Volume 3 Issue 2
www.pacificports.org
May 2022
Industry Insight
Sara Young, Port of Skagit: Good jobs for the Skagit Valley
Alternative Fuels
Ports are expanding their propane usage
Foldable Containers An idea whose time has come
Technology
New technology terms and how they are improving efficiencies for ports
Time to Transform New rail infrastructure, innovative data solutions, moving to 24/7 operations – the Port of Long Beach is working to meet today’s challenges while preparing for tomorrow. We are the Port of Choice.
Westridge Marine Terminal expansion is well underway
TransMountain.com
Construction of the modern, three-berth Westridge Marine Terminal located in the Port of Vancouver on the West Coast of Canada is now more than 60 per cent complete. Throughout the expansion, our existing terminal remains in operation, servicing crude oil exports to global destinations. Significantly increasing export capacity for Canadian crude oil, the new Aframax-tanker dock system will be equipped with leading-edge technologies to minimize emissions from loading. Our enhanced communications and IT systems will ensure continued safety and efficiency, while creating a positive experience for ships calling at the terminal. For more information, visit transmountain.com.
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PACIFIC P RTS
May 2022
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APP EXECUTIVE COMMITTEE
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EXECUTIVE DIRECTOR’S NOTE By Jane McIvor
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PORT NEWS
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INDUSTRY INSIGHT
Volume 3 Issue 2
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ZERO EMISSIONS
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INNOVATION
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CLEAN PACIFIC
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ENVIRONMENTAL SUSTAINABILITY
Interferry leading the ‘charge’ for shoreside power
Foldable containers An idea whose time has come
Real-world solutions for spill prevention, response, and remediation on the West Coast
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ALTERNATIVE FUELS
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PROFESSIONAL DEVELOPMENT
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GREEN MARINE
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TECHNOLOGY
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CRUISE
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APP MEMBERS
Ports are expanding their propane usage By Gordon Feller
Kongsberg and Northwestern Michigan College launch professional development programs
News briefs from APP Members
Sara Young, Port of Skagit Good Jobs for the Skagit Valley
CONTENTS
LIGHTING EFFICIENCY How to reduce emissions and costs while boosting efficiency by improving port lighting By Rory McBride, Midstream Lighting
Green Marine expands its horizons with new performance indicators By Véronique Trudeau, Green Marine
New technology terms and how they are improving efficiencies for ports
American Cruise Lines small ship river and coastal cruising in the Pacific Northwest By Alexa Paolella, American Cruise Lines
- Law Office of Alan K. Goldstein - Port & Maritime Business Management
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TREATED WOOD DISPOSAL
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APP MEMBERS
New website offers guidance for California ports, marinas on treated wood disposal
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Growth in use of bio-products reflects higher standards at ports
On the cover: La Conner Marina along the Swinomish Channel (courtesy Port of Skagit); Above: 4FOLD Container (courtesy HCI); Bottom right: Terminal lighting (courtesy Midstream Lighting). May 2022 — PACIFIC PORTS — 5
Association of Pacific Ports 2021/22 Executive Committee
PACIFIC P RTS May 2022 Volume 3/Issue 2
Kimberlyn King-Hinds, President Commonwealth Ports Authority, Commonwealth of Northern Mariana Islands
OFFICERS Bobby Olvera, First Vice President/Treasurer, Port of Long Beach, California USA Shao-Liang Chen, Second Vice President, Taiwan International Ports Corporation, Ltd., Taiwan Kim B. Puzey, Third Vice President, Port of Umatilla, OR USA Ian Marr, Past President, Port of Nanaimo, British Columbia Canada
Publisher Association of Pacific Ports Executive Director & Editor Jane McIvor Contributors Hans Broekhuis Mike Corrigan Kris English Gordon Feller Alan K. Goldstein Rory McBride Jane McIvor Alexa Paolella Ryan Pessah Emmanuel Polman Chris Richardson Véronique Trudeau Sara Young Advertising Phone: 323-578-2452 Philippe Critot (philippe@pacificports.org) Editorial & Association business Phone: 604-893-8800 Jane McIvor (jane@pacificports.org)
REGIONAL REPRESENTATIVES Ying-Feng Chung, Taiwan International Ports Corporation, Ltd., Taiwan Sean Clark, Port of Columbia County, OR USA Dick Dodge, Port of Redwood City, California USA Dorothy Harris, Port Authority of Guam USA Steve Ribuffo, Port of Alaska, AK USA
AT-LARGE REPRESENTATIVE Larry Hernandez, Republic of Marshall Islands Ports Authority Chris King, American Samoa Department of Port Administration Zoran Knezevic, Port Alberni Port Authority, British Columbia Canada
STAFF Jane McIvor (jane@pacificports.org) Philippe Critot (philippe@pacificports.org) The APP has been committed to building partnerships, facilitating dialogue, and encouraging best practices for port governance and management throughout the Pacific since it was established in 1913 as the Pacific Coast Association of Port Authorities. Throughout our 100+-year history, our objectives have remained consistent. With a focus on collaboration, the APP strives to encourage and facilitate best practices and professional development through conferences, workshops annd strong communications. 6 — PACIFIC PORTS — May 2022
ASSOCIATION OF
PACIFIC PORTS Contents copyrighted 2022 Association of Pacific Ports 300 - 1275 West 6th Avenue, Vancouver, British Columbia Canada V6H 1A6 Phone: 604-893-8800 / E-mail: jane@pacificports.org The opinions expressed by contributing writers are not necessarily those of the Publisher. No part of this magazine may be reproduced in any form without written permission of the publisher. EDITOR’S NOTE: Due to the international nature of our membership, spelling within each article remains consistent to the country of origin.
ADVERTISERS APP Annual Conference.................................................................................11 BNAC Environmental Solutions...................................................................25 Clean Pacific Conference...............................................................................50 Innovative Manufacturing............................................................................11 Interferry Annual Conference......................................................................19 Liebherr............................................................................................................... BC NEC Corporation of America.......................................................................... 8 Port of Long Beach............................................................................................ 3 Port of Skagit........................................................................................................ 9 Trans Mountain / Westridge Marine Terminal.......................................... 4 Tynebridge Solutions Inc...............................................................................22 Wiggins Lift Co. Inc........................................................................................ IFC
EXECUTIVE DIRECTOR’S NOTE
For the greater good
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elcome to another issue of Pacific Ports Magazine! I think you’ll be impressed with the articles featured herein, starting with our Industry Insight with Sara Young, Executive Director, Port of Skagit. When Sara took over from one of our favorite people — Patsy Martin — she quickly proved her own leadership skills and has continued, without interruption, the good work that Patsy and the Commissioners established. It was both refreshing and impressive to learn how each project and activity is considered in the context of what is best for surrounding communities.
As you continue to read through this issue, a recurrent theme emerges that echoes the underlying motivations seen from the Port of Skagit. Whether it’s to read about the efforts of Interferry to encourage ports and terminals to install shoreside power for electric ferries; or about 4FOLD containers — an innovation that solves space, emission and efficiency challenges for ports and shippers; or Midstream Lighting’s advice for lighting options that reduce air emissions, light pollution, and operatonal costs; each article is looking at solutions that will better the port and terminal sector, and by extension, better the communities surrounding ports.
When we started publishing Pacific Ports Magazine, it was with the intent to strengthen our efforts to share best practices and lessons learned, and to provide a forum for professional development, two of the main reasons the Association exists. The articles you’ll read in this issue do just that. With Association members providing ideas, concepts, and innovative solutions for the benefit of their peers and colleagues, they are demonstrating not only the value of membership but what can actually be achieved when we come together for the greater good. I hope you enjoy. More importantly, I hope you learn. — Jane McIvor
APP PORT MEMBERS
May 2022 — PACIFIC PORTS — 7
PORT NEWS
Port of Long Beach boosts rail capacity with new project
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he Port of Long Beach has completed construction of a new rail project that will increase efficiency of goods movement and reduce congestion on local roadways by shifting more cargo to trains. The Double Track Access from Pier G to Pier J Project adds a second rail line running approximately 8,000 feet long that enables four terminals in the Port’s south basin area to simultaneously handle arriving and departing trains. The project is a vital piece of the Port’s ongoing rail infrastructure capital improvement program aimed at shifting more cargo to rail, one of the goals of the 2017 Update of the San Pedro Bay Ports Clean Air Action Plan. “This project is an important piece of the rail improvement program that will increase efficiency and lower emissions at our Port,” said Long Beach Mayor Robert Garcia. “We’re continuing to invest in strengthening our supply chain, prioritizing environmental sustainability, and reducing impacts on the communities surrounding the Port.”
Cutting the cake to celebrate completion of the Pier G/J Double Track Access Project. From left: Long Beach 7th District City Council Member Roberto Uranga; Harbor Commissioner Bonnie Lowenthal; Pacific Harbor Line President Otis Cliatt II; Harbor Commission Vice President Sharon L. Weissman; Long Beach Mayor Robert Garcia; Los Angeles/Orange Counties Building and Construction Trades Council Communications Director Anne-Marie Otey; Port Executive Director Mario Cordero; Deputy Executive Director Dr. Noel Hacegaba; and Deputy Executive Director Rick Cameron. “This project will streamline operations and reduce truck trips at a time we are experiencing an unprecedented growth in cargo,” said Port of Long Beach Executive Director Mario Cordero. “Our investments in on-dock rail will help the Port remain globally competitive and environmentally sustainable well into the future.”
New POLB Program Management Director appointed
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he Long Beach Board of Harbor Commissioners approved the appointment of Tasha Higgins to lead the Program Management Division at the Port of Long Beach. The Program Management Division, part of the Port’s Engineering Services Bureau, oversees improvements to waterways, wharfs, terminals, railroads, bridges, roadways, and utilities.Higgins started at the Port of Long Beach in October 2020 as Assistant Director of Program Management. She has made a significant impact to the division’s implementation of quantitative risk assessments and helped to improve small business participation on contracts within the Engineering Services Bureau. Prior to joining the Port, Higgins had worked since 1993 on various transportation improvement programs for agencies including Long Beach Transit, Los Angeles World Airports, the Los Angeles County Metropolitan Transportation Authority and the California Department of Transportation, in addition to privately held consulting companies. She holds a Master of Business Administration degree from the Cromwell School of Business at Biola University and a Bachelor of Science in civil engineering from the Henry Samueli School of Engineering at the University of California, Irvine. She is a board-certified civil engineer with the state of California and a certified Project Management Professional. 8 — PACIFIC PORTS — May 2022
“Alleviating truck traffic will enhance air quality and decrease the impact of Port operations on the surrounding community,” said Sharon L. Weissman, Vice President of the Long Beach Harbor Commission. “Moving goods more efficiently and sustainably remains one of our top priorities.” Construction started in February 2020 on the project, which increases rail efficiency at Piers G and J up to 25 percent. It will also minimize conflict with neighboring terminals’ on-dock rail operations and improve overall safety in the vicinity. The $34.7 million project was partially funded with a $14 million grant from the state’s Trade Corridor Enhancement Program, which was established by Senate Bill 1 to pay for infrastructure improvements on federally designated freight networks across California using money from the state and the National Highway Freight Program. The Port contributed the remaining funds for the project, which was completed early and under budget.
INDUSTRY BRIEFS
Trans Mountain expansion project celebrates 50 percent construction completion
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onstruction on the Trans Mountain Expansion Project has reached a major milestone with more than 50 percent completion as of March 2022. The halfway mark of construction for the Expansion Project includes more than 412 kilometres of pipe in the ground, 574 kilometres of the pipeline right-of-way stripped and graded, 471 kilometres of pipe welded and the completion of 32 major trenchless crossings. “We are proud to celebrate the halfway mark of the Trans Mountain Expansion Project. The way we are constructing this Project reflects a new approach to building major projects in Canada” said Rob Van Walleghem, Interim President, Trans Mountain Corporation. “I want to personally thank Ian Anderson, who retired earlier last month after a long
tenure with the company. His leadership and guidance have made this milestone a reality.” Since construction began on the Expansion Project, more than 20,000 people have been employed across Alberta and British Columbia. Trans Mountain has negotiated agreements with local governments across B.C. and Alberta, dedicating more than $16 million to community legacy projects, such as trails and recreational infrastructure improvements, that will have positive and lasting impacts on the lives of thousands of Canadians. “This celebration of the halfway mark of construction was made possible by the hard work and dedication of each and every person on our workforce. As we continue construction in 2022 and 2023, we will continue to work as one
team and create long-term benefits for Canadians through this world-class project,” said Corey Goulet, Executive Vice President, Execution, Trans Mountain Expansion Project. Once complete, the Expansion Project will generate significant benefits to Canadian crude oil producers and in turn, to all Canadians by providing enhanced access to alternative markets accessible by tanker from Westridge Marine Terminal providing expanded access from Western Canada.
Good Jobs for the Skagit Valley Skagit Regional Airport
Bayview Business Park
15400 Airport Drive, Burlington WA 98233
La Conner Marina
• www.portofskagit.com
SWIFT Center
• 360-757-0011
INDUSTRY BRIEFS DOC NOAA awards $127M NCEP scientific support services task to Lynker
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ynker has been awarded a $136.9M task on NOAA’s ProTech Weather Domain IDIQ to provide scientific support services to the National Weather Service (NWS) National Centers for Environmental Prediction (NCEP). This five-year NCEP Scientific Support Services (SSS) task order starts September 1, 2022, with work to be performed at NOAA/NWS/Environmental Modeling Center (EMC) in College Park, MD. “Lynker has repeatedly shown how we can successfully assist NOAA from a mission focused service perspective and we intend to demonstrate to the NWS our solid commitment to this job,” Lynker Founder and CEO Joe Linza said. Team Lynker members — Lynker, Science Applications
International Corporation (SAIC), and Axiom Consultants, Inc. (Axiom) — comprise an expert technical team with significant current and past science and technology, and research and development experience in NCEP SSS Performance Work Statement work areas, having performed them to support NOAA, NASA, and Department of Defense contracts. Supporting these customers, we have significant experience developing advanced scientific computing applications, including forecast models, data assimilation, and high-performance computing.
Reid Middleton wins 2022 Silver Award for successful fulfillment of client/ owner needs
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eid Middleton was recognized with the 2022 Silver Award for Successful Fulfillment of Client/Owner Needs by the American Council of Engineering Companies (ACEC) Washington for their “Pier Over the Water” project. The public can now enjoy views out over the water along Seattle’s waterfront. The City of Seattle needed to understand whether to repair or replace a public pier. Reid Middleton led the evaluation of Pier 62 & 63. Pier 62 was a 32,000 SF timber pier built in the 1920s. Reid Middleton suggested that the existing pier be demolished and replaced with a new pier. We completed initial design/study phase of the project to allow the City to verify the anticipated project costs and to apply for environmental permits.
Next, we designed a 360-foot-long by 96-foot-wide fixed pier with steel piles, precast concrete pile caps, pre-cast concrete deck panels, and a castin-place concrete topping slab. The pier meets current seismic standards and accommodates a 250 PSF live load and HS-20 truck loading. We designed a 200-foot-long by 15-foot-wide post-tensioned concrete mooring float. Reid Middleton also completed demolition drawings and provided construction administration. The new, one-acre public park can host year-round public activities like concerts, yoga, soccer, festivals and more.
Matson increased community support to $4.2 million in 2021
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atson contributed a total of $4.2 million in cash and in-kind donations to 564 charitable organizations and non-profit programs in the communities it serves during 2021, up from $3.5 million in 2020. “During the second year of the pandemic, Matson increased community support with continued focus on our communities’ most pressing needs,” said Matt Cox, Chairman and CEO. The biggest categories of giving for the year were Environmental programs; Food Security programs; and Social Equity programs. In 2020, Matson made a multi-year commitment of $5 million in cash and in-kind services to support food bank networks in Hawaii, Alaska and Guam, which will be fulfilled through 2023. In 2021, Matson contributed $1.5 million in cash, services and equipment support to Hawaii organizations; $1.6 million to Alaska organizations; more than $142,000 to organizations in
10 — PACIFIC PORTS — May 2022
Guam, Micronesia and South Pacific islands served by Matson; and $919,000 to organizations on the U.S. mainland. In 2021, Matson introduced Caring for Alaska, a program funding local community organizations that conduct environmental clean-up activities, supporting 10 organizations in its first year. In its 20th year, Matson’s community environmental program in Hawaii, called Ka Ipu ‘Aina (container for the land), and Adahi I Tano’ (caring for the land), its program in Guam and Micronesia, were suspended for the year due to local COVID-19 pandemic restrictions on gatherings. Additional information on Matson’s community support activities is available in the company’s Sustainability Reports posted online at: https://www.matson.com/sustainability/ sustainability-reports.html
INDUSTRY BRIEFS NEC launches Smart Workplace
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EC Corporation of America (NEC), a leading provider and integrator of advanced IT, communications, and networking solutions, announced the launch of a comprehensive suite of Workplace Management solutions that complement its UNIVERGE BLUE® CLOUD SERVICES to realize the ultimate smart workspace for workforce wellbeing, convenience, safety and seamless collaboration.
Redefining the workplace experience
A new world of flexible working is redefining how we work, collaborate, and communicate. Hybrid working is taking the place of the traditional office and cloud-based services are lowering thresholds for organizations to adopt the latest solutions that enable them to become more agile and efficient. Employees expect flexibility and choice of workplace, and enterprises have a unique opportunity to embrace the digital transformation to enhance organizational resilience, workforce well-being, convenience, and productivity, by creating safer, more sustainable, more automated, and engaging environments for individuals and teams. Smart enterprises adopt digital workspace strategies to create such environments. With the introduction of UNIVERGE BLUE® cloud-based communications services in 2020, NEC has already provided customers with fully integrated Unified Communications as a Service (UCaaS) and Contact Center as a Service (CCaaS) solutions, providing telephony, collaboration, conferencing, webinars, file sharing/backup, security and more within a single solution. “Now, with the introduction of five powerful Workplace Management solutions that are dynamically delivered from the cloud, on-premises or hybrid, the workplace is transformed for a safe return to the office that accommodates for a flexible and right-sized environment,” said Ram Menghani, President of Product Development for NEC Enterprise Communications Technologies. “NEC Smart Workspace brings together advanced applications and real-time data to provide automated, frictionless services that enable a secure, seamless, safe-working, and welcoming customer experience. It also provides a smooth interaction across office locations, campuses, hotels, and events centers. Leveraging technology innovation in the Internet of Things (IoT), Artificial Intelligence (AI), Biometrics, and Cloud Communications improves the way we work and interact in a stimulating environment that maximizes productivity, well-being, safety, convenience and organizational resilience,” Menghani said. NEC Smart Workspace components can be deployed individually or as a complete solution set and can draw on NEC’s UNIVERGE INTEGRATION PLATFORM to dynamically design, manage and streamline customized workflows across an organization.
ASSOCIATION OF
PACIFIC PORTS
APP’s 108th Annual Conference September 25 to 28, 2022 Saipan, Commonwealth of the Northern Mariana Islands
Early registration now open!
www.PacificPortsConference.com
May 2022 — PACIFIC PORTS — 11
: INDUSTRY INSIGHT
Good Jobs for the Skagit Valley
Sara Young
Executive Director, Port of Skagit
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here’s one thing that becomes evident very quickly when learning about the Port of Skagit. It is their recognition that their reason for being is to benefit the community — so much so that it is front and center on their website, their mission statement, their vision and their “Port’s Promise”. And “Good Jobs for the Skagit Valley” is more than just a catchphrase for the Port. In our interview with Sara Young, Executive Director at the Port, and in review of current activities and future plans, it’s plain to see that the “Promise” truly reflects the commitment from staff and Commissioners to better the lives of those living in the Skagit Valley. PP: Let’s start by looking at the transition between yourself and your predecessor, Patsy Martin, as well as the strengths you bring to the role of Executive Director. SY: Patsy had advised the Commission of her plans for retirement a few years prior to actually setting a date, so discussions about succession had started very early. The Commission 12 — PACIFIC PORTS — May 2022
...it’s plain to see that the “Promise” truly reflects the commitment from staff and Commissioners to better the lives of those living in the Skagit Valley. had wanted an internal candidate and a seamless transition, so about a year prior to Patsy’s departure, we started operating differently to prepare for it. I started taking on more engagement with the Commissioners, our strategic planning process, as well as staff development. Patsy focused on finishing up projects and wrapping up pieces of external relationships that she had been managing. By the time she walked out the door, we had transitioned all of that and were ready to go. That was at the beginning of September 2021. I’ve been with the Port for 15 years, so I’ve had the benefit of not only contributing to the mission, but helping to develop the workplan to fulfill teh Commission’s vision. I have worked with the staff and the Commission for
many years, and we have a really talented team. We’ve worked very hard to develop a positive work experience for our staff and, as a result, they understand the need to grow together and be productive. I started my career as a consultant in the area of natural resource sciences and that involved a lot of land use permitting and project management. My experience in those areas has been invaluable and it has taught me how to be resourceful in terms of developing transferable skills as well as critical thinking. PP: Could you provide some background on the Commission? SY: We have a really strong Commission. All three Commissioners have deep ties to the community and have been excellent stewards of the Port. Their skills and backgrounds
INDUSTRY INSIGHT compliment each other quite nicely, bringing their own independent ideas and strengths in a way that is very respectful of the governance structure. Dr. Kevin Ware was elected in 2001 — I believe he is one of the longest-serving publicly elected officials in Skagit County as well as the longest serving commissioner in the public port system in Washington State. He’s a real asset. In addition to his medical certifications in Family Medicine and the Public Health Service, he has extensive experience in both the marine and aviation sectors and has been actively involved in the business of real estate construction and investment since 1980. Steve Omdal has been a Commissioner since 2012. He has a strong background in business and his experience provides great insights and direction on how best to support Port tenants. He’s very passionate about manufacturing jobs and, having been raised on a dairy and crop farm, really embraces and understands the importance of value-added agriculture in our community. His experience as an engineer with Boeing for 15 years and the hours of commuting each day has given him a great perspective on the need for economic development opportunities in our most rural communities. Our newest Commissioner is Mahlon Hull who just took office this past January. He has a broad background in service — both within the Skagit Valley and beyond during his time in the Air Force and Air National Guard — and extensive involvement as a volunteer in the community. PP: Before we start delving into the activities of the Port, I’ d like to spend a minute discussing the Port’s mission statement, specifically, “good jobs for the Skagit Valley”. SY: The Port has always been focused on job creation for the community but about five years ago we changed our statement from “jobs” to “good jobs” to capture the idea that we’re not just after any job. We wanted to convey the concept of sustainable community wage jobs.
Port of Skagit Commissioners (left to right): Dr. Kevin Ware, Steve Omdal, and Mahlon Hull.
The Port has always been focused on job creation for the community but about five years ago we changed our statement from “jobs” to “good jobs”... We thought about the terms “living wage” and “family wage” but felt they were too subjective so we did a study and found that a combined income of $85,000 per year would satisfy the need to break even in terms of taxes returned to the community to support the services that an average family requires. PP: In this context, let’s go through the various activities throughout the Port, starting with your real estate portfolio. SY: We have several port-owned properties throughout the county and there are industrial properties for lease on all of these — La Conner Marina and RV Park, Skagit Regional Airport, the SWIFT Center, Bayview Business Park, and Watershed Business Park. In total, we own about 2,500 acres. Watershed Business Park is our most recent acquisition. It is 123 acres of industrial property located just east of the airport. This summer, we’ll start installing the basic infrastructure to allow for businesses to locate there. It’s a very flat property that is a good compliment to our existing Bayview Business Park which has a lot of wetlands, so it is sub-divided into smaller plots — typically less than two or three acres — to be able to preserve the highest functioning wetlands. The Watershed Park, which is dry, will have lots significantly
larger, between five and 10 acres. This gives us a lot more diversity in the kinds of businesses we can accommodate — for example, agriculture processing facilities among other possibilities. The Bayview site has aerospace and marine manufacturing as well as the construction trades — any one of those core industry sectors would be suitable for our new site. We also have an old railyard property and we’re working on a sale proposal. Given its proximity to the I-5 Highway and the existing rail infrastructure, there’s a number of companies interested in it. The Commission is interested in selling the property and reinvesting the funds in the community for initiatives related to value-added agriculture, perhaps a transload facility. We could potentially use this site for transload but ideally, we would want to find something closer to our core. PP: During the APP Conference in San Diego last October, Dr. Ware made a presentation and mentioned how valueadded agriculture was a real benefit to the Skagit Valley and a significant focus for the Port. Could you provide more detail on that sector? SY: I believe Commissioner Ware used the example of farmers who had originally planted a commodity grain May 2022 — PACIFIC PORTS — 13
INDUSTRY INSIGHT
The Port of Skagit took ownership of the SWIFT Center site in 2018. between the growing seasons of tulips and potatoes and were now growing grain for a specialty market, specifically malting grains for brewers and bakers, which commands a much higher price per bushel. We have two buildings and one large grain storage tank farm under lease for malting grains. We have another building with multiple tenants, including a pickle processor. This also houses a King Arthur Baking School classroom of which there are only two in the world. And we have three breweries who use local products. We also just finished construction of a co-op project
La Conner Marina is on the cusp of new life. 14 — PACIFIC PORTS — May 2022
for local farmers. There are roughly 80 small ranching operations spread over five counties, and this provides a local venue for them. It includes a meat processing facility. PP: Let’s look at the SWIFT Center next. What are your plans for this site? YS: The SWIFT Center is a longterm project which requires generational decisions. We took ownership of the site from the State of Washington in July 2018. It was a former hospital dating back to 1912 so it has a very rich history and a unique Spanish colonial style that needs to be preserved.
The first target is to get infrastructure built in a vacant swath of property at the lower perimeter. We’re looking at four large industrial buildings of 50,000 square feet each. The Port would undertake the base infrastructure and site prep and then have private partners build according to the architectural standards of the property. We’re hoping construction will start sometime in the next year. Beyond that, we’re working on a feasibility study to understand the costs around renovating some of the more historic buildings and what kind of partner it might take to make it happen. Some of the ideas include tech businesses or even residential buildings. There has been quite a bit of interest in providing housing given the shortage of worker housing which is affecting local employment. The idea that there could be a component of the SWIFT Center for some kind of residential or mixeduse development is really compelling. The feasibility study will be completed this year and will provide us with some guidance as we move forward but as I mentioned, this is a generational project and will likely be upwards of a 20-year horizon for completion. PP: Turning to the La Conner Marina, I understand there are plans for that area as well.
INDUSTRY INSIGHT YS: Yes, the Marina is on the cusp of a new life. It’s over 50 years old now and is very land constrained. It supports a critical marine manufacturing cluster and it’s important to provide opportunities for growth of that. For example, last May, we completed a new 17,266 square-foot Port-owned manufacturing facility for Mavrik Marine. The new expansion will add between 25 and 30 jobs and there is the potential for them to require another, similar building in the next five to 10 years. One of the issues that we’re currently trying to address is the need for a large boat launch for our north-end industrial tenants. Also, there is an old sling launch that is at the end of its life and needs to be demolished. We could renovate that property for a boat ramp, but we would need to provide enough public parking to utilize the ramp, so there is a master planning effort underway to determine the best path forward. The big news for the marina property, however, is the potential for significant redevelopment of our uplands. We just kicked off a planning process to investigate options, including the potential to partner with a private company for the redevelopment of some old buildings into a mixed-use area that could include residential housing. We’ve had conversations with the town of La Conner and there’s a lot of excitement about the potential to turn the area from seasonal and tourism-dependent activity to having a core residential community. PP: I believe that brings us to the last remaining enterprise, the Skagit Regional Airport. YS: Between the Port, Washington State, and the Federal Aviation Administration, about $20 million worth of investments has gone into the Airport over the last 10 years. The result is that it is now completely up to standard for larger, transcontinental business jets. We are now able to accommodate any size of business or recreational aircraft. We’ve avoided offering commercial services as it would mean a different set
The Skagit Regional Airport can now accommodate transcontinental business jets.
Between the Port, Washington State, and the Federal Aviation Administration, about $20 million worth of investments has gone into the Airport over the last 10 years. of regulations and would become more difficult for business and recreational aviation to share the same space. Within that $20 million is more development and private investment. For example, our FBO (fixed-base operator) has expanded their facilities significantly. They have two new hangars and can park any size of aircraft that comes to the airport. We’re also about to break ground on two more hangars that are both 150 x 100 feet with 15,000 square feet each. And three private, large aircraft hangars are going up — two on the north ramp and one on the east apron. We had a set of 10 T hangars constructed last year by a private entity as well as 20 new T hangar units between the two buildings for smaller aircraft. There is also another project going to the Commission for approval — two 60 x 60-foot executive hangars. Our next big project will be getting a runway extension which will be a big benefit for larger aircraft. The FAA is a great partner and will pay for 90 percent once we have our operational numbers
at that critical threshold of 500 operations annually. PP: Aside from the extensive portfolio you manage, could we also discuss some of the initiatives you’re undertaking? I’m thinking specifically about the broadband fiber optic. SY: We started in 2018 and formed SkagitNet LLC, a joint partnership with the Skagit Public Utility District. The goal is to connect the most rural areas with urban areas and create equity in terms of service and pricing. We have been awarded $12 million in state and local funding in addition to our own funding, and we continue to look for more to keep building. Our original goal was to build a west-to-east backbone — and we’re about to construct the last phase of that — but we’ve moved the target for ourselves and are now designing and permitting a project to connect the Sauk-Siuattle Tribe with the goal to create a redundant ring to Snohomish County. We’ve also started looking at additional areas to ensure there are no gaps. We lease the infrastructure (i.e., the fiber optic cable) to service providers on May 2022 — PACIFIC PORTS — 15
INDUSTRY INSIGHT Our environmental work can be categorized in two ways — energy conservation and land use management. an open access basis to create competition in these rural markets. Our goal is to achieve a break-even venture, but the real benefit is the good that it does for the community. PP: What about environmental programs? SY: We’re always aware of doing our work in a way that’s environmentally friendly and we’ve been lucky that we don’t have the burden of redeveloping a waterfront that has had a history of contamination. Our environmental work can be categorized in two ways. The
first is energy conservation. That translates into prioritizing the installation of solar panels for all new projects and building charging stations for electric vehicles on all of our properties. The second relates to land use, specifically, wetlands and storm water management. We just completed a 20-year program to manage wetlands on our property in partnership with the U.S. Army Corp of Engineers and other resource agencies and stakeholders. It was a great program that allowed us to preserve the best wetlands, develop
About the Port of Skagit
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onveniently located in Northwest Washington’s fertile Skagit Valley, found midway between the metropolitan areas of Seattle, Washington, and Vancouver, British Columbia, the Port of Skagit owns and operates four key facilities: the Skagit Regional Airport, the Bayview Business Park, the La Conner Marina and the SWIFT Center in Sedro-Woolley. Combined, the Port’s four facilities are home to more than 100 businesses that employ some 1,800 workers in sustainable household wage jobs, and there’s still plenty of room to grow. At a glance - Skagit Regional Airport — The primary runway is oriented in a northwestsoutheast direction; paved and lighted with a full-length parallel taxiway; published dimensions are 5,477 feet long by 100 feet wide. The secondary runway is oriented northeast-southwest; paved and lighted with a full-length taxiway running alongside; published dimensions are 3,000 feet long by 60 feet wide. US Customs & Border Protection Services available for international arrivals, 24 hours a day. - La Conner Marina — Two marina basins on the east shore of the Swinomish Channel, open all year; 2,400 linear feet of guest moorage; 366 covered berths; 130 open berths; approximately 100 dry boat berths (dry storage). RV Park with 60+ camping sites. - Bayview Business Park — Uniquely positioned in northwest Washington, about halfway between Seattle and Vancouver, British Columbia.Tenants are surrounded by 1,000 acres of forested industrial property.Primary industries at the Bayview Business Park include aerospace, maritime and general manufacturing. The business park is also home to a value-added agriculture cluster of complementary ag businesses and industries. - SWIFT Center — Historic former Northern State Hospital campus in SedroWoolley. The Port and partners are leading efforts to revitalize the campus to focus on economic development in eastern Skagit County, with the vision of a center for innovation and technology.
For more information, visit: www.portofskagit.com 16 — PACIFIC PORTS — May 2022
a small amount of low-functioning wetlands, and resolve conflict between development and the environment. We’re now embarking on the second generation of that program. We’re renegotiating a new permit cycle so we can implement new mitigation measures and take a fresh look at the wetlands on our property. Our goal is to always try to manage the wetlands as comprehensively as possible rather than a a piecemeal approach. Stormwater is another area of focus. We’re doing testing right now to see if we can infiltrate storm water into a deep sub-surface strata. On Bayview Ridge, the conventional thinking is that it’s not practical to infiltrate stormwater because we have a couple of feet of topsoil overlying thick clay that shunts the water off. We have been told for years that we can’t do low-impact development at Bayview, but a local company has investigated and found that below the clay layer is a thick layer of sand. If we can tap into that, we might be able to infiltrate with an 80-foot well. PP: Last question: How did the Port fare during the pandemic? SY: When it first started, business crashed fairly quickly but since then it has come back with great force. For example, we saw a lot of cancellations at the Marina in March 2020 but by June, people started realizing that boating was the one activity they could do safely, and we ended up having the longest season we’ve ever had. Each year since has seen an earlier start to the boating season and now, we’re not just back to normal — we’re seeing much stronger demand. We’re hoping this will be sustained in the years ahead. Another issue that is in some ways related to the pandemic is the labor shortage. We’re having a hard time finding talent for some of the positions we have open — for example, our Chief Finance Officer has announced plans to retire. But we are an attractive place to work — we have a lot of benefits to offer. PP: Thanks Sara! PP
ZERO EMISSIONS
Interferry leading the ‘charge’ for shoreside power
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“For ferries to meet incoming legislation for the reduction of greenhouse gases ... it’s crucial that the electricity grid network in ports is expanded quickly...” “In some cases, we’re seeing that it could take up to 10 years or more for this to happen.” He added that the investment required will be “massive”. “It’s a huge number and will require multiple partners — governments, ferry owners, ports, and power companies — to come together to address.” In addition to the cost, other challenges include finding space at terminals to accommodate the infrastructure as well as planning for disruptions to operations during the construction phase. And, of course, consideration must be given to the amount of load required and whether the local power grid will be able to manage the surges that are experienced during rapid charging periods. While these challenges are not insurmountable, they will require careful planning and close collaboration with all partners and, as previously noted, resolution and action will take time. In the meantime, ferry companies are
still moving toward the path of net-zero emissions. “A lot of vessels are being built with hybrid systems — diesel/ electric, LNG/electric, and hydrogen/ electric — so when the energy becomes available at the terminal, we’ll be ready.” Corrigan noted that battery energy storage systems are continually evolving with increased storage capacity, and lower costs and weights, leading to his belief that “the transition will happen, it’s just a matter of when. Ferries have been plugging into shore to run diesel generators for some time now — the key going forward is to be able to access much bigger loads that would be required for rapid charging a bank of batteries.” He went on to say that using alternative fuels like hydrogen and even ammonium is being considered when it comes to generating low-emission power in the meantime. During this transition period, Corrigan pointed to LNG as being
Image courtesy of ForSea
ith a worldwide push toward a greener future, the shipping industry is working hard to improve their carbon footprint. When it comes to the electrification of vessels (the gold standard for zero emissions), ferries are at the forefront of developing technological advances. For the sector to achieve their goals however, shoreside infrastructure must keep pace. Hence, Interferry is reaching out to ports, governments at all levels, power companies and other stakeholders to provide awareness and engage in discussions to help speed up efforts. “For ferries to meet incoming legislation for the reduction of greenhouse gases by 50 percent by 2030 and achieve net-zero emissions by 2050, it’s crucial that the electricity grid network in ports is expanded quickly,” said Mike Corrigan, CEO of Interferry, an international trade association representing more than 260 member companies in over 40 countries. Given the size of the global ferry fleet (15,400 vessels with a combined gross tonnage of more than 31 million gross tonnes), cutting air emissions from this sector alone would make a significant impact on total greenhouse gases. Addressing air emissions, however, must be done without jeopardizing the 1.1 million jobs the industry supports globally (2019 numbers), the $60 billion contribution to the world GDP, or, most importantly, the almost 4.3 billion passengers (about the same as the airline industry) who depend on the service as a critical lifeline. In emphasizing the need to accelerate the development of Onshore Power Supply (OPS), Corrigan outlined some of the challenges. “For power and hydro companies to extend transmission lines to terminals, a significant amount of infrastructure will be required,” he said.
Multiple partners — ports, ferry owners and operators and governments — are required to be able to address the issues and challenges of createing shoreside power infrastructure. May 2022 — PACIFIC PORTS — 17
ZERO EMISSIONS
Photo courtesy KONGSBERG
State-of-the-art KONGSBERG technology will underpin the first of Scandlines’ next-generation, all-electric shuttle ferries, due to commence sailings in 2024. the most environmentally friendly fuel for now but other fuels, like hydrogen, aren’t far away. “Companies like Wartsila, ABB and Kongsberg are participating in a project for hydrogen ferries in Europe,” he said, adding that government funding is key to moving these kinds of projects forward. Other technologies — battery swapping (battery systems that can be swapped out and driven by truck to the source of power) are also being investigated. He acknowledged however that this solution might not bea true zero-emission solution if the truck’s emissions are factored into the equation. When asked which countries were out in front when it came to technological advances, Corrigan was quick to point to Scandinavia — and specifically
18 — PACIFIC PORTS — May 2022
Norway — that have a mandate to be completely off carbon by the middle of the century. Again though, government funding and partner investments have contributed greatly. “Sweden’s Stena Line has completed infrastructure at seven major ports using their own money to do so,” he said. “That’s unsustainable in the long run and unrealistic for other ferry lines without the same access to capital. Keep in mind that there are different corporate structures — from fully private to crown corporations — with some owning their own terminals and others paying a fee to a port. There could also be three or four companies sharing the same terminal.” For Corrigan and Interferry, creating awareness with all the stakeholders at a global level while looking to member
companies to further drive the message at national and local levels has become a top priority. “We have been reaching out to politicians and bureaucrats as well as port authorities and power companies to encourage them to make shoreside infrastructure a priority. The transition will require a massive investment and partnerships are going to be critical.” Interferry’s Consultative Status at the International Maritime Organization continues to play a key role in the overall strategy to reach net-zero emissions for ferries. “We won’t be completely switched over by the time the regulations come in to force so we’re looking for some clarification and leeway in the regulations and help in achieving our goal,” said Corrigan. “It’s in no one’s interest to have vessels tied up. We just need to be smarter as we go forward. There’s a need to protect the earth but at the same time we need to provide those essential services back and forth so there’s a balance to be achieved.” In a closing note, Corrigan noted he has been reaching out to other shipping industry associations — for example, Cruise Lines International Association and the World Shipping Council — to leverage their efforts. “We are all facing the same regulations. Our message to governments, ports and others will be stronger if we all come together to address the issue.” PP
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46th ANNUAL INTERFERRY CONFERENCE
SEATTLE • OCTOBER 1-5, 2022 • REGISTRATION IS OPEN!
POWER and PEOPLE Registration is open for the 46th Annual Interferry Conference. Following the theme of “Power and People”, the “Power” presentations will feature sustainable, future-proof vessel powering options and related challenges with special focus on the development of Onshore Power Supply (OPS) in ports and terminals. The “People” sessions will explore issues facing operators regarding staffing and succession planning, with particular attention to staff training and retention. The engaging and informative Ferry Leaders roundtables will once again be the final sessions of each conference day, when the participants reflect on earlier sessions and current events. Our program of networking and social events includes a Welcome Reception at Chihuly Garden and Glass and the iconic Space Needle, a Networking Reception at the Boeing Museum of Flight, and the Farewell Dinner at the Kiana Lodge which will showcase pacific northwest indigenous cuisine and culture. The always popular and interesting Technical Tour will complete the conference events. The conference website has all the information you will need about registration; hotels; speakers and sessions; networking and social events; activities; and sponsorship. Check the website often and follow our social media accounts for news and updates.
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INNOVATION Foldable containers
An idea whose time has come
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he path forward for the shipping industry to attain a 50 percent reduction in greenhouse gas emissions by 2030 as per IMO regulations will not be done with one single, magic solution. Rather, it is more likely that incremental steps and initiatives will allow shippers and shipping lines to reach their goal. So it is that the 4FOLD foldable container from Holland Container Innovations (HCI) is providing a novel solution that not only reduces CO2 but offers a number of additional benefits — more efficient to ship empties back (by a ratio of four to one!), space saving, and faster handling at the terminal. “Unbalanced routes that see a lot of empty containers taking up valuable space waiting to be shipped out really benefit from the 4FOLD,” said Hans Broekhuis, CEO. Given current supply chain issues, the
Given current supply chain issues, the 4FOLD — the world’s first certified foldable 40-foot container — is an idea whose time has come. 4FOLD — the world’s first certified foldable 40-foot container — is an idea whose time has come.
Background
The concept of the foldable container was developed out of the Dutch Delft University of Technology in the Netherlands beginning in 2000 by the founders, under which Mr. Simon Bosschieter was a part. In 2008, Bosschieter and his fellow entrepreneurs formed Holland Container Innovations and worked over the next five years to obtain certifications for its 40-foot container which now include CSC (Container
Folding the 4FOLD is easy, safe, and can be done with traditional terminal equipment. 20 — PACIFIC PORTS — May 2022
Safety Commission), ISO (International Organization for Standardization), UIC (International Union of Railways) and AAR (Association of American Railroads). Certifications were performed by Korean Register (KR), American Bureau of Shipping (ABS), DEKRA, Lloyd’s Register (LR) and the China Classification Society (CCS). Focusing on the most popular container in the market today (40-foot), HCI has continually evolved the main structure and design to create greater and greater efficiencies — the container can now be folded in as little as 10 minutes with standard depot equipment like
INNOVATION a spreader or two forklifts. “Our ISO certification confirms the container’s use on all modalities,” said Broekhuis. “We have been tested and proven and we are now in more than 60 depots and ports and on 15 shipping lines.”
How it works
There’s a great video produced by HCI (www.4foldcontainers.com) that provides a succinct overview of how the container folds down quickly and safely and can create extra room on vessels, trucks, trains, terminals, and depots. It’s essentially a very simple task to fold the container. The long sides are hinged and folded in; the top, connected to the short ends, lifts and the short ends then fold in with the top settling in place. It’s fast, safe, and easy.
Benefits
With four empty 4FOLD containers taking as much room as one regular container. Given that 20 percent of all containers on ships at sea are empty, and 40 percent on land are empty, the benefits are considerable. In the U.S., the imbalance is even bigger — more than half of the containers coming inland go out empty. Broekhuis estimated that the impact of empty container transport on ocean carriers and shippers worldwide is “up to 200 million tons of CO2 emissions and US$25 billion per year in transport costs.” He went on to note that one truck driver can return four empty 4FOLDs back to the port as opposed to four drivers transporting conventional ones; and one rail car can transport eight empty 4FOLDs instead of two rail cars double stacked. “Four folded containers become one interconnected bundle that is handled like one container — extrapolate that throughout the supply chain and you can see all the ways this would help alleviate congestion, save up to 70 percent of space at terminals, ports, and depots, and provide for a faster and more efficient transport of empty containers, whether by ship, truck, or rail.”
The space savings is incredible -- four 4FOLD containers take up 25 percent of a regular container.
When you add up the CO2, time and space savings, the financial argument for 4FOLD containers becomes very appealing. For shipping routes that are currently seeing an imbalance in the number of empty containers being returned — specifically the North America/Asia route with as much as 60 to 80 percent returned empty; and the Europe/Asia route which still has an imbalance albeit not as much as the North America route — the 4FOLD would contribute to solving much of the inefficiencies and opening up much needed space at terminals.
When you add up the CO2, time and space savings, the arguments for 4FOLD containers becomes very appealing. “Less movements over sea and land lowers costs considerably as does the terminal handling and reduction in depot traffic,” Broekhuis said.
Growing in popularity
HCI’s 4FOLD container is starting to get noticed in the maritime and logistics industries. The company has May 2022 — PACIFIC PORTS — 21
INNOVATION
The benefits realized at every step in supply chain are considerable, not to mention the overall savings in greenhouse gases. won accolades, awards and grants from many organizations, including The Eco Performance Award, the European Union Horizon 2020 Award, The European Innovations Transport Award; the European Business Award, the Topsector Logistiek Award and others. As previously noted, the foldable container is now used at more than 60 depots and ports and on 15 shipping lines and growing in popularity all the time. “The shipping industry is typically very conservative,” said Broekhuis. “To use a new type of container takes quite a while to filter down from the decision-makers to management and then to operations but we are seeing shipping lines moving in this direction. It’s not a question of ‘whether’ they will start using 4FOLD, but ‘when’. While presently focused on manufacturing 40-foot containers because they are the predominant size used, Broekhuis
fully expects the company will expand to offer more sizes. “There are 53-foot containers used in the U.S. and 45-foot ones used in Europe,” he said, adding that it takes about 1.5 years to develop the design and then work on certifications. “ISO certification is key for us because it can be carried on all modalities.” Another development that Broekhuis sees for the future of HCI is automating the process of folding the containers. While the process is safe and easy using traditional terminal equipment, automation will allow for even faster and more efficient handling. With representation already well established in Europe, Asia, and Australia, 4FOLD is expanding it’s distribution network around the world and is exploring opportunities of cooperation with Tynebridge Solutions for representation on the U.S. and Canadian West Coast. With these partnerships, HCI has a vision that is easily within its grasp. “Imagine the impact this could have on our planet if all big shippers and shipping lines would unite to attack the hundreds of megatons of greenhouse gas that is wasted by transport every year.”
Green Corridors
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Marine LNG Consulting Services Ship Design & Construction
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22 — PACIFIC PORTS — May 2022
T: +1 778 990 7626
4FOLD is actively looking at launching Green Corridors over the world together with carriers and shippers to be able to make the best use of the benefits of the containers whereby quality and safety are most important. The first Corridor will be: Shanghai – Vancouver – Chicago – New York – Europe – Shanghai. On this corridor, the containers can move in both directions, wherever needed. In a collaboration with shippers, carriers, terminals and depots, 4FOLD will secure operations through the whole supplychain and work on long-term benefits of the foldable containers. 4FOLD is doing the coordination of the folding; the carriers, terminals and depots will support the containers in their operations and will benefit from space efficiencies; with shippers providing their commitment to use the containers and thereby benefiting from the CO2 savings. PP
CLEAN PACIFIC
Real-world solutions for spill prevention, response, and remediation on the West Coast
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he CLEAN PACIFIC Conference & Exhibition will take place August 17-18, 2021, at the Hyatt Regency Lake Washington in Renton, WA. Those who cannot attend in-person can attend virtually. The CLEAN PACIFIC Conference is part of the CLEAN Event portfolio, which includes the CLEAN WATERWAYS Conference and the CLEAN GULF Conference & Exhibition, and is owned and managed by Access Intelligence, LLC. The CLEAN Events were created to serve the spill response industry in prevention, preparedness, and response by hosting a forum that facilitates an open exchange of ideas, case studies, and best practices for stakeholders from government, environmental, emergency planning and response industries throughout maritime, facilities, rail, and pipeline. While the nature of each event is similar, each one draws a unique audience based on the physical response environment and regional differences,
allowing attendees to build necessary and important working relationships prior to an incident occurring. Access Intelligence LLC is a B2B publishing and event company serving multiple markets by creating exceptional experiences that ignite connection and commerce. The Access Intelligence portfolio includes publications, events and other content in the Aerospace, Healthcare, Energy, Media & Marketing and Technology/ Connectivity markets. This August, CLEAN PACIFIC will bring together the tight-knit response community in the Western United States and Canada to address spill prevention, response and remediation matters pertinent to that region’s environmental sensitivities. The goal of CLEAN PACIFIC is to deliver a valuable event that covers region-specific issues that face the Western United States and Canada and offer ample time for attendees to network and cultivate relationships with all parties involved in
incident command and the communities that may be impacted. Attendees will have the opportunity to connect with professionals from maritime, facilities, rail, pipeline and governmental agencies during dedicated networking activities, conference sessions, on the exhibit floor, and in the virtual platform. Topics of discussion in conference sessions will focus on region-specific issues that offer real strategies and solutions for what attendees face in the Western United States and Canada. Those in attendance, both in-person and virtually, will find an abundance of networking opportunities to engage with each other. In addition, vendors will be available in exhibit hall, as well as virtual platform, ready to help attendees find solutions to their environmental and emergency response needs. For more information on CLEAN PACIFIC and details on the conference program and who is exhibiting, visit www.cleanpacific.org.
Joint spill response exercises between U.S. and Canadian partners taking place in English Bay, Vancouver, Canada. May 2022 — PACIFIC PORTS — 23
ENVIRONMENTAL SUSTAINABILITY
Growth in use of bio-products reflects higher standards at ports
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PP Port Members who have signed on to the Green Marine program will be familiar with the requirements in Level 3 of the Spill Prevention and Stormwater Management section that call for the use of readily biodegradable, nontoxic and non-bioaccumulative lubricants for all portable, mobile and fixed hydraulic equipment operated near the shore. To satisfy that requirement, many ports, terminals, and marine businesses are turning to products such as Panolin, G2F Filtration Systems, Coconut shell absorbents, BNAC ECO industrial cleaners, and a host of other industrial products that provide an alternative to the toxic and corrosive products of the past. APP turned
...many ports, terminals, and marine businesses are turning to products ... that provide an alternative to the toxic and corrosive products of the past. to BNAC Environmental Solutions to learn more. “For many years now, the US Environmental Protection Agency has called for the use of Environmentally Acceptable Lubricants in all applications with oil-to-sea equipment,” said Chris Richardson, CEO and founder of BNAC. “More recently, the Canadian government has publicly recognized the benefits of Green Marine standards, including the use of bio-products. Not just for the marine environment but also
Bio-products are not only better for the environment, but extend the life of the equipment as well. 24 — PACIFIC PORTS — May 2022
for industries such as mining, rail, and energy / hydropower, as well as activities like drilling and dredging.” With over 15 years of experience in developing environmentally friendly lubricants, cleaners, and solvents, Richardson’s knowledge is undisputed. Looking first at the types of products that are used for hydraulic equipment, Richardson noted that it was important to choose a fluid that could be fully biodegradable by soil or water microorganisms while still ensuring effective
ENVIRONMENTAL SUSTAINABILITY performance of the equipment. “We recommend Panolin for this type of use,” Richardson said. “Equipment such as cranes, container handlers, reach stackers and high-capacity forklifts will require a fluid that preserves the integrity and longevity of the machine but, in case of a spill or drippage that ends up in the water or on land, will have no impact.” As an example, Richardson described the work of Kiewit Corporation, the engineering and construction company in charge of, among other projects, the Trans Mountain Pipeline Expansion. “Panolin is the bio-oil of choice for Kiewet. Given the strong environmental standards set by Trans Mountain and the need for a high-performance lubricant that can hold up to the demands of the equipment, they have been using it for many years to their great satisfaction.” He added that, because of the longevity of the project, one of their key requirements was a product that would last and would have a wide operating temperature range — a feature that Panolin is particularly proud of and regularly promotes. The secret to the superiority of Panolin is in its make-up. While many other manufacturers base their biodegradable lubricants on vegetable oils, Panolin uses a saturated synthetic ester base. “Of the lubricants available on the market today, Panolin is the wellestablished leader,” said Richardson. “It meets the international standards set by the OECD, EPA, the EU Ecolabel, and both the German (Blauer Engel) and Dutch Environmental Agencies as well as a number of other international guidelines. But perhaps the biggest reason that Panolin is so popular is its certified “Readily Biodegradable” should a spill occur.” He explained that the nontoxic lubricant, while having no impact on fish and wildlife, will degrade by an average of 60 percent in 28 days and will continue to degrade beyond that with no bioaccumulation. Raising the issue of spills, Richardson related an experience of one of customers:
“They called and asked for a product that would assist them in cleaning up an accidental spill of Panolin on land. We sent them BNAC’s recycled absorbent pads and BNAC’s Coco Shell absorbent powder, which is made with ground coconut husks which is very effective in absorbing all lubricants in varying viscosities. After they had cleaned the spill, they were able to simply discard the pads into the regular waste stream — if it is not toxic, its garbage. They had about 50 green garbage bags that would otherwise been transported to a hazardous waste site in Alberta at a cost of about $100 per bag.” He added that the coconut husks used to go directly to the waste stream but now are repurposed, and that contributing to overall environmental sustainability. Richardson also described other industrial products that were providing effective solutions for those in port, terminal, and other settings. For example, BNAC’s extensive line of heavy-duty cleaners offer superior cleaning using alternative chemistry, without sacrificing strength. Formulated to quickly dissolve carbons, oils, grease, algae, inks and pigments, Richardson noted that their non-toxic glass cleaner was being used to replace another product that explicitly stated on its safety data sheet that it would “cause cancer and deteriorate the ear cartilage”. Another product that is proving hugely successful is BNAC’s STR Solvent Tank Replace, a non-toxic, no VOC water-based solvent product. Seaspan helped BNAC develop this clean solution. Seaspan recognized the zero-waste benefit of STR as they have never required to dump the solution. They found that skimming the oil off the surface and recycling, and then every one or two years removing sludge from the bottom of the solvent tank, kept it working as new with the exception of adding product due to drag out. “It’s extremely cost-effective when you factor in the labor cost savings and contribution to zero-waste requirements,”
said Richardson. “An added benefit was not having to transport solvent as a dangerous good to and from their sites. STR does not use enzymes with are costly to maintain, require specialized equipment and filtration, and is susceptible to temperature change and pollutants.” In addition to the examples already cited, Richardson noted that the list of industries and companies using bioproducts continued to grow at exponential rates. “We’re seeing growth by ports and terminals and the marine industry in general who are following standards set within the Green Marine certification program, but we’re also seeing growth in the power generation industry, rail and transportation sectors, as well as mining operations, and even municipalities. Bioproducts have evolved so much over the last two decades that there’s really no reason to be using toxic and environmentally harmful products.” PP
May 2022 — PACIFIC PORTS — 25
ALTERNATIVE FUELS
Ports are expanding their propane usage By Gordon Feller
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.S. ports are shifting more of their energy consumption to propane, a trend not likely to decline anytime soon. Those using propane embrace this fuel because it has three unimpeachable virtues: it’s affordable; it’s clean; and it’s produced entirely in the U.S. Propane is commonly used in 48 million households for space and water heating, cooking, and as an engine fuel. It’s also widely used on farms (approximately 800,000 of them), and in more than 500,000 forklifts. For ports, the long list of applications includes powering forklifts, port tractors, and backup power generators, as well as for cold ironing, and as fuel for barges and large carriers of LPG. In the near future, ports will be able to shift to propane in some applications where diesel is used today. The long list of settings where propane will be extending its reach incudes reach stackers; port-to-rail equipment; empty container handlers; rubber tyre gantry cranes; drayage trucks. Why exactly are ports making the transition from dirty fuels to a clean fuel such as propane? The most basic answer is a simple one: propane helps improve air quality. When measured by scientists, propane does better than gasoline on GHGs: 12 percent less with terminal tractors, and with light duty vehicles (based on medium-duty applications). It is noted that any GHG reductions need to be quantified as “compared to older diesel engines”. All modern compliant MD & HD diesel engines meet the same emissions levels (GHG, HC, NOx, etc.) as their spark ignited counterparts. Propane is being used to fuel resilient, low-NOx generators for backup and in prime power for cold ironing, charging and other large industrial applications. 26 — PACIFIC PORTS — May 2022
Those using propane embrace this fuel because it has three unimpeachable virtues: it’s affordable; it’s clean; and it’s produced entirely in the U.S. One key factor that makes propane attractive is that it can also come from organic and renewable sources. It’s nontoxic and does not contaminate air, soil, or water resources. There are a host of environmental benefits which are top-of-mind for ports. Three of the most important such advantages are lower particulate matter (PM); lower nitrogen oxide (NOx) emissions; and lower sulfur oxide (SOx) emissions. Forklifts powered by propane emit 76 percent less SOx than the electricity drawn from the grid. With the onslaught of climate change, the choice has become clearer, especially when the facts about propane emissions are compared with the total emissions generated by diesel, or by gasoline, or by electric power that’s generated in a coal-fired or gas-fired power plant. Sensing the pressing need for the change at ports, the US Environmental Protection Agency (EPA) published “The National Port Strategy Assessment” in 2016. The document is important because it was hyper-focused on the goal that the EPA described in the report’s subtitle: “Reducing Air Pollution and Greenhouse Gases at U.S. Ports”. By far, the biggest challenge described in that report is the exact same one which the EPA is still focused on today: “current and future emission trends from diesel engines in port areas”. Ports are also making the transition because of the very real economic benefits. First, propane is consistently less expensive than diesel, especially considering comparative maintenance
costs. The up-front capital costs associated with electric vehicles at the port can be as much as $200,000 per vehicle. Keep in mind that, at the warehouse districts which surround a port, the average port tractor fleet is only three vehicles. Electric is cost prohibitive for the independent warehouse. The cost difference here means that ports adopting propane solutions find that they can afford to replace more of their fleet and, at the same time, achieve their carbon reduction goals faster. The bottom line is this: When compared with gasoline-powered vehicles or diesel-powered vehicles, propane delivers a lower total cost of ownership. This is made possible by a menu of advantages — a low-cost refueling infrastructure; competitive upfront costs; low maintenance costs; and low operating costs. Propane-powered ultra-low NOx engines are now commercially available, thanks to a major move by Cummins Engine Corp. On-site refueling at ports is an expensive business. The good news is that propane typically costs less than conventional and other alternative fuels. Construction cost estimates for a 1,000to 3,000-gallon propane tank station are US$30,000-$50,000. This budget includes crash posts, seismic engineering and installation. An 18,000-30,000-gallon propane tank station costs US$100,000-$150,000. This kind of infrastructure budget is considerably less than other alternative fuel sources. Plus, propane has an additional advantage: a minimal footprint within a facility, with no utility service upgrades.
ALTERNATIVE FUELS According to Tucker Perkins, President/CEO of the Propane Education & Research Council (PERC), the “propane engines of today have near zero emissions. This is a unique opportunity for our equipment partners to decarbonize ports’ infrastructure now. PERC is ready to support the ports, the equipment manufacturers, and our marketers who serve this important growing market segment.” Significant new funds for ports were included into the Infrastructure Investment and Jobs Act of 2021 (IJIA), which President Biden signed into law on November 15, 2021. (the IJIA is also known as the Bipartisan Infrastructure Law). Inside the new law are provisions which include the following line items of funding: • $17 Billion for port infrastructure, with a focus on dredging, shoring, cranes, RTGCs, and port tractors (divided into two parts: $12 billion for inland ports and $5 billion for coastal ports). It is estimated that half will go the Army Corps of Engineers for dredging and electrical infrastructure. As for the remaining funds, experts now estimate that as much as $5 billion will be available to ports for infrastructure spending which could include new or modified gantry cranes, power generation systems, vehicles — and the infrastructure to fuel them. • $25 Billion for airports, with a focus on electrification and infrastructure. There is an opportunity here to use propane for the kinds of off-road vehicles which are already port work horses -- tugs, tractors, and pushers for planes. • $2 billion of infrastructure funding available for propane-powered solutions. • $2.5 billion for ferries, airports, ports, and inland waterways with a focus on boats, pushers, transportation, and shoring. The IJIA authorizes more than $1.2
The IJIA includes over $9 billion in funding for refueling infrastructure and clean vehicles, including propane, which is identified in the IJIA as an emerging alternative fuel. trillion directed toward improving U.S. infrastructure. The law also creates an unprecedented opportunity for propane and other low-emission fuels to power on-road and off-road fleets that have historically operated on diesel and gasoline. The IJIA includes over $9 billion in funding for refueling infrastructure and clean vehicles, including propane, which is identified in the IJIA as an emerging alternative fuel. Today, about 70,000 on-road vehicles, including 22,000 school buses, run on propane. Propane autogas reduces more emissions per dollar than any other fuel and is a cost-effective solution compared with electric vehicles. “The inclusion of propane is a major win for communities across the country, as fleet owners will have multiple alternative fuel options for reducing emissions and transforming their fleets for the better,” says Perkins. “With propane, fleets can accelerate decarbonization quickly and affordably.” Propane’s simple, affordable, readynow equipment ensures energy equity by cutting carbon emissions without requiring trillions of dollars needed to modernize an aging electrical grid and retrofit millions of homes and businesses. The burden for those upgrades would inevitably fall on those who can least afford it. Propane produces 43 percent fewer greenhouse gas emissions than using an equivalent amount of electricity generated from the U.S. grid.
Shore-side
Propane has long been a low-cost, easy-to-use automotive fuel that burns cleaner than gasoline or diesel. Importantly, propane has made major recent strides to deepen its environmental benefits on two key fronts:
improving ambient air quality by reducing “criteria pollutant” emissions; addressing global warming by reducing greenhouse gas emissions. The most important development of the past decade is the emergence of Near-Zero-Emission (NZE) propane engines. Multiple medium- and heavyduty propane engines are available today that are certified to the California Air Resources Board’s (CARB’s) “optional low-NOx standard” of 0.02 grams per brake horsepower-hour (g/bhp-hr). These NZE propane engines can replace diesel engines across various medium- and heavy-duty vehicle applications, for both and on- and off-road uses. This includes tough off-road applications found at America’s seaports, which are currently dominated by diesel engines. According to CARB staff, NZE propane engines have achieved the highest-possible “technology readiness level” rating (TRL 9), and can power “the cleanest combustion port and rail support equipment”. They can also serve as ultra-clean “range extender power plants” for various on- and offroad MDV and HDV applications. A new “feasibility assessment” prepared for the Ports of Los Angeles and Long Beach — which will soon be released for public comment — corroborates this finding. The report assesses the overall feasibility of deploying zero-emission (ZE) and NZE “cargohandling equipment” (CHE) at the two ports. For two CHE types — port tractors and rubber-tired gantry (RTG) cranes — one key finding is that stateof-the-art NZE engines (fueled by propane or natural gas) are fully feasible for deployment and could reduce NOx emissions by 90 percent. For example, approximately 1,500 such tractors are in use today at the two ports, of May 2022 — PACIFIC PORTS — 27
ALTERNATIVE FUELS Propane’s simple, affordable, ready-now equipment ensures energy equity by cutting carbon emissions without requiring trillions of dollars needed to modernize an aging electrical grid... which about 80 percent use older diesel engines. To be clear, these two Ports and CARB seek to electrify the entire Southern California CHE fleet, once it is feasible. In reality however, it will take more than a decade to accomplish this. Meanwhile, there are hundreds of older diesel and propane tractors that can be upgraded with NZE propane engines (or replaced with new NZE propane tractors). This will deliver a 90 percent NOx reduction (and eliminate emissions of carcinogenic diesel particulate matter). Moreover, most seaports across the U.S. are not under pressure to push towards all-electric CHE fleets; such ports could achieve large and costeffective criteria pollutant emissions by deploying large numbers of new NZE propane yard tractors. Similarly, many hundreds of hybridelectric RTG cranes are deployed at the two Southern California ports, and at seaports across the U.S. While OEMs continue to reduce emissions on RTG cranes through application of Tier 4-certified diesel gen-set engines, emissions could be reduced another 90 percent by replacing the diesel gen-set with ones powered by an NZE propane engine. Another critical development which changes the landscape is the emergence of ultra-low carbon intensity renewable propane (RP). This is another big environmental benefit delivered by propane. RP, which is also known as bioLPG, is made from a 100-percent renewable feedstock. It is chemically identical to conventional fossil-based propane, making RP a “drop-in” replacement for conventional propane. This means RP can be substituted for fossil propane in existing 28 — PACIFIC PORTS — May 2022
propane fuel tanks and engines with no modifications. Why is RP an important GHGreduction solution for the transportation sector? Currently, most RP is produced through hydrotreatment of triglycerides (vegetable oils and animal fats). This provides about a 66-percent “full-fuel-cycle” reduction in GHG emissions (in its neat, 100-percent form) relative to using a baseline conventional vehicle fueled by ultra-low sulfur diesel (ULSD) fuel. Advanced production “pathways” for RP are emerging that will likely yield even greater GHG reductions. Like all renewable transportation fuels, it cost more to produce RP compared to conventional propane. However, lucrative monetary credits are available under California’s Low Carbon Fuel Standard (and other similar programs) for producing (and using) RP in transportation applications. Today, RP is co-produced (as the subdominant product) with renewable diesel; only recently have bio-refiners started to make it available for use in transportation applications. Thus, RP’s availability for propane fleets has been limited, but it is growing. For example, in February 2022 AmeriGas (America’s largest propane retail marketer) entered into an exclusive long-term agreement with Global Clean Energy Holdings Inc. to buy RP and distribute it for local uses (primarily if not exclusively transportation). Reportedly, the plant will initially produce 13 million gallons per year of RP. Demand should be strong: the Western Propane Gas Association is targeting that, by 2030, full replacement of conventional propane with RP for transportation uses in California. Nationwide, the U.S. propane industry is targeting at least a 50 percent replacement by 2050.
Propane has emerged as an ultralow-emission fuel for internal combustion engines; NZE-certified propane engines deliver a 90-percent reduction of smog-forming NOx, along with other important reductions of criteria pollutants. NZE propane engines have lesscomplex emissions control systems than modern diesel engines and are being found to hold their low emissions after years of use. In addition to providing major NOx reductions, each NZE tractor in the fleet emits no carcinogenic diesel particulate matter. Propane is a very cost-effective approach for reducing fleet emissions. It delivers a very attractive total cost of ownership, due to its 1) low incremental cost of building propane vehicles, 2) low fuel cost per energy content, and 3) low cost of installing propane fueling infrastructure. When RP is substituted for fossil propane, NZE propane vehicles also achieve a major “full-fuel-cycle” reduction in GHG emissions. This compelling combination of environmental benefits puts RP-fueled NZE propane vehicles on a very strong pathway to sustainable use, for both on- and off-road applications. This includes the large fleet of CHE (especially yard tractors and RTG cranes) that are used at America’s leading seaports.
Water-side
At berth, ocean-going vessels (OGVs) — such as container ships, bulk carriers, tankers, and roll-on/roll-off ships used to transport vehicles — require electricity to power a host of items: refrigerated containers, lighting, fans, and other onboard systems. According to Greg Alexander, AERAS Technologies’ SVP-Engineering & Compliance, “in past years, this power was produced with auxiliary engines and boilers that operated when a ship’s propulsion engines were turned off. These auxiliary engines and boilers were generally not outfitted with any — or very minimal — pollution remediation technologies and were a key source of air pollution in port areas.”
ALTERNATIVE FUELS One key regulation was set by the California Air Resources Board (CARB): the “Airborne Toxic Control Measure for Auxiliary Diesel Engines Operated on Ocean-Going Vessels At-Berth in a California Port” (aka the At-Berth Regulation). It requires that OGV operators connect their vessels to electric power from the shore or, when this is impossible, by using a “CARB Approved Emission Control Strategy” (CAECS). Alexander says that “CAECS systems, in addition to demonstrating reductions in criteria air pollutants, must demonstrate compliance with the GHG emission provisions of the Regulation. CCR Section 93130.5(d)(1) states that strategies approved after 2020 must be grid-neutral using the grid emission rate for the year the technology is granted an Executive Order. AERAS provides a CAECS system that integrates a series of proven emissions capture and control technologies. Alexander explains that their systems are mounted on barges and attach directly to the exhaust stacks of OGVs while they are at berth and remediate their emissions. This allows the system to be quickly moved and deployed to berths where service is needed. AERAS’ first unit, AERAS-1, is under construction in the Port of Long Beach and will begin commercial operations in 2022. To meet the Regulation’s grid neutrality and emission requirements, AERAS uses renewable fuels, including renewable propane to operate its system. Alexander says that “the use of renewable fuels allows AERAS to meet regulatory requirements while maintaining an efficient operation and meeting our customers’ demand for emission reductions while vessels are at berth.”
Propane as a viable marine fuel
SeaOne’s integrated natural gas and natural gas liquids delivery projects are among the first large-scale efforts to adopt propane as a marine fuel. According to Darren Monzingo,
AERAS provides a “CARB Approved Emission Control Strategy” system that integrates a series of proven emissions capture and control technologies.
SeaOne’s integrated natural gas and natural gas liquids delivery projects are among the first large-scale efforts to adopt propane as a marine fuel. SeaOne’s Ship Design Manager, “early on, we made a unified decision to avoid residual fuels, scrubbers, or SCR aftertreatment. This decision limited our choices to either ultra-low sulfur diesel (ULSD) with exhaust gas re-circulation or gaseous fuels.” The leap to propane was precipitated by mounting concerns over the cost and availability of ultralow sulfur diesel (ULSD) ahead of the IMO 2020 sulfur cap. Monzingo says “propane was a solution right under our noses because our Compressed Gas Liquids (CGL) production and export terminals would already be equipped with dedicated pipelines bringing propane to the dock as part of our CGL production process”. Internal studies at SeaOne concluded that there were no insurmountable technological or regulatory barriers for propane bunkering. At least one of the major engine manufacturers (MAN Corp.) had an engine on the market that was suitable for propane consumption. Monzingo explains that
“the path for regulatory acceptance had already been set through the adoption of the IGF Code and its allowance for gaseous fuels other than methane. In fact, this path has already been taken by ship operators such as BW LPG and Hartmann Reederei”. From an economic standpoint, SeaOne found that propane was equally if not more compelling than LNG or ULSD. Over the past 10 years the spot price for propane has fluctuated along with LNG but has remained solidly below the price of ULSD. Superimposing the graph of LNG price over propane price leads to no obvious disparity since they are so closely intertwined. Where propane truly shines is in the cost associated with the storage and handling infrastructure. Domestically, there’s a single-digit number of LNG bunkering vessels, each with a hefty price tag. Monzingo says that “the ship operators will pay for these investments either directly (building their own May 2022 — PACIFIC PORTS — 29
ALTERNATIVE FUELS From an environmental standpoint, propane offers every benefit offered by LNG and does so with a much lower Global Warming Potential (GWP) than methane. bunkering vessels) or by paying over the life of a fuel supply contract with a third party. Either way, the cost is borne by the shipper”. In contrast, a company like SeaOne has decades of experience building pressurized tank barges for propane handling. There are no cryogenic fluids involved, meaning that the storage and transfer systems can be fabricated from conventional materials and with a bigger pool of capable manufacturers. SeaOne has demonstrated a mastery and high level of comfort with propane to the degree that Monzingo says this: “we trust the average lay-person to use it in their home, in their boat, and in their automobile with absolutely no training required”. From an environmental standpoint, propane offers every benefit offered by LNG and does so with a much lower Global Warming Potential (GWP) than methane. Methane’s GWP index
value is approximately 30 (1 molecule of methane = 30 molecules of C02) while the GWP index value for propane is only 3. Achieving the same benefits as LNG at equal or less cost and without the specter of ‘methane slip’ made propane an obvious choice that we could execute almost anywhere in the world with materials and practices that are standard and readily available. Headquartered in Houston, SeaOne is an infrastructure and logistics company. The foundation of their business is a patented Compressed Gas Liquids (CGL) technology. It offers
an alternative method of ‘packaging’, transporting, and storing natural gas in a liquid gas cargo. CGL is produced by solvating natural gas in liquid propane through the application of pressure and reduced temperature (non-cryogenic). SeaOne says that CGL’s primary advantage is that the energy required over the entire delivery and storage chain of CGL is substantially less than what’s required by other processes — whether it be LNG or CNG. The energy savings in conjunction with other benefits (such as smaller plant and environmental footprint; less costly materials; zero boil-off) yields a more efficient process. This delivers pipeline quality gas, and the entire chain of natural gas liquids through a single network at a fraction of the cost. PP
@GordonFeller is completing a project for the US government’s National Inst. of Standards and Technology. He serves as a Global Fellow at The Smithsonian Institution. He was formerly an executive at the headquarters of Cisco Systems in Silicon Valley. He was appointed by the Obama/Biden White House to serve on the Federal comm. which was created by the US Congress to look at emerging energy solutions.
SeaOne’s integrated natural gas and natural gas liquids delivery projects are among the first large-scale efforts to adopt propane as a marine fuel. 30 — PACIFIC PORTS — May 2022
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PROFESSIONAL DEVELOPMENT
Kongsberg and Northwestern Michigan College launch professional development programs
K
ongsberg Maritime and the Marine Center @ Northwestern Michigan College are partnering to deliver a series of technical professional development courses and credentials, with a focus on the application of SONAR technologies, data collection, analysis, and processing specific to marine infrastructure. The program’s objective is to deliver a series of professional technical training classes and credentials specific to marine infrastructure inspection with an emphasis on ports, dams, waterways, locks, and transportation infrastructure. The program is in support of the operators of marine infrastructure, dredging, surveying, engineering services, and the professionals servicing these industry sectors. Outlined below are the currently available credentials and associated technical classes.
The program’s objective is to deliver a series of
Credentialing options
Key to the program will be training for infrastructure inspection.
Micro-credentials and industry certifications benefit employers and employees by adding specific skills and competencies in technical areas that support the function of the organization. Technical credentials add value by: 1) being scalable; 2) being on-demand and customized; and 3) aligned with the needs of the business.
professional technical training classes and credentials specific to marine infrastructure inspection...
Marine Bridge & Infrastructure Inspection credential Northwestern Michigan College and Kongsberg recently announced at the AAPA Facilities and Engineering Conference in Savannah, Georgia, the Marine Bridge & Infrastructure Inspection certificate. The three-course
series is focused on understanding the technologies and applications of sonar systems for use in the inspection of marine infrastructure. The target audience includes professionals supporting the marine infrastructure, dredging, and marine surveying industry sectors: • A/E firms — focused on infrastructure design • Construction & Inspection firms • Governmental (USACE, DOT) • Operators — Dams & Hydroelectric facilities • Operators — Bridges & Railroads • Professional organizations • Other — infrastructure-related organizations The Marine Bridge & Infrastructure Inspection credential includes the following three-course series. Classes can be taken individually or as an aggregate to receive the credential: May 2022 — PACIFIC PORTS — 31
PROFESSIONAL DEVELOPMENT
Acoustic Principles Fundamental to Operating Sonar Systems:
Delivery Method: Online, Livestream Prerequisite: None Schedule: October 7, 2022 - December 2, 2022 Fridays from 1200 - 1400 EST Cost: $1,250.00
Below-water inspection is a key component of the program.
Why Marine Infrastructure Inspection?
Marine Inspection Technologies and Applications Course:
Delivery Method: Online, Livestream Prerequisite: None Schedule: October 17, 2022 - November 7, 2022 Mondays from 1200 - 1400 EST Cost: $850.00
Underwater Bridge and Infrastructure Inspection Course:
Delivery Method: In-person at Northwestern Michigan College in Traverse City Michigan Prerequisite: Acoustic principles Marine Inspection Technologies Schedule: October 17, 2022 - October 21, 2022 Cost: $2,250.00 32 — PACIFIC PORTS — May 2022
Infrastructure inspection for ports is critical, particularly below the waterline. Kongsberg has a leadership position in sonar imaging for marine civil engineering applications and diver supervision. Underwater acoustics are used during all infrastructure project phases. Acoustic inspections use the American Society of Civil Engineering’s Waterfront Facilities Inspection and Assessment Manual as a guide, the sonar images are captured with Kongsberg Mesotech sonar. Kongsberg has partnered for several years with Northwestern Michigan College to train inspection sonar operators for marine engineering applications.
Kongsberg Maritime
Kongsberg Maritime is a global marine technology company providing innovative and reliable technology solutions for all marine industry sectors including merchant, offshore, subsea, and naval. Headquartered in Kongsberg, Norway, the company has manufacturing, sales, and service facilities in 20 countries and a total of 65 worldwide offices. Kongsberg Maritime
is a world leader in marine technology. With an extensive portfolio of innovative and integrated products and solutions, Kongsberg Maritime delivers efficiency, reliability, flexibility, and environmental sustainability to enhance the business of its customers. Our approach to product design maximizes performance by providing the full picture.
Northwestern Michigan College
Northwestern Michigan College (NMC) is a publicly funded college that serves individuals, organizations, and businesses. The college serves more than 50,000 learners annually throughout the northern Michigan region. NMC offers associate degrees and professional certificates, and bachelor’s degrees through the Great Lakes Maritime Academy and Great Lakes Water Studies Institute. The Great Lakes Water Studies Institute (GLWSI) at Northwestern Michigan College is strategically positioned to engage individuals and organizations, both locally and globally, in advancing
PROFESSIONAL DEVELOPMENT skills, knowledge, and understanding of the world’s dynamic water resources. The campus is located at the Great Lakes Campus on Lake Michigan and includes the following programs; academic degrees, professional development offered through the Marine Center, research & technical Services, and international program delivery. The program has the only BS degree in Marine Technology in the US which is ranked 4th in the nation for most focused Ocean Engineering programs.
The Marine Center @ Northwestern Michigan College
The Marine Center @ Northwestern Michigan College provides comprehensive Geospatial Applications training
solutions for the marine, surveying, and remote sensing industries. Emphasis is placed on collecting and processing accurate, usable data on the natural and constructed world around us. Expert instructors utilize current industrystandard equipment, including autonomous and remotely operated data collection systems that operate on land, in the air, and the marine environment. Using state-of-the-art equipment and facilities, the Marine Center offers both private and custom corporate training solutions for groups or organizations. The Marine Center @ Northwestern Michigan College and Kongsberg Marine look forward to being active participants in APP and supporting the professional development needs of the
organization and its members. For more information or to discuss custom training options contact: Ed Bailey, Director of Operations Marine Center @ Northwestern Michigan College 231-995-2500 marinecenter@nmc.edu www.nmc/edu/marine-center For more information: https://nmc.augusoft.net//info/ landing/marine-center-classes
Building partnerships throughout the Pacific APP members share a common vision:
To provide an efficient, fluid, and cost-effective supply chain in a safe, environmentally sustainable and economically viable manner...
We can help.
With a focus on collaboration, the APP encourages and facilitates best practices and professional development through networking conferences, technical workshops and strong communications.
Visit www.pacificports.org to learn more about the benefits of membership.
Contact: Jane McIvor jane@pacificports.org | 1+604-893-8800
ASSOCIATION OF
PACIFIC PORTS May 2022 — PACIFIC PORTS — 33
LIGHTING EFFICIENCY
How to reduce emissions and costs while boosting efficiency by improving port lighting
By Rory McBride Maritime Manager, U.S. Midstream Lighting
LIGHTING EFFICIENCY
E
nvironmental regulations and incentives, in the U.S. and other jurisdictions, will only continue to grow in influence in the coming years. Alongside this, demand-side pressure on the shipping industry is becoming more acute as ship and cargo owners are being held accountable for their emissions by their customers. Targets to make further reductions are also becoming more ambitious. Together, these forces are already making emissions and energy efficiency an important KPI for ports. Creating the infrastructure to enable ports to progress towards their environmental goals as well as operating more efficiently, safely, and profitably, is a challenging process, especially identifying where to prioritize investment. Indeed, it seems unlikely that anyone can currently give a definitive answer on which technologies and processes will be the standard by 2040. The exception to this rule is lighting, where greener and more cost-efficient technology is being implemented today, delivering better operational and safety standards now and in the future.
Environment or economics?
The factors that drive any port’s commercial strategy are unique to some degree. For some, stakeholder pressure and current rules or incentives have made energy efficiency a priority. We are seeing several U.S. ports, such as the Port of Houston and the Port of Seattle embarking on cleaner initiatives after facing increasing community pressure. On a global level, these drivers are sparking wider industry collaborations such as EcoPorts, and have driven landmark investments in environmental projects as well as new technology. Yet, the commercial reality is that not all ports are able to view environmental stewardship as a top priority. Where margins are particularly small, or where demand and regulation-side environmental pressures are less acute, capital expense (CAPEX) and operating
Creating the infrastructure to enable ports to progress towards their environmental goals as well as operating more efficiently, safely, and profitably, is a challenging process, especially identifying where to prioritize investment. expense (OPEX) are the biggest drivers for these investment decisions. Often this means that technologies associated with progressive ‘terminals of the future’ are not feasible. Big ticket changes, such as port electrification and AI, represent huge investments and particularly long payback periods. Also, these kinds of changes can be deemed to be a distraction from more accessible and impactful steps that deliver today, while acting as an enabler for future development. The holy grail for many of these port operators is an investment that requires little CAPEX, causes minimal disruption, and can have a dramatic and immediate impact on OPEX, as well as opening further OPEX savings in future.
Sustainable lighting
Port modernization projects can start relatively small and expand in line with needs, ambitions, and budgets. Undertaking a detailed evaluation of a port’s existing infrastructure is the best place to start, allowing an operator to highlight where small, incremental changes can be easily made based on cost or emissions reductions benefits. This is especially true for lighting, which is often an underappreciated asset despite accounting for a large portion of a port’s energy consumption and OPEX. Many ports and terminals today still use high-cost and high-power-use lighting solutions, such as high-pressure sodium, metal halide, or other similarly dated technologies. Often, a port’s procurement team will assume that the CAPEX associated with replacing those out-dated systems would not be justified. Yet, high-quality LED lighting can have a dramatic
impact on energy consumption – as well as on improving the efficiency of operations in general. To put this into perspective, a metal halide lamp could deliver a high lumen output in the short term but will typically lose around 20 percent of its lumen output in the first six months while still requiring the same amount of energy. This means that ports must either install costly redundancy that ensures lighting levels do not fail and continue to use significantly more energy than required. Or they must tailor and slow down their operations to accommodate delivering operations in worse quality light. In contrast, LED lighting does not significantly degrade like older systems. LEDs reduce energy consumption by over 70 percent, even without accounting for the extra, unusable capacity some ports still must install to deal with falling light levels. The solution is superior in relation to cost, lifespan, and energy efficiency. While reducing energy usage, LED lighting also delivers greater visibility through higher-quality and clearer light, increasing light levels by up to and in some cases, above — 50 percent. This quality light can extend the window in which a port can operate during bad weather, and significantly increase productivity and safety at night. Together, this means that a welldesigned LED lighting system provides a powerful and sustainable solution while dramatically cutting OPEX. In fact, based on energy savings alone, replacing an old system with LED lighting will pay for itself within 18 months. When you add the other connected benefits of good lighting to that equation — of better operational performance, safety, May 2022 — PACIFIC PORTS — 35
LIGHTING EFFICIENCY and security — you have a port that is better equipped to start tackling the decarbonisation challenge.
Tested, verifiable savings
It can be notoriously difficult for buyers to accurately model potential CO2 savings associated with big investments. However, at Midstream we have built a clear evidence base through years of successful projects and the data that comes from them. One recent example stems from a project we completed at a port in Southern California. Our Atlas series of LED floodlights enabled not only huge energy savings but an increase in light levels. The upgrade to the luminaries reduced the port’s energy use by 2.8 million kWh a year, and over 10 years they would have eliminated more than 10.800 tonnes of CO2. We achieved similar success in our recent work upgrading Hupac Terminal’s outdated metal-halide lighting systems on its cranes with 120 of our Docker 350 and 150 luminaires. This improved lighting levels, allowing Hupac to implement other operational changes, and reduced energy usage by 65 percent. These energy savings are repeated, even in the harshest of conditions. A
recent installation in the Port of Aarhus, Denmark’s largest commercial port, had to be integrated with other types of lighting systems and lighting controls in sub-zero temperatures and high levels of humidity and salinity. Our bespoke solution saw 230 LED floodlights installed as part of a new quay extension. Given just how busy the Port of Aarhus is, the operational benefits associated with better lighting – including reducing the risk of incidents that can cause bottlenecks and extending working hours during bad weather — have had a tangible impact on performance. At the same time, the system has delivered a 35 percent reduction in energy consumption and a payback period of less than two years.
Navigating incentives
The reduction in energy costs associated with LED lighting has a dramatic impact, regardless of any incentive. Payback periods of less than two years speak for themselves. However, CAPEX requirements can pose challenges — even when a project is developed on a granular level. Thankfully, LED rebates and energy saving incentives are common across the United States. These city- or state-level
A well-designed LED lighting system provides a powerful and sustainable solution while dramatically cutting operating expenses. 36 — PACIFIC PORTS — May 2022
schemes can make even a major investment feasible for a cash-poor port seeking to prepare for the future. Many of these schemes can lead to considerable savings, especially for larger industrial or port settings. One particular example is the Los Angeles Department of Water and Power (LADWP), which has the largest rebate available on the West Coast at $0.24 per KwH saved for customers consuming more than 200,000 KwH/year. Midstream Lighting recently delivered nearly 900 units of our crane LED, Docker 300, to the West Basin Container Terminal (WBCT) at the Port of Los Angeles. After the rebate was applied, WBCT only had to pay 10 percent of the total product cost to upgrade all 10 of their Ship-to-Shore gantry cranes.
The terminal of tomorrow, today
Tackling seismic issues such as sustainability or modernizing infrastructure can be overwhelming and complex. However, making smaller, incremental investments is crucial for port operators today; by delivering verifiable and rapid cost and emissions reductions, with a short payback period, they can make a near-immediate impact. At the same time, these changes can act as an enabler and the basis for growing confidence in the technologies that will dominate port efficiency and emissions reduction in the decades to come. Investing in lighting is not only critical to improving performance now, but in illuminating the pathway for other areas of improvement and raising the bar for sustainability in the ports sector. Rory McBride is the Maritime Manager, U.S. for Midstream Lighting — a leading global manufacturer of advanced LED high-mast lighting for the marine port, aviation and sports stadium industries. Rory can be reached at rory.mcbride@ midstreamlighting.com. For more information: www.midstreamlighting.com
GREEN MARINE
Green Marine expands its horizons with new performance indicators By Véronique Trudeau Green Marine Program Manager
G
reen Marine has significantly expanded its scope from the six environmental issues originally prioritized in 2008. The environmental certification program currently has 14 performance indicators with two more in the works. Ports are being challenged to embrace new social responsibilities and to broaden their environmental efforts with new performance indicators added to the landside program in 2021, as well as to broaden their environmental efforts with the upcoming Aquatic Ecosystems performance indicator. As with all new indicators, the idea for a specific focus on aquatic ecosystems in and around port waters came from the membership. In this case, it was Green Marine’s West Coast Advisory Committee. Green Marine already had an indicator for spill prevention and stormwater management. However, there was no requirement to assess the impacts of port activities on aquatic ecosystems, nor to monitor and improve their health. By comparison, impacts measurement and the adoption of a management plan are normally required at the program’s Level 3 and 4. They can be found in the Greenhouse Gases performance indicator, as well as for Waste Management. A core aspect of the Green Marine program is understanding what your impact is so that you can then devise an action plan to measurably improve your environmental performance.
New port requirements
The new performance indicator will suggest a series of measures to characterize, assess, monitor and improve the health of aquatic ecosystems. Some of the criteria will involve establishing stations to monitor water quality. Other criteria will outline physical and biological indicators to benchmark and monitor an ecosystem’s health over time. Qualifying for this indicator’s higher performance levels will require improving aquatic ecosystems, by restoring or improving existing aquatic life conditions or by establishing new habitat. An ultimate goal is to have real-time monitoring of key parameters that would promptly indicate any negative changes that could rapidly be addressed. The indicator will also include criteria that involve ports taking steps to prevent pollution from vessels in port waters. It furthermore will call upon ports to reduce the impacts of dredging and to improve sediment quality where that is feasible to do. Another element involves ports taking steps
Ports are being challenged to embrace new social responsibilities and to broaden their environmental efforts with new performance indicators... to assess and reduce the risk of spreading aquatic invasive species. We realize that most ports — except for possibly the largest ones — do not have the specialized equipment, expert staff nor financial resources to do all this. We also don’t want our participants to have to reinvent the wheel. Therefore, one of the first steps in this performance indicator will be to identify and contact potential collaborators or partners to help with benchmarking and subsequent monitoring. It could be that in some cases a governmental agency, a research institute or an NGO is already doing some of this work and can provide the required information or arrange with a port to do so. Green Marine is in the process of drafting all the Aquatic Ecosystems performance indicator criteria for the program’s four levels beyond the initial stage of monitoring of regulations for presentation to the membership this fall. Once we receive and integrate the feedback from our Advisory Committees and the ports within the program, the indicator will be submitted for board approval and ultimately introduced for voluntary reporting as part of the 2023 self-evaluations. Reporting on a new indicator is always optional for the first year. This gives participants some time to familiarize themselves with the new requirements and how they can adjust their organization’s activities to achieve each of the program’s four increasingly challenging stages beyond Level 1’s compulsory monitoring of regulations. A trial year also facilitates a testing of the criteria and its related guidelines to ensure that May 2022 — PACIFIC PORTS — 37
GREEN MARINE While Green Marine is still very much an environmental certification program, this indicator is reaching more into the realm of social responsibility. everything is clear and possible in terms of achievement, self-evaluation and results reporting.
Community relations
A significant proportion of the landside participants voluntarily reported on their 2021 efforts for the newly introduced Community Relations performance indicator. Almost 80 percent of Green Marine’s 50 ports and about half of the 60 participating terminals did so, along with three quarters of the program’s 13 shipyards. The consensus from our Advisory Committees was that participants would like the program’s five-level criteria structure to specifically gauge their community relations efforts. As a result, the criteria related to community relations were removed from the existing Community Impacts performance indicator, which now exclusively deals with nuisances such as noise, light, dust, odour and traffic. By contrast, the Community Relations performance indicator is now focused on how landside participants communicate and engage with local community stakeholders with interests in waterfront areas for ecological, recreational or other purposes. A key element for this indicator’s Level 5 achievement hinges on the idea of co-creation. While representatives in
the working group were keen to embrace this idea, they said they needed a clear definition of co-creation and some guidelines for achieving it.
Partnering in co-creation
Since co-creation is a relatively new concept to our industry, Green Marine along with the representatives from a few ports completed a training session with a co-creation specialist from L’Atelier Social in the Fall of 2020. The goal was to give all of us a better understanding of the concept. Green Marine also sought the assistance of the Reseau Maritime du Quebec (RQM), which has both funded and been involved in a number of co-creation initiatives related to marine-related activities, but none of them specifically involving maritime transportation. Based on these sessions and others, we came up with some guidelines. Additional discussions led to RQM offering to fund a project that involved two researchers with co-creation expertise assisting a Quebec port in establishing the steps for such an initiative. The Port of Sept-Îles responded to Green Marine’s call for potential interest. It offered to try the process for the rejuvenation of a multi-use pier that welcomes cruise ships, as well as other vessels, and is accessible to the public for fishing and other recreational activities.
The project now involves the Port of Sept-Îles, Green Marine, RQM, the Centre de développement et de recherche en intelligence numérique (CDRIN), and Le Laboratoire en innovation ouverte (Llio). A laboratory for open innovation, Llio has developed a co-creation process. The approach first welcomes ideas from all frontiers, then fosters a culture of innovation, and subsequently lays out a working framework to collaboratively share knowledge and expertise for the project’s realization. Co-creation is a lot more elaborate than simply consulting stakeholders on something you already have in mind. It requires inviting various ideas from the outset. The Port of Sept-îles has agreed to go through this process to see what feasible ideas arise to reconceptualize its pier. For instance, there’s always daycare outings to the area so it could be that some playground equipment is installed in the vicinity. Green Marine is using this project as a case study to test and refine its co-creation guidelines. The information will also serve as an example to other participants of what can be done and how to go about it. While Green Marine is still very much an environmental certification program, this indicator is reaching more into the realm of social responsibility. It’s something that our participants have indicated they increasingly want to strengthen as one of sustainability’s three pillars, while they continue to improve economic and environmental aspects.
Green Marine will use the project done in partnership with the Port of Sept-Îles as a case study to test and refine its co-creation guidelines. 38 — PACIFIC PORTS — May 2022
TECHNOLOGY
New technology terms and how they are improving efficiencies for ports
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ith so many new catchphrases in the marine industry today, we thought it helpful to turn to Mr. Evgeny Vdovin, Chief Executive Officer at PortLink, to provide clarity and insight into what these terms — as well as eNavigation initiatives — mean and how they are assisting ports of all sizes in creating greater efficiencies. PP: First, I would like to take this chance to thank you for being the “Fleet Admiral” sponsor of our 107th Annual APP Conference in San Diego last year. PortLink: It was our pleasure. We share the APP’s vision of promoting increased efficiency and effectiveness of the ports across the Pacific and it was a great event for discussing existing challenges and potential solutions. We look forward to the next event. PP: Can you start by introducing yourself? PortLink: Certainly, my name is Evgeny Vdovin, CEO at PortLink. I have been involved in the marine industry for over 20 years focused primarily on technology and business consulting for marine logistics, transportation, and port operations. Prior to PortLink, I worked as a senior technology and business consultant at the largest Port in Canada, Vancouver Fraser Port Authority. Within PortLink I have been fortunate to travel the world working with ports of all sizes and operations, maritime agencies and various eNavigation committees. PP: Can you briefly introduce PortLink to our readers? PortLink: Sure, PortLink, based in Vancouver, Canada, designs, develops and delivers innovative digital solutions for the maritime industry. Our primary solutions include our Port Management Information System, Port Community
Our mission at PortLink is to provide state-of-the-art software solutions that enable our clients to improve business efficiency, optimize operations, improve safety, and enhance environmental protection. System, Pilot Dispatch Solution, along with our Vessel Traffic Management Information System. In addition, we provide custom development solutions for projects of all sizes and scopes. This is really an enjoyable part of what we do here at PortLink as it is interesting to take our customers’ visions and turn them into an operational solution. Our mission at PortLink is to provide state-of-the-art software solutions that enable our clients to improve business efficiency, optimize operations, improve safety, and enhance environmental protection. How we conduct our business is just as important as what we do. At all times, we strive to distinguish PortLink as a trusted partner that is differentiated by our enthusiastic team and innovative
solutions for all aspects of the marine industry. PP: So, “Smart” Ports, Digitization, Just-in-Time, Port Call Optimization, Decarbonization …What does it all mean and how do you believe it is, or will, affect our industry? PortLink: Great question! The interesting thing is, although each trend/ initiative has its own meaning, they are all connected. Let’s look at each of them and then I’ll come back to how they are connected. “Smart” Ports, have been defined as ports that leverage innovation and automation technology to digitize
Evgeny Vdovin (right), CEO of Portlink, at work with a team member from Tanger Ville Port in Morocco. May 2022 — PACIFIC PORTS — 39
TECHNOLOGY With these processes in place, we are increasing our overall efficiency and moving towards becoming a Smart Port... operations and enhance their overall efficiency. Each port will have their own version of “Smart” and the digitization process will be different based on the port’s unique driving factors. These driving factors may include competition from surrounding ports, pressure from stakeholders, the desire to become more competitive or even the ambition of expanding their business without adding new infrastructure. “Digitization” is the process of changing from analog (or paper-based forms) to digital form. Let’s use the example of an agent submitting a prearrival form. A traditional way of doing this could be the agent filling in a pre-arrival form and then emailing or
faxing it to the port. In some cases, we have even seen submission of requests through WhatsApp. The port then needs to review and retype the information into their scheduling system. When changes occur, there are multiple email exchanges which can lead to delays, loss of approval trials and audits. With digitization, the same pre-arrival information can be presented through an easy access web-portal allowing the agent to simply fill in the necessary fields and then electronically submit the request. The port then receives the information in digital format, mitigating the need to spend time re-entering the information. Once we digitize operations, we can
then leverage digitalization which is the next step and involves automating processes to enhance efficiency. Again, let’s look at the ship agent submitting a pre-arrival form. The first step was to digitize a paper-based process. Now, we can automate processes such as checking that all necessary documents are attached, safety and security procedures and checklists are completed, marine services planned, and all necessary service providers are available. With these processes in place, we are increasing our overall efficiency and moving towards becoming a Smart Port as we defined previously. “Just-in-Time” is a concept in which a ship maintains the optimal operating speed to arrive at the Pilot Boarding Place only when the availability is ensured. JIT is an exciting topic as we really start to understand the advantages of reduced fuel consumption and positive environmental impact it can have.
PortLink Exchange Platform configured for the optimization of restricted bridge crossing in the Port of Vancouver. The data is collected, and comprehensive business logic is applied to present the best scenario for vessel transits. 40 — PACIFIC PORTS — May 2022
TECHNOLOGY There was a study conducted by DNV GL back in 2018 which found that ships spend roughly 37-54 percent of their time, and 15 percent of their fuel, in berth or at anchor. JIT seeks to not only assist in reducing fuel consumption but the predictability that comes with it will allow ports to optimize their resources. At PortLink, we are incredibly lucky to be actively working with strategic port partners and our partner Wärtsilä to implement a working Port Call model. This is not a paper-exercise or a concept but an actual working model which is achieved through collaborating with the port authority, terminals, ship operators and connected vessels. It has been exciting to implement an operational JIT solution and witness the positive impact it is having for our customers. “Port Call Optimization” is one of the benefits that can be achieved by digitizing operations. If we have realtime information about the inbound vessel and the port’s ability to receive a vessel including availability of the berth, tugs, pilots, services providers, and other information, we can minimize or eliminate anchorage times, reduce CO2 emissions, and help to effectively deliver cargo to its destination on time. PortLink’s Port Call Optimization tool, “Exchange Platform”, has been used to facilitate the real-time exchange of information between the port, stakeholders, and all service providers. This innovative tool provides the platform to coordinate all port call activities and makes the overall process more predictable and efficient. “Decarbonization” is really a global focus across all industries, not just the marine industry. Across the board we are seeing strides made to close the gap towards net-zero emissions. It is no secret that our industry is growing and with this continued development comes increased carbon emissions. The IMO has set some ambitious plans to reduce carbon emissions from shipping by
Our experience has shown that regardless of the size of a port, the type of operations, the number of port calls, etcetera, there are always areas of operations that can become more efficient. 40 percent by 2030 and 70 percent by 2050. To meet this initiative, we believe that ports will need to leverage digitization and digitalization to facilitate the optimization of port calls. PP: That is a great overview and I am sure we can spend a lot of time on each point, however, can you tell me if you believe these trends and initiatives are feasible for ports of all sizes? PortLink: 100 percent, YES! I can tell you from my personal experience that ports of all sizes and operations can take part in, and benefit from, these initiatives. We have worked with some of the world’s largest ports and many smaller ports as well. Our experience has shown that regardless of the size of a port, the type of operations, the number of port calls, etcetera, there are always areas of operations that can become more efficient. How? let’s start by going back to the term “Smart Port”, and it being defined as a port that leverages innovation and automation technology to digitize operations and enhance overall efficiency. There are several great technologies and IoT devices available today that ports can leverage towards achieving their “Smart Port” or “Digitization” goals. Our team here at PortLink has assisted ports of all sizes by implementing our innovative Port Management Information System (PMIS) which is a software solution that digitizes and automates a range of port operations. This type of solution is one example of how ports can move towards a digital port and is often recommended to be a first step. PP: Do you believe that a PMIS should be the first thing ports should look at if they want to meet these initiatives and trends?
PortLink: I believe the first thing ports should do is conduct a review of their operations and produce a list of areas that could be improved though the implementation of smart port technologies and/or systems. We talked about the pre-arrival form above; if a port is reliant on an excel or paper-based processes and communicates through email, fax, or phone calls, this is an area they may want to focus on first. Another example could be if a port is manually collecting information to generate reports and KPIs, this is something that can be automated. I have been asked on a couple of occasions, “why do you believe we should start with a Port Management Information System instead of looking for IoT devices or other smart technologies”. For me, I see the PMIS as the foundation of digitization as it provides the intelligence platform for connecting technologies, digitizing operations, and automating workflows. With a PMIS, information can be captured and shared electronically and if the PMIS is modern with a high degree of interoperability, it can be used to meet the next initiative/trend of port call optimization and can even be used to achieve Just-inTime operations. PP: That makes sense, well, we are almost out of time but are there any other comments you would like to make? PortLink: I would like to thank you, the team at the APP and your readers for your time. This is such an interesting topic to me so if any APP members are interested in discussing this in further detail, please do not hesitate to reach out us at info@portlink.co. Thank you again! May 2022 — PACIFIC PORTS — 41
CRUISE
American Cruise Lines small ship river and coastal cruising in the Pacific Northwest By Alexa Paolella American Cruise Lines
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mall ship cruising close to home in the U.S.A. has become one of the most popular ways to explore our geographically and culturally diverse nation. Interest in river and small ship cruising continues to grow tremendously year after year, especially in the United States. American Cruise Lines is now the country’s largest alldomestic cruise line with 15 small ships, each accommodating just 100 to 190 passengers. The company builds all their small ships and riverboats new in the U.S. and offers remarkable cruises across the country — along both the West and East Coasts and all the great rivers in-between. American’s cruises follow 100-percent domestic itineraries, without any foreign ports of call, and several of the company’s most popular cruises explore the Pacific Northwest and depart from ports in Seattle, WA, and Portland, OR. In 2022, American sails in 33 states with four riverboats operating exclusively on the Columbia and Snake Rivers
All American’s river and coastal itineraries are done in river-cruise style —destination-focused and always sailing within sight of land, which provides more time for explorations on shore. between Hayden Island/Portland, OR, and Clarkston, WA. From Seattle, WA, American also offers two small cruise ships which explore the West Coast in river-cruise style, sailing in Puget Sound and the San Juan Islands, and Alaska. From early spring through fall, guests on American’s Columbia and Snake Rivers cruises can embrace their inner pioneer and retrace the epic route of Lewis and Clark while relaxing aboard one of the Line’s newest modern riverboats or classic paddlewheelers. In 2022, American offers three different itineraries on the Columbia and Snake: a classic eight-day Columbia & Snake Rivers Cruise and a longer
11-day Northwest Pioneers Cruise (both between Hayden Island/Portland, OR, and Clarkston, WA); and a five-day Highlights of the Columbia River Cruise (roundtrip from Portland, OR). American’s Pacific Northwest itineraries also include amazing domestic coastal itineraries roundtrip from Seattle, WA, along two different Puget Sound itineraries; an eight-day Puget Sound & the San Juan Islands cruise and an 11-day Grand Puget Sound cruise. American even offers a few Alaska
CRUISE
One of American Cruise Lines’ paddlewheelers along a Columbia & Snake Rivers cruise.. cruises from Seattle, following a 15-day Alaska Inside Passage itinerary, which operates between Seattle, WA, and Juneau, AK. All American’s river and coastal itineraries are done in river-cruise style — destination-focused and always sailing within sight of land, which provides more time for explorations on shore. American’s new small ships and uniquely curated cruises attract many guests to the Pacific Northwest every year and all of the company’s cruises also offer pre- and post-cruise packages, which include area hotel stays and tours, extending guests’ journeys on land. The company has long enjoyed strong local partnerships with area businesses, local ports, and communities on shore. In the Pacific Northwest, the Line’s river cruises include complimentary pre-cruise hotel stay in both Portland, OR, and Clarkston, WA, providing guests lots of extra time to explore area attractions, restaurants, and wonderful local businesses. And new for 2022, American has also introduced new National Parks post-cruise packages following select Columbia and Snake Rivers cruises: three and seven-night land adventures which journey through
All cruises offer unique shore excursions each day, following a small-group format, led by local experts and guides. several of the country’s most beautiful national Parks: Glacier, Yellowstone, and Grand Teton. Throughout the region, small ship cruise guests are treated to never-ending views of the Pacific Northwest’s spectacular landscapes. All cruises offer unique shore excursions each day, following a small-group format, led by local experts and guides. At every port, guests have the opportunity to explore towns and local sites to learn about the region’s history, culture, ecology, and geography. From a fun afternoon spent at a Columba River winery to a visit to Mount St. Helens or an active kayaking adventure, guests are immersed in the culture and beauty of the region along every activity each day. American’s riverboats and small coastal ships are 100-percent U.S.- built, crewed, flagged, and offer the largest staterooms in the industry — nearly all with private furnished balconies and sliding glass doors. All staterooms on
American’s coastal ships and riverboats are outward facing providing fresh air breezes and dramatic river and coastal views. All staterooms and interior lounges also offer independent HVAC systems with no shared duct work. American’s ships are appointed with indoor and outdoor lounges, grand dining rooms, casual outdoor cafes, and sweeping top decks with open-air seating and exercise areas. River and small ship cruising in the U.S. offers more new ships and destinations to explore than ever before. It is one of the most luxurious, seamless, and relaxing ways to travel. Port stops along the eight-day Columbia & Snake Rivers include: Hayden Island/Portland, OR; Astoria, OR; Kalama, WA; cruising the Columbia River Gorge/Stevenson, WA; The Dalles/Hood River, OR, Pendleton, OR/Richland, WA; cruising the Snake River; and Clarkston, WA. Below is a sampling of American’s port visits and onshore experiences available May 2022 — PACIFIC PORTS — 43
CRUISE along the company’s Columbia & Snake Rivers cruises. Shore Experiences are curated to complement the geographical, cultural, and historical themes of this beautiful river region: Hayden Island/Portland, OR: In the golden age of riverboats, sternwheelers (paddlewheelers) crossed Portland’s picturesque waterfront while steam whistles and calliopes rang out across the water. Today, guests can enjoy some of that same nostalgia by departing from and arriving to Hayden Island/Portland aboard American’s classic paddlewheelers or new modern American riverboats. A complimentary pre-cruise hotel stay is available on all American’s cruises departing from Portland. Astoria, OR: While visiting the “little San Francisco of the Pacific Northwest” and the oldest settlement west of the Rockies, guests can visit Cape Disappointment State Park or climb the steps at the famous Astoria Column while also shopping, dining, and sightseeing in this gorgeous waterfront city.
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Fort Clatsop Experience: Guests can take a tour of the exact replica of the original fort where Lewis & Clark and their Corps of Discovery spent the winter of 1805-06. Includes a personalized guided tour of the Fort and grounds, as well as special live demonstrations. There is also time to visit the museum and visitor center, which offers one of the best collections of Lewis & Clark literature. Kalama, WA: A picturesque small town nestled between the big cities of Portland, OR, and Seattle, WA, where guests can visit local shops, restaurants, and antique stores; tour local wineries; or enjoy a walking tour of the lush Columbia River landscape, while visiting Kalama’s historic totem poles, a Polynesian-inspired harbor lounge, and McMenamins, a family-owned hotel, brewpub, and music venue. Mount St. Helens Experience: Guests can enjoy a scenic journey to the Mt. St. Helens Johnston Ridge Observatory and view the gorgeous landscape that was forever changed
from the powerful volcanic eruption in May 1980. Along a guided tour, visitors can observe the crater and spectacular views of the pumice plain and blast site. Multnomah Falls Excursion: Visit and tour the Pacific Northwest’s second tallest year-round waterfall. American’s ships dock at the Columbia River Gorge, where guests can take a privately guided-hike from the ship through the winding forest until they can cross The Bridge of the Gods, before finally reaching Multnomah Falls. Once there, guests can explore the falls and walk across the famous Benson Bridge for a spectacular overhead view of the falls. The Dalles, OR & the Columbia River Gorge: The famous last stop on the Oregon Trail was treacherous terrain for the pioneers, but offers stunning scenery for today’s travelers. With views of the Cascade Cliffs and the fertile Columbia River Valley, guests are treated to sights of the ancient river canyon as it cuts through the Cascade Mountain Range providing dramatic
CRUISE contrasts of rain forest, desert, and alpine meadows. The Gorge, a federally protected National Scenic Area boasts basalt cliffs, waterfalls, lakes, streams, rivers, and wildflower fields. The Pendleton Experience (Richland, OR): Guests can enjoy a scenic ride through the countryside and arrive at Pendleton for the day where they can take a private guided tour thorough Pendleton’s infamous underground city. Afterwards there is a BBQ lunch and an afternoon visit to the Tamastslikt Cultural Institute for a look into the culture, stories, and past of the Cayuse, Umatilla, and Walla Walla Indian tribes. Clarkston, WA: Nestled at the convergence of the Snake and Clearwater Rivers in Southeast Washington, Clarkston is the gateway to a unique inland seaport rich in history. It is named after William Clark of the historic Lewis & Clark Expedition and home to Hells Canyon. Guests can explore Clarkston’s natural beauty and small town charm. American offers a
one-night complimentary pre-cruise hotel stay as well as an extended twonight Hells Canyon pre-cruise package available on all cruises from Clarkston. Hells Canyon Jet Boat Adventure/ Clarkston: Enjoy a private Jet Boat Tour into the deepest canyon in North America. Your private guide will tell you stories along the way which highlight regional history with a special focus on the canyon’s spectacular and unique geography. Guests will explore and enjoy dramatically changing views of desert canyons, ancient rock formations, high plains, and alpine forests along the way. There are also historical pictographs to view as you enjoy stories about the canyons formation and regional history. This is available as part of American’s pre- or post-cruise packages, which now also include new 2022 National Parks post-cruise packages of three or seven-nights exploring one-to-three national parks — Glacier, Yellowstone, and Grand Teton. There are many other shore tours available along the way, including a visit
to the Maryhill Winery (including tour and tasting) at The Dalles, OR; visits to the Western Aeroplane & Automobile Museum in Hood River, OR; and visits to the well-known REACH Museum in Richland, WA (which has the only complete baby Woolly Mammoth skeleton on display). Following in the footsteps of Lewis & Clark while cruising the legendary Columbia and Snake Rivers aboard the newest riverboats in the region is a once in a lifetime experience. American’s river cruises explore all the history and culture of the American West. Together, with the best local partners on shore, American’s five, eight, or 11-day itineraries have become bucket-list experiences in the Pacific Northwest. American’s journeys throughout the country allow guests to rediscover the exceptional diversity of the U.S., from its history and spirit, to its geography and people, along extraordinary itineraries which illuminate the best that small ship cruising has to offer.
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NEW MEMBER PROFILE
Law Office of Alan K. Goldstein joins with APP
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he Association of Pacific Ports is pleased to welcome the Law Office of Alan K. Goldstein in the San Francisco Bay Area as our newest Associate Member. With an impressive career specializing in maritime law that spans more than 35 years, Alan Goldstein’s expertise in litigation, regulatory and transactional issues will be a welcome resource for APP Members. “Ports and those who do business with them in the 21st Century face many challenges that have important legal ramifications,” he said. “Because this is the industry that I have been part of for more than three decades, I look forward as a Member of the APP to trying to help meet those challenges and offer helpful solutions.” Beginning his career in the 1980s, Goldstein graduated from Stanford Law School with the distinguished honor of the Order of the Coif. He clerked for the Honorable Thelton E. Henderson, Judge of the U.S. District Court, Northern District of California, before practicing law in San Francisco and then becoming a member of Goldstein and Price, LC, a maritime specialty firm, based in Saint Louis, Missouri. Goldstein returned to the Bay Area in
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“Ports and those who do business with them in the 21st Century face many challenges that have important legal ramifications...” recent years where he continues to specialize in maritime law, including issues affecting ports and companies that do business in them. In addition to numerous published works — for example, Recent Developments in Admiralty and Maritime Law, Demystifying the Jones Act, and The Marine Insurance Doctrine of Uberrimae Fidei or Utmost Good Faith — Goldstein has provided seminars on such issues as “Social Media and the Waterways”, “Environmental Liabilities in Real Estate Transactions”, and “Choosing the Right Commercial Structure for Your Marine Business.” Accolades for Goldstein’s work are notable. He has been named in The Best Lawyers in America, and as a Super Lawyer in the fields of Transportation/
Maritime and Insurance Coverage by Law & Politics. He has been recognized as both an AV-rated (the highest rating) Lawyer by Martindale Hubbell and an ALM Top Rated Litigator. He was appointed by the George W. Bush and Barrack Obama administrations to serve two terms on the Lower Mississippi River Water Safety Advisory Committee which advises the Coast Guard and the Department of Homeland Security on navigation safety, including in the Port of New Orleans. He has testified by deposition as an expert witness in federal court litigation involving the meaning and proper application of shipping documents regarding a shipment of tires from China to the United States. Having relocated to the San Francisco Bay Area in 2020, Goldstein is admitted to practice in California, Illinois, Missouri, and numerous federal jurisdictions. He has also represented U.S. clients in transactional and regulatory matters that relate to their international operations. Whether working on behalf of ports or other companies in the transportation sector, Goldstein’s expertise in litigation, regulatory issues and transactional contracts provides a diverse portfolio. He has acted as General Counsel for maritime clients regarding all aspects of their operations including but not limited to the sale, purchase and leasing of maritime businesses, vessels and equipment, preparing their
NEW MEMBER PROFILE standard terms and conditions, and enforcing and defending their rights in court.His recent reported cases include SCF Waxler Marine LLC v, M/V ARIS T, et al., 2022 WL 202311 (5th Cir. 1/24/22) (represented prevailing party SCF in complex marine casualty case) and Terral River Service and Navigators Insurance Company v. SCF Marine Inc. and Vessel Holdings 7, LLC, 20 F. 4th 1015 (5th Cir. 2021) (represented prevailing parties SCF and Vessel Holdings 7 in defeating $700,000 cargo loss claims; summary judgment affirmed on appeal; also successfully excluded expert testimony by plaintiffs’ surveyor and metallurgist). When asked to highlight some of the issues facing the maritime industry today, Goldstein mentioned cyber security, adapting from paper-based to electronic transmission and formation
of contracts and information, enhancing the efficiency of complex interfaces between ship, barge, rail, truck, terminal and pipeline movement of cargo, and the increasing demands of regulatory schemes such as the Americans With Disabilities Act and the Family Medical Leave Act. For so many of these and other challenges, Goldstein said the old adage “an ounce of prevention is worth a pound of cure” applies. “Through in-house seminars with my clients and their supervisory personnel regarding regulatory obligations and how to deal with social media, evaluating their standard terms and conditions, and reviewing some of their operating procedures, we frequently are able to identify and mitigate legal risks and exposures. Typically, it costs a lot less money and aggravation to address those risks before, not after, they lead
to claims and lawsuits,” he explained. Goldstein added that sometimes these issues present not only legal considerations but also insurance and accounting concerns that will involve his working with a company’s marine insurance broker and other professionals to find an effective solution. Minimizing risk by identifying vulnerabilities and taking action to mitigate impacts in advance of trouble is a central theme in Goldstein’s practice and one that speaks to the mandate of the APP to provide guidance on best practices. We look forward to putting Goldstein’s expertise to good use through articles in Pacific Ports Magazine as well as opportunities to present his ideas and advice to the membership. Welcome to the APP, Alan! For more information: www.alankgoldsteinlaw.com
NEW MEMBER PROFILE
APP welcomes Port & Maritime Business Management as newest member
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he Association of Pacific Ports welcomes Port & Maritime Business Management (PMBM) as our newest Associate Member. While the company was formally incorporated last year, the team of highly seasoned professionals have been working together since 2012, providing board advisory and interim management services for both private and public companies in the industrial, ports, logistics, maritime, energy and manufacturing sectors. “Our complimentary skills and technical and operational expertise have provided very successful results for many organizations around the world,” said Emmanuel Polman, Head of Strategy and Transactions. With a notable track record, the PMBM team engages with companies to take ownership of the full project
life cycle, from concept to implementation. “We have the technical expertise to undertake feasibility studies, strategies, business case development, etc., but what distinguishes us from other consultancy firms is our operational expertise,” said CEO George Gourlay and Emmanuel Polman. Indeed, a quick review of team bios shows affiliations with some of the largest companies in the oil and energy, and maritime
logistics supply chain sectors, including Saudi Aramco, Global Energy Group, Hutchison Ports, Sapura Energy, Aker Solutions, and Port of Rotterdam to name just a few. The best way to describe the services of PMBM is to use their projects as examples. In 2012 — the first time the team started working together — they undertook a strategic initiative to May 2022 — PACIFIC PORTS — 47
NEW MEMBER PROFILE “Our complimentary skills and technical and operational expertise have provided very successful results for many organizations around the world...” enter into the ship and offshore rig building market for a four-company joint venture in the United Arab Emirates. As described by Gourlay, the International Maritime Industry (IMI) Shipyard within the King Salman International Complex for Maritime Industries and Services involved a full scope of services from concept to realization. “We started with the business plan and bringing together the right partners (Saudi Aramco, Bahri, the national shipping company of Saudi Arabia, Hyundai Heavy Industries and Lamprell) and then developed the operational structure and built it into a fully operational company.” Starting from scratch, Polman led the development of the strategic business plan and set up the operational structure which Gourlay then headed. “It was an eight-year project with the plan being for Saudi nationals to be trained to take over the full operations of the facility,” said Polman. More recently, in December 2021, PMBM took on providing board advisory services to the Port of Baie Comeau, Quebec, Canada. With the goal of building a bulk terminal, PMBM is developing the business case, negotiating agreements, and putting an infrastructure financing structure in place. “The key study in this instance is the business case — valuating the terminal and providing guidance on how to get it into the market. We’re actively involved in the transaction itself as well as the execution,” said Polman. In another project currently underway, PMBM is engaged in assessing a partnership strategy between a Canadian port and a port in Europe, focused on capacity and capability building, hydrogen industry development, and transport corridor development. 48 — PACIFIC PORTS — May 2022
Many more examples showcasing PMBM’s services can be provided, including: • Gourlay’s active involvement as CEO in a turnaround and restructuring project of an electro-mechanical plant for OIL Engineering, a leading Emirati industrial company in the oil and gas, petrochemical, and power generation sectors. “It was a lossmaking business and we turned it into a profit-making business within 18 months,” said Gourlay, adding that the facility now employs over 1,000 people. • The acquisition and reactivation of the Port of Nigg’s shipyard, one of the largest drydock and fabrication yards in Europe, to transform the once dormant yard into the largest renewable installation fabrication facility in the United Kingdom. The project took about two years to acquire the yard, the drydock and then all the cranage and facilities. The facility now employs a workforce of 3,500. • Chair of the Board and CFO Jarle Lonning’s involvement with a private equity firm to grow a Norwegian fish farm globally. He and the team are actively building up the organization, developing the global market and working on establishing a footprint in Canada. While the common thread of PMBM’s projects is rooted in the marine industry, the company’s disciplines span all technical and operational aspects with great strength in board advisory services. “Historically, companies with boards — especially older companies — will only act when they have been hit hard with poor financial returns or facing the prospect of bankruptcy,” said Gourlay. “Boards need operational,
financial, and strategic strengths and PMBM offers this.” A quick look at PMBM’s website provides a succinct outline of board advisory services: Strategy — Originate, set target, define roadmap, organizational change, ownership, operations, commercialization, market trends, cost/revenue/EBIT, growth, supply chain, carbon footprint reduction, financial Business case — quantify & frame, feasibility, business models, business case, financial analysis, scenario analysis, risk & mitigation, public private partnership, sustainability, concessions, socio economic impact Structuring — stakeholder management, bankability, fund raising, partnership structuring, financing plan, ownership structure, governance structure, exit strategy, IP rights, transaction agreements, bidding processes Transaction — negotiations, ownership, governance, financing, shareholder’s policy, management plan, business plan, start up plan, negotiations Implement — start up, transfer, integrate operational plan, capabilities & capacity ramp up, integration / transfer go-to market strategy In looking to the future, PMBM has joined with the APP to be able to grow the geographic scope of their services. “Our experiences with projects all over the world have allowed us to build our expertise in understanding cultures and how different nationalities function, especially with bringing in new technologies and integrating them into the nuances of each country and their culture,” said Gourlay, adding that in today’s world where virtual management has eliminated expensive travel budgets, their ability to assist boards and companies who are looking to expand their capabilities but don’t have the expertise or knowledge to achieve it, comes without a huge price tag. For more information about Port and Maritime Business Management, visit www.pm-bm.com.
TREATED WOOD DISPOSAL
New website offers guidance for California ports, marinas on treated wood disposal
P
orts, docks and marinas in California that need to dispose of treated wood waste — or TWW — now have a new online resource to help them stay in compliance with state regulations for proper disposal. The website TWWDisposal.org provides important information on disposal, including a list of approved state landfills that will accept the wood waste. For more than three decades, California has maintained alternative management standards that authorize TWW to be disposed in compositelined sections of landfills. In early 2021, those standards expired, creating significant difficulties in disposing treated wood, as disposal was only permitted in a single hazardous waste landfill operating in the state. California legislators last fall passed a bill to reinstate the alternative management standards and allow TWW disposal in more than 50 landfills throughout the state. As part of the legislation, the wood treating industry agreed to assist in educating Californians on proper TWW disposal. Port and maritime facilities have traditionally used preservative-treated wood for pilings, docks, piers and boardwalks. This wood is well suited to take on the harsh conditions of a marine environment. The new website includes sections on how to identify TWW as well as handling, storage, labeling and transportation requirements. There are also links to the state Water Resources Control Board, which maintains a list of landfills and disposal facilities that are authorized to accept TWW. Go to TWWDispoal.org to explore the regulations and recommendations for proper disposal.
TWWDisposal.org will assist Californians to remain in compliance with state regulations for proper disposal. An additional resource, including information relevant for other states is the Western Wood Preservers Institute (wwpinstitute.org).
May 2022 — PACIFIC PORTS — 49
APP MEMBERSHIP BENEFITS Are you taking advantage of the many benefits of the APP? Call or email Jane McIvor: 604-893-8800 / jane@pacificports.org to discuss. As drivers of economic growth, facilitating trade and generating thousands of jobs, ports of the Pacific Ocean share a common vision: To provide an efficient, fluid, and cost-effective supply chain in a safe, environmentally sustainable and economically viable manner. The Association of Pacific Ports (APP) assists Member Ports in achieving this vision by enabling the sharing of best practices and lessons learned, peer-to-peer networking, and professional development. Supported by Associate Members who provide a diverse range of solutions for both port operations and management, the APP is building partnerships throughout the Pacific. APP member benefits provide a number of vehicles for you and your colleagues to network, promote best practices and raise awareness of challenges and opportunities. Industry Representation and Collaboration — in addition to working with like-minded organizations on initiatives that improve facets of your business and the maritime industry, the APP participates in government and industry forums as well as key industry events (e.g., Clean Pacific, GreenTech, Seatrade, Pacific Marine Expo), not only to provide representation for Pacific Ports but also to ensure important information is shared throughout the membership.
and table-top displays designed to heighten awareness of your products and services. Communications & Marketing — all members are invited (and encouraged!) to: • Submit articles, press releases and activity updates for Pacific Ports Magazine as well as our semi-monthly e-news updates and our frequently updated website. Not a writer? That’s okay, we can help. • Three months free web banner advertising on pacificports.org as well as six e-news banner ads (with greatly discounted rates for additional advertising). • Discounted rates for advertising in Pacific Ports Magazine. • Opportunities to present at APP Annual and Winter Conferences. • Participation on themed panel workshops.
Contact Jane McIvor (jane@pacificports.org / 604-893-8800) to discuss your priorities and ideas.
Networking — through conferences and workshops, the APP provides opportunities for you to meet your counterparts from around the Pacific, learn through the sharing of best practices, and to develop life-long relationships with your peers. Promotional opportunities for Associate Members are also a key part of our agendas through presentations, distribution of materials,
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Real-World Strategies & Solutions for Spill Prevention & Response in the Pacific Northwest
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APP MEMBERS Port Members
Associate Members
Port of Alaska (www.portofalaska.com)
ADELTE Ports & Maritime (www.adelte.com) Albion Marine Solutions (albionmarine.com) AM Insurance (www.amibrokers.com) American Samoa Office of Disaster Assistance & Petroleum Management Best Best & Krieger Attorneys at Law (www.bbklaw.com) BNAC Environmental Solutions Inc. (www.bnac.ca) Davies Transportation Consulting Inc. (www.dtci.ca/) FortisBC (www.fortisbc.com) GCT Global Container Terminals (globalterminals.com) HDR Engineering (www.hdrinc.com) Innovative Manufacturing Inc. (www.marinetapes.com) International Ship-owners Alliance Canada (internationalshipowners.com) Kongsberg Maritime Canada Ltd. (www.kongsberg.com) Law Office of Alan K. Goldstein Liebherr USA, Co. (www.liebherr.com) Liftech Consultants (www.liftech.net) Lynker (www.lynker.com) Majuro Stevedore & Terminal Company, Inc. Maritime and Port Bureau, Taiwan R.O.C. (www.motcmpb.gov.tw) Matson Navigation (www.matson.com) Midstream Lighting (www.midstreamlighting.com) Nautical Consulting International Inc. (https://nauticalconsulting.com) NEC (www.necam.com) Northern Economics Inc. (https://northerneconomics.com/) Pavement Technical Solutions Inc. (pavementtechsolutions.com) Polaris Minerals (previously: Eagle Rock Aggregates) (http://polarismaterials.com/) Port and Maritime Business Management (www.pm-bm.com) PortLink (www.portlinkglobal.com) Reid Middleton, Inc. (www.reidmiddleton.com) Salus Resources Inc. (www.salusresources.com) Schrader Co. Sales, LLC (www.schraderco.com) Shey-Harding Associates (www.shey-harding.com) Shuttlewagon (www.shuttlewagon.com) SSA Marine (www.ssamarine.com) The Beckett Group (www.thebeckettgroup.org) Trans Mountain (www.transmountain.com) Truk Transportation Western Wood Preservers Institute (www.wwpinstitute.org) WSP USA (https://www.wsp.com/) Yardi Systems (www.yardi.com)
American Samoa Port Administration (americansamoaport.as.gov/) Port of Brookings Harbor, Oregon (www.portofbrookingsharbor.com) Port of Columbia County, Oregon (www.portofcolumbiacounty.org) Commonwealth Ports Authority, Northern Mariana Islands (www.cpa.gov.mp/) Port of Grays Harbor, Washington (www.portofgraysharbor.com) Port Authority of Guam (www.portguam.com) Port of Hualien, Taiwan International Ports Corporation, Ltd. (https://hl.twport.com.tw/) Port of Hueneme, California (www.portofh.org) Port of Kaohsiung, Taiwan International Ports Corporation, Ltd. (https://kh.twport.com.tw/en/) Port of Keelung, Taiwan International Ports Corporation, Ltd. (https://kl.twport.com.tw/en/) Port of Long Beach, California (www.polb.com) Nanaimo Port Authority, BC, Canada (www.npa.ca) Port of Newport, Oregon (www.portofnewport.com) Pohnpei Port Authority, Micronesia (www.ppa.fm) Port Alberni Port Authority, BC, Canada (https://portalberniportauthority.ca/) Port of Portland, Oregon (www.portofportland.com) Port of Redwood City, California (www.redwoodcityport.com) Republic of Marshall Islands (RMI) Ports Authority, Marshall Islands Port of San Diego, California (www.portofsandiego.org) Port of Skagit, Washington (www.portofskagit.com) Port of Stockton, California (www.portofstockton.com) Port of Taichung, Taiwan International Ports Corporation, Ltd. (https://tc.twport.com.tw/en/) Port of Umatilla, Oregon (https://portofumatilla.org/) Port of Valdez, Alaska (https://www.valdezak.gov/151/Port)
Reciprocal Members ASSOCIATION OF
PACIFIC PORTS
www.pacificports.org
Association of BC Marine Industries (abcmi.ca) Green Marine (https://green-marine.org/) Inland Rivers, Ports & Terminals Association (https://www.irpt.net/) Interferry (www.interferry.com)
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