Vol.43 No.2 OCT‑DEC 2014

V O L U M E 4 3 O C T O B E R – D E C E M B E R 2 0 1 4 N U M B E R 2 Fueling with natural gas . Moving more grain . Transiting the Northwest Passage . Fleet Improvements G LGREAT LAKER Interlake Steamship Interlake Steamship has a long tradition of being responsive to its customers and meeting their cargo delivery challenges. Our knowledgeable and accommodating marketing personnel, together with experienced and conscientious vessel crews, will work with you to deliver your cargo where, when and how you want it. Interlake’s versatile and reliable nine-vessel self-unloading fleet, with cargo capacities ranging from 17,000 to 68,000 gross tons, is ready to fulfill your Great Lakes transportation needs. Experience our commitment to superior customer service. Put the responsive Interlake team to work for you. Phone: 440-260-6900 • 800-327-3855 FAX: 440-260-6945 Email: boconnor@interlake-steamship.com Website: www.interlakesteamship.com The Interlake Steamship Company 7300 Engle Road Middleburg Heights, Ohio 44130 Thunder Bay National Marine Sanctuary expands. Page 64. www.greatlakes-seawayreview.com Great Lakes/Seaway Review 221 Water Street, Boyne City, Michigan 49712 USA (800) 491-1760 FAX: (866) 906-3392 harbor@harborhouse.com Propulsion FUELING WITH NATURAL GAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 When will the Great Lakes have LNG bunkering? Commodities THE GRAIN IS MOVING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Seaway ports demonstrate capacity to handle increasing grain volumes. Trade Patterns BREAKING THROUGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 Fednav uses ice-class bulk carrier and new technology to transit Arctic’s Northwest Passage. Infrastructure WELLAND CANAL WORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Tie-up and approach wall undergoes major renewal. Technology TECHNOLOGY-BASED SHIPWATCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 ShipMoves uses AIS information to provide a web-based vessel tracking and surveillance system. Interview COMING HOME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 John Loftus returns to Great Lakes maritime industry. Shipbuilding & Ship Repair Great Lakes/St. Lawrence Seaway shipyards invest in improvements . . . . . . . . . . . . . . . . .31 Algoma’s third new vessel ready to move cargo. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33 CSL welcomes two newbuilds into the domestic fleet . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34 Great Lakes Shipyard plans to construct fabrication facility on new property . . . . . . . . . .35 Bay Shipbuilding develops south yard, expands services . . . . . . . . . . . . . . . . . . . . . . . . . .36 Chantier Davie Canada constructs ship at multiple yards and transports for assembly . . .39 Donjon Shipbuilding & Repair dives into building a double-hulled ATB . . . . . . . . . . . . . .41 Fraser Shipyards prepares for final phase of building an 850-foot dock . . . . . . . . . . . . . . .43 Group Ocean continues constructing cutting-edge vessels . . . . . . . . . . . . . . . . . . . . . . . . .45 Verreault Navigation invests C$10 million to widen drydock . . . . . . . . . . . . . . . . . . . . . . .46 H Hansen serves as first responders for ship repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Lake Erie Ship Repair & Fabrication gains government contracts . . . . . . . . . . . . . . . . . . . .48 Dredging DREDGING PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53 Army Corps study clears dredged material as cause of Toledo’s algal bloom. Ports QUARTERBACKING REGIONAL DEVELOPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . .59 Toledo is well positioned for expansion. GREAT LAKES/SEAWAY REVIEW October-December, 2014 1 The international transportation magazine of Midcontinent North America Grain tonnage sees substantial boost in 2014. Page 9. Fednav successfully navigates the Northwest Passage. Page 13. Between issues of Great Lakes/Seaway Review, stay current with our free weekly news service, Digital Dateline, at www.greatlakes-seawayreview.com/digdateline/ A R T I C L E S O C T O B E R – D E C E M B E R 2 0 1 4 Great Lakes/St. Lawrence Seaway Maritime Heritage PRESERVING HISTORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 NOAA expands the Thunder Bay National Marine Sanctuary. Maritime Heritage REMEMBERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 Looking back at more than a century of Great Lakes/St. Lawrence Seaway shipping. Meet The Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 Meet The Fleet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 Laker Library . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 On The Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 GREAT LAKER D E P A R T M E N T S Dateline: Great Lakes/St. Lawrence Seaway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 The Administrator’s Outlook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Guest Editorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Great Lakes Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 WHEN IT COMES TO HEAVY CARGO, BARNHART KNOWS HOW TO GET IT MOVED. BARNHARTCRANE.COM EQUIPMENT & SERVICES • 550 ton heavy lift terminal at Port of Chicago • 300 ton Great Lakes Barge Crane • 180′ x 54′ x 12′ ABS Deck Barge • Project Cargo Roll-on/Roll-off • In-House Engineering for stowage and securement • Huge inventory of Goldhofer SPMT and other heavy haul transporters • Comprehensive Project Management ANCHORS TO ANCHOR BOLTS THE INTERNATIONAL TRANSPORTATION MAGAZINE O F M I D C O N T I N E N T N O R T H A M E R I C A VOLUME 43 OCTOBER-DECEMBER 2014 NUMBER 2 2 Business and Editorial Office 221 Water Street Boyne City, Michigan 49712 USA (800) 491-1760 FAX: (866) 906-3392 harbor@harborhouse.com www.greatlakes-seawayreview.com www.greatlaker.com EDITORIAL AND BUSINESS STAFF Jacques LesStrang Publisher Emeritus Michelle Cortright Publisher Janenne Irene Pung Editor Cris Shankleton Creative Director Lisa Liebgott Production Manager Tina Felton Business Manager Amanda Korthase Circulation Manager ADVERTISING DEPARTMENT Kathy Booth Account Manager Rex Cassidy Account Manager James Fish Director of Sales Patricia A. Rumpler Account Manager Ellen Trimper Account Manager William W. Wellman Senior Account Manager EDITORIAL ADVISORY BOARD John D. Baker, President, Great Lakes District Council, International Longshoremen’s Association; Mark Barker, President, The Interlake Steamship Company; Noel L. Bassett, Vice President- Operations, American Steamship Company; Dale Bergeron, Maritime Transportation Specialist and Educator, Minnesota Sea Grant; David Bolduc, Executive Director, Green Marine; Stephen Brooks, President, Chamber of Marine Commerce; Joe Cappel, Director of Cargo Development, Toledo-Lucas County Port Authority; Rick Dystra, Member of Parliament, St.Catharines, Ontario; Steven A. Fisher, Executive Director, American Great Lakes Ports Association; Tim Heney, Chief Executive Officer, Thunder Bay Port Authority; Anthony G. Ianello, Executive Director, Illinois International Port District; Peter Kakela, Ph.D., Professor, Department of Community, Agriculture, Recreation and Resource Studies, Michigan State University; Robert Lewis-Manning, President, Canadian Shipowners Association; Mark Pathy, President & Co-CEO, Fednav Limited; Joseph P. Starck, Jr., President, Great Lakes Shipyard; John Vickerman, Founding Principal, Vickerman & Associates, LLC; James H.I. Weakley, President, Lake Carriers’ Association; Greg Wight, President & CEO, Algoma Central Corporation. SUBSCRIPTIONS – (800) 491-1760 or www.greatlakes-seawayreview.com www.greatlaker.com Published quarterly. One year $32.00; two years $53.00; three years $75.00. One year print & digital edition $38. Foreign: One year $47.00; two years $68.00; three years $100.00. One year print & digital edition $53. One year digital edition $20. Payable in U.S. funds. Back issues available for $7.50. Article reprints are also available. Reprints and scans produced by others not authorized. ISSN 0037-0487 SRDS Classifications: 84, 115C, 148 Great Lakes/Seaway Review and Great Laker are published quarterly in March, June, September and December. Postmaster: Send address changes to Great Lakes/ Seaway Review, Great Laker, 221 Water Street, Boyne City, Michigan 49712 USA. © 2014 Harbor House Publishers, Inc., Boyne City, Michigan. All rights reserved. No article or portion of same may be reproduced without written permission of publisher. Great Lakes/Seaway Review Cover: The fleets are preparing to face the ice— once again. Photo by Robert Welton. Great Laker Cover: National Maritime Sanctuary is expanding. Source: Thunder Bay National Marine Sanctuary. New Deputy Maritime Administrator sworn in Michael J. Rodriguez was sworn in as Deputy Maritime Administrator of the U.S. Department of Transportation Maritime Administration October 20. Rodriguez has more than 35 years of public and private maritime industry experience, most recently serving with the U.S. Navy’s National Maritime Intelligence- Integration Office. A 1979 graduate of the U.S. Merchant Marine Academy in Kings Point, New York, Rodriguez sailed for 17 years as a merchant marine deck officer. In 1995, he began his shoreside career as Application Engineer with Nautical Technology Corporation before returning to Kings Point as an Academy Training Representative in the school’s Office of Professional Development and Career Services. Rodriguez moved on in 2001 to serve as Executive Assistant of the International President of the International Organization of Masters, Mates, and Pilots. In 2009, he began service as Senior Professional Staff at the U.S. House of Representatives Subcommittee on Coast Guard and Maritime Transportation. While there, he was instrumental in the committee’s efforts to develop and pass the Coast Guard Authorization Act of 2010. . Fednav expands fleet renewal program continues Through a long-term charter arrangement with Intership Navigation, Fednav is adding three more lakers to its fleet. The 36,500- DWT vessels, delivering in 2016 and 2017, further reinforce the company’s commitment to the future of the Great Lakes/St. Lawrence Seaway system. This addition brings the current order book to 23, 15 Seaway-size vessels and eight larger supra and ultramax ships, 14 of which will be owned by the company. . McKeil Marine’s new tug arrives in the system The Sharon M I, a 55-metric-ton bollard pull harbor and coastal towing tug, was delivered to McKeil Marine in Hamilton, Ontario. The tug is Ocean Class, salvage- equipped and fully outfitted for firefighting. She is the first of her kind on the Great Lakes. After having been deployed on project work for the past year, the tug is paired for the balance of the season with the self-unloading barge, Huron Spirit, delivering steel and aggregates throughout the Upper Lakes. The Sharon M I is one of four tugs purchased by McKeil in the past 18 months. . European option for shippers expanding Shippers interested in sending partial shiploads to Europe will have the Port of Thunder Bay and the Port of Duluth-Superior as new options next season. Spliethoff Group, an Amsterdam-based ship management company, will begin cargo service from both ports next season. Throughout 2014, Spliethoff offered a liner service from Cleveland, Ohio. The monthly service will provide direct shipping access to Europe, including the Baltic States and Russia, according to the port. Prior to this arrangement, shippers in the Upper Lakes were required to charter an entire European- bound vessel. The service will accommodate shipperowned containers, pallet-wide line-supplied containers, rolling machinery and rolling heavy equipment, as well as project cargo, breakbulk, bulk and steel cargoes. . New Executive Director takes the reins in Erie Brenda Sandberg is the new Executive Director of the Erie- Western Pennsylvania Port Authority. She succeeds Ray Schreckengost who retired October 31. Sandberg comes from the City of Erie where she served as Director of Economic and Community Development for nearly three years. Prior to that, she worked as CEO of the Erie Downtown Partnership, an organization dedicated to revitalizing Erie’s image and business climate. From 2003-2008, she was a Zoning Officer for the City of Erie. Sandberg received a bachelor’s degree from the State University of New York at Buffalo in Urban/Regional Analysis and Environmental Studies. . GREAT LAKES/SEAWAY REVIEW October-December, 2014 3 G R E A T L A K E S / S T . L A W R E N C E S E A W A Y DATELINE Michael J. Rodriguez Brenda Sandberg Seaway grain shipments up in 2014 Record crops of soybeans in Canada and the U.S. and a bumper crop of U.S. corn have helped increase cargo volumes moving through the Great Lakes/St. Lawrence Seaway system this season. According to The St. Lawrence Seaway Management Corporation, total grain tonnage is up by 50 percent over 2013. “The Ontario soybean harvest is underway and we have two vessels working steady out of Hamilton to transport crops through the St. Lawrence Seaway to the ports of Sorel and Port Cartier, where they are then transshipped to overseas markets,” said Captain Scott Bravener, President of Lower Lakes Towing Ltd. With five terminals in the system, Canadianbased Parrish & Heimbecker relies on commercial shipping to export grain. The company’s products are transported to various parts of Africa, Tunisia, Bangledesh, Israel, Egypt, Italy, Germany, Spain, China and Morocco, among other countries. “Shipping is the most critical component of our business,” said Darryl Markle, Export Manager for Parrish & Heimbecker, noting the company is the sixth largest grain exporter in the world. “The St. Lawrence Seaway is vital to our economic growth and vitality.” Moving containerized agricultural products is increasing, according to Markle, with more growth expected with Asia based on a growing demand for non-GMO soybeans and specialty wheats. The Port of Toledo is moving strong harvests in Ohio, Michigan and Indiana. “McKeil Marine barges have been loading grain at ADM in Toledo after they deliver aluminum to Midwest Terminals,” said Joe Cappel, Director of Cargo Development at the Toledo- Lucas County Port Authority. “For us, it’s the perfect scenario when a vessel or barge can discharge and reload without leaving the Port of Toledo.” For more grain coverage, see page 9. . Kaministiquia loading with canola seeds at the Port of Duluth-Superior. SOURCE: JERRY BIELICKI Adonis D A T E L I N E 4 www.greatlakes-seawayreview.com House approves bipartisan Coast Guard bill The U.S. House of Representatives approved bipartisan legislation to support the U.S. Coast Guard reauthorization bill in December. The Howard Coble Coast Guard and Maritime Transportation Act of 2014 (H.R. 5769) was introduced in the House by Coast Guard and Maritime Transportation Subcommittee Chairman Duncan Hunter (R-CA), Transportation and Infrastructure Committee Chairman Bill Shuster (R-PA), Transportation Committee Ranking Member Nick J. Rahall, II (D-WV) and Coast Guard Subcommittee Ranking Member John Garamendi (D-CA). The measure passed by a vote of 413 to three and represents an agreement between House and Senate committee leaders. H.R. 5769 is named in honor of retiring congressman and committee member Howard Coble of North Carolina, the only current member of Congress to have served in the Coast Guard. . EPA lays out new GLRI action plan The U.S. Environmental Protection Agency has released a second Great Lakes Restoration Initiative (GLRI) Action Plan, laying out steps federal agencies will take during the next five years. The GLRI Action Plan II for FY 2015-2019 focuses on cleaning up remaining Great Lakes Areas of Concern, preventing and controlling invasive species, reducing nutrient runoff that contributes to algal blooms and restoring habitat to protect native species. One of the objectives of the new plan is the implementation of a science-based management approach to guide restoration and protection action using the best available science. This approach will help identify the most critical environmental issues and select which projects will most effectively address them. Standardized climate resiliency criteria will also be developed and used in the project design and selection processes. Since the initiative launched in 2010, GLRI resources have helped delist five Great Lakes Areas of Concern in Illinois, Michigan, Ohio and Wisconsin and formally delist the Presque Isle Bay Area of Concern in Pennsylvania. The new plan targets 10 additional sites for completion in the next five years. . Governors group set June as completion for several maritime products Recognizing the maritime system is the foundation of the region’s $5 trillion economy, the Council of Great Lakes Governors has announced plans to complete a maritime asset inventory, regional maritime priorities and a regional maritime entity model by June. According to David Christianson, who represents the Minnesota Department of Transportation with the group, the regional priorities are being established to: 2015 global economy expected to continue slow improvements Recent volatility in global markets is becoming the new norm, according to Aron Gampel, Vice President & Deputy Chief Economist for Sociabank. The volatility is being encouraged by geopolitical risks. During a market update at the Hwy H2O conference in Toronto, Canada, Gampel said global economic growth in 2015 is expected to continue with the current trend—slow and steady at about 1.5 to 2 percent. The U.S., however, is expected to experience a 3 percent growth in 2015, pulling Canada along. While China’s growth is slowing, the U.S. economy is picking up. The strength of the U.S. dollar is expected to continue, which, in turn, is weakening other global currencies. Interest rates are expected to remain low, for now, with upticks inevitable. The six-year recovery since the recession is the slowest in the post-World War II era, Gampel said. However, order books are full for infrastructure renewal, showing increased confidence in the recovery. . Duluth Seaway Port Authority D A T E L I N E GREAT LAKES/SEAWAY REVIEW October-December, 2014 5 • Ensure the region’s prosperity by growing the economy and creating jobs through the efficient use of the Great Lakes/St. Lawrence Seaway system • Maintain and continuously improve a world-class regional transportation network with an integrated maritime system The priorities will establish a framework for achieving shared objectives between the region’s states and provinces by launching collaborative initiatives and leveraging funding opportunities for the maritime transportation system. Improved connections with other forms of transportation will increase efficiency and competitiveness. “The priorities will encourage the development of a modern and efficient Great Lakes shipping fleet,” Christianson said. “They will also maintain and improve the maritime system so as to help mitigate surface transportation congestion and negative environmental and social impacts.” . Sean Donnelly becomes President and CEO for ArcelorMittal Dofasco ArcelorMittal recently announced leadership changes for the Flat Rolled operations in the United States and Canada. A new structure establishes responsibility for ArcelorMittal Dofasco, ArcelorMittal Flat USA and AM/NS Calvert operations and is intended to ensure optimization of the flat rolled business in NAFTA. Jim Baske, former President and CEO of ArcelorMittal Dofasco now heads the new ArcelorMittal North America Flat Rolled organization as Chief Executive Officer. Sean Donnelly, former Vice President Manufacturing, is now CEO at ArcelorMittal Dofasco.. JANUARY 11-15 Transportation Research Board 94th Annual Meeting Walter E. Washington Convention Center Washington, D.C. www.trb.org/AnnualMeeting2015/ AnnualMeeting2015.aspx 16 Marine Club Annual Dinner Royal York Hotel, Toronto, Ontario www.themarineclub.org FEBRUARY 5-7 125th Annual I.S.M.A. Grand Lodge Convention Radisson Hotel Duluth Harborview Duluth, Minnesota www.shipmaster.org/convention.htm 10-11 2015 Great Lakes Waterways Conference Marriott Downtown at Key Center Cleveland, Ohio www.maritimemeetings.com/ 24-26 Great Lakes Commission Semiannual Meeting and Great Lakes Day Washington, D.C. http://projects.glc.org/greatlakesday/ MARCH 1-6 Council of Great Lakes Governors Trade Mission Mexico City, Monterrey and Guadalajara www.cglg.org APRIL 8-10 Mari-Tech 2015 Vancouver, British Columbia www.mari-tech.org/index.php/ mari-tech-2015 MAY 18-21 Breakbulk Europe 2015 Antwerp, Belgium www.breakbulk.com/breakbulkglobal- events/breakbulk-europe-2015/ 18-22 Seaway Trade Mission to Europe (In conjunction with breakbulk Europe) Rebecca Spruill, (202) 366-5418 or Bruce Hodgson, (905) 641-1932, x 5436 REGIONAL CALENDAR REGIONAL CALENDAR 218.727.8525 | www.duluthport.com Trade Development Director Ron Johnson | rjohnson@duluthport.com Europe just got a lot closer! Port of Duluth-Superior links the heartland of North America to the world. Now, smaller-volume shippers have a way to consolidate freight – to streamline their supply chains by taking advantage of direct sailings between Europe and Duluth. Offered by the Spliethoff Group, parcel sailings can accommodate smaller lots of breakbulk, heavy-lift and project cargoes, plus agricultural products, containerized freight, machinery, steel, manufacturing components and more. When it comes to delivering the goods…Duluth delivers. Canada Steamship Lines cslships.com We don’t just follow standards. We help set them. Canada Steamship Lines is proud to play a leading role in safe and sustainable shipping on the Great Lakes. By continually exploring and investing in cutting-edge technologies, we are raising the bar on safety, energy efficiency, reliability and environmental protection. Because the future of the Great Lakes – its waters, its wildlife, its people – is our future, too. The concept of LNG-fuelled ships in the Great Lakes region has support from local stakeholders, U.S. and Canadian government officials, port/terminal operators and the public. It has many advantages, including the opportunity to cost-effectively comply with upcoming strict air emissions standards because of its “cleaner” ship engines. While the advantages to LNG conversion are compelling, there are obstacles such as finding supply to support upcoming demand. The most likely supplier in the area, Shell, announced on March 24 that it is putting on hold its planned modular liquefaction system unit in Sarnia, Ontario. Meanwhile, Interlake Steamship Co., which intended to buy LNG bunkers from the Shell site, continues to explore ways to use LNG as a fuel for its fleet, according to company President Mark Barker. When will the Great Lakes have a mature LNG bunkering infrastructure? Three key areas of uncertainty need to be considered to support the buildout: technical and siting issues, regulatory requirements and approvals, and financial feasibility. The first two areas are inextricably linked to the third. Technical and siting. Concerning technical and siting issues, there is insufficient planned LNG bunkering infrastructure in the Great Lakes to support a fleet, even though LNG supply is present, according to a Great Lakes Maritime Research (GLMRI) study prepared by Randy Helland in 2012. A number of companies have expressed interest in developing LNG infrastructure. BLU LNG announced that it has two bunkering permits under review for Duluth and South Lake Michigan, according to a study prepared for the American’s Natural Gas Alliance (ANGA) by Gladstein, Neandross & Associates in 2014. Identifying appropriate bunkering solutions depends on operational requirements for infrastructure, land availability in regional ports, location restrictions and barriers to co-locating. Once supply is established, operators in the Great Lakes can look at applicable bunkering solutions transferring large volumes of LNG (i.e. shore-to-ship and ship-to-ship). Private industry players have identified three bunkering locations that could support Great Lakes traffic: Detroit, Michigan, South Lake Michigan and Duluth, Minnesota. These ports support fueling via barges and from the dock and have familiarity with simultaneous operations while bunkering, such as cargo handling, according to the ANGA study. Determining the appropriate application and development of LNG bunkering infrastructure is needed to establish reliable and permanent LNG-fuelled fleets in the Great Lakes. To do this, there must be criteria established to evaluate the safety of LNG bunkering infrastructure to workers, staff and the public. A probabilistic risk approach that includes the likelihood of all events is better suited to manage risks and address concerns regarding facility siting in congested areas. Therefore, DNV GL encourages the use of a probabilistic risk-based approach in decision- making. A probabilistic approach, effectively applied, would demonstrate to regulators and the public how the entire operation will be operated in a safe manner that protects workers and the public. The result of the risk assessment will also identify safeguards that can be implemented to reduce risk to an acceptable level. The risk assessment can be used at all stages in the project to identify potential bunkering operations or locations and in the design of specific operations (and safeguards applied to a specific operation). Regulatory requirements. Concerning regulatory requirements, local and state regulations should address LNG transfers not on or adjacent to navigable U.S. waters and lightering from an inspected vessel on navigable U.S. waters. (Currently, these issues are not addressed on local/state levels in Great Lake states). Other regulatory requirements are on a national level and can be addressed once recommendations in U.S. Coast Guard P R O P U L S I O N GREAT LAKES/SEAWAY REVIEW October-December, 2014 7 Fueling with natural gas When will the Great Lakes have LNG bunkering? DANIELLE HOLDEN Associate Consultant DNV GL-Oil & Gas AARON BROWN Senior Consultant, Risk Advisory Services DNV GL CHERYL STAHL Principal Consultant, Risk Advisory Services DNV GL Each colored box shows one of the four options for how ships may be fueled with LNG. Ocean Group 8 www.greatlakes-seawayreview.com standing of mechanical integrity of LNG equipment. Financial feasibility. Financial feasibility ultimately depends on the type of operations (fixed onshore, floating or mobile truck operations), price of LNG supplied for bunkering and competitiveness of the LNG price for shipowners compared to other methods that would meet the Emission Control Area requirements. A riskbased approach to siting and operations would improve the financial feasibility case by quantitatively demonstrating the operation can be managed safely. It can also show how the operation could be modified to be safer. This can be achieved through modification of the location of the bunkering operation, which can change the operational conditions, bunkering type or installation of additional safeguards to prevent and mitigate an incident. A complete regulatory framework will create additional certainty in the project requirements and costs. An effective regulatory framework would allow flexibility in operation design. Incorporating risk-based criteria for site selection and safety to workers and the public would help control risks and promote a safe Great Lakes bunkering infrastructure. LNG bunkering infrastructure. A mature LNG bunkering infrastructure will depend on how and when regulations are developed, bunkering needs from vessels, technical feasibility and financial feasibility. If the right incentives are not in place and/or project risks are not minimized, the first movers will not reap all the benefits of constructing and using LNG infrastructure. A recent study forecasts that a total of four LNG-fuelled vessel newbuilds and 10 conversions will be completed by 2029, with an annual LNG demand of 74,140 m3, according to the ANGA report. There are an additional 37 high-potential U.S.- flag lakers that would demand 663 m3 per day to operate. However, an LNG ship fleet would be difficult to expand without addressing regulatory gaps and lack of bunkering infrastructure and LNG supply. Regulatory gaps could be addressed in the next one to five years, but depend on efficiency of federal, state and local governments who have jurisdiction over the Great Lakes. Ideally, coordination would address potential conflicts between regulations in the various jurisdictions. Finding an LNG supplier will be most critical. Once a supplier is found, it may take three to five years to permit and construct an LNG bunkering operation. . John Kristian Norheim Lindøe and Jan Hagen Andersen also contributed to this story. Policy Letters 01-12, 01-14 and 02-04 are put in place. (The Coast Guard anticipates implementing its recommendations later in 2014). These recommendations address how to regulate LNG tanks (i.e. tanks that stand alone, tanks connected to intrastateonly pipelines and tanks on or adjacent to navigable U.S. water) and bunkering from an inspected vessel on a navigable water of the U.S. By addressing these regulatory requirements, LNG bunkering owners, operators and customers will clearly understand the regulatory landscape for a potential operation. In the absence of regulatory certainty, potential early movers will delay development of bunkering infrastructure. As regulatory requirements are implemented on national, state and local scales, bunkering crews, LNG-fuelled vessel crews and local first responders, are expected to be trained. Recommended training practices for LNG-fuelled ships should describe: sitespecific details, knowledge of hazards, facility and maritime emergency response procedures, a contingency plan and under- P R O P U L S I O N CHRIS HEIKKINEN Communications & Research Coordinator Thunder Bay Port Authority Cargo volumes on the Great Lakes/St. Lawrence Seaway system are up this season with grain cargoes leading the way. Most of the Seaway’s grain ports are reporting strong shipments, largely as a result of record harvests in 2013/14. The bulk of the increase has been handled at the Seaway’s largest direct-export port, Thunder Bay. Canada’s furthest inland port, Thunder Bay is located on the northwest shore of Lake Superior and handles nearly a quarter of Canada’s Seaway exports. The port is experiencing its strongest shipping season in over a decade, as shipments of Western Canadian grain surge. As of October 31, the port’s grain shipments have topped 6.2 million metric tons, which is 71 percent higher than last year and 47 percent higher than the October 31 five-year average. The port has surpassed its average annual grain tonnage of 5.8 million metric tons with more than two months remaining in the shipping season. The last time Thunder Bay’s grain volumes were this strong was in 1997. Thunder Bay is a gateway port to the Seaway system for Western Canada and was developed to provide access to international markets for prairie grain. The port’s purpose could not be more evident: 95 percent of all cargo handled in Thunder Bay comes from, or is destined to, Western Canada. Grain, all of which is grown in Saskatchewan, Manitoba or Alberta, makes up roughly 80 percent of the port’s annual tonnage. The grain rush. The story behind the port’s recent grain rush began with the elimination of the Canadian Wheat Board’s monopoly in 2012. Prior to this development, Thunder Bay had experienced more than a decade of stagnant grain volumes. Wheat, durum and barley, which make up three quarters of Thunder Bay’s grain tally, were allocated by the Wheat Board between the shipping points of Thunder Bay, Vancouver, Prince Rupert, Montreal and Churchill. When the monopoly was removed, control over the transportation of these commodities fell into the hands of Canadian grain companies. In Thunder Bay, grain shipments became more volatile as the market naturalized. This led to a minor surge in the fall of 2012, followed by a lag in shipments to begin the following year. As the 2013 crop began making its way to port last fall, shipments rose. The harvest was the largest ever recorded in Western Canada, by a margin of 20 percent over the previous record set five years earlier. The unprecedented crop size posed a significant challenge to Canada’s grain handling transportation system. Canadian railways had not allocated adequate railcars to transport the record harvest to port. And farmers, no longer required to sell to the Wheat Board, were eager to get their grain to customers to capitalize on strong market prices. An early onset to the most severe winter in decades added to the already overwhelming challenge. Grain became backlogged on the prairies and farmers faced the risk of major losses if poor conditions arose, such as spring floods that could have caused a reduction in quality or destroyed product. In a bid to prevent this, the federal government introduced the Fair Rail for Grain Farmers Act on March 26. The regulation mandated each of the Canadian railways to allocate enough cars to transport 500,000 metric tons of grain to port weekly. This development triggered the dramatic increase in grain shipment through Thunder Bay. Shippers have taken notice of the efficiency of the port’s grain elevators and the capacity of the Seaway to handle the sudden rise of grain cargo. The port has transported an average of 1 million metric tons of grain cargo every month since the shipping season began. Of all Western Canadian ports, Thunder Bay has the fastest grain vessel turnaround time. According to Quorum Corporation, C O M M O D I T I E S GREAT LAKES/SEAWAY REVIEW October-December, 2014 9 The grain is moving Seaway ports demonstrate capacity to handle increasing grain volumes Maxima is loaded at Consolidated Harvest States grain elevator in Superior, Wisconsin. SOURCE: JERRY BIELICKI Fednav DELIVERING A SUPERIOR SERVICE | FMT | FALLine | Fedna av Direct | www.fednav.com C O M M O D I T I E S GREAT LAKES/SEAWAY REVIEW October-December, 2014 11 the organization responsible for monitoring the efficiency of Canada’s grain handling transportation system, grain vessels loaded in Thunder Bay spend just over two full days in port, while those loaded at West Coast ports spend more than 10 days in port on average. Thunder Bay Port Authority CEO Tim Heney indicates another strategic advantage in Thunder Bay: storage capacity. “The port’s eight operating elevators, broadly owned by some of Canada’s largest agribusinesses, comprise Canada’s largest grain storage capacity at 1.2 million metric tons,” Heney said. “That capacity has already been turned over five times this season, despite a four-week delay to the start of the shipping season caused by spring ice conditions.” Widespread grain increases. Thunder Bay is not the only Seaway port experiencing strong grain shipments this season. As of September 30, Hamilton Port Authority is reporting a 38 percent increase in grain shipments over the same period last year. Larissa Fenn, Manager of Communications at Hamilton Port Authority, said that Hamilton’s grain terminals have become integral to the transportation of grain grown in Ontario in recent years. “The port’s emergence as a key asset in Ontario’s agricultural economy has been remarkably quick,” she said. “Agricultural tonnages have more than doubled from 815,000 metric tons in 2009 to 1.8 million metric tons in 2013.” Ports on the U.S. side of the Seaway system are pushing through strong grain shipments this year as well. Year-to-date, 15 percent more U.S. grain has transited the Seaway this year over 2013. During the month of August, U.S. grain shipments on the Seaway were quadruple the volume in the same month last year, reaching 150,000 metric tons. The Port of Oswego expects its annual grain volume to double this year due to a bumper crop of soybeans in the U.S. Outlook. In the U.S., wheat production dipped slightly below average in 2014, but has been offset by record production of both corn and soybeans, according to the U.S. Department of Agriculture. Although alternative shipping routes tend to keep much of the U.S. grain off the Seaway, the bumper crops should provide Seaway ports an opportunity to demonstrate their ability to handle increasing volumes. In its September production report, Statistics Canada is reporting average or nearaverage crop production for Western Canada and Ontario. Estimates peg production of the primary crops of wheat and canola at 27.5 million metric tons and 14 million metric tons. While down from last year’s record numbers, these volumes are slightly larger than the 2012 harvest. Farmers had a much more difficult growing season this year compared with 2013. A cool spring with late snow cover led to later plantings. Many crops endured heavy rains and hail during the season and early frosts in September. A period of unseasonably warm and dry weather in October provided a late, albeit fortunate opportunity for completing harvest in many regions. Large areas of crops would have diminished or spoiled had seasonal weather prevailed. Despite the challenges, soybean production is expected to be an exception to the downward trend. Statistics Canada is predicting record crop production of 6 million metric tons due mostly to a larger harvested area in Ontario. This year’s grain harvest will not present the overall volumes experienced in 2013, but the Seaway has demonstrated the capacity to handle a larger share of the harvest. Having proven its capabilities during one of Canada’s most challenging transportation dilemmas, shippers are once again recognizing that ports on both sides of the border are capable of moving grain to meet export demands and are well positioned as critical links in the North American supply chain for grain. . Most of the Seaway’s grain ports are reporting strong shipments, largely as a result of record harvests. The Port of Thunder Bay hosts two Fednav vessels, Federal Rideau and Federal Maas. Liebherr Experience the Progress. The Group Liebherr Nenzing Crane Co. 15101 NW 112th Avenue Hialeah Gardens, FL 33018 Tel.: +1 305817 7541 info.lnc@liebherr.com facebook.com/LiebherrMaritime www.liebherr.com The new Liebherr FCC 320 R. ….Lifting capacity of 200 tonnes at a radius of 15 meters ….Minimum space requirements ….Worldwide service network TIM KEANE Senior Manager, Arctic Operations and Projects Enfotec On September 19, 2014, Fednav’s newest icebreaking bulkcarrier, Nunavik, departed from Canadian Royalties port site in Deception Bay, Quebec bound for Bayuquan, China laden with 23,000 metric tons of nickel concentrate. While each year millions of metric tons of cargo are shipped between North America and China, this voyage marked a significant achievement. It was the first such movement of a cargo from the Canadian Arctic delivered to destination via the Northwest Passage (NWP). It was also the first commercial voyage without the assistance of a Canadian Coast Guard icebreaker escort. Since the Gjoa, under the command of Roald Amundsen, completed the first complete transit of the NWP in 1906, hundreds of other vessels have followed in its wake. The vast majority of the transits could not be considered commercial movements, however. Icebreakers on government assignment, research vessels and pleasure craft make up the bulk of the traffic that has plied the NWP. In recent years, adventure tourism has increased but full transits of the NWP remain few and far between. Prior to the Nunavik’s voyage, only one full cargo had passed all the way through the waters of the Canadian Arctic Archipelago. The Nunavik is a vessel uniquely equipped to undertake such an independent voyage. Built to DNV-GL Polar Class 4, the vessel is among the most capable icebreaking ships in the world. Powered by a slowspeed diesel engine capable of generating nearly 30,000 horsepower, the ship is built to withstand the rigors of winter operations in the Canadian Arctic. The massive engine is coupled to a single, controllable pitch propeller, itself among the largest of its kind, and routinely drives the vessel through consolidated ice over one-and-a-half meters thick and ridged ice far thicker. Notwithstanding the relatively less challenging ice conditions expected in the NWP in the summer and early autumn, thorough voyage planning was required to determine the likely success of the voyage. Seasonal variations in ice conditions remain the single biggest consideration when determining the viability of a planned voyage. Breaking through Fednav uses ice-class bulk carrier and new technology to transit Arctic’s Northwest Passage GREAT LAKES/SEAWAY REVIEW October-December, 2014 13 T R A D E P A T T E R N S The Nunavik exits a heavy ice floe in the Prince of Wales Strait. Fednav successfully navigates the Northwest Passage. Warner Petroleum 14 www.greatlakes-seawayreview.com vide a foundation upon which the voyage plan is built. These tools give the modern navigator a tremendous advantage that provides much greater certainty of the likely success of a voyage. Adding technology. The Nunavik has the further advantage of being equipped with an enhanced marine radar, integral to the ship’s IceNav system. IceNav is Fednav’s proprietary ice navigation system, a tool developed over many years with the experience gained while operating in ice-covered waters worldwide. The core of the system is the VMR (virtual marine radar). It converts raw radar data into a more refined image, providing mariners with a clearer image of the surrounding conditions. This allows for better identification of subtle features in the ice that are otherwise not discernible on a standard radar display. With the VMR, mariners are not only able to detect potential ice hazard, they can also better establish the most efficient route through the ice. In the hands of capable navigators, IceNav provides an additional layer of information to enhance the safety and efficiency of the voyage. In turn, this helps to reduce the cost and environmental footprint of each voyage. Transiting the NWP. Armed with the right tools and the best available ice information, the vessel began its voyage north. After leaving Deception Bay, she headed east—first through Hudson Strait, then north into Davis Strait and Baffin Bay. While the vessel was, at first, in mostly open water, glacial ice was ever-present. Icebergs, lovely as they may be, are given a wide berth by the prudent navigator, as they are accompanied by smaller pieces of ice known as bergy bits and growlers. In the voyage planning, the ship’s Captain, Randy Rose, had emphasized to his watchkeepers the need for constant lookout even in waters that appear rather benign. Continuing north, the vessel entered Lancaster Sound, four days and some 1,200 miles later. In all that time, the only ‘visible’ ships were on the radar or the AIS—the north continues to be sparsely trafficked. Winter had begun to settle in and the coast of Devon Island was snow-covered. Sea temperatures were at or below zero and the ice not long from forming. As the Nunavik continued westward, beyond Lancaster Sound into Barrow Strait, the vessel encountered her first sea-ice—in one short stretch, ice in several stages of development was observed, grease ice at first then new ice and the grey and grey-white ice. When looking at a map of the Canadian Arctic, it is quickly apparent that the NWP is not a single route. There are multiple The assessment of seasonal variability is made much more accurate nowadays due to the quality and amount of up-to-date ice information and forecasts. In Canada, the regulatory regime assists in defining the nominal conditions a vessel may encounter, but the dynamic nature of ice and the vastness of the Arctic limit the effectiveness of using the regulatory regime as a planning tool. The Canadian Ice Service publishes information that is crucial to safe voyage planning. Historical data is supplemented by current ice charts and forecasts to pro- T R A D E P A T T E R N S Prior to the voyage of the Nunavik, only one full cargo ever has passed all the way through the waters of the Canadian Arctic Archipelago. If time is money, why spend it refueling? Serving Toledo, Detroit, Chicago and every port in between. Warner Petroleum delivers: by ship or by truck. We deliver to you! Delivery Solutions for all of your fleets refueling needs • Serving all southern Lake Michigan Ports via tanker Coloma L. Warner (tug)/Warner Provider (barge) — 300,000 gallon capacity — Bunker, distilate and intermediates precision blended onboard — 1,000 gallon per minute pumping capacity • Toledo and Detroit area deliveries via barge and truck • Service to all ports by our specialized tank truck fleet — Specialized tankers high volume pumps — USCG Regional Certification — 12,000 gallons per truck • Vessels transiting Detroit are welcome to fuel at our Detroit River Dock Highest quality fuel grades available – Bunker C – Intermediates – MDO – MGO Mobile Lubricants – Licensed disposal of bilges, waste water, waste oil/filters SERVING ALL MICHIGAN, ILLINOIS, INDIANA AND OHIO PORTS Warner Petroleum Anchored in the Great Lakes Warner Petroleum Corporation – Chicago Vessel Fueling Company Corporate Offices, 2480 South Clare Ave, Clare, MI 48617 Central Order/Dispatch 989-386-4350 Fax 989-386-2045 Chicago Agent: 708-534-7171 • Detroit Terminal: 313-842-1432 Radio WYV 8059 Andrie GREAT LAKES/SEAWAY REVIEW October-December, 2014 15 options available to transit from east to west (and vice-versa) through the different straits and channels. The voyage plan had been based on a route through what has become the “traditional” NWP, through Peel and Larsen Sound, Queen Maud and Coronation Gulfs and onward to the Beaufort. As the Nunavik headed into Lancaster Sound, another of the routes presented itself as potentially less risky given the conditions at the time. Prince of Wales Strait was showing as relatively open at a time when traditionally multi-year ice would preclude its use. Reporting ice conditions. High resolution satellite imagery confirmed there was an excellent opportunity to make use of the route and, in the process, shorten the distance remaining to the Pacific Ocean. After due consideration, the voyage plan was altered and the decision made that the Nunavik would continue west along Barrow Strait, pass through Viscount Melville Sound and then head southwest through Prince of Wales Strait. The route had been used before, but infrequently. The most notable transit was by the SS Manhattan in 1969. On this section of the voyage, the advances made in the accurate reporting of ice conditions were graphically illustrated. The location of a vast floe in the vicinity of the entrance to the Strait was reported and tracked. Its movement was accurately predicted so the navigators were able to maneuver around it and enter Prince of Wales Strait virtually unimpeded. The little ice that had shown in the ice charts, influenced by favorable winds, dispersed and the Nunavik ran the gauntlet in the daylight hours of September 26. One small patch of heavy ice was negotiated with relative ease and the ship entered the Amundsen Gulf as darkness descended. The vessel entered the Beaufort Sea on the morning of September 27, less than eight days after departing from Deception Bay. There was never any thought given to establishing speed records, but the combination of planning, execution and help from Mother Nature contributed to what may have seemed like an uneventful passage. In fact, it was the result of significant investments in hardware, training and expertise that led to the success of the voyage. The vessel continued on its way, crossing the Arctic Circle southbound on October 1, eventually leaving polar waters behind and entering the north Pacific Ocean. It arrived in China on October 16. The transit had taken 27 days, about 15 days less than would have been the case had the vessel taken the Panama Canal. While there is much talk of the opening of the NWP or the coming boom in traffic, there is really little to support that notion. The fact remains, so far only two cargo ships have ever moved through the entire passage. Having said that when ice conditions allow and more importantly, when there is a suitable cargo to carry, the NWP has been shown to be a viable route. After such a successful voyage, Fednav will no doubt consider the NWP again when the opportunity arises. In the meantime, it will continue to service existing customers in the north and continue to hone our Arctic skills. . T R A D E P A T T E R N S IceNav is Fednav’s proprietary ice navigation system, a tool developed over many years with the experience gained while operating in icecovered waters worldwide. Stan Andrie President 231.332.9227 Mike Caliendo Vice President – Transportation 231.332.9243 561 E. Western Ave. Muskegon, MI 49442 www.andrietg.com Lower Lakes Towing 16 www.greatlakes-seawayreview.com Our latest vessel repowering featuring the most advanced technology and environmental protection available • 41% reduction in fuel consumption • Corresponding reduction in GHG Emissions • 46% reduction in SOx emissions • 33% reduction in NOx emissions And generator package • Fourth vessel to be repowered since the Year 2000 • Shaft alternators • Economizers • Water lubricated stern bearings • Full automation • Increased annual carrying capacity due to improved performance Setting A Course for the Future! LOWER LAKES TOWING LTD. LOWER LAKES TRANSPORTATION COMPANY P.O. Box 1149, 517 Main Street, Port Dover, Ontario N0A 1N0 Telephone 519-583-0982 Fax 519-583-1946 lowerlakes@kwic.com The St. Lawrence Seaway’s 15 locks serve to connect the lower St. Lawrence River to the Great Lakes. Using the locks, ships can travel between Montreal and Lake Erie, which represents a total difference in elevation of 600 feet—the height of a 60-story building. The system is binational in nature, with 13 of the locks in Canada and two of the locks in the United States. The St. Lawrence Seaway Management Corporation (SLSMC) manages and operates the Canadian assets of the St. Lawrence Seaway, which remain the property of the Government of Canada, under a long-term agreement with Transport Canada. To execute the mandate to “pass ships through a safe and reliable waterway system, in a cost effective and environmentally responsible manner,” the SLSMC is engaged in a program to replace a total of 1.2 miles of marine open quay structures, also known as tie-up and approach walls, within the Welland Canal. These walls were constructed in the early 1960s and were lengthened in the mid-1960s to facilitate the transit of newer and larger vessels through the locks. The primary purpose of the tie-up and approach walls is to allow a vessel to position itself for a lock transit by sliding along the wall face, thus lining itself up for an entrance into the lock chamber. The walls also enable vessels to tie-up for traffic control purposes, be secured in the event of severe weather and be stationed to facilitate ship maintenance and inspections. The tie-up and approach walls consist of two main components. I N F R A S T R U C T U R E GREAT LAKES/SEAWAY REVIEW October-December, 2014 17 Welland Canal work Tie-up and approach wall undergoes major renewal SLSMC is engaged in a program to replace a total of 1.2 miles of marine open quay structures, also known as tie-up and approach walls, within the Welland Canal. D’ARCY WILSON General Manager of Engineering, Niagara Region St. Lawrence Seaway Management Corporation The wooden posts of the old tie-up and approach wall (left) have been replaced by steel supports. SLSMC The first component is a concrete monolith approach wall structure that guides the vessel into the lock. Given that a lock has a width of 80 feet and vessels have a maximum width, or beam, of 78 feet, piloting a vessel into a lock does not leave much room for error, hence, the need for a physical aid to assist in lining up the vessel for an approach into a lock. The second component is the open quay that serves as both a longer approach wall and a location to tie-up a ship if needed. Since the construction of the original walls in the early 1960s, the SLSMC has monitored the condition and performance of these structures as part of its extensive asset inspection program. Shortly after 2010, a series of reviews pointed to the need to replace these walls, a project that would take over four years to complete. The renewal project was initiated in the spring of 2013, under the leadership of David Leblanc, a Civil Engineer with the SLSMC. A contract with an architectural firm brought about the design for the new walls. The project, as devised, consists of the demolition and replacement of the walls at Upper Lock 2 (Winter 2014), Upper Lock 1 (Winter 2015), Upper Lock 3 (Winter 2016) and Lower Lock 3 (Winter 2017). Included in the design is a new fendering system and accommodation of the SLSMC’s new Hands-Free Mooring technology. With the design finalized in the fall of 2013, the construction contract bidding process began. The winning contractor was handed a very tough challenge for the first year. Starting on January 2, 2014, the objective was to demolish 650 yards of existing wall, drive 590 piles to an average depth of 110 feet, finish the wall top, install all lighting, dress the top of the wall and be ready on March 20 for opening the 2014 navigation season. Starting in the first week of January, demolition of the existing wall was completed in one week, ahead of schedule. The next phase of grooming the bank was completed on schedule. Then the pile driving started and, after several weeks, it was clear that the pace of production was insufficient. At a pace of four to five piles a day and with 590 piles to process, projections held that the work would be completed in late May, which is not acceptable, given the start-up of the navigation season in late March. After a meeting with the contractor, production increased to an average of 15 to 18 piles per day, using nine pile drivers and three service cranes working the maximum number of hours legally allowed 18 The steel rebar placed in the concrete monolith approach ensures strength for years to come. can become Qualify as New Business on the Seaway and you save 20% on tolls If your cargo qualifies as New Business, you can add to your savings by shipping via the Great Lakes St. Lawrence Seaway System. New Business can include cargo that has a new origin, a new destination, or that was previously moving via a different mode of transportation. Or cargo that has not been previously shipped via the Seaway in the last 5 years in a volume larger than 10,000 tonnes. Visit our website for details and an application to qualify. www.hwyh2o.com by the noise bylaws. After several weeks of pile driving, the decking proved to be the next challenge. The design called for pre-cast concrete sections to be used and then joined with castin- place concrete. While progress was slow through the first section, once the first monolith was completed, progress become methodical and effective—involving bents, precast, rebar, “pour in place,” concrete finish and heat cure. The process was repeated week after week. Despite extreme weather conditions, where the workforce was often battling high winds and bitter cold of -22°F or lower, the wall was completed on budget and to a serviceable level on March 22, 2014. The wall was ready six days before the planned opening of the 2014 navigation season, which, due to the bitterly cold winter, had been rescheduled to March 28, 2014. The lessons learned in Phase I of the project is serving the SLSMC well, as work is progressing with the balance of the project. With a service life projected to reach 70 years, these walls will provide Seaway clients with reliable service, helping to ensure that the SLSMC meets its mandate of ensuring safe and reliable transits for decades to come. . I N F R A S T R U C T U R E GREAT LAKES/SEAWAY REVIEW October-December, 2014 19 The new tie-up and approach wall is smooth upon completion. With a service life projected to reach 70 years, these walls will provide Seaway clients with reliable service, helping to ensure that the SLSMC meets its mandate of ensuring safe and reliable transits for decades to come. Great Lakes Fleet What if you could receive a text message every time a ship approached your port? What if you could quickly create and email a PDF to submit to Customs from an existing onboard database? What if you could go back in time and determine which vessel was near your dock at the time it was damaged? With ShipMoves, all of these questions— and more—can be answered. ShipMoves uses the existing automatic identification system (AIS) to: • Increase in-transit visibility • Create a uniform data entry template for vessels • Create an effective entry/exit control mechanism • Improve tracking and surveillance • Reduce vulnerability within the marine transport system “It’s like a black box on an airplane, you can go back and reconstruct what happened from the impulse,” said Gregg Ward, Vice President of Detroit-Windsor Ferry and a partner in developing the system. “We’re gaining all of this data that can be used for the development of Great Lakes shipping.” Because of the ferry, Ward has completed a number of data projects to obtain security grants. The staff has tracked truck crossings and submitted the information to area fire departments to increase domain awareness. “Why can’t we expand that on a wider platform to include the Great Lakes,” Ward asked when brainstorming with Jim Weakley, President of Lake Carriers’ Association (LCA). The two were discussing how to best solve an everyday shipboard dilemma: expediting the process of submitting the many Customs forms required when transiting the Great Lakes/St. Lawrence Seaway system. Detroit-Windsor Truck Ferry and LCA set out to build partnerships, adding Central Marine Logistics, Grand River Navigation, Interlake Steamship Company, Lower Lakes Towing Ltd., McKeil Marine and Archer Daniels Midland to the team. The group obtained $864,000 from a U.S. Port Security grant in 2012 to fund the start-up. Today, ShipMoves is up and running. The web-based system provides tools extending far beyond the original purpose— benefitting both maritime industry stakeholders and government agencies. What’s possible? ShipMoves has been T E C H N O L O G Y GREAT LAKES/SEAWAY REVIEW October-December, 2014 21 Technology-based shipwatching ShipMoves uses AIS information to provide a web-based vessel tracking and surveillance system A screen shot from ShipMoves shows how information on the vessel being tracked is displayed on the right while the other ships in the area are also visible. The yellow area is tagged to notify the user of any vessel crossing its borders. Ports of Indiana 22 www.greatlakes-seawayreview.com developed to offer two levels of service: one for the maritime industry and one for security- related government agencies. While AIS is familiar, ShipMoves is a single point of reference, a place where shipboard crew, land-based support staff and government agencies can communicate. Though not the only system using AIS information, the tools programmed into the system provide broad user benefits. From a maritime domain awareness aspect, the system allows users to: • Set up zones by terminal, lake, Con- T E C H N O L O G Y The web-based system provides tools extending far beyond the original purpose—benefitting both maritime industry stakeholders and government agencies. gressional district and more, receiving automatic alerts when ships enter or exit the zone • Track locks movements and the throughput for U.S. and Canadian vessels • Collect data for grant applications • Track specific cargo activities • Couple the AIS data with radar, sonar, flight and other types of data • Track a vessel’s history over a period of time and replay its movements and any videos that may have been taken from system- based cameras “The system is there to ingest all of this data and then put it on a screen so you can visualize what’s happening,” Ward said. “You get a lot of data that hasn’t been captured before. From a port perspective, you can set up zones for multiple terminals. A year later, you have great data of the activity at those terminals.” Shipmasters are responsible both for the safe operation of their ships and for the accuracy and timeliness of regulatory filings. They must divide their time between navigating and operating their vessel and preparing documents. Different documents often require the same or similar information. ShipMoves assists shipmasters in p

Maritime Editorial