By Mark Edward Nero
John Spencer, a former city administrator for the city of North Bonneville, Wash., was officially selected on Sept. 22 to become the third member of the Port of Camas-Washougal Port Commission.
“I am honored and committed to doing something good with it,” Spencer said of his appointment after the commission meeting.
Spencer was selected for the position by the incumbent board members after about a month-long process during which a handful of serious candidates were interviewed.
He will finish the term of former Commissioner Mark Lampton, who died of lung cancer on Aug. 3 at the age of 69. Lampton’s second, four-year term was to expire in late 2017.
Spencer, who was North Bonneville’s city administrator from June 2010 to August 2013, is expected to join the three-member panel on Oct. 6. He has not said whether he plans to run again for the seat once it is up for election again in two years.
Since August 2013, Spencer has been a finance and management consultant with Pulse Consulting, a Camas-based business that specializes in government and medical management and business administrative services.
He also has recently served as managing consultant for the Cannabis Corner, a small, government-owned marijuana store just off state Highway 14 in North Bonneville that generated a substantial amount of national media attention when it first opened its doors in March.
Friday, September 25, 2015
Tuesday, September 22, 2015
ILWU Opposing Oakland Coal Exports
By Mark Edward Nero
Longshore workers and marine clerks who move cargo at the Oakland and San Francisco seaports have rejected a developer’s plan to export coal through the former Oakland Army Base.
International Longshore and Warehouse Union elected officials said Sept. 18 that coal is an “undesirable, low-value cargo” and a “broken promise” on the part of the developer, and that longshore workers stand by community members in opposition to the plan, which would potentially bring nine million tons of coal passing through their neighborhoods on trains each year.
The rank and file members of ILWU Local 10 and ILWU Local 34 were the members that voted to oppose the handling of coal at the site.
“When the developers of the project were seeking tax money and public support to develop the Oakland Army Base, they talked about exporting cargoes like grain and potash,” ILWU Local 34 President Sean Farley said. “They made a ‘no coal’ promise to workers, the community and elected officials, and they need to make good on that promise. Waterfront space is in short supply on the West Coast, and it would be a mistake to lock Oakland into a decades-long lease with a coal industry that many say is dying. Coal proposals have failed up and down the West Coast, and Oakland shouldn’t become the dumping ground for dirty, low value cargoes that no one else wants.”
After the Oakland City Council granted the California Capital and Investment Group (CCIG) the right to develop the former Army base adjacent to the Port of Oakland, CCIG planned to build the Oakland Bulk and Oversized Terminal (OBOT) on the site.
The OBOT is expected to be completed in 2017 and handle up to nine million tons of commodities a year – including 4.5 billion tons of coal – brought in by rail and loaded onto ships bound for other countries, according to the terminal’s builder and operator. The terminal’s legal representation contends that coal is one of many commodities city officials knew might be exported from the facility when they agreed to the development.
Longshore workers and marine clerks who move cargo at the Oakland and San Francisco seaports have rejected a developer’s plan to export coal through the former Oakland Army Base.
International Longshore and Warehouse Union elected officials said Sept. 18 that coal is an “undesirable, low-value cargo” and a “broken promise” on the part of the developer, and that longshore workers stand by community members in opposition to the plan, which would potentially bring nine million tons of coal passing through their neighborhoods on trains each year.
The rank and file members of ILWU Local 10 and ILWU Local 34 were the members that voted to oppose the handling of coal at the site.
“When the developers of the project were seeking tax money and public support to develop the Oakland Army Base, they talked about exporting cargoes like grain and potash,” ILWU Local 34 President Sean Farley said. “They made a ‘no coal’ promise to workers, the community and elected officials, and they need to make good on that promise. Waterfront space is in short supply on the West Coast, and it would be a mistake to lock Oakland into a decades-long lease with a coal industry that many say is dying. Coal proposals have failed up and down the West Coast, and Oakland shouldn’t become the dumping ground for dirty, low value cargoes that no one else wants.”
After the Oakland City Council granted the California Capital and Investment Group (CCIG) the right to develop the former Army base adjacent to the Port of Oakland, CCIG planned to build the Oakland Bulk and Oversized Terminal (OBOT) on the site.
The OBOT is expected to be completed in 2017 and handle up to nine million tons of commodities a year – including 4.5 billion tons of coal – brought in by rail and loaded onto ships bound for other countries, according to the terminal’s builder and operator. The terminal’s legal representation contends that coal is one of many commodities city officials knew might be exported from the facility when they agreed to the development.
Monday, September 21, 2015
BC Ferries Sea Trials
By Mark Edward Nero
BC Ferries, which provides ferry service along coastal British Columbia, has two of its vessels conducting sea trials in the Saanich Inlet from Sept. 21 to 24 in order to demonstrate the vessels’ performance for three shipyards bidding on the mid-life upgrades.
The Spirit of Vancouver Island and Spirit of British Columbia are scheduled to undergo upgrades that include conversion to dual-fuel so the ferries can operate on liquefied natural gas.
Both vessels are undergoing two days of sea trials to demonstrate the operational profiles of the ships including vessel maneuverability, acceleration and speed. The trials are to provide the shipyards with data on control system parameters as well as peak power loads in variable weather, tide or current conditions.
“This is an important step in the bidding process for the shipyards so they can measure and verify vessel performance to provide the optimal propulsive machinery arrangements they submit as part of their bids,” Mark Wilson, BC Ferries’ Vice President of Engineering, explained.
The three shipyards bidding on the project are Seaspan’s Vancouver Shipyards, Remontowa SA of Poland and Fincantieri of Italy. Over the next three months, BC Ferries says, it will negotiate with the three proponents to select the final bidder and award a contract for the Spirit Class mid- life upgrades and conversions in early 2016.
BC Ferries plans for the Spirit of British Columbia to be the first ship through the MLU and LNG conversion process and commence actual conversion from the fall of 2017 through the spring of 2018, and the Spirit of Vancouver Island to follow the next year, from the fall of 2018 through the spring of 2019.
In order to accommodate the sea trials, the Coastal Celebration is replacing the Spirit of Vancouver Island on September 21 and 22. On September 23 and 24, the Queen of New Westminster fills in for the Spirit of British Columbia.
BC Ferries, which provides ferry service along coastal British Columbia, has two of its vessels conducting sea trials in the Saanich Inlet from Sept. 21 to 24 in order to demonstrate the vessels’ performance for three shipyards bidding on the mid-life upgrades.
The Spirit of Vancouver Island and Spirit of British Columbia are scheduled to undergo upgrades that include conversion to dual-fuel so the ferries can operate on liquefied natural gas.
Both vessels are undergoing two days of sea trials to demonstrate the operational profiles of the ships including vessel maneuverability, acceleration and speed. The trials are to provide the shipyards with data on control system parameters as well as peak power loads in variable weather, tide or current conditions.
“This is an important step in the bidding process for the shipyards so they can measure and verify vessel performance to provide the optimal propulsive machinery arrangements they submit as part of their bids,” Mark Wilson, BC Ferries’ Vice President of Engineering, explained.
The three shipyards bidding on the project are Seaspan’s Vancouver Shipyards, Remontowa SA of Poland and Fincantieri of Italy. Over the next three months, BC Ferries says, it will negotiate with the three proponents to select the final bidder and award a contract for the Spirit Class mid- life upgrades and conversions in early 2016.
BC Ferries plans for the Spirit of British Columbia to be the first ship through the MLU and LNG conversion process and commence actual conversion from the fall of 2017 through the spring of 2018, and the Spirit of Vancouver Island to follow the next year, from the fall of 2018 through the spring of 2019.
In order to accommodate the sea trials, the Coastal Celebration is replacing the Spirit of Vancouver Island on September 21 and 22. On September 23 and 24, the Queen of New Westminster fills in for the Spirit of British Columbia.
Puget Sound Ports Up Again
By Mark Edward Nero
The Northwest Seaport Alliance, which is a marine cargo operating partnership between the ports of Seattle and Tacoma, said Sept. 17 that its container volumes grew for the sixth straight month in August, improving nearly 15 percent compared to August 2014.
The increase is significant, the ports say, because shipping season hit early last year as shippers sought to avoid possible West Coast labor disruptions during contract negotiations. Last month’s volumes hint at the beginning of 2015’s peak season.
Full containerized imports and empty containerized exports continued to fuel the growth, according to data. Imports improved five percent year to date to 946,390 TEUs, while exports increased eight percent to 849,597 TEUs.
Domestic volumes remained stable last month and were up two percent year to date to 607,780 TEUs. More than 2.4 million TEUs have crossed Port of Seattle and Port of Tacoma docks year to date, a five percent increase, according to data.
In other year-to-date cargo news: breakbulk volumes continued to stabilize at the ports and were up less than one percent to 180,616 metric tons; nearly 130,000 auto imports have arrived through August, a seven percent increase; and grain volumes have continued to decline, and are down 18 percent to 3.7 million metric tons through the first eight months of the year.
Additional information about the ports’ year-to-date volumes can be seen at https://www.nwseaportalliance.com/sites/default/files/August2015_CargoVolumes.pdf.
The Northwest Seaport Alliance, which is a marine cargo operating partnership between the ports of Seattle and Tacoma, said Sept. 17 that its container volumes grew for the sixth straight month in August, improving nearly 15 percent compared to August 2014.
The increase is significant, the ports say, because shipping season hit early last year as shippers sought to avoid possible West Coast labor disruptions during contract negotiations. Last month’s volumes hint at the beginning of 2015’s peak season.
Full containerized imports and empty containerized exports continued to fuel the growth, according to data. Imports improved five percent year to date to 946,390 TEUs, while exports increased eight percent to 849,597 TEUs.
Domestic volumes remained stable last month and were up two percent year to date to 607,780 TEUs. More than 2.4 million TEUs have crossed Port of Seattle and Port of Tacoma docks year to date, a five percent increase, according to data.
In other year-to-date cargo news: breakbulk volumes continued to stabilize at the ports and were up less than one percent to 180,616 metric tons; nearly 130,000 auto imports have arrived through August, a seven percent increase; and grain volumes have continued to decline, and are down 18 percent to 3.7 million metric tons through the first eight months of the year.
Additional information about the ports’ year-to-date volumes can be seen at https://www.nwseaportalliance.com/sites/default/files/August2015_CargoVolumes.pdf.
Port of Oakland Makes Dredging Progress
By Mark Edward Nero
The Port of Oakland said Sept. 21 that it is nearly a third of the way through its annual maintenance dredging program for 2015 and that by November it plans to scoop 185,000 cubic yards of sediment from 17 deep-water shipping berths. The goal of the $3.7 million project: maintain 50-foot depths so container ships aren’t stuck in the mud.
“This is one of the least glamorous, but most important jobs a port authority has every year,” the port’s Director of Engineering, Chris Chan, said. “Few ports nationwide have the deep-water capability to berth the biggest container vessels, so we need to continually protect that advantage.”
Vessels capable of carrying up to 14,000 TEUs berth at Oakland, among the largest ships calling US ports. Berths and approach channels must be 50 feet deep to accommodate them.
The port said it has dredged 45,000 cubic yards of material from six berths since dredging began in August, and that it will clear another 140,000 yards of material from 11 additional berths.
Dredging season is restricted to this time period to protect endangered fish and fowl. Sediment dredged from Oakland berths is being deposited at the Montezuma Wetlands on Suisun Bay. The 2,400-acre marsh is being restored as a shorebird habitat.
The Port of Oakland said Sept. 21 that it is nearly a third of the way through its annual maintenance dredging program for 2015 and that by November it plans to scoop 185,000 cubic yards of sediment from 17 deep-water shipping berths. The goal of the $3.7 million project: maintain 50-foot depths so container ships aren’t stuck in the mud.
“This is one of the least glamorous, but most important jobs a port authority has every year,” the port’s Director of Engineering, Chris Chan, said. “Few ports nationwide have the deep-water capability to berth the biggest container vessels, so we need to continually protect that advantage.”
Vessels capable of carrying up to 14,000 TEUs berth at Oakland, among the largest ships calling US ports. Berths and approach channels must be 50 feet deep to accommodate them.
The port said it has dredged 45,000 cubic yards of material from six berths since dredging began in August, and that it will clear another 140,000 yards of material from 11 additional berths.
Dredging season is restricted to this time period to protect endangered fish and fowl. Sediment dredged from Oakland berths is being deposited at the Montezuma Wetlands on Suisun Bay. The 2,400-acre marsh is being restored as a shorebird habitat.
Friday, September 18, 2015
POLB Completes $93 Million Rail Project
By Mark Edward Nero
On Sept. 16, Port of Long Beach officials held a ceremony to celebrate completion of a $93 million rail project that the port says is vital for improving its efficiency and sustainability of cargo movement as shipment volumes increase.
The so-called “Green Port Gateway” project – funded in part with state and federal transportation dollars – was approved for construction in late 2012 and was completed earlier this year. The project realigned a critical rail pathway to relieve a bottleneck, allowing port terminals to increase their use of on-dock rail, decreasing truck traffic and air pollution. The upgrades will serve the port’s southeast portion, including the new Middle Harbor terminal.
Overall, nearly six miles of new track was laid. The work included adding a third rail line under Ocean Boulevard, along with new retaining walls, utility line modifications and roadway improvements. Every on-dock rail train eliminates up to 750 truck trips from regional roadways.
“The Green Port Gateway shows the Port of Long Beach’s commitment to moving trade in an environmentally responsible way,” Board of Harbor Commissioners President Lori Ann Guzmán said.
The California State Transportation Agency, California Transportation Commission and CalTrans helped with $23.1 million from the state’s trade corridor improvement fund. The U.S. Department of Transportation and the Maritime Administration assisted with $17 million.
Port of Long Beach CEO Jon Slangerup said the Green Port Gateway is a key part of building the “Port of the Future.”
“This project will enable us to reach our goal of moving 35 percent of containerized cargo via on-dock rail this decade,” Slangerup said. “It will also support our long-range ambition to eventually move 50 percent of our goods directly from terminals by train.”
The port is planning $1 billion in rail projects over the next decade as part of a broader modernization program to strengthen the Port’s competitiveness and reduce port-related impacts to the environment. Compared to trucks, trains emit a third fewer greenhouse gases.
Nichols Bros. Launches ATB Tug
By Mark Edward Nero
Freeland, Washington-based Nichols Brothers Boat Builders used a new track and dolly system this month for the launch of the Nancy Peterkin, the first of two 136-foot by 44-foot by 19-foot sister ATB tug boats under construction for Kirby Offshore Marine.
The sister ATB tug, the Tina Pyne, is scheduled for launch in December.
The new launch system, Nichols Brothers said Sept. 14, significantly increases the displacement and draft of the vessels the shipyard can haul and launch in the future. Currently, the shipbuilder is engineering rigid buoyancy tanks to affix to the side of the launch frame, eliminating the need for the floating cranes in the future.
The new track and dolly system was specifically developed by Engineering Heavy Service for vessels over 1,000 tons.
It’s a development of a system that’s been used multiple times for transferring the Washington State Ferry 144 car ferry superstructures fabricated at Nichols Brothers onto a barge for transport to assembly with the hull.
A launch system developed by Engineering Heavy Service moved the ATB from the shipyard to the launch ramp. General Construction provided two floating cranes to assist in the final lifting of the vessel, shuttling it to deeper water.
The vessel was towed to Everett, Washington for lightship, stability testing and fuel transfer. Following this, the tug will be towed to Nichols Brothers outfitting pier in Langley, Wash. for final outfitting, dock and sea trials before its final delivery.
