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POWER AT WORK Capt. Pete built by Pan Isles Inc. powered by twin Scania 16-liter V8 engines Gulfport MS Complete and Committed. THE SCANIA MARINE SOLUTION. Out there confidence in performance reliability and operating economy are the only things that count. With this in mind we created the Scania marine solution An array of flexible options including ratings equipment instrumentation and transmissions. Whatever your specification we will provide you with the optimal Scania marine solution. Power at work every inch of the way. NortheastGreat Lakes Mack Boring Parts Co. 908-964-0700 Northwest Western Canada Cascade Engine Center 206-764-3850 Southeast Kraft Power 800-394-0078 Southwest Boatswains Locker 949-642-6800 Gulf Coast NRE Power Systems 504-393-7272 CentralEastern Canada ADF Diesel 800-517-1489 DISTRIBUTORS Passenger Vessel Association tel 1 800 807-8360 fax 703 518-5151 september 2015 FOGHORN 3 Volume 14 Number 8 september 2015 FogHorn USPS Number 023-702 is published monthly except combined JanuaryFebruary by Philips Publishing LLC 2201 West Commodore Way Seattle WA 98199. Periodicals postage paid at Seattle WA and at additional mailing offices. POSTMASTER Send address changes to Foghorn co Passenger Vessel Association 103 Oronoco Street Suite 200 Alexandria VA 22314. Copyright 2015 by the Passenger Vessel Association. All rights reserved. No part of this publication may be reproduced without the written consent of the Passenger Vessel Association. Printed with SOY INK FOGHORN Focus FOGHORN is a monthly publication of the Passenger Vessel Association. Copyright 2015. All rights reserved. President Dave Anderson Fire Island Ferries Bay Shore NY Vice-President Margo Marks Beaver Island Boat Company Charlevoix MI Secretary-Treasurer Jeff Whitaker Hudson River Cruises Inc. Kingston NY Board of Directors Bob Bijur Island Queen Cruises Miami FL Chip Collopy Shoreline Marine Company Chicago IL Jim DeSimone Staten Island Ferries Staten Island NY Gus Gaspardo Padelford Packet Boat Company St. Paul MN Bob Lawler Entertainment Cruises Boston MA Alison Nolan Boston Harbor Cruises Boston MA Bob Scribner Charleston Harbor Tours Charleston SC Coleen Stephens Stan Stephens Glacier and Wildlife Cruies Valdez AK Jim Swindler Golden Gate Ferries Larkspur CA Associate Member Representative Carl Micu John Deere Power Systems Waterloo IA Past Presidents Terri Bernstein BB Riverboats Newport KY Immediate PVA Past President Carolyn Horgan Blue Gold Fleet San Francisco CA PVA Past President Paul Belforti Entertainment Cruises Inc. Chicago IL PVA Past President Executive Director John R. Groundwater Legislative Director Edmund Welch Regulatory Affairs Consultant Peter Lauridsen Director of Finance Leslie Kagarise Director Public Affairs and Development Jennifer Wilk Director of Regulatory Affairs and Risk Management Eric Christensen General Counsel Steven Bers Whiteford Taylor and Preston Editorial Offices Managing Editor Karen Rainbolt 2771 Houston Dr. Los Osos CA 93402 tel 571 388-7752 Contributing Editor Richard Purinton Washington Island Ferry Line Washington Island WI Advertising and Business Offices Publisher Peter Philips Advertising Sales Bill Forslund bill 2201 West Commodore Way Seattle WA 98199 tel 206 284-8285 fax 206 284-0391 Technology 6 Red and White Fleet Studies Viability of Nations First High-Speed Hydrogen Fuel Cell Ferry Red and White Fleet is looking into what could be groundbreaking technology for the passenger vessel industry. They are in the midst of a study that will determine the viability of the nations first hydrogen fuel cell ferry. What is this technology and how can impact passenger vessels 12 Everything You Wanted to Know About LNG But Were Afraid to Ask Eric Blumhagen explains the hows and whys of liquid natural gas as a fuel for passenger vessels. If youve had questions here are answers. 23 Where Are We on Out-of-Water Survival Craft Eric Christensen explains what the Coast Guards recent Marine Safety Information Bulletin on out-of-water survival craft means for you. Are you ready to lobby against a one-size-fits-all approach About the Cover San Franciscos Red and White Fleet is studying what could be a first for the United States a zero emission ferry powered by hydrogen fuel cells. Story page 6. Columns 4 Presidents Letter 5 Executive Directors Letter 16 Regulatory Report 19 Legislative Report 22 How PVA Benefits You 24 Safety Security Matters 28 Member News 30 PVA Calendar 30 New Members 33 Member News 32 Newswire 34 Advertisers Index 4 september 2015 FOGHORN PVA Represents Maritime Safety One cannot emphasize the superlative safety record of the small passenger vessel industry. Carrying more than 200 million passenger annually safely truly is a tribute to our industry and our membership. We are recognized as an industry leader by such government agencies as the United States Coast Guard and the National Transportation Safety Board. Maritime safety however is a broad concept. It includes measures impacting everything from worldwide transportation systems to our individu- al PVA operations. Perhaps an appropriate starting point for creating a good maritime safety culture is the insight that a high level of maritime safety will always result in low casualty data. This means that a business concept includes a maritime safety phi- losophy that is not only good for maritime safety but also makes good economical sense. It is very important to demonstrate to our customers and the general public that we take maritime safety very seriously. While the level of maritime safety has risen sub- stantially we must always strive to be even better. Maintaining an exceptional level of safety requires an even balance of commit- ment by both our shoreside personnel and the crews working aboard our vessels. A single human mistake can destroy in a moment what has taken years to build up. Instilling a high level of safety awareness in the crew is perhaps every operators most important job when it comes to eliminating mistakes due to the human factor. Education training and practice are important measures in this process but maintaining a sense of well being also plays an integral part. A good safety program can be very simple to implement if we keep in mind some very basic princi- ples. Stop and think about potential risks and hazards and what potential injuries that can occur. Think about the impact that an injury or fatality can have on you your family and your co-workers remember- ing all incidents injuries fatalities and occupation- al exposures are preventable and that no task is so important that it cannot be done safely. Your manage- ment teams are the key people responsible for creating and maintaining a safe work environment. We are all responsible for preventing injuries to others and ourselves. Most importantly everyone in your operation is empowered to stop unsafe behavior. Equally important in implementing good work practices promoting safety is creating a workplace that is attractive so employees feel at home. The workplace environments are important factors as is a good choice of recreational activities. The individuals well being should be seen from a more long-term perspective where personal development internal educationtraining and career opportunities play a vital role. Employees who enjoy their work will have a positive impact on your operation. Remember treating your employees with dignity and respect while praising accomplishments will yield positive results and safe operational practices. A high level of maritime safety is in everybodys interest. It is for this reason that maritime safety regulations implement- ed by the United States Coast Guard are formulated in the right way which are set at rea- sonable levels and have realistic reasonable transitional periods for implementation. The Quality Partnership PVA has established with the Coast Guard has become our avenue of com- munications and trust agreement between PVA and the Coast Guard supporting and enforcing maritime safety not only domestically but globally as well. PVA has developed numerous safety tools to promote and enhance safety for our members. The hard work and dedication of our various committees of keeping members informed on regulatory legis- lative and safetysecurity issues is available on our website. Log on to for more information and training tools and information from these committees and more. Respectfully Dave Anderson President n LETTER FROM THE PRESIDENT Dave Anderson We are all responsible for preventing injuries to others and ourselves everyone in your operation is empowered to stop unsafe behavior. september 2015 FOGHORN 5 letter from the president Continued on page 34 LETTER FROM THE executive director John Groundwater Congress is Back. Your Help Is Needed That is the message of recent communica- tions to PVAmembers calling them to action to urge their Senatorsalong with leaders on the Senate Commerce Committeeto pass legislation which would eliminate the one-size-fits-all survival craft requirement for U.S.-flagged passenger vessels. This has been a top legislative priority for PVA for many months and no stone has been left unturned in our work on this issue. If youll recall the 2010 Coast Guard Authorization Bill mandates the installation of out-of-water survival craft on vessels that are currently required to carry life floats-by February 26 2016. As we work toward repeal of this law PVAmembers and staff have met with key Members of Congress and their staff to explain why a one-size-first-all approach to lifesaving is a poor idea. We have urged our legislators to return the passenger vessel industry to a tried-and- true system whereby the Coast Guard makes risk-based decisions about survival craft carriage requirements. The PVA Congressional Fly-In held this spring was quite a success as it was focused heavily on discuss- ing this topic and on mustering Congressional support. Our message was well received and we received many sought-after promises of support. PVA has also been working with other affected industry organizations and groups to ensure that we are bringing pressure to bear and that we are elevating our arguments in a concerted way. To date we have had successes in our work. This spring the U.S. House of Representatives at PVAs urging passed legislation H.R. 1987 section 302 that would eliminate the one-size-fits-all survival craft re- quirement for U.S.-flagged passenger vessels. While this is all very encouraging our job is not yet done. We need your help immediately in persuading the Senate to follow the House and pass legislation elimi- nating the one-size-fits-all out-of-water requirement for passenger vessels. You can help by sending letters to your Senators today. Contact me or any of the PVA staff at 1-800-807- 8360 or and we will provide you with what you need to join our effort. Exciting Region Meeting Line-Up This Fall You have also been receiving communications about upcoming PVA Region Meetings. Rest assured that the Out-of-Water Survival Craft issue will be front-and-cen- ter on the region meeting programs. Attending one or more of these meetings is a great way to get up-to-speed on issues and topics of particular interest in your area s of operations. Programming for Passenger Vessel Members Each of our region meetings are developed with your operational and business needs in mind. Individuals with expertise in the passenger vessel industry present timely information and helpful tips that allow you to fine-tune your business. Plenty of time is also allocated to roundtable discussions that promote creative thinking and the exchange of ideas. Coast Guard Participation PVA Region Meetings also involve key Coast Guard personnel from throughout your region. As a result you will have a chance to discuss with them regulatory matters and issues that affect your business. Because local and regional Coast Guard attendance is always strong the meeting will likewise give attendees a chance to hear about Coast Guard concerns and challenges while also presenting an opportunity for you to ask questions and build understanding. Networking Galore PVARegion Meetings provide an outstanding oppor- tunity for PVA members to gather together to exchange information and discuss trends and issues. It is also a great place to renew friendships and build new ones. PVA Rivers Region Marketing and Sales Meeting October 1 - 2 BB Riverboats Cincinnati OH PVA Great Lakes Region Meeting October 19 - 21 Best Western Lakefront Hotel Manitowoc WI PVA Western Region Meeting October 28 - 30 Hyatt Regency Mission Bay San Diego CA PVA Original Colonies and Southeast Region Meeting November 9 - 11 The Westin Portland Harborview Portland ME New Marketing and Sales Focus Also the PVA Rivers Region Sales and Marketing Meeting is an exciting test of a proposed new concept that immerses attendees in a variety of energetic dis- cussions about marketing and sales techniques that are geared toward passenger vessel operations. Attendees will join operators from the passenger vessel industry who have similar types of operations and who are looking to exchange information and share marketing successes. If this meeting reaches its goals and we expect that it will we will look to incorporate this marketing 6 september 2015 FOGHORN FOGHORNFOCUS technology W hen it comes to environmental sustainability Tom Escher President of Red and White Fleet San Francisco CA is all in. Everyone is talking about reducing emissions by 20 percent 40 percent or more he said. I thought Why not do away with emissions altogether Red and White Fleet recently signed a cooperative research and development agreement CRADA with Sandia National Laboratories to make Eschers dream a reality. Named SF-BREEZE San Francisco Bay Renewable Energy Electric vessel with Zero Emissions the projects initial task is to assess the technical and economic viability of a high- speed hydrogen fuel cell passenger ferry and hydrogen refueling station. The U.S. Department of Transportations Maritime Administration MARAD provided funding for the project. Hydrogen fuel cells have several advantages over the diesel engines that power most passenger ferries no harmful exhaust emissions higher energy efficiency quieter operation and no risk of fuel spills. Replacing diesel engines and generators with hydrogen fuel cells could greatly improve air and water quality in harbor areas. The technology while still emerging as a commonly used power source isnt completely new. In fact research- ers have been experimenting safely with hydrogen fuel cells for decades. Back in the 1950s General Electric invented the one type of hydrogen fuel cell most commonly used today in the maritime industry including submarines. These fuel cells are known as proton exchange membrane or polymer electrolyte membrane fuel cells colloquially referred to as PEM. There are several types of fuel cells explained Scott Littlefield an Alexandria VA engineer experienced in advanced marine propulsion. The most mature is the PEM fuel cell which has been used in practical applications for quite a while. Joe Burgard Vice President of Marine Operations for Red and White Fleet says that the feasibility study is assessing all types of fuel cells for this application consistent with the zero-emission goal including hydrogen PEM fuel cells. We are focusing on H2 as the primary fuel for the fuel cell because there is potential to obtain hydrogen from carbon-free renewable sources which supports our zero emissions goal said Burgard. For example it is possible to use electricity from solar wind geothermal or hydroelec- tric sources for electrolysis of water to produce hydrogen. In addition to the ambitious plan of operating a zero- emission vessel in the Bay theres the challenge of fueling it. To do so will require the building of a hydrogen refueling station. The envisioned hydrogen refueling station suitable for a high-speed hydrogen fuel cell ferry would be the largest in the world serving fuel cell electric cars buses and fleet vehicles in addition to the ferry and other maritime vehicles. Toyota Hyuandai and Honda have both already announced the plans to introduce hydrogen fuel cell cars beginning in 2016 so demand for the vehicles and refueling stations are expected to rise. MARAD announced in late July that it was providing 500000 to support the feasibility study to examine the technical regulatory and economic aspects of the project. The Maritime Administration is committed to finding new and efficient technologies for use in the maritime industry that reduce pollution and protect our environ- ment said Maritime Administrator Paul Chip Jaenichen. This industry continues moving forward on renewable energy and clean-fuel options and this project encourages a shift toward lower impact maritime fuels that may further green the waterborne link in our national transportation system. Sandia is leading the study in partnership with Red and White Fleet PVA Associate Member American Bureau of Shipping the U.S. Coast Guard and PVAAssociate member naval architect Elliott Bay Design Group Seattle WA. We are involving so many stakeholders up front because if the feasibility study shows a go we want to make sure the next phase has a rock-solid foundation said mechanical Red and White Fleet Studies Viability of Nations First High-Speed Hydrogen Fuel Cell Ferry By Karen Rainbolt FOGHORN Managing Editor Expert Boat Builders Steel Aluminum Construction 360331-5500 x 311 Fast and Smooth Quickshift Technology Expansive Global Service Network Complete Propulsion Systems Unparalleled Reliability WE PUT HORSEPOWER TO WORK Operate Fast and Smooth Quickshift Expansive Global Service Network Complete Propulsion Systems Unparalleled Reliability with with confidence 8 september 2015 FOGHORN FOGHORNFOCUS technology engineer Joe Pratt the Sandia project lead. We hope that the feasibility study regardless of the outcome can be useful to others nationally and around the world who are looking at hydrogen fuel cell vessels as clean energy alternatives. Vessel Speed Critical to Economic Viability Economic viability is essential to the success of SF-BREEZE. Rather than a tour boat that would primarily be a demonstration project Red and White Fleet believes a high- speed passenger ferry makes economic sense Pratt said. To compete with existing transportation methods cars buses BayArea Rapid Transit and other ferries the ferry must be fast. But speed adds complexity. If you are trying to achieve speed boat weight is important Pratt said. So the question becomes can you build a boat powered by hydrogen fuel cells that is both large and fast enough The feasibility study will provide that answer. A preliminary conceptual study shows the answer could very well be yes but a definitive answer will require study of a vessel specially designed to accommodate hydrogen fuel and the fuel cell technology. A tra- ditional passenger ferry cant easily be retrofitted with a hydrogen fuel cell so it was essential to include a naval architect in the feasibility study. The ferry design will include collaboration with the American Bureau of Shipping and the Coast Guard to ensure the final design conforms to safety and reliabil- ity rules and regulations. Worlds Largest Hydrogen Refueling Station The ferry design operation maintenance and fueling is one part of the equation the hydrogen refueling station is the other. The high- speed passenger ferry could use about 1000 kilograms of hydrogen per day in one estimate. To put this in perspec- tive an average hydrogen fuel cell car might use less than five kilograms of hydrogen per week. To support the ferry and other potential users the refueling station would require a capacity of 1500 kilograms a day about twice the size of the largest hydrogen refueling station in the world. If realized it would also be the first hydrogen refueling station to simultaneously serve land and marine uses. A tantalizing aspect of the large hydrogen station concept is that the associated economy of scale could reduce the local price of hydrogen. A larger station reduces the cost per kilogram of hydrogen said Pratt. Higher use will drive down that cost even more. Reducing the cost of hydrogen refueling could stimulate the market for hydrogen fuel cell cars and accel- erate wider adoption of the technol- ogy in other vehicle markets such as heavy-duty trucks and buses. This project offers an opportunity to closely examine how hydrogen can 10 september 2015 FOGHORN FOGHORNFOCUS technology take its rightful place as a clean low- carbon fuel for high-volume trans- portation operations and also build the business case as part of an inno- vative application for fuel cells said Catherine Dunwoody chief of the Fuel Cell Program at the California Air Resources Board. Feasibility Study Will Address Regulations SF-BREEZE will enter new regu- latory space both for the high-speed ferry and refueling station. The feasi- bility study will examine those regula- tions and their impact on the project. For the refueling station Sandia can draw on its technical expertise in developing and optimizing safe cost- effective vehicular hydrogen fueling stations. The U.S. Department of Energy Fuel Cell Technologies Office funds most of Sandias efforts in this area. Sandia is a partner in two na- tionwide infrastructure initiatives H2USA a private-public partner-Feb 1 2012 Run as is ship focused on advancing hydrogen infrastructure and the Hydrogen Fueling Infrastructure Research and Station Technology H2FIRST a U.S. Department of Energy project estab- lished to support H2USA. The knowledge tools and stake- holder resources weve cultivated through these initiatives will directly apply to assessing and eventually de- veloping the large multi-use hydrogen refueling station said Pratt. We will work closely with state and local agencies to determine the best location for such a refueling station and under- stand the associated regulations. Working with the American Bureau of Shipping and the Coast Guard weve explored some of the unique issues related to using a hydrogen fuel cell on a vessel and in the marine environment said Pratt. But there is more at stake when the fuel cell is powering the boat not an auxiliary system and the boat is carrying passengers. Next Step if Viability is Demonstrated Vessel Design If the feasibility study which is expected to be completed in January 2016 indicates that SF-BREEZE could succeed technically economically and within regulations the next step is to design the vessel. Engineers enjoy new challenges so working with hydrogen fuel cells is the next exciting step in EBDGs journey to master alternative fuels as they apply to the marine industry said John Waterhouse Chief Concept Engineer Elliott Bay Design Group. To proceed beyond the feasibility study the project would need addi- tional funding resources and partners which could come from the federal government the state of California investors industry or private founda- tions. Escher joked that if the project ul- timately succeeds it could hurt him financially. It will make all of my boats obsolete and Ill have to replace my entire fleet he said. But in all serious- ness this is really about preserving the environment for future generations. While the cost of being first may september 2015 FOGHORN 11 FOGHORNFocuS TEcHNOLOGy Polymer Electrolyte Membrane Fuel Cells Polymer electrolyte membrane PEM fuel cellsalso called proton exchange membrane fuel cellsdeliver high power density and offer the advantages of low weight and volume compared with other fuel cells.PEM fuel cells use a solid polymer as an electrolyte and porous carbon electrodes containing a platinum or platinum alloy catalyst.They need only hydrogen oxygen from the air and water to operate.They are typically fueled with pure hydrogen supplied from storage tanks or reformers. PEM fuel cells operate at relatively low temperatures around 80C 176F. Low- temperature operation allows them to start quickly less warm-up time and results in less wear on system componentsresulting in better durability.Howeverit requires that a noble-metal catalyst typically platinum be used to separate the hydrogens electrons and protons adding to system cost. The platinum catalyst is also extremely sensitive to carbon monoxide poisoningmaking it necessary to employ an additional reactor to reduce carbon monoxide in the fuel gas if the hydrogen is derived from a hydrocarbon fuel.This reactor also adds cost. PEM fuel cells are used primarily for transportation applications and some stationary applications. Due to their fast startup time and favorable power-to- weight ratio PEM fuel cells are particularly suitable for use in passenger vehicles such as cars and buses. n SourceU.S.Department of Energy initially result in sticker shock for Escher its likely that as the technology advances as it usually does costs will come down. Said Littlefield The fuel cells them- selves may get cheaper because of research by several of the auto companies who are trying to reach a price point that is compat- ible with mass production for cars. If that happens the economics for vessels up to a few hundred horsepower could become a lot more attractive since several automotive fuel cells could be used in tandem to power the craft. The technology and economics of DC to AC power conversion and compact motors are also getting better. It will be a few more years before fuel cells start to look eco- nomically reasonable for commercial vessel propulsion but somebody has to go first. And being first is what Escher wants. Which it turns out is part of his family DnA. He hopes to continue red and Whites tradition of leadership and environmental stewardship established by his grandfather Thomas Crowley who started the company in 1892. I want to ride across the San Francisco Bay on a quiet fast boat with no emissions he said. If we get thirsty we can drink the exhaust. n MARINE GROUP B o a t w o r k s 619 621-2220 Marine Group Boat Works is the newest California boatbuilder and repairer of steel and aluminum high-speed ferries catamarans and passenger vessels up to 665-tons. Operating two shifts six days per week for fast turnarounds and minimized vessel time out-of-service. New construction in steel aluminum and composite Hull modifications and extensions engine repowers Complete service life extension refits Complete USCG dry docking services USCG regulatory experts on staff ABSUSCG-certified welders COMINGSOON GoldenGateFerryRefurbishment M.S. San Francisco 12 september 2015 FOGHORN FOGHORNFOCUS technology A bout a year ago you couldnt open a maritime trade magazine without seeing articles about new liquefied natural gas LNG projects. While the news isnt quite so breath- less now there are still plenty of new projects out there. As with any new technology vessel owners want to know if this is a real benefit for them or just the latest new technology that will disappear in a few years. What Is LNG LNG is the same natural gas used in homes for heat and cooking or in power plants for electricity generation. It is taken from the same supply pipeline cooled to -258 F and condensed into a liquid. The liquefied gas occupies Everything You Wanted to Know About LNG But Were Afraid to Ask By Eric Blumhagen P.E. Jensen Maritime Consultants Oshore support vessels Passenger ferries Naval Military vessels LNG Bunkering Barges with Type C Tanks. Photo credit Jensen Maritime Consulting. 1600th the volume of the original gas. That makes it dense enough to be a practical marine fuel. Why Would I Want To Use LNG LNG has two main features that make it attractive cost and emissions. When it looked like oil was going to cost hundreds of dollars a barrel in the near future LNG was a great economic bet since it is cheaper per unit of energy and the outlook was that it would stay less expensive for september 2015 FOGHORN 13 FOGHORNFocuS TEcHNOLOGy the foreseeable future. As oil prices crashed over the last year Lng costs have also fallen but the absolute cost advantage is somewhat smaller. Where Lng really shines is in emissions. Lng burns far cleaner than diesel reducing nox Sox and particulate emissions by 90 to 100 percent. It also reduces carbon emissions by about 20 percent. As EPA Tier 4 regulations and IMo Emissions ControlAreas ECAs have come into force Lng looks better and better. Unlike diesel engines pure gas Lng engines dont require a urea plant to meet requirements saving further on operating costs. Big ships have even more incentive since the ECAs largely force them to burn diesel rather than the relatively cheap heavy fuel oil within 200 miles of the US and Canadian coastlines. What Engines Are Available With Lng you have a choice of types dual fuel and pure gas. Dual fuel engines run on a mixture of diesel and Lng. The mixture can be tuned from 100 diesel to almost entirely gas. That gives you flexibility in your fuel choices if you cant get Lng for some reason. Pure gas engines are just what they sound likethey burn only gas. Engine availability is changing rapidly but there are very few marine engines of either type available at less than 2000 horse- power. However there are gas-fueled engines that may be marinized if the marine Lng market takes off. What About Tanks There are a few different styles of tanks but the most practical for most passenger vessels at the moment is a Type C tank. This is a pressure vessel that looks a lot like a propane tank and may be double-walled. These tanks come in a variety of sizes up to about 1000 cubic meters 260000 gallons. At press time the U.S. Coast guard wont allow Lng tanks under passenger spaces without a detailed fire risk analysis. For most passenger vessels this means putting the tanks SCA0078A Ad - PVA Membership Directory.pdf 1 8252015 105212 AM on the house top. Lng tank cost and availability are changing quickly so more options will come on the market in the years ahead. What Other Regulations Are There The Coast guard doesnt have a formal set of regulations out for gas- fueled vessels. However they have enough experience with the vessels under construction that they have issued a set of interim guidelines. These guidelines lay out the areas that the Coast guard is comfortable approving plans. You can go outside those guidelines but it will take more review and study. In the next year or two IMo is due to release a new set of regulations for gas-fueled ships. At that point we would expect that the Coast guard will revise some of their guidance to match up with inter- For the best in custom Marinas Gangways Floating Structures Bridges Security Gates Catwalks Web Email Tel 800.332.3625 14 september 2015 FOGHORN FOGHORNFocuS TEcHNOLOGy national rules. That shouldnt affect installations already approved but it may loosen up some of the rules par- ticularly about tank locations. Which Came First the Chicken or the Egg Marine Lng bunkering facilities are complex and expensive pieces of infrastructure developed on a 5-10 year cycle. The energy companies dont want to develop them until they know that they have a customer. on the other hand customers dont want to build an Lng-powered vessel without a ready source of supply. This chicken-and-egg problem is being solved by large customers in a few ports nationwide most notably Jacksonville FL Puget Sound WA Maintenance Management Program Cloud Based - Access from any Device with any browser Maintenance - Inventory - Documentation Intuitive User Interface Flagship Integration Turnkey Setup w w w . W h e e l H o u s e T e c h . c o m - 9 7 8 - 5 6 2 - 5 2 1 1 Foghorn_March_2015.indd 1 2202015 34342 PM and Port Fourchon LA. Lng will be available for marine bunkering in these ports in the next year or two to support Crowley Tote and Harvey gulf vessels. Lng is also available from some inland utility sites and could be trucked to a passenger vessels dock if needed. However the trucking and bunkering process can have some significant regulatory hurdles depending on where you are located and how much Lng you are trans- porting. What About Safety Lng transportation got a bad rap about a decade ago when some major Lng import terminals were proposed in various cities around the U.S. The planned incoming tankers were called floating bombs and signifi- cant local opposition to the terminals sprung up in many places. Some of that negativity has transferred over to Lng powered vessels. However the premise is flawed. Although there are serious consequences to a major Lng tanker incident due to liquid Lngs non-flammable characteristic it is one of the safest modes of transportation in the world. Second Lng fueled vessels have much smaller tanks than a typical large tanker so the relative risk is far less. on the whole Lng is a safe fuel. You wouldnt use it in the stove or furnace in your house if it wasnt. natural gas is lighter than air so it doesnt tend to pool in the bilges like propane or gasoline would and it is flammable or explosive in a narrow range of concentrations in air. That doesnt mean there arent special hazards to Lng as a fuel. It takes special procedures and safety equipment to handle cryogenic liquids and care must be taken to manage the risk of fire. What About Public Perception As with most new projects its important to manage public per- ception early. When presentations september 2015 FOGHORN 15 FOGHORNFocuS TEcHNOLOGy EASY MANEUVERABILITY Give your passengers a smooth ride with reliable John Deere PowerTech propulsion and generator drive engines. With high torque and low-rated rpm they deliver excellent vessel control and quiet operation. For easy navigation on the water Nothing Runs Like A Deere. JohnDeere.commarine 56 to 559 kW 75 to 750 hp have focused on the environmental benefits of LNG fuel the public has been generally supportive. It is still important to have an answer to the floating bomb question and to be ready for discussions about the measures that your operation would take to maintain safety. What Do I Do Next If youre an operator that is near a good supply of Lng is planning on building a new vessel in the near future and is ready to invest some capital money in return for expected operational savings what should you do next First prepare a financial plan. Fill in as much information as you can. next talk with your oCMIyou want him or her to be on board and involved throughout the project. Choose a naval architect with experience in Lng not just in design but also in construction. There are a number of decisions made in the design phase that will have big impacts on the construction phase and you want to resolve those early. Finally as the design develops keep updating your financial plan to make sure the project still makes sense. n about the author Eric Blumhagen P.E. is the director of vessel engineering at Jensen Naval Architects and Marine Engineers in Seattle WA. He is a senior naval architect with extensive experience in design and conver- sion of all kinds of working vessels including passenger vessels. He was recently project manager for the design of an LNG ar- ticulated tug-barge unit. He is a frequent speaker at the PVA Annual Convention at MariTrends and is a recipient of the David Clark Excellence in Editorial Award for his contributions to FOGHORN. 16 september 2015 FOGHORN REGuLaTORyREPoRT By Peter Lauridsen PVA Regulatory Affairs Consultant Let MCM manage your insurance so you can focus on your voyage MCM is a leading independent insurance brokerage based in the Pacific Northwest. Our marine practice group has more than 100 years of combined experience placing insurance and managing the marine industrys unique risks. Whether were working with vessel operators builders repair facilities or suppliers we create specialized solutions that meet each clients needs. EMpLoyEE BEnEfits ExECutivE BEnEfits REtiREMEnt pLans insuRanCE advisoRy pRopERty CasuaLty Contact Damon L. Nasman at 206 262-6375 or email L ast month I reported on the new navigation and Vessel Inspection Circular nVIC 01-15 that presents a detailed review of the U.S. Coast guard required incident reporting from initial report to the end of the incident investi- gation process including extensive definition of regulatory words and phrases. I also reported the nVIC was greeted with varying degrees of disappointment by many. That dis- appointment was as much for what the nVIC said as to what it didnt say. First the missing pieces are those portions of regulations and policy that were raised by docket comments but were not addressed by the final nVIC. Some of the criticisms and recommendations of the those who provided comments were deemed by the Coast guard to require notice and comment rulemaking. Before I am accused of advocating ex parte com- munication which is prohibited by the Administrative Procedures Act let me explain why I think the Coast guard could have released a notice of Proposed rulemaking nPrM si- multaneously with the release of the nVIC. When the Coast guard posted the draft of the nVIC for public comment in the January 2014 Federal Register they clearly were seeking comments on the scope of the incident reporting process and the nVICs ability to propose a solution to the failure of the incident reporting process to clearly state its authority its goals its ability to meet the requirements of law and the needs of the Coast guards super- intendence of the merchant marine and to generate information for other purposes. A review of the comments to the notice docket was extensive enough to plainly be considered the Using Common Sense Would Make Regulations Easier to Take september 2015 FOGHORN 17 regulatoryReport equivalent of an Advanced Notice of Proposed Rulemaking ANPRM. The year-and-a-half that the Coast Guard took to eventually publish NVIC 01-15 could have also provided the time necessary to craft an NPRM for intended regulatory changes. The public would then have a clear picture of where the NVIC could and would fix problems as well as the Coast Guards overall problem reso- lution plan. Now we are left to judge the NVIC alone. We still do not have a documented commitment of what is next or when. The delay of regulatory change that could address the dollar thresholds of incident reporting and serious marine incident reporting as well as the questionable threshold of serious marine incident injury reporting that is the same as the initial level for reporting injury beyond first aid. Each day of delay is one of unresolved financial burden and mariner career jeopardy. Conveying or implying good intensions is not the same as action. The second area of disappoint- ment is the absence of scale that makes regulations confusing and often seems to defy logic and rea- sonableness. Without that consis- tency failure to communicate is an ongoing and constant probability. I have already referred to a hoped-for change in regulations to serious marine incident injury. The definition of bump and go grounding is welcomed by our industry that tends toward shallow water operations in the rivers and harbors. In operational reporting the bump and go is a step towards scale albeit with a caveat that can nullify its benefit. The main industry concern of reporting inconsequen- tial groundings is voyage delay and potential suspension and revocation action. In the NVICs definition there is the clear wording that reporting bump and go groundings is an initial step in a process that includes that A Coast Guard Prevention Officer shall review each reported bump and go grounding in order to confirm that it meets the criteria to be excluded from the grounding casualty reporting requirements under 46 CFR 4.05. The when where and how of this process and conveyance of the decision is left to the cognizant officer in charge marine inspectioncaptain of the port OCMICOTP. If the oper- ators go is subject to a hold we may be where we started. Certainly the OCMICOTP always has the ability to act when there is lack of clarity doubt or reason but The Coast Guard response to a claim of bump and go grounding is at the discretion of the cognizant OCMICOTP contains no insight into when and what any indi- vidual OCMICOTP may require as a matter of routine. The NVIC definition of loss in 46 CFR 4.05.1 seems arbitrary because no rationale is presented as to why momentary should be the reporting threshold even if it is unexpected. A momentary loss by definition does not persist. Amomentary loss implies it was corrected without outside as- sistance or any action of the crew. It would seem the momentary nature 18 september 2015 FOGHORN REGuLaTORyREPoRT of loss would not be sufficient to influence the operation of the vessels navigation. The loss defined here is but one element of what the regula- tion presents as a sequence of three elements to reach the level of notice of marine casualty or accident. To define loss so narrowly as to eliminate any other element such as the ability to assess the impact on maneuver- ability seems action without a benefit. How is marine safety advanced or improved with this level of reporting A fair reading of the nVIC docket comments indicates trade associa- tions industry groups companies and individuals have concluded that the nVIC will not address the overall problems of a program that has been repeatedly amended rein- terpreted called upon to take new paths piecemeal and generates large volumes of data that support no rec- ognized or reliable metric. Users must winnow small amounts of data from thousands and thousands of reports. Same great performance with no aftertreatment Increase productivity while meeting emission standards. Breakthrough technology for Cat marine engines gives you power and performance to keep your passengers on time and fuel efficiency for your bottom line. Bring Cat engines onboard today. Visit your local Cat marine dealer or learn more about us at marine.Cat.Com 2013 Caterpillar. All rights reserved. CAT CATERPILLAR BuILT foR IT their respective logos ACERT Caterpillar Yellow and the Power Edge trade dress as well as corporate and product identity used herein are trademarks of Caterpillar and may not be used without permission. 3512C Tier 3C32 ACERT Tier 3C18 ACERT Tier 3 Cat_PVA Ad_Same Great Performance.indd 1 7113 240 PM The Coast guards own use of the data for the purposes of compliance with the Administrative Procedures Act is reinterpreted through review of original documents and records rationalized or ignored. Those who commented represent about 90 percent of the total inspected vessel fleet. They are the passenger vessel small passenger vessel and barges dedicated to carriage of petroleum products and hazardous materials operators. The Towing Safety Advisory Committee TSAC that represents the entire towing industry including the soon to be inspected tow and tug boats sepa- rately recommended that the nVIC effort be abandoned in favor of a re- examination of the entire investiga- tive program. The Coast guard that made historic even world-changing progress in maritime safety in the 60s 70s and 80s continues to see the industry as the reciprocal of the actual progress made. one needs only to review the Marine Boards of Investigation convened and acted upon over those years. The Marine Boards reflect the most serious or challenging accidents of the era. This is the inevitable result of the neglect and incremental expansion of its in- vestigative tools namely the failure to normalize year-to-year reporting using fixed dollar thresholds for reporting purposes and expanding reporting through ad hoc and local policies. The nVIC will bring national regional and local changes to our re- lationship with the Coast guard. To ensure that our members are aware of any changes in policies and proce- dures precipitated by the nVIC PVA has scheduled a session on nVIC 01-15 at each PVA region Meeting this fall. We have invited senior Coast guard investigators to explain their application of the nVIC in everyday situations and answer PVA members questions. That dialogue will help shape the way nVIC 01-15 is received and implemented. n september 2015 FOGHORN 19 LEGISLaTIVEREPoRT T he call came in recently from a PVA vessel member who operates a sightseeing and dinner cruise vessel on an inland river. over the weekend several young male passengers at a wedding decided to show off for their girlfriends. At the end of the cruise as the boat arrived at the dock they stripped down to their boxer shorts and jumped from the deck into the water. My captain and crew responded just as they should have and we successfully pulled them out of the water but they disrupted my cruise endangered my crew and frightened the other customers. What can be done about a customer like this The answer the Coast guard can and should charge them with a violation of federal law and assess them a stiff civil fine The statute is known as the Rail Jumper Safety Amendment and PVAwas responsible for its enactment into law. The Coast guard can also use the same law against a jet ski operator that unsafely buzzes or jumps the wake of a passenger vessel. Back in 1997 PVA placed at the top of its legislative wish list enactment of language imposing a federal penalty on rail jumpers and other individuals who interfere with the safe operation of a vessel. We achieved our goal The necessary language was included in H.R. 2204 the Coast guard Authorization Act of 1998. on March 19 1997 Mr. Cornel Martin then PVAs Legislative Committee Chairman and later PVA President testified before the House Subcommittee on Coast guard and Maritime Transportation about the need for such an amendment. Cornel stated Another activity which endangers the safe operation of our vessels and therefore the lives of our passengers is what we call rail jumping. More common than most sensible people would guess this is the practice of voluntarily leaving the vessel going overboard while the vessel is underway. This situation whether it is an attempted suicide a stunt or an effort to get out from paying the fare creates havoc for the captain and crew of commercial passenger vessels. The crew by law is obligated to render necessary assistance to rescue the party in the water but in so doing often is forced into difficult and depending on the state and circumstance of the cruise dangerous maneuvers to complete the rescue. These maneuvers can have the unintended consequence of injuring onboard pas- sengers when the vessel for example veers sharply to return to the scene of the incident. rail jumping and By Ed Welch PVA Legislative Director Encourage Your Coast Guard to Charge Rail Jumpers other conscious and deliberate individual actions which endanger the operation of a commercial passenger vessel and hence the public on board are safety threats that should be outlawed by Congress and the perpetrators should be prosecuted by U.S. Coast guard accordingly. When Cornel testified the then-existing federal law allowed for a sanction against a vessel operator whose conduct endangers others but the statute was not broad enough to apply to rail jumpers. rail jumping is not a hy- pothetical danger every year several PVAoperators expe- rience this alarming behavior by passengers. The House of Representatives passed its first version of the rail jumper provision on october 21 1997. The report accompanying the legislation explains the provision Section 302 of this bill H.r. 2204 amends section 2302a of title 46 United States Code to establish a new civil OVER 65 YEARS COOLING THE MARINE INDUSTRY R.W. Fernstrum is committed to providing long-lasting quality cooling systems. Our engineers work with you to custom design a solution that meets the needs of your vessel and operating conditions. GRIDCOOLER Keel Cooler Tranter Heat Exchangers WEKA Boxcooler Heat Exchangers WEKA Boxcooler ENGINEERED COOLING SOLUTIONS. 906.863.5553 Photo courtesy of Blount Boats Inc. A_RW01-0115-FogHorn-Ad-Blount-Boats-Final.indd 1 1815 316 PM 20 september 2015 FOGHORN LEGISLATIVEReport penalty of 1000 for a person who interferes with the safe operation of a vessel so as to endanger the life limb or property of a person. Activities subject to this penalty may include jumping off a commercial passenger vessel while the vessel is in operation interfering with the duties of the master or other crew members or operating a vessel in a manner which interferes with the safe operation of another vessel. The House Committee on Transportation and Infrastructure is concerned about the lack of enforce- ment action against persons who jump the wakes of passenger vessels in violation of the existing prohibition under section 2302a of title 46 against operating a vessel in a negligent manner. While the Committee is aware of numerous efforts by the Coast Guard Auxiliary and others to educate the boating public about the dangers of these practices direct en- forcement action against this activity should be taken by the Coast Guard if this unsafe activity is to be curtailed. The Committee urges the Coast Guard to make a concerted effort to improve the safety of our nations waterways by enhancing its enforce- ment action against this activity Page 24 of House Report 105-236. On October 15 1998 the House passed a second version of H.R. 2204 again with the rail jumper provision. During debate Congressman Bob Clement of Tennessee alluded to the problem saying We have also included a number of recommenda- tions made by the maritime industry such as prohibiting people from inter- fering with the safe operation of com- mercial vessels. Some dinner cruises have had problems with drunken passengers jumping overboard. This disturbance jeopardizes the vessels and all other passengers on board. Those who attended the PVA Annual Convention at MariTrends 1998 in Nashville Tennessee will remember that Congressman Clement was the speaker at the public policy luncheon. The Senate approved the revised H.R. 2204 on October 21 1998. President Clinton signed the legisla- tion in law on November 13 1998 Public Law 105-383. For several years the maximum civil fine that could be imposed on a rail jumper or wake jumper was 1000. However in the year 2002 Congress dramatically increased the potential fine. As a result federal law now reads A person operating a vessel in a negligent manner or in- 100 Furuno designed Linux software improves stability reduces virus risk Fully compliant IMO systems 19 23.1 LCD or Black Box ECDIS with user supplied wide glass bridge monitors are available Simple Ethernet connection to FAR2xx7 Radars saving thousands over complex interface kits www.Facebook.comFuruno ECDISElectronic Chart Display and Information System ECDISElectronic Chart Display and Information System For the Rail Jumper Safety Amendment to be of any deterrence your local Coast Guard officials must know about it and be prepared to invoke it. PVA recommends that you make a copy of this article and share it with your local Coast Guard office. september 2015 FOGHORN 21 LEGISLATIVEReport terfering with the safe operation of a vessel so as to endanger the life limb or property of a person is liable to the United States Government for a civil penalty of not more than 5000 in the case of a recreational vessel or 25000 in the case of any other vessel. No one believes that the existence of a federal penalty will eliminate rail jumping. However it does give a PVA operator and the Coast Guard a tool with which to combat the problem. Now it is possible for a vessel operator to advise passengers by means of the pre-trip safety an- nouncement and by posting warning signs that rail jumping is a federal offense with a substantial financial penalty. On January 26 2015 the Coast Guard issued CG-INV Note 001-2015. The documents purpose is to clarify the procedures for issuing a ticket when a passenger interferes with safe vessel operations and endangers a person. It states An example of such interference includes instances where a passenger intentionally jumps off a commercial vessel that is not intended to support water ac- tivities. This practice coined rail jumping in the marine industry often diverts crewmember attention away from the safe operation of the vessel in order to respond to a man overboard situation. When these types of incidents are reported Coast Guard Investigating Officers should consider the issuance of a NOV Notice of Violation against the involved jumpers. On April 8 2015 the Coast Guard announced that the Captain of the Port Coast Guard Sector Puget Sound issued a 5000 civil penalty to a Washington State Ferries passenger who intentionally jumped overboard prior to the MV Kaleetans departure from the Bremerton ferry terminal. This rail jumping event occurred on March 21 2015. The individual involved sustained significant injuries and was recovered by ferry crew- members aboard a rescue boat. For the Rail Jumper Safety Amendment to be of any deterrence your local Coast Guard officials must know about it and be prepared to invoke it. Unfortunately PVA has heard of several instances in which Coast Guard personnel confessed that they didnt even know that this en- forcement tool was in their available arsenal. PVA recommends that you make a copy of this article and share it with your local Coast Guard office. Make sure that they know about the Rail Jumper Safety Amendment. Tell them that if you ever have a rail jumping incident you intend to notify the Coast Guard as soon as it occurs and that you want the Coast Guard to be ready to charge the offenders. Only if the industry and the Coast Guard act against rail jumpers will this dangerous and offensive behavior be curbed. For more information about this issue please contact PVA Legislative Director Ed Welch by phone at 1-800- 807-8350 x27 or by email at ewelch n November 18-20 2015 Seattle WA Register before the show and admission is FREE with this promotion code FOGHORN Registration discount applies for qualified registrants only through November 17 2015. Day of show price 30. Non-exhibiting suppliers fee 50 Presented by Produced by 22 september 2015 FOGHORN how pva benefits you By Jen Wilk Director Public Affairs and Development PVA Connecting You to Associate Members W hen looking for new tech- nologies to implement in your operation PVA connects you to the business solutions you are searching for and the Associate members who provide them. PVAs Associate members are focused on the unique needs of the passenger vessel industry and include marine architects shipyards interior decorators insurance companies ticketing and computer software vendors marine equipment suppliers engine manufactur- ers photography companies retail product suppliers and many more. PVAs Associate members are an asset to the organization from partici- pating in PVAs meetings and events to providing expertise on regula- tory issues and unique solutions for passenger vessel operations. PVA urges you to buy from Associate members and support the companies that support you. Right now staff is working on the PVA Membership Directory and Buyers Guide. This exclusive PVA member benefit lists contact information for all of the PVA member company representatives and the PVA leader- ship. It also features PVAs Associate members products and services. Be sure to look at the Buyers Guide to view Associate member companies arranged by product or service category to help you find what best fits your needs. A copy of the PVA Membership Directory and Buyers Guide is mailed to each PVA member companys primary representative. Since you are reading this you already know about FOGHORN PVAs monthly magazine including in-depth editorials and stories on the issues impacting your business. Many of the articles featured in FOGHORN include contributions september 2015 FOGHORN 23 how pva benefits you or are written by PVA Associate members. These industry pro- fessionals lend their expertise to give you insight into new trends and advancements within the industry. Did you also know that FOGHORN is available to you online Maybe you are reading the digital version right now. You can access current and previous months FOGHORNs at any time. FOGHORN online is another benefit to you and provides more resources at your fingertips. The digital version of the FOGHORN provides increased engagement through active links. Did you find some new technology featured by one of our PVA Associate member advertisers Now you can go right to their website and getting more information is just a click away. Access the digital version of the FOGHORN anytime online at Youll likely see many of PVAs Associate members at the Region Meetings this fall. Associate members attend the meetings and even lend their expertise in present- ing industry trends and the latest information at seminars during these conferences. Also at the PVA Annual Convention at MariTrends PVA Associate members provide you information on the latest in- novative technological advance- ments. Associate members also give financially through generous sponsorships at these events. PVA Associate members support the as- sociation in many ways and keep PVAa strong organization working for you. Associate members enhance the association through their support of PVA. We urge you to develop long lasting business relationships with your Associate members and buy from them for years to come. Also if one of your vendors is not a PVA member encourage them to join the association as well. PVA keeps members connected. n 24 september 2015 FOGHORN SaFETy SEcuRITy MATTERS By Eric Christensen Director of Regulatory Affairs and Risk Management Put Your Fleet at Your Fingertips gplink_halfpage.indd 1 1142015 33702 PM 2570 Beverly Dr. 128 Aurora IL 60502 T 630.236.3500 CENTA Power trAnsmIssIon LeADIng By InnovAtIon USA based production Over 20 unique designs Over 16 million sold Torsional vibration experts Trust CENTA The Global Innovator Since 1970 CENTALINK Carbon Fiber Driveshafts Innovative flexible couplings for marine applications M any members have asked PVA staff if they must purchase inflatable survival craft for their vessels because they received the recent Marine Safety Information Bulletin MSIB 09-15 titled Implementation of Out of the Water Survival Craft Requirements for Commercial Vessels. The short answer to this question is no at least for now. While there is a law in place that mandates IBAs for certain passenger vessels by February 26 2016 PVA is working hard to convince Congress to enact legislation that would supersede the existing one-size-fits all IBA law. The U.S. House of representatives has passed legislation that would do this and the focus is now on the Senate to enact similar legislation. The goals of this article are to provide an update as to PVAs efforts to repeal or mitigate the out-of-water survival craft legislation explain to whom the law and MSIB pertains clarify the intent of the MSIB and provide tips for how to address the rec- ommended actions in the MSIB. PVAs Effort to Obtain Legislative Relief The Passenger Vessel Associations highest legislative priority on Capitol Hill in 2015 is to obtain Congressional relief from the one-size-fits-all out-of-water survival craft mandate. Unless Congress acts as of February of next year PVA vessel members who currently are allowed to use life floats will have to replace them with inflatable liferafts or inflatable buoyant apparatus IBAs. The 2010 Law Section 609 of the Coast guard Authorization Act of 2010 Public Law 111-281 added section 3104 to Title 46 of the U.S. Code. To be clear the Coast guard did not write or advocate for the 2010 law. As currently written this section prohibits Coast guard Where Are We on Out-of-Water Survival Craft september 2015 FOGHORN 25 safety Security MATTERS 26 MAY 2013 FOGHORN REGuLaTORyREPoRT grandfathered compliance deferred for good and sufficient reason by the new regulation. Also your own records may contain the informa- tion you need if a previous oCMI accepted the installation or process under the equivalency or alternative provisions contained in regulation. If the response to your request for a cited regulation and reason is vague or one that threatens addi- tional actions it is likely founded on less than regulation. A threatening response is both unwarranted and unprofessional. Under ordinary cir- cumstances resolution should be at the lowest level possible. In this case the route to resolution is less clear but still ultimately leads to the oCMI or higher authority if not resolved beforehand. Should you decide to appeal POWERFUL FLEXIBLE INTUITIVE. 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Use it At the office At home On your laptop On your smartphone On your iPad At the dock Free setup training and ongoing support Fully hosted and managed 247 Personal U.S.-based account reps MOST TOUR OPERATORS CAN USE STARBOARD SUITE FOR FREE remembe lation on has made to challen authority authority an ackno work you command hindrance the adopt Enhanced many Sec commen entities o included and pers their busin case in yo While are relat addressed support ed and a marine sa hundred These new need to be administr to missio then teste senior off probably Like a missions quiremen tion befor tasks. The that traini is not nece goal for m ficiency. In is not onl and polic using the exercise e and altern propriate the opera of comma by the ins pervisory approval of survival craft as a safety device unless that craft ensures that no part of an individual is immersed in water. It also mandates that survival craft currently in service that do not keep individuals out of the water can only be approved up until February 26 2016. I should point out that as first enacted the law was scheduled to go into effect on January 1 2015 but the date was pushed back to February 2016 by an amendment that PVAlobbied for mandating the Coast Guard do a study on the impact of the law on commercial vessel operators. See sidebar on page 27. A major step toward achieving legislative relief occurred on May 18 of this year when the U.S. House of Representatives approved H.R. 1987 the Coast Guard and Maritime Transportation Authorization Act of 2015. Section 302 of the bill allows the U.S. Coast Guard to continue to use a risk-based system to determine the type of survival craft that must be carried on a commercial passenger vessel rather than implementing a one-size-fits-all requirement. This fall PVAand its industry allies are working hard to convince the U.S. Senate to approve the House-passed language. If subsequently approved by the Senate and signed into law by the President this issue will be satis- factorily resolved for PVA members. However since the February 2016 deadline in current law is only five months away time is of the essence. To learn how you can help this lobbying effort please contact PVAs Legislative Director Ed Welch at 800-807-8360 ext. 27 or Who is Potentially Impacted by the Law Only commercial vessels required to carry survival craft are affected. This includes many but not all passenger and small passenger vessels regulated under 46 CFR Subchapters H K and T. If life floats and rigid buoyant apparatus are not currently required and installed on a vessel then the 2010 law is not applicable. If a vessel is already equipped with inflatable life rafts or inflatable buoyant apparatus IBA then the legislation will have no additional impact. In no way does the legislation mandate the amount or capacity of survival craft needed those requirements are contained in regula- tions that have yet to be developed. MSIB 9-15 The MSIB contains no imple- mentation specifics or guidance. It is intended to make the industry aware of the looming legislative mandate which if left unchanged will eliminate the use of life floats and rigid buoyant apparatus on tens of thousands of com- mercial vessels by February 26 2016. In providing that awareness the Coast Guard asks vessel owners who are impacted by the upcoming changes to consider four points designed to assist in developing a compliance plan to fa- cilitate any necessary discussions with the Coast Guard prior to the imple- mentation date. If the upcoming law appears to apply to your operation then the points to consider from the MSIB are as follows Please consider how and where the Out-of-Water Survival Craft will be 26 september 2015 FOGHORN safety Security MATTERS Navigating your risks day and night. As the owner of a passenger vessel you face tough decisions every day from hiring qualied crew to making sure your vessel is in prime condition. At Aon we spend day and night thinking about your maritime risks so buying insurance doesnt have to be another tough decision. We work with you to develop creative approaches and customized solutions that deliver more efficiencies improved protability and greater value. For more information please call 1.800.730.7053 or visit passengervessel.commember-resources.htmlinsurance Risk. Reinsurance. Human Resources. Navigating your Aon Risk Solutions Marine mounted. Consider whether or not structural modifications will require plan review by your local Officer in Charge Marine Inspections. Please consider how Out-of-Water Survival Craft will be deployed manually and how passengers and crew will egress to the survival craft. Please consider if the installation may affect the vessels approved stability calculations which in turn may lead to potential changes in the passenger count. Please consider market demand for Out of the Water Survival Craft and plan accordingly for procurement andor servicing. For the Sake of Argument Areas to Consider Lets be clear our goal is to persuade Congress to eliminate the burden of one-size-fits-all lifesav- ing. But it still makes sense to plan for the future should the law remain unchanged. In looking at the areas to consider the one big unknown is how much out-of-water survival craft capacity will be required Again this question is not addressed in the law. The only way to know for sure is to have the Coast Guard publish regula- tions. That will take some time. For the sake of argument assume you will convert the existing capacity of life floats and buoyant apparatus to IBAs. Since requirements already exist for the carriage of Inflatable life rafts and IBAs under the Coast Guards current risk-based survival craft regulations it is highly likely that the Coast Guard would apply those regulations to any new survival craft requirements. As a way to follow the recommended area to cover in the MSIB you may want to look at existing regulations to determine what might be needed for possible future compliance. For small passenger vessels the requirements can be found in 46 CFR 117.130 and 117.150 Subchapter K and 46 CFR 180.130 and 180.150 Subchapter T. Some of the more important requirements for life rafts and IBAs include Stowed to float free and automati- cally inflate when the vessel sinks Stowed to be readily accessible to the crew for launching or provide for remote operation to bring the survival craft into launching position Stowed in a way that permits manual release from stowage Stowed in a position sheltered from breaking seas Ready for immediate use so that crew member can prepare for em- barkation and launch is less than 5 minutes and Marine evacuation systems are required if the embarkation deck is more than 15 feet above the water. In addition a mechanical manually operated device to assist in launching a survival craft must be provided if the survival craft weights more 200 pounds and it requires lifting more than one vertical foot to be launched. As a point of reference one 25-person IBA weighs 240 pounds including the cradle. Weight may be another consider- ation depending on the number of out- september 2015 FOGHORN 27 safety Security MATTERS Find your local sales rep at www.portsupply.comcontact-us or email us at for more information. USCG regulations have changed Know which AIS device you need. em-trak A100 AIS Class A Transceiver Fully USCG certified for all commercial vessel installations at deep sea and in coastal and inland waters. Single unit solution Small and lightweight Rmax technology for high performance Simple to install and configure Rugged design Intuitive user interface Model 12333944 Commercial vessels in United States waters must have a USCG-certified Class A or B AIS transceiver operational at all times by March 2016. PVA Member Price 1798 of-water survival craft you need to install. Where they need to be placed to meet the above requirements may be a greater im- portance from a stability and structural modification standpoint. Regardingtheavailabilityofequipmentwithsuchapotential demand it is unlikely the survival craft manufacturing industry will be able to meet the immediate demand without some sort of phase-in period.Again this is where regulations would come into play. Conclusion PVA has been working diligently to convince the U.S. Congress to enact legislation to supersede the one-size-fits-all 2010 law. The House of Representatives has passed such legis- lation but the Senate has yet to act. If Congress fails to act by February 26 2016 the 2010 law will go into effect. The Coast Guard has to operate under the assumption that the 2010 law will go into effect. The recently-issued MSIB encour- ages vessel operators to start considering how they will comply with the upcoming requirement for out-of-water survival craft. The MSIB also promises additional policy guidance. Because this issue is of such importance PVA needs par- ticipation of every affected member in its lobbying campaign to convince the Senate of the need to act quickly. For questions regarding the MSIB or interaction with your local Coast Guard please contact me at 800 807-8360 ext. 26 or n The Coast Guard Study on Survival Craft The Coast Guard Authorization Act of 2012 Public Law 112-213 Section 303 directed the Coast Guard to submit a report on this issue of survival craft to Congress. The Coast Guard submitted that report on August 26 2013. It declares Based on analysis of available casualty data carriage of out-of-water survival craft in place of life floats and buoyant apparatus is not anticipated to have a significant effect on vessel safety. The report further states .... The absence of fatalities attributed to type or number of survival craft since 1996 suggests that the Coast Guards risk-based regulations have provided adequate protection and does not support a compelling need for additional requirements for out-of-water survival craft for these vessels. In other words the Coast Guard is saying that the U.S. passenger vessel industry has an excellent safety record that the current system of allowing certain vessels to carry life floats is effective and that there is no safety reason for requiring every vessel that must carry survival craft to have out-of-water IBAs. The report also documents the substantial acquisition and maintenance costs associated with IBAs. In other words the current risk-based regulations that focus on the entire vessel safety system stability watertight subdivision fire suppression and communications work and have worked since 1996 to mitigate risk on domestic passenger vessel operations as opposed to a one-size-fits-all solution. There are certain operating environments where current regulations already mandate the use of out-of-water survival craft and PVA supports those requirements for appropriate routes locations and vessels. n 28 september 2015 FOGHORN MEMbERNEwS 1910 Unruh Court New Albany IN 47150 Tel 812.945.8988 13705 Gainesville St. Houston TX 77015 Tel 713.330.8200 WATER LUBRICATED MARINE BEARINGS SLEEVE AND FLANGED CONFIGURATIONS IN STOCK AT TIMCO DURABLE LONG LASTING EASY TO INSTALL PVa Vessels carry President During Visit to alaska When President obama visited Alaska earlier this month he was transported via passenger vessels. PVA vessel members provided vessels for President obama and his entourage in Seward Alaska on September 1. During his visit the President boarded the MV Viewfinder to view the receding Exit glacier from the waters of resurrection Bay. PVA Vessel member Major Marine Tours Four Season Marine Services Corp. operates the Viewfinder. PVA member Kenai Fjords Sea Treks Alaska Wildland Adventures carried the accompanying press entourage on board its vessel the MV Wild Lander. The President ventured to Alaska to call attention to the fragility of Alaskas environment. AdditionalpicturesofthePresident andthe PVAvessels can be viewed at httpsewardcitynews.com201509 President Barack Obama views a glacier in Alaska aboard Viewnder operated by PVAVessel member Major Marine Tours Four Season Marine Services Corp. on September 1. Photo credit White House Photographer Chuck Kennedy. president-obama-leaving-seward-boat-harbor and httpsewardcitynews.com201509water-cade-fleet- with-president-obama-on-tour-of-bay. n september 2015 FOGHORN 29 MEMbERNEwS SAVE 50 Register before the show using promo code FOGHORN and receive FREE admission to the exhibit hall and keynotes. Non-Exhibiting Suppliers Fee - 50 Pre-show and Onsite. The International WorkBoat Show is the only solution that can connect you to the best resources in the maritime industry all in one convenient location.With over 1000 exhibitors and thousands of innovative products youll be able to meet and negotiate face to face with colleagues and suppliers to find the new ideas that bring in business and save you money. Produced by Presented by DECEMBER 1-3 2015 NEW ORLEANS Morial Convention Center Halls A B C D E To exhibit contact Chris Dimmerling 40753_iwbs15_forhorn_ad.indd 1 72915 1248 PM Participating in the PVA Green WATERS Program American Queen is ofcially a member of the PVA Green Fleet along with her sister ship American Empress. american Queen steamboat company Joins PVa green Waters HMs global Maritime Makes Inc. Magazines list of Fastest- growing Private companies Inc. magazine ranked PVA Associate member HMS global Maritime no. 2365 on its ninth annual Inc. 5005000 an exclusive ranking of the nations fastest-growing private companies. The list represents the most comprehensive look atAmericas independent entrepreneurs. In a stagnant economic environ- ment median growth rate of 2015 Inc. 5005000 companies is 152 percent. HMS has an impressive growth rate 161 percent. n The American Queen Steamboat Company Memphis Tn has gone green. Both of its flagship vessels American Queen and American Empress are now participating in the PVA green WATErS Program and are actively promoting a healthy marine environment through thoughtful stewardship. Practices include a green team Energy Star appliances and electronics an internal energy audit recycling compact fluorescent light bulb CFL and light-emitting diode LED lighting and ultra low sulfur fuel. In addition these overnight riverboat cruise vessels also feature onboard menus offering diners foods that are sustainable local and organic. Managed by Hornblower Marine Services the American Queen offers voyages that embody Americas heartland and the legacy of Mark Twain on the Mississippi ohio Tennessee and Cumberland rivers. The American Empress provides travelers with cruises on the Columbia and Snake rivers in the Pacific Northwest and feature views of the Wests dramatic landscapes mountains and abundant wildlife. Together more than 27000 passen- gers annual enjoy these leisurely cruises. The PVAgreen WATErS Program continues to grow with more than 200 vessels in its green Fleet operating throughout the U.S. on lakes rivers and coastal areas on passenger vessels of all sizes and types. More than 53 million people ride annually on the vessels in the PVA green Fleet. n 30 september 2015 FOGHORN MEMbERNEwS Complete control and steering systems for vessels of all types and sizes. 1 604572-3935 Surrey BC Canada KOBELT MANUFACTURING CO.LTD. carus shows strong growth and acquires two companies Finland-based PVA Associate member Carus has recently acquired two business- es whose products will be part of Carus systems platform giving clients new inte- grated solutions that will further enhance travelers experience while providing new opportunities for the vessel operators to raise their level of service. With the purchase of the retail special- ist Quintek Systems www.quinteksys- Carus opens a new business unit Carus retail. The acquisition of Quintek Systems allows onboard vessel food and beverage and retail operations to perform critical sales functions even while underway on a cruise. Carus has also purchased MnC Marine which special- izes in communications and Infotainment solutions at sea. n october 1-2 2015 Rivers Region Marketing Sales Meeting BB Riverboats Cincinnati OH october 19-21 2015 Great Lakes Region Meeting Wisconsin Maritime Museum Manitowoc WI october 28 2015 PVA Fall Board of Directors Meeting 830 a.m.-230 p.m. Hyatt Regency Mission Bay San Diego CA PVa calenDar Go to for more information. october 28-30 2015 Western Region Meeting Hyatt Regency Mission Bay San Diego CA november 9-11 2015 Original Colonies Southeast Region Meeting The Westin Portland Harborview Portland ME January 23-26 2016 PVA Annual Convention at MariTrends 2016 Hyatt Regency Crystal City Washington DC PVA WELCOMES A NEW MEMBER Rover Tours Inc. Georgetown SC Ms. Tamela Walter Vessel Member The Pacific Maritime Magazine Ferries Conference will bring together public transit agencies port districts municipalities and other ferry system users with the operators architects engineers and shipyards providing the boats and expertise needed for successful ferry operations. The intent of this years event is to provide ferry user groups an opportunity to hear from the vessel operators who have the expertise to operate the vessels and terminals the regulators who govern the operating environment and the private and public funding sources that provide capital resources for construction operation and maintenance. Attendees will hear from public funding sources public and private operators and consultants all aimed at helping introduce fund and operate ferry systems around the country. This years program will focus on the following Where ferries might reasonably provide solutions to commuter and community transportation needs How public transit agencies municipalities and other parties can determine vessel types scheduling and pricing How to integrate ferry systems into the community engaging the customer base Attendees will be drawn from three distinct groups The client public transit agencies municipalities and port districts and private sector interests The vendor ferry and passenger vessel operators naval architects and engineers boat builders and equipment manufacturers Funding sources federal state and regional legislative and administrative agencies Visit for more information. PRODUCED BY SPONSORED BY SUPPORTING SPONSOR SPONSORSHIP INFORMATION Bill Forslund or 206 284-8285 Brian Cross or 206 284-8285 Registration and Other Inquiries Denise Philips or 206 284-8285 JUNE 16-17 RENAISSANCE SEATTLE HOTEL SEATTLE WA Development Funding and Sustainable Management October 6th 2015 Renaissance Seattle Hotel Seattle WA Great conference Of all the similar events I have been to this was the best as far as making good business connections and building existing relationships. The sessions provided just the right balance between the technical and political and were geared well for the audience that attended. You and your team did a fine job hats off to you Art Anderson Associates 32 september 2015 FOGHORN newswire 1 920.686.5117 burgerboat.comcommercial Burger is recognized worldwide for quality custom vessels that provide years of dependable service. Quality Commercial Vessels... Built by Burger to Your Requirements Aluminum and Steel Fabrication Passenger Vessels Research Vessels Fast Crew Boats Fast Supply Boats Wind Farm Support Vessels Fishing Vessels Other Vessels to 260 80m RV ARCTICUS Delivered October 2014 CHICAGOS CLASSIC LADY Delivered May 2014 LUCIA Currently Under Construction 89 27m Steel Passenger Vessel Proudly built in the USA U.S. Coast Guard Names New Vice Commandant Vice Admiral Charles Michel formally assumed the role of Vice Commandant during a ceremony at U.S. Coast Guard Headquarters in Washington DC on August 17 2015. As Vice Commandant Michel will oversee the Coast Guards operations strategic development organizational governance and management of the services more than 58000 employees and 30000 volun- teers. Michel became the 30th Vice Commandant of the Coast Guard after serving as the services deputy com- mandant for operations responsible for establishing and providing operational strategy policy guidance and resources as needed to meet national priorities for Coast Guard missions programs and services. He fills the post vacated when the previous Vice Commandant departed to assume the top position of the Transportation Security Administration. His previous flag officer assignments include deputy commander of U. S. Coast Guard Atlantic Area director of Joint Interagency Task Force South military advisor to the secretary of homeland security and the director for the Coast Guards governmental and public affairs directorate. Tours of duty afloat included serving as commanding officer of Coast Guard Cutters Resolute and Cape Current executive officer of Coast Guard Cutter Dauntless and as deck watch officer aboard Coast Guard Cutter Decisive. Michel also served as chief of the office of maritime and international law in Washington D.C. staff attorney at the Eighth Coast Guard District in New Orleans head of the operations division for the office of maritime and interna- tional law in Washington D.C. and as legislative counsel for the office of congressional and governmental affairs in Washington D.C. A native of Brandon FL he graduated from the U. S. Coast Guard Academy in 1985. In 1992 he graduated summa cum laude from the University of Miami School of Law. n Proposed Notice Could Greatly Decrease NDGPS Sites Around the U.S. Comments Due by November 16 Mariners should take note that theNationwide Differential Global Positioning System or NDGPS which augments service to GPS by providing increased accuracy and integrity using land-based reference stations to transmit correction messages over radio beacon frequencies may soon be greatly reduced due to U.S. Coast Guard Vice Admiral Charles Michel. september 2015 FOGHORN 33 newswire Increased sales through our multiple low to no cost marketing plans. Decreased operating cost by eliminating redundancy and automating workflow for better efficiency. Flexible management tools to give you the ultimate control over your sales and operations. DESTINATION MANAGER THE COMPLETE SALES AND MANAGEMENT SYSTEM Formally Virtual Ticketer No Risk Free Trial Tim Eversole Director of Sales and Support Tel 504 840-9800 X 113 Toll Free 877 265-3521 X 113 Cell 859 652-9885 YOUR COMPLETE TICKETING SOLUTION. Michael Brydon Director of Sales and Support Tel 504 840-9800 X 101 Toll Free 877 265-3521 X 101 Cell 504 914-7334 Gordon Stevens President CEO New Orleans Steamboat Company Gray Line Tours We have been using the Virtual Ticketer for six years and have been extremely pleased with the product software and service. We give this reservation system our very highest recommendation. ................................................................................................. Hugh Mackenzie General Manager Kingston 1000 Islands Cruises and Trolley The advantage with Ticketer is that its client based. This allows us to provide a customer multiple events packages or services all under one reservation which has contributed to our success. ......................................................................................... Rose M. Christian Treasurer Native Son Ferry The Virtual Ticketer has increased our revenues with new sales capabilities and has helped us better manage our company by streamlining our operations. Increased sales through our multiple low to no cost marketing plans. Decreased operating cost by eliminating redundancy and automating workflow for better efficiency. Flexible management tools to give you the ultimate control over your sales and operations. DESTINATION MANAGER THE COMPLETE SALES AND MANAGEMENT SYSTEM Formally Virtual Ticketer No Risk Free Trial Tim Eversole Director of Sales and Support Tel 504 840-9800 X 113 Toll Free 877 265-3521 X 113 Cell 859 652-9885 YOUR COMPLETE TICKETING SOLUTION. THE VIRTUAL TICKETER a proposed shutdown. Initially the service was im- plemented through agreements between multiple federal agencies including the United States Coast GuardDepartment of Transportation DOT andUnited States Army Corps of Engineers USACE as well as several states and scientific organi- zations all cooperating to provide the combined national DGPS utility. However a number of factors have contributed to declining use of NDGPS and based on an assessment by the Department of Homeland Security. The decommission and shutdown of 62 DGPS sites is being proposed which will leave 22 op- erational sites available to users in coastal areas. This notice seeks public comments on the shutdown and de- commissioning of a total of 62 DGPS sites. Termination of the NDGPS broadcast at these sites is planned to occur on January 15 2016. View theFederal Register notice at httpsfederalregister.gova2015- 20401for full details or to submit a comment. Public comments are due by November 16. n Members Sought for National Maritime Security Advisory Committee The U.S. Coast Guard is seeking applicants for positions on the National Maritime Security Advisory C o m m i t t e e N M S A C . T h i s 22-member federal panel provides advice and makes recommendations on national maritime security matters to the Secretary of Homeland Security via the Commandant of the Coast Guard. The application deadline is October 30 2015. Since the inception of NMSAC PVA has customarily been repre- sented on the advisory committee. Most recently Mr. Larry Ferreira of the Woods Hole Marthas Vineyard and Nantucket Steamship Authority Woods Hole MA has served as a member. Individuals from PVA who are interested in maritime security generally not just security for U.S. passenger vessels are encouraged to apply for NMSAC membership. The application consists of a cover letter expressing interest in an ap- pointment to NMSAC that identi- fies which membership category the applicant is applying under along with a resume detailing the appli- cants experience. NMSAC normally meets one or two times per fiscal year. Working group meetings and teleconfer- ences are held more frequently as needed. While attending meetings or when otherwise engaged in committee business members may be reimbursed for travel and per diem expenses. Each member serves for a term members Continued on page 34 34 september 2015 FOGHORN advertisersindex members Continued from page 33 LETTER FROM THE EXECUTIVE DIRECTOR Continued from page 5 newswire of three years. Members may be considered to serve a maximum of two consecutive terms. The membership categories open for appointment in this solicitation are at least one individual who represents the interests of the port authorities at least one individual who represents the interests of the facilities owners or operators at least one individual who represents the interests of the terminal owners or operators at least one individual who represents the interests of the vessel owners or operators at least one individual who represents the interests of the maritime labor organizations at least one individual who represents the interests of the academic community at least one individual who represents the interests of State and local governments and at least one individual who represents the interests of the maritime industry. For more information please go to this link https www.federalregister.govarticles201508312015- 21532national-maritime-security-advisory-commit- tee-vacancies. You may also contact Mr. Ryan Owens Commandant CG-FAC-1 National Maritime Security Advisory Committee Alternate Designated Federal Officer U.S. Coast Guard Headquarters 2703 Martin Luther King Jr. Avenue SE. Washington DC 20593 Stop 7501 Washington DC 20593-7501 email ryan.f.owens Phone 202-372-1108. n 1. Title of Publication Foghorn 2. Publication No023-702 3. Date of Filing September 11 2015 4. Frequency of Issue Monthly 5. Number of Issues Published Annually 11 6. Annual Subscription Price 7. Complete Mailing Address of Known Office of Publication 2201 W Commodore Way Seattle WA 98199 8. Complete Mailing Address of the Headquarters or General Business Offices of the Publisher 2201 West Commodore Way Seattle King County WA 98199 9. Full Names and Complete Mailing Address of Publisher Editor and Managing Editor Publisher Peter M. Philips Philips Publishing Group 2201 W Commodore Way Seattle WA 98199 Editor Karen Rainbolt 740 Woodland Dr Los Osos CA 93402 Managing Editor None 10. Owner Passenger Vessel Association 103 Oronoco St Suite 200 Alexandria VA 22314 11. Known Bondholders Mortgagees and Other Security Holders Owning or Holding 1 Percent or More of Total Amount of Bonds Mortgages or Other Securities None 12. For Completion by Nonprofit Organizations Has not changed during the preceding 12 months. 13. Publication Title Foghorn 14. Issue Date for Circulation Data Below August 2015 15. Extent and Nature of Circulation Average No. Copies Each Issue During Preceding 12 Months a. Total No. Copies Net Press Run 1636 b. Paid andor Requested Circulation 1 Paid or Requested Outside-County Mail Subscription Include Advertisers Proof CopiesExchange Copies 1387 2 Paid or Requested Inside-County Mail Subscription Include Advertisers Proof CopiesExchange Copies 0 3 Sales through dealers and carriers street vendors and counter sales Not Mailed 0 4 Other classes Mailed through USPS 83 c. Total Paid andor Requested Circulation Sum of 15b1 2 3 and 4 1470 d. Free Distribution by Mail Samples Complimentary and other Free 1 Outside-County 0 2 Inside-County 0 3 Other classes mailed through the USPS 0 4 Free or Nominal Rate Distribution Outside the Mail 41 e. Total Free or Nominal Rate Distribution Sum of 15d 1 2 3 and 4 41 f. Total Distribution Sum of 15c and 15e 1511 g. Copies Not Distributed 125 h. Total Sum of 15f and g 1636 Percent Paid 15c15f x 100 97 Actual No. Copies of Single Issue Published Nearest to Filing Date a. Total No. Copies Net Press Run 1591 b. Paid Circulation 1 Paid or Requested Outside-County Mail Subscription Include Advertisers Proof Copies Exchange Copies1381 2 Paid or Requested Inside-County Mail Subscription Include Advertisers Proof CopiesExchange Copies 0 3 Sales through dealers and carriers street vendors and counter sales Not Mailed 0 4 Other classes Mailed through USPS 85 c. Total Paid Distribution Sum of 15b 1 2 3 and 4 1466 d. Free Distribution by Mail Samples Complimentary and other free 1 Outside-County 0 2 Inside-County 0 3 Other classes mailed through the USPS 0 4 Free or Nominal Rate Distribution Outside the Mail 0 e. Total Free or Nominal Rate Distribution Sum of 15d 1 2 3 and 4 0 f. Total Distribution Sum of 15c and 15e 1466 g. Copies Not Distributed 125 h. Total Sum of 15f and g 1591 i. Percent Paid 15c15f x 100 100 16. This Statement of Ownership will be printed in the September 2015 issue of this publication. 17. Signature and Title of Editor Publisher Business Manager or Owner Peter Philips Publisher Date September 11 2015 I certify that all information furnished on this form is true and complete. I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions Including fines and imprisonment andor civil sanctions including multiple damages and civil penalties. ABS Americas.....................15 All American Marine............23 Aon Risk Management..........26 Blount Boats Inc...................8 Breaux Brothers...................14 Burger Boat Company..........32 Carus AB Ltd.......................10 Caterpillar Marine...............18 Centa Corporation...............24 DBC Marine - Survitec..........13 Dejong and Lebet.................16 Ferries Conference...............31 Freedman Seating Company............................17 Furuno USA Inc...................20 GPLINK LLC.........................24 Hamilton Jet........................30 HUMPHREE USA LLC...........8 International Boat Marine Auction Services................................9 International Workboat Show..................................29 John Deere Power Systems...............................15 Kobelt.................................30 Marine Group Boat Works.........................11 MCM.................................16 Metal Shark Aluminum Boats...................17 Motor Services Hugo Stamp........................36 MTU...................................35 Nichols Bros..........................6 Pacific Marine Expo.............21 Port Supply West Marine.......................27 RW Fernstrum Co.................19 Scania USA...........................2 Springfield Group................23 Starboard Suite....................25 Timco Marine Equipment...........................28 Topper Industries Inc............13 Twin Disc Inc........................7 UES Seating........................12 Virtual Ticketing Solutions.............................33 VT Halter Marine.................20 WheelHouse Technologies Inc..................14 Zerve..................................22 and sales component into future PVA Region Meetings. In the meantime please let me know whenever we can be of assistance to you. Sincerely John R. Groundwater Executive Director n Statement of Ownership Management and Circulation Partnering for success. Your business is our business. Motor-Services Hugo Stamp Inc. Authorized Distributor and Service Center EPA 3 Configuration Displacement Weight lbs Medium Duty P3 Heavy Duty P2 Heavy Duty P2 Continuous Duty P1 12M26.3 12 cyl 31.8 liters 7496 1650mhp 2300rpm 1500mhp 2200rpm 1400mhp 2100rpm 1200mhp 1800rpm EPA 3 Configuration Displacement Weight lbs Medium Duty P3 Heavy Duty P2 Heavy Duty P2 Continuous Duty P1 6M26.3 6 cyl 15.9 liters 3935 815mhp 2100rpm 750mhp 2100rpm 700mhp 2100rpm 600mhp 1800rpm MOTOR-SERVICES HUGO STAMP INC. MSHS is proud to present the Baudouin 12M26.3 and 6M26.3 marine diesel engines to the North American market. Both engines are EPA Tier 3 compliant. The 12M26.3 offers commercially up to 1650mhp 2300rpm and the 6M26.3 up to 815mhp 2100rpm. Baudouin only manufacturers marine engines and with over 100 years of experience their engines feature modern common rail Bosch injection systems individual cylinder heads crank case access doors to ease engine serviceability as well as having a compact and light design. For more information about Baudouin engines call 800-622-6747 or email or visit Baudouin 12M26.3 Baudouin 6M26.3Baudouin 6M26.3