MARINE NEWS - SEPTEMBER 2010

T H E I N F O R M AT I O N A U T H O R I T Y F O R T H E WO R K B OAT • O F F S H O R E • I N L A N D • C OA S T A L M A R I N E M A R K E T S
M
arine
News
S E P T E M B E R 2 0 1 0
WWW. M A R I N E L I N K . C O M
On the Water
Captain Rusty
Reporting from Theresa Wood
on the Mighty Mississippi
Tech File
Plastic Hull
Prototype plastic boat for
the U.S.Navy
Rough Waters
Offshore
Industry Leaders Assess the Drilling Ban Mess
CONTENTS
MarineNews September 2010 • Volume 20 Number 9
TechFile
8 Flexible Plastic Hull
U.S. Navy alternative to aluminum boats
Blogs
10 Waiting for the Ship to Come In
By Joseph Keefe
Hawaii Superferry in the rearview mirror
Insights
12 James Adams, OMSA
By Raina Clark
Adams replaces Ken Wells
Boat of the Month
16 Cakewalk
Largest yacht built in the U.S. ... ever
Raina on the Rivers
24 Meet Captain Rusty
By Raina Clark
A Captain and his loyal crew navigate the
mighty Mississippi
Offshore
28 Rough Waters Ahead
By Susan Buchanan
Offshore industry leaders assess the damage
from the moratorium on drilling
Military Craft
32 Series Built Composite Hulls
By Raina Clark
Westport Shipyard enters military market
10
16 24
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2 MN September 2010
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4 MN September 2010
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MarineNews
On the Cover
Rough Waters Offshore
As the offshore drilling
moratorium continues,
industry leaders discuss
the future of an industry.
Pictured is Tidewater
vessel William C
O'Malley, an anchor
handling towing supply
vessel. Photo courtesy
Tidewater, Inc.
Story starts on page 28
Legal Perspectives
18 Indemnity Provisions in Contracts
By Frederick B. Goldsmith
Employment
22 Retaining New Hires
By Eric Helpenstell
34 People & Company News
40 Directory
41 Products
43 Classified
48 Ad Index
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his edition of MarineNews is full of insights from large and small players in the Gulf
of Mexico, as well as a special interview with the new interim President and CEO of
the Offshore Marine Service Association (OMSA), James Adams.
We are all searching for the same thing: Answers.
Inside these pages, industry leaders have told us how the drilling moratorium is impacting
them on the ground level, at this moment, and how they believe it will impact them in the
not too distant future. But a common goal of all these leaders is to get more information out
of the administration, and at this point there are far more questions than answers:
• How much longer will the deepwater moratorium continue?
• How long can we expect the Continental Shelf permitting process to remain slow and crippled?
• What will the new post-Deepwater spill regulations look like?
As Adams described in his interview, it is at once paralyzing and chaotic for an industry so tightly run by regulations
to suddenly be without a rulebook.
While the search for answers continues in the offshore arena, I give you the second article in my series on the inland
waterways and my eight-day trip aboard two towboats. I was happy and honored just a few days ago to get a call from
the crew of the Theresa Wood who told me they’d received their copies of the August edition of MarineNews which fea-
tured their daily work life and the issues that face boat operators on the inland waterways. These guys are so full of char-
acter it’s not hard to imagine them starring in a future reality show, something like, say, Mississippi River Cowboys.
Next month I’ll conclude the series with my ride aboard the Thomas E. Erickson down the Illinois River from Pekin,
Ill. to St. Louis, Mo. I’ll look at differences in the Upper Mississippi and Illinois Rivers and compare the experiences
of old-time towboaters with those of mariners who have just stepped aboard. Look for the series via our company’s
online channels, such as Marinelink.com and Maritimeprofessional.com, as well as in the pages of MarineNews.
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Subscribe to the print or electronic edition of MarineNews at www.marinelink.com/renewsubscr/Renew04/subscribe.html or e-mail Kathleen Hickey at [email protected]
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Raina Clark, Managing Editor, [email protected]
Want to hear more from behind the editor’s desk? Visit the MarineNews Notes blog at www.MaritimeProfessional.com.
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6 MN September 2010
EDITOR’S NOTE
rainaclark@ marinelink.com
8 MN September 2010
TECH FILE
Stanley Widmer Associates, Inc., of Staples, Minn.,
recently completed sea trials on a vessel for the U.S. Navy
designed as an alternative to aluminum boats currently
used to detonate mines. Aluminum boats often do not
withstand the blast, however the Widmer flexible double-
hull boat is designed to reduce G-shocks on the occupants
and be unsinkable. Stanley Widmer, President and Design
Engineer of Stanley Widmer Associates, has been pursu-
ing a design for a stronger boat ever since his youth when
he raced speed boats on Lake Winnebago. He came up
with the concept of a plastic boat in 1960 after the devel-
opment of the polyethylene crosslinked material. In 1972
he started an engineering company and used it to pur-
chase the design. In 2002, Stanley received a patent for his
concept. Widmer was approved funding from Congress in
December 2005 and finally received
an approved contract for $1.2m to
start work in March 2007. In 2009
Widmer received another $3m to
continue the project. The Navy’s
original idea was to build a remote
controlled boat to trigger mines
placed in shipping lanes and har-
bors, but the concept turned into a
manned patrol boat. The Widmer hull consists of an
ExxonMobil High Density Cross-Linked Polyethylene
material rotationally molded in a cast aluminum tool
employing Widmer’s patented “kiss-off ” design. To create
the hull, poly-ethylene pellets are poured into the castings
and heated. During the process, a cross-link action takes
place. After heating, the mold is cooled and the double
hull is removed. The entire process takes about four hours.
The temperatures need to be exact or the cross-linking
action won't occur. Widmer’s pilot boat took its maiden
voyage at Lake Osakis May 12, 2010. During trials, its
first run achieved a top speed of 38 miles per hour. Testing
included rock impacts, beaching, smashing docks, navi-
gating 18 inches of water and small arms fire. Widmer
reported that the tests were successful and the hull per-
formed well on S turns and panic stops.
The vessel is powered by a single 250
bhp, 4,300 rpm Steyr Motors
MO256K43 Diesel engine on a
monoblock design (head is cast with
the block) with electronic controlled
mechanical injectors. Propulsion is
provided by an UltraJet 251 axial flow
pump with a 9.8-in. dia. impeller.
Flexible Plastic Hull Prototype
Specifications
Length . . . . . . . . . . . . . . . . . . . . . . . .22.8 ft
Breadth . . . . . . . . . . . . . . . . . . . . . . . .8.4 ft
Displacement, laden . . . . . . . . . . .4,710 lbs
Power . . . . . . . . . . . . .1x 184 kW (246 bhp)
. . . . . . . . . . . . . . . . . . . . .Steyr MO256K43
Transmission . . . . . . .ZF63 with 1.25:1 ratio
Propulsion . . . . . . . .1x UltraJet 251 waterjet
www.stanleywidmerassociatesinc.com
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Steyr’s MO256K43
Diesel engine
UltraJet 251
ZF63
www.marinelink.com MN 9
10 MN September 2010
Posted on MaritimeProfessional.com
Kauai, Hawaii: Standing on the pier this past week,
clutching my $7 bottle of spring water, I scanned the hori-
zon over and over again, searching in vain for the arrival of
the Hawaii Superferry. It never came and it never will. The
reasons for that have been hashed over a hundred times,
but given the opportunity to nose around a bit for myself
while also fulfilling my obligations here at a “destination”
wedding; I revisited the scene of the crime. What I found
out isn’t all that earthshaking, but for me, it did put the
final nail in the coffin of this saga. You can probably also
kiss Title XI goodbye, while we’re at it.
It has been almost three years since a bunch of gnarly
surfer dudes defeated the Coast Guard in the battle of
Nawiliwi Harbor. Protesters on surfboards blocked the
harbor entrance and because the Coast Guard was unable
to control them, HSF executives then made the wise deci-
sion to turn around and head back to Honolulu with a full
load of disappointed passengers. Service was suspended
indefinitely at that point, and ultimately, never recom-
menced. A temporary security zone in waters of Nawiliwili
Harbor, Kauai and around adjacent jetties came too late,
as did a weak law enforcement response to those protests.
The courts eventually finished the job and today, the aver-
age Hawaiian citizen is all but prevented from traveling
freely between the various islands. But, you knew all that.
A short cruise on a 60-foot boat provided the perfect
nautical backdrop as an excuse to be suitably nosey. A
young deckhand was the first to speak up. “Nobody want-
ed that thing,” I was told firmly. Really? Why? “Well, we
had to keep out the frogs.” Frogs? “Yes, they come over in
people’s cars.” Wow. You mean like invasive species? “No,
frogs.” The Superferry could hit and kill whales, the
crewmember continued. I replied that this was certainly a
legitimate complaint, but wasn’t it possible that our boat
might do the same thing as we hurtled through the swells
at 17 KT? “No, we’ve got lookouts.” Oh – well, who is the
lookout then? “Me. Would you like another chardonnay?”
Yes, please!
With my drink sloshing dangerously like an overfilled
bunker tank, I lurched my way up to the conning station
where I hoped to drag something a bit more lucid out of
our helmsman. The boat’s senior officer proved to be
exceedingly open and pragmatic. “The superferry would
have saved us a ton of money in terms of getting supplies
and spares to the island. The airfreight is expensive and the
local interisland water freight service is no better.” He then
advised me that he was all for the Superferry, but they had
gone about it “all wrong.” Really? How so? “Well, they
should’ve waited for the EIS to be completed.” Fair
enough. Did you have to get an EIS completed in order to
start or keep running in these trades? “Well, no.” I glanced
down at his handsome diesel display panels, engines run-
ning smoothly in our run back to the dock. Are you run-
ning green, low-sulphur diesel? “Well, no. We’re supposed
to but we can’t get it right now so they let us operate with-
out it.” Oh…
The next morning, and back at my none-too-cheap con-
dominium, I took the kids down to the pool for a quick
dip before another mandatory wedding event. We met a
very nice elderly couple from the mainland who, six or
seven years previous, decided to move to Kauai perma-
nently. We exchanged pleasantries and I wasted no time in
launching into my mission. “They never had a chance,”
the older gentleman deadpanned. “The protesters — small
in number — were too well organized.” As it turned out,
they were apparently well-financed, too. I was told that
local, wealthy and longtime residents simply did not want
anyone else on the island. Our new retired friends were
otherwise neutral on the concept. One way or another, so
they claimed, it made no difference to them.
The final local input of the week was also the most illu-
minating. A local contractor out of Honolulu insisted that
he loved the ferry, primarily for the quick mobility it
allowed him in his business. He also said that what killed
it was the front money provided by others, helping the
environmentalists to sue. Sadly, it was never Lehman’s
intention to cater to the tourism trade or compete with
established freight services.
An excerpt from a blog entry by Joseph Keefe posted on
MaritimeProfessional.com
The global maritime industry has a social networking, news and information portal to call its own:
MaritimeProfessional.com. Log on and network with thousands of colleagues and potential business partners from
around the globe, and keep up to date on critical maritime matters via our exclusive, insightful reports — including
samples from last month found on the ensuing pages — from a global network of bloggers and industry insiders.
Hawaii Superferry
Waiting for the Ship to Come In
www.marinelink.com MN 11
12 MN September 2010
MarineNews spoke with James Adams, the newly appointed
interim President and Chief Executive Officer of the Offshore
Marine Service Association (OMSA), about his background,
the challenges facing the members he represents and the new
objectives of his organization. By Raina Clark
In August the Offshore Marine Services Association
(OMSA) announced the appointment of James Adams as
interim President and Chief Executive Officer. Adams’
appointment followed the resignation of Ken Wells, who
has led OMSA since 2004, and recently left the organiza-
tion to pursue other opportunities. Otto Candies, III, the
chairman of OMSA’s board of directors stated in a release,
“We are sorry to see Ken go as he has served our organi-
zation and members energetically for six years. We are
excited that Jim Adams has joined us in an interim capac-
ity while we conduct a national search for a new CEO to
lead OMSA.”
How did Adams come to be involved in the industry
and OMSA?
Adams was most recently Vice President of Government
Affairs for American Commercial Lines, Inc. (ACL). But
he began in the industry as a Coast Guard officer. After a
tour at sea he was assigned to Coast Guard Congressional
Affairs where he served on the Navigation Sub Committee
and worked to keep the regulatory framework up to speed
with the advancing offshore industry. Adams worked with
Robert J. Alario, a former OMSA president, to formulate
new statutory guidelines and new tonnage requirements
for offshore supply vessels.
“My work on the subcommittee led me to OMSA and
its membership back in the early 90s,” Adams said. “From
there I went to work with American Commercial Lines
and their government affairs and regulatory compliance
programs.”
Adams said his job at ACL prepared him for the work he
is doing at OMSA today. “Working for ACL I got a mem-
ber’s look at how a well-run trade association operates,” he
said, referring to his involvement with both American
Waterways Operators (AWO) and Waterways Council,
Inc. (WCI). “AWO and WCI are good reference points for
me.” He described those organizations as being “member
driven,” meaning they have consistent member participa-
tion in meetings and working group forums and members
feel they have ownership of the association and its policies.
Ultimately, he said, members must be satisfied that the
dollars they invest are delivering results.
“It was a mutual decision between the [OMSA] board
and myself to help evaluate where the association is and
where it needs to go,” Adams said. “Clearly the challenges
that confront the association are immediate. The board
needs to take a deliberate look at where the association
should be positioned and what skill set is needed to pro-
vide that leadership.”
This interim position, Adams said, allows him to help
the board evaluate those things.
What are OMSA’s priorities & objectives during this
transition?
Adams has a plan for going about this re-evaluation of
OMSA’s positioning. The first step, Adams said, is to talk
to board members and as broad a cross section of OMSA’s
250 members as possible to understand where they want
the association to go.
Next, Adams will reach out to policy makers in the
James Adams President & CEO, OMSA
INSIGHTS
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administration and in Congress. Adams said there are two
areas where better communications can improve OMSA
member business interests. One is clarity on the Jones Act.
“There has been a lot of misinformation over the sum-
mer,” Adams said. “During the Macondo (Deepwater)
spill we saw the Jones Act work effectively to allow both
U.S. flag and foreign flag vessels to work the response.”
The other area needing clarity is further details from the
government on what the moratorium means, when it will
be lifted and what regulatory framework will be put into
place to allow drilling and exploration to resume.
Adams will also strike up dialogue with other stakehold-
ers in the broader maritime community and in the oil and
gas industry “to understand where we can work together
to accomplish mutual goals. I want to strengthen our ties
with other maritime interests and with our members’ cus-
tomers in the oil and gas industry.”
Finally, Adams will report his recommendations to the
board in the next couple months. In the mean time, he
said, “the plan is to maintain our current regulatory work
to address changes to the STCW, the Maritime Labor
Convention and a number of environmental regulations.
I’m fortunate to have a very good staff at OMSA. Efforts
to represent our staff in those areas will go forward.”
How are OMSA and its members dealing with the
challenges presented by the drilling moratorium and
the attack on the Jones Act?
“We’re in a very unfamiliar place,” Adams said. “The
uncertainty of the moratorium has created a very difficult
business environment.”
“We’re a service industry and we serve a highly regulat-
ed industry. Since the Macondo event we’ve seen that reg-
ulatory framework shut down. Usually there’s a regulatory
process to follow. People need to make business plans. We
are hoping and asking for that clarity.”
When asked what the impact of the moratorium has
been so far, Adam said “We’re seeing a market contraction.
Obviously, the moratorium will have a direct effect on our
members.”
“We’re a secondary party to the drilling permitting
process,” he explained, but permitting has a direct impact
on the contracts available to OMSA members. “It’s idled
numerous vessels in the gulf,” he said, but “the direct
impact has been delayed because of work on the Macondo
response. But those vessels are coming off contracts now
and without deepwater exploration and production and
the deepwater rigs, there will be more vessels available to
serve fewer jobs in shallow water.”
Even on the continental shelf, Adams said he’s seen the
permit process slow measurably through the Bureau of
Ocean Energy Management, Enforcement and
Regulation (BOEMER), which is now tasked with pro-
cessing drilling permits in place of the defunct Mineral
Management Service (MMS). “There’s not a moratorium
[in shallow water], but regulatory clarity is needed.”
In response to attacks on the Jones Act that emerged
during the spill response, Adams said the industry is pre-
sented with an opportunity. It is a chance, he said, to
demonstrate to the administration and Congress that
Jones Act vessels have successfully worked side by side
with non Jones Act Vessels. Adams said there are many
economic and national security reasons to support Jones
Act.
INSIGHTS
14 MN September 2010
MN
BOAT OF THE MONTH
On August 8, Derecktor Shipyards launched the 281-ft
motor yacht Cakewalk, the largest yacht (by volume) ever
built in the U.S. The six-deck, 2,998 gross ton vessel float-
ed off Derecktor’s new 4,000 ton dry-dock into the waters
of Bridgeport harbor after several years and many thou-
sands of skilled labor hours.
Cakewalk was designed by Tim Heywood Designs with
Naval Architecture by Azure Naval Architecture. Interior
design was by Dalton Designs, Inc. Dozens of subcon-
tractors from engineering firms to security specialists par-
ticipated in the project.
“We certainly could not have done it without them” said
Gavin Higgins, Vice President of Business Development
at Derecktor.
“Some of the world’s most experienced and skilled spe-
cialists put their expertise into this job. You cannot suc-
cessfully build a yacht of this size and complexity without
having that sort of talent available.”
The yacht will remain at Derecktor for the next few
weeks undergoing final outfitting and sea trials. She is
scheduled to make her debut at the Ft. Lauderdale
International Boat Show in October.
Cakewalk
16 MN September 2010
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RIGHT: The christening of the 281-ft motor yacht Cakewalk.
BELOW: The 281-ft, 2998 gt motor yacht Cakewalk built by Derecktor Shipyards.
Touted as the Largest Yacht Ever Built in the U.S.
Download complete catalog
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Cakewalk Specifications:
Length, o.a. . . . . . . . . . . . . . . . . . . . . . 281 ft
Length, w.l. . . . . . . . . . . . . . . . . . . . . . 248 ft
Beam . . . . . . . . . . . . . . . . . . . . . . . . . 46.9 ft
Draft. . . . . . . . . . . . . . . . . . . . . . . . . . 13.1 ft
Gross tonnage . . . . . . . . . . . . . . . . . . . 2,995
Propulsion . . . . . . . . . MTU - 2x 16V400M71 @
. . . . . . . . . . . 2465BKW (3306 hp) @ 200 rpm
Propeller . . 2x 5 Blade Rolls Royce Single Pitch
Speed . . . . . . . . . . . . . . . 17 knots / 15 knots
Fuel capacity . . . . . . . . . . . . . . . . 97,000 gal
Range. . . . . . . . . . . . . . . 5000 nm @15 knots
Power generation. . . . . . . 2x MTU 2000 series
. . . . . . . . . . . . . . . . . V12 M-40B @ 660 ekW
. . . . . . . 2X MTU @60 550 Series @ 350 ekW
Emergency pack. . . . . . . . . . 1x MTU S60 400
. . . . . . . . . . . . . . . . . . . . . . Series @ 275 kW
Stabilizers . . . . . . . . . 4x Quantam Zero Speed
Bowthruster . . . . . . . . . . . . . Jastrom 400 kW
Windlasses . . . . . . . . . . . . . . . . . . . . . . Steen
Interior designElizabeth Dalton, Dalton Designs,
Exterior design . . . . . . . Tim Heywood Designs
Naval architecture. . . . . Azure Naval Architects
Engineering design. . . . . . . . . . BMT Nigel Gee
. . . . . . . . . . . . . & Associates, Gibbs and Cox
Tenders . . . . . . . . . Riva, Vikal, Intrepid, Zodiac
Classification . . . . . . . . . . . . . Lloyd’s Register
Construction . . . . . . . . . . . . . . . . . . Steel hull,
. . . . . . . . . . . . . . . . Aluminum superstructure
LEGAL PERSPECTIVES
I have previously written in
MarineNews about the importance of
having properly-worded indemnity
clauses in vessel-related agreements and
how a missing “magic” word here or
there can render an indemnity agree-
ment unenforceable. Without intend-
ing to overwhelm you, what follows is a
backgrounder on these types of clauses.
What is an Indemnity Agreement?
An indemnity agreement is a contractual provision in
which one party agrees to answer for any specified or
unspecified liability or harm that the other party might
incur. Through an indemnity clause in a contract, parties
can agree to shift the liability for one party’s negligent, or
claimed-to-be-negligent conduct (as well as other speci-
fied conduct and claims), to the other party.
Clear & Unequivocal Test(s) for Enforceable
Indemnity Agreements
Agreements for the charter or use of a vessel that is “in
navigation,” that is, in operation and not removed from
navigation for major repairs, and operated on U.S. navi-
gable waters, such as the Western Rivers or Gulf of
Mexico, are legally considered “maritime contracts,” and
thus, unless a choice of law clause purports to apply some
state’s or country’s law, the general maritime law of the
United States will apply to their interpretation.
Since indemnity agreements are a form of risk-shifting,
something courts consider unusual and harsh, courts
applying the general maritime law will only enforce an
indemnity agreement if it “clearly and unequivocally”
expresses the nature and extent of the obligation. Thus, if
one party is agreeing to be responsible for the conse-
quences of another party’s “negligence” or claimed negli-
gence, courts applying the general maritime law often do
not require the agreement to use the word “negligence,”
but they do require fairly specific language as to the scope
of the indemnity agreement.
For instance, in 2004 the U.S. Fifth Circuit Court of
Appeals, which hears appeals from federal trial courts in
Texas, Louisiana, and Mississippi, wrote that the follow-
ing clause in an indemnity agreement was enforceable,
even though it did not use the word “negligence”:
“[Party A] shall be responsible for all ... causes of action
of every kind ... arising in connection herewith ... of ...
[Party B’s] invitees on account of bodily injury ... without
regard to cause.”
Other Fifth Circuit cases, however, have required the use
of the word “negligence” for the indemnity obligation to
be enforceable.
State Law on Indemnity
While most vessel agreements will be governed by the
general maritime law, sometimes even vessel-related agree-
ments, in addition to typical shoreside contracts, are gov-
erned by state law — for instance if the vessel is not oper-
ated on “navigable waters.” So it helps to understand some
state law on indemnity agreements.
Several states, such as Pennsylvania, also apply a “clear
and unequivocal” test to see if an indemnity agreement is
enforceable. In Perry v. Payne, a 1907 decision, the
Pennsylvania Supreme Court refused to enforce an indem-
nity agreement that had this language as part of an indem-
nity clause: “… from all loss, cost or expense … arising
from accidents to mechanics or laborers employed in the
construction of said work, or to persons passing where the
work is being constructed.” The court in Perry v. Payne
held:
“… a contract of indemnity against personal injuries,
should not be construed to indemnify against the negli-
gence of the indemnitee, unless it is so expressed in
unequivocal terms. The liability on such indemnity is so
hazardous, and the character of the indemnity so unusual
and extraordinary, that there can be no presumption that
the indemnitor intended to assume the responsibility
Indemnity Provisions in Contracts & Charters
By Frederick B. Goldsmith
Since indemnity agreements are a form of risk-shifting,
something courts consider unusual and harsh, courts
applying the general maritime law will only enforce an
indemnity agreement if it “clearly and unequivocally”
expresses the nature and extent of the obligation.
18 MN September 2010
www.marinelink.com MN 19
unless the contract puts it beyond
doubt by express stipulation. ...
[U]nless expressly stipulated in the
contract, the owner is not to be
indemnified against his own negli-
gence.”
In 1991, the Pennsylvania Supreme
Court clarified its “clear and unequiv-
ocal” standard for enforcing indemni-
ty clauses and that year, in the case of
Ruzzi v. Butler Petroleum, held: “…if
parties intend to include within the
scope of their indemnity agreement a
provision that covers losses due to the
indemnitee’s own negligence, they
must do so in clear and unequivocal
language. No inference from words of
general import can establish such
indemnification.”
Pennsylvania courts applying their
version of the “clear and unequivocal”
test thus refuse to enforce indemnity
agreements lacking the word “negli-
gence.” Other state courts, even
though they may also call their test
the “clear and unequivocal” test, vary
on whether they will require the word
“negligence” to appear in the indem-
nity clause before it will be enforced.
For instance, Ohio uses the “clear and
unequivocal” test, but does not
require use of the word “negligence.”
An indemnity agreement releasing
one party from “all liability” was suf-
ficient.
As another example of how the law
varies on this issue from state-to-state,
West Virginia courts apply the “clear
and definite” test. Its appellate court,
the West Virginia Supreme Court of
Appeals, wrote in 1959: “to relieve a
party from his own negligence by
contract, language to that effect must
be clear and definite.” The West
Virginia Supreme Court of Appeals
considered the following indemnity
clause in a contract:
“Subcontractor shall indemnify
Contractor against all claims for dam-
ages arising from accidents to persons
or property occasioned by the
Subcontractor, his agents or employ-
ees: and Subcontractor shall defend
all suits brought against the
Contractor on account of any such
accidents and shall reimburse
Contractor for any expense including
reasonable attorneys’ fees sustained by
Contractor by reason of such acci-
dents.”
Since the clause lacked the word
LEGAL PERSPECTIVES
20 MN September 2010
“negligence,” the court refused to enforce it. While West
Virginia’s highest court has not outright stated this is a
requirement for enforceable indemnity agreements, it has
refused to enforce indemnity agreements lacking the word
“negligence,” and it has cited approvingly a North
Carolina court decision requiring use of the word “negli-
gence.”
Texas’ Fair Notice Rule
Texas has one of if not the most rigorous standard before
its courts will enforce an indemnity agreement. Its courts
have adopted the “fair notice” rule for indemnity agree-
ments, a rule which has two prongs.
The first prong is the “express negligence” or “Ethyl
Express Negligence” rule, based on the Texas Supreme
Court’s 1987 decision in Ethyl Corp. v. Daniel
Construction Co., in which the court held, “parties seek-
ing to indemnify the indemnitee from the consequences
of its own negligence must express that intent in specific
terms ... within the four corners of the contract.”
The second prong of Texas’ fair notice rule is the “con-
spicuousness” test, which, as the Texas Supreme Court
held in its 1993 decision in Dresser Industries, Inc. v. Page
Petroleum, Inc., requires that “something must appear on
the face of the [contract] to attract the attention of a rea-
sonable person when he looks at it.” The Dresser court
applied the Uniform Commercial Code’s definition of
“conspicuous” to indemnity agreements. Under the UCC,
“[a] printed heading in capitals (as: NON-NEGO-
TIABLE BILL OF LADING) is conspicuous. Language
in the body of a form is ‘conspicuous’ if it is in larger or
other contrasting type or color.”
While courts applying the general maritime law’s “clear
and unequivocal” test do not usually also require the
clause to be “conspicuous” to be enforceable, the U.S.
Fifth Circuit Court of Appeals in its 1990 decision in
Orduna S.A. v. Zen-Noh Grain Corp. did require con-
spicuousness.
Conclusion: Get Help
I ride street bikes and dirt bikes. As for maintaining
them, I can change the oil and filter and other fluids,
replace pipes, repack silencers, and troubleshoot some
wiring issues. But I won’t tackle installing new clutch
plates or replacing a head. I turn to a mechanic.
Indemnity agreements, along with insurance clauses in
commercial agreements, are the same way. I wouldn’t rec-
ommend trying to draft or negotiate these clauses without
legal and insurance broker help. There are just too many
nuances, too many arcane legal rules involved, and too
many exceptions to the rules: for instance the Bisso rule in
the tug-tow context, a provision in the U.S. Longshore
and Harbor Workers Compensation Act, and oilfield anti-
indemnity acts in a handful of oil producing states. Your
company should spend the money and get professional
legal and insurance broker help when drafting or negoti-
ating indemnity and insurance clauses. MN
Fred Goldsmith, formerly general counsel of one of the coun-
try’s largest tug operators, is licensed in PA, WV, OH, and TX,
and practices admiralty & maritime, railroad, personal
injury, motorcycle, insurance coverage, and commercial liti-
gation with Pittsburgh-based Goldsmith & Ogrodowski,
LLC (www.golawllc.com). You can reach him at
[email protected] or (877) 404-6529.
LEGAL PERSPECTIVES
I Emergency towline storage reel
I Anchor winches
I Articulating crab sorting tables
I Seine winches
I Longline fishing haulers
We have a crew of very talented professionals, as we build products
for customers world wide.
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Tel: 206-297-7400 • Fax: 206-297-1300
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We design and Fabricate custom deck equipment to customers
specs using CAD design, as well as local Licensed Naval Architects,
P. E.
JK Fabrication, Inc.
Manufacturer of Hydraulic Deck Equipment
22 MN September 2010
EMPLOYMENT
Academy graduates entering their
first job with a maritime employer will
leave the position within the first year
almost 50% of the time. This rate is
many times greater than the national
average for college graduates in their
first job after graduation — except for
RN’s (47% leave within a year).
Registered Nurses and Maritime Academy graduates often
cite the same reasons for leaving a position within this first
year. A new hire in the nursing field is cited as costing
$30,000 or more to train after graduation in a particular
hospitals system and maritime employees can reach into
the hundreds of thousands of dollars to train in corporate
SOP and to master the maneuvering of a vessel if fuel is
factored in. Borrowing from the numerous studies in the
nursing field and aligning the responses from first year
Academy graduates that have responded to my inquires
we can look at some possibilities to reverse this trend.
Heavy workloads, staffing shortages, lack of shore-side
support / communication, the amount of responsibility
placed on them initially, and living conditions were
amongst the reasons for a new hire employee to move on.
Currently two routes exist to become a bridge officer on-
board a vessel. The first is the academy graduate and the
second is the hawespipe. Academy graduates chose the
academic route to the wheel house — often without a
firm grasp of what life is like at sea. The life at the acade-
mies may create an unrealistic expectation in a graduate
when coming to the marine towing industry. Academies
are typically geared towards large ships sailing ultra mod-
ern wheelhouses where trips last a week or two between
ports. Towboats may be at sea for months at a time with-
out shore leave and a smaller crew and little privacy or
space. Registered Nurses or RN’s cited the same reasons as
mariners for leaving, but when a professional mentoring
program is in place for RN new graduates that 47% attri-
tion rate can be reduced to 23%. This rate has been
reduced to 0% when a more comprehensive approach is
implemented. When one employer instituted a more
hands on program with 15 new hire RN’s they were
extremely successful. This employer offered tuition re-
imbursement at hire even though SOP was to normally
make this available to employees after six months of
employment. For the first month and a half new nurses
also had a one-on-one mentor that was available to them
exclusively. Not just a “designated person” per shift, but a
dedicated one-on-one mentor. This mentor visited the
University the employer recruited from during their last
phases of instruction becoming familiar with the students
on a first name basis. The mentor is available to the nurse
regardless of the shift worked and carried a pager to
answer any questions and to provide support whenever
needed on or off shift. The familiarity of the mentor from
the University meetings and classes is paramount to the
graduate feeling comfortable with them and seeking them
out for even the most trivial questions. Weekly one hour
seminar / discussions with the new hires are also held to
share experiences and address concerns. Incentives are also
offered to the mentor to help retain the new hire. This
helps motivate the mentor to go that extra mile and com-
pensates them for the extra burden of mentoring and
training. With this program the attrition rate was reduced
to 0% even after two years. For a mentoring program to
be effective in the maritime field though, it must be adapt-
ed a little to meet the unique marine environment.
1. Costs of an academy are very high. Like any other
traditional University education tens of thousands of dol-
lars are expended, many times in the form of student loans
or even credit card debt due monthly. The incentive to
jump ship for a higher paying job is there as long as this
debt hangs over the new graduate. To reimburse these
costs even over a period of time is incentive for the
mariner to stay in place.
2. A dedicated mentor would be more difficult to
align as vessels are not static. If a new graduate 2nd mate
is aligned with a C/M or Master this would allow the new
graduate access to their mentor. It is not practical for
C/M’s and Masters to travel to academies and help teach
Retaining New Hire in the Workboat Industry
Following the example of the nursing trade
By Eric Helpenstell
RN’s cited the same reasons as mariners for leaving,
but when a professional mentoring program is in place
for RN new graduates that 47% attrition rate can be
reduced by half to 23%
www.marinelink.com MN 23
prospective students though. What is
practical is to have C/M’s and Masters
of appropriate mentoring character
and disposition take part in job fairs
and the actual hiring process and
interviews. This would be the new
graduate’s introduction to their men-
tor allowing a personal connection
when and if they do come aboard.
3. Familiarization cruises
onboard a prospective vessel for sever-
al weeks would go a long way to weed
out those that are not good fits both
in personality and capabilities. Even
before the process of a formal offer is
in place.
4. Thorough vetting of an indi-
vidual is key to weeding out incom-
patible graduates. Calling former
employers, listed references, and
unlisted former co-workers would go
a long way in further reducing the
number of incompatible employees
The other route an individual may
take into the wheel house is the hawe-
spipe. AB to mate programs serve as a
great resource to bring in new offi-
cers. AB’s chosen come out of these
programs with the same credential as
an academy graduate. Although they
do not have the academics behind
their education the shipboard train-
ing and experience they already have
leads to a very solid officer including:
1. The advantage of real sea
time that will lead to a master’s
upgrade sooner than the academy
graduate.
2. A thorough understanding of
shipboard and company operations as
they already serve aboard that compa-
nies vessels.
3. More loyalty as they are long
term employees already. Attrition
rates in AB to Mate programs typical-
ly hover in the single digits.
4. Realistic expectations of life
aboard a vessel and with the company
as a whole.
5. A common knowledge of
their fellow officers and coworkers.
Regardless of the route to the
wheelhouse; attrition is an incredibly
expensive and inefficient business
problem that can cost millions. AB to
mate programs are a viable and great
way to get quality officers that can be
handpicked from current employees.
There is still the problem of need
though. Due to timing at training
schools it may take up to 15 months
to get a candidate selected, in a pro-
gram, trained and credentialed
through NMC. With that lag the AB
to Mate programs do little to solve an
immediate need for an officer. If AB
to Mate program slots were increased
based on speculation this could create
a pool of officers ready to step up
when the need arises. The need for
officers is there constantly; with
employers paying the bill one way or
another. Either through training new
hires over and over, or to train current
employees from AB to Mate a cost
analysis should be done and be
weighed with the human factors
mentioned to keep quality employees
within the company. One fact is also
true — the problem is going to get
worse before it gets better. Baby
Boomers are retiring more often. In
the next five years the number of
openings in the wheelhouse is going
to increase, and without a clear cut
plan to fill these slots the problem
will be compounded as the supply of
graduates cannot keep up with the
demand inevitable to come. MN
Eric Helpenstell works spill response for
Crowley Marine Services and is Branch
Director for the Enbridge Spill,
Marshall Michigan and serves as an
incident manager for O'Briens Response
Management.
Email: [email protected]
EMPLOYMENT
“What kind of pelicans are those?” I asked Captain
Rusty Joyner on my third day aboard the Theresa Wood.
Pointed north, the boat waited inside the gates of Lock 14
for the water to lift her to the level of the next stretch of
the Upper Mississippi. I’d taken all the photos I could of
this particular lock and stood watching big pelicans sweep
by on giant wings, tilting their heads and eyeing me as
they passed. The Captain, a native of Kentucky and 32-
year towboating veteran, had been standing in front of the
pilothouse controls gazing up river. He turned his whole
body to look out the aft windows and paused in thought
before coming to a conclusion. “White,” he said and
turned back again to contemplate the view up river.
I should have seen that one coming. I shook my head
and smiled, watching two of the generic pelicans bob on
the water inside the lock walls, passing unconcerned
through the gates along with the boat, like white bathtub
toys. For the first few days, when I sat too quietly on the
pilothouse’s small couch, downloading my thoughts from
the day into my laptop, Captain Rusty would turn and
wave to a boat off in the distance. When I looked out to
see who he was waving at, there was nothing there. He
would turn back to his controls with a little smile, not say-
ing a word. He did this half a dozen times before I was
able to stop my head from turning every time he waved.
Even then, I would wait half a minute, then sneak a look
A Day in the Life of a Towboater:
Part II: Captain Rusty
Story & Photos by Raina Clark
Last month MN began the story of Raina’s eight day trip on the Mississippi and Illinois Rivers on the towboats
Theresa Wood and Thomas E. Erickson. This month she describes a Captain who has earned crew loyalty and
talks about the uniqueness of the Upper Mississippi, one of the highest paying rivers for Captains and Pilots.
The Captain uses search lights at night to keep tabs on hazards up ahead while the Theresa Wood waits to the side of the channel
for the M/V Aubrey B. Harwell Jr. to pass.
& the Upper
Mississippi
24 MN September 2010
www.marinelink.com MN 25
out the window just to be sure there
really wasn’t anything there. He
caught me at that a couple times too.
Being able to laugh at yourself, and
letting others laugh at you too, is key
to surviving in a towboater’s world
Captain Rusty said. I supplied a lot of
laughs over the five days I was aboard.
The crew doesn’t miss a chance to
give someone a hard time about
something. Not even the Captain is
immune. Besides requesting baked
chicken and salads from the galley,
Captain Rusty walks the length of the
tow and back a dozen or more times
each day to balance the sedentary job
of piloting a towboat. After just a few
laps down the gunwales of the barges,
staring at the monotonous view of
orange steel walls rising above your
head on either side, you quickly lose
count of how many times you’ve
come and gone. Captain Rusty used
to track his laps with piles of pebbles
on the cover of a barge closest to the
crew locker area at the head of the
boat, where the deckhands often hang
out. “I figured out that the crew was
sneaking pebbles into my pile,” he
said, laughing. “Now I keep my pile
at the head of the tow.”
Chief Engineer, Mike Shaffer was
serving as relief engineer while I was
aboard the Theresa Wood. He has
also spent his life on towboats and
now has a son who is a Captain for
Crounse Corporation.
“This Captain is a real by the book
guy,” he told me, explaining that
Captain Rusty keeps a tight ship and
expects each of the crew to pull their
weight. “The boat wouldn’t work
without every one of these guys doing
their job well.” There’s no room for
anyone to slack off with the crew
reductions boats have had to deal
with, Mike said. Companies have
done away with the assistant engineer
position and cut the crew down to
five deckhands.
While Captain Rusty expects a lot
from his crew, he works hard to build
a team that works well together and
to create a comfortable working and
living environment.
“I’ve got guys ready for promotion,”
he said. “But they don’t want to leave
the boat. They put a lot of work into
this boat and they’re proud of it. And
I’m proud of them.”
During the Captain’s morning shift, a deckhand is
tasked with cleaning the pilothouse. Captain Rusty often
pitches in, washing down windows or whatever else needs
to be done. He described to me the improvements the
crew had already made to the interior of the boat and the
projects that were still on the list. “This is our home,” he
said and to his way of thinking, the more the crew takes
ownership of their home-away-from-home, the happier
they will be.
A deckhand or cook coming into the towboat industry
for the first time is assigned a job on whatever boat is
short-handed. Most look forward to finding a crew they
work well with and hopefully being assigned as a regular,
giving them more predictable work cycles and a chance to
be with the same people over time. For the most part, the
crew is hand-picked by the Captain so they know they
have to be good at their jobs to be invited on as a regular
and to stay that way.
A few days into my trip we were waiting in a bend in the
river for our turn to go through another set of locks. The
Captain had the Theresa Wood tucked to the side of the
navigational channel with the bow of the tow pointed into
the lush summer trees. I stood on the uppermost deck
looking across the flat river waters, trying to make out the
vessel we were waiting on. With an hour or so to wait I
went back inside the pilothouse where I found the
Captain sitting in his chair speaking with Don Collins, a
deckhand on his first trip aboard the Theresa Wood. Over
the past weeks, Captain Rusty had been impressed by
Don’s work ethic and ability to get along with the rest of
the crew.
“Don here just agreed to come on regular,” Captain
Rusty said with a big smile. There were congratulations
and handshakes all around.
On my last day, I woke to the sound of the boat horn.
We were preparing to pass through one of the narrowest
bridge openings on the Upper Mississippi, the Clinton
Railroad Bridge swing span between Clinton, Ia. and Ill.
Pleasure craft zoomed along trying to beat the boat
through the navigational channel which is only the width
of the swing span. Pilot Tim Richards eased the tow
through the 177-foot swing span like he was threading a
needle. He had to go through at an angle because the
bridge is built at a bend in the river just before a sand spit
that juts out into the water. Almost within the length of
the vessel, we also had to pass under an auto bridge.
“This is the highest paying 15-barge river because of
these bridges,” Tim said when I made it up to the pilot-
house to watch and hold my breath. Pay rates for pilots
and captains differ depending on what river or section of
river they’re plying. The Upper Mississippi features more
navigational obstacles in the way of locks and railway and
auto bridges than about any other stretch of river. Later on
in the day we approached the Sabula Railroad Bridge con-
necting Sabula, Ia. and Savannah, Ill. As we went up river
we passed a tow vessel that had come to a stop to pump
water out of one of its barges. It had rubbed against the
bridge on the way down. Coming down the river pilots
have to contend with higher speeds, making obstacles and
currents even more dangerous.
The work of the mates and deckhands is also different
on the Upper Mississippi than on other, less eventful
stretches of the inland waterways. Senior Mate Todd
Chief Engineer Mike Shaffer serving as relief engineer aboard
the Theresa Wood
Pilot Tim Richards aboard the Theresa Wood
26 MN September 2010
www.marinelink.com MN 27
Richardson said he prefers working this part of the river
because the frequent lock work breaks up the monotony
that comes with living and working on a boat 24/7 for a
month at a time. Every few hours the crew is out on the
tow, talking the Pilot or Captain into the lock, breaking
lines, moving the tow through the gates, making lines
again and maybe chatting with the lock staff. On the
lower Mississippi, Todd said, there are many more slow
hours dedicated to cleaning and polishing.
Along with unique navigational challenges, the Upper
Mississippi hosts its own style of home-made craft built in
the romantic image of Tom Sawyer and Huck Finn.
“They have signs on them that say ‘New Orleans or
Bust,’” Captain Rusty told me. Todd, who was standing
nearby during this particular conversation, described one
of the build-it-yourself craft he’d seen along this portion of
the river. “It looked like an outhouse with outboards,” he
told me. Then he turned to Captain Rusty with a straight
face. “They were all set,” he said. “They even had Furuno
on it,” and he pointed his finger into the air and twirled it
around. “Yeah, I bet they did,” Captain Rusty said, giving
Todd the chuckle he was looking for.
I waited in the crew’s lounge for the last hour or so
before we reached Lock 10 in Gutenberg, Wis., where I
would disembark and drive across Illinois to meet the
Thomas E. Erickson on the Illinois River. As we passed by
Cassville, Wis. the boat’s horn sounded again. Todd
opened the door from the lounge to the first deck and
pointed out the home of Marquette Transportation
founder Ray A. Eckstein on the bank of the river. He
explained that all Marquette boats sound off every time
they pass Eckstein’s brown brick house. Shortly after that,
Captain Rusty’s morning shift in the pilothouse ended
and he stopped into the lounge to say goodbye. Despite all
his hard work building the dream crew, he said the reality
is: “This is the way it goes with towboating. Just as soon
as you get used to having someone around, they’re gone.”
MN
Crewmembers from left to right: Senior Mate Todd Richardson,
Lead Man Brad Gale, Senior Deckhand Don Collins
28 MN September 2010
Drilling Ban Roundtable
Rough Waters Offshore By Susan Buchanan
Marine and equipment companies serving oil rigs say a
deep-water drilling moratorium that's lasted four months
in the Gulf of Mexico because of safety concerns has hurt
their customers and coastal economies. Twenty-four rigs
have been idled since May and two of them are in the
process of moving to other countries. Meanwhile, the fed-
eral government has granted only a handful of permits for
shallow-water drilling in the past four months.
Uncertainty about how long the ban will extend has
complicated the business of servicing rigs, marine compa-
nies say. After BP's April rig explosion, the U.S. Dept. of
Interior in May imposed a deepwater drilling moratorium
that was later overturned by the courts, and then re-
imposed in July. Thousands of jobs on deep rigs are in
jeopardy, as are the contracts of firms dealing with oil rigs.
A rig is typically assisted by two supply boats, charging
hefty day rates. And rigs require an array of services — like
transportation, welding and diving — which are usually
supplied by Gulf Coast companies.
Regulatory changes this summer have also rocked the
boat for firms servicing oil rigs. The new Bureau of Ocean
Energy Management, Regulation, and Enforcement —
variously known as BOEM and BOEMRE — is one of
three entities that were created from the former Minerals
Management Service. In late June, Michael Bromwich, a
former Justice Dept. inspector general, took charge of the
BOEM.
Marine Companies Want a Quick Moratorium End
Gulf Coast marine companies hope the deepwater ban,
which is set to expire on Nov. 30, will be lifted soon. But
even then, tightened regulations will make it tough for
rigs to operate, executives of five Gulf marine and equip-
ment companies interviewed by MarineNews said. Firms
supplying rigs are battening down the hatches and adjust-
ing their sails for turbulent weather ahead.
Otto Candies, LLC
Paul Candies, president and CEO of Otto Candies,
LLC, in Des Allemands, La said “if this moratorium isn't
lifted soon, the Gulf of Mexico will become the Dead Sea
pretty quickly.” Otto Candies is a marine transportation
and offshore services company.
Candies said “we received a new vessel three weeks ago,
and it doesn't have a job, which is the first time that's hap-
pened to us since the 1980s. For another vessel we own,
the customer is asking 'can you bring it back into shore
and take the crew off?' That's not something we can easi-
ly do.” Candies continued, saying “BOEM has slowed
issuing drilling permits on the Gulf shelf, so our shelf
work is delayed.” The shelf refers to the Continental Shelf
in Gulf of Mexico water depths of less than 500 feet.
He said “we aren't getting the direction we need from
the federal government about when the ban might be lift-
ed. Washington is dragging its feet. And even when they
Dean Taylor, president of Tidewater, Inc. William A. "Beau" Bisso, IV, President &
CEO, Bisso Marine Co.
Mike Callais, CEO of Abdon Callais
do lift the ban, many of our oil-and-
gas company customers could leave
the Gulf because of tighter govern-
ment restrictions.” The business cli-
mate will remain particularly difficult
for small and mid-sized operations
both on and offshore, he said.
Laborde Marine Management, LLC
Cliffe F. Laborde, managing mem-
ber at Laborde Marine Management,
LLC, in Morgan City, La., said “the
drilling moratorium has cast an omi-
nous pall over all GOM marine oper-
ations. Our business covers two seg-
ments — crewboats and supply boats.
After the spill, most available local
crewboats were chartered immediate-
ly by BP and others responding to the
spill.” His company owns fifteen,
high-end, 165-foot to 175-foot crew-
boats, mainly servicing the shelf mar-
ket. “The spill-recovery effort is near-
ly finished now, so crewboats will be
freed up for charter as soon as BP is
done with them,” Laborde said. But
it's unclear how much crewboat
capacity will be available when the
spill cleanup ceases.
Laborde Marine in Morgan City,
La., is a $150 million company serv-
icing the drilling industry in deep and
shallow water. Laborde has spent over
$90 million in the past two years
building three state-of-the art, 280-
foot class platform supply vessels,
designed mainly for deepwater
drilling. “We have five supply boats
— two for the shelf and three for
deep water," Laborde said. "Two of
our large platform supply vessels have
been working for BP, servicing the
relief wells. The third large PSV is idle
because of the drilling moratorium.
Prior to the moratorium, our utiliza-
www.marinelink.com MN 29
30 MN September 2010
tion rate for the three large PSVs was close to 100%.”
“We're obviously concerned about the impact of the
continuing moratorium and the slow pace of awarding
drilling permits for the shallow-water shelf programs,”
Laborde said. If the moratorium lasts another three or
four months, his company will be affected more signifi-
cantly. "And we'll be adversely affected even if it's lifted by
Nov. 30 as the Obama Administration has discussed.”
If the ban continues, drilling operators will move assets
and employees from the Gulf of Mexico to West Africa
and Brazil, Laborde predicted. "It costs millions of dollars
to mobilize a rig operation to another country. So once
they leave, they aren't coming back anytime soon. The
ban, if it continues, will undoubtedly put downward pres-
sure on the day rates of commercial rigs and vessels serv-
icing them worldwide.”
Abdon Callais Offshore
Bill Foret, president of Abdon Callais Offshore in
Golden Meadow, La., said the drilling moratorium has
affected the company's business only minimally. “We con-
tinue to find business and have taken specialty jobs with
our diversified fleet of high-capacity, shallow-draft ves-
sels,” he said. “Several of our vessels are being utilized in
the spill-recovery efforts as command centers, skimming
operations, and many other aspects of spill cleanup and
containment efforts. With the BOEMRE slowly issuing
permits since the Deep Water Horizon incident for
drilling in waters of less than 500 feet, we had to look else-
where for ways to work our equipment.” Abdon Callais
carries offshore workers and above- and below-deck cargo
to offshore installations. “We are taking delivery of three
new-build vessels from August 2010 to December 2010,
but we're placing any future new-build plans on hold,”
Foret said. “If the moratorium is prolonged, we'll have to
take a look at our existing activities, equipment and
employees.” At peer companies, some firms lost many
millions of dollars per vessel this summer and had numer-
ous layoffs, Foret said.
Foret said Abdon Callais has invested a lot of time,
money and effort in training employees and doesn't want
to lose anyone. “It takes more than five years to train a
captain to meet Coast Guard and our specific company’s
requirements,” he said. “If we had to lay off someone
who's well trained, chances are they'd find a job elsewhere
in the country and wouldn't be available to work for us or
this industry if the market were to rebound.”
Mike Callais, CEO of Abdon Callais, said “we're con-
cerned about new unjustified and unwarranted federal
regulations that will be put in place after the drilling ban
ends.” Tighter regulations could send offshore drilling rigs
to other countries and then, he predicted, “it will cost
more to buy oil, gasoline and natural gas in the future.”
Callais and Foret said oil company CEOs are being
required to sign papers accepting liability for any future
problems or accidents with their offshore rigs. “Executives
are already signing these documents to get on with busi-
ness,” Foret said. “And the government's $75-million-lia-
bility cap on offshore drillers is being raised. Only the
giant operators, like BP, Shell and Exxon, can afford the
much-higher premiums and liability coverages, into the
billions of dollars, if something happens to their rigs. The
independent operators will virtually go out of business.”
Callais said revised drilling regulations will make the
U.S. more dependent on foreign oil, affecting national
security. He said, “we're also concerned about the Obama
Administration linking new offshore-rig regulations to its
cap-and-trade plan. Cap and trade, if passed by the
Senate, is another factor that could raise energy costs
nationally and cost American families their jobs.”
The Waxman-Markey cap-and-trade bill, which cleared
the U.S. House last summer, called for strict limits on
greenhouse gas emissions. Emission limits are unpopular
with many businesses, however, and the proposal has lan-
guished in the Senate.
Tidewater, Inc.
Dean Taylor, president of Tidewater, Inc., said “so far the
drilling moratorium hasn't had much of a negative impact
on our company. The Gulf of Mexico is a relatively small
part of our portfolio and accounts for about nine percent
of our business.” With a presence in about 60 countries,
the New Orleans-based company provides water-vessel
support for the petroleum industry in offshore areas of
West Africa, Brazil, Mexico, Southeast Asia, Australia and
the Middle East. The Gulf of Mexico is among its smaller
areas of activity. ”If it continues for awhile, the drilling
moratorium in the Gulf may eventually affect us more
than it has to date,” Taylor said. “We're of course hoping
it will be lifted, but are not optimistic. We're not seeing
anything now that would signal a change in policy.”
“Greater federal regulation of the offshore drilling indus-
try following the spill will increase the cost of doing busi-
ness in the Gulf" for oil companies and others, he said.
"When the ban is lifted, new federal regulations will slow
everything down,” compared with the pre-spill pace.
“Small oil-drilling companies could leave the Gulf as it
becomes more expensive to operate there.” Tidewater's
earnings in the three months ended June 30 neared $40
million, off 13% from the previous three months because
www.marinelink.com MN 31
New Orleans
(504) 780-8100
Fax (504) 780-8200
Norfolk
(757) 545-0100
Fax (757) 545-8004
Houston
(281) 452-5887
Fax (281) 452-9682
www.mcdonoughmarine.com www.mcdonoughmarine.com
LARGEST RENTAL FLEET OF SPUD,
DECK AND MATERIAL BARGES
LARGEST RENTAL FLEET OF SPUD,
DECK AND MATERIAL BARGES
• 16 Fleeting locations inland rivers,
Gulf, East and West Coast
• Inland and Ocean towing services
BARGES 60’ TO 400’ LENGTH
of weaker, worldwide market condi-
tions for offshore supply-vessel opera-
tors. Four Tidewater vessels were
involved in Deepwater Horizon recov-
ery efforts. The company's workboat
Damon B. Bankston rescued 115 crew
members from BP's flaming platform
in late April.
Bisso Marine Co., Inc.
W. A. "Beau" Bisso, IV, president
and CEO of Bisso Marine Co., Inc.,
said “the drilling moratorium has had
a negative impact on our company,
and has created immeasurable prob-
lems for maritime and energy opera-
tions in the Gulf of Mexico.” With
450 employees, Bisso Marine services
the marine and energy industries with
construction, pipelay, salvage, heavy
lift and diving services. Headquartered
in Houston — with an office in New
Orleans, where the firm began in
1890 — Bisso conducts most of its
business on the U.S Gulf coast. Small
segments of its activities are in South
America and Asia.
Bisso said the deepwater moratori-
um “has punished everyone who
makes a living in the Gulf by creating
enormous uncertainty.” He added “it's
impossible to plan for something
when you have no idea about what
changes are coming and when they
will come. Playing it by ear is no way
to run a business.”
Bisso said “as with airplane crashes,
rare events like the Deepwater
Horizon accident occur offshore.” He
said as horrible as the rig explosion
was, entire industries shouldn't suffer
because of an isolated event. The
Obama Administration, he said, has
penalized innocent, offshore U.S.
companies that were not involved in
the accident. An unintended conse-
quence of the moratorium will be
more damage to an already-battered
Gulf Coast economy, he said.
(Continued on page 39)
32 MN September 2010
MARKETS: GOVERNMENT VESSELS
Westport Shipyard of Westport,
Wash. recently launched its Global
Response Cutter (GRC-43) proto-
type, constructed of a composite
material the company believes to be
the future of boat building. The
launching of the 143-ft vessel also
marks the yard’s return to commercial
boat building. Westport Shipyard
began in 1964, building commercial
fishing vessels for the Northwest fleet
and the occasional pleasure boat. In
the early 90s Westport built the high-
speed ferries for the Catalina service,
but shortly afterward the company
segued over to serving the yachting
industry exclusively. Philip Purcell,
vice president of Westport Shipyard,
said his company went into pleasure
crafts because the market was very
fragmented and undisciplined. The
yard saw an opportunity to offer an
off-the-shelf solution.
When Westport began building
composite yachts, Purcell explained,
“Everyone said we were out of our
minds. But we built over 50 112-ft
yachts, 32 130-ft yachts and seven
164-ft yachts. We have over a hun-
dred [composite] boats around the
world.”
Westport’s design strategy consists
of identifying what configurations
work best, engineering a vessel once,
building it repeatedly and tweaking it
slightly as user feedback comes in.
“Our objective was to build a series-
built boat, a predictable product for a
predictable price and in a predictable
time frame.”
Seeing that the government and
military market was now plagued by
over-time and over-budget vessel
deliveries, just as the yachting market
had been, Westport believed govern-
Series Built Composite
The composite hull of
the Global Response
Cutter (GRC-43) under
construction at
Westport Shipyard.
The completed cutter.
ment customers would also benefit
from the series-built approach and
the composite hull. With the GRC-
43, Purcell said Westport created a
“predictable boat” for U.S. agencies
such as the Navy, Coast Guard,
Special Operations, Homeland
Security and foreign military.
Purcell also noted how government
agencies are also grappling with budg-
et cuts and the high maintenance and
life-cycle costs of their boats. “Life
cycle costs are killing our government
and other governments because it’s so
expensive to maintain boats over so
many years,” Purcell said.
Using the composite construction
that Westport has demonstrated for
years in the yachting industry, Purcell
said his yard can provide the solution.
The benefits of the composite materi-
al, he said, include a superior weight
to strength ratio, distinct thermal
advantages and non-corrosive proper-
ties. This reduces costs associated
with hull coatings and fuel and
increases operational time.
“The strength and tolerances of
composite are just tremendous,”
Purcell said. “It’s stronger and lighter
than aluminum and steel.”
“We used the aviation industry as
our model,” Purcell pointed to the
acceptance of composite construction
in air craft. He said an off-the-shelf
composite solution has been offered
as the Boeing 787 and welcomed by
the airlines. “The objective there is a
better aircraft at a more predictable
cost. You don’t change the fuselage,
you don’t change the wings,” he said,
you build a mold based on a proven
design and produce a series of crafts.
The composite material is not yet
main stream in the boatbuilding
world. While Purcell believes com-
posite is the future of boat building,
he understands the technique starts
with a bigger price tag. “There’s a
huge investment upfront to build the
tooling (molding) before you build
the boat. With aluminum and steel
you just buy the metal and cut it as
needed.” MN
www.marinelink.com MN 33
MARKETS: GOVERNMENT VESSELS
34 MN September 2010
Greene Named Superintendent
USMMA
Rear Admiral Philip H. Greene, Jr.
will become the new Superintendent
of the U.S. Merchant Marine
Academy in Kings Point, N.Y.
Admiral Greene holds a Merchant
Marine Master’s license and is a 1978
Academy graduate. Rear Admiral
Greene was most recently the
Director of the Navy Irregular
Warfare Office. In addition, Greene
holds advanced degrees from the
Naval Postgraduate School and the
National Defense University.
Garrido Named President
T&T Bisso
T&T Bisso appointed Mauricio
Garrido as president. Garrido joined
T&T Bisso in 2008 as general man-
ager of the Americas and Europe. He
also serves as vice president of Salvage
and Emergency Response and as
director of Latin American Business
Development for Bisso Marine.
Previously, Garrido worked for Titan
Maritime as managing director –
Americas.
ACL Names Braman Senior VP
American Commercial Lines Inc.
(ACL) appointed William A.
Braman, II as Senior Vice President
and Chief Operating Officer,
Transportation Services. Braman
joined ACL in February 2009 as Vice
President and General Manager,
Transportation Services. Prior to join-
ing ACL, Braman held the position of
Division Manager for CSX
Transportation (CSXT).
Passing of Naval Architect
John Gilbert
John (Jack) William Gilbert, PE,
U.S. Navy Lieutenant, USNR, Naval
Architect and Marine Engineer and
President of John W. Gilbert
Associates, Inc., Hingham, Mass.,
died at the age of 80 on July 26,
2010. He founded John W. Gilbert
Associates, Inc., in 1964, which has a
long and successful business in ship
design, overseeing the construction of
over 400 vessels ranging from fishing,
research, passenger vessels and vehicle
ferries, excursion ships, tugboats, fire-
boats, river towboats and other com-
mercial vessels. He pioneered original
research from his model tests and
developed computer programs and
simulations for his design and stabili-
ty of vessels.
Caldwell Named Bay Shipbuilding
Company VP & GM
Marinette Marine Corporation
(MMC) named Gene Caldwell as the
new Vice President and General
Manager of Bay Shipbuilding
Company, a member of the
Fincantieri Marine Group (FMG).
Prior to joining FMG, Caldwell held
a senior management position with
Signal International, LLC.
New Crowley VPs, Evans & Otero
Crowley announced the promotion
of Eric Evans and Tony Otero each to
the role of vice president, finance &
planning, supporting several different
business groups. Evans will support
Crowley's technical services, petrole-
um services, Alaska petroleum distri-
bution and marine contract services
business groups. Evans started his
career as an accountant at Crowley
and served as accounting manager in
1991 in Saudi Arabia during
Crowley's oil spill response effort
after Desert Storm. Otero will sup-
port Crowley's liner and logistics
business units. Otero started his
career as a senior accountant at
Crowley in 1998 .
Global Diving Names Ferguson
Offshore Business Manager
Global Diving & Salvage, Inc.
named John Ferguson, Business
Development Manager, to their
Offshore Support Division.
Ferguson’s background includes busi-
ness development both international-
ly and in the Gulf of Mexico for
Hallin Marine; ROV Sr. Supervisor
for Oceaneering in the U.S. GOM,
Mexico and the Caspian Sea; and
ROV Superintendent for
Thales/Fugro. He is the developer
and chairman of the Injured Warriors
Campaign to raise money and aware-
ness for injured veterans.
Garrido
Braman
Gilbert
Caldwell
PEOPLE & COMPANY NEWS
Otero
Evans
Telemar Hires Morton
Telemar USA, LLC has hired Paul
Morton to its U.S. sales team.
Morton has worked for over 30 years
in the marine and offshore industry
in the Gulf Coast. His last 18 years
were with a major worldwide SOLAS
navigation electronics firm. Morton is
responsible for parts, consumables,
shipboard communication & naviga-
tion electronics.
Ingram Barge Acquires 92 Barges
Ingram Barge Company announced
the acquisition of 92 barges, includ-
ing 17 tank barges with 10,000 barrel
capacity, 62 jumbo covered hopper
barges with fiber lift covers and 13
jumbo open hopper barges from an
affiliate of Ospraie Special
Opportunities Fund. All of the
acquired barges were built between
2004 and 2008.
Kirby Marine Adds Twelve Boats
to its Fleet
Already the operator of the largest
fleet of inland tank barges on U.S.
inland waters, Kirby Marine
Transportation has recently added
twelve more push boats to its fleet.
The twelfth in a series of sister vessels
was delivered from Raymond and
Associates of Bayou LaBatre, Ala. in
late July 2010. All twelve of the 1,700
hp boats are 76 by 35-ft in length.
Each boat is powered by a pair of Tier
II compliant Cummins K38-M
diesels rated for 850 hp each at 1,800
rpm. The engines turn 76 by 56-inch
five-blade props through Twin Disc
TD MT540 gears with relatively large
ratios of 7:1.
Marine Highway Corridors &
Projects Identified
On August 11, U.S. Transportation
Secretary Ray LaHood identified 18
marine corridors, eight projects, and
six initiatives for further development
as part of the America’s Marine
Highway Program. In addition, the
Maritime Administration made avail-
able $7m for which these projects can
compete through a Notice of
Funding Availability.
Waterways Symposium & WCI
Annual Meeting
Online registration is open for the
Seventh Annual Waterways
Symposium and WCI Annual
Meeting, sponsored by Waterways
Council, Inc., Informa Economics
and The Waterways Journal. The
Symposium will take place October
5-6, 2010 and will be preceded by
WCI’s Annual Meeting on October
4, 2010, at the Saint Paul Hotel in
Saint Paul, Minn. Symposium topics
will include World Economic Trends,
the Panama Canal, the
Transportation Forecast for
Commodities, Operations &
Maintenance of Critical
Infrastructure, Asian Carp, the
Missouri River, the Navigation &
Ecosystem Sustainability Program
(NESP), the latest from Capitol Hill,
the Inland Waterways Capital
Development Plan and Telling the
Maritime Story. Visit the Waterways
Council, Inc. website
(www.waterwayscouncil.org) to regis-
ter.
American Salvage Association
10th Anniversary
The American Salvage Association
(ASA) is celebrating the 10th year of
its founding with a variety of special
events to commemorate the occasion,
including a lunch at its fall member-
ship meeting on November 1 at
MITAGS in Linthicum, Md.
ASA and members’ accomplish-
ments over the last decade include
helping to evacuate people and debris
after the World Trade Center attack
on 9-11; coming together during
Hurricane Katrina to help the Coast
Guard reopen the Mississippi River
and complete salvage and wreck
removal operations offshore and
inland; responding to hundreds of
marine casualties in the aftermath of
Hurricanes Rita and Ike; mobilizing
to earthquake stricken Port Au Prince
to help clear the harbor and assist in
the restoration of port operations.
36 MN September 2010
Morton
KIRBY Marine Adds 12 Boats
Photo by Jeff L. Yates courtesy of Cummins Marine.
PEOPLE & COMPANY NEWS
Ferguson
Marine Highways Map
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Bisso said “in my opinion, the deep-
water moratorium is also a proxy
moratorium on shallow-water opera-
tions. The recent restructuring and
rebranding of the MMS into the new
BOEM has virtually halted the per-
mitting process for all offshore activi-
ties, forcing American companies to
either cut back, shut down or go over-
seas to find enough work to stay
viable.”
As for the suddenness of the mora-
torium, Bisso said “companies can’t
just hit a pause button. Only the gov-
ernment has that luxury. Companies
need to produce something to make
money,” unlike the government,
which can raise taxes, he said.
On another note, he said “we don’t
get a bail out,” referring to invest-
ment banks, banks and auto compa-
nies propped up by the government
recently.
Stormy Outlook for Firms
Serving Rigs
Laborde said “bottom line, I'm very
concerned about the moratorium. It
was an inappropriate, ill-advised and
politically motivated response to an
unprecedented accident in an indus-
try that had a sterling record for safe
operations.”
Bisso agreed with those sentiments,
and said he worries whether his com-
pany — one of the oldest U.S. marine
firms — will be here for his children
to run. He is a fifth-generation leader
of Bisso Marine. Bisso said he fears
that over the long run, U.S. compa-
nies will lose more business in the
Gulf to foreign firms. “As the current
exodus from the Gulf by Americans
continues, who will fill the vacuum
here?” he asked. “If the government
were to waive or repeal the Jones Act,
as Arizona Senator John McCain has
called for, foreign companies would
move into our industry, thus killing
old American family businesses like
mine.” The Jones Act, dating to
1920, requires that goods shipped
between waterborne U.S. ports be
carried by vessels built in the U.S. and
owned and operated by Americans.
But the U.S. marine industry is con-
cerned over the growing presence of
foreign-flagged and foreign-manned
vessels in the Gulf, particularly since
Hurricane Katrina.
Meanwhile, “as the moratorium
continues, less business is being con-
ducted along our coast, layoffs are
increasing, and sales of everything
from groceries, cars to real estate are
shrinking,” Foret said. “We're experi-
encing a terrible, trickle-down effect
in our communities.”
The moratorium on deepwater
exploration and development will
cost the Gulf plenty, experts predict.
In a recent study, Joseph Mason, a
Louisiana State University finance
professor, estimated that the Gulf
states could lose 8,000 jobs, $87 mil-
lion in wages and $2.1 billion in out-
put during the moratorium's first six
months. MN
(Continued from page 31)
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programs including Transportation and Logistics Management. APU offers flexible
course planning, experienced faculty, and the ability to transfer credit for approved
courses. Classes start monthly. Visit www.studyatAPU.com/tlm for more information or
attend a virtual open house. APU is a member of the regionally accredited American
Public University System.
Maritime Professional Training
1915 South Andrews Avenue, Fort Lauderdale, FL 33316
1-888-839-5025 • Email: [email protected]
Descr: Education and training
Products: Simulation Center, Marine Tech Shipboard Firefighting Site, the Sea Sur-
vival Training Facility, and the MPT Fleet of Training vessels
www.mptusa.com
One School;
Unlimited
Possibilities!
40 MN September 2010
DIRECTORY: TRAINING & EDUCATION
www.marinelink.com MN 41
Products: Commercial Maritime Training via USCG
approved and STCW courses
Mid-Atlantic Maritime Academy
Virginia Beach, VA • www.mamatrains.com
Thomas Strenge
tel: 757-464-6008
email:[email protected]
Descr: maritime training Products: 65+ USCG
approved courses in deck and engineering, entry-
level to unlimited master/chief engineer; integrated
full engine room and full bridge TRANSAS simula-
tors
M-P.A.C.T.
Port of Palm Beach, FL • www.m-pactusa.com
Daniel Walsh • tel: 561-845-7374
Products: MTSA & IPSA Training and Maritime
Security Compliance Management Programs
Ohmsett
Atlantic Highlands, NJ 07716 • www.ohmsett.com
Jane Delgado • tel: 732-866-7183
Descr: Ohmsett is the only facility in the world
where full-scale oil spill response training, testing
and research can be conducted with oil in a realis-
tic simulated marine environment under controlled
conditions
Pacific Maritime Institute (PMI)
Seattle, WA 98134 • www.mates.org
tel: 888-893-7829
Descr: Pacific Maritime Institute (PMI) offers over
20 courses, each taught on a regular basis, rang-
ing in duration from four-hour seminars to a two-
year Mate of Towing program
Paul Hall Maritime Center
Piney Point, MD • www.seafarers.org/phc
Michael Hickey
tel: 301 994-0010
email: [email protected]
Descr: Merchant mariner vocational training and
academic support
Texas A&M University at Galveston
Galveston, TX 77551 • www.tamug.edu
John Merritt
tel: 409-740-4422
Products: Ocean oriented four-year degrees in
marine and maritime academic programs
US Maritime Institute, Inc.
Deerfield Beach, FL • www.usmaritimeinstitute.com
Capt. Jake DesVergers
tel: 954-596-2728
email: [email protected]
Products: USMI offers a series of familiarization
and auditor classes for security standards includ-
ing the ISPS Code and MTSA
Quality Maritime Training
St. Petersburg, FL • www.qualitymaritime.info
George Trowbridge
tel: 800-581-5509
email: [email protected]
Products: USCG approved STCW, OICNW and
license courses/programs
STAR Center
Dania Beach, FL 33004 • www.star-center.com
Graeme Holman • tel: 954 920-3222 ext 7172
email:[email protected]
Descr: Maritime Simulation, Training, Assessment
& Research Products: Training, Ship and port
development and maritime simulation
SUNY Maritime
Throgs Neck, NY • www.sunymaritime.edu
SUNY Maritime is a four-year college located at
historic Fort Schuyler in Throgs Neck, New York
which offers a solid academic program coupled
with a structured cadet life in the regiment for both
men and women. Maritime College prepares stu-
dents for careers through a content-centered cur-
riculum and a hands-on, team building approach to
learning. Maritime offers undergraduate and gradu-
ate degrees,
U.S. Merchant Marine Academy
Kings Point, NY • www.usmma.edu/gradcourse
Jose Femenia • tel: 516-773-5743
email:[email protected]
Descr: Marine Engineering Education Products:
On-line, distance-learning Master of Marine
Engineering program
MPS Specialized in Security Training
Maritime Protective Services, Inc., a leading authority in MTSA/ISPS Code train-
ing since 2003, delivers top-quality, relevant, and up-to-date training based on
real-life scenarios. In the US, we regularly schedule Government-approved
courses that combine Vessel Security Officer, Company Security Officer, and
Facility Security Officer certification. Remaining 2010 sessions, held in Boca
Raton, Florida :
• October 5-8
• December 7-10
Our UK office offers Government-approved courses for Ship Security Officers
and Company Security Officers and for Port Facility Security Officers.
Both offices will also bring any Security Officer course to a company’s location,
which allows some customization to the customer’s circumstances.
Go to www.mpsint.com or call 561-330-2020.
RESOLVE Maritime Academy
RESOLVE Maritime Academy is a Division of Resolve Marine Group, Inc., a world-
wide maritime Salvage, Firefighting and Emergency Response company. Resolve
Maritime Academy is the only training facility that incorporates in-house emergency
response experience into the curriculum. Only RESOLVE can offer students real
world, practical experience because the same instructors who teach our courses
have worked on vessel fires, salvage, and emergency response projects and bring
this hands-on experience into the classroom. Our training vessel simulator creates
realistic fire scenarios which teach students to respond to fires using the most safe
and effective emergency response possible.
www.resolveacademy.com
954-463-9195
42 MN September 2010
Global Maritime and Transportation School
The Global Maritime and Transportation School
(GMATS) provides professional education and training
programs (including content design, development and
delivery), instructional services, research studies and tech-
nical assistance that enhance the safety, security, efficiency
and environmental soundness of maritime operations and
global transportation systems. http://gmats.usmma.edu
SUNY Maritime
SUNY Maritime College is now offering a 30-month
Assistant Engineer (Limited Oceans) License Program,
leading to an Associate Degree in Applied Science. This
new license program meets all STCW requirements for
licensed engineers and is USCG approved. Students also
receive certification as QMED and Lifeboatman. In addi-
tion to classroom training, students enrolled in the pro-
gram must complete 45 days of sea service aboard the
SUNY Maritime College training ship, The Empire State
VI. www.sunymaritime.edu
Delgado College Maritime
Delgado Community College’s Maritime, Fire, Radar
and Industrial Training facilities feature U.S. Coast
Guard-approved safety and rescue preparation tailored to
meet companies’ specific needs. Experienced instructors
provide continuing education and training to over 7,000
students annually. The New Orleans East facility houses a
fire field and classrooms for over 80 USCG and safety
courses leading to industry-based certification in marine
fire fighting, industrial safety and emergency prepared-
ness. www.dcc.edu
PMI’s Navigation Skills Assessment Program
Pacific Maritime Institute’s (PMI) Navigation Skills
Assessment Program uses custom simulation scenarios and
assessment criteria to objectively measure mariners’ per-
formance. Performance at each measurement point is
rated: highly effective; effective; not effective; or unsafe.
Using a numerical point scale, PMI compares perform-
ance between individuals and determines a standard of
acceptance. www.mates.org
Compass Courses
Compass Courses is a Northwest provider of USCG and
STCW approved courses and a woman-owned organiza-
tion. Since its inception in 2000, Compass Courses has
trained more than 7,000 mariners in 15 USCG approved
courses. www.compasscourses.com
MITAGS & American Public University Partnership
Students at the Maritime Institute of Technology and
Graduate Studies (MITAGS) are now able to transfer up
to 12 credit hours into American Public University’s
(APU) Master of Arts in Transportation and Logistics
Management degree program upon successful completion
of MITAGS’ Chief Mate Master. www.mitags.org
Cap Sante International
It is the mission of Cap Sante International (CSI)
Division of Training to provide comprehensive training
and educational programs for all maritime personnel in
order to create and maintain a competent and profession-
al maritime work force. Fast rescue boat and lifeboat
courses are approved by the U.S. Coast Guard and
Transport Canada. www.CapSanteIntl.com
SUNY Maritime GMATS PMI
MITAGS
Cap Sante
PRODUCTS
Delgado
Compass
MaritimeJobs Powered by www.maritimejobs.com
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Production Manager
Job Location: Bahamas, Freeport
Position Summary
Manage all aspects of Production in the
shipyard and all jobs from the time it is
turned over by commercial to completion.
Work closely with Project Managers to en-
sure timely job completion and accuracy.
Manage Production workers and Trade
Managers to ensure the jobs are properly
staffed. Overall responsibility for budget
and schedule adherence.
Responsibilities of the Position:
These shall include but not be limited to the
following
Plan and schedule Jobs
Manage supervisors of all skilled Labor
Ensure the review of all job specifications
and Variation orders
Responsible for tracking production
progress and ensuring that production
schedules are adhered to and dead lines
are met.
Maintain an adequate skilled workforce to
meet the shipyards needs by working
closely with Human Resources for the hir-
ing and training of the labor force.
Submit to Senior Management and report
on Monday, Wednesday and Friday a pro-
duction report including progress on each
job, percentage complete, estimated total
value for each job, including estimated
gross profit
Coordinate efforts with other personnel in-
volved in production, estimating, engineer-
ing, purchasing and project management.
Reviews project proposals to ascertain time
frame, funding limitations and to determine
methods and procedures for accomplish-
ment of the project.
Confers with staff to outline the project
plans, designate personnel who will have re-
sponsibilities for the project, and establish
scope of authority.
Required skills
Excellent interpersonal and communication
skills, both oral and written
Must have excellent leadership skills and be
able to motivate staff to achieve goals
Must be a self starter with the ability think
independently and use good judgment in re-
solving issues with minimal supervision.
Must be able to function effectively in a fast-
paced environment.
Must possess a positive attitude and is a
Team player.
Must have a willingness to learn new skills
and grow with the company
.Fluency in multiple languages is highly de-
sirable
Demonstrated knowledge of all aspects of
the repair and refitting of ships is required.
Must be proficient in computers and have
a working knowledge of standard software.
Minimum Qualifications
College degree preferred but not required,
Technical training is required
Minimum 15 years experience in a supervi-
sory role in a shipyard required
Bryan Spencer
Spencer Services
P.O. Box 25187
Colorado Springs CO 80936 USA
Phone: 719-522-1077
Fax: 719-522-1095
Email: [email protected]
Maritime Software Engineer
Job Location: USA, Fort Washington, PA
Summary
Join a winning software research team. CHI
Systems, Inc. is expanding our Fort Wash-
ington, PA development team with a Mar-
itime Software Engineer position and is
currently seeking responsible, motivated
and creative candidates. Responsibilities of
the Position
CHI Systems is seeking a candidate that
has experience in the field of software en-
gineering or computer science to assist in
the development of new business including
developing engineering technical solutions
using systems engineering and best prac-
tices.
Skills, Education and Experience Require-
ments
- Bachelors or Masters degree in Computer
Science or Software Engineering
- Experience with defense systems pre-
ferred, especially Naval and/or Combat
systems.
- Familiar with setup, installation and ad-
ministration of Linux and Windows operat-
ing systems helpful.
www.marinelink.com Marine News 43
THE VANE BROTHERS COMPANY is recruiting
qualified candidates for positions on our brand
new state-of-the-art marine transport vessels
operating along the Northeastern Atlantic
Seaboard. We offer highly favorable work
schedules – 2 weeks on – 2 weeks off, as well as
excellent opportunities for career advancement.
Tug Masters and Mates
Must possess a valid Master of Towing Vessels
near coastal or greater endorsement. Exper|ence
w|th petro|eum barges necessary. New York
Harbor experience preferred.
Mar|ne Eng|neers
Chief engineers for Coastal and Inland tugboats.
Must possess a valid DDE (Designated Duty
Engineers) license or greater. Valid MMD (Merchant
Marine Document) required. Two years engine
room experience required.
Tankermen
Current MMD and PIC endorsement required;
experience preferred.
If you have the skills and experience for any of our
open positions, please contact our F|eet Recru|ter
at 410-735-8212, or fax your resumé to 410-735-8280.
www.vanebrothers.com
VANE BROTHERS
Over a Century of Maritime Excellence
Baltimore Norfolk Philadelphia / /
MaritimeJobs Powered by www.maritimejobs.com
Post Your Resume for Free • Energize Your Job Search @ MaritimeJobs.com
- Security clearance or the ability to obtain
a security clearance.
- U.S. citizenship required.
- Strong writing and presentation skills
- Must be a team player, detail oriented,
with the ability to meet tight deadlines.
Preferred Skills and Experience:
- Understanding of naval navigation, tactical
or engineering systems.
- Prior military experience, naval preferred.
What CHI Has To Offer You
CHI Systems offers a competitive salary
with a generous fringe benefit program in-
cluding Health, Dental, Life and Disability in-
surance, along with 401(k), tuition
reimbursement, flex time, casual dress,
and a friendly, collaborative team environ-
ment with strong career growth opportuni-
ties.
If you are interest in this position, please e-
mail your resume and salary requirements
to [email protected].
[email protected]
CHI Systems, Inc.
Email: [email protected]
Web: http://www.CHISystems.com
44 MN September 2010
Vessels for Sale
Marine Marketplace
US Coast Guard Approved
(STCW-95) Basic Safety Training
• Basic Safety Training
• Medical PIC
• Proficiency in Survival
Craft
• Tankerman PIC
• Advance Firefighter
• Vessel Security Officer
El Camino College
Workplace Learning Resource Center
13430 Hawthorne Blvd. · Hawthorne, CA 90250
Ten (10) minutes from LAX · Twenty (20) minutes from LA Harbor
Call for Information & Registration
(310) 973-3171/47 • www.businessassist.org/wplrc/coast.html
www.marinelink.com Marine News 45
NEW PRODUCTS
NEW PRODUCTS
Pressure Washers up to 7000psi
Electric – Diesel – Gasoline – Hot - Cold
Continuous Duty – We customize
www.watercannon.com
1-800-786-9274
46 MN September 2010
NEW PRODUCTS
Marine Marketplace
PROFESSIONALS
Marine Marketplace
PROFESSIONALS
BARGES FOR RENT
www.marinelink.com Marine News 47
48 MN September 2010
The listings above are an editorial service provided for the convenience of our readers.
If you are an advertiser and would like to update or modify any of the above information, please contact: [email protected]
ADVERTISER INDEX
Page# Advertiser Website Phone#
Page# Advertiser Website Phone#
17 ABS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.eagle.org (281) 877-5861
29 ACT 2 TECHNOLOGIES. . . . . . . . . . . . . . . . . . . . . . . . www.act2tech.org (954) 791-1812
33 AHEAD SANITATION . . . . . . . . . . . . . . . . . . . . . . . . www.aheadtank.com (337) 237-5011
31 ALL AMERICAN MARINE . . . . . . . . . . . . . www.allamericanmarine.com (360) 647-7602
17 ALUMINUM & STAINLESS, INC. . . . . . www.aluminumandstainless.com (800) 252-9074
13,40 AMERICAN PUBLIC UNIVERSITY . . . . . . . . . . . www.studyatAPU.com (877) 777-9081
19 ARGOSY BOAT COMPANY. . . . . . . . . . . . . . . . . . www.argosyboat.com (636) 236-8872
37 BREAX BAY CRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Please call us at (337) 229-4246
3 CHEVRON. . . . . . . . . . . . . . . . . . . . . . . . www.chevronlubricants.com Please visit our website
35 ClearSpan Fabric Structures. . . . . . . . . . . . . . . . . . www.ClearSpan.com (866) 643-1010
25 ComRent International, LLC. . . . . . . . . . . . . . . . . . . . www.ComRent.com (888) 881-7118
23 DONJON MARINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.donjon.com (908) 964-8812
35 FLOSCAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.floscan.com (206) 524-6625
29 FORENSIC ANALYSIS . . . . . . . . . . . . . . . . . . . www.ForensicMarine.com (919) 714-7566
21 GREAT AMERICAN INSURANCE. . . . . www.GreatAmericanOcean.com (212) 510-0135
37 HARCO MANUFACTURING CO. . . . . . www.harcomanufacturing.com (800) 394-7571
27 HO BOSTROM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.hobostrom.com (262) 542-0222
C2 HORNBECK OFFSHORE . . . . . . . . . . . . . . www.hornbeckoffshore.com (985) 727-2000
20 JK FABRICATION. . . . . . . . . . . . . . . . . . . . . . . . . . www.jkfabrication.com (206) 297-7400
21 KONGSBERG MARITIME . . . . . . . www.km.kongsberg.com/cameras 44 1224 226500
14,40 MARITIME PROFESSIONAL TRAINING . . . . . . . . . . . www.mptusa.com (954) 525-1014
41 MARITIME PROTECTIVE SERVICES, INC. . . . . . . . . . www.mpsint.com (561) 330-2020
5 MARINE TRAVELIFT, INC. . . . . . . . . . . . . . . . . . . www.marinetravelift.com (920) 743-6202
39 MARINERS HOUSE. . . . . . . . . . . . . . . . . . . . . . . www.marinershouse.org (617) 227-3979
31 McDonough Marine Service . . . . . . . . . . www.McDonoughmarine.com (504) 780-8100
35 MIRACLE MARINE, INC. . . . . . . . . . . . . . . . . . . . . . . . . . Please call us at (573) 210-8000
13 MOOSE BOATS. . . . . . . . . . . . . . . . . . . . . . . . . . . www.mooseboats.com (866) -Go Moose
C3 OceanTechExpo. . . . . . . . . . . . . . . . . . . . . . . . www.oceantechexpo.com (561) 732-4368
C4 R.W. FERNSTRUM & C0. INC.. . . . . . . . . . . . . . . . . . www.fernstrum.com (906) 863-5553
33,41 RESOLVE MARITIME ACADEMY . . . . . . . . . www.resolveacademy.com (954) 463-9195
37 ROBERTS ELECTRIC . . . . . . . . . . . . . . . . . www.hydraulicbargains.com (312) 829-1365
1 SCANIA USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.scaniausa.com (210) 403-0007
15 SeaArk. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.seaark.com (870) 367-9755
33 SKOOKUM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.skookumco.com (503) 651-3175
38 SNAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.sname.org (561) 732-4368
35 SUNY MARITIME COLLEGE . . . . . . . . . . . . . . . . www.sunymaritime.edu (718) 409-7341
9 TIDEWATER INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.tdw.com (504) 568-1010
37 Tutor-Saliba . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Please call us at (818) 362-8391
15 USMMA GMATS . . . . . . . . . . . . . . . . . . . . . . . . . . http://gmats.usmma.edu (516) 726-6100
11 WATERMAN SUPPLY. . . . . . . . . . . . . . . . . . . . www.watermansupply.com (310) 522-9698
7 WING INFLATABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.wing.com (707) 826-2887