"The exclusive marketer of the Seasnake Design Concept"
presents
SEASNAKE THE MARINE TRAIN
SEASNAKE, LLC is offering a substantial equity position to the right partner willing to finance the completion of the Seasnake design.
CONTACT MR. MICHAEL OKASH, AT 218-343-2009 or send inquiries to:
115 Royal Palm Circle
Largo, FL 33778
Seasnake Worldwide Marketing, LLC, is the exclusive marketing agent for Seasnake, LLC and the Seasnake Sea Train concept and design.
What is Seasnake?
Click on underlined words for additional information.
The Seasnake system is a patented
concept for the marine transportation of liquid, dry bulk,
break-bulk and inter-modal container cargoes. It uses a
train of cargo modules connected together by a unique
locking coupler system and stabilized
by bumpers resulting in a straight line articulated
arrangement. The Seasnake consists of a traction unit
,a series of cargo modules
and a a powered caboose module
,that is best described as: a train on the water. Seasnake is not restricted to railroad
tracks, can navigate draft restricted waterways and is able to utilize shorter piers and limited dock space.
The traction unit pulls and guides the Seasnake.
How Seasnake Acts.
The caboose acts as a handling tug in harbor operations and can provide fair
weather stern power while underway. The traction unit, cargo
modules and caboose, are all connected by a robust pin joint
connector similar to a ball and socket joint, that allow the
components to hinge in a way that reduces the overall
stresses on the hull and to make the entire vessel more seaworthy.
The Design is Versatile.
The design of the Seasnake's cargo modules
can be tailored to meet a broad range of cargo handling and special-use needs and there are virtually no
limitations to the diversity of cargo types or cargo handling systems that can be incorporated into the design of
the Seasnake cargo module.
The Length is Adjustible.
The overall length of the Seasnake system, the ability to detach the cargo modules at sea and the fact that the sea
train has power at both ends of the ship gives the system the flexibility to transit existing lock systems by dividing
and conquering without the need for expensive lock infrastructure upgrades. SS26dimensions
and the SS35dimensions.
Drop and Swap.
Seasnake was invented by Carlos Kountz Wierick, a mechanical engineer, has multiple registered patents
including those for the unique bumper and locking systems. These systems enable the Seasnake to
connect and disconnect its cargo modules in open water.
This shipping system combines the best qualities of tankers and barges and adds many qualities unique to its own operating
characteristics. Seasnake is more efficient, versatile
and environmentally friendly than any ocean transport system operating today.
Characteristics of the ship.
At sea, the Seasnake has similar speed and power characteristics of a ship and can handle severe open ocean stormconditions. Unlike a ship, however, Seasnake cargo modules can be moored at a port for load or discharge over a much longer period
than would be practical for a ship. This can significantly reduce demurrage and expand market opportunities.
Seasnake (SS26.5)Great Lakes Model Green By Design- Ballast Free
Considering the environmental challenges facing our world community, the developers of Seasnake are committed to
assuring that Seasnake's designs and operating profiles incorporate high standards of environmental stewardship.
Seasnake has been designed to incorporate ballast-free technology on the 26.5 foot draft Great Lakes model, thus
eliminating the danger of invasive species being introduced into the ecosystem of any waterway in which Seasnake will operate.
Seasnake's multi-module cargo handling design dramatically reduces potential environmental impacts caused
by accident, collision, fire or acts of terrorism.
Seasnake can transit the existing St. Lawrence Seaway System locking systems
Seasnake's ability to disconnect modules allows Seasnake to transit existing lock systems in the Great Lakes and the
St. Lawrence Seaway by adjusting the length of the ship.
Seasnake capable of Carrying Containers.
In March of 2013, Carlos Kountz redesigned the cargo modules as a Container Feeder specifically for the SS 26.5 Great Lakes model.
Seasnake LLC engages Knickerbocker Martime and Jacq. Pierot Jr. &
Sons, Inc. as exclusive representatives. In 2009, Seasnake Worldwide Marketing, LLC is engaged as exclusive marketing agent for Seasnake, LLC.
Seasnake LLC receives completed shipbuilding report from AMSEC LLC
/ M. Rosenblatt & Son (New York, New York)
Seasnake LLC is written up in The Naval Architect, published
by the Royal Institute of Naval Architects (click
for article)
Seasnake LLC commissions towing tank testing from the University of
Michigan (Ann Arbor, Michigan) September 1, 2001.
Seasnake LLC is written up in the Motor Ship Magazine.
Seasnake LLC receives report from the Advanced Analysis Deparment
at the American Bureau of Shipping regarding seakeeping.
Seasnake LLC receives completed technical feasibility report from
C.R. Cushing & Co. (New York, New York)
Seasnake LLC receives completed review from Alan McClure and Associates
(Houston, Texas)
Seasnake LLC receives international patents for the concept covering
design and notions.
SEASNAKE, LLC is offering a substantial equity position to the right partner willing to finance the completion of the Seasnake design.
Michael has over 28 years of experience as a longshoreman, stevedore and stevedore superintendent and
also an additional 20 years of experience as a business owner. As President and Chief Executive Officer,
Michael will be the point person on all negotiations with Seasnake, LLC and other entities that become
interested in the Seasnake Sea Train concept. Seasnake Worldwide Marketing, LLC is the exclusive marketer of the Seasnake concept and design.
As a former local government elected official and 34 year civil servant, Ed brings the local
government perspective to the team, he has experience as a former sailor on the Great Lakes and has been involved in planning
organizations that are heavily involved in Great Lakes port and harbor issues. Ed will assist in the business operations
of Seasnake World Wide Marketing and assist in issues involving the Great Lakes.
Company Profile
Seasnake World Wide Marketing,LLC, was formed in June 2009, by Michael G. Okash, James H. Hartung and Douglas Kubic,
to assist Seasnake, LLC, owner and inventor Carlos Kountz, market the Seasnake design concept. Ed Anderson joined the marketing effort in September of 2009.
Our Mission
The mission of Seasnake World Wide Marketing, LLC, is to re-introduce the seasnake sea-train
concept nationally and internationally, finish and certify the design, seek construction of the prototype and guide the
development of the sea-train intermodal transportation system.
Our Goals
The short term goals of Seasnake World Wide Marketing,LLC are: To introduce the concept through the Web site, expand
knowledge of the concept by word-of-mouth adverstising,published brochures, presentations to conferences, meetings
with public officials, meetings with ship builders, owners, charterers and other waterfront entities.
To advertise in trade publications in order to generate brand identity and firmly establish the 26.5 foot- Great
Lakes draft seasnake system as a "green" environmentally friendly design.
See the prototype built.
Market the finished design to shippers, charterers and additional owners world wide, arrange future construction of
Seasnake and guide market development of the versatile,cost-efficient and effective Seasnake sea-train shipping system.
Our Vision
To see innovative Seasnake sea trains become a benchmark in marine (H2O) highway cargo shipping on the Great Lakes,
the St. Lawrence Seaway system and other draft restricted waterways worldwide.
To be a catalyst for inovative future Seasnake cargo module designs leading to more efficient, multi-modal,
coastal and international shipping.
Frequently Asked Questions.
There are several questions that come to mind when looking at the concept. We have a answered a few.
If you have questions?
What is the Size Range of the Seasnake?
The Seasnake is modular, with barge sizes in the range of 5,000 DWT to 25,000 DWT per barge. We expect the most common
size range would be a 2-5 barge arrangement covering a cargo carrying capacity between 10,000 DWT and 100,000 DWT. This
corresponds to a small Handysize to an Aframax. Around 90% of all the world's ships are in this size range.
What types of Cargo does the Seasnake carry?
Bulk Liquid,Crude oil, petroleum products, food grade liquids
such as vegatable oils, molasses and other bulk liquid products. Bulk Dry Cargo, such as fertilizers, fish meal,
cement, rice and other dry bulk cargoes and Containers,and
Trailer/RoRo. It is targeted for the trailer trades rather than the RoRo trades.
Will the connection behave well?
The observations made during the tank test where the ship is subjected to a simulations of waves greater than
hurricane storm conditions shows a very good and regular response to the waves. Upon request, Seasnake can provide a
video clip of the tank test.
How will the ship behave in a strong storm?
The Advanced Analysis Department of the ABS determined the Seakeeping characteristics of the ship and found no
problems in the response of the Seasnake. Further calculations indicate that the ship will stay straight under
the most severe conditions as long as the bumpers are activated.
Ship or ATB/ITB (Articulated or Integrated Tug/Barge)?
The Owner's decision. It is more economical in construction to use as a ship whereby the tractor unit also
carries cargo. However, some Owner's prefer a tug boat definition, hence the tractor unit is designed without cargo
capacity.
How efficient is the Seasnake?
It is very similar to that of a ship in power requirements and much more efficient than an ATB/ITB. This
translates into a faster, more efficient vessel.
Maneuvering?
We are currently undertaking a more detailed study on the maneuvering characteristics. Preliminary indications show
comparable performance to ships.
Can the Barges be traded on the inland waterways?
Yes.
Where can the Seasnake be constructed?
Virtually any smaller shipyard that can fabricate steel structures and assemble machinery found on smaller ships or
tugboats.
What does Seasnake provide?
We would be interested in discussing many arrangements including licensing of the design, custom engineering,
assisting financing or other project development.
Can Seasnake operate without ballast?
Seasnake's cargo modules, without ballast, are adequately stable under all loading conditions. Due to the
low length to depth ratio (4.3 per Seasnake module), no stress problems induced by incorrect cargo stowage are
likely.
Should cargo modules be kept at the same height when attached?
Yes. The hitching post has been designed to adjust for a difference of 15 feet between variously loaded modules, if
necessary.
Will Seasnake have height problems while sailing beneath existing bridges on the Great Lakes?
NO.
What is the grain capacity in one Seasnake cargo module?
05-17-2010
GRAIN CAPACITY IN A SEASNAKE CARGO MODULE
SS45
SS35
SS26.5
1
BUSHEL = 35.2 LIT = 1.24 FT3
1.24
1.2
1.2
1
BUSHEL WEIGHT
50
50
50
BEAM
FT
100
77.8
58.9
DRAFT
45
35.0
26.5
LENGTH
260
202.2
153.1
HEIGHT
KEEL TO DECK
60
46.7
35.3
BARGE
CARGO DISPLACEMENT TO
DRAFT LT
22,500
10,586
4,395.0
BARGE
CARGO DISPLACEMENT TO
DRAFT LBS
50,400,000
23,712,640
9,844,800.0
BARGE
DISP TO DRAFT FT3
807,692
370,510
153,825.0
MAX
NUMBER BUSHELS LIM WT
1,008,000
474,253
196,896.0
VOLUME
OF BUSHELS TO EQUAL DISP
WT FT3
1,249,920
588,073
244,151.0
HOLD
VOL UP TO DECK FT3
1,197,692
554,565
233,180
EXCESS
GRAIN VOLUME FT3
52,228
33,509
10,971
REDUCTION
IN DRAFT FT
2.0
2.1
1.2
FINAL DRAFT
43.0
32.9
25.3
GRAIN CAPACITY BUSHELS
965,881
447,229
188,048
Will Seasnake require a double hull to carry oil, as per regulations for oil tankers?
Yes.
What happens if the engine fails in the tractor unit?
The caboose can be used to PULL (not push) the Seasnake when necessary. It will not be as fast, but will be able to get Seasnake to port.
Can modules be released during an emergency?
YES!
How will icing affect Seasnake?
Seasnake will perform just like any ship. The biggest problems with ice are in getting close to
the dock, ballast water freezing, stern props out of the water prior to loading and entire ship
getting locked into the dock by ice. Seasnake props are submerged; it does not use ballast on
the Great Lakes; any ship that is locked in ice can be freed by ice-breaking tugs.
Who should provide technical drawings of the tractor, caboose and cargo modules. How long should they take and at what cost?
Naval architectural engineer, Dick Rodi will provide them after approximately two months from start and should cost approximately $200K.
During storm conditions, will Seasnake's coupling strength be sufficient to withstand the phenomenon known as sagging and hogging?
Sagging and Hogging are not an issue for modules themselves, due to the low length to depth ratio. The forces on the coupling are predictable
and manageable, as long as there is appropriate sizing of the elements of the coupling system. Testing has been done for this by ABS.
In the document found in the technical CD- Kountz Feasibility study February, 1998: The initial feasibility study, both of these
questions are addressed in great detail through a mathematical analysis...On page 5 under the heading Forces acting on the Hull of the Seasnake.
This analysis determined the Bending forces in the hulls under extreme conditions And On page 15 under the heading: "Tensile and Compressive
Forces in the Coupling due to Waves". This analysis determined tensile and shear forces acting on the coupler under extreme sea
conditions. The results of this mathematical analysis were subsequently amply verified by the ABS, computer simulation study which confirmed the
predicted connection and hull loads determined in the original feasibility study. A summary of these results are found in Kountz Main Report on
page 19. The bending stresses to which long ships are subjected are basically eliminated by the flexural configuration of the Seasnake, which
behaves like a floating string. Sagging and hogging is not an issue for barges with a low length to depth ratio-short barges. Connection
forces however had to be looked into with more care. These are relatively high forces but are predictable and manageable. Once the magnitude of
these forces had been determined, it was than just a question of appropriately sizing the elements of the coupling mechanism.
What is the draft of an empty Seasnake module with no ballast?
SS45 would have a draft of 13 feet; SS 35+10.0 feet; SS26.5 =7.7 feet
What will be freeboard height from water line to deck?
SS45= 15feet, SS35= 11.6 feet; SS26.5= 11.2 feet.
What is the height, keel to deck, of each module?
SS45= 60 feet; SS35= 46.7 feet; SS26.5= 35.3 feet
What is the cost of a TANKER = Cost of Tanker Steel + OUTFIT Cost of Tanker?
When it comes to SS, the total cost is determined by adding Cost of Seasnake Steel + OUTFIT Cost of TANKER The OUTFIT Cost of Tanker is
for ONE FULL SET of FITTINGS. But to OUTFIT SS we require to have 3 Main Engines (2 for Traction unit + 1 for Caboose), plus Pipe Lines + Several
additional Pumps (no of Tanks would be higher), Manifolds, Inert Gas Plants, Venting Systems, Control Panels duplicated in each Barge,Traction
; caboose + + + outfitting of a Tanker is huge and a whole lot of them will have to be duplicated.
Cost of outfit and machinery.
Through dimensional analysis it can be shown that the steel to volume ratio in a loaded tank varies with the square root of scale.
That is: for example if you double the dimensions of a tank you will increment its volume 8 folds but by the same
token and to maintain the allowed stress level you will increment the steel, and hence the cost,
11 times this means that a SEASNAKE train will have more tanks than in an equivalent conventional
tanker but they, in total, will use considerably less steel (less cost) than the fewer tanks in the
conventional tanker. A similar reasoning applies to pumps, piping, other outfits and maintenance.
The cost of the piping and pumps (More pumps but smaller pumps) is proportional to the flow volume
rate handled The cost of machinery within the range under consideration is practically
proportional to the power emitted or absorbed. More engines but smaller engines The cost of
propulsive machinery is proportional to the power capabilities The Seasnake tractor will be powered
by 4 Electro-Diesels The caboose will be powered by one or two low power Electro-Diesels The
steering is accomplished by the differential application of power to the pod propulsors. No
rudders. It is contemplated that the auxiliary deck machinery will be powered by accumulators
which in turn will be charged either from a plugged in shore power source or by an umbilical
connection to the main generators in the traction unit. For the sake of redundancy a small diesel
generator (30 HP) could be incorporated to the system.
Your Demo CD (DVD) states that ABS has carried out an Initial Independent Direct Assessment of the concept. Mr Balji Menon says that the result
of this assessment would be a Detailed Design of the Structure by the Designer. Has the design been completed, submitted and approved by ABS?
The design of the structure consistent with the findings of the ABS study was accomplished by AMSEC LLC, ROSENBLATT AND SONS Naval Architects.
The design so far has not been submitted for approval to the ABS. This will be done when the General Arrangements plans are drawn up. The
General Arrangement drawings will be prepared once a definite target usage for the SEASNAKE is determined.
Lube and stores will be higher. More Machinary, Engines & Equipments. Additionally special requirement to lubricate Ball & Socket Joints.
More but smaller.
Maintenance and Repairs will be much higher. As against 1 set of Machinery, Engines & equipment, SS has between 5 to 7 Sets,/
Maintenance can be carried out on a rotational basis. This consists in replacing a unit due for maintenance with another one without the necessity
of putting the whole ship out of action. This should reduce the all over cost of maintenance.
I read the Allan C McClure report dated 30th March 1999 and CR Cushing Feasibility Report dated Sept 1999. There are lots of concerns brought out
in these 2 reports and says that all these are to be addressed?
These questions have all been addressed and can be found in the several reports, Keep in mind that both the McClure and the Cushing report are now
obsolete. They anteceded the Tank Testing, the ABS and the Rosenblatt study. Stability-McClure-3/99;Sea-keeping-ABS and University of
Michigan-4/02; Powering-University of Michigan-7/02; Forces and structure-ABS and Rosenblatt-8/03; Cost estimates-Rosenblatt and Kountz-7/04.
I am sure the Test results of the University of Michigan ( 2 sets of tests dated June 2001& Jan 2002) & The ABS Seakeeping analysis
dated April 2002 would have answered some of those concerns in data form ( I honestly do not understand these reports) , but there is no
document with a date later than Sept 1999 which directly addressed these concerns. Such a document would be important for a Company like IL&FS as
the first report would be made by non technical staff to their Senior Management.
The data for the tank testing is to be found in the CD \Tank Test 7-02 \ Appendix A. The ABS report establishes the forces acting on the hulls
and the forces acting on the connections. The Rosenblatt study uses the ABS data to design the hull scantlings and from there to determine the
build cost of the units ( I don't understand there is no document with a date later than Sept 1999 which directly addressed these
concerns) All studies with the exceptions of CUSHING and McClure included in the CD are post Sept 1999)The results of the ABS study, the tank
testing at the University of Michigan and Rosenblatt study are summarized in the end of the Kountz main report. This is the first report to be
presented by a non technical staff to their Senior Management.
For solid Bulk carriers ( Container Carriers),we may require more or less a BOX shaped Hold for easier Stowage, loading & discharging
operations. Since the design is Semi � Circular, the Hold bottom would have a smaller area. Any ideas how this can be addressed?
Yes, space wise there is a small penalty to be paid however this might well be offset by the many other advantages inherent to the Seasnake system,
such as operating cost, versatility etc.
I did not come across any maneuvering data such as turning Circle, advance, Transfer,stopping distance, crash stops (using engines),
Turning efficiency while Rudder is used at various angles etc such as Turning Circles.
No studies along these lines have been carried out with the exception of the turning radius at full speed without side slip. No rudders. Crash
stop controlled by caboose.
Carlos Kountz provided the above answers.
Regression Formulas
Overseas Tankers:
Price (M$) = 0.0609 DWT ^(0.5791)
$/DWT = 60860 DWT ^(-0.4209)
Overseas Bulker Carriers:
Price (M$) = 0.0265 DWT^(0.6412)
$/DWT = 26455 DWT ^(-0.35288)
Overseas Containerships:
Price (M$) = 0.0513 TEU ^(0.8357)
$/TEU = 51304 TEU ^(-0.1634)
US Tankers:
Price (M$) = 0.026 DWT ^ (0.7298)
$/DWT = 25962 DWT (-0.2702)
US Dry Bulk Carriers:
Price (M$) = 0.0665 DWT ^(0.6644)
$/DWT = 66537 DWT ^(-0.3356)
US Containerships:
Price (M$) = 0.0724 TEU ^ (1.0291)
$/TEU = 72383 TEU ^(0.0291)
Note:The Price for formula is reasonably useful, whereas the price/TEU value should not be used.
