New York’s plans for offshore renewable energy are moving along. Yesterday, BOEMRE held its first offshore renewable energy task force meeting in partnership with New York’s Office of the Governor. The task
The award is the first made to Allied Defense,which has long been trying to resurrect Mare Island’s closed dry docks.
The two Suisun Bay ships could be delivered to two of the former naval shipyard’s dry docks as early as next month. But the Mare Island Strait must be dredged first.
The Reporter, Vacaville, Calif., quotes Jay Anast, Allied Defense Recycling business operations director as saying that dredging will begin soon after the San Francisco Bay Conservation and Development Commission grants a project permit,
The Reporter says the company received its overall environmental permits in recent months. It also signed a lease with dock owners Lennar Mare Island in August, and was qualified to bid on ship recycling contracts at the end of September.
The Maritime Administration offered Allied Defense Recycling a “no-bid” contract, citing delays and funding issues in its partnership with a Bay Area ship-cleaning facility that prepares ships for dismantling outside the area, according to The Reporter.
“The Obama Administration is running full-speed ahead in its commitment to cleaning up the Suisun Bay Reserve Fleet,” said U.S. Transportation Secretary Ray LaHood. “These contracts will help the local economy while advancing our mission of maintaining the Fleet in a safe and environmentally-sound manner.”
In October 2009, the Obama Administration called for expedited cleanup of the fleet site and improved protection of the unique marine environment and surrounding bayside communities, setting a goal of removing 57 ships by September 30, 2017. Eleven ships were removed in the past year, surpassing the planned schedule of removing 10 ships in 2010.
“This is further evidence of our commitment to clean up Suisun Bay,” said Maritime Administrator David Matsuda. “The Mare Island recycling facility will bolster our efforts to remove obsolete ships and reduce environmental risks to the Bay.”
MARAD currently cleans the hulls of obsolete ships before towing them nearly 5,000 miles through the Panama Canal to recycling facilities on the Gulf of Mexico or Atlantic coasts. Using the former Mare Island Naval Shipyard site will enable the ships to be recycled while avoiding the lengthy tow to ship recyclers in other areas.
In the past MARAD has sent ships for disposal to recyclers as far away as the U.K. provoking protests and headlines about “ghost ships” and “toxic ships.”
November 10, 2010
At trial earlier this month, the evidence revealed that Sin’s blood alcohol level was more than twice the legal limit.
U.S. Magistrate Judge J. Richard Creatura imposed the sentence October 25 in U.S. District Court in Tacoma, Wash.
According to testimony at trial, the coast guard inspection team had difficulty boarding the STX Daisy in the early morning hours of April 14, 2010, as Captain Sin failed repeatedly to follow their instructions. The ten member inspection crew needed to board the 20 ton freighter from a small inflatable boat during three foot swells. Once on board, Captain Sin continued to have difficulty providing the records required, and a review determined he had no usable charts of Puget Sound. The ship was ordered to Port Angeles. Sin was given a breath test, which revealed his blood alcohol level was more than twice the legal limit for being in command of a vessel. A search of the ship determined that significant quantities of Korean whisky had been consumed by Sin and one other officer.
In asking for a significant sentence, the government noted the potential for disaster with a drunk captain aboard a 20,763 gross tons freighter.
“The consequences of an accident that may have occurred due to the defendant’s intoxication could have been catastrophic. The defendant’s intended journey through the Straits of Juan de Fuca and down the Puget Sound to Olympia covered over 205 miles through areas characterized by narrow channels and strong currents. More importantly, the defendant’s intended track crossed no less than six Washington State Ferry routes, the Tacoma Narrows Bridge, and many areas of high commercial shipping and recreational boating activity. The defendant’s ship, carrying large quantities of fuel oil posed further risk to the marine environment. In the interest of public safety, a strong sentence is warranted to deter future mariners from following in this defendant’s wake,” the Assistant U.S. Attorneys wrote in their sentencing memo.
The case was investigated by the U.S. Coast Guard and was prosecuted by Assistant United States Attorneys Matthew Thomas and David Reese Jennings, and by Special Assistant United States Attorney Marc Zlomek. Mr. Zlomek is a Lieutenant Commander and an attorney with the U.S. Coast Guard.
At trial earlier this month, the evidence revealed that Sin’s blood alcohol level was more than twice the legal limit.
U.S. Magistrate Judge J. Richard Creatura imposed the sentence October 25 in U.S. District Court in Tacoma, Wash.
According to testimony at trial, the coast guard inspection team had difficulty boarding the STX Daisy in the early morning hours of April 14, 2010, as Captain Sin failed repeatedly to follow their instructions. The ten member inspection crew needed to board the 20 ton freighter from a small inflatable boat during three foot swells. Once on board, Captain Sin continued to have difficulty providing the records required, and a review determined he had no usable charts of Puget Sound. The ship was ordered to Port Angeles. Sin was given a breath test, which revealed his blood alcohol level was more than twice the legal limit for being in command of a vessel. A search of the ship determined that significant quantities of Korean whisky had been consumed by Sin and one other officer.
In asking for a significant sentence, the government noted the potential for disaster with a drunk captain aboard a 20,763 gross tons freighter.
“The consequences of an accident that may have occurred due to the defendant’s intoxication could have been catastrophic. The defendant’s intended journey through the Straits of Juan de Fuca and down the Puget Sound to Olympia covered over 205 miles through areas characterized by narrow channels and strong currents. More importantly, the defendant’s intended track crossed no less than six Washington State Ferry routes, the Tacoma Narrows Bridge, and many areas of high commercial shipping and recreational boating activity. The defendant’s ship, carrying large quantities of fuel oil posed further risk to the marine environment. In the interest of public safety, a strong sentence is warranted to deter future mariners from following in this defendant’s wake,” the Assistant U.S. Attorneys wrote in their sentencing memo.
The case was investigated by the U.S. Coast Guard and was prosecuted by Assistant United States Attorneys Matthew Thomas and David Reese Jennings, and by Special Assistant United States Attorney Marc Zlomek. Mr. Zlomek is a Lieutenant Commander and an attorney with the U.S. Coast Guard.
Designed to secure cargo, equipment and vehicles in the JHSV’s mission bay, the all-aluminum tie downs are 50 percent lighter than conventional steel tie downs. The tie downs will be manufactured from high-strength aluminum by Alcoa’s facility in Auburn, Ind.
Collaboratively developed by Alcoa and Austal USA, the all-aluminum tie downs were designed to replace traditional steel tie downs, which require a more expensive, complex, labor-intensive process for joining and installation. The aluminum tie downs offer the same structural strength and performance as steel at a fraction of the weight and installed cost. Additionally, the aluminum tie downs enhance the long-term durability and structural integrity of the JHSV because, unlike steel, they will not produce galvanic corrosion when attached to the JHSV’s aluminum deck.
“We are now applying decades of experience in creating subassemblies for a variety of industries to build innovative, high-quality marine structures,” said Scott R. Kerns, vice president and general manager, Alcoa Transportation Products. “Alcoa makes it easier and more affordable for shipyards to integrate aluminum structures in their vessels.”
The announcement of the tie down subcontract follows Alcoa being awarded the subcontract for sheet and plate for the JHSV.
Designed to secure cargo, equipment and vehicles in the JHSV’s mission bay, the all-aluminum tie downs are 50 percent lighter than conventional steel tie downs. The tie downs will be manufactured from high-strength aluminum by Alcoa’s facility in Auburn, Ind.
Collaboratively developed by Alcoa and Austal USA, the all-aluminum tie downs were designed to replace traditional steel tie downs, which require a more expensive, complex, labor-intensive process for joining and installation. The aluminum tie downs offer the same structural strength and performance as steel at a fraction of the weight and installed cost. Additionally, the aluminum tie downs enhance the long-term durability and structural integrity of the JHSV because, unlike steel, they will not produce galvanic corrosion when attached to the JHSV’s aluminum deck.
“We are now applying decades of experience in creating subassemblies for a variety of industries to build innovative, high-quality marine structures,” said Scott R. Kerns, vice president and general manager, Alcoa Transportation Products. “Alcoa makes it easier and more affordable for shipyards to integrate aluminum structures in their vessels.”
The announcement of the tie down subcontract follows Alcoa being awarded the subcontract for sheet and plate for the JHSV.
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