans in our fleet. They are fast, but in rough
weather they have limitations due to pounding when the
waves hit the wet deck between the two hulls. For this
reason and many others, and in the Lynn Canal, the ferry
system has chosen a monohull.
Home is Where the Money Is
Recently retired Governor Sean Parnell redirected federal
money away from ferries in order to allow the state build
the new boats at home. Securing the contract was a coup for
Vigor Alaska, but it didnt come easy. All along, the state was
very clear, said Vigors Beck, adding, We had to give them
a competitive price. I would characterize it as a challenging
negotiation with the state of Alaska. By challenging, I mean:
this was not an easy contract for us to win. We really had to
sharpen our pencil over and over and over again to get there.
www.marinelink.com
Among other things, Vigor stretched out the construction timeline. Longer lead times will allow Vigor to charge
lower labor costs. While Vigor operates the shipyard, it is
actually owned by Alaska Industrial Development and Export Authority, a public corporation created in 1967 by
the Alaska Legislature. Vigor acquired the right to operate the shipyard in 2012. The Vigor Alaska shipyard, the
people of Alaska, and its elected officials shared the same
goal of keeping tax payer dollars in the state and supporting family-wage jobs, said Beck.
Joe Corvelli, Vigor Industrials Sr. Vice President of Fabrication and Sales, said that Vigors experience building
ferries for the state of Washington helped it procure the
Alaska Class ferry contract. In the Seattle yard, were now
on our second class for building ferries for them. Theres
a wonderful sort of momentum around building ferries.
Again, now both in Alaska and in Seattle, and were seeing a national interest and were becoming known as ferry
builders across the nation.
The Ketchikan yard has a 130,000 square foot ship
production facility designed from the ground up to build
ships upwards of 500 feet in length. It includes an adjacent
five-story production center to minimize material flow and
maximize efficiency.
It rains 13 feet a year in Ketchikan. Beck said that the
shipyard has been upgraded so fortunately, much of the
work is now indoors. We actually experience very few
overall project delays due to weather. Again, by employing
MN 39
12/22/2014 3:13:24 PM
BOATBUILDING
U.S. Coast Guard photo by Petty Officer 3rd Class

Jonathan Lally
The Russian tanker Renda transits through the Bering Sea with the Coast Guard Cutter Healys assistance. The Renda was carrying 1.3 million gallons of petroleum products for delivery to Nome.
resident Alaskans who are accustomed to working in extreme conditions, we are able to perform high quality ship
maintenance and repair work in Ketchikan, Seward, and
remote locations across Alaska. Our people have developed
a whole host of very unique production processes to overcome working in wet, windy, dark, and remote locations.
I would like to tell you what they are, but those are Vigors
competitive advantage for working in Alaska, Beck said.
The Ketchikan shipyard has already built to suit for the
unique challenges of Southeast Alaska. Back when it was
Alaska Ship and Drydock, the shipyard built the one-ofa-kind ice-capable M/V Susitna. The 194-foot Susitna
was built for about $75 million as a prototype for possible
use by the Navy. Beck emphasized that workers are multiskilled and cross-trained so that they can work steadily
all year. With the Alaska Class Ferry project, Vigors local
workforce will expand from 160 to about 250.
Alaskas Emerging Arctic Markets
Beck said that Vigor is looking ahead to more work in the
near future. Its the upcoming Arctic and whats known as
OCS, oil and gas exploration. We see both of those as a very
emerging market, repairing the ships that will be operating
in those areas. Particularly not just the Arctic in terms of
40 MN
the shipping lanes thatll be used more and the upcoming

Beaufort and Chukchi Seas as a new market.
The precise timing, Beck admits, remains to be seen.
Theyve got some final permitting to get in place, but
its looking like things will start in the summer of 2015.
Theres already vessels that have been in the waters there,
some even in the Pacific Northwest that we have already
begun working on.
Asked to name the projects, a Vigor representative would
only say, We have been working with several companies
on RFPs, but we cannot disclose details of those projects
as we have signed non-disclosure agreements. The expanding Northwest rsum of this growing, Pacific Coastbased builder will likely help build that already substantial
portfolio and backlog even further. Not even the cold, icy
weather of Alaskas Arctic environment can stop that.
Sarah McCoy is a journalist based in
Seattle, WA. She has written articles
for the Cleveland Plain Dealer and
Business Ethics, among others. She enjoys
living in the maritime neighborhood of
Ballard on Puget Sound and sailing out
of Shilshole Bay Marina.
January 2015
12/22/2014 3:13:46 PM
ARCTIC & COLD WEATHER OPERATIONS
Cold and Calculating

Army research laboratory helps vessels deal with ice in domestic waterways.
By Edward Lundquist
ce, snow and extremely low temperatures can put a big

chill on maritime operations in ports, lakes, rivers and
waterways. Thanks to the U.S. Armys Corps of Engineers Cold Regions Research and Engineering Laboratory
(CRREL) in Hanover, New Hampshire, mariners have a
better understanding regarding phenomena such as icing
on superstructures, brash ice and propulsion systems, and
controlling ice dams. And, while CRREL scientists are at
home in the highest polar latitudes, its also true that a
lot of its work takes place in the lower 48, where cold
weather can put a crimp on waterborne commerce.
Icing
Ice is a natural material. But it has almost magical properties. It can appear and disappear; and can change its shape
and physical characteristics. Superstructure icing is a significant problem for ships and other craft in the Great Lakes.
Lakers can ice up in storms, and icing on structures and decks
can render infrastructure unusable and vessels unsafe. Superstructure sea spray icing and atmospheric icing from snow,
freezing rain, freezing drizzle, rime, sleet, and frost reduce the
safety of offshore platform and boat operations, says Charles
C. Ryerson, Ph.D., a research physical scientist at CRREL.
Sea spray icing comes from lofting drops from the wind
and wave topsfrom cloud mist to large raindrops. Offshore
supply vessels, fishing trawlers and other commercial fishing
vessels, tugs and other work boats can be especially susceptible to icing because of their low freeboard, exposed deck
equipment, and their seakeeping characteristics in heavy
weather. Smaller vessels interact more vigorously with the
sea and thus create more spray and more icing, says Ryerson.
The problem exists on the ocean and on inland waters,
but there are differences between salt and fresh water icing.
For example, superstructure icing forms more rapidly in
the Great Lakes because it is fresh water freezing at a higher
temperature (0 deg C) than salt water (about -2 deg C).
Fresh water ice is much harder, denser and adheres to superstructures more strongly than saline ice, Ryerson says.
CRREL has studied various ways to prevent or remove
ice buildup and provide more stable ships and safer work
areas. Heated decks, coatings that cause ice to adhere less
strongly to surfaces, tarps and covers, pressure washers,
chemicals to loosen ice, expulsive systems, and inflatable
boots can work, but each technology must be tailored for
specific areas of the ship tolerant of that technology, explains Ryerson, adding, And, of course, avoidance.
Image above: The Coast Guard Cutter Thunder Bay breaks ice in the Straits of Mackinac between Lake Huron and Lake Michigan. (U.S. Coast Guard photo)
www.marinelink.com
MN 41
12/22/2014 3:13:55 PM

Most often, ice is removed the old fashioned way, using mallets, baseball bats and shovels. In addition to vessels, bridges, piers and other structures can be affected by
ice and icing. Both fresh and salt water ports and harbors
are at risk. Smaller boat harbors are vulnerable. Ice can lift
piles completely out of harbor bottoms, and shove harbor
structures off their foundations. New harbors should be
designed and built to control ices harmful effects.
CRREL Produces Tangible Benefits
The Hanover facility is a world-class laboratory to study
the effects of low temperatures. Thats useful when investigating the phenomena associated with icing. CRREL has produced reports for what used to be called the Mineral Management Service (now called the Bureau of Ocean Energy
Management), focused on the effects of icing on oil and gas
platforms. Ryerson created a decision matrix of what areas
would be affected versus the type of ice and came up with a
tool that would be useful for ice management in the most effective manner to maintain safety and operational efficiency.
The labs hydrology and hydraulics (H&H) work includes significant research into the physics of river ice processes; developing models and simulation tools; how ice affects hydroelectric production; the impacts of ice forces on
structures and vessels; the impact of ice on locks and improving ice jam flood control. Much of the work involves
design and prevention, and much is aimed at mitigating
the impact after the ice occurs. Ice jams can prevent traffic
from passing, and can cause both high and low water issues
and flooding if not dealt with promptly and properly.
Locks, Jams and Dams
The Coast Guard is responsible for icebreaking to keep
inland lakes and waterways open to vital commercial vessel
traffic, such as coal and taconite shipments on the Great
Lakes. Locks are closed after the season ends and no further ships are scheduled for the season, but ice can form
that impede navigation (before the locks close), requiring
ice breaking to open and maintain channels.

Leonard Zabilansky, a research civil engineer, says
CRRELs physical digital and physical models help vessels
navigate the Great Lakes and river. Were improving the
winter performance of locks and dams, and managing the
ice accretion that can narrow lock openings. Sometimes we
have ships that push the ice into the lock ahead of it, and
we have to ice the lock, to open the lock and clear the ice
before we bring the ship through. Were looking at bubbler
screens, lock wall coatings and heated gates to keep the
locks operating in winter.
CRRELs ice jam database catalogs ice jam information
that can be used to predict and prevent ice flooding. Ice
jams accumulate in the same general areas, and we can build
ice control structures to that store ice upstream of problematic areas that minimizes flooding, Zabiliansky says, adding,
We basically take ice out of the river and put it in storage.
If an ice jam is allowed to accumulate and freeze it will
block the river and impeded spring discharge and it can
block traffic on navigable rivers. Ice moving downstream
can create ice dams that clog channels, clogging waterways
while backing up the water and causing flooding. Zabiliansky explains, The ice creates a ridge. The velocity of the
river delivers ice into the ridge, but theres no velocity to
deliver the ice out.
In the lower Great lakes, ice breaking can be required
to break ice dams which can cause flooding behind the
blocked waterway. In some cases, the ice dams are beneficial because they can hold back ice flow. It gets even busier
during the spring breakout. Ice can be five feet deep, yet
there can be open water nearby in a channel. When the ice
begins to break up, very large plates of ice can break free
and start moving, creating a dangerous situation.
Coast Guard ice breaking tugs work open channels on
rivers like the Kennebec in Maine, where Bath Iron Works
builds ships, and the Penobscot, which leads up to Bangor,
as well as keeping a channel open on the Hudson River to
allow heating oil to be delivered the Albany, NY area.
The Coast Guard Cutter Biscayne Bay provides a direct assist to the motor vessel Presque Isle, which was stuck in ice just
below Winters Point Turn on the St. Marys River, just south of Neebish Island on December 13, 2013. U.S. Coast Guard
photo by Lt. j.g. Paul Junghans.
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January 2015
12/22/2014 3:14:23 PM

Chuck Ryerson and Len Zabilansky at the lab. They are holding a 3-D printed test article for understanding the effects of
frazil ice in a water jet propulsion system.
Test Facilities
As the Coast Guard plans for an increased Arctic presence, it is looking at vessels that are not designed to break
ice but may be capable of operating in the presence of
brash ice. Tugs, work boats and small craft in fresh and
salt water environments in any maritime area with extreme
cold temperatures may find themselves slogging through
slush. The Arctic and extreme latitudes presents unique
challenges to USCG operations with cold temperatures,
a range of ice conditions, and a lack of infrastructure to
support small-craft operations. To best understand how
brash ice affects boat propulsion, CRREL engineers and
scientists have studied the range of operating conditions
for current craft, how to modify or improve current craft,
and how the next generation of craft may be more suited
to these cold operations.
Zabilansky says the CRRELs three ice engineering facilitiestest basin, flume and research areapermit a
wide range of environments to be created or simulated to
test systems in different conditions and validate computer
models to improve simulations. We use the test basin for
testing ice forces on structures, mobility, ship dynamics,
and the interaction of a structure in floating ice. The flume
is a rectangular river that is more for sediment transport
and frazil ice control, and the research area is a large refrigerated space for all kinds of icing studies. We can make and
blow all kinds of snow and freezing rain, Zabilansky says.
We try to replicate the freezing process and the physics
of the removal process. If you dont test for the right things
under the right conditions, the right type of ice forming
with the proper adhesion properties on the substrate, and
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then test it in the manner that its going to be removed,

such as with hitting it with a baseball bat or whatever,
shaking a tarp, or whatever then youre wasting your
time. Because youre testing for something that may not
ever happen, Zabilansky says.
CRREL has studies brash ice and how it affects powerplant coolant intakes and propulsion systems. Beyond this,
CRREL has conducted much of research with frazil ice
freezing up the trash racks that strain debris from entering the hydroelectric turbines in dams. The turbines have
a grating system so that large objects dont get into the turbines that can accumulate frazzle ice. Super-cooled water
forms ice crystals, but the water is moving so quickly that
it cant congeal into large pieces of ice. When it accumulates on the trash racks and grows, it eventually clogs and
reduces and stops the flow.
CRREL research has examined the range of speed and
brash ice conditions (i.e., thickness) in which a conventional, propeller-driven small craft can operate. The lab
also examined outboard propeller shrouds and waterjet intake systems to determine how best to protect the propellers from ice impacts.
Zabilansky says propeller-to-ice interaction is an important
factor to consider for small craft operations in ice-covered
waters. The impact of ice on propellers threatens the integrity of the propulsion system and decreases efficiency because
more torque is needed to produce the required thrust.
Its Cold Up There and Down Here, too
When mariners and operators think of cold weather operations or ice navigation, they typically conjure up images
of the Arctic in the winter months. But, that sort of thing
can and does happen in the lower 48 as well. And, thats
why the U.S. Armys Corps of Engineers Cold Regions Research and Engineering Laboratory is so important. Thats
not going to change any time soon. Thanks to CRREL,
however, the way you navigate through cold weather, ice
and freezing precipitation just might.
Captain Edward Lundquist, USN (Ret.)
is a principal science writer with MCR
Federal and frequent contributor to naval,
maritime and defense publications. He lives
in Springfield, Virginia.
MN 43
12/22/2014 3:14:33 PM
Bridging the Competency Gap

SUNY Maritimes Cutting Edge Tug & Barge Simulator fills an enormous
training hole in the tri-state area.
By Joseph Keefe
hen Morton S. Bouchard, III, maritime and

political dignitaries officially opened the
Bouchard Transportation Co., Inc. Tug &
Barge Simulation Center on the campus of the State University of New York (SUNY) Maritime College last October, it opened a new era in maritime transportation for
SUNY cadets and professional mariners in the greater New
York area. Thats because the only other available simulator in the area had long since been moved to the Gulf
Coast. With the snip of a ribbon by an oversized pair of
ceremonial scissors, however, that situation was immediately resolved.
Captain Robert Glas, Vice President of Regulatory Affairs at Bouchard Transportation made the traditional ribbon cut, as Morton S. Bouchard, III, his two sons, US
Congressman Joseph Crowley, RADM Michael Alfultis,
USMS, Ph.D., President of SUNY Maritime and a host of
industry executives and dignitaries looked on. The simulation center was funded by a gift from Bouchard Transportation, the largest independently owned ocean-going
petroleum barge company in the United States.
SUNY Maritime College is the oldest and largest of the
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seven maritime academies in the nation. Founded in 1874,

SUNY Maritime is a four-year college which offers a solid
academic program coupled with a structured cadet life in
the regiment for both men and women, or a civilian program. Maritime offers undergraduate and graduate degrees
with the option of either US Coast Guard license or intern
programs, summer training cruises abroad, ROTC options, and 15 varsity athletic teams. This year the College
celebrates its 140th anniversary year, but the training now
available will be anything but old school for future users
of the academys growing simulation training assets.
Morton S. Bouchard, III perhaps put it best when he
said, The contribution is to, first and foremost educate
the cadets that go to school here (SUNY Maritime), to
give them a good foundation when they graduate to come
and be employed in an industry that is booming and lacking qualified employees right now. He added, We partnered with SUNY Maritime to build a first-class simulator
on campus that would not only benefit cadets, but would
benefit our employees. Were going to do our training here
with our captains and mates. Without a doubt, theyll do
so on some of the most modern equipment available.
January 2015
12/22/2014 3:16:00 PM
Simulation Center Opening
Kongsberg State-of-the-art Equipment

The Bouchard Transportation Company, Inc. Tug and
Barge Simulation Center is the latest in Kongsberg Polaris
Bridge simulation technology, utilizing an industry-inspired bridge console arrangement, with the latest hydrodynamic ship models and exercise areas. The Center offers
full mission bridge simulators, instruction stations, and a
de-briefing area, where instructors can discuss topics including navigation, seamanship and bridge resource management skills required in the operation of tugs and barges.
According to Eric Johannson, SUNY Maritimes Vice
Chairman, Professional Education & Training Department, Kongsberg simulation features high end hydrodynamics, as well as the ability to steer the tug into the tug
notch and connect with either wire push gear or PINS
(ATB). He adds, This is a very high end feature. Each
connection method has dead on degrees of freedom and
handling characteristics. At SUNY, attention will be given
to the complexities of all operating tugs and barges, ranging in size from 3,000 to 12,000 horsepower, which carry
all types of commodities. The Center creates new opportunities and better prepares future and current professionals
for successful careers in the maritime industry.
www.marinelink.com
Target Markets
While the simulation center was funded by Bouchard
and features replica simulation models of the Bouchard
fleet and will serve to train and maintain Bouchard seamen, the center is first a critical resource for SUNY Maritime cadets. It is also open for business industry companies
and professionals. SUNY Maritime continues to invest in
the latest simulation technologies for its students and corporate clients. Not content to sit on their hands, SUNY
will augment the new center in early 2015 with a new
Engine room Simulation Center and a new Liquid Cargo
Handling System Simulator.
Morton Bouchard III sums up the effort nicely by insisting, Training and education is 200% more today. You cannot be profitable in this industry unless you are safe, he
said, adding You cannot be safe unless you train, but thats
not only in the simulator, its every day on these vessels. The
captains in our company are held to the highest standards to
be safe, and that is the only way that you can be profitable.
For SUNY Maritime, the first priority for simulator training focuses on Deck Cadets in the Towing Program seeking
Mate 1,600 Ton license for STCW Bridge Resource Management and boat handling skills. Externally, the simulator
MN 45
12/22/2014 3:16:13 PM
Tug & Barge Simulator
President and CEO of Bouchard Transportation, Morton S. Bouchard (second from left) joins (l. to r.) Morton
S. Bouchard IV, Congressman Joseph
Crowley (NY-14), SUNY Maritime President, Rear Adm. Michael A. Alfultis and
Brendan Bouchard at the ribbon-cutting
for the Bouchard Transportation Co.,
Inc. Tug & Barge Simulation Center located in historic Fort Schuyler on the
SUNY Maritime campus.
will be marketed to Towing Companies for STCW Bridge

Resource Management, Ratings Forming Part of a Navigation Watch, CAPT/MATE Evaluations, MATE Training
Programs, and more. The Kongsberg Tug Barge Simulator
joins a multitude of state of the art modern training simulation offerings as follows: Tank Barge, ECDIS, GMDSS,
Navigation, RADAR, and Engine Simulation. SUNYs Johansson adds, Maritime College is a one-stop-shop for all
Tug and Barge industry training needs and we welcome the
opportunity to train mariners in both scheduled classes and
industry specific training modes.
It is clear that Johansson means what he says. Appropriately enough, the 15th Annual Towing Industry Forum,
organized for the past 15 years by Captain Eric Johansson,
served as the venue for the opening of the new Simulation
Center at the New Academic Building on the SUNY Mari46 MN
time Campus. The annual Towing Industry Forum is an

intimate event drawing just over 100 industry executives,
including many of the countrys most prominent workboat companies and U.S. Coast Guard personnel. In other
words, the perfect backdrop for whats to come next. Training on this state-of-the-art Center ensures that students enrolled at the College, and professional mariners alike, are
well-educated and trained in a controlled environment.
Deep Ties + Effective Partnerships =
unlimited potential
Bouchard Transportation Co., Inc. has a wonderful history with SUNY Maritime College. Each year it awards
scholarships to several deserving students. The company
also employs many Maritime alumni following their graduation. The official opening of the Bouchard TransportaJanuary 2015
12/22/2014 3:23:30 PM
The contribution is to, first and foremost educate the

cadets that go to school here (SUNY Maritime), to give
them a good foundation when they graduate to come
and be employed in an industry that is booming and
lacking qualified employees right now. We partnered
with SUNY Maritime to build a first-class simulator on
campus that would not only benefit cadets, but would
benefit our employees. Were going to do our training
here with our captains and mates.
Morton S. Bouchard, III
Maritime College is a one-stop-shop for all Tug

and Barge industry training needs and we welcome
the opportunity to train mariners in both scheduled
classes and industry specific training modes.
Eric Johannson, SUNY Maritimes Vice Chairman,

Professional Education & Training Department
tion Co., Inc. Tug & Barge Simulation Center is just the
latest example of its generosity bestowed upon the SUNY
Maritime campus. For example, and in 2011, Mr. Bouchard established the Morton S. Bouchard Jr. Scholarship Program at SUNY Maritime in memory of his father.
Reflecting on the relationship, Bouchard III offered,
I am very proud of this investment, and yes, Bouchard
wheelhouse employees will do their required training at the
BOUCHARD TUG & BARGE SIMULATION CENTER. I believe anytime a company can make an investment
that will educate students and employees, and at the same
time make operations safer, it is an investment worth making. It will pay dividends in the future for all involved.
Eric Johansson took it a step further, saying, The
Bouchard investment with Maritime College is a testament
to Bouchards generosity true commitment to safety and
Maritime Colleges Commitment to the Towing Industry.
The Kongsberg Tug Barge Simulator is specifically built to
server the towing industry benefiting mariners from Cadet
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to Captain. We are very grateful to Mr. Bouchard for his

unconditional support and this Simulator will serve the
entire region and beyond for training needs.
In return, SUNY Maritime and its growing, high-tech
simulation center provide the same support to maritime professionals everywhere. Eric Johansson explains, In terms of
research, our first concern will be resource management by
area of operation Ocean, Near Coastal, Inland, and Rivers,
Tugboat maneuvers, emergency management, and mariner
development/assessments. Additionally, we hope to utilize
simulation for infrastructure siting studies, new terminal operations, and special circumstance marine evolutions.
That sounds like a more than fair return on investment
for Morton Bouchard III, but he would be the first to tell
you that this is about more than just money. Dividends
come in many shapes in forms. In this case, its the waterfront brown water mariners in particular who reap the
rewards. The Bouchards and SUNY Maritime wouldnt
have it any other way.
MN 47
12/22/2014 3:23:42 PM
(Credit: all images courtesy of Patterson Manufacturing)
DECK EQUIPMENT
Securing the Inland Markets with

Innovative Standardization
Patterson Manufacturing follows its substantial success in the barge winch
markets with an equally impressive boat-to-barge coupling system.
By Joseph Keefe
n 2008, Pittsburgh-based Patterson Manufacturing

Company developed the YoYo Barge Winch, a revolutionary design that reflected a total re-thinking of the
way winches do their job. Fast forward to 2015 and the
YoYo has penetrated North American inland markets in
a big way, in just a few years. Even as the YoYo winch
has arguably become the inland standard in barge winches
especially considering the 10,000th YoYo unit sale was
recorded last year Patterson has plans to engineer the
48 MN
same sort of revolution in the niche boat-to-barge coupling markets.

On the heels of the now ubiquitous and highly successful YoYo winch, Patterson Manufacturing has now introduced an equally innovative Self-Aligning Roller Chock
(SARC) for the inland barge industry.
According to Patterson itself, their patent-pending SelfAligning Roller Chocks (S.A.R.C.) are the next evolution
in boat to barge coupling. Effectively utilized for both face
January 2015
12/22/2014 3:24:00 PM
DECK EQUIPMENT
wires and wing wires, the Patterson line of S.A.R.Cs include all of the features a quality inland operator expects:
optimized sheave materials for both synthetic rope and
steel cable, rounded edges to minimize wear points, corrosion resistant construction utilizing stainless steel and protective coatings for extended life, and extreme durability.
Addressing the never-ending need for innovation and
increased safety within the inland marine industry, Patterson CEO David Grapes told MarineNews in December,
At Patterson we are constantly trying to help simplify our
customers processes through increased efficiency and safety. In regards to the Self Aligning Roller Chocks, we were
able to recognize, through working directly in the field
with customers, that current solutions were not meeting
their needs. With the transition to synthetic rope across
the industry and potential issues created by this, we dove
head first into the details of how the synthetic ropes are
utilized on vessels, and were able to engineer innovative
solutions to these issues that help solve both safety and
functionality problems inherent with previous products
and methods, while at the same time extend the life of the
customers high cost consumables.
Pattersons Self Adjusting Roller Chocks &
Roller Buttons
Until now, chocks could only align vertically. This helped
extend the life of the rope, but allowed for dangerous side
loading that could lead to permanent yielding of the product causing it to become non-functional, or worse, cause
catastrophic failure. With the Patterson Horizontal Alignment Mounting System, the S.A.R.C. becomes the first
truly self aligning design. The entire unit always orients
itself to the center of the line pull, both vertically and horizontally, regardless of the angle. In short, these units are
the ideal solution for fleeting boats that face many barges
that have different heights, deck fitting configurations, and
widths (one wide, two wide, four wide, etc.).
The S.A.R.C. is designed to functionally withstand the
maximum strength rating of new ropes properly sized for
the unit. What this means is that the rope is the weak point
in the system. Its superior alignment capabilities allow

for this, while minimizing the need for overdesign. This
eliminates product failures common with previously available solutions. What it ensures is that you have the safest
possible redirect point for your face rigging between your
winches and barges, regardless of the line load, or the redirect angle.
The protection of rope is critical; not only in terms of
ensuring safe operating conditions, but also to minimize
the replacement cost of this expensive consumable. Addressing this reality, Pattersons Spring Loaded Vertical
Assist feature uses a high strength torsion spring mechanism, effectively eliminating the majority of the weight of
the sheave housing, allowing your chock to begin aligning
with little to no line tension, even when using ultra light
synthetic rope. This eliminates abrasion by keeping the
rope where it belongs: in the sheave, keeping your crews
safer, and saving money. Best of all, perhaps, is the fact
that S.A.R.C. units can be used in conjunction with other
OEM buttons and/or deck fittings.
Similarly, Patterson Roller Buttons are proven to 50 tons
and different from any other product on the market today.
The robust base wont yield under pressure, and the highstrength plastic construction has been extensively tested at
high-cycle rates that mimic real life. Broken roller buttons
lead to downtime, hotwork, decreased productivity and
lower profits.
Safety and Efficiencies: achieved through
standardization
For decades, barge owners and operators had no reason
to think twice about their rigging. There were only a few
choices when it came to winches, and there were ratchets as well. In response, Pattersons YoYo winch answered
many if not all of those critical questions. Today, the newly
designed S.A.R.C. and Patterson Roller Buttons are set to
solve yet another quandary. For the inland waterways shipping industry, it means even more productivity and profitability, achieved through standardized fittings. Ultimately, efficiency increases are achieved through the need for
Self-Aligning Roller Chock Performance Data

MODEL
Rated Load (*)
Working Line Load
Rope Diameter
SARC-65
SARC-40
SARC-20
65 tons
40 tons
30 tons
65,000 pounds
40,000 pounds
30,000 pounds
1-1/8
0.75
(*) (Rated Load) The total amount of continuous pull (load) allowed on the unit at any time.
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MN 49
12/22/2014 3:24:15 PM
DECK EQUIPMENT
We are optimistic that this product will see wide scale

adoption in the industry. Once a customer has had a
chance to experience the benefits of this new design, we
think it will be the obvious choice for all of their future
new build and retrofit applications.
David Grapes, President, Patterson Manufacturing.

minimal maintenance to the unit itself, eliminating cost
in both parts and labor, and most importantly, through
maximum protection to the synthetic face lines, which are
extremely high cost consumables.
While S.A.R.C. and Patterson Roller Buttons are initially more expensive than the competitive product that they
are replacing, Pattersons David Grapes says that the return
on investment will come from improved life length for the
expensive synthetic face lines. Beyond this, the equipment
also eliminates the labor intensive practice of positioning
and moving chafing gear on the boats.
While targeted for the newbuild markets, the units are
also practical for retrofit during any visit to the shipyard/
repair facility as long as the shipyard is already planning to
gas-free the vessel. According to Patterson, the removal of
the old unit and subsequent welding of the Patterson pin
into place should be a relatively short process. And, thats
the last time the customer will ever have the need for hotwork when it comes to Pattersons S.A.R.C.
Today, Patterson reports that it is already in full production with its S.A.R.C. and Roller Button equipment and
that units are in use by at least two major inland operators,
on the Mississippi/Ohio river corridor and in the Pacific
Northwest, in and around the Seattle area. Clearly, Patterson hopes that S.A.R.C. will fast become the new standard
for vessel facing deck fittings, in the same manner that the
YoYo gained widespread industry acceptance. The newest tool for all pushboat applications, including line-haul,
short-haul, and fleeting vessels is now here.
David Grapes summed up the situation for MarineNews
readers nicely, saying, We are optimistic that this product
will see wide scale adoption in the industry. Once a customer has had a chance to experience the benefits of this
new design, we think it will be the obvious choice for all
of their future new build and retrofit applications. Given
his success with the now universally accepted YoYo winch,
theres little reason to doubt him and every reason to hope
hes right.
SARC Features & Benefits

Automatically find the perfect fleeting angle.
Self-aligning is both horizontal and vertical planes.
Spring assisted design Minimize Line chafing.
Aluminum sheave ideal for synthetic face lines, wire ropes.
Unit can be repaired/replaced w/no hot work.
Carbon steel sheave ideal for boats employing wire rope only.
Standardized Fleeting Configurations
Swivel ensures load always balanced across vertical pivot shaft.
50 MN
January 2015
12/22/2014 3:32:52 PM
VESSELS
Bollinger Delivers 11th FRC to Coast Guard
Bollinger Shipyards, Inc. has delivered the WILLIAM

TRUMP to the United States Coast Guard. The 154 foot
patrol craft is the eleventh vessel in the Coast Guards

Sentinel-class FRC program. To build the FRC, Bollinger
used a proven, in-service parent craft design based on the
Damen Stan Patrol Boat 4708. It has a flank speed of
28 knots, state of the art command, control, communications and computer technology, and a stern launch system
for the vessels 26 foot cutter boat. The FRC has been described as an operational game changer, by senior Coast
Guard officials. The Coast Guard took delivery on November 25th, 2014 in Key West, Florida and is scheduled
to commission the vessel this month in Key West, Florida.
Shearer Group, Conrad Shipyard

Receive ABS Approval in Principle for LNG Towboat
Conrad Shipyard, L.L.C. and The Shearer Group, Inc.
(TSGI) have worked together to develop the design of a
Liquefied Natural Gas (LNG) powered towboat utilizing
a proven design from TSGI. The team has been awarded
an Approval in Principle (AIP) by the American Bureau
of Shipping (ABS) for the design of the 4,200 horsepower
LNG towboat. The towboat is based on TSGIs proven azimuth drive (z-drive) towboat design that debuted in 2008.
To date, eight of these towboats have been built for Southern Towing Company. The original Southern Towing
boats helped pioneer the use of z-drives for brown water
operations and have shown significant fuel savings relative
to conventional towboats. The LNG powered towboat design capitalizes on Wrtsils proven dual fuel technology,
but is not wedded to it. This technology is the most widely
accepted dual fuel technology currently in use in the domestic U.S. market. While Wrtsils existing dual fuel engines are medium speed diesels, it is anticipated that future
engine developments will result in lighter and smaller high
speed units. The design is flexible enough to allow for the

use of either engine option as determined by the operator.
The Wrtsil system specified is basically a smaller version
of the system currently installed on the Harvey Gulf Multi
Purpose Supply Vessels. The TSGI design marries the
proven benefits of utilizing z-drives on a towboat. According to TSGI, these efficiencies compound, providing an
owner with operational cost savings that can exceed 35%
of the cost of operating a conventional towboat.
EBDG-designed CAPE HORN Delivered into Service
Elliott Bay Design Group (EBDG), a leading naval architecture and marine engineering firm with offices in Seattle and Ketchikan, recently announced the delivery into
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service of the CAPE HORN, a Specialty Oilfield Vessel

that it designed. EBDG partnered with Gulf of Mexico
Operator SeaMar, LLC and Gulf Island Marine Fabricators on the class design and production engineering for
the ship. The design of the CAPE HORN was developed
from concept to production in EBDGs Gulf Coast office
and features an innovative tank farm unique to Specialty
Design Oilfield Vessels. EBDG provided full design services including structural, mechanical, piping and outfitting design, and served as the primary point of contact for
all regulatory body requests for information.
MN 51
12/22/2014 3:33:08 PM
PEOPLE & COMPANY NEWS
Naugle
Hoppes
HMS Global Maritime welcomed

Allen Naugle as the Director of Safety,
Quality and Environment. Allen brings
28 years of engineering and leadership
experience to the team, including 21
years serving as a United States Air
Force Officer. Prior to his position with
HMS Global Maritime, Allen was Director of Operations for TEAM Integrated Engineering, Inc. Allen retired
as a Lt. Col. from the U.S. Air Force
in 2007 received a Bachelor of Science,
Civil Engineering from Louisiana State
University and a Master of Engineering, Environmental Engineering Sciences from the University of Florida.
Dave Hoppes, Matsons senior vice
president, ocean services, will retire
March 31, 2015, the company announced. John Lauer, vice president at
Matson Navigation Company, Inc., will
succeed Hoppes as senior vice president,
ocean services. Hoppes has been responsible for sales, marketing, customer
service, pricing and government services
for the ocean transportation division of
Matson. He has had an integral role in
developing and managing key customer
relationships in all of Matsons markets:
Hawaii, Guam, China and the South
Pacific. Hoppes has a bachelors degree
in psychology and a masters in business
administration from the University of
California, Los Angeles.
Ship classification group RINA has
acquired a majority stake in Montrealbased marine survey company Hayes
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Socci
Stuart. The move gives RINA Services

a platform for further expansion into
the growing market in Canada. Stefano Socci, General Manager Americas, RINA Services, said in December,
Hayes Stuart is a well-established Canadian marine survey company with
expertise that complements ours. We
see the marine market growing in
Canada and Hayes Stuart together
with RINA will be well placed to expand with it. Hayes Stuart has offices in Montreal, Toronto, Quebec
City and Halifax and employs fifteen
full-time marine experts. It provides a
range of commercial marine services
including hull and machinery surveys,
condition surveys, bunker and cargo
surveys, loss prevention surveys.
Ice Floe LLC dba Nichols Brothers Boat Builders announced the appointment of Gavin Higgins as Chief
Executive Officer. Mr. Higgins brings
more than 30 years of industry experience to his new role having previously
served as COO of Nichols Brothers Boatbuilders (NBBB). Prior to
NBBB, Gavin was with Irving Shipbuilding, Inc. as General Manager,
Shelburne Ship Repair. Gavin, a Naval
Architect, graduated from Southampton College in Southampton, England in 1983, awarded the Chartered
Engineers status in 1990 and became
a Fellow of the Royal Institute of Naval Architects in 2000. Additionally,
in 2007 Gavin completed an M.B.A.
from the University of Connecticut.
Higgins
Lerma
Gavin has been a member of the Society of Naval Architects and Marine
Engineers (SNAME) in the U.S. since
1983. The American Bureau of Shipping also named Gavin to their committee on small vessels.
InterAct has appointed Val Lerma,
P.E., as engineering manager. Lerma
has more than 30 years of experience
working with major and independent
oil and gas operators, both on and offshore. She has experience in drilling,
reservoir and production engineering
as well as management roles and will
enhance InterActs engineering capabilities. Lerma is on the Curriculum
Advisory Board for the University of
North Dakotas petroleum engineering department, is a member of the
local American Petroleum Institute
(API) Board and is a licensed professional petroleum engineer in the State
of California.
Crowley Maritime Corporations
Puerto Rico liner services group announced that Ken Orben is being
promoted to general manager of terminal operations in Jacksonville, Fla.,
and Karen Dempsey is being promoted to director of port operations
in Pennsauken, N.J. Orben, a 27-year
Crowley veteran will be responsible
for all aspects of land operations including line and staff functions, ocean
terminal and related container yard
and container freight station operations, stevedoring, yard, car, and
January 2015
12/22/2014 3:33:22 PM
Orben
Dempsey
Crowley USMMA
gate operations, safety, security and

the transition to new technology.
Dempsey, who has been with Crowley
for 32 years, has served in managerial
roles in port documentation and traffic until being promoted to manager
of port administration in 2005.
Crowley Maritime Corporation
awarded three Thomas B. Crowley
Sr. Memorial scholarships to United
States Merchant Marine Academy
(USMMA) cadets at Containerization and Intermodal Institutes Connie Awards luncheon in Newark, N.J.
Crowleys Jenny Terpenning, marine
recruiter, presented the scholarships to
the recipients at the event. Recipient
Michael Francis is a first class midshipman studying marine systems
engineering with a concentration in
nuclear engineering at the academy.
Midshipman Thomas Kloepfer from
Amityville, N.Y., is studying marine
engineering systems with a minor in
electrical engineering. Joshua Asaro, a
recipient from Florissant, Mo., is completing his final year of studies. During
his time at the academy, he filled billets
as team leader, squad leader and petty
officer before his appointment to regimental training vessel chief mate and
later, regimental protocol officer. Since
1984, Crowley has provided more
than $3 million dollars in scholarship
funding for more than 1,000 students
studying at maritime academies and
other select institutions in the U.S.,
Puerto Rico and Central America.
www.marinelink.com
12/22/2014 11:56:32 AM
Nagle
Toohey
AAPAs Nagle Applauds

FY15 Ports Support
In reviewing the proposed $1.01
trillion Consolidated and Further
Continuing Appropriations Act of
2015 hammered out in Congress last
month, the American Association of
Port Authorities (AAPA) noted significant increases for the U.S. Army Corps
of Engineers Harbor Maintenance Tax
(HMT) operations and maintenance
(O&M) activities and construction
budgets, and for the Environmental Protection Agencys Diesel Emissions Reduction Act (DERA) grants
program. While the Department of
Transportations TIGER (Transportation Infrastructure Generating Economic Recovery) grants program will
drop to $500 million compared with
fiscal 2014s $600 million mark, funding is still significantly higher than the
House-proposed mark of $100 million. With regard to the Corps HMT
O&M budget, AAPA recognizes
WRRDAs June 2014 enactment came
in the midst of the ongoing appropriations process, but were pleased that
Congress plans to significantly increase
funding above the $915 million requested by the Administration, said
AAPA President and CEO Kurt Nagle.
ABS Releases Guide for
LNG Fuel Ready Vessels
ABS has published the ABS Guide
54 MN
St. Lawrence Seaway
for LNG Fuel Ready Vessels to support members and clients in preparing
newbuildings for future conversion to
gas propulsion. The Guide formalizes the process for clients who wish
to plan for conversion to LNG fuel at
a future date by providing a detailed
review and approval and an associated
class notation. The Guide includes a
basic level of Concept Design Approval, with a design review for approval
in principle (AIP), and two optional
levels for general design approval and
installed equipment, which constitute
a complete review and survey of the
system to be installed on the ship. The
first optional level is a General Design
Review that allows an owner to approach a shipyard with a reviewed design package for the gas-fueled system
at the time of conversion.
The second optional level is Detail Design Approval and Installation
which constitutes a complete design
review and survey of a system that will
be installed on the LNG ready ship in
accordance with the ABS Guide for
Propulsion and Auxiliary Systems for
Gas Fueled Ships.
WCI Praises Increase to
Barge Diesel Fuel User Fee
Waterways Council, Inc. (WCI)
and its members and stakeholders last
month applauded the Senates passage, by a vote of 76 to16, of a 9-cent
increase to the barge diesel fuel user

fee. The user fee currently 20-centsper-gallon of fuel used while operating on the inland system will be
increased to 29-cents-per-gallon, effective April 1, 2015. Deposited into
the Inland Waterways Trust Fund
(IWTF), this amount is matched by
General Treasury Funds and is dedicated to new construction and major
rehabilitation of the inland system.
The 9-cent-increase will add around
$80 million annually to the IWTF.
It is supported by those who pay it
just 300 commercial operators
while the entire nation benefits, from
hydropower, municipal water supply,
recreational boating and fishing, flood
control, national security, and waterfront property development. Waterways Council is grateful for the House
and Senate passage of the increase to
the barge industrys fuel user fee. Additional money flowing to priority
navigation projects could result in earlier completion and delivery of more
than $82 billion in related economic
activity for the nation over 20 years,
said Michael J. Toohey, President/
CEO of Waterways Council, Inc.
DNV GL Prepares for Low
Sulphur Operation
In the new publication, Sulphur
Limits 2015 Guidelines to Ensure
Compliance, DNV GL describes
January 2015
12/22/2014 3:33:45 PM
Bouchard Transportation Co., Inc.
potential difficulties associated with

switching from heavy fuel oil to marine gas oil and discusses which technologies can best help vessels fulfill
new emissions requirements. DNV
GL has also developed a ship-specific
Fuel Change-Over Calculator (FCO)
to help vessel owners and operators
determine the ideal parameters for
their vessels fuel change-over. The
software uses a numerical simulation
which is more accurate than previous linear models and delivers insight
into the optimized lead time for the
change-over process, its costs and the
maximum hourly consumption to
meet constraints.
Port of Amsterdam Rewards
Green Award-Certified Barges
The Port of Amsterdam will be
joining the Green Award program
for inland barges on 1 January 2015,
making it the first port to reward
vessels based on their Green Award
level. The level a vessel has attained
Bronze, Silver or Gold will determine the discount on the Inland
Harbor Dues its operator pays for
Amsterdam harbor waters. The Port
has been an incentive provider for
sea-faring vessels carrying the Green
Award certificate for many years now,
and starting in 2015 the Port will also
be giving discounts to Green Awardcertified barges. The Green Award
www.marinelink.com
program was created to promote safer

and cleaner inland navigation and
advocates an integrated approach for
European inland waterways.
Remarkable Year of Grain,
Steel Boosts Seaway Season
As the season quickly approaches
its end, St. Lawrence Seaway cargo
shipments were expected to finish
ahead of 2013 after a remarkable year
of grain exports and steel imports.
According to the St. Lawrence Seaway, total cargo shipments reached
34.6 million metric tons for the period from March 25 to November
30 up 5 percent over the same
period last year. Seaway management
expected the season will close ahead
of last year by a similar margin. Grain
shipments (Canadian and U.S.) tallied 10.1 million metric tons, up 44
percent over 2013. The vast majority
of that uplift has come from record
Canadian crops, but U.S. grain to
date is also up by 30 percent. Grain
shipments through the Port of Toledo
have been at their highest level in four
years. Renewed construction activity
and automotive manufacturing lifted
steel shipments by 80 percent to 2.2
million metric tons this season with
ports including Detroit, Toledo, Milwaukee and Cleveland all benefitting
from the increase.
Bollinger Drydock
Bouchard Transportation
Wins Environmental
Achievement Awards
Forty-three Bouchard Transportation
Co., Inc. vessels have been honored by
The Chamber of Shipping America
(CSA) with Certificates of Environmental Achievement. The awards, given
out in mid-November, recognize vessels
that have operated for two full years or
more without an environmental incident. In total, the 43 vessels achieved
the equivalent of 601 years without incident. Twenty-four of the honored vessels have gone without environmental
incident for 10 or more years.
Bollinger Adds 12,000 Tons
of Dry Dock Lifting Power
Bollinger has augmented its net lifting power by another 12,000 tons with
the additions of two new dry-docks.
The docks will position Bollinger for
its diverse markets and further enhance its capacity at two locations.
Terms and conditions of the purchase
were not made available. One of the
docks, a 10,500 ton dry-dock will be
located at the Bollinger Port Fourchon
facility, and measures 320-ft. x 100-ft.
between the wing walls. Bollinger now
has three commercial dry-docks located in Fourchon with a combined lifting capacity of over 22,000 tons. The
second dock, a 1,500 ton dry-dock
will be located at the Bollinger Quick
MN 55
12/22/2014 3:33:55 PM
Koichi Fujiwara, Class NK &

Brian Holden, USMRC
Repair (BQR) facility in Harvey, Louisiana, and measures

160-ft x 60-ft between the wing walls. BQR is located off
the Mississippi River and provides service to both the inland and offshore marine transportation sector.
USMRC, ClassNK Sign MoU on LNG, Offshore, and Cybersecurity
The United States Maritime Resource Center (USMRC)
Busch
in Middletown, Rhode Island and ClassNK, a ship classification society based in Tokyo, Japan last month signed
a Memorandum of Understanding (MOU) laying out a
framework for future technical cooperation to carry out
joint research and development activities for the maritime
industry. This will mark the first time a major ship classification society has teamed with a prominent marine operations simulation center engaged in specialized training
and research in North America. Our goal is to support
the safety of ships from not only from the technological
point of view, but also the human factor perspective.
said ClassNK Executive Vice President Koichi Fujiwara.
USMRC President Brian Holden added, ClassNK shares
our goal of engaging in activities that focus on the safety
of mariners; ships and their cargoes; and protection of the
marine environment.
Crowley Wins T-AGOS/T-AGM MSC Contract
Crowley Maritime Corp.s global ship management
group has been has been awarded the contract for the operation and maintenance of the T-AGOS/T-AGM fleet for
the Military Sealift Command. This fleet of seven ships supports the Navys Surveillance Towed Array Sensor Systems
(SURTASS) operations; the U.S. Air Forces dual-band,
phased array and parabolic dish radars; and other government research missions. The contract covers the operation
and maintenance of five T-AGOS and up to two T-AGM
ocean surveillance ships. Crowley will provide personnel;
operational and technical support (ashore and afloat);
equipment; tools; provisions, and supplies to operate this
fleet of seven United States Naval Ships (USNS). The issuance of this contract is well-matched with Crowleys capabilities, not only in the companys ability to manage specialized vessels, but also in providing the U.S. Government
with a variety of maritime services, said Todd Busch, senior vice president and general manager, technical services.
56 MN
January 2015
12/23/2014 10:03:13 AM
PRODUCTS
Markey Machinery Winches
Founded in 1907, Markey Machinery is a designer and manufacturer
of high quality custom deck machinery for workboat, scientific,
and dockside applications. Built for
the long haul every time, Hell-forStout is a term often heard when
describing Markey equipment.
Markeys experienced engineering
and manufacturing staff is up to the
toughest challenges and can readily
assist with any custom projects and
special applications.
www.markeymachinery.com
J D Neuhaus Hoists for

Offshore Crane Repairs
When an offshore deck crane failed,
it caused problems for an offshore
platform. Using J D Neuhaus air
operated hoists, the suitable lifting
device was sourced a Profi 2TI
model which had a lift capacity of 2
metric tons. The J D Neuhaus range
of air operated hoists is universally
deployable, incorporating explosion
protection and all are suitable for
use in hazardous areas.
JK Fabrication Deck
Equipment
J.K. Fabrication, Inc. manufactures
hydraulic marine deck equipment
in Seattle WA. Products range from
commercial fishing equipment, anchor and research winches for all
vessels. The firm has expanded its
footprint into hose storage reels
for petroleum platforms as well as
emergency towlines storage reels for
retrieval of ocean going barges. The
towline storage reel is a proven means
of saving a loose ocean going barge.
www.jkfabrication.com
www.jdngroup.com
Braemars FSP-LNG
Containment System
Braemar LNG BV has signed an
agreement with NASSCO to utilize
its patents in the design and construction of FSP LNG Containment
systems. The FSP system - a new
flat-panel, semi-membrane, prismatic-shaped LNG tank-containment
system Type B - uses new flat plate
technology to overcome partial filling and sloshing issues. Approval in
Principle has been obtained from
Lloyds Register (LR) and ABS.
www.cohereit.com/braemar/braemarlng.avi
YANMAR Americas EPA

Compliant Engine
Ice-strengthened research
vessel Gets Ecospeed
Protection
The bow area of the underwater hull
of Royal Research Ship James Clark
Ross was coated with Ecospeed. The
ship is one of two ice-strengthened
research vessels operated by British
Antarctic Survey (BAS). Ecospeed is
not only the best solutions available
for underwater hulls of icebreakers
and ice-going vessels, the coating
also provides excellent hull performance and is the easiest ice-going
paint to apply and maintain.
YANMAR Americas EPA Tier III

compliant commercial marine diesel
engine is rated at 755 mHP and 1900
RPM. The new 20.38-liter 6AYAMET uses a fully mechanical control
system for easy servicing and reliable
performance. The four-cycle, in-line
six-cylinder 6AYAM-ET offers several
key features and benefits that make it
a top choice for commercial vessel operators. The new engine is approved
by various Classification Societies.
www.global.yanmar.com
www.ecospeed.be
www.marinelink.com
MN 57
12/22/2014 3:34:20 PM
PRODUCTS
Trelleborg Rubber
compound Tug Fenders
Trelleborgs marine systems operation
has launched a new High Performance
Super Abrasion Resistant (HPSAR)
tug fender, which utilizes an innovative, superior rubber compound. The
application of this distinctive and
improved compound not only significantly increases the service life of
the fender, but also gives the fender
a lower density than traditional solutions, contributing to reduced weight
and increasing potential savings.
www.trelleborg.com/Marine-Systems/
Run Like the Wind with

ZF Gearboxes
Transporting personnel and equipment quickly and safely by boat to
offshore wind farms in all weathers
requires reliable, efficient equipment.
MPI Workboats can be assured of
such reliability with ZF gearboxes installed in six of its latest vessels. The
ZF 2050 and the ZF 2000 NR are
lightweight transmissions with aluminum housings that are perfectly
matched to the design and operating
conditions of the MPI workboats.
Wing Inflatables Wins CE

Certification
Another milestone for Wing Inflatables is reached as Wing has received
official CE certification for its signature line of CRRC (combat rubber
raiding craft) boats. Based in Arcata,
CA, Wing experienced dramatic
growth in 2014. A key component
of the growth has been the development and launch of a fully inflatable
boat. In November, Wing received
office European Union Certification
and Recognition for two models.
www.wing.com
www.zf.com
Hoover Container Solutions

Thermo Oxidizer Units
Floodlight Delivers Power in

Compact Housing
Hoover Container Solutions Pty Ltd

(Hoover), a leading manufacturer,
rental and maintenance provider of
bulk containers, has installed Thermo Oxidizer units at its Scott, Louisiana, and Houston service facilities.
Hoovers Thermo Oxidizer units are
designed to eliminate more than
99.5 percent of hazardous air pollutants (HAPs) and VOCs from industrial air streams. Hydrocarbon based
pollutants are chemically transformed
into
carbon dioxide
and water.
Combining brilliant illumination

with low-profile housing, Hella marines Power Beam 3000 heavy-duty
LED floodlight delivers bright radiance with durability. Featuring a
widespread beam angle of 40 and
light output of 3,100 lumens, it
consumes just 43 W of power. Built
to withstand harsh environments,
it is constructed of die cast aluminum and its lens is impact-resistant
acrylic. A 316 stainless steel bracket
ensures secure mounting.
www.hooversolutions.com
Chicago Dry Dock Brings

Access, Expanded
Expertise
TPG Marine Enterprises, LLC has
purchased a Chicago shipyard. Chicago Dry Dock, Inc. operates on
the Calumet River and offer unencumbered access to both the Great
Lakes and the Inland River System.
Operating from seven secured acres
less than three river miles from Lake
Michigan, it has two floating dry
docks that can accommodate repairs
to all types of vessels.
www.hellamarine.com
www.tpgmarine.com
58 MN
December 2014
12/22/2014 3:34:35 PM
PRODUCTS
Miller Welders:
Big Capabilities,
Small Package
Designed to withstand harsh environments, the Dimension 650 multiprocess welder from Miller Electric
Mfg. offers a combination of durability, output, efficiency and capability in a smaller, easier-to-handle
package. The Dimension 650 provides power-intensive output for
heavy welding, carbon-arc gouging,
and precision arc characteristics designed for thin-metal welding. The
Dimension 650 features high electrical efficiency
that allows for
more welding
using 32 percent less power.
www.millerwelds.com
Marine Polymers
Changing Industry
Vesconite and Vesconite Hilube are
reshaping the commercial ship bushing market. Thermoplastics offer performance superior to nylon or bronze,
with lower life cycle maintenance and
operational costs. Applications include deck cranes, grabs, hatch covers, rudders, sheaves, stern rollers,
stern tubes and more. It performs in
the dirtiest of conditions and is ideal
in settings where maintenance is difficult and a long service life is required
Sea-Fire Systems for

Metalcraft Fireboats
Metalcraft Marines Firestorm highspeed, aluminum fireboat represents
a new generation in vessel technology. When fitted with Sea-Fire H Series engineered fire suppression systems, these fireboats are prepared for
almost anything. Recently, four fire
departments selected this unrivalled
combination. Sea-Fire H-Series Custom-Engineered Fire Suppression
Systems protect spaces from 1,500
to 17,500 cubic feet, on workboats,
marine vessels and offshore marine
applications, accordance with IMO/
SOLAS requirements.
www.sea-fire.com
www.vesconite.com
Electric Dustmaster
from MARCO
Dust control on a work site is a challenge, no matter what size the job is.
The Marco manufactured Dustmaster 8,000 CFM Electric Dust Collector moves more air when compared
to other units its size. The first Electric Dust Collector in the Dustmaster line, the 8,000 CFM Electric
Dust Collector is powered with a
24 HP 460 volt motor. All units are
available for purchase, lease or rent.
www.marco.us
MTU Series 4000 Engines

from Rolls-Royce for IceCapable Vessel
MTU, a Rolls-Royce brand, was
chosen to power the Sikuliaq, a U.S.
academic oceanographic research
vessel. Sikuliaq is powered by four
MTU Series 4000 Ironmen engines;
two MTU 16V 4000 M23S marine
generator engines and two MTU
12V 4000 M23S marine generator
engines. Sikuliaq is capable of breaking ice up to 2.5 feet thick during
polar and sub-polar research.
Caterpillar to Power Maersk

Subsea Service Vessels
Caterpillar Marines MaK diesel
electric propulsion (DEP) solutions
will power four Maersk Supply Services (MSS) newbuilds. Each will
be equipped with 4x MaK M 32 E
generator sets and 2x MaK 8 M 20
C at 1440 kW each. Featuring higher
engine power density, the length and
weight of the package has been reduced by more than 15%, without
compromising reliability, durability,
vibrations and structural borne noise.
www.caterpillar.com
www.mtu-online.com
www.marinelink.com
MN 59
12/22/2014 3:34:47 PM
Marine Marketplace
Powered by www.maritimejobs.com
Post Your Resume for Free Energize Your Job Search @ MaritimeJobs.com
Bouchard Transportation Co., Inc.
Assistant Manager, Crane &

Vehicle Maintenance
Job Location: USA, Portsmouth

/LFHQVHG$VVW(QJLQHHU
The Port of Virginia - Virginia International
Qualications:
Terminals is seeking an Assistant Manager,
s$EGREEFROM-ERCHANT-ARINE!CADEMY
Crane and Vehicle Maintenance to supervise
ORYEARSEXPERIENCEWORKINGONTUGSOF the shift work of up to 20 crane and vehicle
ATLEAST(0
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Responsibilities
s34#7
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with the operations team.
Qualications:
-Provide written shift reports to peers on job
s-INIMUMOFA!"4ANKERMAN0)#"!2'% status
-Be adept at troubleshooting mechanical and
s34#7
electrical equipment
s47)#
-Be able to work under high stress and fast
Apply online at
paced conditions.
-Maintain and track inventory status, ensurwww.Bouchardtransport.com
Click on the employment link and submit through the ing cost savings and efficiency practices are
Vessel Employment Opportunity link.
followed
Minimum Qualifications:
-AA/AS in related field, Technical CertificaOffshore Welders
tion or equivalent work experience
To perform various types of welding -5+ years direct industry experience working
and fabrication and other related du- on ship to shore cranes and straddle carriers
-2+ years demonstrated leadership and superties during construction and repair visory experience (informal and/or informal)
of offshore facilities. Must have pipe in industrial plant or similar environment
ZHOGLQJFHUWLFDWLRQDVSHU$60(DQG -Experience in programming and troubleULJJHUFHUWLFDWLRQDVSHU$3,53' shooting using PLCs
-Excellent communication skills
-Must be available to work rotating 12-hour
Offshore Rigger/Helper
shifts
To perform various types of duties dur- -Must be able to pass a pre-employment
ing fabrication, repair, construction physical
-Possess a valid State Drivers License
and maintenance of offshore facilities. -Ability to work a physically demanding job
safely in all types of environments (heights,
6DODU\'2(
confined spaces, and various types of weather)
Location:
*XOIRI0H[LFR/RXLVLDQD'HSDUWXUH
Apply at:
www.blanchardcontractors.com
or call 985-325-3941
Ad paid by an Equal Opportunity Employer.
60 MN
Classified MN JAN15.indd 60
3rd Assistant Engineer Unlimited

Job Location: USA, Nofolk
Sailing on a US flagged container ship as 3rd
AE unlimited with runs between Norfolk.
VA and the Azores in the Atlantic. All travel
plus a days pay for travel. 90 day hitches.
Tony Hanley
Transatlantic Lines LLC
P.O. Box 661
Marrero LA 70073 USA
Phone: (504)909-4770
Fax: (504)328-0470
Email: tony@transatlanticlines.com
Naval Architect/Marine Engineer

Job Location: USA, Salisbury, MD
The design office provides engineering and
technical support for the companys new
build program and fleet operations. The naval architect or marine engineer will join our
design team and undertake challenging design projects from conceptual design to detailed practical design and commissioning.
Utilizing sound engineering practices, the
architect will be required to develop technical analysis and design of hull structure
scantlings, structural support systems and arrangements of all classes of commercial vessels. The position requires strong analytical
skills, knowledge of regulatory bodies and
the ability to work in a team environment.
martin@cheship.com
Chesapeake Shipbuilding
710 Fitzwater Street
Salisbury MD 21801 USA
Email: martin@cheship.com
Web: http://www.chesapeakeshipbuilding.com/employment.html
MARINE SURVEYOR
Shaune Thomas
The Port of Virginia
600 World Trade Center
Norfolk VA 23510 USA
Phone: 7576832132
Email: SThoma@portofvirginia.com
Web:
http://www.portofvirginia.com/
about/careers/
Job Location: USA, New Orleans

Reputed marine surveying, auditing and
consulting firm seeking surveyors for the
New Orleans/Gulf Coast office. Position 1:
Master/Ch Eng license and Tanker experience preferred. Position 2: Experience with
draft surveys, tanker gauging, cargo surveys
sought. Competitive salary and benefits.
January 2015
12/22/2014 11:26:00 AM
Marine Marketplace
Send resume to fmc@fmcneworleans.com
Jason Fernandes
Fernandes Maritime Consultants, LLC
3525 N Causeway Blvd
Ste. 804
Metairie LA 70002 USA
Email: fmc@fmcneworleans.com
Assistant Chief Engineer

Job Location: USA, Lewes, DE
Under limited direction of the Chief Engineer, performs skilled work relating to the
power plant and auxiliary machinery aboard
the Universitys coastal research vessel.
Sails as Chief Engineer up to 75% of scheduled cruises.
The HUGH R SHARP is an advanced oceanographic research ship with diesel electric
propulsion including twin Z-drive prime
movers and a tunnel bow thruster. Engineers
monitor the engineering plant, operate and
maintain deck equipment, and repair problems at sea and ashore.
The ship primarily sails out of our home port
in Lewes, Delaware. Crew are full time employees of the University of Delaware which
provides outstanding benefits. Interested
applicants can apply on line at: http://www.
udel.edu/udjobs/ (search under Staff, location Lewes)
Jon Swallow
University of Delaware - R/V HUGH R
SHARP
DE USA
Email: jswallow@udel.edu
Web:
http://www.ceoe.udel.edu/about/
marine-operations
Assistant Engineer / Marine Mechanic

Job Location: USA, Los Angeles
Looking for an assistant marine engineer /
marine mechanic with diesel experience and
electrical / plumbing background. 10 years
previous experience required. Pay commensurate with experience. Please send resume
to sarah@nielsenbeaumont.com
Sarah Stewart
San Diego CA 92106 USA
Phone: 6192224255
Email: sarah@nielsenbeaumont.com
Marine Operations Assistant

Job Location: USA, NJ, Westfield
Atlantic Container Line, a leader in international transportation, has an immediate
opening for a highly motivated experienced
individual for its Terminal Operations department. This position is located in our
Westfield, NJ office. Candidate will be responsible for attending and successfully
supervising all aspects of our stevedoring
and terminal operations for Lolo and RoRo
cargo. Other responsibilities include generating cost accruals, reviewing and approving invoices, assisting management in cost
control, and coordinating stowage with our
central planning department.
Linda Fernandez
Atlantic Container Line
50 Cardinal Drive
Westfield NJ 07090 USA
Fax: 908-518-7321
Email: human.resources@aclcargo.com
VESSELS FOR SALE / BARGES FOR RENT
www.marinelink.com
Marine News 61
12/23/2014 9:57:32 AM
Marine Marketplace
NEW PRODUCTS
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62 MN
January 2015
12/22/2014 11:26:31 AM
Marine Marketplace
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www.marinelink.com
Marine News 63
12/22/2014 11:26:49 AM
Index page MN Jan15:MN INDEX PAGE 12/23/2014 3:49 PM Page 1
ADVERTISER INDEX
Page
Company
Website
Phone#
20 . . . . .All American Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.allamericanmarine.com . . . . . . . . . . . . . . . . . . . . . . . .(360) 647-7602

37 . . . . .Aluminum & Stainless, Inc. . . . . . . . . . . . . . . . . . . . . . . . .www.aluminumandstainless.com . . . . . . . . . . . . . . . . . . . . .(337) 837-4381
31 . . . . .Aurand Mfg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.aurand.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(513) 541-7200
1 . . . . . .Citgo Petroleum-Clarion . . . . . . . . . . . . . . . . . . . . . . . . . .www.clarionlubricants.com . . . . . . . . . . . . . . . . . . . . . . .1-855-MY-CLARION
7 . . . . . .Cobham Seatel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.cobham.com . . . . . . . . . . . . . . . . . . . . . . . . . .Please visit our website
17 . . . . .DMW Marine Group, LLC . . . . . . . . . . . . . . . . . . . . . . . . .www.dmwmarinegroup.com . . . . . . . . . . . . . . . . . . . . . . . . .(610) 827-2032
29 . . . . .Gladding Hearn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.gladding-hearn.com . . . . . . . . . . . . . . . . . . . . . . . . . .(508) 676-8596
19 . . . . .Great American Insurance . . . . . . . . . . . . . . . . . . . . . . . .www.GreatAmericanOcean.com . . . . . . . . . . . . . . . . . . . . . .(212) 510-0135
19 . . . . .John Deere Power Systems . . . . . . . . . . . . . . . . . . . . . . .www.johndeere.com/marine . . . . . . . . . . . . . . . . . . . . . . . . . .Visit us online
5 . . . . . .KVH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.kvh.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(401) 847-3327
27 . . . . .Lampson International . . . . . . . . . . . . . . . . . . . . . . . . . . .www.lampsoncrane.com . . . . . . . . . . . . . . . . . . . . . . . . . . .(509) 586-0411
9 . . . . . .Louisiana Cat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.louisianamachinery.com . . . . . . . . . . . . . . . . . . . . . . .(985) 536-1121
53 . . . . .Mariner's House . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.marinershouse.org . . . . . . . . . . . . . . . . . . . . . . . . . . .(617) 227-3979
13 . . . . .Patterson Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.PattersonMfg.com . . . . . . . . . . . . . . . . . . . . . . . . . . . .(800) 322-2018
25 . . . . .Patterson Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.PattersonMfg.com . . . . . . . . . . . . . . . . . . . . . . . . . . . .(800) 322-2018
C4 . . . . .R.W. Fernstrum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.fernstrum.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(906) 863-5553
C2 . . . . .Scott Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.scottsafety.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(704) 291-8300
27 . . . . .Smith Berger Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.smithberger.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(206) 764-4650
31 . . . . .Suny Maritime College . . . . . . . . . . . . . . . . . . . . . . . . . . .www.sunymaritime.edu . . . . . . . . . . . . . . . . . . . . . . . . . . . .(718) 409-7341
23 . . . . .Tampa Yacht Manufacturing, LLC . . . . . . . . . . . . . . . . . . .www.tampa-yacht.com . . . . . . . . . . . . . . . . . . . . . . . . . . . .(727) 954-3435
15 . . . . .Tidewater Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.tdw.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(504) 568-1010
25 . . . . .VapCor Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .www.vapcor.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(905) 346-2638
3 . . . . . .Volvo Penta Americas . . . . . . . . . . . . . . . . . . . . . . . . . . .www.volvopenta.com . . . . . . . . . . . . . . . . . . . . . . . .Please visit our website
The listings above are an editorial service provided for the convenience of our readers.
If you are an advertiser and would like to update or modify any of the above information, please contact: productionmanager@marinelink.com
64 MN
January 2015
2015 Editorial Calendar

ISSUE
EDITORIAL
JANUARY
Passenger Vessels & Ferries
Ad Close: Dec 12
FEBRUARY
Ad Close: Jan 15
MARCH
Ad Close: Feb 14
APRIL
Ad Close: March 14
MAY
Ad Close: April 14
JUNE
Ad Close: May 14
JULY
Ad Close: June 15
AUGUST
Ad Close: July 15
SEPTEMBER
Ad Close: Aug 15
OCTOBER
Ad Close: Sept 15
NOVEMBER
Ad Close: Oct 16
DECEMBER
Ad Close: Nov 15
Market:
Technical:
Product:

Arctic / Cold Weather Operations
Winches, Ropes & Cranes
BONUS DISTRIBUTION
PVA/Maritrends
Jan. 31 - Feb 3, Long Beach, CA
REGIONAL FOCUS: West Coast
Dredging & Marine Construction
ASNE Day
0DUFK&U\VWDO&LW\9$
Fleet Optimization
CMA Shipping 2015

March 23 - 25, Stamford, CT
Market:
Technical:
Product:
Market:
Technical:
Product:
U.S. Coast Guard

Naval Architecture
Fire & Safety Equipment
Management Software
SATCOM for Workboats
Water Treatment & Technology
REGIONAL FOCUS: US East Coast
Shipyard Report: Construction & Repair
Sea-Air-Space
$SULO1DWLRQDO+DUERU0'
Offshore Annual
OTC Houston
0D\+RXVWRQ7;
Market:
Technical:
3URGXFW
0DUNHW
Technical:
Product:
Push Boats & Barges

Marine Coatings/Corrosion Control
,QWHULRU2XWWWLQJ'HVLJQ+9$&
269DQG2IIVKRUH9HVVHO7UHQGV
Safety & Prevention
Oil Pollution: Prevention & Response
Combat & Patrol Craft Annual

Technical:
Technical:
Product:
Shortsea Shipping / Bulk Transport

Lubricants, Fuels & Additives
Inland Boat Builders
Inland Marine Expo

June 15 - 17, St. Louis, MO
MACC-XQH9LUJLQD%HDFK9$
Seawork June 16- - 18, Southampton, UK
REGIONAL FOCUS: Inland Rivers
Propulsion Technology
Market:
Technical:
Product:
ATBs Expanding Roles & Types

Deck Machinery
Safety & Prevention
MN 100 Market Leaders

Market:
Technical:
Product:
Workboat Boatbuilding & Repair

Marine Operators
E-Solutions & Technology
Inland Waterways
Market:
Technical:
Product:
Navigation, E-Solutions & Software

Training/Regulatory Compliance
Cordage, Wire Ropes & Rigging
Marine News
25 Anniversary Edition
th
ShippingInsight
Stamford, CT
REGIONAL FOCUS: Great Lakes
Salvage & Spill Response
SNAME
Nov. 4 - 6, Providence, RI
CleanGulf
Nov. 10 - 12, New Orleans, LA
Workboat Annual
International Workboat Show

Dec. 2 - 4, New Orleans, LA
Market:
Technical:
Product:
0DUNHW
7HFKQLFDO
Product:
Maritime Security Workboats

Emissions Control/Management
Deck Machinery/Cargo Equipment
2XWWWLQJWKH0RGHUQ:RUNERDW
3XPSV3LSHV 9DOYHV
Marine Propulsion
REGIONAL FOCUS: Gulf Coast
Innovative Products & Boats of 2015

Market:
Technical:
Product:
Fire, Patrol & Escort Craft

Onboard / Wireless Comms
CAD/CAM Software
* The publisher reserves the right to alter this calendar. All features
are subject to change in light of industry trends and developments.
12/23/2014 3:36:40 PM
12/22/2014 3:41:49 PM

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arine

Cold Weather Operations

In the Lower 48, USACE Attacks Ice

Inland Deck Equipment

Training & Education

SUNYs Simulator Serves

MN JAN15 C2, C3, C4.indd 1

MN Jan15 Layout 1-17.indd 1

MarineNews January 2015 Volume 26 Number 1

Army research laboratory helps vessels deal with

Bridging the Competency Gap

Passenger Vessel Market

Cold and Calculating

Taming the Arctic, One Ferry at a Time

Securing the Inland Markets

MN Jan15 Layout 1-17.indd 2

The Staten Island Ferry is run

Cold Weather Operations

In the Lower 48, USACE Attacks Ice

Inland Deck Equipment

Training & Education

MN Jan15 Layout 1-17.indd 3

MarineNews January 2015

Associate Publisher & Editorial Director

Advertising Sales Managers

Lucia Annunziata annunziata@marinelink.com

Safety: Ferry Safety

Managing Director, Intl. Sales

People & Company News

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Joseph Keefe, Editor, keefe@marinelink.com

DAILY NEWS via E-MAIL

POST & SEARCH JOBS

MN Jan15 Layout 1-17.indd 6

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Ferries: Numbers, Safety, and more.

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numbers. Its about safety, too. And, North America is just

MN Jan15 Layout 1-17.indd 9

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tional Maritime Organization and observer status at the

Johan Roos is Interferrys executive director of European

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In North America, there will be virtually no impact on

Its hard to generalize within such a differentiated ferry

MN Jan15 Layout 1-17.indd 13

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The Korean ferry incident was soon recognized to be the

MN Jan15 Layout 1-17.indd 15

Interferry was not present at the time, but it seems

MN Jan15 Layout 1-17.indd 16

has requested the IMO to modify the legal requirements to

The IMO Marine Environment Protection Committee

We dont think the goals diverge its simply a matter