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deep water port notes 2011

deep water port notes 2011

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Published by Patricia Dillon

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Published by: Patricia Dillon on Nov 01, 2011
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The News Portfolio of The Connecticut Deep Water Port Community
New London . New Haven . Bridgeport 
Deep Water Port
Port Initiative Plan Reaping Results
Governor Malloy Visits New London’s Thames Shipyard
by Mr. Stan Mickus
Continued on page 2
GOVERNOR DANNEL P. MALLOY’S PORT INITIATIVEPLAN IS ALREADY REAPING RESULTS as hewitnessed rsthand on Saturday, October 22nd.The Governor boarded the tugboat Patricia Ann asa guest o John and Adam Wronowski, owners o Cross Sound Ferry and Thames Shipyard, along withother legislative and community leaders to begina tour o the company’s marine acilities. At itsAugust meeting, the State Bond Commission withthe Governor chairing, approved a $2 million bondauthorization to provide unding to the shipyard orits third phase o capital improvements to includedredging, bulk heading and the local match toa nearly $1.5 million ederal grant the yard wasawarded last year to expand one o its dry-docks.
The CMC and New Haven Port Authority created the touror state ofcials to increase their understanding o Connecticut’s strategic intermodal deep water ports.
Ater the tour, State Senator Andrew Maynardcommented,
“The ports tour was extremely helpul andprovided me with a better understanding o the existing inrastructure and the enormous potential o CT’s ports. Iam eager to have colleagues rom the TransportationCommittee and others have the beneft o seeing frst handthe potential o our three major ports. The port study andmarketing analysis underway will help us determine how to get the most bang or the buck rom both inrastructureinvestments and marketing. These are enormous economic generators and I intend to continue to push aggressively or additional investments in all three o ports.”
U.S. Congressman Joe Courtney, Connecticut Maritime CoalitionExecutive Director William Gash, New Haven Port Authority Director Ms. Judi Sheiele, State Senator Andrew Maynard onboardGateway Terminal tug ‘Outrageous’ at CMC Port Tour o New Havenon Sept. 27, 2011. Photo by Mr. Cutter Oliver Governor Dannel P. Malloy, State Senator Andrew Maynard, John and Adam Wronowski, Thames Shipyard. Photo by Stan Mickus.
Government Ofcials Participate in CMC’s Deep Water Ports Touro New Haven and Bridgeport
As the tug made its way past State Pier and up tothe shipyard, the Governor, who was making his thirdtrip to the port o New London in the past year, took inthe vast potential o this deepwater port. Upon arrivingat the yard, the tug docked alongside the company’slarge dry-dock where the Governor was greeted byabout 30 employees and a large banner that read“Governor Malloy, thank you or supporting our jobs.”The Governor shook hands and took time out or photoswith the employees and received an update rom theWronowski’s on the work being done to expand thedry-dock, currently in the larger dry-dock ater beinghauled a ew weeks ago. The dry-dock is split in hal andawaiting new mid and end sections to both widen andlengthen the dock. The preabricated sections were tiedup to an adjacent pier. The Governor was also shownwhere dredging will soon commence to enlarge theootprint or the newly expanded dry-dock, along withthe other planned dredging at the yard. Ater about 20minutes, the Governor boarded the tug or the trip backto the erry terminal.Thus ar, the project has resulted in almost 20 new jobs and more are expected as the yard expands itswork capacity.Thames Shipyard perorms repair and maintenanceservices to commercial vessels all along the easternseaboard and has been owned by the Wronowski’ssince 1967. 
Governor Malloy SupportsConnecticut’s Maritime Industry
At the October 28th Bond Commission Meeting, thecommission members unanimously approved Item No.3 (DOT) allocating the $1.8 million or Grants-in-aid or
improvements to ports and marinas, including dredging and navigational direction, provided $1,000,000 shallbe used to conduct a study o the strategy or economicdevelopment in the New Haven, New London andBridgeport ports.
The unds will be used to nance Phase1 o studies or the dredging site disposal designation o the Eastern Long Island Sound disposal site or dredgedsediment. This project will include data compilation,oceanographic, economic and archeological studies andsedimentation characterization and tissue chemistry.
A Tale o Two Maritime Places
by Mr. Donald B. Frost, Deputy Editor
In between oreign trips when I was sailing as a ship’socer I worked as a cargo mate or Grace Lines andGrace Lines Terminal (Pier 57 on the west side o Manhattan at 17
Street). Although we didn’t know itat the time, this was the swan song o the break bulkliner business. The ships, although larger, were mostly o World War II design updated with better accommodations,cargo gear and tted with rerigerated cargo capacity. NewYork’s harbor was humming with activity.Below the passenger terminals around 42-46
street,the west side o Manhattan was home to U.S. Lines,Grace Lines, Holland America Line, United Fruit Line andothers that escape my memory. The tip o Manhattanas it meets the East River had Brazil’s NETUMAR andother Lines. The Brooklyn side piers (Brooklyn MarineTerminal and Red Hook Terminal) were very active. Therewere thirty or more berths between the Erie Basin andthe Brooklyn Army Terminal. Ships requented StatenIsland’s Bush Terminal and the New Jersey berths romthe Bayonne Army Terminal (or MOT B) to West New Yorkhad ship trac. All this is gone. Why?Most o the NY piers were owned and/or operatedby either the bi-state Port Authority o New York and NewJersey (a.k.a. the PA) or the NY City Dept o Marine andAviation. As the period I outline above was ending cityplanners were struggling with the growing populationo New York, and the contest or land use betweenthe piers and terminals, housing, recreation, retailand commerce in general. This was Robert Moses’nest hour and it was his vision, driven by the need tomove trac through Manhattan that probably spelledthe demise o shipping in Manhattan. Port plannersrecognized that shipments were becoming bigger andthe method o cargo handling had to change. This wasthe idea that was soon to be containerization.
There was also a political battle brewing between theCity’s Dept o Marine and Aviation and the PA over whichorganization would be the lead planning agency or the port.
Governor Malloy Visits New London’s Thames Shipyard 
continued rom page 1
Read Deep Water Port
online at www.ctmaritime.com
continued on page 3
CMC Membership Includes DiverseState Maritime Interests
Organized in 2000, the Connecticut Maritime Coalitionis a non-prot trade association advocating orConnecticut’s Maritime Industry. Our members include:
Briarpatch Enterprises, Inc.
Joseph Gilbert, 203.876.8923, hiddenemp@aol.com
 The Bridgeport & Port Jefferson Steamboat Company 
Frederick Hall, 631-473-0286, FHall@McAllisterTowing.com
Blakeslee Arpaia Chapman, Inc.
John Fucci, 203-483-2954, jfucci@BAC-INC.com
Cross Sound Ferry Services, Inc.
Adam Wronowski, 860-625-4824, adam@longislandferry.com
Connecticut Maritime Association, Inc.
Donald Frost, 203-406-0106, dbfrost@optonline.net
Connecticut State Pilots, Inc.
Capt. Charles Jonas, 516-319-5069, cpjonas@optonline.net
Empire Fisheries, LLC
Joseph Gilbert, 203-876-8923, hiddenemp@aol.com
Gateway Terminal
Tom Dubno, 203-467-1997, tdubno@gatewayt.com
GZA GeoEnvironmental, Inc.
Dan Kinard, 860-286-8900, dan.kinard@gza.com
Interport Pilots Agency, Inc.
Captain Louis Bettinelli, 732-787-5554, loubett@optonline.net
Moran Towing Corporation
Aislinn Pitchford, 203-442-2800, aislinn@morantug.com
New England Shipping Company, Inc.
David Pohorylo, 203-467-2423, dpohorylo@newenglandshipping.com
New Haven Port Authority 
Judi Sheiffele, Ex.Dir., 203-946-6778, JSheiffe@newhavenct.net
New Haven Terminal
Michael Vasaturo, 203-468-0805, vpusec@aol.com
Port Security Services
Ralph Gogliettino, 203-410-5085, Ralph@portsecurity.us
Santa Energy Corporation
 Thomas Santa, 203-362-3332, SantaT@santaenergy.com
Schooner, Inc.
 Kristen Andrews, 203-865-1737,kristen.andrews@schoonerinc.org
 Thames Towboat Co.
Richard MacMurray, 860-443-7394,rich@longislandferry.com
 Thames Shipyard & Repair Co.
Stan Mickus, 860-460-8437,stanmickus@longislandferry.com 
Underwater Construction Corporation
James Swiggart, 860-853-8956, jswiggart@uccdive.com
I am told that the PA wanted to move most o the port’s cargooperations to New Jersey where there was better access torailroads as well as the new New Jersey Turnpike. The Citybalked and the PA acted. The emergence o containerizationshortly aterward sealed the ate o New York’s piers.
Containerization is great or moving a lot o cargoquickly at reasonable cost, but it requires a lot o space.Space to receive the boxes beore they are loadedaboard a ship, space to receive the boxes that are onthe arriving ship, space to store the arriving boxes beorethey are picked up, space to segregate import and exportcontainers, space or trucks, space or gates through whichthe trucks will pass while their paper work is processedand space or security inspections. I am probably orgettinga ew other space needs, but the ones listed here justspeak to the needs o the boxes.The ships need space also. They need places to anchor,to turn around, to take on uel and/or perorm minor repairs.O course they need places to dock the ships also knownas berths. The berth needs o containerships are ar moretime sensitive than those o the old break bulk liner shipsI sailed. The key to the success o containerization is thetotal transportation system and its ability to keep cargofowing. A slow down or stop doesn’t only cost ship time, butalso stevedore labor time, truck and driver time, “checker”(paper processing) time, rail interace time, and a greatlyundervalued expense --- the time-value o inventory in-transit.Add the cost o ships’ pilots waiting, the cost o tug boatswaiting, the cost o security and cargo inspection regimeswaiting. It is the cumulative cost o all these unctions thatmakes having a berth available immediately upon arrival soimportant. That usually means to assure berth availabilityon arrival more than one berth is needed or each service orcarrier. That is --- more port space is needed.Manhattan doesn’t have this space and New Jerseydoes. Is there a lesson here or Connecticut? Space isnot the only issue in evaluating the viability o a containerport, but it is certainly among the rst considerations.The demand or service and cargo volume is probably themost important.
Vessel fueling throughout New England
All fuel grades: ULSD, MDO, MGO, IFO, Bunker “C”U.S.C.G Certified
Two Maritime Places
continued rom page 2

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