Seasnake World Wide Marketing,LLC

"The exclusive marketer of the Seasnake Design Concept"



Seasnake Brochure

Seasnake Turning

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.

Click here to read the originalfeasibility report authored by Carlos Kountz Click here to view an article written about the Seasnake concept by Ron Brochu, in Business North, Duluth, Minnesota on 12-09-2009

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.

Click here for an article written about Seasnake by Edward M. Anderson published in the Port Technology International, 57th Edition.

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.

Seasnake will fit into US Marine Highway System and could be an intregal player in Short-Sea shipping on US waterways. Marine Highway system


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.

Eliminate the need for huge infrastructure expenditures to expand or remodel locks, protect national security by eliminating the problem of stranding 1000 ft Great Lakes freighters above or below the Sault St. Marie lock system.

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.

Federal Maritime Commission Cargo Study, 2012 Discusses containerized cargo shipments from Canadian and Mexican ports into the US. Published for presentation to US Congress, July 2012.

Click here for an article written about Seasnake by Joseph Fonseca in the Marine Professional Blog.

SEASNAKE, LLC is offering a substantial equity position to the right partner willing to finance the completion of the Seasnake design.


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.

Michael Okash

Michael G. Okash

President and CEO

Seasnake Worldwide Marketing, LLC

P.O. Box 482

Superior, WI 54880, USA

Cell Phone: 218-343-2009


or send inquiries to:

115 Royal Palm Circle

Largo, FL 33778

Michael has over 35 years of experience as a longshoreman, stevedore and stevedore superintendent and also an additional 23 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.

Edward Anderson

Edward M. Anderson

Vice President Operations and Technology

607 E. 7th Street

Superior, WI 54880



As a former local government elected official and 35 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.

James H. Hartung

James H. Hartung

Executive Vice President, Chairman of the Board

5143 West Bancroft

Toledo, Ohio 43615

Phone 419-270-1060


A former port director in Toledo,Ohio, Burns Harbor, Indiana, and Chicago, Ill. Jim brings a wealth of executive level experience to the marketing team and serves as Chairman of the Board of Directors. Jim has extensive experience in international relations and will expand the reach of the Seasnake concept to the international shipping community.

Doug Kubic

Douglas Kubic

Vice President of Government and Labor Relations

3665 Sandpiper Rd., # 153

Virginia Beach, Va. 23456.



Doug's extensive experience as a labor leader has given him a unique set of skills in the development of relationships with Senators and Congressmen in Washington, DC and state officials especially in his home state of Wisconsin. Doug will handle government and labor relations for the Seasnake team.

Richard Konik

Richard Konik

Research and Government Affairs Director

3014 East Erie St.

Lorain, Ohio 44052

Office Phone:(440) 246-2123 (24 hr access)

Cell Phone: (440) 541-2306


Seasnake Inventor and Mechanical Engineer

Mr. Carlos Kountz Wierick

President and CEO of Seasnake LLC

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.


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?


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?


What is the grain capacity in one 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    


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?


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?


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.

Wagon 3

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.