By Mark Edward Nero
Japan-based vessel-operating common carrier Mitsui OSK Lines (MOL) and its corporate affiliate, Nissan Motor Car Carrier Co. (NMCC), have reached an agreement with the Federal Maritime Commission to settle charges that they engaged in violations of the Shipping Act.
MOL and NMCC operate pure car carriers (PCCs) and roll on/roll off (ro/ro) vessels in US inbound and outbound trades.
The agreement resolves allegations that MOL and NMCC violated section 10(a) of the Shipping Act by acting with other ocean common carriers regarding the shipment of automobiles and other motorized vehicles by ro/ro or specialized car carrier vessels, where such agreements had not been filed with the Commission or been effective under the Shipping Act.
The compromise also addressed related activities and violations arising under such carrier agreements. The Commission alleged that the practices persisted over several years and involved numerous U.S. trade lanes.
Under the agreement, MOL agreed to pay $1,275,000 in penalties and agreed to provide ongoing cooperation with other Commission investigations or enforcement actions with respect to these activities, but weren’t required to admit to violations of the Shipping Act.
This is the second public announcement in recent months of Commission enforcement action against parties who fail to file carrier agreements. In December 2013, a different compromise was announced under which two Tokyo-based companies – K Line and NYK Line – paid $1.1 million and $1.2 million, respectively, in penalties for similar Shipping Act violations.
Tuesday, February 18, 2014
Vancouver USA Port Welcomes Ship’s
Maiden Voyage
By Mark Edward Nero
On Feb. 11, the Port of Vancouver USA welcomed the cargo ship M/V Alam Sinar, commanded by Capt. Arturo Lobigas of the Philippines, on her maiden voyage to the United States.
Lobigas and his 19-member Filipino crew were welcomed to Vancouver by representatives from Pacific Northwest Ship and Cargo and Port of Vancouver USA.
The M/V Alam Sinar, a Class NKK bulk carrier, was built in Japan in 2013, is owned by Grace Ocean Private Ltd. and operated by Malaysian Bulk Carrier. The Singapore-flagged vessel is 579 feet (176.5 meters) long and has a deadweight capacity of 36,320 tons.
Before docking at the Port of Vancouver, the M/V Alam Sinar sailed from Takamatsu, Japan, then to the Port of Vancouver USA where she loaded about 6,000 metric tons of copper concentrate.
The vessel next arrived in Vancouver, B.C. on Feb. 14 and then Campbell River, British Columbia. It is later expected to sail to Akita and Nihama, Japan before its final stop at Isabel, in the Philippines.
On Feb. 11, the Port of Vancouver USA welcomed the cargo ship M/V Alam Sinar, commanded by Capt. Arturo Lobigas of the Philippines, on her maiden voyage to the United States.
Lobigas and his 19-member Filipino crew were welcomed to Vancouver by representatives from Pacific Northwest Ship and Cargo and Port of Vancouver USA.
The M/V Alam Sinar, a Class NKK bulk carrier, was built in Japan in 2013, is owned by Grace Ocean Private Ltd. and operated by Malaysian Bulk Carrier. The Singapore-flagged vessel is 579 feet (176.5 meters) long and has a deadweight capacity of 36,320 tons.
Before docking at the Port of Vancouver, the M/V Alam Sinar sailed from Takamatsu, Japan, then to the Port of Vancouver USA where she loaded about 6,000 metric tons of copper concentrate.
The vessel next arrived in Vancouver, B.C. on Feb. 14 and then Campbell River, British Columbia. It is later expected to sail to Akita and Nihama, Japan before its final stop at Isabel, in the Philippines.
Canadian Companies Unveil
Shipbuilding Industry Strategy
By Mark Edward Nero
On Feb. 12, the British Columbia Shipbuilding and Ship Repair Board (SSRB), a group representing various Canadian private sector companies, released a workforce development strategy document for the B.C. shipbuilding and ship repair industry.
The document, titled “Towards 2020: A BC Shipbuilding & Ship Repair Industry Workforce Strategy,” is intended by the SSRB to inform and guide public and private investments in labor market development initiatives over the next decade.
It forecasts that throughout the next ten years, British Columbia employers will need over 4,000 skilled workers and trades people to meet existing and future job openings in both the shipbuilding and ship repair sector, as well as the directly affiliated metal plate and fabrication sector in professions such as welders, marine fitters, electricians, pipefitters/sprinkler installers, trades supervisors, machine fitters and marine engine mechanic occupations.
“The release of this strategy is timely for our industry as public and private institutions begin making critical decisions that will impact BC’s shipbuilding and ship repair industry for many years,” John Shaw, Vice President, Government Relations and Business Development for Seaspan Shipyards, and Vice-Chair of the SSRB, said.
Chuck Ko, President of Allied Shipbuilders, said the document was developed in consultation with many stakeholders, with the goal of “illuminating the way forward” toward building a more effective and efficient labor market for British Columbia’s growing shipbuilding and ship repair industry. “It will guide and inform decision making in both public and private sectors as to the best way forward as this industry develops rapidly over the next few years,” he said.
A digital version of the Workforce Strategy is available at http://issuu.com/gocrocodile/docs/towards_2020_digital
On Feb. 12, the British Columbia Shipbuilding and Ship Repair Board (SSRB), a group representing various Canadian private sector companies, released a workforce development strategy document for the B.C. shipbuilding and ship repair industry.
The document, titled “Towards 2020: A BC Shipbuilding & Ship Repair Industry Workforce Strategy,” is intended by the SSRB to inform and guide public and private investments in labor market development initiatives over the next decade.
It forecasts that throughout the next ten years, British Columbia employers will need over 4,000 skilled workers and trades people to meet existing and future job openings in both the shipbuilding and ship repair sector, as well as the directly affiliated metal plate and fabrication sector in professions such as welders, marine fitters, electricians, pipefitters/sprinkler installers, trades supervisors, machine fitters and marine engine mechanic occupations.
“The release of this strategy is timely for our industry as public and private institutions begin making critical decisions that will impact BC’s shipbuilding and ship repair industry for many years,” John Shaw, Vice President, Government Relations and Business Development for Seaspan Shipyards, and Vice-Chair of the SSRB, said.
Chuck Ko, President of Allied Shipbuilders, said the document was developed in consultation with many stakeholders, with the goal of “illuminating the way forward” toward building a more effective and efficient labor market for British Columbia’s growing shipbuilding and ship repair industry. “It will guide and inform decision making in both public and private sectors as to the best way forward as this industry develops rapidly over the next few years,” he said.
A digital version of the Workforce Strategy is available at http://issuu.com/gocrocodile/docs/towards_2020_digital
Friday, February 14, 2014
Port of Portland Approves Container Carrier Subsidy Program
By Mark Edward Nero
On a 7-1 vote, the Port of Portland Commission on Feb. 12 approved an incentive program designed to keep Hanjin Shipping from following through on a threat to stop calling at Portland’s Terminal 6.
Under the one-year program, the port says it will pay shipping lines $20 per container moved through Portland, plus an additional $25 per container for each increase in the number they transport beyond pre-determined levels, with a not-to-exceed budget of $4 million.
“The program is being developed in order to help sustain the mission-critical nature of the container franchise to shippers in Oregon and throughout the region,” the port’s general manager of marine business development, Sebastian Degens, said in a presentation to the Commission.
At the meeting, port Executive Director Bill Wyatt said that without the program, Hanjin will not continue its weekly calls at Terminal 6. Hanjin is the port’s largest carrier, handling close to 80 percent of the terminal’s cargo. The company, which has been averaging about 1,600 containers per week, has had a presence in the Portland area since 1994.
However, Hanjin announced in October 2013 that because of escalating costs, beginning in the first quarter of 2014, it would cease its direct-call service to Port of Portland as part of its Pacific Northwest Hanjin Express Service.
“If they choose to leave, we could end up seeing a fence go up around Terminal 6,” Wyatt said. Objecting to the program was the International Longshore & Warehouse Union, which said the subsidies would amount to an indirect subsidy benefiting terminal operator ICTSI Oregon.
The incentives are one component of a two-part initiative to increase the long-term viability of the container franchise in Portland, Degens said, with the second component involving a current initiative by Gov. John Kitzhaber’s office to bring parties together to address and seek remedies for current labor jurisdictional issues.
ILWU Local 8 has been involved in a years-long legal battle with ICTSI regarding territorial rights and productivity on the docks.
Gov. Kitzhaber announced Dec. 12 that a two-year dispute over specific work at Terminal 6 had been resolved and that the job of plugging in and unplugging refrigerated ships at the terminal was being reassigned from International Brotherhood of Electrical Workers to ILWU Local 8 workers. However, since then the terminal operator has accused the longshore union of conducting work slowdowns and decreased productivity.
Port Commissioner Bruce Holte, a Local 8 member and former officer, cast the lone vote against the subsidy plan.
The subsidy program, which is set to expire at the end of 2014, would be paid for entirely from revenues received from ICTSI under the Terminal 6 lease, according to the port.
On a 7-1 vote, the Port of Portland Commission on Feb. 12 approved an incentive program designed to keep Hanjin Shipping from following through on a threat to stop calling at Portland’s Terminal 6.
Under the one-year program, the port says it will pay shipping lines $20 per container moved through Portland, plus an additional $25 per container for each increase in the number they transport beyond pre-determined levels, with a not-to-exceed budget of $4 million.
“The program is being developed in order to help sustain the mission-critical nature of the container franchise to shippers in Oregon and throughout the region,” the port’s general manager of marine business development, Sebastian Degens, said in a presentation to the Commission.
At the meeting, port Executive Director Bill Wyatt said that without the program, Hanjin will not continue its weekly calls at Terminal 6. Hanjin is the port’s largest carrier, handling close to 80 percent of the terminal’s cargo. The company, which has been averaging about 1,600 containers per week, has had a presence in the Portland area since 1994.
However, Hanjin announced in October 2013 that because of escalating costs, beginning in the first quarter of 2014, it would cease its direct-call service to Port of Portland as part of its Pacific Northwest Hanjin Express Service.
“If they choose to leave, we could end up seeing a fence go up around Terminal 6,” Wyatt said. Objecting to the program was the International Longshore & Warehouse Union, which said the subsidies would amount to an indirect subsidy benefiting terminal operator ICTSI Oregon.
The incentives are one component of a two-part initiative to increase the long-term viability of the container franchise in Portland, Degens said, with the second component involving a current initiative by Gov. John Kitzhaber’s office to bring parties together to address and seek remedies for current labor jurisdictional issues.
ILWU Local 8 has been involved in a years-long legal battle with ICTSI regarding territorial rights and productivity on the docks.
Gov. Kitzhaber announced Dec. 12 that a two-year dispute over specific work at Terminal 6 had been resolved and that the job of plugging in and unplugging refrigerated ships at the terminal was being reassigned from International Brotherhood of Electrical Workers to ILWU Local 8 workers. However, since then the terminal operator has accused the longshore union of conducting work slowdowns and decreased productivity.
Port Commissioner Bruce Holte, a Local 8 member and former officer, cast the lone vote against the subsidy plan.
The subsidy program, which is set to expire at the end of 2014, would be paid for entirely from revenues received from ICTSI under the Terminal 6 lease, according to the port.
POLB to Test New Ship Emissions Control System
By Mark Edward Nero
The Port of Long Beach will fund testing of a new air pollution-control technology for docked cargo ships under an agreement approved Feb. 10 by the port’s Board of Harbor Commissioners.
Under the deal, the port would rely on regional air quality authorities to oversee a demonstration project to assess the safety and the pollution-reducing effectiveness of a mobile, barge-mounted emissions control system to capture and treat ships’ smokestack emissions.
The Alternative Maritime Emission Control System, or AMECS, diverts a docked ship’s emissions into an air-pollution filter-and-treatment device.
California recently began requiring container, refrigerated-cargo and cruise ships to plug in to shore power while at berth in order to reduce air pollution by using landside electricity. The regulations, however, only apply to about 100 of the port’s 300 vessel calls a month.
The new system, the port says, could provide an alternative to shore power, allowing ships to run their engines to produce the power they need for lighting, communications, pumps, refrigeration and more. “We want to become a zero-emissions port, so I look forward with particular interest to see how the AMECS technology performs,” Harbor Commission President Doug Drummond said.
A Los Angeles-area company, Advanced Cleanup Technology Inc. (ACTI), developed the AMECS technology. Under the agreement, the South Coast Air Quality Management District will supervise the testing on behalf of the port, with Long Beach staff oversight.
The port has been working with ACTI since 2006 on demonstrating the technology. An earlier, wharf-mounted version was often called “sock on a stack” due to the large bonnet that was lifted by crane and placed over the smokestacks to capture emissions. The new system is mounted on a barge and uses a direct connection to a vessel’s exhaust outlets.
The port says it will fund the total project cost of $2 million.
The Port of Long Beach will fund testing of a new air pollution-control technology for docked cargo ships under an agreement approved Feb. 10 by the port’s Board of Harbor Commissioners.
Under the deal, the port would rely on regional air quality authorities to oversee a demonstration project to assess the safety and the pollution-reducing effectiveness of a mobile, barge-mounted emissions control system to capture and treat ships’ smokestack emissions.
The Alternative Maritime Emission Control System, or AMECS, diverts a docked ship’s emissions into an air-pollution filter-and-treatment device.
California recently began requiring container, refrigerated-cargo and cruise ships to plug in to shore power while at berth in order to reduce air pollution by using landside electricity. The regulations, however, only apply to about 100 of the port’s 300 vessel calls a month.
The new system, the port says, could provide an alternative to shore power, allowing ships to run their engines to produce the power they need for lighting, communications, pumps, refrigeration and more. “We want to become a zero-emissions port, so I look forward with particular interest to see how the AMECS technology performs,” Harbor Commission President Doug Drummond said.
A Los Angeles-area company, Advanced Cleanup Technology Inc. (ACTI), developed the AMECS technology. Under the agreement, the South Coast Air Quality Management District will supervise the testing on behalf of the port, with Long Beach staff oversight.
The port has been working with ACTI since 2006 on demonstrating the technology. An earlier, wharf-mounted version was often called “sock on a stack” due to the large bonnet that was lifted by crane and placed over the smokestacks to capture emissions. The new system is mounted on a barge and uses a direct connection to a vessel’s exhaust outlets.
The port says it will fund the total project cost of $2 million.
Jean Anne – Putting eNav to the Test
By Michael A. Moore
The system is so good, it's easy to become over-reliant, to get focused on the screen. You need to match what you see outside the window with what you see on the screen."
Captain Greg Johnson, the master of Pasha Hawaii's Jean Anne has a few things to say about ECDIS and electronic navigation.
Captain Johnson knows of what he speaks. The Jean Anne has been equipped with a paperless primary ECDIS navigation system since its 2005 launch, and met IMO/SOLAS requirements with paper charts as a back-up.
"We went fully ECDIS compliant last May, with dual electronic systems" said Captain Johnson. "We still have paper charts on board, but I think the electronic charts are much better."
From the day it launched in 2005, Pasha Hawaii's M/V Jean Anne has led the West Coast commercial fleet in embracing innovation and technology. The 14,330-ton, 579-by-102-foot ship was the company's first pure car/truck carrier constructed to meet the requirements of the Jones Act.
Besides its ten-deck ro/ro design and 19-knot cruising speed, the Jean Anne was equipped for the electronic navigation revolution with a Sperry Marine multi-console Vision 2100 integrated bridge system (IBS), including a navigation station, conning station, planning station, steering station and separate weatherproof bridge wing consoles.
"The paperless navigation practices on the Jean Anne will apply to SOLAS-compliant newbuild deliveries in 2014," said Christian Hempstead, of Hempstead Maritime Training.
Captain Johnson may be all for paperless charts and the electronic bridge, but he is not quite ready to leave the old ways totally behind. He said the Jean Anne carries a set of paper charts as a worst-case backup.
"Training in the use of the sextant and plotting on paper charts is important," he said. "It's good practice to manually plot and target, then look at the situation. You have better understanding of how the ship interacts with its environment."
Proper training is the key to successful implementation of a paperless electronic navigation system, according to Captain Johnson.
"You very much need type specific training," he said. "I went to a one week AMO ECDIS course. It was on a TRANSAS system."
Pasha has installed Sperry on the Jean Anne – so he trained on that as well. The two systems do the same things, but in different ways.
"It's like the difference between a PC and a Mac. You really need training on the system you will be working with."
One of the main differences brought about by an integrated bridge system, in Captain Johnson's view, is track steering, which combines an ECDIS with the autopilot. The navigator can program a voyage plan into the ECDIS that contains one or more tracks.
"Track steering is a step up from autopilot," said Captain Johnson. "We input the voyage information and parameters, along with maximum rudder and whether it can deviate 50 or 100 meters off course.
"We are not making course corrections – we just make sure the machine is following the line. At waypoints, it gives an alarm then makes the turn unless you tell it not to."
The autopilot system receives its orders from the ECDIS and transmits steering commands to the steering system. Those orders may include manual changes of wanted heading, turn radius or rate of turn. The orders may originate from track control along a selected route.
The software that controls the whole system is Sperry Marine's proprietary Voyage Management System software, which integrates inputs from the ship's navigation sensors to present a clear, real-time picture of the ship's position and movement across the ECDIS.
Before the 2013 upgrade, the Jean Anne's charts were updated with commercial e-charts.
"When we went fully compliant, we started using NOAA e-charts," said Captain Johnson. "You can have the best system in the world, but if the charts are not upgraded you don't get the full advantage of your technology."
The Jean Anne's charts are updated using onboard wi-fi when the ship is in port in Honolulu and San Diego.
Increased safety is another reason Captain Johnson likes the increasing role of integrating electronics in navigation.
"The biggest thing to increase safety is AIS," he said. "The AIS is integrated into the radar and the ECDIS. You can actually see a ship's name on the radar screen as well as the electronic chart, so you know who you are talking to."
Even though the Jean Anne's bridge system is automated and intelligent, Captain Johnson recognizes that system failures can occur, such as the possibility of GPS failure or spoofing.
"If the spoof is mid-ocean, it would be hard to tell unless you noticed the swell coming from a different direction," he said. "We check the magnetic compass against the gyro header every hour and log the readings. We would notice a differential in the track line."
There is one slight change in the integrated bridge system that Captain Johnson would like to see made in the interest of safety.
"We still have a function where you can silence the alarm," he said. "That needs to be changed. The captain needs to know as soon as possible whenever there is a problem with the system or the ship's situation."
He also firmly believes in human oversight of the electronic system.
"The bridge is manned 24/7," he said. "The system is only as good as the person taking care of it."
One of Captain Johnson's concerns is the tendency of young watch officers – used to video consoles and games – to keep their attention focused totally on the electronic display while navigating.
"We've noticed a lot of the younger officers tend to focus more on the electronics – it's important that they develop the habit of looking up and out the windows to make sure what of what you are seeing, or not seeing on that screen."
The Jean Anne underwent retrofitting in response to environmental regulations in California. The ship is burning marine diesel oil, a lighter and cleaner fuel, and has modified its fuels to avoid the loss of power problem that has plagued other ships when they switch fuels when approaching port.
"We tried low sulfur, regular and gas oil fuels," said Ulrich Piencka, the Jean Anne's chief engineer. "We found we did not have the control we wanted, so we switched to using purely two grades – NGO and HFO. Outside the 200 miles limit, we use HFO, then we switch. The chiller improves the viscosity of the NGO, which improves the starting. We haven't had any loss of power problems that way."
The system is so good, it's easy to become over-reliant, to get focused on the screen. You need to match what you see outside the window with what you see on the screen."
Captain Greg Johnson, the master of Pasha Hawaii's Jean Anne has a few things to say about ECDIS and electronic navigation.
Captain Johnson knows of what he speaks. The Jean Anne has been equipped with a paperless primary ECDIS navigation system since its 2005 launch, and met IMO/SOLAS requirements with paper charts as a back-up.
"We went fully ECDIS compliant last May, with dual electronic systems" said Captain Johnson. "We still have paper charts on board, but I think the electronic charts are much better."
From the day it launched in 2005, Pasha Hawaii's M/V Jean Anne has led the West Coast commercial fleet in embracing innovation and technology. The 14,330-ton, 579-by-102-foot ship was the company's first pure car/truck carrier constructed to meet the requirements of the Jones Act.
Besides its ten-deck ro/ro design and 19-knot cruising speed, the Jean Anne was equipped for the electronic navigation revolution with a Sperry Marine multi-console Vision 2100 integrated bridge system (IBS), including a navigation station, conning station, planning station, steering station and separate weatherproof bridge wing consoles.
"The paperless navigation practices on the Jean Anne will apply to SOLAS-compliant newbuild deliveries in 2014," said Christian Hempstead, of Hempstead Maritime Training.
Captain Johnson may be all for paperless charts and the electronic bridge, but he is not quite ready to leave the old ways totally behind. He said the Jean Anne carries a set of paper charts as a worst-case backup.
"Training in the use of the sextant and plotting on paper charts is important," he said. "It's good practice to manually plot and target, then look at the situation. You have better understanding of how the ship interacts with its environment."
Proper training is the key to successful implementation of a paperless electronic navigation system, according to Captain Johnson.
"You very much need type specific training," he said. "I went to a one week AMO ECDIS course. It was on a TRANSAS system."
Pasha has installed Sperry on the Jean Anne – so he trained on that as well. The two systems do the same things, but in different ways.
"It's like the difference between a PC and a Mac. You really need training on the system you will be working with."
One of the main differences brought about by an integrated bridge system, in Captain Johnson's view, is track steering, which combines an ECDIS with the autopilot. The navigator can program a voyage plan into the ECDIS that contains one or more tracks.
"Track steering is a step up from autopilot," said Captain Johnson. "We input the voyage information and parameters, along with maximum rudder and whether it can deviate 50 or 100 meters off course.
"We are not making course corrections – we just make sure the machine is following the line. At waypoints, it gives an alarm then makes the turn unless you tell it not to."
The autopilot system receives its orders from the ECDIS and transmits steering commands to the steering system. Those orders may include manual changes of wanted heading, turn radius or rate of turn. The orders may originate from track control along a selected route.
The software that controls the whole system is Sperry Marine's proprietary Voyage Management System software, which integrates inputs from the ship's navigation sensors to present a clear, real-time picture of the ship's position and movement across the ECDIS.
Before the 2013 upgrade, the Jean Anne's charts were updated with commercial e-charts.
"When we went fully compliant, we started using NOAA e-charts," said Captain Johnson. "You can have the best system in the world, but if the charts are not upgraded you don't get the full advantage of your technology."
The Jean Anne's charts are updated using onboard wi-fi when the ship is in port in Honolulu and San Diego.
Increased safety is another reason Captain Johnson likes the increasing role of integrating electronics in navigation.
"The biggest thing to increase safety is AIS," he said. "The AIS is integrated into the radar and the ECDIS. You can actually see a ship's name on the radar screen as well as the electronic chart, so you know who you are talking to."
Even though the Jean Anne's bridge system is automated and intelligent, Captain Johnson recognizes that system failures can occur, such as the possibility of GPS failure or spoofing.
"If the spoof is mid-ocean, it would be hard to tell unless you noticed the swell coming from a different direction," he said. "We check the magnetic compass against the gyro header every hour and log the readings. We would notice a differential in the track line."
There is one slight change in the integrated bridge system that Captain Johnson would like to see made in the interest of safety.
"We still have a function where you can silence the alarm," he said. "That needs to be changed. The captain needs to know as soon as possible whenever there is a problem with the system or the ship's situation."
He also firmly believes in human oversight of the electronic system.
"The bridge is manned 24/7," he said. "The system is only as good as the person taking care of it."
One of Captain Johnson's concerns is the tendency of young watch officers – used to video consoles and games – to keep their attention focused totally on the electronic display while navigating.
"We've noticed a lot of the younger officers tend to focus more on the electronics – it's important that they develop the habit of looking up and out the windows to make sure what of what you are seeing, or not seeing on that screen."
The Jean Anne underwent retrofitting in response to environmental regulations in California. The ship is burning marine diesel oil, a lighter and cleaner fuel, and has modified its fuels to avoid the loss of power problem that has plagued other ships when they switch fuels when approaching port.
"We tried low sulfur, regular and gas oil fuels," said Ulrich Piencka, the Jean Anne's chief engineer. "We found we did not have the control we wanted, so we switched to using purely two grades – NGO and HFO. Outside the 200 miles limit, we use HFO, then we switch. The chiller improves the viscosity of the NGO, which improves the starting. We haven't had any loss of power problems that way."
Long Beach Port Appoints
New Environmental Director
By Mark Edward Nero
Port of Long Beach’s harbor board on Feb. 10 formally promoted staffer Heather Tomley to the position of Director of Environmental Planning. In her new role, she will be charged with leading the port’s environmental initiatives.
Tomley, who will report to Managing Director of Environmental Affairs and Planning Rick Cameron, had been the port’s Acting Director of Environmental Planning since July 2013. She originally joined the port as an Environmental Planning Associate in 2005, was promoted to Environmental Specialist and then Senior Environmental Specialist in 2006 and Assistant Director in 2008.
“Heather Tomley’s work in the Environmental Planning Division has been instrumental to the greening of the port,” Harbor Commission President Doug Drummond said.
As Director of Environmental Planning, Tomley will lead the division most directly responsible for the port’s signature environmental programs: the Green Port Policy and the San Pedro Bay Ports Clean Air Action Plan. The division coordinates programs to improve air, water and soil quality, preserve wildlife habitat and integrate sustainability into port practices.
Tomley earned her bachelor of science in chemistry and a minor in Psychology from Cal Poly San Luis Obispo, and her master of science in environmental science from the University of North Carolina at Chapel Hill.
She’s scheduled to begin her new role March 17.
Port of Long Beach’s harbor board on Feb. 10 formally promoted staffer Heather Tomley to the position of Director of Environmental Planning. In her new role, she will be charged with leading the port’s environmental initiatives.
Tomley, who will report to Managing Director of Environmental Affairs and Planning Rick Cameron, had been the port’s Acting Director of Environmental Planning since July 2013. She originally joined the port as an Environmental Planning Associate in 2005, was promoted to Environmental Specialist and then Senior Environmental Specialist in 2006 and Assistant Director in 2008.
“Heather Tomley’s work in the Environmental Planning Division has been instrumental to the greening of the port,” Harbor Commission President Doug Drummond said.
As Director of Environmental Planning, Tomley will lead the division most directly responsible for the port’s signature environmental programs: the Green Port Policy and the San Pedro Bay Ports Clean Air Action Plan. The division coordinates programs to improve air, water and soil quality, preserve wildlife habitat and integrate sustainability into port practices.
Tomley earned her bachelor of science in chemistry and a minor in Psychology from Cal Poly San Luis Obispo, and her master of science in environmental science from the University of North Carolina at Chapel Hill.
She’s scheduled to begin her new role March 17.
