Vol.47 No.4 APR‑JUN 2019

Building a new laker . Recruiting Gen Z . Freshwater cruising . Autonomous vessels Interlake Steamship Co. Great Lakes Fleet Key Lakes, Inc. Marine Pollution Control THE INTERNATIONAL MARITIME MAGAZINE OF THE GREAT LAKES/ST. LAWRENCE SEAWAY SYSTEM VOLUME 47 April-June, 2019NUMBER 4 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 EDITORIAL AND BUSINESS STAFF Jacques LesStrang Publisher Emeritus Michelle Cortright Publisher Janenne Irene Pung Editor Cris Shankleton Creative Director Jen Shock Production Manager Tina Felton Business Manager Carol Ochs Circulation Manager ADVERTISING DEPARTMENT Kathy Booth Account Manager Rex Cassidy Account Manager James Fish Senior Account Manager Patricia A. Rumpler Account Manager Ellen Trimper Account Manager William W. Wellman Senior Account Manager Candi Wynn Account Executive EDITORIAL ADVISORY BOARD John D. Baker, President, Great Lakes District Council, International Longshoremen’s Association; Mark Barker, President, The Interlake Steamship Company; David Bolduc, Executive Director, Green Marine; Joe Cappel, Vice President of Business Development, Toledo-Lucas County Port Authority; Steven A. Fisher, Executive Director, American Great Lakes Ports Association; Marc Gagnon, Director, Government Affairs and Regulatory Compliance, Fednav Limited; Tim Heney, Chief Executive Officer, Thunder Bay Port Authority; Peter Kakela, Ph.D., Professor Emeritus, Department of Community Sustainability, Michigan State University; Paul LaMarre, III, Port Director, Port of Monroe; Kevin McMonagle, Vice President-Operations, American Steamship Company; Allister Paterson, Executive Vice President & Chief Operating Officer, CSL Group; Wayne Smith, Honorary Director, Chamber of Marine Commerce; Joseph P. Starck, Jr., President, The Great Lakes Towing Company; James H.I. Weakley, President, Lake Carriers’ Association; Wendy Zatylny, President, Association of Canadian Port Authorities. SUBSCRIPTIONS – (800) 491-1760 OR www.greatlakes-seawayreview.com Published quarterly. One year $32.00; two years $53.00; three years $75.00. One year print & digital edition $38.00. Foreign: One year $47.00; two years $68.00; three years $100.00. One year print & digital edition $53.00. One year digital edition $20.00. Mobile edition available on the iTunes store. Back issues available for $7.50. .Payable in U.S. funds. Article reprints are also available. Reprints and scans produced by .others not permitted. ISSN 0037-0487 SRDS Classifications: 84, 115C, 148 Great Lakes/Seaway Review and Great Laker are .published quarterly. Postmaster: Send .address changes to Great Lakes/Seaway .Review, Great Laker, 221 Water Street, Boyne City, Michigan 49712 USA. © 2019 Harbor House Publishers, Inc., Boyne City, Michigan. All rights reserved. No article or portion of same may be reproduced without written permission of publisher. AVAILABLE IN THESE FORMATS PRINT DIGITAL MOBILE OVERSIZED AND HEAVY BULK, BREAKBULK, LIQUID CARGO .. 16 day Europe to Milwaukee service with Fednav shipping line .. Year-round river barge service to the Gulf region .. Tramp liner service by Inducement .. Deck barge service throughout the Great Lakes .. Heavy lift capacity up to 187 metric tons with Stiff Leg Derrick crane .. Inside and outside storage availability .. Direct Union Pacific and Canadian Pacific railroad service .. All interstate highway routes to Illinois and Iowa for overdimensional cargo Port Milwaukee CONNECTING TO THE WORLD FOR MORE INFORMATION: Port Milwaukee 414-286-3511 milwaukee.gov/port great lakes/seaway review cover: Unloading at Zug Island near Detroit. great laker cover: Rebuilding Grand Haven’s catwalk. Photo: Bob Walma 27 14 SHIPBUILDING Interlake contracts with Fincantieri Bay Shipbuilding for new laker9 TRAINING & RECRUITMENT There’s no box when looking at Seaway sailing opportunities14 Discovering waterborne careers and what they offer17 Sailing schedule offers six weeks on, six weeks off21 Lucrative careers offer flexible water-to-land options23 SHIPBUILDING & SHIP REPAIR Heddle Shipyards operating out of three yards27 PASSENGER CRUISING The people, the places of North America’s Freshwater Seas 32 FLEETS Andrie takes on investor as part of recent shipping mergers36 SECURITY How safe are the ships and how to identify threats43 TECHNOLOGY Research center focuses on autonomous vessels49 DEPARTMENTS Dateline5 Naval Architecture & Marine Engineering25 Editorial Advisory Board31 Guest Editorials41, 47 On the Radar64 LIGHTHOUSES Grand Haven stages dramatic comeback for a catwalk55 MARITIME HERITAGE Port Windsor shares its story with the community58 HISTORY Exploring Lake Superior by submarine61 MEET THE FLEET Arthur M. Anderson and American Courage return to service62 Fednav FMT Falline Fednav Direct DATELINE Rand renames, repaints Kuber The former James L. Kuber is sailing as Maumee. Rand Logistics renamed its U.S.-flag self-unloading, non-propelled cargo barge this spring. She’s paired as an ATB with the tug M/V Victory. The duo are 815 feet overall and offer a carrying capacity of 25,500 net tons. SOURCE: ED BANSEK Toledo port authority names Toth’s successor Thomas J. Winston will begin leading the Toledo-Lucas County Port Authority as President and CEO September 1, 2019. He is currently serving as the organiza.tion’s Vice President, Administration and Chief Financial Officer. Winston will succeed Paul L. Toth, Jr., who announced his retirement in September 2018. Toth has been with the port authority for 32 years, serving as the President and CEO since 2009. “During the past 10 years under Paul’s leadership, the port authority has experi.enced tremendous growth and has made a positive impact on the community,” said John Szuch, Chairman of the Toledo- Lucas County Port Authority Board of Directors. “Thomas Winston has worked closely with Paul and has been groomed for this position since he was hired by the port authority in 2010.” Winston was hired as Director of Finance and Adminis.tration. He served in that capacity until being promoted to his current role in 2011. As Vice President, Administration and Chief Finan.cial Officer, he is responsible for leading the port author.ity’s accounting, finance, legal, IT and human resources departments, its financial and strategic planning practic.es, as well as its relationship with lending institutions, corporations and the business development community to establish long-range goals, strategies, plans and poli.cies. He also works directly with the President and CEO on strategic initiatives and business development to spur economic growth within the region and state. “Working closely with Paul for the past nine years has provided me with keen knowledge and the firsthand ex.perience necessary to step into this important role,” Win.ston said. “I am committed to making sure this organiza.tion continues to provide the resources and expertise needed to continue to move this community forward.”. Hamilton-Oshawa port fusion to drive marine transportation in southern Ontario There’s a new port authority in the Great Lakes/Seaway region—the Hamilton-Oshawa Port Authority. Transport Minister Hon. Marc Garneau confirmed the amalgamation, which went into effect June 18. Both ports will continue to operate. The union is expected to help attract invest.ment, develop the supply chain, enhance the region’s global connectivity and competi.tiveness, and broaden multimodal transportation options in the greater Toronto area. “The Government of Canada remains committed to improving the country’s com.petitiveness in international trade and promoting employment opportunities for the middle class,” Garneau said. “The new Hamilton-Oshawa Port Authority will opti.mize the economic growth of the southern Ontario region.” The Oshawa Port Authority was established in 2012 and the Hamilton Port Au.thority in 2001. The ports handle similar commodities, including steel, project cargo and bulk cargo such as fertilizers, asphalt and grain. Combined, the ports produce more than C$6 billion in economic activity and 4,500 direct and indirect jobs.. Hands-free mooring fully operational at the St. Lawrence Seaway locks Hands-free mooring (HFM) technology is fully deployed throughout the St. Lawrence Seaway. The innovation revolutionizes how vessels lock through the Sea.way. According to the Saint Lawrence Seaway Development Corporation (SLSDC), it’s the most important technological advance since the Seaway’s opening in 1959. “This new technology is a significant modernization of the St. Lawrence Sea.way’s infrastructure and will enhance workplace safety, lower operating costs for carriers and decrease vessel transit times through the locks,” said U.S. Department of Transportation Secretary Elaine L. Chao. The SLSDC invested $23 million to install HFM in the U.S. Snell and Eisen.hower locks. The Seaway’s HFM project is the first use of this technology for an inland waterway. Prior to the U.S. locks, SLSDC’s Canadian counterpart, The St. Lawrence Seaway Management Corporation, developed and installed hands-free mooring in its 13 locks. The joint use of the technology streamlines vessel passage from Montreal into Lake Erie. HFM uses vacuum pads, each of which provides up to 20 tons of holding force. The pads are mounted on rails inside the lock chamber wall to secure the ship dur.ing lockage, moving vertically with the ship and keeping it a fixed distance from the lock wall. As lockage concludes, the vacuum pads release and retract so the vessel can sail safely out of the lock. Full implementation of this technology is important to the Seaway. Last year, there was a 7 percent increase in vessels transiting the binational system. The in.crease involved 41 million tons of cargo, the highest total since 2007.. Miras retires from Great Lakes post After 44 years in transpor.tation, Floyd Miras retired May 30 from the U.S. Maritime Administration as Director, Great Lakes Gateway Office based in Chicago, Illinois. Early in his career, he worked in private industry, moving freight worldwide for various transportation companies. His role included routing containerized cargo through the Great Lakes/St. Lawrence Seaway system. Miras then joined the Maritime Adminis.tration, where he has served for the last 26 years. He most recently led efforts to promote the America’s Marine Highway Program and Port Security Grant Program, environmental protection through improvements in dredg.ing and ballast water technology, crew train.ing and more. “I have strived to assist the agency in strengthening our maritime transportation system to meet the economic needs and secu.rity of our nation,” he said. His most memorable times have involved oversight of the Fire Train.ing Center, being a member of U.S. Department of Transportation’s emergency response team and serving as a liaison with ports, federal and state agencies, and varied maritime transport companies and organizations.. Desgagnés takes delivery of dual-fuel tanker M/T Rossi A. Desgagnés, a state-of-the-art, new-generation tanker, is the last of a series of four custom-built tankers to deliver to Group Desgagnés. The ships were built at Besiktas Shipyard in Yalova, Turkey. The tanker renewal reaffirms the compa.ny’s commitment to environmental protection and sustainable development, offers quality service to customers and creates career oppor.tunities for seafarers young and old. The ship was named Rossi A. Desgagnés to pay tribute to Mario Rossi, a company employ.ee who played a major role in the design and supervision of the project. With three sister ships, Paul A. Desgagnés, Mia Desgagnés and Damia Desgagnés, the company now owns five dual-fuel/LNG tankers. The fifth tanker is the newly acquired M/T Gaïa Desgagnés. Rossi A. Desgagnés represents an invest.ment exceeding C$50 million, of which al.most C$9 million are dedicated to the dual-fuel/LNG motorization. She is double-hulled and holds a Polar 7 ice class. With a dead.weight of 15,000 tons at 7.8 meters draft, her cargo tanks can hold up to 17,505 m3 at 98 percent capacity. She is equipped with a Wärtsilä 5RT-flex 50DF engine developing 5,450 kilowatt power. To ensure outstanding maneuverability and to optimize safety, she is equipped with a variable pitch propeller, a 750 kilowatt bow thruster, a 550 kilowatt stern thruster and a dynamic positioning system. The ship is scheduled to arrive in Canada in June 2019.. Fincantieri Bay Shipbuilding delivers conversion The newly-converted barge Commander has delivered to Port City Marine Services (PCMS) of Muskegon, Michigan. The 495- by 72-foot freight barge underwent an extensive conversion at Fincantieri Bay Shipbuilding. The conversion included installing new cargo holds, trunk deck, bow and a cargo-unload.ing system. Combined with its tug, the vessel operates as an Articulated Tug Barge (ATB). The project was completed over 21 months. Chuck Canestraight, President of Sand Products Corporation, the owner of PCMS, said: “The costly challenge of expanding Jones Act-compliant dry bulk capacity creat.ed a lengthy deliberation in our camp and with our customer. Our history with Fincant.ieri Bay Shipbuilding, and knowledge of their well-proven skill set, gave our customer, lend.er and board of directors the comfort to ap.proach such a major conversion project.”. Indiana port invests in rail, intermodal efficiency The Port of Burns Harbor is moving for.ward with plans to add two new railyards, part of a $20 million expansion which in.cludes building two new railways, one on the east side and one on the west side. East side changes involve adding 4.4 miles to the port’s existing 14-mile rail network and constructing a new 2.3-acre cargo terminal with multimodal connections. West side in.vestments include 1,200 feet of dock im.provements and adding a new six-acre truck marshaling yard nearby to ease port road congestion.. Green Marine expands participation, priorities Green Marine released the results of its par.ticipants’ sustainability efforts in 2018 during the organization’s GreenTech conference. “I am satisfied that we are holding course with the performance levels as we continue to widen our trajectory in terms of environmen.tal priorities, as well as toughen some of our existing standards,” said David Bolduc, Green Marine Executive Director. The program has 133 participants—a 12 percent increase over the year. The shipown.ers, port authorities, Seaway corporations, terminal operators and shipyard managers voluntarily commit to evaluating their envi.ronmental performance annually. They rank their efforts on a 1-to-5 scale based on the de.tailed criteria specified for 12 performance indicators. These indicators address green.house gas emissions, community impacts, garbage and waste management, and other prioritized environmental issues. A total of 144 reports were submitted for 2018, with some participants filing for more than one type of business activity or distinct locations. This 17 percent increase in evalua.tions reflects participants involving more as.pects of their operations. The overall average for the 2018 reporting dipped to 2.9 from 3.1 in 2017, which was not unexpected given the influx of new par.ticipants, new indicators and more stringent criteria. For more detailed information, please go to www.green-marine.org/wp-content/ uploads/2018/05/GM_perfo_report2017_ENG_web.pdf.. Thomas J. Winston P WATCH VIDEO! Paul L. Toth, Jr. Floyd Miras Andrie Inc. REGIONAL CALENDAR REGIONAL CALENDAR AUGUST 7-9 Ohio Conference on Freight The Westin Cleveland Downtown, Cleveland, Ohio www.ohioconferenceonfreight.com 20-22 U.S. Soy Global Trade Exchange & Specialty Grains Conference Hilton Chicago, Chicago, Illinois www.grainconference.org SEPTEMBER 9-12 Association of Canadian Port Authorities Annual Conference OTL Gouverneur Saguenay, Saguenay, Quebec www.acpa2019.ca 24-26 BWMTech North America Bahia Mar Fort Lauderdale Beach Fort Lauderdale, Florida maritime.knect365.com/bwmtech-north-america/ OCTOBER 8-10 Breakbulk Americas George R. Brown Convention Center Houston, Texas www.breakbulk.com 9-11 Great Lakes Commission Annual Meeting Hilton Quebec, Quebec City, Quebec www.glc.org/meetings/annual 13-16 108th AAPA Convention & Expo Hilton Norfolk, Norfolk, Virginia www.aapa-ports.org 28-29 AAPA 2019 Communications and Marketing Seminar Port of Montreal, Montreal, Quebec www.aapa-ports.org Duluth Seaway Port Authority Sterling Fuels SHIPBUILDING A Quick Look Going big by building small A determined direction At the shipyard The next era Building a new laker Interlake contracts with Fincantieri Bay Shipbuilding for new U.S.-flag laker Six hundred thirty-nine feet. Squared cargo holds with larger hatches. Advanced, front-mounted, self-unload- ing equipment. The new River Class laker being built for The Interlake Steamship Company is the first U.S.-flag Great Lakes vessel to be built in 35 years. Steel is on order and cut.ting will begin at Fincantieri Bay Ship.building in Sturgeon Bay, Wisconsin later this summer. The cutting, welding and equipping process will take place over four years. When launched, the laker will add cargo capacity to Interlake’s family-owned fleet of nine self-unloaders. The ship will move raw materials to support manufacturing throughout the Great Lakes. “This is a big project for us,” said Mark Barker, Interlake President. It’s the compa.ny’s first new ship construction since 1981, when the William J. DeLancey, now sailing as Paul R. Tregurtha, was christened. The decades between were spent main.taining and upgrading the fleet. • 1997: Steamer J.L. Mauthe converted to the self-unloading barge Pathfinder. Tug Dorothy Ann completed in 1999 to round out the ATB pairing. • 2006: Lee A. Tregurtha and Charles M. Beeghly, now Hon. James L. Oberstar, repur.posed with highly automated diesel engines. • 2012: Kaye E. Barker repowered. • 2015: Oberstar outfitted with fresh.water exhaust gas scrubber technology. • 2016: Herbert C. Jackson repowered, James R. Barker and Lee A. Tregurtha retro.fitted with exhaust gas scrubbers. • 2017: Mesabi Miner outfitted with exhaust gas scrubbers. • 2018: Paul R. Tregurtha sailed with newly installed scrubbers. After 100 years in business, Interlake operates nine vessels. Before the most re.cent scrubber installation and the cost of the new ship, the company had invested more than $100 million in modernizing its fleet. The ships haul about 20 million tons of raw materials annually, including iron ore and flux stone for the steel indus.try, stone for the construction industry, coal for power generation and salt for de-icing roads and highways. Going big by building small. While Interlake is known for its 1,000-footers, investing in a River Class vessel gives the company increased flexibility at the re.gion’s tightest docks. “We had demand for the vessel and we were able to come up with the business that would justify building the new ship,” Barker said. “It gives us a forward-boom boat that will benefit our customers. She’ll fit into some of our current trade patterns, doing similar work as the Pathfinder and even the Jackson.” The laker is the result of countless hours of analysis and design—all of which began with a drawing of an articulated tug-barge (ATB), a more modern version of Dorothy Ann/Pathfinder. By drilling down into the details of customers’ needs and docks to be used, Interlake moved toward the self-unloading River Class vessel in partnership with Bay Engineering in Stur.geon Bay, Wisconsin. This design was used to shop ship.yards. And when Fincantieri Bay Ship.building became the shipyard of choice, the shipyard’s Vice President and General Manager, Todd Thayse, asked for the op.portunity to review the plans and make recommendations. During this process, major vendors were chosen. “We looked at the design to make it more streamlined and reproducible,” Thayse said, noting the work reduced man-hours, some costs and transferred the responsibility of working with the ma.jor vendors from Interlake to the ship.yard. “Shipyards have relationships with major equipment and steel providers. We are able to leverage those relationships for better pricing and better align deliveries.” A determined direction. The new ship will be unique in the Interlake fleet—able to load and unload where aft-mount.ed self-unloaders can’t go. She’ll offer the efficiencies of new technologies, includ.ing remote-controlled gates, advanced fire detection systems and automated ballast system. The ship will be equipped with technology Interlake has used on its re.powered vessels, like automation for en.gine, trending and logging operations. “We always put the highest amount of automation we can in ships, which in.cludes remote-controlled gates and auto.mated ballast system,” Barker said. “The minor nuancing is part of a greater result.” For example, remote gate operation eliminates the need for crew to be in the tunnels working gates. The programma.ble automation will lead to a more system.atic, efficient offload. Other nuancing includes: • Squared cargo holds to maximize space and better accommodate non-bulk cargo, such as steel and other project cargo • Multiple hatch covers measuring about 80 feet—larger than typical cov.ers—to help align the load at the dock with the cargo holds • A flap rudder and bow and stern thrusters to increase maneuverability for tight river docking • Two 16-cylinder Electro-Motive Die.sel (EMD) engines to produce 7,800 shaft horsepower, a horsepower comparable with Interlake’s larger vessels • A propulsion system meeting U.S. Environmental Protection Agency Tier 4 and International Maritime Organization Tier III certifications • A single-screw, 18-inch diameter, Kongsberg, controllable-pitch propeller producing a speed topping 15 mph • An integrated propeller and rudder to provide the best water flow and the most efficient use of horsepower • One 940-kilowatt, ship-service die.sel generator, two 2,500-kilowatt shaft generators and one 274-kilowatt emer.gency generator powering the ship, with the shaft generators minimizing the need for auxiliary engines while underway All aspects of the vessel were looked at to ensure a low environmental impact to the Great Lakes and to those who work aboard. The hull has been optimized for ef.ficiency and all systems have been designed to ensure low energy consumption. At the shipyard. The team at Fincant.ieri Bay Shipbuilding is in gear. It has mapped out a timeline for each phase of ship construction, including hiring the hundreds of laborers who will join the project. The streamlined process folds into its other builds, which includes a self-unloading barge for another Great Lakes carrier, VanEnkevort Tug & Barge. “Both of these projects come along in a timing which is perfect,” Thayse said, not.ing that it’s a key time to involve experi.enced shipbuilders and the new genera.tion of workers who will be involved. “Young people are being trained as the el.der statesmen leave the industry. It’s a time of passing the torch.” The shipyard has varied newbuild, conversion and repair experiences. It has handled Interlake’s conversions in recent years and continues to build and repair tug-barge units, dredges, dredging equip.ment, automated loading carriers, ferries and offshore support vessels. It also han.dles a percentage of the region’s winter work on the Great Lakes fleet. “We’ve been building self-unloading, self-propelled full ships here since the 1980s,” Thayse said. The single-ship contract will move for.ward with cutting and welding over the winter. In 2020, the vessel will be erected in the drydock and be floating and moved to a dock before the winter ship mainte.nance projects come into the yard (please see the related timeline on page 11). The next era. With the decisions made, there’s much work to be done. To build her in the Fincantieri Bay Ship.building docks is a big win for the yard, a point of pride, according to Thayse, bring.ing the yard back to its roots of building the freighters still sailing the system today. For Interlake, construction of the new ship also represents the next era for a company that’s been a part of the region since its 1883 founding as Pickands Mather & Company. While the ships and cargo have changed through the use of new technologies, the company’s new in.vestment represents its belief that Great Lakes shipping will continue to serve as the backbone for American manufactur.ing for many years to come. “We’re part of this industry for the long haul,” Barker said. Janenne Irene Pung n SHIP SPECS Length639 feet Width78 feet Height45 feet Deadweight28,000 tons SHIPBUILDING Fincantieri Bay Shipbuilding’s drydock will be used to assemble ship components. Midwest Energy Resources DTE Electric Company SHIPBUILDING CONSTRUCTION TIMELINE 2019 • Steel ordered • Cut steel through late summer/ early fall • Manufacture sections through winter 2020 • Erect the vessel in drydock through summer/fall • Move from drydock to pier for winter 2021 • Move back into drydock and completion 2022 • Ship tests and delivery American Great Lakes Ports Association SHIPBUILDING MAJOR PARTNERS American Bureau of Shipping (ABS) Bay Engineering (BEI) EMD Engines Caterpillar EMSTech, Inc. Lufkin (a GE Company) MacGregor While Interlake is known for its 1,000-footers, investing in a River Class vessel gives the company increased flexibility at the region’s tightest docks. Husky Energy C. Reiss Coal Company TRAINING & RECRUITMENT Recruiting GEN Z 14 www.greatlakes-seawayreview.com A Quick Look Amenities onboard Skill sets evolve TRAINING & RECRUITMENT There’s no box when looking at Seaway sailing opportunities For job seekers starting a new career or transitioning to a new one, the job-scape and employment out.look in maritime industries, par.ticularly for merchant marines, is brimming with opportunities in Canada and the U.S. Employers are nimble in recruitment efforts and contin.ually upgrading shipboard amenities to en.hance the quality of life and promote crew comfort and safety. How many jobs? A 2015 joint report of the U.S. Departments of Labor, Education and Transportation suggests that 74,000 job openings for both licensed and unli.censed positions will need to be filled through 2022. In addition, crew leaving their jobs and retiring will need to be re.placed. The American Maritime Officers re.ports that nearly 80 percent of its senior of.ficers are eligible for retirement. As fleets have added technology, intro.duced newbuilds and adopted increased safety measures, sailing in the modern cen.tury differs greatly from decades ago—when inexperienced people could wait at the dock and walk on to a ship to fill a post. Available onboard positions include engi.neers, captains and mates, general mainte.nance workers, electricians, deckhands, cooks, oilers and more. The work is as varied as the vessels themselves, ranging from tugs to cruise ships. Crew members can work on bulk carriers that move commodities like iron ore or manufactured goods around the Great Lakes/St. Lawrence Seaway system or on tankers that carry liquid products and oil. A Great Lakes merchant ship usually employs a captain and a chief engineer, along with three mates, assistant engineers and a number of sailors and marine oilers. In harbors and rivers, smaller vessels oper.ate with similar, but smaller crews. Amenities onboard. Companies are making big improvements in shipboard life compared to the more spartan conditions decades ago. “Our ships may look timeless on the out.side, but our fleet of nine vessels has been modernized and remodeled to make them as safe and comfortable as possible for our merchant mariners,” said Jay Toth, Director of Training and Vessel Personnel at The In.terlake Steamship Company. Interlake has made investments in quality-of-life enhancements shipboard, which in.clude the addition of common areas like lounges and passenger quarters where crew can socialize. The company has added updat.ed flooring, furniture and fixtures in rooms, too, making them comparable to hotel-like standards. And shipwide, there’s connectivity. “Clearly, the biggest gains have been made in technology,” Toth said. “With satellite ca.ble, WiFi and cellular capabilities, our mari.ners can stay connected to the outside world just about everywhere on the Lakes.” Skill sets evolve. Technology is for more than enjoyment. Ships’ systems have ad.vanced greatly, with navigation involving global positioning systems, automatic identi.fication systems and 3D views from the bridge that include the lake and river bottoms and the proximity of other vessels. Environmentally minded Gen Zs can eas.ily gravitate toward shipping with technolo.gy, further minimizing shipping’s impact on the world. With ships transporting 1.14 times more efficiently than rail and 7 times more efficiently than trucks, it’s a career that not only dates back to the earliest form of transportation, but one that will benefit peo.ple well into the future. Technology adds automation, which can ease ships into locks, lock onto them with massive vacuum pads and clean bal.last water before it’s released. It minimizes fuel use and even offers multiple fuel choic.es onboard the same vessel. It’s an exciting time to be in maritime. “Across the board, the skills requirements for new hires need to include inherent amounts of computer-based training, IT trou.bleshooting and other basic computer skills that didn’t exist 20 years ago,” said Toth. To start a job search, go to https://great lakesmaritimejobs.org/. n Who’s Who in Crew • Captains, sometimes called masters, have overall command of a vessel. • Mates, or deck officers, direct the operation of a vessel while the captain is off duty. • Pilots guide ships in harbors, on rivers and on other confined waterways. They are not part of a ship’s crew but go aboard to guide it through a particular waterway. • Sailors, or deckhands, operate and maintain the vessel and deck equipment. They make up the deck crew and keep all parts of a ship, other than areas related to the engine and motor, in good working order. New deckhands are called ordinary seamen and do the least complicated tasks. • Ship engineers operate and maintain a vessel’s engine, boilers, generators, pumps and other machinery. Large vessels usually carry a chief engineer. • Marine oilers work in the engine room, helping the engineers keep the engines in working order. They are the engine room’s equivalent to sailors. New oilers, called wipers, or pumpmen on vessels handling liquid cargo. Steps for recruiters • Remain open to discussing shipboard risks • Establish practices to generate multicultural awareness onboard • Think global in recruitment efforts • Partner with like-minded industries to boost marketing efforts and reach the greatest numbers of recruits Wagenborg Shipping North America Royal Wagenborg West Michigan Port Operators WMPO TRAINING & RECRUITMENT Finding MARITIME Samantha McPherson Algoma Central Corporation In the home where she grew up in St. Catherines, Samantha McPherson could hear the big bellowing horns of graceful freighters as they glided through the Welland Canal. They were rarely far from mind or sight. It was just a five-minute walk to Lock 1 on the canal and she strolled there often with her father, a devoted boat watcher. Get.ting a job on one of the behemoths was the last thing she expected. “The boats had a bad rap,” McPherson said decidedly. “People thought they were filled with ruffians and that it was a manly- man’s world.” As a result, McPherson’s career plans began with a university nursing program. When she was about to begin her fourth year, a close friend encouraged her to take a new path. “I hated needles,” she said. “I knew there was no way I wanted to do that. At first I was embarrassed about changing ca.reers so late, but I’ve learned there’s no shame in it. It’s better to make the right de.cision early in life than it is to live with a bad one for the rest of your life.” There was one last detour before find.ing her passion for mechanical engineer.ing in an apprenticeship program. “After I left nursing, I worked for a chain of hotels, sitting behind a computer all day—Monday through Friday, 9 to 5. It was draining. I had to take power walks at lunch,” she said. “Now I’m working in engine rooms; it’s hot, it’s sweaty, and I’m always moving and learning. It sounds crazy, but I love it. On a ship, it’s different every single day. You’ve got be part plumb.er and part electrician. You’ve got to know how to machine and figure things out, us.ing all kinds of skills.” With a bold shift behind her, McPher.son graduated from an apprenticeship program offered by the Seafarer’s Interna.tional Union of Canada (SIUC) in 2018. She was in her early 20s when her dream job emerged shipboard, slowly and surely, part trial, no error. A solid and steady career was launched —filled with engaging opportunities to learn, travel and earn wages far surpassing those of many entry-level jobs. “Honestly, I would have never known about jobs on ships and all of the available training if a friend of mine hadn’t told me about it,” McPherson said. “He was en.rolled in the unlicensed apprenticeship program at SIU and kept telling me to ap.ply. So I did and I loved it.” Going to work. McPherson graduated from SIUC with a guarantee of short-term employment for 90 days. “Technically, my first two jobs were within the apprenticeship, working for Al.goma Central Corporation as a mechani.cal assistant apprentice on the Equinox, a flat-back boat, and then on a self-unload.er, the Algoma Niagara, carrying cargo like coal, grain and iron ore pellets.” At the end of the second stint, Algoma offered McPherson a live-aboard, ship-keeping job, which involved tending the vessel and overseeing contractors while the boat was laid up in Sarnia, Ontario for the winter. “It was very busy during the daytime and a big responsibility. I learned a huge amount, just from the contractors. I had the opportunity to meet a lot of the higher ups in the company,” said McPherson. “At night, I was completely alone, but in the morning I’d bake muffins and throw a stew in my crockpot and meet with con.tractors all day. Algoma paid for her time and her food. She was already familiar with the ship from her apprenticeship and being in port at Sarnia was a bonus. “I would 100 percent do it again,” she said. This fall, McPherson plans to enroll in the three-and-a-half-year Marine Engi.neering Technology program at Georgian College in Owen Sound, Ontario. Her as.pirations lean toward her becoming a chief engineer. “I don’t mean to sound cheesy when I say I had great experiences because I’m completely sincere,” said McPherson. “I’ve met great people all along the way. There was a time when I didn’t even know if I could be a chief engineer. But I’m look.ing in that direction, in working my way up. It’s very motivating to me to think that I can someday make a difference on a boat, make things better.” n The sometimes winding road of discovering waterborne careers and what they offer Fast Fact In the Great Lakes/St. Lawrence Seaway, the shipping season runs from March to early January. GREAT LAKES/SEAWAY REVIEW April-June, 2019 17 TRAINING & RECRUITMENT 31+30+21+18 MEDIAN ANNUAL WAGES by Job Type Ship engineers$71,130 Captains, mates, pilots69,180 Motorboat operators50,290 Sailors and marine oilers40,900 SOURCE: U.S. DEPARTMENT OF LABOR, BUREAU OF LABOR STATISTICS Koch KCBX Terminals Company Fast Fact The median annual wage for water transportation workers was $54,400 in 2018, with the lowest 10 percent of workers earning less than $27,000 and the highest 10 percent earned more than $118,000. TRAINING & RECRUITMENT 23+22+21+19+15 MEDIAN ANNUAL WAGES by Industry Support activities for water transportation$58,540 Deep sea, coastal and Great Lakes water transportation56,700 Inland water transportation52,780 Federal government, excluding postal service49,940 Scenic and sightseeing transportation, water38,350 SOURCE: U.S. DEPARTMENT OF LABOR, BUREAU OF LABOR STATISTICS Fast Fact Merchant mariners are employed on salvage vessels, which offer emergency services, cruise ships and short-distance ferries. Great Lakes Maritime Academy SLSMC St. Lawrence Seaway Management Corporation Highway H20 Hwy H20 Aut H20 Hwy/Aut H20 The Great Lakes Towing Company The Great Lakes Group Great Lakes Shipyard TRAINING & RECRUITMENT Jean-Paul Rioux Canada Steamship Lines Work hard, PLAY HARD Engine room work schedule offers six weeks on, six weeks off In the crisp Pacific waters shimmering along El Salvador’s Pacific coastline, Jean-Paul Rioux relaxed on his surf.board this spring, catching some waves in one of Central America’s best surf spots. He’s usually working for Canada Steamship Lines aboard the Whitefish Bay in his role as Second Engi.neer, but when off-time rolls around, his bags are packed and he’s ready for adven.ture, usually with a few buds, renting and sharing a house at a hot surf spot or trav.eling to colder climates for snowboard.ing. He gets around. “I’ve surfed in Asia and Sri Lanka, where the surf is very consistent and the water is warm, in Europe and Ireland,” he said. “Ireland is pretty good in October, November and December—but cold.” Adventuresome down.time is balanced by a chal.lenging and interesting ca.reer. As 2nd Engineer reporting to the Chief Engi.neer, he supervises engi.neers and maintenance crews, creating their job lists, among other responsibilities. He’s the youngest employee onboard at 26 years old. His living quarters in.clude a nice room, a double bed, a couch and his own computer. “I work six weeks on, six weeks off. I really enjoy it and couldn’t ask for any.thing better,” said Rioux. “For the last few years, there’s been a lack of marine engineers, but promotions come quickly for anyone willing to learn and take on responsibility.”n Fast Fact During the shipping season, mariners often work a “60-30 schedule,” which means 60 days of work followed by a 30-day break. REGIONAL Training Facilities POST SECONDARY Corporation of Lower St. Lawrence Pilots Maritime Simulation and Resource Centre 271 de l’Estuaire St., Suite 201 Quebec City, Quebec G1K 8S8 (418) 692-0183, www.sim-pilot.com Georgian College | Centre for Marine Training and Research 1450 8th St. E., P.O. Box 700 Owen Sound, Ontario N4K 5R4 (519) 376-0840 www.marinetraining.ca Great Lakes Maritime Academy 1701 E. Front St. Traverse City, Michigan 49686 (231) 995-1213 www.nmc.edu/maritime Holland College Marine Training Centre 100 Water St. Summerside, Prince Edward Island C1N 1A9 (902) 888-6485 www.hollandcollege.com/marine-training-centre Inland Logistics & Marine Institute West Kentucky Community & Technical College 4810 Alben Barkley Dr. P.O. Box 7380 Paducah, Kentucky 42001 (270) 554-9200, www.kctcs.edu Maritime Professional Training 1915 S. Andrews Ave. Fort Lauderdale, Florida 33316 (954) 525-1014, www.mptusa.com Massachusetts Maritime Academy 101 Academy Dr. Buzzards Bay, Massachusetts 02532 (508) 830-5000, www.maritime.edu Northeast Wisconsin Technical College | North Coast Marine Manufacturing Training Center 1428 Main St. Marinette, Wisconsin 54143 (715) 504-2085, www.nwtc.edu Paul Hall Center for Maritime Training and Education P.O. Box 75 Piney Point, Maryland 20674 (301) 994-0010 www.seafarers.org/paulhallcenter/phc.asp Quebec Marine Institute 53 Saint-Germain St. W. Rimouski, Quebec G5L 4B4 (418) 724-2822, www.imq.qc.ca STAR Center 2 W. Dixie Hwy. Dania Beach, Florida 33004 (954) 921-7254 www.star-center.com State University of New York Maritime College 6 Pennyfield Ave. Throggs Neck, New York 10465 (718) 409-7200 www.sunymaritime.edu HIGH SCHOOLS The Maritime Academy of Toledo 803 Water St. Toledo, Ohio 43604 (419) 244-9999 www.maritimeacademy.us Sea School of Toledo One Maritime Plaza Toledo, Ohio 43604 (567) 970-3811, www.seaschool.com U.S. EMPLOYMENT PROJECTIONS n 2016 n 2026 Water transportation workers86,300 93,200 Sailors and marine oilers33,800 36,400 Captains, mates, pilots38,800 42,200 Motorboat operators3,600 3,900 Ship engineers10,100 10,800 Toledo Lucas County Port Authority Toledo Port SOURCE: U.S. DEPARTMENT OF LABOR, BUREAU OF LABOR STATISTICS TRAINING & RECRUITMENT Easy Margarita Davidson Algoma Central Corporation TRANSITIONS Lucrative careers offer flexible water-to-land options Standing on deck at 4 a.m. and watching the first rays of sun.shine gleam across the water is one of the most exhilarating experiences in the world. “There’s nothing like getting up really early, looking out across a huge deck to see the sunrise and start the work day,” said Margarita David.son, former Third Mate for Algoma Tank.ers and current Crewing Coordinator and Chief Mate for Algoma Central Corpora.tion. “It’s miraculous.” Davidson graduated from a four-year program at the Centre for Marine Training and Research in Owen Sound, Ontario in 2015 with a degree in marine navigation. Through the course of a few years, she com.pleted additional training and credentialing to become a Chief Mate with Algoma Cen.tral—the position second to Captain. Her desire to become a seafarer was motivated in part by the fabulous perks: • Starting salaries rapidly advancing to C$100,000 per year and more • Six months of annual vacation • A chance to see the world • Solid job security “For young adults, it’s a dream career,” said Davidson, 26. “When I looked at the program and saw the salaries and how many jobs were out there, it was a straightforward decision for me. You can travel, go places, do things and have all this time off.” Education and training were steps along the way. Now sailing aboard a vessel, Da.vidson offers her advice to potential cadets. “In my opinion, the hardest part of the program is sea time as a cadet,” she said. “You’re the lowest on the totem pole and it’s completely foreign to you. You’re away from family and friends and there’s no break be.tween your schooling and going into sea time. If you can make it through that, know your job, care about it and do it really well, you’ve got it made.” Though sailing careers are typically male dominated, those demographics are changing. Davidson encountered few gen.der barriers or hurdles. “In some ways, especially with the older men, it’s almost like they see you as their daughter and take you under their wing,” said Davidson. “All the same, it’s a job where you really have to know what you’re doing—especially when it comes to safe.ty—and once you get really good at your work, people start to respect you.” Life calls for change. After six years of sailing and navigating the Great Lakes/St. Lawrence Seaway system, Davidson’s life is shifting. She’s getting married and thinking about raising a family. Early this year, she transitioned to a land.side office job with Algoma Central. As the Fleet Personnel Coordinator, she’s responsi.ble for hiring chief engineers and engineer.ing officers, employee scheduling, manag.ing union contracts and attending job fairs and events at schools and colleges to pro.mote the industry. “There are so many opportunities, but most people don’t know these jobs exist,” said Davidson. “And sometimes, parents are scared to send their kids to sea. They think the pay is high because there is so much risk. But that’s just not true. Your ordinary life is filled with much more risk than working on a ship most days.” If marriage and family weren’t on the horizon, Davidson would jump at the chance to resume her navigation career shipboard. “I’d be there in an instant,” she said. “When you’re onboard, you’re so involved in the operations you totally forget about the rest of the world. Even when you’re sleeping, you’re always thinking about the ship. Any different sound or change in the engine and you wake up.” Aside from the sights and sounds of sailing, Davidson appreciates being part of the crew. “You’re working as part of big team and everyone is on the same page, working to.ward the same goal,” she said. “There’s a genuine camaraderie and healthy compe.tition to be the best at what you do, which makes it even more fun. Then, when you’re off, you’ve got this really nice pay.check. You can do exactly what you want.” Cathy Cuthbertson n Building for the Future Any Type Dry Cargo Bulk Commodity Great Lakes / Bulk Self-Unloading / Iron Ore / Stone / Coal VanEnkevort Tug & Barge VTBARGE.COM • 906-786-1717 • 906-786-1700 fax vtbarge@vtbarge.com • 909 N. Lincoln Rd. Escanaba, MI 49829 Picton Terminals NAVAL ARCHITECTURE & MARINE ENGINEERING Forward or aft? Looking at self-unloading boom location RICHARD A. MUELLER, President/CEO, NETSCo., Inc. RICHARD T. NICHOLLS, PE, Chief Naval Architect/Marine Engineer, NETSCo., Inc. Observers of Great Lakes shipping may have noticed the recent Ca.nadian self-unloader delivery to Algoma Central Marine, and the an.nouncement of a contract for construction of a new U.S. self-unloader by The Inter.lake Steamship Company, both with the unloading booms mounted forward. Historians would point out the déjà vu aspect of this development by noting that forward-mounted booms were the norm for lake boats for about 60 years. There was a transition to aft-mounted booms starting in 1964 and the trend was so widespread that aft-mounted booms dom.inate the fleet today. What are the considerations for select.ing forward- verses aft-mounted unload.ing booms? There are a number of factors to be considered for the ship owner and the customers they serve. Considering cargo hold volume. Maximizing the volume of the cargo hold is a prime consideration, especially when the vessel is designed to carry low density cargoes such as coal. It may seem, at first, that the location of the unloading boom has nothing to do with cargo hold vol.ume, but the boom must be pivoted at the head of the cargo elevator. Since the cargo elevator often takes up space in the hold, the selection of the ele.vator will often dictate the location of the boom. The three main types of elevators used on the Great Lakes are bucket eleva.tors, inclined belts and loop belts. Bucket elevators. As the name implies, bucket elevators are composed of a num.ber of buckets mounted on loops of chain. The chains are connected to a motorized drive system that rotates the assemblage so the buckets are oriented to receive car.go from a hopper in the bottom of the hold, elevate the cargo above deck and discharge the cargo into a chute above the boom pivot. The buckets are returned to the bottom of the elevator upside down. For about 60 years, nearly every Great Lakes self-unloader was fitted with a bucket elevator. The elevators were all mounted forward (as was the boom) on a steep angle toward the stern, such that the lower hopper could be located in the “dark hold” under the forward deck.house, minimizing the volume lost to un.loading machinery. Inclined belts. The advantage here is simplicity—higher unloading rate (mak.ing it especially suitable for larger vessels), reduced maintenance and less noise. The major disadvantage is that the belts can.not be installed steeper than about 18 de.grees because the cargo could roll back.ward down the belt. A few ships were con.verted to self-unloaders by adding inclined belts in the cargo hold with extreme loss of hold space, but the delivery of the Canadian vessel Cape Breton Miner in 1964 marked the first time an inclined belt elevator was installed through the engine room and the boom installed at the stern. The belts were placed in casings and discharged into a hopper near the tran.som, which transferred the cargo to a con.veyor belt running forward through the upper engine room and lower deck house, eventually discharging to a chute above the boom pivot. While this arrangement is not well suited for self-unloader conver.sions, it was popular on new vessels, with about 14 ships built with this arrange.ment between 1964 and 1980. All of them had the boom located aft. Loop belt. The loop belt was first in.stalled on a laker in 1972. It is an all belt system shaped like the letter “C” and in.corporates an inner belt which is brought into contact with the main belt, “sand.wiching” the cargo between the two belts. This system has the major advantage of requiring limited longitudinal space, making it well suited for both new con.struction and conversions. About 67 Lakes vessels now employ loop-belt eleva.tors—40 newbuilds and 27 conversions. The majority of these installations have the boom mounted aft. Only about six have forward-mounted booms. Trim, shearing and bending. Design.ers must also consider trim, shear and bending moment as important parameters affected by the longitudinal distribution of weight, including cargo and unloading machinery. Since shear and bending moment are increased when the distribution of weight does not match the distribution of buoy.ance, and since loop-belt elevator casings and machinery could weigh less than, say, the taconite cargo that could be located in that section of the hold, and since the buoyance distribution depends on differ.ences in the hull shape, the selection of loop belt and boom pivot location—for.ward or aft—is a significant factor in pro.viding acceptable trim, shear and bending moment. Other factors in proximity. Another consideration in boom location is that the unloading system requires electrical pow.er, compressed air, hydraulic fluid, etc. In.stalling the cargo elevator and boom close to the engine room could reduce the length of electrical cables and piping and place the major unloading machinery closer to the maintenance crew. Forward-mounted booms were the norm for lake boats for about 60 years. Since cargo-unloading operations produce noise and dust, locating the car.go elevator and boom away from the ac.commodations and the engine room is advantageous. Visibility from the pilothouse is a major consideration. The pilothouse with a stern deckhouse and aft-mounted boom must have enough height to provide visibility over the boom lifting structure. If this ship has a forward-mount.ed boom, the pi.lothouse can be lower but for.ward visibility will be blocked by the width of the unloading casing. A ship with its pilothouse located forward and having a forward elevator casing will need bridge wings for aft visibility. Many of the ’50s-vintage ships with forward deckhouses have a passenger lounge with picture windows in the aft bulkhead of the deckhouse. Adding a forward elevator casing and boom would destroy the passengers’ view, making it a consideration in boom placement. Unloading dock. The arrangement of the unloading dock is a major consider.ation, especially if cargo must be placed into a hopper. Other factors include length of the dock, navigational ap.proaches to the dock, the location of the hopper, mooring facilities, water depth, river current and obstructions such as bridges, etc. One self-unloading barge built on the Lakes to serve a dock on the Mississippi River was built with a forward boom be.cause: 1) the hopper was located up.stream toward end of the dock and 2) the vessel was required to dock with the bow into the swift current—neither of which could be achieved with an aft-mounted boom. This barge has since re.turned to the Lakes and is in service for another owner. Forward-mounted booms can have an advantage even if the vessel will discharge to open storage piles, if obstructions, cur.rent, water depth, need for tug assistance or other considerations restrict backing a vessel with an aft-mounted boom to the dock. The advantages of a vessel with a forward-mounted boom are particularly important in the late fall, when dock owners want to pack the corners of their dock with winter storage material. A ves.sel with a forward-mounted boom can more readily deliver cargo to a portion of a dock with shallow water. A ship with an aft-mounted boom will expose the vulnerable rudder and propel.lers to damage if backed toward the shal.low area of a dock, while one with the forward boom can approach closer to the shallow area because the bow plating is less sensitive to damage. As this ship unloads and takes on the customary aft trim, it can shift forward further over the shallow end of the dock and place additional cargo where it is desired. To some extent, most fleets need at least one vessel with a forward-mounted boom to ade.quately service all of its customers. Modifying existing designs. Con.verting existing ships and modifying ex.isting designs to self-unloaders can sometimes be best accomplished with forward-mounted booms. One ship owner converted a product tanker to a self-unloader by building a new forebody with a forward-mounted boom for the existing stern-machinery section. This technique reduced the modifications necessary to the existing portion of the ship. The unloading-sys.tem installation was completed more ec.onomically and timely as part of the new forebody construction. Another ship owner had built a sim.ple bulk ship but wanted a similarly sized self-unloader. The design was modified to add a forward-mounted boom, eliminating changes to the draw.ings of the stern section. Just the opposite was done a number of years ago when a self-propelled laker was converted to a self-unloading barge by removing the stern-machinery sec.tion and building a new notch section—complete with the major unloading equipment and aft-mounted boom. There are many items a designer must consider when selecting the arrangement of self-unloading systems, with special emphasis on the location of the unload.ing boom. It is not a selection that can be made in isolation. Considerations must include the overall design of the vessel, expected docks that will be serviced and other vessels in the fleet. While the history of self-unloading vessel construction shows that some trends in the location of the unloading booms have existed, the boom can “go either way” in future designs.n Considerations must include the overall design of the vessel, expected docks that will be serviced and other vessels in the fleet. Fabick Cat SHIPBUILDING & SHIP REPAIR A Quick Look At Port Weller At Thunder Bay Overall business Expanding operations Heddle Shipyards operating out of three yards Travel crews service East Coast customers Aregional shipyard has transitioned from ma.rine repair in Hamilton, Ontario to new con.struction and operations at three shipyards. Heddle Shipyards, known as Heddle Marine Servic.es for 30 years, is still headquartered in Hamilton, On.tario, but the company’s new name now reflects its ex.panded business plan and locations. Heddle has taken ownership of Thunder Bay Ship.yard on Lake Superior and is leasing Port Weller Dry Docks on Lake Ontario. Having three locations and the addition of graving docks to fit Seaway-sized lakers creates opportunities. “We believe we can build upon our foundation of over 30 years of experience, know-how and hard work by embracing or repurposing existing practices and technologies and, if need be, by inventing new ones,” said Shaun Padulo, Heddle Shipyards President. Long-time business leaders Rick Heddle and Blair McKeil remain in place, with Heddle involved in day-to-day operations and McKeil offering “strategic guid.ance” to streamline business for the facilities. Both men support the aggressive pace of the young leadership team. The next phase of growth involves purchasing equipment and building the workforce to support year-round contracts. The new space follows the establishment of an East Coast division providing mobile services. The crews do emergency repairs on vessels in the Canadian Arctic, all four Atlantic Provinces and Quebec. At Port Weller. Port Weller Dry Docks has a long his.tory in the Great Lakes/Seaway system. It was originally developed as a drydock for the Welland canal’s equip.ment. After World War II, the yard began lengthening and rebuilding vessels. Conversions and newbuilds followed. One of the Canadian-flag lakers built at the yard, beginning as Hull #41, still sails today as John D. Leitch. Over the win.ter, she was back in the drydock with about 80 employees working on her and the other vessels under contract. “It was a bustling shipyard,” said Ted Kirkpatrick, Heddle’s Sales Manager, not.ing that it has the only Canadian graving dock on the lower Great Lakes. “A lot of the ships you see on the Great Lakes were built there.” In addition to its two drydocks and the opportunities they present, Port Weller’s logistical convenience—at the top of Lock 1 and next to the QEW Highway—offers space for storing cargo, whether during the season or over the winters. “Port Weller historically has been one of the most important yards on the Great Lakes, especially on the Canadian side,” Padulo said, noting that, in addition to lakers, the shipyard has built and repaired vessels for the Canadian Coast Guard and federal government. With two graving docks large enough to build or work on Seaway-sized vessels, Heddle’s strategic plan involves securing more of this work to augment year-round business. While the shipyard has had its trou.bles—going bankrupt twice under differ.ent ownership—Heddle entered into a long-term lease with The St. Lawrence Seaway Management Corporation (SLSMC) in 2017 with plans to start from scratch. The equipment had been sold, so Heddle began with a building and the graving docks. There has been support from city and provincial grants. The yard is fully function.al, with next steps including equipment purchases and growing the local workforce, which will minimize outsourcing. “We would like to revitalize Port Weller,” Kirkpatrick said. “We would love to build warships again and bring it back to the thriving shipyard it was.” At Thunder Bay. A year before leasing Port Weller, in 2016, Heddle acquired Thunder Bay Shipyard from Hogoth, Inc. Following the purchase, Rick Heddle launched Current River Holdings Inc. to partner with local partner Fabmar Metals to operate the shipyard. Fabmar, led by Dale Ryynanen, is a Thunder Bay-based company that’s been operating for 30 years. Its experience with ship repair, fabrication and machining help Heddle meet customers’ needs. Like Port Weller, Thunder Bay was once a leading provider of ship repair and ship building services in the Lakes and the yard was vacant when Heddle took ac.tion. The shipyard sits on about 42 acres. “We consider it an opportunity to ser.vice vessels of our existing clients and offer service to a new base of clients whose ves.sels operate exclusively in the upper Great Lakes,” Kirkpatrick said. “We are partner.ing with local labor to get the jobs done.” Overall business. Heddle’s headquar.ters in Hamilton was built on innovation. The floating drydocks were fabricated from salvaged barges. Rick Heddle made the dives himself to recover two barges from the Detroit River and one from the St. Lawrence River near Quebec. The docks have been used for ship repairs since 1987. With the addition of the two graving docks, acreage and a presence in the upper Lakes, Heddle Shipyards is working a lay.ered expansion plan. Understanding the boom and bust cycles of shipbuilding and ship repair—and the history of the two newer yards—the company is intent on growing “organically,” as business permits. Funding is being sought through Cana.da’s National Trade Corridor Fund to pur.chase equipment for Port Weller. Contracts not only create business, but they help Heddle expand its team. With skilled per.sonnel in demand, it’s difficult for ship.yards to retain people year-round with large fluctuations in the number of em.ployees needed during the various seasons. “The winter rush is really where we make hay, but we’re working on ways to generate revenue and support the sur.rounding economies throughout the year,” Kirkpatrick said. To date, the company business ratio in.volves more private than public projects, while the amount of Coast Guard work is increasing. More than 50 percent of Hed.dle’s business continues to be done in Hamilton, with Port Weller picking up its fair share. Business development for Thunder Bay is being done by Heddle and the SLSMC team, both of whom are com.municating with fleets who sail Lake Su.perior about the option of bringing their work into the shipyard there. The new yards, new equipment and young leadership team are expected to move Heddle Shipyards into its new era, one that is envisioned to extend beyond its traditional ship repair work and into more construction. Janenne Irene Pung n SHIPBUILDING & SHIP REPAIR Understanding the boom and bust cycles of shipbuilding and ship repair—and the history of the two newer yards—the company is intent on growing “organically,” as business permits. Donjon Shipbuilding & Repair Hamilton PORT OF HAMILTON Lake Ontario Floating Drydock Dimensions: 1 – 250 x 68 feet, 18 feet deep 2 – 325 x 93 feet, 23 feet deep Combined 1 & 2 – 650 x 68 feet, 18 feet deep 3 – 142 x 64 feet, 18 feet deep SHIPBUILDING & SHIP REPAIR Thunder Bay Shipyard PORT OF THUNDER BAY Lake Superior Drydock Dimensions: 748 x 98 feet, 17 feet Warner Petroleum Corporation Heddle Shipyards PORT WELLER DRY DOCKS South of Welland Canal Lock 1 Lake Ontario Drydock Dimensions: 1 – 750 x 78 feet, 26 feet deep 2 – 807 x 81 feet, 14 feet deep SERVING THE GREAT FLEETS OF THE GREAT LAKES! TOLEDO DETROIT CHICAGO and all the ports between DELIVERY VIA Barges – Trucks – Docks HIGHEST QUALITY MARPOL FUEL GRADES Bunker C – Intermediates – MGO Low and ultra low sulfur fuels available • Detroit River vessel fueling and supply facility 1600 feet – Seaway draft 27 feet LWD • Toledo, Detroit, St. Clair River deliveries available by barge and specialized tanker truck fleet • Serving all southern Lake Michigan ports via tug/barge Warner Provider and our specialized tanker truck fleet MOBIL-SHELL LUBRICANTS LICENSED DISPOSAL OF BILGES – WASTE WATER – WASTE OIL / FILTERS – SCRUBBERS DISCHARGE WARNER PETROLEUM CORPORATION www.warnerpetroleum.com ORDERS/DISPATCH 989-386-4350989-386-2045 FAX DETROIT TERMINAL 313-554-1100 Rand Logistics, Inc. Lower Lakes Towing, Ltd. Grand River Navigation Company Conneaut Creek Ship Repair EDITORIAL ADVISORY BOARD The world is changing And Great Lakes/Seaway shipping is changing with it MARC GAGNON, Director, Government Affairs and Regulatory Compliance, Fednav Limited I had the privilege of serving as a mem.ber of the Great Lakes/Seaway Review Editorial Advisory Board for a few years, and on the eve of my retirement, Editor Janenne Pung was kind enough to ask me to write a few lines on our indus.try to share with readers of the magazine. Yes, the world is changing, and that’s fine. Today’s marine industry is more pro.fessional, more responsible, better pre.pared. The many challenges that lie ahead over the next few decades will be met with confidence. Everything is not changing for the better, but I am optimistic for our in.dustry—and for the Great Lakes. Let’s look at this more closely. Good changes. First, the environ.ment. Marine transportation has made re.markable progress over the last 30 years. Ships are much more efficient and, there.fore, emit less greenhouse gases (GHG),

Maritime Editorial