ADM Bob Papp’s Coast Guard tenure continues to be one of low profile victories, calm leadership and an emphasis on doing what is right for the Coast Guard.
U.S. Coast Guard Commandant Adm. Bob Papp delivered the 2013 State of the Coast Guard (SOCG) Address at the National Defense University at Fort Lesley J. McNair in Washington, D.C. on February 27. When
Adm. Papp assumed command of the Coast Guard in May of 2010, he had the unenviable task of following perhaps the most charismatic leader the Coast Guard has ever had. The high profile Thad Allen, dubbed by the mainstream media as “the rock star” Commandant, also more earned his reputation by firm leadership over the course of more than one highly visible crisis after another.
Papp, like Tom Collins who had to follow another popular commandant (Jim Loy), has had to carve out his own niche in different ways. And, whereas Collins had his own cross to bear as he navigated the inauspicious beginning of the Deepwater recapitalization plan with a Coast Guard that was at that time ill-prepared to undertake that task, Papp has been faced with tackling some of the ambitious projects started by his predecessors, but never finished. That work continues today. Those looking to Papp for fireworks and flash as he goes about his daily business will be sorely disappointed. On the other hand, if it is quiet, firm and consistent leadership that today’s Coast Guard is thirsting for, then Papp has been the RX that is slowly, but surely righting a dangerously overloaded ship, while stowing all of the important gear in the right places.
Papp’s latest SOCG speech was filled with nautical metaphors, but also much in the way of substance. And, reflecting the use of another federal property to deliver that message in these austere times, he also addressed the key challenges ahead for the nation’s fifth, uniformed, armed service.
As the Coast Guard finally nears its departure from the tired old headquarters at the end of 2nd Street and prepares to move into its state-of-the-art, brand new digs, there are still many challenges ahead. As he promised more than two years ago, Papp has concentrated on finishing what others have started, and during his speech, he pointed to the field level reorganization efforts started by ADM Tom Collins many years ago. Papp said, “This year we completed the field level reorganization to Sectors. The wisdom of those efforts was demonstrated during this storm (Sandy) by watching all elements of Response and Prevention and Logistics work together during our operations.” Other unfinished tasks include the continued recapitalization of the Coast guard’s aging assets, the upper leadership reorganization started by Allen but never authorized by Congress and the critical need to address the growing requirement for Coast Guard presence in the Arctic.
Also, Papp outlined just a few of the many heroic and successful rescue operations undertaken by the Coast Guard during the busy previous 12 months. That said, he then cautioned his audience that good prevention is preferable to even the best response. Unspoken in all of that might just be the ongoing regulatory changes just around the corner for the industry that Papp regulates. These include the finalization of ballast water technology approvals and enforcement, the coming subchapter “M” rules for previously uninspected inland vessels and the Maritime Labor Convention (2006), which provides comprehensive rights and protection at work for the world’s more than 1.2 million seafarers. Arguably, all of these are aimed at prevention, as opposed to response. Right up Papp’s alley, so it would seem.
Sequestration predictably came up during Papp’s remarks. And although the Commandant expressed optimism that the Coast Guard would be able to continue meeting its missions because of the service’s greatest asset, its people, he also provided a small window into what could come as the shadow of sequestration looms over the entire federal budget. He said, in part, “… I am concerned that shrinking budgets have impacted our ability to hold courses, pay for travel to training and provide the necessary extra boat and aircraft hours. We must continually seek smarter, more innovative and more economical ways to provide these experiences. Our people deserve it and our service to the public demands it.” But, like his predecessor, ADM Thad Allen, who once said, “We’re done doing more with less,” Papp took it a step further by declaring, “… we may be asked to do less with less.”
Papp concluded his remarks, as any career cutterman should, with a few more nautical metaphors. He said, with veiled reference to his efforts to complete the unfinished work left by previous leadership, “Our job – our mission – is to set a course for the Service. We must put our efforts into moving forward, prudently navigating towards the horizon.” Arguably, he and his subordinates are already doing just that, within the constraints of a multi-missioned, inadequately funded mandate that seems to grow with each passing day.
Three for the Money
(Your money, that is)
The U.S. Coast Guard is currently bandying about three different regulatory issues, in various drafts and forms. These include the certification of ballast water treatment technologies, the final wording of the so-called “subchapter M” rules for inland vessels and now a draft NVIC circular regarding the MLC 2006 Code (which is covered in detail by Dennis Bryant this month, please see page 14). Chances are at least two out of three will cost you (a lot of) money.
Ballast Water Treatment Technology
Ballast Water Treatment and Technology in a nutshell: the IMO has enough countries but not the required percentage of the world’s fleet for ultimate ratification of their rule. The USCG rules are final and in place, the discharge standards are essentially identical to IMO. The process for USCG certification of BWMS is in place but no one has yet gone through it.
When the Coast Guard’s final rule on ballast water management became effective this past June, this momentous event perhaps signaled the end of one arduous journey for regulators, but the beginning of another for shipowners. The U.S. rule establishes discharge standards for living organisms which ballast water management systems (BWMS) must be able to satisfy. This so-called phase one standard closely conforms to the IMO’s version, bringing the dream of global standardization one step closer. Despite delays by various governments, the IMO standard is widely expected to enter into force within the next two years.
It is also not hard to understand why so few operators have, to date, installed BWMS on their vessels. The depressed state of global shipping markets over the past few years certainly has played a role. Not everyone has the reported average price of $1 million per ship needed to install the systems, and those who do, are reluctant to do so until they absolutely have to. Also lurking just around the corner is the separate, but equally important U.S. Environmental Protection Agency’s ongoing Vessel General Permit process, which also covers ballast water discharges. Adding to that uncertainty is the myriad of individual U.S. state mandates still in play and the specter of a stricter U.S. Coast Guard (phase II) standard. The U.S. Coast Guard’s certification of BWMS can take the form of an Alternate Management System (AMS), which gives a five year temporary window for flag approved systems, or permanent type approval. USCG Type approval will require (a.) that biological laboratory testing has been done AND (b.) shipboard tests as well. Applications for approvals will take about 60 days to get a verdict. If you’ve passed the testing, then type approval is possible. If not, technologies will need to go the AMS route. And it is important to note that once a ballast water management system has been approved by the Coast Guard and made available for certain classes, types or a specific vessel, then vessels will no longer be able to install AMS in lieu of type approved system(s). The five-year period is designed to provide the BWMS manufacturer time to obtain USCG approval. Any vessel using an AMS must still comply with the terms and conditions of the U.S. EPA Vessel General Permit (VGP). The proposed 2013 VGP already contains discharge limits similar to the IMO D-2 standard.
The 600-pound gorilla in the room, however, is the reality that if you wait too long to decide on a system and have it installed, you could be paying double the price because manufacturing capacities can’t possibly keep up with the demand of as many as 50,000 vessels all needing the systems at once. You might not be able to get the system at all.
Subchapter M Rules
Pending USCG Subchapter “M” (SubM) regulations will eventually require towing operators to implement safety standards and use safety management systems, or alternatively, allow for an annual Coast Guard inspection regime. The new rules are expected to allow towing vessel organizations to customize their approach to meeting the requirements, while providing oversight using audits, inspections, and reviews of safety data. As many as 5,000 vessels and their operators will eventually feel the impact of the so-called subchapter M rules. Today, almost 1,800 domestic towing vessels do not participate in any formal industry safety schemes.
With the final language not yet determined, the ultimate cost of this far-reaching mandate is unknown. But the numbers are staggering, especially for barge companies currently operating without an existing Safety Management System (SMS) – could reach as much as $350,000. And that number doesn’t even include the cost of needed equipment upgrades. Let’s hope the Coast Guard is up to the task of facilitating competent, timely and most importantly, fair implementation of all of these new regulations. Any one of these three mandates constitutes a serious challenge for any regulatory body; all three at once will be daunting.
(As published in the March 2013 edition of Maritime Reporter & Engineering News - www.marinelink.com)
of decades to do seasonal operations and continue to learn and make plans for permanent infrastructure.” The “S” Word There isn’t anything vague about Bob Papp’s policy when it comes to dealing with sequestration. Papp says simply, “We want to maintain our capability to respond to mission priorities. I have
the story starts on page 32. Today, as many of you are well aware, the Coast Guard continues its evolution under the guidance of USCG Commandant Admiral Bob Papp, who just a few days ago delivered his final “State of the Coast Guard” address. As Edward Lundquist reports starting on page 28, the Coast Guard
our fourth National Security Cutter, the Hamilton, which will soon join Bertholf, Waesche and Stratton,” said Commandant of the Coast Guard Adm. Bob Papp aduring his 2014 State of the Coast Guard address on Feb. 27. “We will christen our fifth, the James, this summer. Our sixth, the Munro, is in production
The Commandant of the United States Coast Guard, Admiral Bob Papp, Jr. spoke of the Arctic as an emerging frontier during the 2013 State of the Coast Guard Address in February 2013. He said, “… one example of what our future holds can be seen in the emerging frontier of the Arctic, where there is a new
track record with the government, we are able keep our costs down, while remaining highly responsive to the customer.” U.S. Coast Guard Commandant ADM Bob Papp, in his Situation Report released in late January said, “We have started the most important acquisition program in our service’s history – the Offshore
Even this can’t speed its final rule along, apparently. Industry stakeholders had high hopes that the rule would be signed off on by former Commandant ADM Bob Papp before he departed last year. No such luck. And, current Coast Guard leadership won’t give a timetable under ADM Zukunft’s tenure. And, so it goes
The answer to this question is a resounding “no.” The U.S. is not prepared to protect its interests in the Arctic over the next decade. The primary legal regime that is being relied upon by all members of the Arctic fraternity, the Law of the Sea Convention, has not been adopted by the U.S. The operational
The motor vessel Bob Koch, a new 4,200-horsepower towboat in the Inland Waterways Services Division of Texas Gas Transmission Corporation, was recently christened in ceremonies at the Owensboro, Ky., riverfront. The vessel, with unique features that will enable it to serve as an icebreaker when
As appears in the February edition of Marine News Now clear of the holidays and into an already exciting 2014 on the waterfront, we find ourselves plowing ahead with the proverbial bone in our teeth. That’s because, beyond my questionable nautical metaphor, there are big things happening for the domestic
A new marine services company, Steadfast Marine Consulting, Inc., has recently been formed. Headed by R.E. (Bob) Kutzleb, formerly of Seaward, Inc., Steadfast provides underwater search expertise to customers on a worldwide basis. The Steadfast team has enjoyed an enviable success rate during the
device acts to prevent leakage in inert gas systems and pipelines for fluid cargoes, fuel oil and ballast. "This isn't just another line blind," said Bob Daniels, Marland's vice president and marketing director. "This is an entirely new concept. The Marland Line Blind will v i r t u a l l y e l i
shipping sub- According to Marad, the existing con- ington politician blush, but at the same other modes of transport and infrastruc- ject matter expert Bob Kunkel’s dream tainer on barge service currently moves time, and in many ways, the Olmsted ture, is even more depressing. of providing a greener
? nd al- drivers and that number is expected to increase to 175,000 ternate transportation routes in addition to roadways and by 2026. And, ATA Economist Bob Costello says that ? ll- railways. Additionally, the Port of Georgetown, South Car- ing positions for the Trucking industry is not easy. “Carriers
announced $6.7 million in grants for Marine Highway Projects throughout the United States. Projects receiving funding include shortsea shipping guru Bob Kunkel’s Harbor Harvest Long Island Sound Ser- vice, the nascent Baton Rouge-New Orleans ‘Container on Barge’ Service, and the James River keefe@marinelink
than a few heads in the … For all its merits, however, we should that end, everyone – top to bottom, from Hence, if you are shooting for the Coast room bobbed in agreement. all keep our eyes open for the pervasive the CEO right on down to the newest Guard option and aiming to beat that The nature of
need to be able to trust the AUV will complete its mission and return with useable data, or take an alternate action.” Image: Teledyne Marine Systenms Bob Melvin, Teledyne Marine Systems UUV Technology Drivers According to Bob Melvin there are four big tech drivers in regards to UUV development today:
the early 1970’s were bigger than a 16-ounce can one day get a digital record instead of transcribing paper logs. of soda, and heavy. Scripps engineer, Bob Moore, adapted a 4-track then 8-track One of my ? rst jobs was to build pressure compensated lead- reel-to-reel recorders to ? t inside a 22-inch ID
seems to obviate it by installing smaller those large post-Panamax boxships have the myriad discussions and interviews my graduate and engineering SME) Bob engines so as to escape the lower limit been lurching their way across the ocean that I participated in, last week, in the Kunkel what was up with
an increase of joined the Board in April 2015 when Austal USA Awarded 88,000 tons compared to a year ago. LCS 36 and 38 he was appointed by former Gov. Bob- by Jindal. He succeeds Laney Chouest Austal USA was awarded a contract by U.S. Ports, Seaway Shipping whose term as Chairman expired this the U
Man- of 43. Sheldon was born on March 3, 1975 in in 2005-2016 for the same client previously. As aging Director of the Liberian Cor- Ogden, Utah to Bob and Dana Lee (Gurr) Mur- a continuation of the client’s satisfaction, RMK porate Registry. He was previously dock. He graduated from Layton High School
Chief Digital Of? cer, Howard Fireman, Anadarko Petroleum announced that commercial of? cer of subsea technol- said the CS-Ready Notation facilitates Bob Gwin, formerly EVP, Finance and ogy provider MacArtney Underwater new assets in achieving full ABS Cy- CFO, has been named President. In ad- Technology
... 29 Port of Oslo, Norway ........................................... 24 CAGTC ................................................................ 44 Kunkel, Bob .................................................. 43, 44 Port of Oswego ................................................... 36 CEVA Logistics .
. As cargo, most farm goods are shipped on pallets and moved by forklift or a jack-lift. His boat will have RO/RO capability with Harbor Harvest Underway Bob Kunkel is one of HH’s principals and owners. His frm has refrigerated storage. Capacity is about 28 pallets. His plan: a contracted with Derecktor
in the busiest port district Department of Commerce, has ap- TecNiq has hired three staff to ? ll key on the Great Lakes. He is a graduate pointed Bob Wetta, President and CEO roles. Terri Thornton and Darryl of the University of Kentucky, with a of DSC Dredge LLC to serve on the President’s Advisory
agreed to come Savannah Stem to Stern paint slapped on the bulkheads. During Marad made sure the trip was worth the along for this trip down memory lane. Bob, of course, wanted to see the en- this part of the tour, I admit to experienc- wait. Our guide, Marad’s Erhard Koehler, gine room. Ever the deckie
projects already authorized by Congress, at a cost of $8.8 billion. Water Resources Development Act (WRDA) of 2018. Last April, a letter led by Rep. Bob Gibbs (R-OH) and Rep. Dan WCI’s opposition to tolls and lockage fees is based upon the Lipinski (D-IL), was signed by 36 House Members to support
Shark) a 36’ RIB for Newport Coastal Adventures (Ribcraft USA), a 150’ Coastal Patrol THE CASE: Craft and a 70’ High Speed Interdiction Vessel Robert (Bob) Hill of Ocean Tug & Barge Engineering Corp., of Milford, MA has specialized in the design of AT/B’s THE CASE: for many years. Hill’s name is, in
sel? es and smart phone pictures of the also launched in early May of 2018. was towed down the river and around to He would talk to the crane operator, Bob tug as she touched the water. Then they The vessels were built in a warehouse the Port of Vancouver, BC ready for a Miller, who had been restlessly
six under construc- tion – an 11 meter version, two 12 meter hulls, and another three in the 17-18 meter range. Beyond this, MetalCraft Contacts Manager bob Clark says that another 40 Options loom on the long term contract for the 9 Meter version. www.marinelink.com MN June18 Layout 32-49.indd 39
operators. Engineering Corp. We are seeing a wider range of clients than perhaps 10 years ago. We continue to design for traditional clients obert (Bob) Hill of Ocean Tug & Barge Engineer- such as tug and barge companies, but increasingly we are ing Corp., of Milford, MA has specialized in the being
NEWS Lamie & Sanders Smitha, Semprevivo & Moser El Faro 2017 the strongest season in a decade The agreement calls for joint market- President and CEO. Bob Moser will for domestic and international move- ing initiatives and exchange of data serve as Vice President of Manufac- ments of iron ore. Lake Michigan
Maxwell, MD, BSM Singapore RH Taps Bannerman to Head Americas Group, effective as of May 1, 2018. He will be based BSM announced the passing of Robert (Bob) Max- Radio Holland Group appointed Philip Bannerman in Espoo, Finland, and report to Tomi Gardemeister, well, Managing Director of the Singapore
equipment. We install other OEM equipment with their original tags so our clients have the opportunity to source components in their local markets.” – Bob Wetta, President and CEO of DSC Dredge Class dredges. The ? rm’s Poplarville, MS and Reserve, LA “This de? nitely does present some challenges but
U.S.-based builder can compete, and compete well on the that year. Conversely, if all of the dredges we smaller to international side of the equation. Bob Wetta, President mid-size we might deliver as many as 30.” and CEO of DSC Dredge, says that the key to that success is to keep his
by the recent successful ex- pansions of both the Suez and Panama Canals, has prompted the deepening of U.S. ports to handle a growing feet of bigger – Bob Lunt, High Capacity Sales containerships (20,000 TEU plus). Manager, TMHU “Increased port traffc has created more opportunities for TMHU. For example