By Mark Edward Nero
After what it calls an “exhaustive” review, the US Federal Maritime Commission has concluded its investigation of the proposed Ocean Alliance, comprised of COSCO Shipping, CMA CGM, Evergreen Marine, and Orient Overseas Container Line Ltd. (OOCL), the FMC announced Oct. 21.
With the review over, the alliance became effective Oct. 24.
“Today’s announcement follows an exhaustive review process by the commission that thoroughly examined all aspects of the proposed agreement to assure that competition in the ocean transportation industry would not suffer,” the FMC said in a statement. “Commissioners and commission staff extensively engaged filing counsel on a number of issues, and took advantage of the opportunity allowed for under the law to issue a request for additional information, which necessitates the filing of further documentation in support of the application."
Alliance members are now permitted to share vessels; charter and exchange space on each other’s ships; and, enter into cooperative working arrangements in international trade lanes between the United States and ports in Asia, Northern Europe, the Mediterranean, the Middle East, Canada, Central America and the Caribbean.
“The commission worked very hard to balance the needs of not only the Ocean Alliance applicants, but all other parties involved in the intermodal supply chain, with the ultimate goal of safeguarding competition in international oceanborne common carriage, with the American shipping public foremost in mind,” Federal Maritime Commission Chairman Mario Cordero said.
The agreement represents a consensus of what will allow Ocean Alliance carriers to achieve efficiencies without harming the marketplace, Cordero remarked.
Tuesday, October 25, 2016
Seaport Alliance to Launch Container Flow Apps
By Mark Edward Nero
The Northwest Seaport Alliance said Oct. 24 that it is launching two new mobile applications early in November to help speed the flow of containers through port facilities and along local freight corridors, reduce idling-related air emissions and save fuel.
One app, DrayQTM, aims to give truck drivers real-time information about wait times in and around marine cargo terminals and the other app, DrayLinkTM will interconnect the drayage community to better dispatch, track and record container moves from pickup to delivery.
The apps were designed specifically for, and in partnership with, the port industry to align with the US Department of Transportation’s Connected Vehicle Freight Advanced Traveler Information System.
DrayQ is to be the first mobile app in the market to use Bluetooth technology to provide real-time estimates of drayage truck wait times at ports and terminals. The app also provides trend information and traffic camera views. Drivers can use the app to determine the best time to enter a terminal and reduce the time spent in traffic, which helps reduce air emissions from idling and saves fuel. For dispatchers or shippers, it helps to optimize schedules and improve customer expectations.
“On a user’s mobile device, DrayQ lists the NWSA’s terminals and the real-time waits at each, including trends throughout the day,” Tim Ebner, the alliance’s liaison to the DrayQ project, explained.
The other app, DrayLink, is designed to help interconnect the drayage community by offering a single common operating tool for drivers, dispatchers, terminal operators and shippers to help move containers smarter.
Like DrayQ, DrayLink also provides real-time information on street and terminal wait times, but offers greater functionality using Google Analytics, GPS data, and geofencing that enables users to track and record cargo moves and generate useful tailored reports.
Drivers using DrayLink can view wait time information in real time in the same common format as DrayQ. Wait times are determined when the driver’s smartphone reporting GPS data passes through predefined geofences set in the streets leading to the terminal entry, within the terminal boundaries and also at any set “geofences within geofences” so that specific times within areas of a terminal yard can be monitored and recorded.
Another feature of DrayLink is the ability to receive and aggregate various sources of data feeds, such as GPS from fleet vehicles already equipped with devices, other third-party smartphone GPS apps, Bluetooth and Wi-Fi sensing and RFID or toll-tag data. Aggregating this available data benefits the drayage community by improving data quality and reporting accuracy.
DrayQ and DrayLink are expected to be available early November for free download and available for both iOS and Android smart phones and tablets.
The Northwest Seaport Alliance said Oct. 24 that it is launching two new mobile applications early in November to help speed the flow of containers through port facilities and along local freight corridors, reduce idling-related air emissions and save fuel.
One app, DrayQTM, aims to give truck drivers real-time information about wait times in and around marine cargo terminals and the other app, DrayLinkTM will interconnect the drayage community to better dispatch, track and record container moves from pickup to delivery.
The apps were designed specifically for, and in partnership with, the port industry to align with the US Department of Transportation’s Connected Vehicle Freight Advanced Traveler Information System.
DrayQ is to be the first mobile app in the market to use Bluetooth technology to provide real-time estimates of drayage truck wait times at ports and terminals. The app also provides trend information and traffic camera views. Drivers can use the app to determine the best time to enter a terminal and reduce the time spent in traffic, which helps reduce air emissions from idling and saves fuel. For dispatchers or shippers, it helps to optimize schedules and improve customer expectations.
“On a user’s mobile device, DrayQ lists the NWSA’s terminals and the real-time waits at each, including trends throughout the day,” Tim Ebner, the alliance’s liaison to the DrayQ project, explained.
The other app, DrayLink, is designed to help interconnect the drayage community by offering a single common operating tool for drivers, dispatchers, terminal operators and shippers to help move containers smarter.
Like DrayQ, DrayLink also provides real-time information on street and terminal wait times, but offers greater functionality using Google Analytics, GPS data, and geofencing that enables users to track and record cargo moves and generate useful tailored reports.
Drivers using DrayLink can view wait time information in real time in the same common format as DrayQ. Wait times are determined when the driver’s smartphone reporting GPS data passes through predefined geofences set in the streets leading to the terminal entry, within the terminal boundaries and also at any set “geofences within geofences” so that specific times within areas of a terminal yard can be monitored and recorded.
Another feature of DrayLink is the ability to receive and aggregate various sources of data feeds, such as GPS from fleet vehicles already equipped with devices, other third-party smartphone GPS apps, Bluetooth and Wi-Fi sensing and RFID or toll-tag data. Aggregating this available data benefits the drayage community by improving data quality and reporting accuracy.
DrayQ and DrayLink are expected to be available early November for free download and available for both iOS and Android smart phones and tablets.
Crowley Awarded Alaska LNG Contract
By Mark Edward Nero
Crowley Maritime Corp. said Oct. 19 that its liquefied natural gas (LNG) services group has been awarded a contract to supply Alaska LNG from the Titan Pt. Mackenzie plant to Alaska Power & Telephone Co.’s Tok power plant.
Alaska Power & Telephone supplies local power, telephone and communication services in 40 rural Alaskan communities.
The contract, executed through subsidiary Crowley LNG Alaska, includes both product supply and technical services. With Crowley’s support, Alaska Power & Telephone is expected to expand environmental sustainability efforts by developing the capability to use LNG to supplement diesel-based power generation.
Crowley is to facilitate the transportation of LNG in a safe and reliable manner from liquefaction facilities in Alaska to the plant in tank trailers authorized by the US Department of Transportation. Once at the plant, the LNG will be re-gasified and piped to a dual fuel kit for power consumption.
“Crowley is extremely pleased to be a vital fuel supplier to Alaska Power & Telephone,” Crowley LNG Business Development Director Matthew Sievert said. “We have been working side by side with Alaska Power & Telephone for over a year now, assisting with the engineering and design to utilize natural gas and to carry out the logistics necessary to accommodate LNG delivery to the Tok plant.
Crowley Maritime Corp. said Oct. 19 that its liquefied natural gas (LNG) services group has been awarded a contract to supply Alaska LNG from the Titan Pt. Mackenzie plant to Alaska Power & Telephone Co.’s Tok power plant.
Alaska Power & Telephone supplies local power, telephone and communication services in 40 rural Alaskan communities.
The contract, executed through subsidiary Crowley LNG Alaska, includes both product supply and technical services. With Crowley’s support, Alaska Power & Telephone is expected to expand environmental sustainability efforts by developing the capability to use LNG to supplement diesel-based power generation.
Crowley is to facilitate the transportation of LNG in a safe and reliable manner from liquefaction facilities in Alaska to the plant in tank trailers authorized by the US Department of Transportation. Once at the plant, the LNG will be re-gasified and piped to a dual fuel kit for power consumption.
“Crowley is extremely pleased to be a vital fuel supplier to Alaska Power & Telephone,” Crowley LNG Business Development Director Matthew Sievert said. “We have been working side by side with Alaska Power & Telephone for over a year now, assisting with the engineering and design to utilize natural gas and to carry out the logistics necessary to accommodate LNG delivery to the Tok plant.
BC Ferries Terminal Temporarily Closing
By Mark Edward Nero
BC Ferries, the contracted ferry service provider for British Columbia, has announced that Berth One, which is the primary operational berth at its Langdale terminal, will be temporarily closed from mid-January to mid-April 2017 while marine structures are upgraded or replaced.
“BC Ferries needs to continue to invest and renew its terminal infrastructure in order to provide safe and reliable service,” Mark Wilson, BC Ferries’ Vice President of Engineering, said in a statement. “Once completed, we expect at least 20 years of dependable service from Berth One.”
During the closure, the Langdale-Horseshoe Bay service will operate out of Berth Two at Langdale terminal, which allows single-deck vehicle loading and unloading as opposed to double-deck. Therefore, two vessels will operate on approximately hourly sailings between both terminals.
Each sailing will offer about half the vehicle capacity of current service as they’ll be main-deck loads only. However, with twice as many sailings each day, the overall capacity will remain essentially the same.
Passenger capacity is expected to actually increase during the period, with two vessels providing service on the route.
In order to accommodate the berth construction, the water taxi service to Gambier and Keats Islands, provided by Kona Winds using their Stormaway vessels, will be temporarily relocated from Langdale terminal to the Gibsons Harbour Marina.
A webpage has been set up to outline the closure and give details of the alternate service on both routes. The modified schedules have also been published. Customers can visit bcferries.com/about/projects to learn more on the alternate service, and see the ‘schedules’ tab to view the schedules of both routes.
BC Ferries, the contracted ferry service provider for British Columbia, has announced that Berth One, which is the primary operational berth at its Langdale terminal, will be temporarily closed from mid-January to mid-April 2017 while marine structures are upgraded or replaced.
“BC Ferries needs to continue to invest and renew its terminal infrastructure in order to provide safe and reliable service,” Mark Wilson, BC Ferries’ Vice President of Engineering, said in a statement. “Once completed, we expect at least 20 years of dependable service from Berth One.”
During the closure, the Langdale-Horseshoe Bay service will operate out of Berth Two at Langdale terminal, which allows single-deck vehicle loading and unloading as opposed to double-deck. Therefore, two vessels will operate on approximately hourly sailings between both terminals.
Each sailing will offer about half the vehicle capacity of current service as they’ll be main-deck loads only. However, with twice as many sailings each day, the overall capacity will remain essentially the same.
Passenger capacity is expected to actually increase during the period, with two vessels providing service on the route.
In order to accommodate the berth construction, the water taxi service to Gambier and Keats Islands, provided by Kona Winds using their Stormaway vessels, will be temporarily relocated from Langdale terminal to the Gibsons Harbour Marina.
A webpage has been set up to outline the closure and give details of the alternate service on both routes. The modified schedules have also been published. Customers can visit bcferries.com/about/projects to learn more on the alternate service, and see the ‘schedules’ tab to view the schedules of both routes.
Friday, October 21, 2016
SFFD Commissions New Fireboat
By Mark Edward Nero
A new $11.8 million fireboat designed by Jensen Maritime Consultants of Seattle and built by Vigor Fab in Seattle was commissioned by the San Francisco Fire Dept. during an Oct. 17 ceremony at McCovey Cove in San Francisco.
The state-of-the-art 88-foot vessel’s name, St. Francis, was also unveiled during the event. The fireboat’s naming came as a result of a contest was open to San Francisco school-aged children early this year. The child that submitted the winning name, along with their family, attended the event.
St. Francis was under construction off and on for about 20 months. Manufacture of the new boat was delayed several times for various reasons; at one point, the electrical subcontractor company working on it went bankrupt.
The fireboat was finally delivered to the city of San Francisco in late July after a three-day journey from the Pacific Northwest.
The vessel, formerly known only as Fireboat 3, is capable of pumping 18,000 gallons per minute through five water cannons. She is equipped with a stern launch ramp, similar to those US Coast Guard cutters use to deploy pursuit boats to capture smugglers.
Other features of the new vessel include: an enhanced foam firefighting system for the suppression of petroleum-based fires; a patient treatment area for EMS response; radiation detection equipment; remote firefighting systems to prevent firefighters being exposed to heat and smoke; a rapid deployment rescue boat; advanced marine electronics; command center; and an on-board compressor for filling air bottles for firefighting and dive operations.
The SF Fire Dept. says it paid for the new boat mostly with a port security grant along with $400,000 from the Bay Area Urban Areas Security Initiative.
The SFFD also has two other fireboats in service: Guardian, which entered service in 1990, and Phoenix, which was commissioned in 1955.
A new $11.8 million fireboat designed by Jensen Maritime Consultants of Seattle and built by Vigor Fab in Seattle was commissioned by the San Francisco Fire Dept. during an Oct. 17 ceremony at McCovey Cove in San Francisco.
The state-of-the-art 88-foot vessel’s name, St. Francis, was also unveiled during the event. The fireboat’s naming came as a result of a contest was open to San Francisco school-aged children early this year. The child that submitted the winning name, along with their family, attended the event.
St. Francis was under construction off and on for about 20 months. Manufacture of the new boat was delayed several times for various reasons; at one point, the electrical subcontractor company working on it went bankrupt.
The fireboat was finally delivered to the city of San Francisco in late July after a three-day journey from the Pacific Northwest.
The vessel, formerly known only as Fireboat 3, is capable of pumping 18,000 gallons per minute through five water cannons. She is equipped with a stern launch ramp, similar to those US Coast Guard cutters use to deploy pursuit boats to capture smugglers.
Other features of the new vessel include: an enhanced foam firefighting system for the suppression of petroleum-based fires; a patient treatment area for EMS response; radiation detection equipment; remote firefighting systems to prevent firefighters being exposed to heat and smoke; a rapid deployment rescue boat; advanced marine electronics; command center; and an on-board compressor for filling air bottles for firefighting and dive operations.
The SF Fire Dept. says it paid for the new boat mostly with a port security grant along with $400,000 from the Bay Area Urban Areas Security Initiative.
The SFFD also has two other fireboats in service: Guardian, which entered service in 1990, and Phoenix, which was commissioned in 1955.
Seattle’s Terminal 5 Moves Closer to ‘Big Ship Readiness’
By Mark Edward Nero
The Port of Seattle has completed an environmental analysis of Terminal 5 and has released a Final Environmental Impact Statement on the project, which aims to modernize the cargo-handling facility in order to serve larger cargo vessels.
The proposed upgrades to Terminal 5 include wharf rehabilitation, berth deepening, electrical service and improvements to the upland portions of the property.
“With this Final Environmental Impact Statement (FEIS) for Terminal 5, we are one step closer to making this prime maritime asset ‘Big Ship Ready’ and able to handle the largest container vessels working the market today,” Port of Tacoma Commission President and Northwest Seaport Alliance Co-Chair Connie Bacon said. “This region needs this terminal to remain competitive in today’s global economy.”
The Northwest Seaport Alliance is a marine cargo operating partnership of the ports of Seattle and Tacoma.
The FEIS evaluated potential impacts to earth, air, water, plants, animals, energy and natural resources, environmental health, noise, aesthetics (including light and glare), historic and cultural resources, transportation and public services.
“Based on public comment, we are including a number of improvements (to the FEIS), such as shore power for vessels, installing gates for noise and safety mitigation for rail, and significant traffic improvement measures,” Port of Seattle Commission president and Northwest Seaport Alliance Co-Chair John Creighton said. Mitigation measures for the project include construction of plug-in capability for shore power at two berths, tracking of air quality performance, establishment of a safety corridor between the Terminal 5 gate and the Duwamish river in order to minimize the need to use locomotive horns, required use of ambient-sensing broadband back up alarms, implementation of a Gate Queue Management plan, establishing a truck driver information system, comprehensive traffic signal improvements along SW Spokane Street and an operation noise management plan to ensure and monitor compliance with the Seattle noise code.
The FEIS can be reviewed and downloaded at the Port of Seattle website. More information about the proposed project is available on The Northwest Seaport Alliance website.
The Port of Seattle Commission is required to approve the recommended improvements during a future public session.
The Port of Seattle has completed an environmental analysis of Terminal 5 and has released a Final Environmental Impact Statement on the project, which aims to modernize the cargo-handling facility in order to serve larger cargo vessels.
The proposed upgrades to Terminal 5 include wharf rehabilitation, berth deepening, electrical service and improvements to the upland portions of the property.
“With this Final Environmental Impact Statement (FEIS) for Terminal 5, we are one step closer to making this prime maritime asset ‘Big Ship Ready’ and able to handle the largest container vessels working the market today,” Port of Tacoma Commission President and Northwest Seaport Alliance Co-Chair Connie Bacon said. “This region needs this terminal to remain competitive in today’s global economy.”
The Northwest Seaport Alliance is a marine cargo operating partnership of the ports of Seattle and Tacoma.
The FEIS evaluated potential impacts to earth, air, water, plants, animals, energy and natural resources, environmental health, noise, aesthetics (including light and glare), historic and cultural resources, transportation and public services.
“Based on public comment, we are including a number of improvements (to the FEIS), such as shore power for vessels, installing gates for noise and safety mitigation for rail, and significant traffic improvement measures,” Port of Seattle Commission president and Northwest Seaport Alliance Co-Chair John Creighton said. Mitigation measures for the project include construction of plug-in capability for shore power at two berths, tracking of air quality performance, establishment of a safety corridor between the Terminal 5 gate and the Duwamish river in order to minimize the need to use locomotive horns, required use of ambient-sensing broadband back up alarms, implementation of a Gate Queue Management plan, establishing a truck driver information system, comprehensive traffic signal improvements along SW Spokane Street and an operation noise management plan to ensure and monitor compliance with the Seattle noise code.
The FEIS can be reviewed and downloaded at the Port of Seattle website. More information about the proposed project is available on The Northwest Seaport Alliance website.
The Port of Seattle Commission is required to approve the recommended improvements during a future public session.
Port of Oakland Sets Revenue Record
By Mark Edward Nero
The Port of Oakland said Oct. 18 that its operating revenue for the fiscal year ending June 31 was $338 million, making it a record year for the port. The amount was up 0.4 percent from the previous record of $336.6 million, set in FY 2015.
The port’s operating revenue held steady in FY 2016 despite the departure of a bankrupt tenant. On Feb. 1, Outer Harbor Terminal LLC, formerly known as Ports America, filed for bankruptcy, just two weeks after it announced that it would wind down operations at the port’s Outer Harbor terminal.
The company, which had run of five marine terminals at the port, was about six years into a 50-year lease with Oakland.
There was a 6.2 percent decline in maritime revenue resulting from the departure of Outer Harbor Terminal, LLC, according to the port, but that was offset by a 6.7 percent increase in operating revenue for the port’s aviation division, which runs Oakland International Airport. There was an eight percent jump in passenger traffic at Oakland International Airport during the fiscal year, according to port data.
The port’s FY 2016 revenue by business line includes maritime revenue of $148.8 million, down 6.2 percent from FY 2015; aviation revenue of $173.1 million, up 6.7 percent from FY 2015; commercial real estate revenue of $16.2 million, up 2.7 percent from FY 2015.
The Port of Oakland said Oct. 18 that its operating revenue for the fiscal year ending June 31 was $338 million, making it a record year for the port. The amount was up 0.4 percent from the previous record of $336.6 million, set in FY 2015.
The port’s operating revenue held steady in FY 2016 despite the departure of a bankrupt tenant. On Feb. 1, Outer Harbor Terminal LLC, formerly known as Ports America, filed for bankruptcy, just two weeks after it announced that it would wind down operations at the port’s Outer Harbor terminal.
The company, which had run of five marine terminals at the port, was about six years into a 50-year lease with Oakland.
There was a 6.2 percent decline in maritime revenue resulting from the departure of Outer Harbor Terminal, LLC, according to the port, but that was offset by a 6.7 percent increase in operating revenue for the port’s aviation division, which runs Oakland International Airport. There was an eight percent jump in passenger traffic at Oakland International Airport during the fiscal year, according to port data.
The port’s FY 2016 revenue by business line includes maritime revenue of $148.8 million, down 6.2 percent from FY 2015; aviation revenue of $173.1 million, up 6.7 percent from FY 2015; commercial real estate revenue of $16.2 million, up 2.7 percent from FY 2015.
