The major Puget Sound ports continued to gain cargo volumes in April, though total box volume increases were moderate compared to the same period last year.
The Port of Seattle reported handling a total of 170,666 TEUs in April, a modest 1.7 percent increase over April of 2010 and well off the double-digit monthly increase the port experienced for most of last year.
As part of the total, the port handled 62,914 loaded inbound TEUs in April, a 2.7 percent drop over the same month last year. In terms of exports, the port reported moving 48,449 TEUs last month, a 7.2 percent increase over April 2010.
Total TEU volumes are up 6.2 percent at Seattle for the first four months of 2011, with imports up 3 percent and exports up 12.6 percent compared to the January to April period in 2010.
Down the coast, Tacoma port officials reported handling a total of 112,908 TEUs during April, a 5.2 percent increase over the year-ago period.
In the import column, Tacoma handled 33,903 loaded inbound TEUs in April, an 11.1 percent increase over last April. On the export side, the port handled 29,213 loaded outbound TEUs In April, an impressive 15.8 percent increase over April 2010.
Total cargo growth at Tacoma through April remains 7.9 percent above the first four months of last year, with imports up 6.3 percent and exports up 17.6 percent for the same period.
Tuesday, May 17, 2011
Anchorage Port Project Faces Delays, Snags, and Shrinking Scope
The cost to fully complete a major dock replacement project at the Port of Anchorage in Alaska has ballooned from about $150 million in 2002 to about $1.2 billion with a pushed-back completion date from 2011 to 2021.
Proponents of the plan cite the age of the port's current docks, some dating to well before the Alaskan earthquake of 1964, and the fact that 85 to 90 percent of imported goods coming into the state move through Anchorage.
The full plan would see the replacement of the existing dock, the creation of 135 acres of new port land, two new barge berths and three ship berths and a rail extension for cargo and military use. Preliminary work on the project began in 2003, with actual construction starting in 2004. The first phase of the project, including the rail extension, was completed in 2006 and Phase II work began in 2007. Estimates now suggest that the full plan would require an additional $922 million in funds to complete.
City official now say that cost overruns, delays, and the shrinking availability of funds have made the full project untenable.
Port of Anchorage director Bill Sheffield released a scaled-back version of the full construction plan on May 6. Sheffield's new proposal calls for 65 acres of new port land to be created, the construction of two barge berths and one new ship berth. Construction on the scaled-back plan would begin in 2013 and run through 2016. It would also require an additional $397 million in funds on top of the $265 million already spent. Under a 2003 agreement, the port committed to raising the funds for the project while the federal Maritime Administration would oversee construction.
However, there is concern that even the scaled-back plan may be impossible to complete as envisioned.
More than a decade ago, the port began talking about replacing the aging dock at the Anchorage port.
The full plan was first proposed in 2002 with a price tag of $150 million and called for the creation of 85 acres of new port land, using a construction technique called Open Cell Sheet Pile instead of a traditional deck-on-pilings design. The scope of the project was later expanded to create 135 acres of new land and wharfage at a 2005 cost of about $360 million.
The open cell technique drives half-inch thick, 20-inch-wide by 90-foot-long interlocking steel sheets about a dozen feet into the seabed to construct large horseshoe-shaped bulkheads rising out of the water. These palisade-like structures extend about 400 feet from the shore. Once a bulkhead is complete, the voids behind the bulkheads are backfilled to create a surface onto which decking can be built. Where the arches of the side-by-side bulkheads meet, piles are driven to flatten out the waterfront face of the new structure and provide anchor points for vessel fenders.
When the open cell plan was first proposed by Sheffield, who was appointed to the port position in 2001, it was argued that the open cell technique would cut the cost of the project from an estimated $230 million for a traditional deck-on-piling construction, to about $150 million for the open cell project.
By the end of the 2009 construction season, more than 60 of the large horseshoe-shaped cells had been constructed. However, during the 2009 construction season, contractors driving the steel plates into the seabed encountered problems. Subsequent underwater inspections found that nearly half of the cells had steel sheets that were bent, twisted or pulled away from their neighboring sheets' interlocking mechanism.
According to inspection reports, almost a quarter of the roughly 2,600 sheets examined were damaged. An additional 5,400 sheets that have already been installed await inspection.
Many of the damaged sheets were replaced or repaired and replaced during the 2010 construction season. In fact, no new sheets were installed in 2010, with the entire season taken up largely by repairs to damaged sheets and further inspections. The new contractor, which took over in 2010 and pre-drilled the seabed before hammering in the sheets, has reported no additional problems with the sheet installations.
So far, no one has declared a reason for the structural problems that occurred in 2009, but the port has said that it is investigating. There have also been calls for an outside investigation of the structural problems, as well as urging by a community advisory commission to have an independent review of the entire design and construction aspects of the project.
Sheffield and other city officials, according to the Anchorage Daily News, which has reported on the port project in detail, have insisted that taxpayers will not be tapped to finish the project.
A large portion of the funds for the port project to date have come from federal earmarks, with the state contributing $10 million to $20 million a year. The city has put in $49 million for the project and has also approved the port borrowing an additional $75 million that will be wrapped into a revenue bond to be issued when the project is complete.
But the port is still far short of the nearly $400 million still needed to fund the scaled-back version of the project. Sheffield recently told the Anchorage Daily News that he had been in touch with U.S. Transportation Secretary Ray LaHood and hopes to get leftover federal stimulus funds for the project.
Alaskan politics have also affected the project. The late-2008 defeat of long-serving Alaska Sen. Ted Stevens, well known for his ability to channel huge amounts of federal dollars to Alaska projects, seriously damaged the state's ability to win earmarks in Congress. In addition, the rise of anti-pork sentiments in Congress in recent years, coupled with the recent Congressional attitude of fiscal restraint, has also made obtaining federal funds for the port project more difficult.
Sheffield, while proposing a scaled-back version of the plan, contends that he will be able to raise the $700 million needed to finish the project as originally envisioned. Sheffield told the Anchorage Daily News that he has been able to assemble $50 million to $60 million a year by a combination of federal earmarks, loans, port revenue, and state/federal grants.
Proponents of the plan cite the age of the port's current docks, some dating to well before the Alaskan earthquake of 1964, and the fact that 85 to 90 percent of imported goods coming into the state move through Anchorage.
The full plan would see the replacement of the existing dock, the creation of 135 acres of new port land, two new barge berths and three ship berths and a rail extension for cargo and military use. Preliminary work on the project began in 2003, with actual construction starting in 2004. The first phase of the project, including the rail extension, was completed in 2006 and Phase II work began in 2007. Estimates now suggest that the full plan would require an additional $922 million in funds to complete.
City official now say that cost overruns, delays, and the shrinking availability of funds have made the full project untenable.
Port of Anchorage director Bill Sheffield released a scaled-back version of the full construction plan on May 6. Sheffield's new proposal calls for 65 acres of new port land to be created, the construction of two barge berths and one new ship berth. Construction on the scaled-back plan would begin in 2013 and run through 2016. It would also require an additional $397 million in funds on top of the $265 million already spent. Under a 2003 agreement, the port committed to raising the funds for the project while the federal Maritime Administration would oversee construction.
However, there is concern that even the scaled-back plan may be impossible to complete as envisioned.
More than a decade ago, the port began talking about replacing the aging dock at the Anchorage port.
The full plan was first proposed in 2002 with a price tag of $150 million and called for the creation of 85 acres of new port land, using a construction technique called Open Cell Sheet Pile instead of a traditional deck-on-pilings design. The scope of the project was later expanded to create 135 acres of new land and wharfage at a 2005 cost of about $360 million.
The open cell technique drives half-inch thick, 20-inch-wide by 90-foot-long interlocking steel sheets about a dozen feet into the seabed to construct large horseshoe-shaped bulkheads rising out of the water. These palisade-like structures extend about 400 feet from the shore. Once a bulkhead is complete, the voids behind the bulkheads are backfilled to create a surface onto which decking can be built. Where the arches of the side-by-side bulkheads meet, piles are driven to flatten out the waterfront face of the new structure and provide anchor points for vessel fenders.
When the open cell plan was first proposed by Sheffield, who was appointed to the port position in 2001, it was argued that the open cell technique would cut the cost of the project from an estimated $230 million for a traditional deck-on-piling construction, to about $150 million for the open cell project.
By the end of the 2009 construction season, more than 60 of the large horseshoe-shaped cells had been constructed. However, during the 2009 construction season, contractors driving the steel plates into the seabed encountered problems. Subsequent underwater inspections found that nearly half of the cells had steel sheets that were bent, twisted or pulled away from their neighboring sheets' interlocking mechanism.
According to inspection reports, almost a quarter of the roughly 2,600 sheets examined were damaged. An additional 5,400 sheets that have already been installed await inspection.
Many of the damaged sheets were replaced or repaired and replaced during the 2010 construction season. In fact, no new sheets were installed in 2010, with the entire season taken up largely by repairs to damaged sheets and further inspections. The new contractor, which took over in 2010 and pre-drilled the seabed before hammering in the sheets, has reported no additional problems with the sheet installations.
So far, no one has declared a reason for the structural problems that occurred in 2009, but the port has said that it is investigating. There have also been calls for an outside investigation of the structural problems, as well as urging by a community advisory commission to have an independent review of the entire design and construction aspects of the project.
Sheffield and other city officials, according to the Anchorage Daily News, which has reported on the port project in detail, have insisted that taxpayers will not be tapped to finish the project.
A large portion of the funds for the port project to date have come from federal earmarks, with the state contributing $10 million to $20 million a year. The city has put in $49 million for the project and has also approved the port borrowing an additional $75 million that will be wrapped into a revenue bond to be issued when the project is complete.
But the port is still far short of the nearly $400 million still needed to fund the scaled-back version of the project. Sheffield recently told the Anchorage Daily News that he had been in touch with U.S. Transportation Secretary Ray LaHood and hopes to get leftover federal stimulus funds for the project.
Alaskan politics have also affected the project. The late-2008 defeat of long-serving Alaska Sen. Ted Stevens, well known for his ability to channel huge amounts of federal dollars to Alaska projects, seriously damaged the state's ability to win earmarks in Congress. In addition, the rise of anti-pork sentiments in Congress in recent years, coupled with the recent Congressional attitude of fiscal restraint, has also made obtaining federal funds for the port project more difficult.
Sheffield, while proposing a scaled-back version of the plan, contends that he will be able to raise the $700 million needed to finish the project as originally envisioned. Sheffield told the Anchorage Daily News that he has been able to assemble $50 million to $60 million a year by a combination of federal earmarks, loans, port revenue, and state/federal grants.
SoCal Ports Report Solid Growth In April
Reversing tepid numbers in March, the Port of Long Beach swung sharply back into positive cargo growth territory last month and joined the neighboring Port of Los Angeles in reporting strong single digit percentage increases for April.
Port of Long Beach officials report handling a total of 531,090 TEUs in April, a 9.5 percent increase over April of last year.
On the import side of the ledger, the Port of Long Beach handled a total of 270,107 loaded inbound TEUs in April, a 12 percent increase over the same period last year. On the export side, port officials report handling a total of 143,683 loaded outbound TEUs, a 10.4 percent increase compared to April 2010.
Across the harbor, Port of Los Angeles officials reported handling a total of 617,272 TEUs in April, a 3.7 percent increase over the same period last year.
In the import column, the port moved a total of 312,359 loaded inbound TEUs last month, a 3.4 percent increase. On the export side, port officials reported handling a total of 167,448 loaded outbound TEUs in April, a 5.8 percent increase over April 2010.
Port of Long Beach officials report handling a total of 531,090 TEUs in April, a 9.5 percent increase over April of last year.
On the import side of the ledger, the Port of Long Beach handled a total of 270,107 loaded inbound TEUs in April, a 12 percent increase over the same period last year. On the export side, port officials report handling a total of 143,683 loaded outbound TEUs, a 10.4 percent increase compared to April 2010.
Across the harbor, Port of Los Angeles officials reported handling a total of 617,272 TEUs in April, a 3.7 percent increase over the same period last year.
In the import column, the port moved a total of 312,359 loaded inbound TEUs last month, a 3.4 percent increase. On the export side, port officials reported handling a total of 167,448 loaded outbound TEUs in April, a 5.8 percent increase over April 2010.
Friday, May 13, 2011
Vancouver USA Rail Project Gets Boost From Rejected Florida Rail Funds
Florida's loss is the Washington state Port of Vancouver's gain.
The federal government has announced that the Vancouver port will receive $15 million for its West Vancouver Freight Access (WVFA) rail modernization project from the $2.4 billion in high-speed rail funds that Florida Governor Rick Scott rejected in February.
The Vancouver grant is being provided through the U.S. Department of Transportation and will be administered by the Washington State Department of Transportation (WSDOT).
The $15 million windfall will be specifically invested in the construction of a rail access point at the east end of the port that is separate from the BNSF mainline. The $38 million project – part of the overall $150 million WVFA plan – is set to start by April 2013, with scheduled completion in January 2016. Matching funds from the port will make up the bulk of the cost for the project beyond the federal funds.
“This [DOT] award demonstrates how our partnerships with the Washington State Department of Transportation, our congressional representatives and the BNSF Railway Company have effectively demonstrated the passenger and freight rail benefits of this project to the region and the national rail system,” Port of Vancouver Executive Director Larry Paulson said in a statement.
Divided into 20 project elements, the overall WVFA project includes construction of a new dual carrier rail access into the port, enhancement of the port’s internal rail system, relocation of port facilities and utilities to accommodate track realignment, and improvements to port roadways.
The WVFA, the largest capital investment in the port's history, is at the heart of port officials' efforts to attract new business and retain existing businesses.
"We needed to increase our rail capacity. We needed to handle unit trains that are more than 100 rail cars long and unclog a bottleneck caused by trains coming into the port, stalling national rail lines to the west coast," Port Executive Director Larry Paulson said last month.
In July 2010, the port completed a rail loop project as the final phase of its $66 million Terminal 5 rail upgrade project – itself the first key component of the larger WVFA project. Completed ahead of schedule and on budget, the rail loop marked the first major milestone under the West Vancouver Freight Access and Industrial Track Agreement, a deal reached between the port and BNSF in 2008 that provides the overall blueprint and timeline for the WVFA project. The entire WVFA project is set for completion some time in 2017.
When completed, the WVFA is expected to triple the rail car capacity of the port-area BNSF tracks.
The federal government has announced that the Vancouver port will receive $15 million for its West Vancouver Freight Access (WVFA) rail modernization project from the $2.4 billion in high-speed rail funds that Florida Governor Rick Scott rejected in February.
The Vancouver grant is being provided through the U.S. Department of Transportation and will be administered by the Washington State Department of Transportation (WSDOT).
The $15 million windfall will be specifically invested in the construction of a rail access point at the east end of the port that is separate from the BNSF mainline. The $38 million project – part of the overall $150 million WVFA plan – is set to start by April 2013, with scheduled completion in January 2016. Matching funds from the port will make up the bulk of the cost for the project beyond the federal funds.
“This [DOT] award demonstrates how our partnerships with the Washington State Department of Transportation, our congressional representatives and the BNSF Railway Company have effectively demonstrated the passenger and freight rail benefits of this project to the region and the national rail system,” Port of Vancouver Executive Director Larry Paulson said in a statement.
Divided into 20 project elements, the overall WVFA project includes construction of a new dual carrier rail access into the port, enhancement of the port’s internal rail system, relocation of port facilities and utilities to accommodate track realignment, and improvements to port roadways.
The WVFA, the largest capital investment in the port's history, is at the heart of port officials' efforts to attract new business and retain existing businesses.
"We needed to increase our rail capacity. We needed to handle unit trains that are more than 100 rail cars long and unclog a bottleneck caused by trains coming into the port, stalling national rail lines to the west coast," Port Executive Director Larry Paulson said last month.
In July 2010, the port completed a rail loop project as the final phase of its $66 million Terminal 5 rail upgrade project – itself the first key component of the larger WVFA project. Completed ahead of schedule and on budget, the rail loop marked the first major milestone under the West Vancouver Freight Access and Industrial Track Agreement, a deal reached between the port and BNSF in 2008 that provides the overall blueprint and timeline for the WVFA project. The entire WVFA project is set for completion some time in 2017.
When completed, the WVFA is expected to triple the rail car capacity of the port-area BNSF tracks.
Calif. Export Levels Surpass Dot.Com Era Levels In March
California exporters shipped $13.95 billion worth of cargo in March, a 12.8 percent gain over March 2010 and the 17th consecutive month of year-over-year gains, according to an analysis by Beacon Economics of foreign trade data released Wednesday by the U.S. Commerce Department.
Manufactured exports rose by 12.8 percent compared to the year-ago period, according to Beacon, while non-manufactured exports – primarily raw materials and agricultural products – were up by 10.9 percent. Re-exports, those goods brought into the U.S. and then shipped out again such as through a Foreign Trade Zone, increased by 17.9 percent in March.
“On an inflation-adjusted basis, California’s export trade hit a new high for the month of March, even exceeding the level of exports recorded at the height of the dot.com boom a decade ago,” Beacon’s International Trade Adviser Jock O’Connell said.
O'Connell said that it’s remarkable that the latest gains occurred despite the disruption brought to the normal transpacific trading patterns by the March 11 earthquake and tsunami in Japan, California's fourth largest export market.
Beacon analysis experts predict that California’s export trade will continue to see positive growth. The report goes on to state that the chief factors currently aiding California exporters is growth in the state's target markets and the drop of the dollar to its lowest value in decades.
"The importance of these steady gains by exporters to the overall recovery of the U.S. economy shouldn't be underestimated," Beacon founding partner Christopher Thornberg said. "Rebalancing our external accounts is a critical component of healing the economy in the aftermath of the massive financial bubble that hit in the middle part of the last decade."
An apparent reprieve from steadily rising oil prices should also help exporters by keeping transportation costs in check at least through this summer, Beacon's O'Connell said.
Manufactured exports rose by 12.8 percent compared to the year-ago period, according to Beacon, while non-manufactured exports – primarily raw materials and agricultural products – were up by 10.9 percent. Re-exports, those goods brought into the U.S. and then shipped out again such as through a Foreign Trade Zone, increased by 17.9 percent in March.
“On an inflation-adjusted basis, California’s export trade hit a new high for the month of March, even exceeding the level of exports recorded at the height of the dot.com boom a decade ago,” Beacon’s International Trade Adviser Jock O’Connell said.
O'Connell said that it’s remarkable that the latest gains occurred despite the disruption brought to the normal transpacific trading patterns by the March 11 earthquake and tsunami in Japan, California's fourth largest export market.
Beacon analysis experts predict that California’s export trade will continue to see positive growth. The report goes on to state that the chief factors currently aiding California exporters is growth in the state's target markets and the drop of the dollar to its lowest value in decades.
"The importance of these steady gains by exporters to the overall recovery of the U.S. economy shouldn't be underestimated," Beacon founding partner Christopher Thornberg said. "Rebalancing our external accounts is a critical component of healing the economy in the aftermath of the massive financial bubble that hit in the middle part of the last decade."
An apparent reprieve from steadily rising oil prices should also help exporters by keeping transportation costs in check at least through this summer, Beacon's O'Connell said.
Los Angeles Port Labor Agreement With Construction Union Approved By City
The Los Angeles City Council on Wednesday approved a five-year labor agreement that will cover more than $1.5 billion in planned Port of Los Angeles construction projects.
The agreement, which was approved by the port governing board in March, sets guidelines on the types of workers that must be hired by contractors for the various port projects.
The projects are expected to require a total of more than 6,000 workers through 2016. Under the terms of the agreement struck with the Los Angeles/Orange Counties Building and Construction Trade Council: 30 percent of the jobs must go to local port-area residents; 10 percent must go to "at-risk" workers, such as unemployed or workers with criminal records; and, at least 20 percent must go toward union apprentices.
The rest of the available positions will go to union workers.
Supporters have argued that such labor agreements assure quality union workers for projects while reducing work stoppages and strikes during construction.
Opponents of similar labor agreements have said they drive up costs and shut out small contractors who can not afford to provide labor from outside their own firms.
The agreement, which was approved by the port governing board in March, sets guidelines on the types of workers that must be hired by contractors for the various port projects.
The projects are expected to require a total of more than 6,000 workers through 2016. Under the terms of the agreement struck with the Los Angeles/Orange Counties Building and Construction Trade Council: 30 percent of the jobs must go to local port-area residents; 10 percent must go to "at-risk" workers, such as unemployed or workers with criminal records; and, at least 20 percent must go toward union apprentices.
The rest of the available positions will go to union workers.
Supporters have argued that such labor agreements assure quality union workers for projects while reducing work stoppages and strikes during construction.
Opponents of similar labor agreements have said they drive up costs and shut out small contractors who can not afford to provide labor from outside their own firms.
The Marine Exchange of Alaska: Alaska’s Maritime Safety Net
By Ed Page
The crew of the Marine Exchange, from left to right, includes Steve Lanwermeyer, Bill Benning, Brett Farrell and Ed Page, seen here with the 32-foot landing craft Cleat that is AIS equipped and used to install, service, test and repair AIS sites in Southeast Alaska. Photo Courtesy of the Marine Exchange of Alaska.
At times an evening swapping sea stories can lead to good outcomes. Such was the case in the fall of 2000 when Coast Guard Captain Ed Page, Paul Fuhs and Jeff Thompson met in Anchorage. After sharing stories on Alaska maritime casualties, the three decided to start a marine exchange that would build and operate a vessel tracking safety net for Alaska. All three had worked in the Alaska maritime community, knew the challenges of operating in the Last Frontier and saw the need for such a capability. Ten years later, the non-profit Marine Exchange of Alaska (MXAK), launched at the dawn of the 21st century, is operating one of the largest vessel tracking networks in the world, providing information on vessels sailing the waters of our nation’s largest maritime state that boasts a staggering 34,000 miles of coastline and more than 40 ports.
Mission
The core business of a marine exchange is collecting and “exchanging” maritime information to aid safe, secure, efficient and environmentally sound maritime operations. While many of the marine exchanges in other ports and regions of the US have operated for more than 100 years by visually sighting vessels and exchanging information via phone and radios, the brokering of maritime information has become more sophisticated with the advent of radars, the internet, satellite transponders and AIS (Automatic Identification System). Due to the enormity of Alaska’s maritime regions, only through applying emerging technologies could a marine exchange cover the entire state and offshore waters.
In reflecting on the startup, Ed Page noted, “Throughout my 30 year Coast Guard career I was exposed to several marine exchanges and was impressed with their wealth of knowledge of regional maritime operations. I found them to be an invaluable asset.” While assigned as the Captain of the Port in Los Angeles and Long Beach, Page partnered with the Marine Exchange of LA/LB in establishing the first joint industry and Coast Guard Vessel Traffic Center. He became intrigued with the idea of developing a marine exchange for Alaska.
“The only way we could make a marine exchange work up here was to use satellite transponders, AIS and the Internet” remarks Board President Paul Fuhs, former Mayor of Dutch Harbor. Fuhs was a diver who met Page in the 80’s when he was hired by the Coast Guard to detonate shipwrecks in the Aleutians to burn off the fuel oil before it affected the environment. Fuhs added, “Soon after we opened the doors, in addition to Page, we hired two retired Coast Guardsmen, Paul Webb and Bill Benning, who worked in search and rescue and communications in Alaska. They helped build the Alaska vessel tracking system and safety net.”
To conduct field tests of tracking systems in the most challenging marine environment Page and Benning chartered a fishing boat in the Aleutians and installed various tracking systems. “Bill Benning’s communications expertise, savvy and tireless work ethic was pivotal in developing MXAK’s vessel tracking network.” Says Fuhs.
Membership and Funding
MXAK’s Board of Directors is comprised of Alaska Marine Lines, Crowley Maritime, Totem Ocean Trailer Express, Port of Juneau and Alaska’s three pilot associations, all of whom embraced the vision and provided the initial funding along with the State of Alaska. Federal and state legislators, mayors of Alaska communities, Alaska Governor Sean Parnell and Admiral Papp, the Commandant of the Coast Guard, have all visited MXAK and applaud the progress in maritime safety attained from the federal/state and industry partnership that has supported the development, operation and maintenance of the system. Today, with funding provided by the marine industry, Coast Guard and State of Alaska the Marine Exchange operates 80 AIS (Automatic Identification System) receiving sites throughout Alaska, from above the Arctic Circle, west to Adak and south to Ketchikan providing vessel-tracking coverage for more than 200,000 square miles of Alaska waters.
Vessel Tracking Applications
The operation of the vessel tracking system benefits both government and the marine industry.
Safety: The system’s ability to locate vessels in distress and vessels that may be able to provide assistance is routinely tapped into by the Coast Guard, who has real time access to vessel tracking information obtained by MXAK’s system.
Efficiency: The ability to ensure the timely dispatch of pilots, tugs, line handlers, shore gangs, truckers and Coast Guard vessel escorts when vessels arrive at various locations.
Environmental Protection: The effective deployment of response vessels and the validation of compliance with environmental protective measures (speed restrictions in whale areas, offshore discharge of sewage, compliance with Areas To Be Avoided, Risk Assessments and fisheries management) is enhanced by vessel tracking.
Security: The monitoring of shipping, dispatch of Coast Guard vessels and response to security incidents are also all aided by vessel tracking.
Building and Maintaining the Expansive AIS Network
Executive Director Page is proud of the accomplishments achieved by his crew of 14. “We have a team of adventurous men who think nothing of packing a sleeping bag, bear protection and tools and heading off to remote areas of Alaska on a boat, helicopter or float plane to build an AIS site,” he says. “We’ve installed AIS receiver sites at abandoned lighthouses, fish hatcheries, tug offices, port offices, schools, mountain tops, fish processing facilities and pilot stations throughout Alaska.”
While Page may be running the show, he’s also one of the crew, boarding helicopters, sailing on boats and even kayaking to remote islands to lend a hand digging foundations for solar panels and wind turbines, hauling concrete and batteries and building structures needed to support the AIS sites.
MXAK processes, displays and disseminates data received from AIS, satellite transponders and fishing vessel VMS sensors, via a secure, password protected web site, with users restricted in what they are authorized to view. The data can also be accessed on iPhones and iPads.
Maritime Advocacy
In addition to vessel tracking, MXAK has been an advocate for the Alaska maritime community and saved the industry millions by convincing TSA to establish mobile enrollment TWIC centers in Alaska, working with the Coast Guard in exempting small ports and facilities from security regulations and in allowing for less burdensome security measures for lower risk ports and facilities. Presently, MXAK is leading an effort to develop and implement more cost effective Alternative Planning Criteria (APC) for addressing Coast Guard required Vessel Response Plans for tankers and in the near future, non-tank vessels. The APC focuses on resources and procedures that will prevent oil spills in lieu of procuring large caches of offshore oil recovery equipment that in most cases is ineffective in Alaska’s offshore waters.
Coast Guard Recognition
17th District Commander Admiral Christopher Colvin recognized the Marine Exchanges’ accomplishments when he presented the Coast Guard’s Meritorious Public Service Commendation to the organization. The citation in part read “Since 2000, the Marine Exchange of Alaska has played a key and leading role for Maritime Domain Awareness throughout Alaska by adapting available, and in some cases leading edge, technology to provide critical maritime information to both commercial and government users at unprecedented levels.”
Future
Last year the MXAK crew logged more than 3,000 miles in their 32-foot landing craft Cleat and 200,000 miles on aircraft in the process of installing and servicing their sites in Alaska. With the federal budget challenges, the Coast Guard is not receiving the funds needed to build the AIS and Rescue 21 systems Alaska needs to effectively carry out the service’s safety, environmental protection and security missions. Due to the high cost of building these networks in Alaska, the safety net provided for mariners sailing in the lower 48 won’t be built in Alaska for many years, if ever. On this issue Page says, “We’re looking at expanding our AIS network to fill in gapped areas, develop the capability to send weather and safety messages over AIS and incorporate Rescue 21 Digital Selective Calling VHF radio transceivers throughout Alaska – technology that will benefit the Coast Guard, the State of Alaska and the marine industry. And, with the Arctic oil development and maritime operations heating up, we’re expanding our capabilities up there too”.
If MXAK’s accomplishments made over the last 10 years are any indication of the future, one can expect MXAK staff should have no trouble completing this challenging worklist as well.
For more on the Marine Exchange of Alaska check out their web site at www.mxak.org.
The crew of the Marine Exchange, from left to right, includes Steve Lanwermeyer, Bill Benning, Brett Farrell and Ed Page, seen here with the 32-foot landing craft Cleat that is AIS equipped and used to install, service, test and repair AIS sites in Southeast Alaska. Photo Courtesy of the Marine Exchange of Alaska.
At times an evening swapping sea stories can lead to good outcomes. Such was the case in the fall of 2000 when Coast Guard Captain Ed Page, Paul Fuhs and Jeff Thompson met in Anchorage. After sharing stories on Alaska maritime casualties, the three decided to start a marine exchange that would build and operate a vessel tracking safety net for Alaska. All three had worked in the Alaska maritime community, knew the challenges of operating in the Last Frontier and saw the need for such a capability. Ten years later, the non-profit Marine Exchange of Alaska (MXAK), launched at the dawn of the 21st century, is operating one of the largest vessel tracking networks in the world, providing information on vessels sailing the waters of our nation’s largest maritime state that boasts a staggering 34,000 miles of coastline and more than 40 ports.
Mission
The core business of a marine exchange is collecting and “exchanging” maritime information to aid safe, secure, efficient and environmentally sound maritime operations. While many of the marine exchanges in other ports and regions of the US have operated for more than 100 years by visually sighting vessels and exchanging information via phone and radios, the brokering of maritime information has become more sophisticated with the advent of radars, the internet, satellite transponders and AIS (Automatic Identification System). Due to the enormity of Alaska’s maritime regions, only through applying emerging technologies could a marine exchange cover the entire state and offshore waters.
In reflecting on the startup, Ed Page noted, “Throughout my 30 year Coast Guard career I was exposed to several marine exchanges and was impressed with their wealth of knowledge of regional maritime operations. I found them to be an invaluable asset.” While assigned as the Captain of the Port in Los Angeles and Long Beach, Page partnered with the Marine Exchange of LA/LB in establishing the first joint industry and Coast Guard Vessel Traffic Center. He became intrigued with the idea of developing a marine exchange for Alaska.
“The only way we could make a marine exchange work up here was to use satellite transponders, AIS and the Internet” remarks Board President Paul Fuhs, former Mayor of Dutch Harbor. Fuhs was a diver who met Page in the 80’s when he was hired by the Coast Guard to detonate shipwrecks in the Aleutians to burn off the fuel oil before it affected the environment. Fuhs added, “Soon after we opened the doors, in addition to Page, we hired two retired Coast Guardsmen, Paul Webb and Bill Benning, who worked in search and rescue and communications in Alaska. They helped build the Alaska vessel tracking system and safety net.”
To conduct field tests of tracking systems in the most challenging marine environment Page and Benning chartered a fishing boat in the Aleutians and installed various tracking systems. “Bill Benning’s communications expertise, savvy and tireless work ethic was pivotal in developing MXAK’s vessel tracking network.” Says Fuhs.
Membership and Funding
MXAK’s Board of Directors is comprised of Alaska Marine Lines, Crowley Maritime, Totem Ocean Trailer Express, Port of Juneau and Alaska’s three pilot associations, all of whom embraced the vision and provided the initial funding along with the State of Alaska. Federal and state legislators, mayors of Alaska communities, Alaska Governor Sean Parnell and Admiral Papp, the Commandant of the Coast Guard, have all visited MXAK and applaud the progress in maritime safety attained from the federal/state and industry partnership that has supported the development, operation and maintenance of the system. Today, with funding provided by the marine industry, Coast Guard and State of Alaska the Marine Exchange operates 80 AIS (Automatic Identification System) receiving sites throughout Alaska, from above the Arctic Circle, west to Adak and south to Ketchikan providing vessel-tracking coverage for more than 200,000 square miles of Alaska waters.
Vessel Tracking Applications
The operation of the vessel tracking system benefits both government and the marine industry.
Safety: The system’s ability to locate vessels in distress and vessels that may be able to provide assistance is routinely tapped into by the Coast Guard, who has real time access to vessel tracking information obtained by MXAK’s system.
Efficiency: The ability to ensure the timely dispatch of pilots, tugs, line handlers, shore gangs, truckers and Coast Guard vessel escorts when vessels arrive at various locations.
Environmental Protection: The effective deployment of response vessels and the validation of compliance with environmental protective measures (speed restrictions in whale areas, offshore discharge of sewage, compliance with Areas To Be Avoided, Risk Assessments and fisheries management) is enhanced by vessel tracking.
Security: The monitoring of shipping, dispatch of Coast Guard vessels and response to security incidents are also all aided by vessel tracking.
Building and Maintaining the Expansive AIS Network
Executive Director Page is proud of the accomplishments achieved by his crew of 14. “We have a team of adventurous men who think nothing of packing a sleeping bag, bear protection and tools and heading off to remote areas of Alaska on a boat, helicopter or float plane to build an AIS site,” he says. “We’ve installed AIS receiver sites at abandoned lighthouses, fish hatcheries, tug offices, port offices, schools, mountain tops, fish processing facilities and pilot stations throughout Alaska.”
While Page may be running the show, he’s also one of the crew, boarding helicopters, sailing on boats and even kayaking to remote islands to lend a hand digging foundations for solar panels and wind turbines, hauling concrete and batteries and building structures needed to support the AIS sites.
MXAK processes, displays and disseminates data received from AIS, satellite transponders and fishing vessel VMS sensors, via a secure, password protected web site, with users restricted in what they are authorized to view. The data can also be accessed on iPhones and iPads.
Maritime Advocacy
In addition to vessel tracking, MXAK has been an advocate for the Alaska maritime community and saved the industry millions by convincing TSA to establish mobile enrollment TWIC centers in Alaska, working with the Coast Guard in exempting small ports and facilities from security regulations and in allowing for less burdensome security measures for lower risk ports and facilities. Presently, MXAK is leading an effort to develop and implement more cost effective Alternative Planning Criteria (APC) for addressing Coast Guard required Vessel Response Plans for tankers and in the near future, non-tank vessels. The APC focuses on resources and procedures that will prevent oil spills in lieu of procuring large caches of offshore oil recovery equipment that in most cases is ineffective in Alaska’s offshore waters.
Coast Guard Recognition
17th District Commander Admiral Christopher Colvin recognized the Marine Exchanges’ accomplishments when he presented the Coast Guard’s Meritorious Public Service Commendation to the organization. The citation in part read “Since 2000, the Marine Exchange of Alaska has played a key and leading role for Maritime Domain Awareness throughout Alaska by adapting available, and in some cases leading edge, technology to provide critical maritime information to both commercial and government users at unprecedented levels.”
Future
Last year the MXAK crew logged more than 3,000 miles in their 32-foot landing craft Cleat and 200,000 miles on aircraft in the process of installing and servicing their sites in Alaska. With the federal budget challenges, the Coast Guard is not receiving the funds needed to build the AIS and Rescue 21 systems Alaska needs to effectively carry out the service’s safety, environmental protection and security missions. Due to the high cost of building these networks in Alaska, the safety net provided for mariners sailing in the lower 48 won’t be built in Alaska for many years, if ever. On this issue Page says, “We’re looking at expanding our AIS network to fill in gapped areas, develop the capability to send weather and safety messages over AIS and incorporate Rescue 21 Digital Selective Calling VHF radio transceivers throughout Alaska – technology that will benefit the Coast Guard, the State of Alaska and the marine industry. And, with the Arctic oil development and maritime operations heating up, we’re expanding our capabilities up there too”.
If MXAK’s accomplishments made over the last 10 years are any indication of the future, one can expect MXAK staff should have no trouble completing this challenging worklist as well.
For more on the Marine Exchange of Alaska check out their web site at www.mxak.org.
