Page 54: of Maritime Reporter Magazine (April 1992)

Two Former East German

Shipyards To Be Sold

By Privatizing Agency

Treuhandanstalt, the agency charged with privatizing the assets formerly held by the East German

Government, recently said it will tion plug the B-598 into i

Barge Inlet Connectoi

Handycheck™univer: tem tester provides v overfill level or open circuit; green LED for closed circuil overfill level) indications.

Midland High-Level/Overfill Alarm Sensor Models B-594 < checked for correct circuitry and alarm points by this quick a tester. sell two former East German ship- yards and a diesel engine factory to two different buyers, including a

Norwegian shipyard.

One shipyard and the engine fac- tory will be sold to German ship- builder Bremer Vulkan AG. Oslo's

Kvaerner AS will buy the second yard.

Treuhand had originally proposed operation, simply port or starboard il (red LED for high/ nd audible (siren for

B-595 can be serially cimnle HnnHvrherk™ selling the three businesses as a unit, but European Community au- thorities charged with preserving competition between companies op- posed that plan because of the huge

German shipbuilder it would have crGstcd.

Some 3,000 of the 10,000 workers at the three facilities are expected to lose their jobs.

Legislation Would Require

Undocumented Seamen

To Meet USCG Standards

Representative Walter B. Jones of North Carolina has introduced legislation that would require un- documented crew members on tugs, barges and towboats to meet Coast

Guard employment standards.

Unless the Coast Guard has is- sued them merchant marine docu- ments, current law prohibits em- ployment of mariners on vessels over 100 gross tons. To qualify, mariners must submit to drug testing, un- dergo a criminal record check and allow the Coast Guard to review driving-record information in the

National Driver Register.

The crew members must also com- plete 60 to 90 days at sea.

Dry Dock Association

Formed As Ship Repair

Revives In New York

Ship repair activity in New York is reviving and this has led to the formation of the New York and New

Jersey Dry Dock Association, an organization that represents eight drydock operators and has some 50 associated members who are sub- contractors or marine equipment suppliers.

According to Michael Gal- lagher, the president of the newly formed New York and New Jersey

Dry Dock Association, repair costs have become competitive with Eu- rope and many other areas of the world. Mr. Gallagher noted that

New York ship repair costs have been static for eight years while repair costs in many traditional ship repair centers have soared as yards around the world have become busier. He added that our labor costs are now lower than in Ger- many or Japan and we have shown we can deliver.

Members of the newly formed

New York and New Jersey Dry Dock7

Association operate facilities able to handle vessels of up to 1,200 feet overall, 150-foot beam and 38-foot draft in three graving and five float- ing docks.

Mr. Gallagher said, "We might not be able to handle VLCCs but we can certainly take the QE2 or the largest containerships afloat."

Much of the work of the New York repairers arises from merchant ship- ping calling at port or the large local tug and barge fleet, but the associa- tion is lobbying to win naval work.

The borough of Staten Island in New

York City has been designated as a home port for five frigates and four guided missile destroyers.

The home port vessels could gen- erate repair work of $50 million a year, Mr. Gallagher said, and ves- sels should be repaired in New York where possible rather than sent to the naval yards of Philadelphia,

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