What are waterspouts?
Wikipedia tells us: A waterspout is officially defined by the US National Weather Service simply as a tornado over water. However, researchers typically distinguish “fair weather” waterspouts from tornadic waterspouts.

• Fair weather waterspouts are less severe but far more common, and are similar in dynamics to dust devils and landspouts. They form at the bases of cumulus congestus cloud towers in tropical and semitropical waters. They have relatively weak winds, smooth laminar walls, and typically travel very slowly, if at all.[13] They occur most commonly in the Florida Keys.
• Tornadic waterspouts are more literally “tornadoes over water”. They can form over water like mesocyclonic tornadoes, or be a land tornado which crosses onto water. Since they form from severe thunderstorms and can be far more intense, faster, and longer-lived than fair weather waterspouts, they are considered far more dangerous.

Where do waterspouts occur?
The Florida Keys “are the greatest, natural vortex lab in the world,” says Joseph Golden, a senior National Oceanic and Atmospheric Administration scientist who has studied waterspouts extensively. “Waterspouts probably occur more frequently in the Florida Keys than anywhere in the world.”

Waters around the Keys, especially from Marathon past Key West on westward to the Dry Tortugas, probably see 400 or 500 waterspouts a year. Since they are so common, most go unreported unless they cause damage.

Golden suspects so many waterspouts hit the Florida Keys because the weather and geography supply two necessary ingredients.

First, the islands and the shallow water along them help heat the air. During the summer, waterspout season, the air is extremely humid with temperatures in the mid-80s into the low 90s. The heat causes the air to rise. As it rises, the air’s humidity condenses into the tiny water droplets that make up clouds.

As water vapor condenses, it releases more heat that makes the air rise even faster. Rising air currents are needed for waterspout formation.

The second important waterspout ingredient in the Keys seems to be the regular east or northeast “trade winds” that blow right down the islands. These winds help line up the clouds. Lines of clouds encourage waterspouts. Exactly how is one of the questions researchers are trying to answer.

What to do when you encounter a waterspout?
As with any kind of weather hazard, safety begins by staying informed . One of the special radios that pick up weather broadcasts should always be aboard your boat. And, you should listen to it regularly.

Waterspouts tend to come from clouds with a dark, flat bottom when there is just the first hint of rain.

If one heads your way, try to escape by going at right angles to its path. And if it’s about to hit your boat, the best bet might be to dive overboard. Flying debris is the big killer in tornadoes and waterspouts.

Waterspout footage

sources: USA Today, Wikipedia

• Boskalis, Rezayat make 300 mln usd cash bid for Smit terminal ops.

Boskalis Westminster Group NV said that, along with the Saudi Rezayat Group, it has made a 300 mln usd cash bid for the oil and gas terminal services division of Smit Internationale NV.

Work has begun to revise and update BIMCO’s two Standard International Ocean Towage Agreements - TOWCON and TOWHIRE, which were originally published in 1985. The sub-committee responsible for the task of revising these well-used standard forms consists of representatives from Fairplay Towage, LKL Oceantrade, Svitzer Salvage and the Steamship Mutual P&I Club. The first meeting was held at BIMCO house on 12 February, where an outline for the revision work was discussed.

The objective of the revision is to ensure that the agreements still reflect commercial practice. Where appropriate, provisions will be amended to add greater clarity to the text and to remove any possible ambiguities. On the whole, TOWCON and TOWHIRE are documents that work well for the industry and which are rarely amended by users. With this in mind, the drafting team work on the revision process conscious of the fact that the agreements should maintain their appeal to the industry after the revision

Changes to the existing TOWCON and TOWHIRE are likely to be relatively few. Some of the issues that were touched upon in the first meeting include the loss of a towed object in a multiple tow scenario; the application of delay payments and the relevant notice provisions; and a reworking of the riding crews clause. The sub-committee also introduced a definition of “voyage” in order to assist with the calculation of bunkers consumed.

It is anticipated that the revision of both agreements will take from 18 months to two years to complete. The next meeting is scheduled to take place at the end of March in Hamburg. Any members who would like to put forward suggestions for amendments to TOWCON or TOWHIRE are invited to send their comments to the Secretariat at documentary@bimco.org.

• Site for offshore windfarm study is Hurd’s Bank.

The site under study for the installation of offshore wind farms is Hurd’s Bank, The Malta Independent has learned.

• Offshore Runner vessel launched.

The ‘Offshore Runner’ vessel for Raj Shipping Agencies Ltd, Mumbai was successfully launched on February 11 at Dempo Shipbuilding and Engineering Pvt Ltd, Old Goa.

• Swire Pacific orders eight AHTS’s from Qingdao.

Swire Pacific Offshore Holdings Limited (SPO) has signed an agreement with Qingdao Qianjin Shipyard, Qingdao, to build eight new “P” Class Anchor Handling Tug Supply vessels (AHTS) for delivery in 2010 and 2011.

Our second guest writer is Chris Derry, plant and machinery valuation consultant and a member of RICS, the Royal Institution of Chartered Surveyors. I met Chris during a recent inspection in Antwerp. During our conversation Chris spoke passionately about a project he was involved in, the conversion of a patrol vessel into a luxury superyacht. Chris kindly agreed to share his story with our readers. Enjoy!

After a fourteen year absence from yacht construction, Brooke Marine is back in business in Lowestoft. The first project of the relaunched business is an innovative multi-million euro total conversion of the 74 metre former Scottish fisheries protection vessel Sulisker into a twenty-six guest superyacht, which company owner Michael Fenton believes will fill a gap in the market for SOLAS compliant luxury charter mini cruisers. Most of the world superyacht fleet – even some of the largest vessels – do not meet SOLAS regulations and are, therefore, limited to just twelve guests and charterers have complained that the choice of vessels for private and corporate parties of between twenty and thirty guests is seriously limited.

Before

Brief specs mv SULISKER:
built by Ferguson Shipbuilders Port Glasgow,
Yard No 483
Engines by Ruston Diesels. Newton-le-Willows
Propulsion: 2 x M12cy 4SA 4148kW 5640bhp 2sc 18kn Ruston 12RKCM
Launched: Friday, 27/06/1980
Built: 1981
Ship Type: Fisheries Protection Vessel
Tonnage: 1366gt 409nt
Length: 234 feet
Breadth: 38 feet
Owner History:
Scottish Fisheries Protection Service, Leith
2006 Whistlejacket Marine Ltd (Michael Fenton), Skipton

Sulisker’s hullform, which is of a pretty robust construction to take on all that the North Atlantic in winter can throw at it, surprisingly is not too different from today’s luxury megayachts, but clearly, the superstructure is completely inappropriate, so Brooke has cut off almost all of the original steelwork above main deck level and removed the deck machinery. In its place will be fitted a brand new aluminium superstructure.

Superstructure removed - © Ian G Hardie

On completion, the external appearance, guest accommodation and crew areas will be indistinguishable from a new build luxury ship and Sulisker (the name won’t be retained) will not look out of place amongst the world’s best known yachts. The furnishings and fittings will be to world class standards and the hull will be completely faired utilising the Fagerdala system which involves a PET fairing that is GRP sheathed and then high gloss painted. The external decks are to be teak laid.

The stern will be remodelled to incorporate a bathing platform, passerelle and plunge pool and there will be a ten-person jacuzzi on the sun deck. The ship will be completely recabled, repiped and equipped with water makers, sewage treatment plant, climate control installation and all the other safety and entertainment systems expected in a yacht of this calibre.

An interesting design feature is a pair of VIP cabins that can be converted into an owner’s master suite when required. This can be accomplished easily within the normal turnround period between cruises. There is accommodation for a crew of twenty-four.

The only area where the origins of Sulisker will be visible is in the machinery spaces, as the original engines, gearboxes, propellers, steering system, stabilisers, bowthruster and main generators are all perfectly suitable for her new life as a luxury cruiser and will be fully overhauled and retained. Compared with the average superyacht, the machinery spaces are huge and allow just about any repair to be undertaken in situ.

After - © Brooke Marine Yachts

Cruise speed will be 14kts with a range of about 5,500nm. Classification will be Lloyds +100A1 LMC. At 74 metres, Sulisker will rank at no.44 by length in the current world superyacht league table.

The Brooke Marine team has particular expertise in converting commercial ships into luxury mini cruisers, as has naval architect McFarlane Shipdesign of Monaco. Interior design is by Bannenberg Designs of London.

The transformation from a “grey funnel” quasi-military patrol vessel into a world class luxury cruise yacht is quite something and certainly will be a challenge for Brooke, but the end result will be a ship delivered at least three years before a new build could be completed and with a huge cost saving.

Delivery is due in late 2009.

For more information visit www.brookemarineyachts.com.

Written by Chris Derry.

• Saipem awards contract to Fairmount.

A contract has been signed by the company and Saipem for the charter of AHT Fairmount Summit for towage and anchor handling operations for Saipem’s Castoro Sei.

• Bourbon moves into subsea services field.

Bourbon is moving into subsea services with a US$2.5 billion investment over the next five years.

• Dredging protester stands by surfing stunt.

A surfer, fined yesterday for coming within metres of the dredging ship the Queen of the Netherlands, has defended his actions.

DUTCH-based salvage and towage company Multraship says it has refloated the 74,403 dwt bulk carrier Trans Pacific east of the island of Samso in the Danish Great Belt. The 2004-built vessel was carrying a cargo of 68,978 tons of potash when it grounded on sand and gravel on January 27.

On January 28, Multraship mobilised a salvage team and equipment, including a number of salvage tugs, divers, anti-pollution equipment, a bunker barge, and the Spliethoff vessel Alexandergracht. About 1,000 tons of bunkers were transferred to the bunker barges, while roughly 10,000 tons of the potash cargo was offloaded into the Alexandergracht.

Despite severe weather conditions, in driving rain and up to Force 11 winds the salvage team refloated the vessel at high water late on the evening of February 6 with, Multraship says “full co-operation from the Danish authorities”. The Trans Pacific was then towed to Kalundborg Roads, where a diving inspection is planned prior to reloading of the cargo.

More information:

- pictures of Trans Pacific

source: Maritime Global Net

During the night of Tuesday, February 4th salvor SMIT succeeded in freeing the grounded crane carrier Zhen Hua 10. It took four attempts to refloat the 300m giant and required three local harbour tugs and a German, 19000BHP (219TBP) anchor handling tug.

The carrier broke loose from the anchorage near Hook of Holland early last Saturday morning. The master tried to navigate the vessel out of shallow waters near the coast against Force 10-11 winds and 7-8m waves, but ran aground despite the efforts.

The Zhen Hua 10 is owned by ZPMC (Shanghai Zhenhua Port Machinery), a producer of container cranes. At the time of the accident the vessel was loaded with several container cranes and destined for Rotterdam.

IVW (Inspectie Verkeer en Waterstaat) are currently investigating the accident.

No personal injuries were reported.

If above slideshow is not working properly try refreshing this webpage.

Pictures © Nells

• Van Oord completes The World.
• Ferry may be grounded for a week.
• Somalis hijack newbuild Svitzer tug.

This is a first post in what we hope will become a series of interviews with passionate people from the maritime industry. Our first guest is John Konrad, founder of gCaptain.com, the website for maritime professionals.

1. Tell us a little bit about yourself.

I first found a love of the ocean as a young child living in a small fishing community in The Bronx. While in grade school my parents moved to a more affluent New York City suburb where I became an avid dinghy sailor on the Long Island Sound. For college I returned to The Bronx where I attended SUNY Maritime College and received my bachelor’s degree in Marine Transportation as well as a Third Mate’s Unlimited License. From that point on I have sailed on a variety of large ships worldwide and currently I hold a Master’s Unlimited license and work as Chief Mate aboard a dynamically positioned Exploratory Drillship.

2. Why/when did you start gCaptain?

This was a bit of a Fluke. Living in California I have watched friends build sites that became very successful. The real motivation to jump into the web came just over a year ago when Rupert Murdock offered a friend, founder of digg.com, a particularly large sum of money. I was not, however, convinced his success could be transferred to the Maritime Industry so I teamed up with my brother Tim and launched a website for skiers called UnofficialSquaw.com. By the end of the 2006/07 ski season I had learned a lot about Internet publishing and convinced myself it could work in my own industry… or at least doing so would allow me to learn more about my job and meet some interesting people.

3. What is gCaptain about?

gCaptain is about community. With advances in technology making each mariner a specialist in his own class of vessels the industry is getting fragmented. There is also a surprisingly low amount of dialogue between mariners of different nationalities as well as between those who work ashore and those out at sea. My ultimate goal with gCaptain is to share ideas between maritime communities and learn from each other’s mistakes and accomplishments.

4. Where do you get your inspiration

My inspiration to work the long hours required to keep gCaptain fresh is my son Jack. I hope gCaptain continues its rate of growth and eventually generates enough income to support our small team.

The inspiration for the stories comes from my own experience. I simply use my experience as a tech geek to find interesting and pertinent stories and my experience as a ship’s officer to filter out the content that is of greatest interest. We have also gotten a lot of positive feedback from our regular readers and they supply a constant flow of interesting story ideas.

5. How do you explain the success of gCaptain?

Humans yearn for knowledge and when presented in an attractive format that speaks to their interests they become excited to participate. Living so close to Silicone Valley has helped me build friendships with some very intelligent web 2.0 techies who provide a constant source of criticism and ideas. Working in the Maritime Industry for over ten years has allowed me to meet and become friends with an equally intelligent set of people. I definitely subscribe to the notion that to build a successful business you should make sure you’re the dumbest guy in the room as often as possible.

The other half of our success is 18-20 hour days. There is no substitute for hard work.

6. What is the most successfull part of gCaptain (blog, forum, discoverer)?

Unfortunately, it’s the blog. While we have some very dedicated users on our forum most of gCaptain’s visitors take a passive role and therefore enjoy the blog. This, however, is not an unusual problem to have. In my trips to Silicone Valley user participation is probably the most discussed topic among Web 2.0 entrepreneurs. You would be surprised if I told you a few of the big names in social media that have generated success with as few as a dozen core users.

The hidden gem within gCaptain is our offering of industry related tools. This is the fourth “section” of the site. While a small percentage of our visitors click on the tools button, those who do quickly get addicted. The most popular tool is our Custom Search Engine which takes results from google and runs them through filters set up by Master Mariners. This means that if you search for the term “pirate ship” you’re much more likely to see results about Somali pirates than Disney movies.

7. Is gCaptain a one-man show or do you have others helping you keeping the website up to date?

gCaptain is 100% a team effort. The site is actually owned by Unofficial Networks, a company founded by my brother and I. We currently have 6 sites, mostly ski related, and an individual heads each. We have some fairly advanced collaboration software that allows us to share ideas and criticism. Regardless of interest people have similar wants, so when something is working for one site we quickly start implementing it on the others.

On the maritime side we are constantly taking risks. Personally my dream job has always been to become a San Francisco pilot. Our most popular features are those sharing this scuttlebutt (what ship captains are discussing amongst themselves) about maritime incidents with our readers. This made for some difficult decisions when the Cosco Busan allied with the Bay Bridge. I eventually decided to take the risk and cover the incident by sharing the inside facts just as we did with the Pasha Bulker and Empress of the North, but upsetting potential employers is a continual concern. With our team all actively sailing you can understand why they wish to stay out of the limelight.

My wife is the other important member of gCaptain. She is now a teacher but she holds a Second Mate Unlimited license and previously worked aboard research vessels and containerships. She even has a war medal for serving aboard a containership supplying the troops in Iraq.

8. How much time a day do you spend on updating the website?

More than I’m willing to admit.

9. What have I not asked you that I should have asked you?

What is the future of gCaptain?

We want to continue our goal of building a community for all those who participate in the maritime industry. Our next project in achieving this goal is recruit writers. Currently gCaptain is focused on large commercial ships but by having specialist in each industry segment write articles on a bi-weekly basis we can start attracting readers regardless of tonnage, nationality or location. We have a lot of work ahead of us o achieve this goal but the lines have been cast and we’re underway towards the future.

You can find out more about Captain John Konrad by visiting gCaptain.com or listening to his weekly maritime news podcast Messing About In Ships (MessingAboutInShips.com).