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2013 Issue III

Senator Bob Casey Looks Ahead Industry Reaction to Senate Passing WRDA Modeling Nearshore Dredged Material Congress Recommends $1B for Maintenance Dredging

IP Editorial Board

Jennifer Carpenter American Waterways Operators Sr. Vice President-National Advocacy, AWO www.americanwaterways.com

INLAND PORT MAGAZINE 2013 Issue III • Volume V ISSN 2156-7611

www.inlandportmagazine.com @inlandportmag Debra Colbert Waterways Council Senior Vice President, Communications Waterways Council www.waterwayscouncil.org

Michael Gerhardt Dredging Contractors of America Assistant Executive Director, DCA www.dredgingcontractors.org

Amy Larson National Waterways Conference President www.waterway.org

Michael McQuillan Inland Rivers, Ports & Terminals Vice President, Hanson Professional Services www.irpt.net

Brad Pickel Atlantic Intracoastal Waterway Association Executive Director, AIWA www.atlanticintracoastal.org

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Casey & Senate Colleagues Pass WRDA; Will House Be Next?

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Industry Leaders Weigh in on WRDA Passage in US Senate

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Coast Guard Academy Towing Vessel Rider Program Kicks Off Second Year

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America’s Central Port Boasts Annual $282M Impact On Madison County

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Campbell Transportation Christens New Barges

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Physical Modeling of Nearshore-Placed Dredged Material

Inland Port

Exclusive interview with Pennsylvania Senator Bob Casey

2013 • Issue III

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Comments from WCI, AAPA, TTD, and AASHTO

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By Rusty Permenter and Ernest R. Smith (Hydraulic Engineers, Coastal and Hydraulics Laboratory, US Army Engineer and Research Development Center), and Shanon A. Chader and Michael C. Mohr (Coastal Engineers, US Army Engineer District, Buffalo)

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AAPA Applauds Congressional Recommendation of $1B For Maintenance Dredging

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Alabama State Port Authority Celebrates 85 Years, Mourns Sheppard

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KVH Plans Improvements for Mariners

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Casey & Senate Colleagues Pass

WRDA Will House Be Next?

A true champion for the inland waterways, Pennsylvania Senator Bob Casey (D) was instrumental in getting WRDA passed in the US Senate. He authored the RIVER Act, most of which was added to WRDA. In this exclusive interview, Senator Casey shares his thoughts on the bill and our industry’s future.

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2013 Issue III

How do you feel about the Senate’s passage of the Water Resources Development Act (WRDA)?

I’m pleased that the US Senate came together in an overwhelmingly bipartisan fashion to pass legislation that could provide major improvements to the Inland Waterways System and Southwestern Pennsylvania’s locks and dams in particular. This bill addresses critical infrastructure needs while creating jobs and boosting the economy.

This was a long, hard fight. Is the battle over? If not, what’s next?

The Senate passage of the bill is a step in the right direction, but we need to make sure the House also passes a

strong bill that will continue to invest in this critical infrastructure that is directly tied to job creation and economic growth. I’m also hopeful that the House’s WRDA bill will include an industry-supported change to the user fee so we can see an appropriate level of investment in the inland waterways system.

its design life. If this lock failed, the Monongahela could not be used for marine transportation of resources. The economic impact to the Ohio Valley would be substantial – approximately $1 billion. That was an important moment for me and illustrated the importance of maintaining and improving our country’s locks and dams.

Tell us a bit about your background in public service, and specifically when you realized the waterways industries needed your help.

I have been out on the Monongahela River and visited the locks and dams there. One of the locks at Elizabeth is over 100 years old and far past

Why are the waterways important to Pennsylvania, and to the nation overall?

The inland waterways system offers the most cost-competitive way to transport our commodities. It moves 20 percent of the coal that is used to power our nation’s electricity – much of it from

The inland waterways system offers the most cost-competitive way to transport our commodities.

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Senator Bob Casey

Pennsylvania, 22 percent of our petroleum products, and more than 60 percent of export grain. Shippers who produce or manufacture these commodities are in danger of losing competitive edge unless we focus on proper funding for the lock and dam infrastructure.

What is the current condition of locks and dams in the Pennsylvania area?

Unfortunately, the locks and dams of Pennsylvania have far outlived their design life. There has not been sufficient investment to make headway in replacing these locks and dams. I am hopeful that provisions I helped to secure in WRDA will address the challenges facing the inland waterways system, but there’s no question that more needs to be done.

Tell us about the RIVER Act (S. 407).

Why did you and your fellow co-sponsors got behind it? Why is it important?

In southwestern Pennsylvania alone, 6

over 200,000 jobs rely on the proper functioning the locks and dams on the lower Monongahela River. If one of these locks were to fail, it would endanger all 200,000 jobs and have a negative economic impact of over $1 billion to the region.

It is critical that we maintain and upgrade infrastructure that allows for the continual use of waterways in the long term. This will protect jobs in the region and other jobs that the inland waterways system supports across the country. My co-sponsors also recognize the vital importance of protecting our nation’s locks and dams in the long term and ensuring that the inland waterways system remains an efficient and safe mode for the transport of commerce.

I pushed to include key provisions of the RIVER Act in WRDA, including project delivery reforms, which will help improve the Army Corps of Engineers project management process and help

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to deliver projects on time and on budget. Project prioritization reforms will create clear priorities for lock and dam projects to make sure the projects with the most economic benefits are completed first and that all undertaken projects are completed in a timely fashion.

Additionally, an increase to the federal cost-share requirement on major rehabilitation projects will improve the ability of the Inland Waterways Trust to complete current projects and fund more in the future.

Finally, WRDA adjusts the costshare for the Olmsted Lock and Dam project, which will help it be completed as soon as possible. It also frees up significant funding for other lock and dam construction projects.

There is more work to be done, but the reforms I have secured in the bill represent the best approach to meet long-standing, recognized needs for efficient delivery and timely completion of critical navigation projects and sustain2013 Issue III

able funding for the future if our waterways. This bill will also increase funding for the Lower Monongahela project and allow it to move forward.

How has the Port of Pittsburgh been helpful in communicating the value of the waterways to the state of Pennsylvania, and to the nation?

The Port of Pittsburgh, Pennsylvania companies that rely on that inland waterways system, and the Pittsburgh District Office of the Army Corps of Engineers have done a great job communicating the value of the waterways to the state and to the nation. All of them were willing and able partners that helped demonstrate the importance of the waterways to the region and to the nation.

What do you see for the future of our nation’s exports? What role will the rivers play in that equation?

Focusing on exports is crucial to protecting and growing good-paying manufacturing jobs in Pennsylvania. Every billion dollars-worth of U.S. exports supports an additional 5,080 jobs, according to the Department of Commerce. Since the inland waterways system is the most cost-efficient way of transporting commodities they are a crucial part of increasing our nation’s exports. IP

2013 Issue III

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Industry Leaders Weigh in on WRDA’s Passage in US Senate WATERWAYS COUNCIL, INC. Waterways Council, Inc. (WCI) expresses its gratitude to Senate Environment & Public Works Chairman Barbara Boxer (D-CA) and Ranking Member David Vitter (R-LA) for their collaborative efforts to draft, manage and pass a long-overdue Water Resources Development Act (WRDA), S. 601. WCI is also especially grateful for the inclusion of several provisions of the RIVER (Reinvesting In Vital Economic Rivers and Waterways) Act, S. 407, introduced by Senator Bob Casey (D-PA), and co-sponsored by Sen. Mary Landrieu (D-LA), Sen. Amy Klobuchar (D-MN), Sen. Lamar Alexander (R-TN), Sen. Tom Harkin (D-IA), Sen. Al Franken (D-MN), and Sen. Pat Roberts (R-KS).

“WCI and its many operators, shippers, labor, port, conservation and agriculture group members are very grateful for the leadership of Senators Boxer and Vitter, and to Senator Bob Casey and S. 407 RIVER Act co-sponsors Senators Alexander, Harkin, Klobuchar, Franken, and Roberts. We also wish to thank the entire Senate for their efforts to pass a WRDA bill that will meaningfully modernize the nation’s inland waterways transportation system. It will also create American jobs, increase exports, keep our nation competitive, and inject billions of dollars into the U.S. economy as we continue to recover from recession,” said Michael Toohey, WCI President/CEO. “We await action in the House and will work to see the provisions of H.R. 1149, WAVE 4, move ahead toward final passage.”

The WRDA bill contains a number of critically important provisions related to the modernization of inland waterways lock and dam infrastructure. Fiftyseven percent (57%) of the locks and dams on the nation’s inland waterways system have exceeded their economic design life expectancy.

Of specific interest to inland waterways stakeholders, the final WRDA bill -- passed in the Senate by a vote of 83 to 14 -- was amended by the managers to include elements of the RIVER Act to remove the over-budget and longdelayed Olmsted lock and dam project from the Inland Waterways Trust Fund (IWTF), the remainder of the cost to be paid 100% by general treasury revenue and not cost-shared 50-50 through the IWTF. This action will free up around 8

$750 million to the IWTF to complete critical priority navigation projects.

An increase in the threshold for major rehabilitation, from the current $14 million to $20 million, was approved.

Also included in the WRDA bill is prioritization of navigation projects and revamping of project delivery processes to achieve on time and within budget performance. Prioritization is based upon risk of failure and benefits to the nation with an emphasis on finishing projects already underway and ensuring that funding is available to efficiently complete work. Ensuring that future Corps’ estimates for project costs have a confidence level of at least 80% is also included.

Passage of increased funding for inland port dredging to be released from the Harbor Maintenance Trust Fund was also welcomed by the industry in the final WRDA bill.

Not included in the Senate WRDA bill is the industry-supported provision to increase the diesel fuel user fee. The Constitution requires that revenue enhancement measures originate in the House of Representatives, therefore this provision must originate in the House version of WRDA or be added to some other revenue measure.

AMERICAN ASSOCIATION OF PORT AUTHORITIES The American Association of Port Authorities (AAPA) lauded Sens. Barbara Boxer (D-CA) and David Vitter (R-LA), chairman and ranking member, respectively, of the Senate Committee on Environment and Public Works, for their leadership in advancing S. 601, the Water Resources Development Act of 2013 (WRDA), through the Senate. The legislation was passed by a vote of 83-14.

“AAPA commends Senators Boxer and Vitter on their leadership in advancing this legislation to spur vitally needed maintenance and improvements in America’s seaport related infrastructure and waterways,” stated AAPA President and CEO Kurt Nagle.

“Senators Boxer and Vitter recognize the significant benefits more modern, efficient seaport and waterway infrastructure will have on our nation’s economic

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2013 Issue III

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vitality, job growth and international competitiveness, as well as its value in helping address federal fiscal realities through sizable tax revenues provided by the cargo and trade activity moving through these systems,” Mr. Nagle said. “Increased investments are needed to better maintain and improve the transportation infrastructure on our three coasts and the Great Lakes, linking America to the global marketplace.”

He added, “America’s public ports and their private sector partners plan to invest over $46 billion in seaport infrastructure in the next five years.

We need the federal government to uphold its end of the partnership, including badly needed improvements to the land- and water-side connections to seaports.”

Adolph Ojard, AAPA chairman of the United States delegation and executive director of the Duluth Seaway Port Authority, said WRDA is a timely opportunity to address key federal policy issues of major importance to U.S. seaports and the nation. “As the federal government looks to resolve its budget and deficit challenges, it’s imperative to focus scarce federal resources in those areas that can have the greatest impact,” said Chairman Ojard. “Investments in seaports are an essential, effective utilization of limited federal resources, paying dividends through both immediate and longterm sustainable job creation, economic growth, tax

revenues, and enhancedl competitiveness.”

Seaports and the cargo activity they handle are vital components of the national economy. More than 99 percent of overseas trade moves through America’s seaports and more than a quarter of U.S. GDP is accounted for by international trade.

Furthermore, cargo moving through America’s seaports is responsible for more than 13 million U.S. jobs and seaport activity generates in excess of $200 billion annually in federal, state and local tax revenues.

A recent study by the American Society of Civil Engineers (ASCE) found that under current budget trends, less than half of the needed investments in seaports and waterways would be made by the year 2020. In just seven years, this “failure to act” would cost the U.S economy almost $700 billion in lost GDP, $270 billion in lost U.S. exports, additional costs to each household of $770 a year, and 738,000 lost jobs.

To address one of the key components of the WRDA – collection and use of the federal Harbor Maintenance Tax (HMT) – AAPA’s U.S. Legislative Policy Council has adopted six guiding principles.

The principles include guaranteeing full use of HMT annual revenues; ensuring that funding from HMT revenues first should be used for historical intended purposes; providing more equity for HMT donors; assuring that U.S. tax policy not disadvantage U.S.

ports and maritime cargo; ensuring a process to efficiently study and construct deep draft navigation projects; and, modernizing the cost-share formula for dredging federal navigation channels.

“With the recent floor action on Senate Bill 601, AAPA and our members are in the process of reviewing the details of the legislation, as amended, and we will be able to more fully address the specifics provisions of the bill in the near future,” said Mr. Nagle. “We look forward to working with the House Transportation and Infrastructure Committee as it develops its WRDA legislation toward the goal of successful passage and enactment of legislation addressing the infrastructure needs of seaports throughout the United States.”

TRANSPORTATION TRADES DEPARTMENT, AFL-CIO Transportation Trades Department, AFL-CIO (TTD) President Edward Wytkind issued this statement in support of Senate passage of the Water Resources Development Act (S.601): “The passage of the Water Resources and Development Act brings much needed reforms to harbor maintenance funding. The bill puts us on a path to fully funding our harbor maintenance needs, and helps chip away at the $2.2 billion maintenance backlog in our nation’s ports and harbors that hampers international commerce and threatens American jobs.

“The bill will steadily increase the amount of money spent from the Harbor Maintenance Trust Fund (HMTF) on actual harbor maintenance projects, and mandates that by 2020 the spending will match the revenue taken in by the Harbor Maintenance Tax (HMT). This will create substantial investments in a maritime industry that supports 500,000 jobs, plays a critical role in expanding U.S. exports and is the gateway to international trade and humanitarian aid.

“We thank Sens. Barbara Boxer (D-CA) and David Vitter (R-LA) for their leadership on this bipartisan legislation, and look forward to working with key House transportation leaders to produce a bill that can be sent to the President’s desk.”

AMERICAN ASSN. OF STATE HIGHWAY AND TRANSPORTATION OFFICIALS AASHTO congratulates the Senate for its overwhelming bipartisan support of WRDA,” said Bud Wright AASHTO Executive Director. “This touches every American in one way or another because it covers everything from the ports, to safe drinking water, and the infrastructure used to move people, goods and ultimately, America’s economy. AASHTO is looking forward to working with members of the House Transportation and Infrastructure Committee to secure final passage of WRDA later this year. IP

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2013 Issue III

The Canal Group, L to R: Cadet Daniela Andrade; Cadet Margaret Damarlane; Ed Chandler, Manager, HSSE; Kevin Atterberg, Mate; Taylor DuChaine, Human Resources; Sidney Blakemore, Vessel Employment and Safety Specialist at Canal’s Tankerman Workshop.

Coast Guard Academy Cadet Towing Vessel Rider Program Kicks Off Second Year 2013 Issue III

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or the second consecutive year, cadets from the U.S. Coast Guard Academy are spending time onboard tugboats and towboats this summer as part of a program under the auspices of the Coast Guard-American Waterways Operators (AWO) Safety Partnership. The Coast Guard Academy Cadet Towing Vessel Rider Program was established in February 2012 and has parallels in the training of Coast Guard examiners under the Towing Vessel Bridging Program (TVBP). The program educates cadets on the tugboat, towboat, and barge industry through a week or more of shoreside and onboard training.

This year’s program is off to a strong start. Beginning on May 15, several cadets paired with AWO member companies for their training experience, and more cadets are scheduled to participate later in the summer. In total, five companies are planning

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Cadets Daniela Andrade and Margaret Damariane working with Canal Barge.

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to host 11 cadets, growing from last year’s program in which three companies hosted seven cadets.

“Prior to departing the Academy on their summer training programs, cadets participating in the towing vessel rider program attended a two-day Inland River orientation course,” said LCDR Daniel Cost, Marine Inspection Training Coordinator for the U.S. Coast Guard Academy. “The cadets spent two days learning about the nation’s inland waterways systems, the different vessel types in the towing vessel community, and some common terms that they would likely encounter while out on the water. In addition, the course used several case studies to expose the cadets to the challenges associated with moving goods up and down the rivers. At the conclusion of the class, the cadets felt more comfortable with the industry, but were also extremely excited to be getting the opportunity to partake in the program.”

Canal Barge Company, Inc., hosted two cadets on a round-trip towboat ride from Vicksburg, MS, to Baton Rouge, LA. Tom Smith, Vice President-

Human Resources at Canal, noted that “the Coast Guard Academy Cadet Towing Vessel Rider program is a great way to continue to build the relationship between the industry and the Coast Guard. We appreciate the Coast Guard recognizing that the inland river system is a unique operating environment and the need to familiarize cadets with brown water towing vessel operations. They were also able to attend our Tankermen Workshop to learn about tank barge cargo transfer operations. In addition, our mariners had the valuable opportunity to work alongside the Coast Guard in an educational setting. We’re excited to see the program continue and grow, and look forward to participating again next year.”

“AWO could not be more pleased with the growth of this program,” said Jennifer Carpenter, AWO’s Senior Vice President – National Advocacy.

“We hope to expand the program every year to give cadets more exposure to and experience to the industry, and the level of interest from both the companies and the cadets is very encouraging.” IP

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2013 Issue III

America’s Central Port Boasts Annual $282M Impact on Madison County A

Various shots of ACP’s North Harbor. The new South Harbor is currently under construction

2013 Issue III

merica’s Central Port recently released research data quantifying the economic impact of the Port on Madison County. The impact analysis was completed by RSN Economic Group.

According to Dennis Wilmsmeyer, the Port’s Executive Director, “growth of the Port District continues to be significant to Madison County, with a $282 million annual economic impact and over 1,450 jobs either directly or indirectly supported by the Port and its tenants. This represents an increase of 36% in the Port’s overall economic impact to the county since 2007. Additionally, over $70 million in labor income results from the Port’s tenants, residential facilities and construction. Wilmsmeyer said that the Port’s impact on state and local taxes are also significant, totaling nearly $10 million. The Port’s tenants provide over $2.2 million in property tax revenues for local schools and the communities of Granite City, Madison and Venice.

The Port’s activities include its operators loading or unloading 2,500 barges each year; rail and truck bulk transfers for agricultural products, steel, fertilizer, and asphalt; foreign trade zone operations; commercial warehousing; industrial property development; office space leasing; recreational facilities and residential apartments, among other activities. The 2.5 million tons of commodities that pass through the Port’s operators are valued at over $1.1 billion annually, contributing to the nation’s second busiest inland port with the Port of Metropolitan St. Louis.

In 2002, the Tri City Regional Port District began re-development of the former US Army Charles Melvin Price Support Center. Now known as America’s Central Port, the facility has over 70 tenants and operating companies directly employing over 750 people on its 1200 acre property in Southwestern Madison County. Major tenants include: Abengoa Bio energy, Arizon Industries, Mattingly Lumber and the US Army Reserve.

“The $282 million overall economic impact of the America’s Central Port places it among the major engines of economic development in the County. Other major contributors are Southern Illinois University Edwardsville and St. Louis Regional Airport,” said Dr. John C. Navin from RSN Economic Group.

“The future holds even more opportunities for the Port with the development of the new South Harbor.

When completed, it will serve as the region’s newest global gateway for Illinois products and agriculture,” Wilmsmeyer said.

The RSN Economic Group is led by Dr. John C. Navin, Timothy S. Sullivan and Warren Richards, faculty members in the Department of Economics and Finance at Southern Illinois University Edwardsville.

RSN has done extensive research on measuring economic impacts on a variety of businesses in the region, including the Conoco Phillips Refinery.

The complete report is available for review at: americascentralport.com/economic-impact. IP inlandportmagazine.com • @inlandportmag

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Campbell Christens New Tow Boats & Dry Dock

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The MV Alice Jean and the MV Renee Lynn (top).

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ampbell Transportation recently christened two newbuild, state-of-the-art towboats and a drydock. This marks the first new vessel construction in Pittsburgh in 30 years, a significant investment that will help create jobs and benefit the economy.

The drydock was partially built with a small shipyard grant from the U.S Maritime Administration (MARAD) and constructed at the Campbell Transportation shipyard in Congo, West Virginia. The construction of the two towboats at the Campbell shipyard in Dunlevy, Pennsylvania, also benefitted indirectly from stimulus money provided through MARAD in 2009 for new industrial fabrication. Representatives from MARAD christened the drydock and a number of representatives of Pennsylvania and West Virginia’s elected federal officials attended the christening ceremony.

The two new towboats, MV Renee Lynn and MV Alice Jean, were constructed to comply with new U.S. Coast Guard Subchapter M inspection regulations. The towboats are named after the wife and the mother of two long-term employees of Campbell Transportation – Renee Lynn Grizzel, wife of Steve Grizzel, Director of Human Resources; and Alice Jean Corigliano, mother of Ron Corigliano, Director of Regulatory Compliance.

“We are pleased and proud to name both these towboats after family members of two such dedicated and hardworking members of our Campbell Transportation family,” said Chairman and CEO Peter Stephaich. “We think it is a fitting tribute to their years of service that these workboats will service the Pittsburgh region and beyond for many years to come, pushing cargoes like coal to help fuel the utilities and businesses on which our economy depends, and creating jobs.” IP inlandportmagazine.com • @inlandportmag

2013 Issue III

Physical Modeling of Nearshore-Placed Dredged Material Improved dredging is crucial for the future of inland waterways and ports. A USACE study has found that dredged material placed within the surf zone can be effective in reducing shoreline erosion in the vicinity of the placement site.

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he US Army Corps of Engineers (USACE) continues to seek opportunities for the beneficial use of dredged material.

Frequently, USACE dredged material management plans include offshore placement of dredged material from channel entrances and ebb shoals. This often removes material with a high sand percent from the littoral or regional system.

in shallower water is more costly than placement further offshore. However, benefits of additional sand placed in shallower water may be more cost-effective than offshore placement.

The USACE District, Buffalo (LRB), and the Engineer and Research Development Center’s (ERDC) Coastal and Hydraulics Laboratory (CHL) performed movable-bed physi-

THE AUTHORS Rusty Permenter and Ernest R. Smith Hydraulic Engineers, Coastal and Hydraulics Laboratory, US Army Engineer and Research Development Center

Shanon A. Chader and Michael C. Mohr Coastal Engineers, US Army Engineer District, Buffalo Maintenance dredged material from these areas is generally not considered beach quality (>88 percent sand), but often includes approximately 60-80 percent sand.

Placement of dredged material in the nearshore permits natural winnowing/separation of the fine and sand particles.

Nearshore mound locations, material, and configurations must be chosen judiciously to assure that the mound does not negatively impact the surrounding environment and that material remains in the littoral system and nourishes the beach.

Placement of material 2013 Issue III

cal model experiments to assist in evaluating the fate and to help quantify the benefits of nearshore sand placement.

Three nearshore mound locations were subjected to waves in a three-dimensional basin, and the resulting bathymetry was measured with detailed surveys. The experiments demonstrated the benefits of nearshore placed sand to the shoreline and beach.

DESCRIPTION OF THE LSTF Experiments were performed in the Large-scale Sediment Transport Facility (LSTF), a mobile-bed model intended to reproduce surf

zone processes on natural beaches. The LSTF consists of a 30m-wide, 50m-long, 1.4mdeep basin, which includes a 27m (alongshore) by 18m (cross shore) sand beach. The beach is composed of fine quartz sand; having a median grain diameter, d50, of 0.15mm.

Waves are produced by four synchronized wave generators oriented at a 10-degree angle to the shoreline.

To minimize adverse laboratory effects created by the boundaries of the finite-length beach, wave-driven currents are supplemented by an external recirculation system.

In the absence of an external recirculation system, the wave driven currents would develop a gyre within the facility, which would distort any test results.

The generated currents matched the mean longshore current at 20 cross-shore locations and had a peak current of 0.12 m/s onshore and tapered to 0 m/s offshore outside the surf zone.

Longshore sediment transport and its cross-shore distribution are measured with traps installed at the downdrift boundary.

Each trap was equipped with three load cells to weigh trapped sand, which was used to compute total longshore transport rates and the crossshore distribution of longshore sediment transport.

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MOUND EXPERIMENTS Three experiments were performed with mounds in the LSTF at a 1:20 prototype to model scale to observe transport of nearshore placed sand at different depths. To minimize any effect of natural beach profile evolution, a base condition test also was performed to observe bathymetry change without a mound.

These changes were removed when comparing beach change differences with mounds to help determine the influence of each mound.

Incident wave conditions at the 1:20 scale simulated a scaled offshore incident wave height (Hmo) of 10.8 feet, with a peak period of 6.7 seconds and a breaking wave angle of ~6.5 degrees from shore normal. The LSTF sand represented a prototype grain size of 0.54mm.

Mounds were located at approximate prototype depths of 11 and 4 feet relative to the still water level, and placement onshore. The two offshore mounds were, in prototype dimensions, approximately 5 feet high and 30 feet wide. The onshore mound was placed 10 feet high, prototype, at the shoreline and extended horizontally into the foreshore slope.

Mounds were placed at the same alongshore location in the LSTF for each experiment 15

Figure 1: View of mound placed at 11 feet before waves (above) and mound after 60 minutes of waves (below).

and were constructed to a 200-foot prototype length, representing approximately 30,000-cubic-feet of placed sand.

Each mound was dyed with a different color to increase the contrast between the placed material and the beach. Concrete dye proved to be an effective dye for the sand. The process entailed mixing the dye with sand in a concrete mixer and baking it for no less than 24 hours at 180 degrees Fahrenheit.

Subsequent analysis showed no difference in physical properties between the dyed and natural sand.

The beach was surveyed with a 3D laser scanner before and after completion of each mound placement experiment and at intermittent intervals during the experiment.

From the surveys, cross-shore and long-shore transport of the placed sand were calculated from comparisons between initial, intermittent and final surveys of each mound placement location.

Additionally, longshore transport rates were calculated from the volume of sand collected in the downstream traps of the facility for each test, and currents and wave heights were measured at 10 cross-shore locations at several longshore transects.

STUDY RESULTS For each mound, placed sand dispersed quickly when subjected to wave action, and the mounds had diminished after 30 minutes of model waves. Figure 1 shows the 11-foot depth placed mound looking offshore. The top pane shows the mound before the test, and the bottom shows the mound after 60 16

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2013 Issue III

minutes of waves. The dyed mound sand was transported downdrift and spread slightly onshore and offshore.

Figure 2 shows a bathymetry change plot of the mound in which waves approach from the right and updrift is at the top of the plot. Although mound sand was observed to be transported downdrift of the initial mound location, it is not apparent in Figure 2. Accretion is observed in Figure 2 directly onshore and onshore and updrift of the initial mound location.

Erosion occurred onshore and downdrift of the mound.

The figures indicate that the mound impeded longshore sand transport, trapping sand onshore and updrift of the mound with erosion occurring downdrift where the sand supply was reduced.

Similar results were observed with the mound placed at 4 foot prototype, with mound sand transported downdrift but accretion observed onshore of the mound. Sand from the onshore placed mound was transported and accreted di-

rectly downdrift. However, accretion also was observed updrift of the mound.

2013 Issue III

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CONCLUSIONS Physical model experiments of dredged mound placement within the surf zone demonstrated the added benefits of placed sediment in the nearshore.

The dyed mound sand served as an additional indicator of the direction and dispersion of the sand movement.

Placed mounds within the surf zone dispersed rapidly downdrift and remained entrained in the nearshore. Although the mound sand was transported predominately downdrift, sand accretion was observed onshore of the initial mound locations for the offshore placed mounds. The onshore accumulation is believed to be a result of sheltering of the initial mound.

The study indicated that dredged material placed within the surf zone can be effective in reducing shoreline erosion in the vicinity of the placement site. IP

Figure 2: Bathymetry difference after 60 minutes of waves of mound placed at 11-foot depth.

THE AUTHOR Email Rusty.L.Permenter@usace. army.mil. Originally presented at PIANC’s Dredging 2012 conference.

Visit www.pianc.us for more. Permission to publish courtesy of Headquarters, U.S. Army Corps of Engineers.

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AAPA Applauds Congressional Recommendations of $1B for Maintenance Dredging T

AAPA President and CEO, Kurt Nagle

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he U.S. Senate Appropriations Committee’s Subcommittee on Energy and Water Development recently completed its mark up of the fiscal 2014 appropriation bill for the U.S. Department of Energy and U.S. Army Corps of Engineers, which includes a record $1 billion draw from the Harbor Maintenance Trust Fund for maintaining America’s federal navigation channels and related infrastructure.

“AAPA congratulates (Energy and Water Development Appropriations Subcommittee) Chairman Diane Feinstein and the entire subcommittee for recognizing the importance of keeping America’s federal navigation channels accessible for the crucial movement of ocean-going freight and passenger vessels,” said Susan Monteverde, AAPA’s government relations vice president. “While AAPA continues to advocate for full utilization of Harbor Maintenance Tax (HMT) collections, which brings in about $1.6 billion in revenue annually, this is an important step towards full use of those revenues, particularly in these constrained fiscal times.”

The $1 billion amount for navigation maintenance dredging is equal to the recommendation approved on June 18 by the House Energy and Water Appropriations Subcommittee and is consistent with the fiscal 2014 amount identified in the Senate’s Water Resources Development Act (WRDA) legislation. It is $110 million more than the Obama Administration recommended in its fiscal 2014 budget request.

“The appropriators’ action is the first step in getting us to full use of the HMT as outlined in the Senate WRDA bill. The Senate’s bill is slated to achieve full use by 2020,” said Ms. Monteverde.

A week earlier, and for the second year in a row, the U.S. House Energy & Water Subcommittee, chaired by Rep. Rodney Frelinghuysen (R-NJ), approved a $1 billion draw from the Harbor Maintenance Trust Fund. The money is for maintaining America’s deep-draft navigation channels and harbors and is as part of the U.S. Army Corps of Engineers’ fiscal 2014 funding bill. If enacted into law, this would be the largest regular annual appropriation for navigation maintenance.

A press release on the bill by the House Appropriations Committee stated that, in prioritiz-

ing funding, the subcommittee chose to “invest in critical infrastructure projects to protect lives and property and support economic growth.”

“While still less than the need for full use of the Harbor Maintenance Tax (HMT), this funding amount in a tightly constrained budget is a positive step toward ensuring that the HMT is fully utilized to maintain our nation’s federal navigation channels at their constructed dimensions,” said AAPA President and CEO Kurt Nagle. “We greatly appreciate the leadership of Chairman Frelinghuysen and the subcommittee for recognizing this important national priority.”

The $1 billion appropriation approved by the subcommittee is $110 million more than the Administration requested in its fiscal 2014 budget earlier in the year. However, the annual revenue collected from the HMT for maintenance dredging is approximately $1.6 billion.

For many years, AAPA has urged Congress to utilize 100 percent of the Harbor Maintenance Tax for its intended purposes rather than allow the money to build up in the already bloated Harbor Maintenance Trust Fund, which is growing at a rate of about $1 billion per year and is estimated will contain more than $9 billion by the end of fiscal 2014. Last month, AAPA sent letters to lawmakers in both the House and Senate, urging them to guarantee full utilization of HMT revenues to achieve efficient 21st century freight movement.

On April 16, AAPA’s U.S. Delegation Chairman Adolph Ojard, who is executive director of the Duluth Seaway Port Authority in Minnesota, testified before the House Water Resources and Environment Subcommittee, urging full utilization of the annual Harbor Maintenance Tax collection.

He noted that low appropriations have resulted in a navigation system in which channels are not being maintained to their constructed depths and widths despite adequate taxes being collected.

In January, Nagle submitted testimony to the Senate Committee on Environment and Public Works about the critical importance to the health of the port industry of maintaining America’s federal channels at their constructed dimensions. In that testimony, he stated the federal government has a unique Constitutional responsibility to maintain and improve the infrastructure that enables the flow of commerce. He went on to say that much of the infrastructure in and around our nation’s seaports has long been neglected, affecting ports’ ability to move cargo, which hurts U.S. businesses, workers and the national economy. IP

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2013 Issue III

Alabama State Port Authority Celebrates 85th Birthday, Mourns Sheppard’s Passing M

ark Ivey Sheppard, Vice President for Trade and Development for the Alabama State Port Authority, died May 14th at his home following a brief illness.

He was 61 years old.

“Mark Sheppard’s sudden passing comes as a deep shock to our maritime and international trade community,” said James K. Lyons, director and chief execu-

Mark Sheppard’s maritime career spanned over 30 years beginning with a management trainee position for United States Lines, then one of the largest container shipping lines in the world. Sheppard went on to work for a number of companies in the U.S. Gulf, including Hapag-Lloyd, Mitsui O.S.K. Lines and Ned-Lloyd Lines where he managed direct sales, marketing and integrated logistics.

Northeast to the Nation

tive officer. “We are deeply saddened by Mark’s passing. He was a key member of our team and a good friend,” Lyons added.

Recruited by the Alabama State Port Authority in February 2005, Sheppard led trade and carrier development for the Port Authority’s intermodal investments.

Under his tenure, business and ocean carrier service expanded at the new container terminal despite a global economic recession from 2008 through 2010.

2013 Issue III

Strategically located on the banks of the Monongahela River, adjacent to two railways and two highways, Three Rivers Marine & Rail Terminals is an intermodal transportation hub – and much more. Offering direct connections between river, road, and rail, Three Rivers also provides stand-alone and value-added bulk materials supply and service. Our combined capabilities give us the power to develop customized, seamless solutions that address diverse and complex customer needs – from warehousing and packaging to on-demand delivery of ice melt, landscaping, and other products.

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marine & rail terminals

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Sheppard was active in maritime and international organizations and served on the Board of Directors for the Tennessee Tombigbee Waterway Development Council, and was Vice Chairman and Chairman-elect for the Alabama Germany Partnership. Mark Ivey Sheppard was a native of Mobile, Alabama, and graduated from the University of South Alabama. Sheppard was preceded in death by his wife, Dorothy Sheppard, and is survived by his daughter, Jessica Allen Sheppard of Washington, D.C.

CELEBRATING 85 YEARS Alabama’s public seaport terminals at Mobile marked its 85th year and is looking good. Officially dedicated on this date in 1928, the then named “Alabama State Docks” handled its first loads of export sugar, coal and forest products. Today, the Alabama State Port Authority’s terminals still handle forest products and coal, but automotive components, poultry, and steel also dominate the landscape supporting over 127,591 direct and related user jobs and contributing $18.7 billion in economic impact.

Much of the seaport’s cargo diversity and growth in the last decade is attributed to business generated by over $700 million in capital investments at the public terminals and in the federal channel. “Our capital programs have transformed this seaport’s ability to handle Post-Panamax sized ships, diversify its cargo base, attract industrial investment statewide, and generate jobs,” said James K. Lyons, director and chief executive officer for the

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Alabama State Port Authority. “With continued investment in intermodal and transportation infrastructure, I can see these figures only getting bigger,” said Lyons.

Anchors down. Economy up. In 2012, the Port Authority’s containerized, steel and export coal volumes all posted significant growth. Containerized freight held the largest gain with 22 percent increase over 2011 volumes, while steel volumes gained eight percent and export coal volumes grew by five percent. And growth is projected to continue with planned investments in intermodal rail, warehousing and terminal upgrades to expand capacity and market reach. “Our lead project is the Intermodal Container Transfer Facility that will provide by 2015 an intermodal rail option to our shippers in North Alabama, Tennessee and surrounding states,” said Lyons. “We just keep plowing earnings back into our facilities, so that we not only attract more investment and jobs to the region, but provide infrastructure to keep American manufacturing globally competitive. That’s what our business is all about.”

The Alabama State Port Authority owns and operates the State of Alabama’s public, deep-water port facilities at the Port of Mobile and handled over 25 million tons of cargo in fiscal year 2012. The Authority’s container, general cargo and bulk facilities have immediate access to two interstate systems, five Class 1 railroads, and nearly 15,000 miles of inland waterway connections.

Learn more at www.asdd.com or on Facebook at www.facebook. com/AlabamaStatePortAuth. IP

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2013 Issue III

KVH Plans Improvements for Mariners I

n a new effort to position its market-leading mini-VSAT Broadband service as the maritime industry’s premier content delivery platform, KVH Industries, Inc., (Nasdaq: KVHI) is implementing a detailed four-part strategy that will bring a variety of economical and convenient content services to mariners for the first time. Martin Kits van Heyningen, President and CEO of KVH Industries, will present details of the plan at the Digital Ship Maritime CIO Forum today. Mr. Kits van Heyningen and a team of KVH representatives will be available to discuss the solution at the Nor-Shipping show in Oslo, Norway, this week.

“There’s really not a lot of serious debate about the tremendous value of digital charts, high resolution weather data, e-learning programs, or even news, sports, music, and movies onboard ships,” said Mr. Kits van Heyningen. “The concern of fleet IT managers is the high cost of transmitting this data over satellite links, especially when using the services of legacy L-band providers. It’s been so expensive, in fact, that most large files are recorded on DVDs and physically mailed to ports to await a ship’s arrival so they may be manually brought onboard and loaded onto the vessel’s network. This is a slow, expensive, unreliable way to deliver data and it can’t possibly keep up with the booming use of IP-enabled devices and the need for improved data to meet new environmental, training, and labor regulations.

Our strategy is to create an economical way to deliver the data

2013 Issue III

our customers want and need onboard their vessels.”

KVH recognizes that many of the large files needed onboard vessels are not unique, proprietary data files, but common content used by many different customers, like electronic charts, weather forecasts, training courses, digital newspapers, television news and sports clips, music, and movies. In the past, when these large files were transmitted individually to ships, the satellite service costs were too prohibitive to be practical. Even so-called “all you can eat” services usually had fair use policies limiting or blocking transmission of large files. KVH’s goal was to introduce a new, more economical way to deliver content to vessels “over the top” of its mini-VSAT Broadband network. The new solution accomplishes this goal by taking advantage of additional network capacity via advanced multicasting technology.

“There are four major parts to our content delivery strategy,” explained Mr. Kits van Heyningen. “We needed to increase the capacity of our network to handle the additional data; develop a way to reliably multicast a single file that could be received by all customers in a single transmission; develop an onboard server to receive the broadcasted files, determine if the recipient had paid for the content, and store it for access by onboard devices; and make lots of good content available for subscribers to our new service. We’ve accomplished all four goals, and are excited to introduce mariners to a completely new service.” IP

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Georgia Ports Authority one of 26 Ports Honored In AAPA’s 2013 Communications Competition The American Association of Port Authorities (AAPA), a trade association representing leading port authorities throughout the Western Hemisphere, has selected 26 seaports to be recognized for exemplary communications projects and programs at its annual convention and awards luncheon this fall. Winning entrants in AAPA’s 46th annual Communications Awards Program will be recognized at an Oct. 16 luncheon in conjunction with AAPA’s 102nd Annual Convention in Orlando, Fla., Oct. 13-17.

“When port authorities communicate strategically with their many audiences, including their communities, business leaders and policymakers, they’re better able to show their tremendous value as economic development and jobs drivers,” said Kurt Nagle, AAPA’s president and CEO. “This competition helps our member ports by rewarding effective communications and highlighting best practices and lessons learned.”

The 2013 AAPA Communications Awards Program, which had a May 1 deadline for entries, utilized 36 professional public relations practitioners from the Washington, D.C. area who cumulatively spent more than 144 hours over a period of two weeks judging the 15 classifications of entries, ranging from advertisements and periodicals to videos and websites.

Based on the number of points awarded each entry by the judges, 28 submissions from 14 ports received an Award of Excellence, while 52 submissions from 18 ports scored an Award of Distinction, and 19 submissions from seven ports earned an Award of Merit.

To recognize superior performance in the competition, the Georgia Ports Authority (GPA) will, for the first time, receive the Dan Maynard Communications Award for Overall Excellence.

This “traveling” award is presented annually to the port that earns the most award points in the competition. The trophy was renamed by AAPA’s Public Relations Committee in 2004 after the late Dan Maynard, the committee’s former colleague and communications director for the Port Authority of New York & New Jersey. IP

Port of New Orelans Named Top Logistics Leader

By Leading Economics Publication Business Facilities magazine ranked the Port of New Orleans No. 1 on its list of top logistics leaders this week, outpacing all other port metro areas in the United States.

“With its proximity to the center of the U.S. via a 14,500mile inland waterway system, six Class 1 railroads and a nexus of interstate highways, New Orleans is the port of choice for the movement of everything from steel, rubber and manufactured goods to commodities like coffee,” said Jack Rogers, Editor-inChief of Business Facilities.

Port of New Orleans President and CEO Gary LaGrange said the ranking is appreciated, but not surprising.

“It is an honor to be recognized by a respected economic development publication such as Business Facilities,” LaGrange said. “However, the Port’s superior connectivity is no secret to shippers and our customers worldwide.” IP 22

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2013 Issue III

AWO, AASHTO Applaud Foxx

Industry Mourns Sen. Lautenberg

T

T

he American Waterways Operators, a 350-member trade association representing the country’s tugboat, towboat and barge industry, offered congratulations to Charlotte Mayor Anthony Foxx on his successful confirmation as President Obama’s next Secretary of Transportation.

“AWO and its members stand ready to work with Mayor Foxx in his new role as Secretary,” said Tom Allegretti, AWO’s President & CEO. “Our industry was especially grateful to hear Mayor Foxx express his commitment to the continued integrity of the Jones Act, echoing the long-standing position of the Obama Administration, as that law is foundational to the domestic maritime industry and essential to our economic and national security.”

“The nation depends on water transportation to move the building blocks of our economy, facilitate our exports, and provide family-wage jobs and real career opportunities for tens of thousands of Americans,” Mr. Allegretti continued. “AWO shares the incoming Secretary’s views on the importance of a safe and reliable transportation network and we look forward to discussing how deeply committed we are to our role as safety leaders and environmental stewards. AWO has a long history of cooperation and goodwill with the Department and we hope to continue that relationship under incoming Secretary Foxx’s very capable leadership. We wish him much success.”

The American Association of State Highway and Transportation Officials likewise congratulated Foxx following his senate confirmation.

“We congratulate Anthony Foxx on his confirmation as U.S. Transportation Secretary and we look forward to continuing the strong partnership that exists between our organizations,” said AASHTO Executive Director Bud Wright. “In his confirmation testimony Mr. Foxx pledged to continue his predecessor’s campaign against distracted driving, look for creative ways to fund the nation’s highway and transit programs and encourage the use of innovative technologies. AASHTO shares these priorities and we look forward to working with the Secretary as he addresses the challenges ahead.” IP

he American Association of State Highway and Transportation Officials (AASHTO) and its 52 member transportation agencies joined the nation in offering condolences after the recent death of Sen. Frank Lautenberg, (D) New Jersey.

“Senator Lautenberg was a champion of the American people,” said Bud Wright, AASHTO executive director. “He also was a true leader in transportation. Sen. Lautenberg helped to pass landmark transportation legislation throughout his career to improve the health and safety of the traveling public and his tireless work on the Senate Commerce, Science and Transportation; and Environment and Public Works committees will be missed.”

Transportation Trades Department, AFL-CIO President Edward Wytkind issued this statement on the passing of Sen. Lautenberg.

“It is with a heavy heart that we mourn the loss of Sen. Frank Lautenberg, a stalwart proponent of a vibrant and safe transportation system and a tireless advocate of the men and woman who work in this vital sector of our economy.

“Whether leading the charge to enhance transportation safety and security, secure funding for necessary transportation investments or defend basic collective bargaining rights on the Senate floor, transportation workers knew they had a friend in Frank Lautenberg.

“In the area of transportation safety and security there was no greater champion than Senator Lautenberg. He understood that our government has a sacred obligation to ensure that workers come home safely every day and he served to fulfill this responsibility.

“Senator Lautenberg hailed from a state that needed a modern, interconnected transportation system to thrive and he brought this perspective to the policy debates in Washington. He was a relentless supporter of long-term federal funding for our multi-modal transportation system. IP

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Waterways Council, Inc. 801 N. Quincy St., Suite 200 | Arlington, Virginia 22203 703-224-8007 | www.waterwayscouncil.org 2013 Issue III

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Industry Notebook Tonnage numbers remain positive for the Port of Green Bay, despite a decline in some cargo. Overall, June tonnage was up 16 percent when compared to this same time last year.

“We had a 33 percent decrease in cement last month,” said Dean Haen, Port and Solid Waste Director. “But I expect that number to change as construction projects continue and the demand grows. Although numbers were down in June, we are above where we were last year in overall tonnage and that is the goal to keep our eye on.”

The Port’s largest cargo increase in June was salt.

“Last year’s long winter means more inbound salt is starting to come in; we had more than 130,000 metric tons of domestic and foreign salt delivered last month,” Haen said. “The Port is really starting to hit its stride for the season and I anticipate a positive outcome when we wrap up sometime in December.”

Crane Materials International (CMI), the world’s largest, performance-driven manufacturer of sustainable sheet piling solutions, announced the expansion of its engineering support services with the addition of Brendan Sheppard, P.E. as Director of Engineering. An industry veteran, Sheppard is responsible for leading CMI’s engineering support services for the company’s sheet piling and marine piling applications. “We are fortunate that Brendan has chosen to join CMI to lead our engineering support team,” said Jon Ridgway, Vice President Sales and Marketing at CMI. “His extensive experience will not only enable him to provide our team with superior management and design expertise, but also help us as we work to deliver customers with high-performing solutions.”

Governor Bobby Jindal signed legislation that supports Louisiana’s ports by expanding a tax cargo credit for certain port projects. SB 122 — authored by Senator Norby Chabert— modifies the Investor Tax Credit (ITC) and the Import-Export Tax Credit (IETC) by expanding the types of projects that qualify for exemptions. Projects that will qualify for the credit include warehousing and storage, port operations, marine cargo handling, ship building and repairs and oil and gas activities.

The credits will benefit Louisiana companies that import or export goods through Louisiana ports, making them more competitive in the global marketplace. The credit modifications will help bring new cargo into Louisiana ports, attracting additional shipping lines and services into Louisiana’s competitive market from other states.

Governor Jindal said, “This is a great day for Louisiana’s ports. Here in our state, we know that ports equal jobs, and the legislation we’re signing into law will go a long way toward strengthening ports across our state and creating opportunities for our people. That’s why we’ve invested approximately $123 million in Louisiana’s ports through DOTD’s port priority program since 2008. But we aren’t stopping there. If we’re going to remain competitive and keep creating jobs for our people, we need to redirect Louisiana cargo through Louisiana ports, creating a new critical mass of cargo that attracts new shipping services, distribution and warehousing services and infrastructure investment. This legislation will do just that – attract new companies who want to ship goods and services through our waterways, ultimately moving our economy forward.”

Senator Norby Chabert said, “This legislation will further allow us to capitalize on one of our greatest economic assets – our port system. It will incentivize investment, which will provide more jobs for Louisianians in our energy sector, and increase the shipping of goods through our waterways. I’m honored to have authored this legislation that will continue to grow our maritime economy and continue to support our port system.”

KVH Industries plans to offer automatic position reports to support its customers who subscribe to the popular Jeppesen OpenENC “Pay-As-You-Sail” (PAYS) electronic chart service. OpenENC PAYS provides subscribers with access to the entire Jeppesen Electronic Navigation Chart (ENC) database, allowing them to pay only for the charts they actually use based on position reports made periodically to Jeppesen. KVH’s new TracPhone V-IP series 24

Let us spread your message! Email your port, company, or group news to us at djones@inlandportmagazine.com

terminals all feature internal GPS systems, which enable accurate position tracking for Jeppesen without needing to interface with the vessel’s navigation system, thus providing an affordable PAYS solution for mutual KVH and Jeppesen customers.

“Jeppesen OpenENC PAYS is already an excellent subscription option for vessels that travel variable routes and need to meet IMO requirements for ECDIS,” said Alex Zakroff, Jeppesen’s Vice President/General Manager, Marine. “KVH plans to make it easy and economical for their mini-VSAT Broadband customers to use our PAYS solution by providing affordable position reports. Our companies expect that aligning our technologies will enhance the value we bring to the customer.”

Vigor Industrial and South Seattle Community College have partnered to launch an industrial training center at the shipyard on Harbor Island. The Harbor Island Training Center will provide students with the industrial skills they need to get family-wage jobs at the region’s industrial manufacturers.

“There’s a disconnect between industry and a lot of talented, hardworking people in this country,” explained Sue Haley, Vigor’s senior vice president of human resources. “People want to work and industry needs a highly skilled workforce. However, Vigor and other manufacturers can’t find enough workers with the right skills to fill good-paying jobs. This training center will bridge that disconnect by providing motivated local people with critical industrial skills.”

Partnering with South Seattle was a natural fit, she said, with Vigor providing the location, equipment and a real-world industrial workplace, and South Seattle Community College’s welding and manufacturing programs bringing their long expertise in skills training and instruction. The center is already garnering wider community support, including a partnership with the United Association of Plumbers and Pipefitters and Local 32, which donated welding machines and will provide additional training options.

The center is located on-site at the shipyard, and includes a computer lab, classroom space and an industrial training floor with weld-booths and industrial machining equipment. The shipyard location will also allow students to experience how the facility works and learn from veteran workers. The college worked closely with industry to design a curriculum that imparts marketable welding and fitting skills for maritime and other manufacturing industries and will administer the program.

Lyons, director and chief executive for the Port Authority.

In other news, Alabama State Port Authority director and chief executive Jimmy Lyons announced that Frank Fogarty has been named Vice President for Trade and Development.

Adolph Ojard, executive director of the Duluth Seaway Port Authority, announced plans to retire this year after serving in that leadership role for the past decade. A maritime transportation veteran, Ojard was named Port Authority executive director in March 2003. His retirement will end a career that spanned more than 30 years with transportation affiliates of the U.S. Steel Corporation where he held executive positions in rail, inland barging, and Great Lakes shipping. IP

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Fednav Limited, the largest international maritime bulk carrier in Canada, announced the addition of six new vessels to its fleet. Ordered with Sumitomo Corporation and Oshima Shipyard, the environmentally advanced vessels will be built in Japan and will add substantial capacity to its Great Lakes-capable fleet of ships.

As highly flexible vessels well suited to international trade, the 34,000-ton bulk carriers are adapted to the dimensions of the St. Lawrence Seaway and are specially equipped for navigating in ice.

These vessels will be built with “box” holds, better suited to a variety of general cargo like steel and project cargo. Their design will also streamline operations, minimizing time and effort to reduce cargo residues and will result in more efficient port calls.

“This investment highlights Fednav’s commitment to the Great Lakes, and to our customers and partners in the industrial heart of North America,” explained Paul Pathy, Fednav President and Co-CEO, upon signing of the contract. “The Great Lakes St. Lawrence System is a very valuable part of the two countries’ economies. This order

by Fednav demonstrates our clear goal to remain the leader in International Great Lakes shipping.”

Standard & Poor’s (S&P) upgraded the Alabama State Port Authority (ASPA) to an ‘A-’ rating from ‘BBB+’ on the port’s outstanding dock facilities revenue bonds.

Rating Outlook for all authority bonds is Stable. “We’re very pleased that S&P has recognized the substantial improvements in the port’s financial position,” said James K. inlandportmagazine.com • @inlandportmag

2013 Issue III