By Mark Edward Nero
The Pacific Maritime Association and International Longshore & Warehouse Union are taking a weeklong break in contract negotiations, the parties said July 25.
“After several days of productive contract talks, both parties concluded negotiations,” a joint statement by the two sides said. ‘No talks will take place from July 28 to Aug. 1 so that the ILWU can resume unrelated contract negotiations in the Pacific Northwest.”
In addition to the PMA talks, the union is negotiating with three PNW grain export terminals – Louis Dreyfus Commodities, Marubeni-Columbia Grain and Mitsui-United Grain – that are not PMA members.
The Pacific Maritime Association, which represents management, and the ILWU, which represents labor, say they expect to resume contract negotiations Monday, Aug. 4 in San Francisco.
The two sides began talks regarding a new labor contract on May 12. The previous six-year labor pact, which covered almost 20,000 longshore workers at 29 ports up and down the West Coast, expired June 30, but although no contract extension has been ratified, both sides have agreed to keep operating under the provisions of the recently expired contract for the time being.
Although there are no signs of a union strike or management lockout looming, there’s a history of contentious talks between the PMA and the ILWU, which represents dock workers in California, Oregon and Washington.
Neither the 2008 or 2002 talks were resolved until after the contracts’ expirations, and in 2002, the PMA launched an employer lockout that shut down the West Coast ports for 10 days and resulted in an estimated $1 billion-per-day loss to the industry.
Tuesday, July 29, 2014
Cargo Handling is a Hot Topic for Ports
By Michael A. Moore
As newly built fleets of megaships get ready to set sail, Pacific Coast port operators are scrambling to dramatically increase their productivity and decrease unloading and port turnaround times to accommodate the quantum increases in the number of containers a single ship can bring into their facilities.
Throughput is the name of the game and technology provides the tools to win. However, not all tech is high tech – and dramatic improvements in productivity can result from simple changes to existing equipment.
The humble head block is an example of a conventional technology where an improvement not only provides a dramatic increase in productivity, but impacts the need to upgrade post-quay handling systems and technology to keep the containers moving.
“The latest thing in spreader tech is the Stinis split headblock for double-twin operation,” said Frank Hegan, president of Crane Tech Solutions. “Stinis came up with the idea of being able to pick up two containers fifteen years ago. This is the next step in that evolution – the split headblock can pick up four 20-foot containers or two 40 or 45 footers at once. The new headblock can nearly double the number of containers that can be handled in a given time. It’s all about how to get more productivity out of current assets.”
The faster the containers can be handled the more the terminal must ensure the cranes and docks are able to handle the additional capacity to prevent a back up on the quay.
“You have to think holistically,” said Hagen. “The terminal must review how they move containers to and from the water front and to and from the stacks. The next step is to analyze the steps the terminal uses in the stacks and how its Terminal Operating System (TOS) will perform monitoring the containers on terminal.
“The next phase is to review the movement of containers from the gates to/from the stacks,” he said. “For instance, does the terminal have a means to control the number of containers in the stack to prevent the possible occurrence of not having enough space to store the necessary containers. The gates must also be designed to handle the increased container traffic. The primary focus in the overall analysis must be to minimize and eliminate potential bottlenecks on the terminal.”
The technology that helps the port keep the containers moving is becoming increasingly high tech and data-centric. Crane operators running remotely controlled STS cranes with joysticks have moved from the cramped crane cab in the sky to an ergonomic office environment. Cameras on board the cranes allow the operators to monitor the crane operation with views better that the ones they had from the crane cabin. Without the operator onboard, the crane can run faster, resulting in shorter ramp and cycle times.
Containers are precisely tracked and located by means of position information systems that use a combination of GPS, gyros and motion sensors on the cargo handling equipment, including rubber tired gantry (RTG) cranes equipped with wi-fi that constantly communicate their every move, twist and turn to the terminal operation system (TOS) that is programmed with a 3-D matrix of the terminal.
Each cell of the matrix has a set of global position coordinates. When a crane operator puts a container into that cell, crane park position, position of the spreader, and the height are read by sensors and communicated wirelessly into the RTGs system and linked to the terminal operation system. On the release of the twist lock, all this gives the container a precise location on the yard. When the crane comes to pick up the container, the system automatically recognizes the location. After picking it up, the system registers the dispatch.
The size of container ships continues to increase exponentially, from Panamax ships with capacity up to 4,000 TEUs, to today’s Malaccamax giants of 18,000 TEU’s, outrunning the efforts of ports to keep up, much less get ahead of the mega-sizing of container ships.
Improvements in technology have moved beyond the GPS, sensors and wi-fi – the cargo handling equipment of the near future will incorporate three-dimensional lasers and even more data stream analysis and artificial intelligence. Beyond that are automated ports utilizing autonomous cranes, stackers, gantries and loaders – machines that work 24/7/365, only taking breaks for maintenance that is mandated by halfway around the world controllers that continuously monitor every aspect of the machines.
Autonomous trucks, drills and trains are already in use in copper and iron mines but it may be a while before they make their presence known in US ports in any significant way.
“There will be autonomous machines in the ports in the not too distant future,” said Alan Peterson, who heads up global sales for TMEIC Corporation, a joint venture of Toyota and Mitsubishi Electric Systems. TMEIC provides motor, drive and automation systems as well as develops advanced technology for the manufacturers of the intelligent cranes, gantries, stackers and other port cargo handling equipment.
“No one is ready to build autonomous key cranes yet,” he said. “The capability is there, but you can’t control the human factor. There are too many people in the work zone.
“People want remote controlled key cranes, where you get the driver out of the crane. ABB did it in 2007 in Panama – they were able to move 27 boxes an hour. Speed is the key. The goal is 36 to 40 boxes an hour – no one is doing that yet.”
The obstacle to higher speeds is the ability to control sway, which is still an elusive goal for remote controlled cranes.
“The driver in the cab has the physical feel and feedback to control the sway,” said Peterson. “TMEIC does not feel it will be a big problem, we have developed a prototype system and will soon be testing it on a working crane. The pieces are all there – what TMEIC is doing is putting them together to make the Beta Crane work.”
TMEIC has also developed a system for eliminating stack topples. “For yard cranes, 82 percent of the cost of insurance claims is caused by stack collisions” says Laurence Jones, Director of Global Risk for specialty maritime and transport industry insurer TT Club. The problem is simply a spreader or a container under the spreader colliding with the stack. The resulting damage and/or injuries caused by such accidents amounted to “339 claims costing $42 million over the last 7 years.”
TMEIC’s Maxview Smart Move™ system uses LIDAR, or laser imaging detection and ranging technology that measures properties of reflected infrared laser light to dynamically determine position of containers and spreader (loaded or unloaded). The system utilizes an industrial-grade laser scanner and sophisticated Maxview® system software modules to anticipate the movements of the spreader in flight as compared to the stack profile so as to prevent contact between the two.
The system is designed to be active in the background at all times but without intervention until collision avoidance requires it. One can liken this to the reverse motion sensors available on many modern automobiles: operation is only restricted when a collision is imminent.
Automated rail car landings are another area where TMEIC is pushing the envelope.
“Our customers want twin 20 automatic pick and landing,” said Peterson. “The goal is to accurately map the first landing position on the railcar using the 3D laser as a topographical mapping tool. We take a picture with the scanning laser to establish the four points for the landing.”
There may not be an abundance of autonomous machines operating in port terminals, but there are automated terminals. Automated container terminals are defined as those that use container-handling equipment that require no human interaction, according to a CH2M Hill report. Automated terminals automate at least one component of the terminal system.
There are more than a dozen semi or fully automated terminals in use throughout the world at this time. As of 2012, there is one automated terminal in the US located in Portsmouth, Virginia and two automated terminals planned in the Port of Los Angeles.
The Port of Los Angeles (POLA) published a draft study of terminal automation in March that stated, “most automated terminals that are under development worldwide are focused on Automated Stacking Cranes (ASCs) designs.” ASCs are rail mounted gantry cranes (RMGs) that are generally aligned perpendicular to the berth and interface with the terminal at the ends of the stacks.
The report says the ASCs both lift and carry loaded containers along the row to their destination within the row. Each ASC row typically has two ASCs running on the same set of rails: one for stevedoring work, and one for landside (gate and rail) work. ASC terminals are the current world standard for automated container terminals.
“ASCs do most of their duty cycle with no human interaction and can be driven remotely as needed,” the report says.
In ASC facilities, a stacking height of 1-over-5 has become the industry standard. The taller stacks may be possible, but pose more of a challenge for precisely level stacking areas, and also result in delay in retrieving local imports from tall stacks. The current range of ASC stack length varies from 36-59 total ground slots (TGS) (770 to 1260 feet). While these are not necessarily hard limits, stacks that are too short make poor use of expensive ASCs, and stacks that are too long may not allow for sufficient crane capacity to place or remove containers to make full use of them.
Finally, the report notes that ASC based terminals also have the advantage of allowing street trucks to turn off engines while waiting for service after backing into an ASC buffer; this results in significantly reduced trucks emissions.
CH2M Hill sees ports of the future employing intelligent containers, fully automated STS cranes, Mag-Lev replacing AGV and the TOS using quantum computing.
As newly built fleets of megaships get ready to set sail, Pacific Coast port operators are scrambling to dramatically increase their productivity and decrease unloading and port turnaround times to accommodate the quantum increases in the number of containers a single ship can bring into their facilities.
Throughput is the name of the game and technology provides the tools to win. However, not all tech is high tech – and dramatic improvements in productivity can result from simple changes to existing equipment.
The humble head block is an example of a conventional technology where an improvement not only provides a dramatic increase in productivity, but impacts the need to upgrade post-quay handling systems and technology to keep the containers moving.
“The latest thing in spreader tech is the Stinis split headblock for double-twin operation,” said Frank Hegan, president of Crane Tech Solutions. “Stinis came up with the idea of being able to pick up two containers fifteen years ago. This is the next step in that evolution – the split headblock can pick up four 20-foot containers or two 40 or 45 footers at once. The new headblock can nearly double the number of containers that can be handled in a given time. It’s all about how to get more productivity out of current assets.”
The faster the containers can be handled the more the terminal must ensure the cranes and docks are able to handle the additional capacity to prevent a back up on the quay.
“You have to think holistically,” said Hagen. “The terminal must review how they move containers to and from the water front and to and from the stacks. The next step is to analyze the steps the terminal uses in the stacks and how its Terminal Operating System (TOS) will perform monitoring the containers on terminal.
“The next phase is to review the movement of containers from the gates to/from the stacks,” he said. “For instance, does the terminal have a means to control the number of containers in the stack to prevent the possible occurrence of not having enough space to store the necessary containers. The gates must also be designed to handle the increased container traffic. The primary focus in the overall analysis must be to minimize and eliminate potential bottlenecks on the terminal.”
The technology that helps the port keep the containers moving is becoming increasingly high tech and data-centric. Crane operators running remotely controlled STS cranes with joysticks have moved from the cramped crane cab in the sky to an ergonomic office environment. Cameras on board the cranes allow the operators to monitor the crane operation with views better that the ones they had from the crane cabin. Without the operator onboard, the crane can run faster, resulting in shorter ramp and cycle times.
Containers are precisely tracked and located by means of position information systems that use a combination of GPS, gyros and motion sensors on the cargo handling equipment, including rubber tired gantry (RTG) cranes equipped with wi-fi that constantly communicate their every move, twist and turn to the terminal operation system (TOS) that is programmed with a 3-D matrix of the terminal.
Each cell of the matrix has a set of global position coordinates. When a crane operator puts a container into that cell, crane park position, position of the spreader, and the height are read by sensors and communicated wirelessly into the RTGs system and linked to the terminal operation system. On the release of the twist lock, all this gives the container a precise location on the yard. When the crane comes to pick up the container, the system automatically recognizes the location. After picking it up, the system registers the dispatch.
The size of container ships continues to increase exponentially, from Panamax ships with capacity up to 4,000 TEUs, to today’s Malaccamax giants of 18,000 TEU’s, outrunning the efforts of ports to keep up, much less get ahead of the mega-sizing of container ships.
Improvements in technology have moved beyond the GPS, sensors and wi-fi – the cargo handling equipment of the near future will incorporate three-dimensional lasers and even more data stream analysis and artificial intelligence. Beyond that are automated ports utilizing autonomous cranes, stackers, gantries and loaders – machines that work 24/7/365, only taking breaks for maintenance that is mandated by halfway around the world controllers that continuously monitor every aspect of the machines.
Autonomous trucks, drills and trains are already in use in copper and iron mines but it may be a while before they make their presence known in US ports in any significant way.
“There will be autonomous machines in the ports in the not too distant future,” said Alan Peterson, who heads up global sales for TMEIC Corporation, a joint venture of Toyota and Mitsubishi Electric Systems. TMEIC provides motor, drive and automation systems as well as develops advanced technology for the manufacturers of the intelligent cranes, gantries, stackers and other port cargo handling equipment.
“No one is ready to build autonomous key cranes yet,” he said. “The capability is there, but you can’t control the human factor. There are too many people in the work zone.
“People want remote controlled key cranes, where you get the driver out of the crane. ABB did it in 2007 in Panama – they were able to move 27 boxes an hour. Speed is the key. The goal is 36 to 40 boxes an hour – no one is doing that yet.”
The obstacle to higher speeds is the ability to control sway, which is still an elusive goal for remote controlled cranes.
“The driver in the cab has the physical feel and feedback to control the sway,” said Peterson. “TMEIC does not feel it will be a big problem, we have developed a prototype system and will soon be testing it on a working crane. The pieces are all there – what TMEIC is doing is putting them together to make the Beta Crane work.”
TMEIC has also developed a system for eliminating stack topples. “For yard cranes, 82 percent of the cost of insurance claims is caused by stack collisions” says Laurence Jones, Director of Global Risk for specialty maritime and transport industry insurer TT Club. The problem is simply a spreader or a container under the spreader colliding with the stack. The resulting damage and/or injuries caused by such accidents amounted to “339 claims costing $42 million over the last 7 years.”
TMEIC’s Maxview Smart Move™ system uses LIDAR, or laser imaging detection and ranging technology that measures properties of reflected infrared laser light to dynamically determine position of containers and spreader (loaded or unloaded). The system utilizes an industrial-grade laser scanner and sophisticated Maxview® system software modules to anticipate the movements of the spreader in flight as compared to the stack profile so as to prevent contact between the two.
The system is designed to be active in the background at all times but without intervention until collision avoidance requires it. One can liken this to the reverse motion sensors available on many modern automobiles: operation is only restricted when a collision is imminent.
Automated rail car landings are another area where TMEIC is pushing the envelope.
“Our customers want twin 20 automatic pick and landing,” said Peterson. “The goal is to accurately map the first landing position on the railcar using the 3D laser as a topographical mapping tool. We take a picture with the scanning laser to establish the four points for the landing.”
There may not be an abundance of autonomous machines operating in port terminals, but there are automated terminals. Automated container terminals are defined as those that use container-handling equipment that require no human interaction, according to a CH2M Hill report. Automated terminals automate at least one component of the terminal system.
There are more than a dozen semi or fully automated terminals in use throughout the world at this time. As of 2012, there is one automated terminal in the US located in Portsmouth, Virginia and two automated terminals planned in the Port of Los Angeles.
The Port of Los Angeles (POLA) published a draft study of terminal automation in March that stated, “most automated terminals that are under development worldwide are focused on Automated Stacking Cranes (ASCs) designs.” ASCs are rail mounted gantry cranes (RMGs) that are generally aligned perpendicular to the berth and interface with the terminal at the ends of the stacks.
The report says the ASCs both lift and carry loaded containers along the row to their destination within the row. Each ASC row typically has two ASCs running on the same set of rails: one for stevedoring work, and one for landside (gate and rail) work. ASC terminals are the current world standard for automated container terminals.
“ASCs do most of their duty cycle with no human interaction and can be driven remotely as needed,” the report says.
In ASC facilities, a stacking height of 1-over-5 has become the industry standard. The taller stacks may be possible, but pose more of a challenge for precisely level stacking areas, and also result in delay in retrieving local imports from tall stacks. The current range of ASC stack length varies from 36-59 total ground slots (TGS) (770 to 1260 feet). While these are not necessarily hard limits, stacks that are too short make poor use of expensive ASCs, and stacks that are too long may not allow for sufficient crane capacity to place or remove containers to make full use of them.
Finally, the report notes that ASC based terminals also have the advantage of allowing street trucks to turn off engines while waiting for service after backing into an ASC buffer; this results in significantly reduced trucks emissions.
CH2M Hill sees ports of the future employing intelligent containers, fully automated STS cranes, Mag-Lev replacing AGV and the TOS using quantum computing.
West Coast Ports, Terminals Awarded Security Funding
By Mark Edward Nero
More than two dozen ports and marine terminal operators throughout Washington, Oregon and California have been awarded a total of millions of dollars in grant funding from the US Department of Homeland Security through the Fiscal Year 2014 Port Security Grant Program, the Federal Emergency Management Agency said July 25.
The security grant funds go toward helping protect critical port infrastructure from terrorism, enhancing maritime domain awareness, improving port-wide maritime security risk management and maintaining or reestablishing maritime security mitigation protocols that support port recovery and resiliency capabilities.
Among the larger grant recipients for FY 2014 were the Port of Long Beach, which received about $4 million; the Port of San Diego, which was awarded $2 million; and the San Francisco and Oakland ports, which received $1.4 million and $1.3 million, respectively.
Numerous other grant recipients received between $100,000 and $600,000, including the Long Beach Container Terminal, the Marine Exchange of Los Angeles-Long Beach, Pasha Stevedoring, the Port of Everett, the Port of Port Angeles, the Port of Tacoma, the Port of Grays Harbor and the Port of Astoria. Also among the awardees is the Port of Hueneme, which is to receive $409,410.
“This funding comes at a critical time as we continue to partner with our community law enforcement partners to ramp up security and maximize the safety of the citizens we serve,” Port of Hueneme CEO & Port Director Kristin Decas said.
In all, the FY 2014 Port Security Grant Program provided about $100 million for transportation infrastructure security activities throughout the United States. A full list of the grant recipients and amounts is available at https://s3-us-gov-west-1.amazonaws.com/dam-production/uploads/1406300071406-69f388acb175b5226b828476d462a5ce/GPD%20IB%20Allocation%20Announcement_Final.pdf.
More than two dozen ports and marine terminal operators throughout Washington, Oregon and California have been awarded a total of millions of dollars in grant funding from the US Department of Homeland Security through the Fiscal Year 2014 Port Security Grant Program, the Federal Emergency Management Agency said July 25.
The security grant funds go toward helping protect critical port infrastructure from terrorism, enhancing maritime domain awareness, improving port-wide maritime security risk management and maintaining or reestablishing maritime security mitigation protocols that support port recovery and resiliency capabilities.
Among the larger grant recipients for FY 2014 were the Port of Long Beach, which received about $4 million; the Port of San Diego, which was awarded $2 million; and the San Francisco and Oakland ports, which received $1.4 million and $1.3 million, respectively.
Numerous other grant recipients received between $100,000 and $600,000, including the Long Beach Container Terminal, the Marine Exchange of Los Angeles-Long Beach, Pasha Stevedoring, the Port of Everett, the Port of Port Angeles, the Port of Tacoma, the Port of Grays Harbor and the Port of Astoria. Also among the awardees is the Port of Hueneme, which is to receive $409,410.
“This funding comes at a critical time as we continue to partner with our community law enforcement partners to ramp up security and maximize the safety of the citizens we serve,” Port of Hueneme CEO & Port Director Kristin Decas said.
In all, the FY 2014 Port Security Grant Program provided about $100 million for transportation infrastructure security activities throughout the United States. A full list of the grant recipients and amounts is available at https://s3-us-gov-west-1.amazonaws.com/dam-production/uploads/1406300071406-69f388acb175b5226b828476d462a5ce/GPD%20IB%20Allocation%20Announcement_Final.pdf.
Monday, July 28, 2014
Kvichak Delivers Tender Vessel
By Mark Edward Nero
On Friday we mis-identified the classification Society that certified the vessel in the following story. We have edited the story to reflect the correct information.
Seattle-based Kvichak Marine Industries recently delivered a multi-mission 66-foot, all-aluminum shallow draft crab and salmon tender to the Norton Sound Economic Development Corp. of Anchorage, Alaska. The vessel was christened the Paul C. Johnson during a ceremony at Fisherman’s Terminal in Seattle.
Designed by Kvichak to the NSEDC’s mission specifications, the 66-foot by 25-foot vessel is intended for very shallow draft crab and salmon tendering operations in the Norton Sound region, and will draw just 4’-6” when fully loaded. The vessel is powered by twin Cummins QSM11 marine diesel engines each rated for 450 BHP at 2100 RPM and coupled to ZF 360 transmissions driving NiBrAl 4-blade propellers.
The vessel is also equipped with six smooth-sided internally insulated fish holds with a refrigerated hold capacity of 111,000 pounds featuring a product elevator, Effer crane and Transvac fish pump system.
On Friday we mis-identified the classification Society that certified the vessel in the following story. We have edited the story to reflect the correct information.
Seattle-based Kvichak Marine Industries recently delivered a multi-mission 66-foot, all-aluminum shallow draft crab and salmon tender to the Norton Sound Economic Development Corp. of Anchorage, Alaska. The vessel was christened the Paul C. Johnson during a ceremony at Fisherman’s Terminal in Seattle.
Designed by Kvichak to the NSEDC’s mission specifications, the 66-foot by 25-foot vessel is intended for very shallow draft crab and salmon tendering operations in the Norton Sound region, and will draw just 4’-6” when fully loaded. The vessel is powered by twin Cummins QSM11 marine diesel engines each rated for 450 BHP at 2100 RPM and coupled to ZF 360 transmissions driving NiBrAl 4-blade propellers.
The vessel is also equipped with six smooth-sided internally insulated fish holds with a refrigerated hold capacity of 111,000 pounds featuring a product elevator, Effer crane and Transvac fish pump system.
Kvichak says the Paul C. Johnson is the first of its kind tender vessel built to classification society rules applicable to tender vessels of this type and holds a class certificate per the Italy-based ship classification and certification company Registro Italiano Navale.
Thursday, July 24, 2014
Tacoma Port Has Busiest Container Month
in 9 Years
By Mark Edward Nero
The 210,149 TEUs that crossed Tacoma docks last month marked the port’s busiest month since September 2005, when it handled 216,430 TEUs, according to newly-released data.
On July 22, the Port of Tacoma announced that it handled its one-millionth container of 2014 during June, and that during the same month, container volumes improved 22 percent year-over-year.
The port says last month’s TEU volumes continued to reflect the surge in imports as shippers moved inventory before the West Coast labor contract expired June 30. The International Longshore and Warehouse Union and the Pacific Maritime Association continue to work under the previous contract while negotiating a new one.
Through the first half of 2014, Tacoma handled 1,011,337 TEUs, a nine percent year-to-date increase. Additionally, full containerized imports grew 11 percent year to date to 382,264 TEUs, while exports improved seven percent to 279,841 TEUs.
Domestic volumes were up four percent to 226,947 TEUs, according to data.
Also during the first six months of the year: grain exports continued to rebound from last year’s historic low volumes, and were up 54 percent to 2,105,029 short tons; break bulk cargo grew 12 percent to 118,921 short tons; and auto imports improved 33 percent to 107,223 units.
More information about the port’s monthly container volumes during 2014 can be seen at http://portoftacoma.com/sites/default/files/ContainerVolumes-June2014.pdf.
The 210,149 TEUs that crossed Tacoma docks last month marked the port’s busiest month since September 2005, when it handled 216,430 TEUs, according to newly-released data.
On July 22, the Port of Tacoma announced that it handled its one-millionth container of 2014 during June, and that during the same month, container volumes improved 22 percent year-over-year.
The port says last month’s TEU volumes continued to reflect the surge in imports as shippers moved inventory before the West Coast labor contract expired June 30. The International Longshore and Warehouse Union and the Pacific Maritime Association continue to work under the previous contract while negotiating a new one.
Through the first half of 2014, Tacoma handled 1,011,337 TEUs, a nine percent year-to-date increase. Additionally, full containerized imports grew 11 percent year to date to 382,264 TEUs, while exports improved seven percent to 279,841 TEUs.
Domestic volumes were up four percent to 226,947 TEUs, according to data.
Also during the first six months of the year: grain exports continued to rebound from last year’s historic low volumes, and were up 54 percent to 2,105,029 short tons; break bulk cargo grew 12 percent to 118,921 short tons; and auto imports improved 33 percent to 107,223 units.
More information about the port’s monthly container volumes during 2014 can be seen at http://portoftacoma.com/sites/default/files/ContainerVolumes-June2014.pdf.
DoD Awards Contracts to BAE, Pacific Ship Repair
By Mark Edward Nero
The US Department of Defense said July 15 that it has awarded BAE Systems San Diego Ship Repair a $15.1 million cost-plus-award-fee contract for the USS New Orleans (LPD 18). The contract includes the planning and execution of depot-level maintenance, alterations and modifications to update and improve the ship’s military and technical capabilities.
The Southwest Regional Maintenance Center in San Diego is the contracting agency, and the work, which is to be performed in San Diego, is expected to be completed by December 2014.
The USS New Orleans, an amphibious transport dock, was built from 2002-2004 by Northrop Grumman Ship Systems and was commissioned in 2007.
It is homeported at Naval Base San Diego.
The DOD also says that San Diego-based Pacific Ship Repair and Fabrication has been awarded a $9 million contract for the repair and modernization of the USS Shoup, (DDG 86).
Work performed, according to the DoD, may include ship alterations, blasting, painting, and surface preparation for complete or touch preservation of the underwater hull, freeboard, struts, rudders, running gear, ground tackle and sea chest, as well as various interior tanks.
The DOD says that the Puget Sound Naval Shipyard & Intermediate Maintenance Center Facility’s Northwest Regional Maintenance Center in Bremerton, Washington, is the contracting agency and that the repair and modernization work, which will be performed at Pacific Ship Repair’s Everett, Washington location, is expected to be complete by the end of 2014.
The USS Shoup, which was built by Ingalls Shipbuilding from 1998-2000, was commissioned in 2002 and is homeported at Naval Station Everett in Everett, Washington.
The US Department of Defense said July 15 that it has awarded BAE Systems San Diego Ship Repair a $15.1 million cost-plus-award-fee contract for the USS New Orleans (LPD 18). The contract includes the planning and execution of depot-level maintenance, alterations and modifications to update and improve the ship’s military and technical capabilities.
The Southwest Regional Maintenance Center in San Diego is the contracting agency, and the work, which is to be performed in San Diego, is expected to be completed by December 2014.
The USS New Orleans, an amphibious transport dock, was built from 2002-2004 by Northrop Grumman Ship Systems and was commissioned in 2007.
It is homeported at Naval Base San Diego.
The DOD also says that San Diego-based Pacific Ship Repair and Fabrication has been awarded a $9 million contract for the repair and modernization of the USS Shoup, (DDG 86).
Work performed, according to the DoD, may include ship alterations, blasting, painting, and surface preparation for complete or touch preservation of the underwater hull, freeboard, struts, rudders, running gear, ground tackle and sea chest, as well as various interior tanks.
The DOD says that the Puget Sound Naval Shipyard & Intermediate Maintenance Center Facility’s Northwest Regional Maintenance Center in Bremerton, Washington, is the contracting agency and that the repair and modernization work, which will be performed at Pacific Ship Repair’s Everett, Washington location, is expected to be complete by the end of 2014.
The USS Shoup, which was built by Ingalls Shipbuilding from 1998-2000, was commissioned in 2002 and is homeported at Naval Station Everett in Everett, Washington.
Crowley Subsidiary Salvages Costa Concordia
By Mark Edward Nero
Crowley Maritime Corp. subsidiary Titan Salvage and partner Micoperi say that the Costa Concordia – the Concordia class cruise ship that wrecked along shores of Giglio Island, Italy, in January 2012 – has been refloated and has begun its final voyage to an assigned berth in Port of Genoa Voltri, Italy, about 200 miles away.
Crowley says the project is among the largest and one of the most technically complex maritime salvage jobs ever completed.
Moving at an average speed of two knots, the slow, precise tow of the disabled cruise ship is being made by a convoy comprised of at least 10 other vessels. There are two tugs, with a combined 24,000 horsepower and 275 tons of bollard pull, at the ship’s bow towing the hull. Another two auxiliary tugs are positioned aft. The other vessels in the convoy, including a pontoon with a 200-ton crane, are carrying personnel and equipment.
The convoy is anticipated to arrive in Genoa on Sat., July 26, about mid-day pending the condition of weather and vessel traffic.
Titan Salvage’s Nick Sloane and Rich Habib, the company’s senior salvage master and salvage director, respectively, are onboard the Costa Concordia to provide around-the-clock monitoring of the vessel’s list, ballasting and speed. The sailing route will take the vessels south between the island of Giglio and Giannutri before heading west-southwest to a point south of the island of Montecristo. The convoy is then expected to head west-northwest to a position south of the island called Scoglio d’Africa before crossing the Ligurian Sea to the Port of Genoa Voltri. “This is the latest achievement in a very long series of detailed wreck removal phases,” Titan Vice President Chris Peterson said. “We have patiently and eagerly planned for this move.”
Once the tow arrives in Genoa, it will be berthed, thus successfully ending the historic salvage project. The salvage team will assist with the transfer of the vessel to the Genoa consortium that will perform the dismantling.
Crowley Maritime Corp. subsidiary Titan Salvage and partner Micoperi say that the Costa Concordia – the Concordia class cruise ship that wrecked along shores of Giglio Island, Italy, in January 2012 – has been refloated and has begun its final voyage to an assigned berth in Port of Genoa Voltri, Italy, about 200 miles away.
Crowley says the project is among the largest and one of the most technically complex maritime salvage jobs ever completed.
Moving at an average speed of two knots, the slow, precise tow of the disabled cruise ship is being made by a convoy comprised of at least 10 other vessels. There are two tugs, with a combined 24,000 horsepower and 275 tons of bollard pull, at the ship’s bow towing the hull. Another two auxiliary tugs are positioned aft. The other vessels in the convoy, including a pontoon with a 200-ton crane, are carrying personnel and equipment.
The convoy is anticipated to arrive in Genoa on Sat., July 26, about mid-day pending the condition of weather and vessel traffic.
Titan Salvage’s Nick Sloane and Rich Habib, the company’s senior salvage master and salvage director, respectively, are onboard the Costa Concordia to provide around-the-clock monitoring of the vessel’s list, ballasting and speed. The sailing route will take the vessels south between the island of Giglio and Giannutri before heading west-southwest to a point south of the island of Montecristo. The convoy is then expected to head west-northwest to a position south of the island called Scoglio d’Africa before crossing the Ligurian Sea to the Port of Genoa Voltri. “This is the latest achievement in a very long series of detailed wreck removal phases,” Titan Vice President Chris Peterson said. “We have patiently and eagerly planned for this move.”
Once the tow arrives in Genoa, it will be berthed, thus successfully ending the historic salvage project. The salvage team will assist with the transfer of the vessel to the Genoa consortium that will perform the dismantling.
