United States Air and Radiation EPA420-R-99-020
Environmental Protection September 1999
Agency
vvEPA Commercial Marine
Activity for Deep Sea
Ports in the United States
Final Report
> Printed on Recycled Paper
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EPA420-R-99-020
September 1999
for
in the
Assessment and Modeling Division
Office of Mobile Sources
U.S. Environmental Protection Agency
Prepared for EPA by
ARCADIS Geraghty & Miller, Inc.
NOTICE
This technical report does not necessarily represent final EPA decisions or positions.
It is intended to present technical analysis of issues using data which are currently available.
The purpose in the release of such reports is to facilitate the exchange of
technical information and to inform the public of technical developments which
may form the basis for a final EPA decision, position, or regulatory action.
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COMMERCIAL MARINE
ACTIVITY FOR DEEP SEA
PORTS IN THE UNITED
STATES
Final Report
30 June 1999
PREPARED FOR
U.S. Environmental Protection
Agency
Assessment & Modeling Division
2000 Traverwood Drive
Ann Arbor, Michigan 48105
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Commercial Marine Activity
for Deep Sea Ports in the
United States
Final Report
Prepared for:
U.S. Environmental Protection Agency
Assessment & Modeling Division
2000 Traverwood Drive
Ann Arbor, Michigan 48105
Prepared by:
ARCADIS Geraghty & Miller, Inc.
555 Clyde Avenue
Mountain View
California 94043
Tel 650 9615700
Fax 650 254 2496
OurRef:
SJ007264
Date:
30 June 1999
Authors:
Louis Browning
Kassandra Genovesi
Penny Hill
Diana Popek
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This report and the information and data described herein have been funded by the USEPA
under Contract 68-C6-0068, Work Assignments 0-06, 1-05, and 2-01. It is being released for
information purposes only. It may not reflect the views and positions of the USEPA on the
topics and issues discussed, and no official endorsement by USEPA of the report or its
conclusions should be inferred.
This report has not been peer reviewed.
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TABLE OF CONTENTS
SECTION 1 INTRODUCTION TO COMMERCIAL MARINE ACTIVITY 1-1
1.1 MARINE INVENTORY BACKGROUND 1 -1
1.2 DATA SOURCES FOR COMMERCIAL MARINE INVENTORIES 1 -1
1.3 APPROACH TO COMMERCIAL MARINE INVENTORIES 1-4
1.4 REPORT ORGANIZATION 1-6
SECTION 2 TOP 150 PORTS 2-1
2.1 PURPOSE 2-1
2.2 DATA SUMMARIZED AND EXPLAINED 2-1
2.3 DATA ORIGINS AND DETAILS 2-5
SECTION 3 TYPICAL PORTS 3-1
3.1 PURPOSE 3-1
3.2 MARINE EXCHANGE/PORT AUTHORITY DATA 3 -2
3.3 LLOYDS MARITIME INFORMATION SERVICE 3-6
3.3 PILOT DATA 3-7
3.3 CALLS, TRIPS, AND SHIFTS 3-7
SECTION 4 METHODOLOGY FOR DEEP-SEA PORTS 4-1
4.1 OUTLINE OF METHODOLOGY 4-2
4.2 METHODOLOGY 4-3
4.3 ALLOCATING TYPICAL PORT CHARACTERISTICS TO A 4-10
MODELED PORT
SECTION 5 DATA QUALIFIERS 5-1
5.1 QUALIFIERS FOR THE TOP 90 DSPS, USAGE, AND CENSUS 5-1
BUREAU DATA
5.2 QUALIFIERS FOR THE TYPICAL PORTS AND MEPA DATA 5-5
5.3 QUALIFIERS TO DETERMINING THE TIME-IN-MODES 5-6
SECTION 6 PORTS OF THE LOWER MISSISSIPPI RIVER - GULF OUTLET
TO BATON ROUGE, LA 6-1
6.1 DATA 6-1
6.2 TIME-IN MODE CALCULATIONS 6-3
6.3 DATA QUALIFIERS 6-5
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TABLE OF CONTENTS
SECTION 7
7.1
7.2
7.3
SECTION 8
8.1
8.2
8.3
SECTION 9
9.1
9.2
9.3
SECTION 10
10.1
10.2
10.3
SECTION 11
11.1
11.2
11.3
SECTION 12
CONSOLIDATED PORT OF NEW YORK AND PORTS ON THE
HUDSON RIVER INCLUDING ALBANY, NJ
DATA
TIME-IN-MODE CALCULATIONS
DATA QUALIFIERS
PORTS ON THE DELAWARE RIVER INCLUDING
PHILADELPHIA, PA
DATA
TIME-IN-MODE CALCULATIONS
DATA QUALIFIERS
PORTS OF THE PUGET SOUND INCLUDING SEATTLE, WA
DATA
TIME-IN-MODE CALCULATIONS
DATA QUALIFIERS
PORT OF CORPUS CHRISTI, TX
DATA
TIME-IN-MODE CALCULATIONS
DATA QUALIFIERS
PORT OF TAMPA, FL
DATA
TIME-IN-MODE CALCULATIONS
DATA QUALIFIERS
BALTIMORE HARBOR, MD
12.1 DATA
12.2 TIME-IN-MODE CALCULATIONS
12.3 DATA QUALIFIERS
SECTION 13 PORT OF COOS BAY, OR
13.1 DATA
13.2 TIME-IN-MODE CALCULATIONS
13.3 DATA QUALIFIERS
SECTION 14 TUG POPULATION AND CHARACTERISTICS
7-1
7-1
7-3
7-6
8-1
8-1
8-3
8-6
9-1
9-1
9-3
9-6
10-1
10-1
10-3
10-4
11-1
11-1
11-3
11-5
12-1
12-1
12-3
12-6
13-1
13-1
13-2
13-4
14-1
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TABLE OF CONTENTS
SECTION 15
SECTION 16
SECTION 17
APPENDIX A
APPENDIX B
B.I
B.2
B.3
B.4
B.5
B.6
B.7
APPENDIX C
FERRY POPULATION AND CHARACTERISTICS
RECOMMENDATIONS
REFERENCES
DATA FIELD DESCRIPTIONS
DETAILED PORT DESCRIPTIONS
DETAILED PORT INFORMATION ON THE PORTS OF THE LOWER
MISSISSIPPI RIVER - GULF OUTLET TO BATON ROUGE, LA
DETAILED PORT INFORMATION ON THE CONSOLIDATED PORT
OF NEW YORK AND PORTS ON THE HUDSON RIVER INCLUDING
ALBANY, NY
DETAILED PORT INFORMATION ON THE PORTS ON THE
DELAWARE RIVER INCLUDING PHILADELPHIA, PA
DETAILED PORT INFORMATION ON THE PORTS OF THE PUGET
SOUND INCLUDING SEATTLE, WA
DETAILED PORT INFORMATION ON THE PORT OF CORPUS
CHRISTI, TX
DETAILED PORT INFORMATION ON THE PORT OF TAMPA, FL
DETAILED PORT INFORMATION BALTIMORE HARBOR, MD
DETAILED PORT INFORMATION ON THE PORT OF COOS BAY,
OR
PORT CONTACT INFORMATION
15-1
16-1
17-1
A-l
B-l
B-ll
B-19
B-25
B-35
B-39
B-43
B-47
C-l
TABLE OF FIGURES
FIGURE 2-1 TOP 25 0 PORT DATA SOURCES AND ACTION STEPS
FIGURE 3-1 DATA SOURCES AND RELATIONSHIPS FOR TYPICAL PORTS
FIGURE 3-2 VESSEL MOVEMENTS WITHIN AN MEPA
2-3
3-1
3-8
in
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SECTION 1
INTRODUCTION TO COMMERCIAL MARINE ACTIVITY
This report is Volume I of a two volume report on commercial marine activity in the United States
developed by ARCADIS Geraghty & Miller, Inc., forthe U.S. Environmental Protection Agency (EPA), Office
of Mobile Sources. This Volume addresses commercial marine activity at selected Deep-Sea Ports (DSPs), and
Volume II addresses commercial marine activity at selected inland river and Great Lake ports.
1.1 MARINE INVENTORY BACKGROUND
The purpose of this report is to present a basis for quantifying and qualifying operational characteristics
of commercial marine activity at major DSPs in the U.S. This report details work performed under work
assignment (WA) 1-05, a continuation of WA 0-06, of Contract 68-C6-0068, begun in fiscal year 1997 by
ARCADIS Geraghty & Miller for the EPA. The activity profiles developed herein may be used to quantify
emissions from DSPs in the United States. EPA eventually plans to use data derived from these activity profiles
as default inputs to EPA's NONROAD model.
As air emission inventories become more precise, it becomes necessary to chronicle all types of
activities that could impact air quality. Because marine vessel emissions are believed to be a significant portion
of the emission inventory, their operations and emissions must be better understood before the true impact of
marine emissions on air quality can be assessed. Marine vessel activities have been investigated in the past, but
in general these studies focused on only a few ports or made assumptions about all vessels based on data for
only a few ship-types. This report will help EPA to assist state and local air pollution control agencies in
forming a more precise picture of commercial marine activity at DSPs, a large contribution to overall marine
activity, and may help in devising incentive programs and regulations to reduce emissions from the marine
sector.
1.2 DATA SOURCES FOR COMMERCIAL MARINE INVENTORIES
A set of ports were selected for detailed analysis in this report. These ports are referred to as Typical
Ports throughout this document. Data on the Typical Ports were available from Marine Exchanges and Port
Authorities (MEPAs) associated with each Typical Port. Often, one MEPA would have data on more than one
Typical Port. The MEPA Areas shown in Table 1-1 were selected because they contain Typical Ports which
are fairly representative of the various types of ports found in the U.S. and because they had data available in
electronic format. Three east coast areas, three gulf coast areas, and two west coast areas were selected as
MEPA Areas containing Typical Ports. Methodology to extrapolate these Typical Ports activity profiles to other
ports in the U.S. that are similar in nature to the Typical Ports has also been developed within this report.
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Table 1-1. MEPA Areas containing Typical Deep-Sea Commercial Marine Ports
MEPA Areas
Lower Mississippi River Ports -
Including New Orleans, Port
of Southern Louisiana, Port
of Plaquemines, and Port of
Baton Rouge, LA
Consolidated Ports of New York
and New Jersey - Including
Albany and other ports on the
Hudson and Elizabeth Rivers
Delaware River Ports - Including
Philadelphia, PA, Camden,
NJ, Wilmington, DE
Puget Sound Area Ports -
Including Seattle, Tacoma,
Olympia, Bellingham,
Anacortes, Grays Harbor,
WA
Corpus Christi, TX
Coos Bay, OR
Patapsco River Ports - Including
Baltimore Harbor and
anchorages at Annapolis, MD
Port of Tampa, FL
Major Waterways
Mississippi River
Upper New York Bay,
Newark Bay, Hudson
River, Arthur Kill
River, Kill van Kull
River, and East River
Delaware River
Puget Sound
Nueces Bay and River
Coos Bay
Parts of the
Chesapeake Bay, the
Patapsco River, and
Marley Creek
Tampa Bay
Ocean Access
Gulf of Mexico to the Atlantic
Raritan Bay, Lower New York Bay, or
Long Island Sound to the Atlantic Ocean
Delaware Bay to the Atlantic Ocean
Strait of Juan de Fuca or Strait of
Georgia to the Pacific Ocean
Corpus Christi Bay to the Gulf of
Mexico
Coos Bay to Pacific Ocean
Chesapeake Bay to the Atlantic Ocean or
Chesapeake and Delaware Ship Canal to
the Delaware River
Tampa Bay to the Gulf of Mexico
In addition to the MEPA Areas listed in Table 1-1, a report prepared by Acurex Environmental
Corporation (the former name of ARCADIS Geraghty & Miller) for the South Coast Air Quality Management
District (SCAQMD) details vessels and activities at the Ports of Los Angeles and Long Beach. The report is
titled "Marine Vessel Emissions Inventory and Control Strategies" (Reference 1-1). In addition, ARCADIS
Geraghty & Miller developed less detailed activity profiles (cumulative trips and tonnage organized by ship-
type) for the Top 95 DSPs in the U.S. The DSP data can then be used for applying Typical Port activity data
to other of the DSPs.
Varied data sources were used to collect the data for this report. Four different databases, augmented
with information from pilots and other experts, were used to find the data used to characterize the Typical and
DSPs. The data sources, and a brief explanation of the data uses, are listed below. For amore detailed discussion
of the data, refer to the sections referenced below and also to Appendix A.
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• United States Army Corps of Engineers - The Waterborne Commerce Statistics Center of the United
States Army Corps of Engineers (USAGE) provided data used to develop total domestic trips and total
domestic tonnages for the DSPs in the U.S. (See Section 2)
• United States Bureau of Census (Census Bureau) - Data provided on the Navigation Data Center
Publications and U.S. Waterway Data CD by the Census Bureau were used to develop the total foreign
trips and tonnages for the DSPs in the U.S. (See Section 2)
• Marine Exchange/Port Authority (MEPA) - Data were obtained from these port-specific sources to
develop vessel movement data for each Typical Port (See Section 3 and Sections 6 through 13).
• Lloyds Maritime Information Service (LMIS) - Data were provided from the Lloyds Register on vessel
characteristics such as horsepower and engine speed. These data were matched with the vessel data
from the MEPAs. (See Section 3)
• Pilot Data - Tide books and communications with the pilots were used to estimate distance and speed
data within the Typical Ports. These data were used with the MEPA data to develop time-in-modes (See
Section 3 and Sections 6 through 13).
Port Series Reports - Reports covering the principal U.S. coastal, Great Lakes, and inland ports are
compiled and published by the Ports and Waterways Division, Water Resources Support Center,
USAGE. The data in these reports were used in conjunction with pilot data to develop the detailed port
data in Appendix B.
The relationships between these data sources are shown in Figure 1-1.
The data listed above and shown in Figure 1-1 were used to determine how a ship-type operates in each
Typical Port, how many of each ship-type called on the Typical Port in the given year, and the characteristics
of the ship-type. These data will be used in with the appropriate emission factors to determine the emissions per
ship-type for each mode of operation in the given year. This report provides ship-type categories as well as the
values to use for the number of calls per year, the average time-in-mode, and the average rated horsepower.
Other factors needed for determining emission inventories, such as the load factors and emission factors, are
not discussed in this report.
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USAGE (domestic)
Census Bureau
(foreign)
MEPA
LMIS
Pilot Data
Top 95 DSP trips
and tonnages (by
ship type)
Typical Ports
time-in-mode and
vessel
characteristic data
(by ship type, engine
type, and DWT)
Time-in-mode
and vessel
characteristic
data for deep-
sea, Top 95
DSPs
Figure 1-1. Data source relationships for commercial marine inventory
1.3 APPROACH TO COMMERCIAL MARINE INVENTORIES
The calculation of a commercial marine inventory will use a different approach than that used for the
othertypes of nonroad equipment. For othertypes of nonroad equipment, EPA's NONROAD model starts with
a national population and allocates it to the local level using various surrogate data related to a given category
or type of equipment, such as census, sales, or licensing and registration data. This type of allocation is not
possible for the commercial marine module because there is no reliable population inventory of commercial
marine vessels. Vessels built and sold in one area are not necessarily used in that area, and many deep-sea
vessels are registered with countries other than the U.S. Marine engines operate over great distances, and are
thus often far from their home ports. Although various estimates of commercial marine engine populations exist,
the contribution of these engines to air quality will vary based on their operational characteristics. For example,
a 2,000-hp diesel marine engine will operate one way on atowboatthat frequently changes speed and direction
over short trips, and operate in a completely different way on a tanker vessel that may travel hundreds of hours
at steady power on each trip. For all of these reasons, it is not possible to develop marine activities and emission
profiles based on population estimates alone.
Our approach to the deep-sea component of the commercial marine inventory relies on a detailed
analysis of a set of Typical Ports to be used in conjunction with less detailed data on the Top 95 DSPs in the
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U.S. This approach provides a clear summary of the major DSPs as well as a more detailed analysis of the
Typical Ports. The foundations of this approach are the activity data for the Typical Ports that give information
on vessel equipment such as power, speed, and age as well as information on vessel movements. Thus, an air
emissions modeler can determine average emissions based on emission characteristics developed from the
average modes of operation. In order to develop the activity data, this report does the following:
Lists the Top 95 DSPs in the U.S. as determined by cargo tonnage for 1995 by the USAGE
Provides an inventory of the number of trips, by vessel type, at the Top 95 DSPs in the U.S. for 1995
• Provides an inventory of the tons of cargo handled, by vessel type, at each of the DSPs in the U.S. for
1995
• Provides Federal Information Processing Standard (FIPS)1 codes forthe DSPs in the U.S. Each county
has a unique FIPS code, and the county names are also given for each county within a port
• Provides detailed data, collected from the ports themselves, on vessel movements for eight MEPA
Areas containing a total of 25 Typical Deep-Sea Ports for 1996
Provides vessel characterizations, by vessel type, for the MEPA Areas including such equipment
details as propulsion horsepower, vessel speed, and engine age
For each MEPA Area, provides avessel category breakdown of each ship-type into deadweight tonnage
(DWT) and engine type categories
Breaks down each vessel category' s speeds into four speed ranges, or modes, and provides the time-in-
mode for each vessel category
Provides amethodology for allocating time-in-mode activity data from a Typical Port to a Modeled Port
An activity scenario for each Typical Port is specified in terms of categories of vessels, number of
vessels in each category for the given year (1996), and the average number of hours per call for each ship-type
category at each of the time-in-modes associated with cruising, reduced speed, maneuvering, and hotelling. The
time-in-mode values developed forthe Typical Ports were based on actual activity information acquired directly
from the MEPAs. The ship characteristics and time-in-mode data can be used to develop default operating time-
in-modes for other DSPs based on similarities between a given DSP and a given Typical Port. This will yield
a more easily obtained and more accurate estimate of vessel emissions for a wide range of ports than has been
available in the past.
To develop a DSP emissions inventory, a modeler will seek out the Typical Port most like the port to
be modeled. This port of interest is defined as the Modeled Port in this report. Time-in-mode and vessel
FIPS codes are distinct, unique, numeric identification codes assigned to each county by the U.S. government.
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characteristics by ship-type will be available for the Typical Port and the modeler can either use these as the
Modeled Port's default values or specify values specific to the Modeled Port, if such data are available. Thus,
a state or local agency would have the option of using either locally available time-in-mode characteristics
unique to the Modeled Port or to use the default values from a Typical Port that most closely resembles the
Modeled Port.
This report is intended for use by EPA in developing activity profiles for deep-sea commercial vessels
at U.S. ports. These profiles will then be used with emission factors to develop emission profiles for deep-sea
ports. This report can also be used to facilitate data gathering and modeling efforts at the state and local levels
by providing an understanding of the data that was gathered and used in this report.
1.4 REPORT ORGANIZATION
Two tasks in WA 1-05 are detailed in this draft report. Task 1 concerned an activity list for the DSPs
in the U.S. A list of these ports was compiled under WA 0-06 and is presented in this report by ship-type with
the number of trips per port and cargo tonnage per port. Task 2 consisted of finding and documenting data from
the MEPAs for large deep-sea ports, typical international ocean ports, and typical domestic ocean ports. This
report presents data from eight MEPA Areas, each containing one or more of the DSPs. WA 1-05 also asked
for data on the Great Lakes ports and major river ports. Although efforts were made to obtain reliable data for
the Great Lakes, the Upper Mississippi River, and the Ohio River, data for these regions proved to be difficult
to obtain and those data that were obtained were in formats very dissimilar to the data received for the deep-sea
ports. A separate report entitled "Volume II - Activity Profiles at U.S. River and Lake Ports" addresses these
waterway regions.
This report is organized into 17 sections. Section 1 is this introduction to the purpose and organization
of the report. Section 2 is a presentation of the DSP data, data sources, and methodology for developing the data.
Section 3 is a presentation of the Typical Ports used in this study, operations in a Typical Port, and a summary
of the data obtained from the LMIS. Section 4 is a discussion of the methodology to be used to allocate MEPA
Area data to the DSPs. Section 5 presents data qualifiers for Sections 2, 3, and 4. Sections 6 through 13 each
present detailed data on one of the deep-sea MEPA Areas which contain the Typical Ports. Section 14 provides
information on the tugboats and pushboats (tugs) currently used at each of the Typical Ports. Section 15
provides information on ferries currently used at each of the Typical Ports. Section 16 provides
recommendations for future work. References for each of the sections follows in Section 17. In addition, the
following Appendices are included at the end of the report. Appendix A gives descriptions for each field
purchased from each MEPA. Appendix B gives detailed port information on each port in this report. Appendix
C lists ports contacted, with contact information for each port and the results of the communication.
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SECTION 2
TOP 95 DEEP-SEA PORTS
2.1 PURPOSE
The data on the DSPs will be used to:
• Rank the DSPs in the U.S. as determined by 1995 cargo tonnage records
• Provide an inventory of the number of trips, by vessel type, for 1995 at the DSPs in the U.S.
• Provide an inventory of the tons of cargo handled in 1995, by vessel type, at each of the DSPs in the
U.S.
Determine county affiliations and federal county codes for the DSPs in the U.S. (for allocation
purposes)
Allow an estimation of activity at each of the DSPs when coupled with the information presented in
Sections 6 through 13 for the Typical Ports.
2.2 DATA SUMMARIZED AND EXPLAINED
Before looking closely at the ship-types and the cargo tonnages, it is necessary to review the language
of vessel movements. The terms most commonly used in the USAGE data are given and defined in Table 2-1.
Table 2-1. Vessel movements described
Term
Definition and Explanation
Port
A defined area of marine commerce within a navigable body of water. Ports have distinct
boundaries but may be nearly 100 miles long in some instances. Port and waterway codes may
be identical. They differ when a port is on a waterway that has more than one port on the
waterway. For instance, the Port of New Orleans has port/waterway code 2251 and is located
on port/waterway code 6032, Mississippi River, New Orleans to Mouth of Passes.
Waterway
A navigable body of water that may or may not have a port within it. Waterway codes and port
codes are identical for some bodies of water.
Entrance
When a vessel enters a port/waterway area. An entrance is recorded for a vessel entering the
waterway and is analogous to one trip.
Clearance
When a vessel leaves a port/waterway area. A clearance is recorded for a vessel exiting the
waterway and is analogous to one trip.
Trip
A trip is one entrance or one clearance from a USAGE recognized port/waterway. A trip is a
one-way movement. Trips may also occur within a port/waterway. Trips within a port are
considered intraport and may be analogous to MEPA Area shifts (see Section 3.5).
Intraport
Intraport movements are trips within the boundaries of one port. MEPAs treat intraport
movements as shifts and may or may not record these activities. Trips and tonnages associated
with intraport trips are not included in the DSP summary tables as the summary data are to be
used with calls rather than shifts.
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In some instances, the terms port and waterway can be used nearly interchangeably. In most cases,
traffic recorded for the waterways is generally much less than that recorded for the nearby ports. For example,
the Lake Washington Ship Canal is the only commercial entrance to Lake Washington and is accessed through
the Seattle Harbor. USAGE records a total of 6,626 trips for Seattle Harbor and only 95 trips for the Lake
Washington Ship Canal. Thus, the inclusion or exclusion of waterway trips and tonnages to the nearby port trips
and tonnages often appears insignificant to the overall data for the port. In general, waterways were included
as part of the nearby ports in this report.
There are different types of ships involved with the transportation of cargo, and each ship-type has
unique characteristics that affect emissions. Ship-types generally relate to the type of cargo a vessel carries.
While the type of cargo is not directly interesting from an emissions standpoint, different ship-types have
different operating characteristics. Not all records are explicit about the type of vessel. There are general
groupings of (1) dry-cargo-self propelled, (2) liquid cargo-self propelled, (3) tugboat/towboat, (4) dry-cargo,
non self-propelled, (5) liquid cargo, non self-propelled, and (6) other. Within these general categories, all of the
domestic ships in the USAGE data had a further breakdown to indicate, for instance, that the dry-cargo-self-
propelled vessel in the record was a bulk carrier or container ship. Since many ports have a significant amount
of non-domestic travel, another data source was needed to provide records on foreign vessels by ship-type. Data
were available from the Census Bureau that provided ship-types for many of the foreign ships.
The data presented in this section were collected by the USAGE and the Census Bureau. Data on
domestic flag vessels were received from USAGE and data on foreign flag vessels from the Census Bureau.
Data received included trips and cargo tonnages for each port/waterway area in the U.S. recognized by the
USAGE. This trip and cargo data can be used separately or together to estimate ship traffic and activities in
order to estimate emissions due to commercial marine vessel activity from port areas.
Figure 2-1 graphically presents the primary databases and the actions taken to produce the DSP data
summaries. In order to determine the trips and tonnages for the foreign self-propelled dry-cargo vessels, the
Census Bureau data were used in conjunction with the USAGE data. While the USAGE data includes foreign
vessels, it does not include detailed ship-types for foreign vessels. The USAGE data identifies these foreign
ships simply by the general groupings given above. The Census Bureau data, however, did include detailed ship-
type descriptions for many of the foreign vessels.
The trips and tonnages given by the Census Bureau were similar but different from those given in the
USAGE data. In order to present a cohesive data summary, the USAGE data were used. For dry-cargo ship-types
USAGE first had to be allocated based on ratios developed using the Census Bureau data. Dry-cargo vessels
include bulk carrier, container ships, general cargo, passenger, reefer, RORO, and vehicle carrier ship-types.
Ratios of dry-cargo trips and tons were developed using the Census Bureau data for each port.
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USAGE l
• Port/Waterway
• VTCC 3 (ship-type)
• Tons (cargo)
• Trips
• Traffic
Census Bureau
• Port/Waterway
• ICST (ship-type)
• Tons (net registered, NRT)
• Trips (one trip per record)
! Group by Port, VTCC, and Traffic
! Sum Trips and sum Tons
! Group by Waterway, ICST
! Remove all but dry-cargo data
! Count trips and sum NRT
Results: Trips and cagro tonnage totals for
each port by ship-type and traffic code
I
Results: Trips and cagro NRT totals for
each port's foreign dry-cargo commerce
! Remove intraport trips and tonnages
! Separate out foreign dry-cargo trips and tonnages •
Results: Trips and cargo tonnage by port
and ship-type excluding foreign dry-cargo
ships
! Determine % of total trips and % of total NRT for each
dry cargo ship-type for each port
! Use percentages to allocate USAGE foreign dry-cargo
trips and tons to detailed ship-types
Results: Trip and tonnage allocations to
ship-type for the foreign dry-cargo ships
! Combine data
! Rank by total tonnage
Final Results: Trips and tons data for each Top 95 DSPs by ship-type
1 Source data: United States Army Corps of Engineers Waterborne Commerce Statistics Center
2 Source data: United States Bureau of Census data published on the "NDC Publications and U.S. Waterway Data CD" 1996
3 VTCC = Vessel Type Construction and Characteristics, 4 ICST = International Ship Type Classification
! Actions performed on the data are denoted by "!"
Tons of cargo is another way of determining the importance of a ship-type or a port, as more cargo
indicates either more vessel trips or vessels with heavier loadings, both of which are precursors to more
emissions. Thus, both trips and tons of cargo are presented in the summary tables in Section 2.3.
Ship-types and descriptions are presented in Table 2-2. The ship-types given are those included in the
summary tables, Tables 2-4 and 2-5. Neither Table 2-3 nor Tables 2-4,2-5, or 2-6 present intraport trips or tons
(i.e. for a vessel movement within the same port). Tables 2-4 and 2-5 present the DSPs ranked in order of net
cargo tonnage recorded as sent/received by the port. Only the Top 95 DSPs as determined by the data from the
USAGE are included in this table. Heavily traveled inland river and Great Lake's ports are included in Volume
II of this report. All of the DSPs will use the data and methodologies discussed herein and in Section 4. Table
2-4 presents the total number of trips per ship-type, and Table 2-5 presents the tons of cargo by ship-type. Table
2-6 presents summary totals for foreign, domestic, and total tons of the DSPs, along with FIPS codes and
corresponding county names for each of the DSPs.
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Table 2-2. Ship-type descriptions
Ship-Type
Barge Carrier
Bulk Carrier
Container
Ship
Cruise
Dry-cargo
Barge
Excursion
Ferry
General Cargo
Liquid Cargo
Barge
Other
Passenger
Reefer
Roll-on/Roll-
off(RORO)
Specialized
Carrier
Supply
Vessel
Tanker
Tug
Unspecified
Dry-Cargo
Vehicle Carrier
Description
Self-propelled vessel that tows lash-barges (barges that are lashed together).
Self-propelled dry-cargo ship that carries loose cargo, such as grain or stone.
Self-propelled dry-cargo vessel that carries containerized cargo. Containers are usually
of a standard size and are loaded and unloaded with cranes, making the loading and
unloading of this type of vessel relatively quick.
Passenger ships designated as entertainment vessels (generally travel longer distances
than Excursion, Ferry, or Passenger).
Non self-propelled combination category of all non self-propelled barges that carry
dry-cargo including lash, open, covered, and deck barges.
Passenger vessels that are used mainly for short-duration entertainment trips.
Ferries or passenger/roll-on/roll-off combinations used to move people and/or
automobiles.
Self-propelled cargo vessels that carry a variety of dry-cargo. May be loose or bagged.
Non self-propelled combination category of all barges that carry liquid cargo,
including single hull, double hull, chemical tanker, and petroleum barges.
Category for those vessels that do not fit into one of the other categories or are of a
type unknown by the USAGE.
Self-propelled dry-cargo passenger or combination passenger/cargo vessels that carry
passengers but are not designated as cruise ships.
Self-propelled refrigerated dry-cargo vessel that often carries meat, fish, or other
perishable items.
Self-propelled vessel that handles cargo that is rolled on and off. RORO cargo
includes automobiles and wheeled containers.
A specialized self-propelled dry-cargo vessel. Treated as an Unspecified Dry-Cargo
vessel in other sections of this report.
Self-propelled vessel combining supply vessel and support vessel categories, examples
of which are supply vessels for off-shore oil rigs.
Self-propelled liquid cargo vessels including chemical tankers, petroleum products
tankers, LPG carriers, and liquid foodstuff carriers.
Towboats and pushboats used to escort and give docking assistance to deep sea
vessels as well as to move barges.
General category for the foreign self-propelled dry-cargo ships that did not have
detailed ICST codes included in the Census Bureau database.
Self-propelled dry-cargo vessel that carries containerized automobiles.
2-4
-------
Table 2-3. USAGE trip and ton totals and relative ranks by ship-type for the DSPs
USAGE Ship-Type
BA
BC
BD
BL
CS
GC
OT
PA
RF
RO
sv
TA
TUG
UC
VC
Total
Trips
250
21,325
262,606
207,370
25,445
9,798
2,854
12,336
3,901
7,965
51,993
38,535
303,202
37,858
3,957
989,396
Trip Rank
15
8
2
3
7
10
14
9
13
11
4
5
1
6
12
NA
Tonnage
1,540,754
13,109,415
115,126,620
319,334
5,781,089
19,345,885
239,710,436
6,306,968
268,338,652
104,656,006
656,076,633
1,674,588
15,238,053
29,886,379
343,915,908
1,821,026,720
Ton Rank
14
10
5
15
12
8
4
11
3
6
1
13
9
7
2
NA
Ship-types are abbreviated in Tables 2-3, 2-4, 2-5, and 2-7 as follows:
BA = Barge Carrier
BC = Bulk Cargo Carrier
BD = Dry-cargo Barge
BL = Liquid Cargo (Tanker) Barge
CS = Container Ship
GC = General Cargo
OT = Other, Unknown, or Undefined
PA = Passenger, Cruise and Excursion
RF = Reefer
RO = RORO and Ferry
SV = Supply Vessel and Support Vessel
TA = Tanker
TUG = Tugboat and Pushboat
UC = Unidentified Dry-cargo
VC = Vehicle Carrier
2.3
DATA ORIGINS AND DETAILS
The number of vessels for each DSP were determined from two databases. One database, from the
USAGE Waterborne Commerce Statistics Center, records the port code, type of vessel, tons of cargo, number
of trips per vessel type, and month of trip for domestic vessels. Port codes and waterway codes are assigned by
USAGE to all navigable waters in the U.S. As stated in Table 2-1, the port code is more specific and refers
directly to a port or harbor area. The waterway code usually refers to a more general waterway area that often
2-5
-------
contains port or harbor areas. Knowledge of vessel type is important because there are distinct differences
between operating characteristics and, therefore, between emissions of various types of deep-sea vessels.
Included in the USAGE files are data on foreign vessels. While USAGE receives this data from the
Census Bureau, they do not have permission to provide some details of foreign vessel traffic. USAGE may only
release the number of foreign entrances and clearances by a general ship-type description. Another shortcoming
of these foreign data is that the foreign trips are not recorded in the USAGE database by month. Foreign
shipments for the year are included in January totals, and foreign receipts for the year are included in December.
Therefore, another data source is needed in order to obtain detailed ship-type descriptions and monthly
breakdowns of foreign vessel traffic.
To obtain more detailed ship-type descriptions and monthly breakdowns for foreign vessel traffic, we
used data available on the "U.S. Waterway Data CD-ROM" made available by the Census Bureau's Bureau of
Transportation Statistics (Reference 3-2). The fields available in this database include vessel name, month in
which the data were recorded, port/waterway entered or cleared, international classification by ship-type (ICST)
code, flag of registering country, waterway schedule to indicate the next or last port visited, net registered tons,
and draft. The data on the CD-ROM are gathered from the Census Bureau who collects the data from U.S.
Customs entrance clearance forms.
Both the foreign and domestic vessel files had port/waterway codes to define what port was being
entered or cleared. There is a master list of waterways recognized by the USAGE on the Waterway CD-ROM.
This list was used to query the foreign and domestic databases and to break the data down into the DSPs. The
DSPs were ranked by the most cargo tonnage (combination of shipments and receipts) for the calendar year
1995. Table 2-7 presents the corresponding VTCC (domestic) and ICST (foreign) ship-type codes and
descriptions. The match between the VTCC and ICST codes comes from the USAGE CD-ROM from the
Waterborne Transportation Lines of the United States (WTLUS).
2-6
-------
Table 2-4. Top 95 Deep-Sea Ports, trips by ship-type for 1995
Rank
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
Port Name
Port of South Louisiana, LA
Houston, TX
Port of New York
Port of Baton Rouge, LA
Valdez Harbor, AK
Port of New Orleans, LA
Port of Plaquemine, LA
Corpus Christi, TX
Long Beach Harbor, CA
Mobile Harbor, AL
Tampa Harbor, FL
Texas City, TX
Port Arthur, TX
Los Angeles Harbor, CA
Lake Charles, LA
Baltimore Harbor, MD
Philadelphia, PA
Marcus Hook, PA
Port of Portland, OR
Pascagoula Harbor, MS
Seattle Harbor, WA
Paulsboro, NJ
Port of Newport News, VA
Beaumont, TX
Richmond Harbor, CA
Tacoma Harbor, WA
Freeport, TX
Port Everglades Harbor, FL
Savannah Harbor, GA
San Juan Harbor, PR
Jacksonville Harbor, FL
Port of Boston, MA
Oakland Harbor, CA
Anacortes Harbor, WA
New Castle Area, DE
Norfolk Harbor, VA
Portland Harbor, ME
Honolulu Harbor, Oahu, HI
Port of Kalama, WA
Charleston Harbor, SC
Galveston, TX
Matagorda Ship Channel, TX
New Haven Harbor, CT
Barbers Point, HI
Port of Wilmington, NC
Port of Vancouver, WA
Providence, RI
Miami Harbor, FL
BA
-
5
25
-
-
70
-
2
-
-
-
-
-
-
2
-
-
-
1
-
41
-
15
-
-
-
-
-
46
-
2
-
-
-
-
-
-
2
-
-
1
-
-
2
6
1
-
-
BC
2,713
1,174
453
1,171
-
2,134
675
407
695
618
958
41
321
370
236
806
164
17
614
157
278
5
521
78
82
432
71
148
473
145
227
103
106
24
-
48
39
44
315
128
248
205
155
26
135
335
81
46
BD
76,063
5,183
6,488
23,855
111
27,111
31,011
1,030
91
20,915
1,134
469
1,398
3,132
3,094
3,200
216
21
8,884
1,118
4,463
285
937
1,846
33
1,521
254
155
405
1,314
1,034
475
456
89
20
6,736
162
4,693
175
34
343
1,435
219
93
2,494
784
98
288
BL
21,064
31,519
6,686
18,241
48
12,884
5,997
7,590
1,285
3,677
1,312
11,552
4,202
1,586
10,375
1,285
2,711
3,039
4,127
3,639
1,929
3,434
269
7,837
1,201
1,400
4,423
459
373
523
1,437
951
668
751
683
3,544
416
495
181
229
2,995
1,412
1,325
390
1,312
664
654
555
CS
10
884
3,202
33
-
853
3
7
1,848
44
32
4
24
2,063
38
966
230
1
478
8
1,484
-
137
6
16
610
72
1,390
1,051
1,280
769
320
2,595
-
4
21
2
400
-
838
43
2
-
-
332
5
2
2,113
GC
163
506
722
194
-
352
22
27
90
317
229
12
126
108
342
208
84
106
61
30
255
49
101
13
27
15
47
557
384
206
128
2
63
-
24
460
-
23
1
127
167
34
28
-
83
83
14
774
OT
-
52
2
-
-
16
5
-
13
21
17
2
20
15
7
42
-
-
-
22
19
-
2
-
2
2
3
910
2
174
13
6
9
-
-
21
15
126
-
1
50
1
6
-
51
-
-
346
PA
40
186
243
33
29
144
28
125
503
194
96
7
10
660
2,686
32
25
8
701
69
60
2
17
2
-
-
1,541
830
8
1,005
-
57
1
4
4
-
15
47
-
28
580
-
-
1
4
15
-
970
RF
10
111
108
-
-
23
-
-
75
4
238
5
2
372
38
4
87
-
9
20
49
2
2
2
-
4
3
74
68
541
20
25
-
-
-
-
2
12
-
16
80
-
-
-
19
-
-
471
RO
26
355
611
3
-
252
-
10
118
209
64
-
16
279
51
507
102
2
111
49
213
-
65
24
32
379
13
437
354
456
329
9
38
2
-
-
41
101
-
210
24
-
2
-
46
5
142
691
SV
4
572
9
15
-
Ill
3,280
2,702
3,858
1,959
-
53
95
1,426
14,177
-
-
-
-
877
4
-
-
357
-
-
2,746
-
-
-
-
-
-
-
-
3
-
108
-
-
5,594
6
4
16
-
-
-
2
TA
1,645
4,482
3,218
1,079
1,270
891
1,035
1,921
1,091
211
974
740
1,220
1,001
874
309
972
641
299
577
209
630
220
719
838
282
788
733
456
255
439
620
3
394
181
1,952
412
133
20
362
411
173
323
241
476
28
339
73
TUG
19,114
16,704
9,608
12,157
195
19,258
8,298
4,716
7,587
5,506
2,369
8,214
5,430
8,389
6,876
3,480
11,314
5,544
10,016
2,426
9,448
6,845
7,794
7,268
520
5,115
2,195
730
937
2,144
2,086
1,030
1,271
3,209
1,633
12,575
765
4,025
2,998
506
4,135
1,265
1,645
1,664
2,393
6,608
1,187
928
UC
604
2,350
1,523
325
-
1,702
144
98
669
690
534
19
189
708
223
1,097
274
7
286
376
535
-
293
49
108
270
115
3,962
1,024
2,500
698
120
489
91
2
-
59
947
63
571
108
51
70
19
279
151
26
6,334
VC
-
68
407
-
-
-
-
-
74
2
2
-
-
300
2
398
31
-
219
-
44
-
25
-
62
111
-
-
-
187
354
28
81
683
-
-
-
210
-
103
7
-
-
-
-
10
5
124
Grand Total
121,457
64,152
33,306
57,106
1,653
65,800
50,498
18,634
17,997
34,368
7,959
21,118
13,054
20,411
39,021
12,334
16,210
9,386
25,805
9,367
19,030
11,251
10,398
18,200
2,921
10,140
12,271
10,385
5,580
10,731
7,536
3,746
5,780
5,247
2,551
25,360
1,928
11,367
3,753
3,152
14,785
4,584
3,777
2,452
7,630
8,689
2,548
13,715
2-7
-------
Table 2-4. Top 95 Deep-Sea Ports, trips by ship-type for 1995 (continued)
Rank
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
Port Name
Port of Longview, WA
Port of Albany, NY
Camden, NJ
Nikishka, AK
Morehead City Harbor, NC
Wilmington Harbor, DE
Everett Harbor, WA
Coos Bay, OR
Bridgeport Harbor, CT
Fall River Harbor, MA
Anchorage, AK
Palm Beach Harbor, FL
Panama City Harbor, FL
Canaveral Harbor, FL
Brownsville, TX
Kahului Harbor, Maui, HI
Portsmouth Harbor, NH
Gulfport Harbor, MS
Port Jefferson Harbor, NY
Brunswick Harbor, GA
Ketchikan Harbor, AK
Port Angeles Harbor, WA
Pensacola Harbor, FL
Grays Harbor, WA
Chester, PA
Klo Harbor, HI.
San Diego Harbor, CA
San Francisco Harbor, CA
Stockton, CA
Bellingham Harbor, WA
Searsport Harbor, ME
Bucksport Harbor, ME
Georgetown Harbor, SC
Humboldt Harbor and Bay, CA
Olympia Harbor, WA
Salem Harbor, MA
Port of Richmond, VA
Sacramento, CA
Ponce Harbor, PR
Nawiliwili Harbor, Kauai, HI
Port Hueneme, CA
Port of Astoria, OR
Trenton Harbor, NJ
Port of Hopewell, VA
Weedon Island, Fl
Kawaihae Harbor, HI
Orange, TX
Grand Total
BA
-
-
-
-
15
-
-
-
-
-
2
-
-
-
-
-
-
-
-
-
-
11
-
-
-
-
-
-
-
1
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
250
BC
427
97
269
2
70
104
113
143
-
115
13
103
41
193
120
27
1
36
-
83
43
52
30
159
17
5
70
34
58
24
33
2
98
18
7
36
20
50
22
16
15
293
-
46
-
-
-
21,325
BD
804
-
533
37
344
67
524
97
794
47
95
164
1,876
131
330
1,364
20
132
677
-
1,640
460
356
38
8
775
43
188
1
210
15
1
43
88
161
-
142
15
28
742
1
185
216
167
-
919
219
260,062
BL
499
938
1,540
51
1,025
415
137
92
480
99
58
115
859
421
507
161
118
2
304
356
182
278
873
6
158
163
13
166
48
86
76
99
18
144
6
65
146
2
-
39
35
250
132
229
112
14
711
205,557
CS
-
5
11
-
6
163
-
-
-
1
176
-
8
5
30
-
-
202
-
8
154
-
14
-
61
-
6
120
2
13
3
-
-
-
-
-
16
2
205
-
12
-
-
2
-
-
-
25,445
GC
34
16
66
4
43
65
-
60
4
4
5
9
55
50
25
2
-
39
-
124
163
2
16
20
26
2
414
8
14
46
25
-
30
66
-
-
816
22
41
-
7
4
-
31
-
-
-
9,724
OT
-
-
-
-
5
-
7
-
2
-
-
306
4
28
8
3
18
38
-
-
20
22
-
-
-
59
218
16
-
11
-
-
-
-
4
23
-
-
57
-
10
1
-
-
-
-
1
2,854
PA
4
1
-
-
-
-
-
-
-
-
15
5
32
144
2
4
-
-
-
-
549
-
-
6
-
34
36
170
-
8
-
-
-
2
2
-
-
-
32
23
28
7
-
-
-
-
8
12,124
RF
10
-
197
-
15
174
10
17
118
2
-
-
-
349
-
1
-
20
-
4
-
7
-
2
69
-
37
-
-
14
-
-
-
-
-
-
8
-
17
-
333
-
-
-
-
-
-
3,901
RO
12
8
18
-
94
42
5
147
-
7
235
340
34
103
6
2
-
134
-
53
-
16
8
-
18
6
58
62
-
13
5
-
-
18
-
-
43
18
2
-
75
3
-
1
-
-
-
7,965
SV
-
-
-
-
306
-
260
-
7
-
-
-
-
-
6
-
-
52
50
-
2
-
-
-
-
-
1
-
-
-
-
-
-
-
-
-
-
-
-
-
4,495
-
-
-
-
-
1
43,158
TA
9
175
177
208
149
26
-
256
10
24
66
16
8
78
88
-
137
-
3
-
25
66
9
-
10
-
33
91
59
49
81
43
-
419
-
8
2
19
11
-
-
-
-
8
-
-
-
38,523
TUG
4,295
974
6,496
123
1,041
609
2,107
373
1,214
444
142
267
710
546
509
882
97
272
863
313
1,701
1,703
688
210
282
584
96
874
44
1,561
287
152
282
181
550
11
288
14
37
429
56
1,133
463
291
76
472
1,138
296,000
uc
133
55
162
-
65
90
21
110
3
27
6
2,207
199
308
617
16
-
94
-
215
723
31
131
48
246
15
530
36
17
394
18
-
59
20
3
2
127
27
101
7
126
109
-
12
-
-
-
37,858
VC
-
-
-
-
-
113
-
-
-
-
-
-
-
-
2
-
-
-
-
105
-
-
-
-
-
-
71
24
-
6
-
-
-
-
1
-
-
-
-
-
99
-
-
-
-
-
-
3,957
Grand Total
6,227
2,269
9,469
425
3,179
1,868
3,184
1,295
2,632
770
813
3,532
3,826
2,357
2,250
2,461
391
1,021
1,897
1,262
5,202
2,648
2,126
489
895
1,643
1,626
1,790
243
2,435
542
297
530
956
734
145
1,608
169
553
1,256
5,292
1,985
811
787
188
1,405
2,078
968,704
2-8
-------
Table 2-5. Top 95 Deep-Sea Ports, tonnage by ship-type for 1995
Rank
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
Port Name
Port of South Louisiana, LA
Houston, TX
Port of New York
Port of Baton Rouge, LA
Valdez Harbor, AK
Port of New Orleans, LA
Port of Plaquemine, LA
Corpus Christi, TX
Long Beach Harbor, CA
Mobile Harbor, AL
Tampa Harbor, FL
Texas City, TX
Port Arthur, TX
Los Angeles Harbor, CA
Lake Charles, LA
Baltimore Harbor, MD
Philadelphia, PA
Marcus Hook, PA
Port of Portland, OR
Pascagoula Harbor, MS
Seattle Harbor, WA
Paulsboro, NJ
Port of Newport News, VA
Beaumont, TX
Richmond Harbor, CA
Tacoma Harbor, WA
Freeport, TX
Port Everglades Harbor, FL
Savannah Harbor, GA
San Juan Harbor, PR
Jacksonville Harbor, FL
Port of Boston, MA
Oakland Harbor, CA
Anacortes Harbor, WA
New Castle Area, DE
Norfolk Harbor, VA
Portland Harbor, ME
Honolulu Harbor, Oahu, HI
Port of Kalama, WA
Charleston Harbor, SC
Galveston, TX
Matagorda Ship Channel, TX
New Haven Harbor, CT
Barbers Point, HI
Port of Wilmington, NC
Port of Vancouver, WA
Providence, RI
Miami Harbor, FL
Port of Longview, WA
BA
-
2,146
135,483
-
-
458,105
-
41,199
-
-
-
-
-
-
3,766
-
-
-
-
-
98,377
-
245,567
-
-
-
-
-
210,669
-
5,543
-
-
-
-
-
-
134
-
-
32,305
-
-
1,946
30,779
1,202
-
-
-
BC
56,108,286
8,037,822
1,598,013
16,495,082
-
14,513,393
15,284,135
7,392,820
4,671,118
11,919,617
10,623,568
721,665
4,044,354
2,432,618
2,846,820
9,240,381
1,783,327
288,610
4,418,655
2,256,751
2,339,298
28,256
11,924,597
957,352
501,932
4,155,995
864,966
196,636
1,613,040
116,094
535,537
294,954
225,116
205,839
-
1,094,654
305,403
62,570
8,809,972
395,962
2,815,897
4,429,391
657,444
547,307
334,265
2,984,184
430,864
26,763
3,274,431
BD
69,843,946
5,246,926
5,635,245
21,180,061
104,699
19,721,239
36,271,015
308,579
169,325
18,989,257
14,167,146
822,480
1,257,645
2,500,867
2,936,177
7,691,103
107,432
41
5,612,973
725,692
6,050,703
145,405
4,297,842
1,696,650
20,165
1,255,497
278,658
199,452
826,083
3,148,926
1,669,040
1,174,490
427,506
266,030
6,845
5,879,343
294,581
5,176,416
334,279
1,502
336,718
1,145,620
434,887
69,098
17,399
1,280,072
262,187
133,262
773,750
BL
31,278,099
37,721,583
30,104,016
20,912,488
180,962
15,289,257
6,660,335
13,613,113
1,514,942
5,053,396
9,086,159
15,482,950
4,828,270
3,891,566
12,033,780
2,770,522
10,227,475
13,525,689
5,161,426
6,549,402
1,671,982
10,878,327
323,386
10,237,912
1,754,627
1,690,431
4,377,828
2,507,286
1,069,321
2,307,377
2,007,426
4,643,501
770,482
1,534,800
4,780,276
3,175,058
1,498,470
683,549
285,574
778,807
1,789,619
1,464,764
5,169,804
743,412
2,002,309
891,554
3,552,886
710,364
398,462
CS
40,808
4,642,510
10,953,317
127,910
-
2,400,868
20,297
13,968
16,711,552
224,341
163,000
19,421
142,703
13,279,754
230,118
6,284,412
1,183,691
-
5,759,500
85,153
10,146,993
-
902,710
11,513
50,450
3,803,267
213,550
1,050,290
4,906,299
327,163
1,185,428
998,086
8,816,981
-
4,099
-
5,063
1,407,347
-
3,033,527
378,204
12,943
-
-
1,173,353
86,825
3,608
1,430,934
-
GC
693,083
1,411,127
476,201
905,123
-
753,809
79,739
39,274
471,287
1,999,238
652,805
38,572
685,123
579,630
232,595
651,540
254,017
16,877
434,878
223,074
800,141
253
208,503
96,635
130,560
82,713
211,193
297,030
954,506
41,235
181,729
1,311
155,903
4,647
120
41
-
16,253
-
372,336
84,405
68,701
80,570
-
206,453
716,920
72,830
139,808
350,230
OT
-
46,806
-
-
-
64,540
2
-
-
113
58,968
-
56
632
-
375
-
-
11,858
41,316
181,564
-
-
-
-
1,147,520
-
43,501
-
467
13
-
-
163,800
-
-
-
10
-
-
728
-
-
-
1,293
2,465
-
1,425
4,977
PA
-
302
1,422,566
-
74
534,457
4
33,161
86,395
139,376
1,082,859
-
31,968
1,208,227
115,203
318,500
147,070
8
221,719
396
176,128
-
204,571
-
-
-
16,242
2,192,843
23,113
1,210,381
-
239,636
-
-
3
-
75,500
57,334
-
104,904
65,027
-
-
-
16,265
-
-
1,791,183
14,277
RF
83,737
207,703
131,245
-
-
25,522
-
-
216,292
18,399
814,764
23,471
6,215
910,072
247,809
5,474
201,919
-
8,099
43,820
99,038
1,319
-
6,429
-
4,802
4,785
13,842
92,397
128,307
14,707
8,264
-
-
-
-
2,112
6,703
-
14,998
284,249
-
-
-
20,515
-
-
200,565
49,955
RO
365,801
1,414,045
2,094,697
29,231
-
935,643
-
77,757
528,562
2,542,165
292,236
-
113,531
1,375,948
407,829
4,178,762
417,471
33,387
1,178,248
188,576
399,086
-
683,963
271,790
159,298
2,149,857
68,149
227,572
1,417,738
128,573
1,148,413
17,591
137,354
253
-
-
57,951
285,340
-
695,069
276,736
-
1,366
-
185,695
60,855
18,969
242,086
105,102
SV
-
4,140
-
-
-
12,430
282
3,912
4,504
31,754
-
1,486
1,710
6,839
1,038,385
-
-
-
-
66,479
2,770
-
-
57
-
-
161,784
-
-
-
-
-
-
-
-
-
-
-
-
-
166,402
-
-
-
-
-
-
-
-
TA
31,751,235
55,832,552
38,444,923
17,376,110
80,659,750
12,932,031
11,294,745
45,497,977
23,570,064
2,984,336
11,599,324
32,613,004
36,964,294
13,902,182
24,688,340
1,842,049
23,678,297
16,695,736
2,986,413
15,930,231
271,687
13,452,605
1,146,323
6,656,788
17,192,649
1,700,178
12,944,539
10,644,122
3,728,049
4,024,893
5,324,370
7,629,838
109,239
10,683,912
7,663,045
1,584,520
9,131,950
1,864,593
56,428
3,677,764
3,448,354
1,220,039
2,213,492
6,629,209
3,315,543
84,128
2,353,810
571,851
57,414
TUG
1,962
13,914
179
-
-
400
5,741
236
24
-
55,309
-
22,332
-
2,031
255
-
-
1,772
11,089
70,184
-
50
-
-
10,667
20
7
-
1,131
22,161
155
-
89,143
-
74
-
360
-
137
-
-
1,218
-
1
-
-
1,041
-
uc
11,081,425
7,781,661
5,711,511
4,020,253
-
7,550,526
3,247,950
901,418
4,635,110
6,022,029
3,191,005
216,986
1,531,120
4,230,052
958,368
7,394,372
1,369,761
53,174
2,211,982
798,422
2,829,929
-
3,191,260
408,259
387,645
3,540,551
327,917
994,808
2,363,100
3,921,843
2,291,938
234,194
2,203,321
130,843
1,421
68,916
93,192
1,006,950
1,860,293
1,681,927
663,028
853,072
195,617
232,890
525,318
1,306,803
135,919
1,255,050
1,133,237
VC
-
492,568
1,225,876
-
-
-
-
-
506,015
15,598
8,274
-
-
1,544,465
11,935
2,853,302
154,099
-
2,145,199
-
281,676
-
236,233
-
335,977
920,738
-
-
-
96,754
952,158
79,274
378,216
2,103
-
-
-
870,835
-
385,621
98,828
-
-
-
-
115,556
51,829
74,146
-
Grand Total
201,248,382
122,855,806
97,933,273
81,046,257
80,945,485
75,192,220
72,864,244
67,923,413
53,085,189
49,939,620
51,795,416
49,940,034
49,629,321
45,862,851
45,753,157
43,231,047
39,524,559
30,613,522
30,152,722
26,920,401
25,419,556
24,506,165
23,365,005
20,343,384
20,533,302
20,462,215
19,469,631
18,367,389
17,204,315
15,453,146
15,338,462
15,321,293
13,224,118
13,081,370
12,455,809
11,802,606
11,464,222
11,438,393
11,346,546
11,142,555
10,440,500
9,194,530
8,754,399
8,223,862
7,829,188
7,530,564
6,882,902
6,578,478
6,161,835
2-9
-------
Table 2-5. Top 95 Deep-Sea Ports, tonnage by ship-type for 1995 (continued)
Rank
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
Port Name
Port of Albany, NY
Camden, NJ
Nikishka, AK
Morehead City Harbor, NC
Wilmington Harbor, DE
Everett Harbor, WA
Coos Bay, OR
Bridgeport Harbor, CT
Fall River Harbor, MA
Anchorage, AK
Palm Beach Harbor, FL
Panama City Harbor, FL
Canaveral Harbor, FL
Brownsville, TX
Kahului Harbor, Maui, HI
Portsmouth Harbor, NH
Gulfport Harbor, MS
Port Jefferson Harbor, NY
Brunswick Harbor, GA
Ketchikan Harbor, AK
Port Angeles Harbor, WA
Pensacola Harbor, FL
Grays Harbor, WA
Chester, PA
Hlo Harbor, HI.
San Diego Harbor, CA
San Francisco Harbor, CA
Stockton, CA
Bellingham Harbor, WA
Searsport Harbor, ME
Bucksport Harbor, ME
Georgetown Harbor, SC
Humboldt Harbor and Bay, CA
Olympia Harbor, WA
Salem Harbor, MA
Port of Richmond, VA
Sacramento, CA
Ponce Harbor, PR
Nawiliwili Harbor, Kauai, EH
Port Hueneme, CA
Port of Astoria, OR
Trenton Harbor, NJ
Port of Hopewell, VA
Weedon Island, Fl
Kawaihae Harbor, EH
Orange, TX
Grand Total
BA
-
-
-
239,776
-
-
-
-
-
4,682
-
-
-
-
-
-
-
-
-
-
29,076
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
1,540,754
BC
821,727
1,430,501
5,903
655,345
534,629
973,785
873,062
-
2,117,607
107,752
185,828
91,520
206,683
677,102
200,781
-
242,874
-
180,762
9,888
399,328
155,394
970,269
73,990
29,858
96,211
40,922
502,766
136,586
123,312
-
722,330
67,640
35,904
746,356
68,213
399,399
61,397
112,958
28,047
589,618
-
228,432
-
-
-
239,710,436
BD
-
727,185
233,984
339,980
95,103
551,764
47,600
1,290,241
367,115
138,020
1,078,388
1,459,597
1,425
246,001
1,900,487
104,529
84,783
361,740
-
341,429
412,493
266,468
92,378
1,844
977,168
61,874
280,334
18
137,414
102,308
11,868
64,023
287,147
198,641
-
71,553
95,323
12,293
974,743
-
130,418
705,486
215,729
-
860,713
196,054
266,419,915
BL
4,028,576
1,606,399
219,563
1,103,874
640,554
53,770
75,106
1,704,774
560,684
246,239
1,075,052
934,683
481,480
793,726
432,237
563,771
1,315
1,493,646
232,556
236,270
324,123
917,890
6,981
239,797
296,627
51,905
231,788
79,756
229,866
314,943
362,692
4,578
342,158
11,871
277,132
505,603
6,449
-
25,887
113,458
73,155
258,374
418,764
900,766
11,834
440,043
342,515,739
CS
22,048
33,996
-
24,379
538,329
-
-
-
3,591
-
-
9,105
5,493
101,379
25
-
582,886
-
12,232
13,220
-
71,633
-
114,262
-
15,372
190,327
9,572
36
6,847
-
-
-
-
-
47,063
7,809
590,149
3
18,841
-
-
5,454
-
-
-
104,656,006
GC
47,121
133,330
24
81,528
204,678
1,292
413,376
1,733
17,895
49
2,524
113,645
60,104
72,561
3,923
-
192,546
-
425,252
24,758
12,064
27,558
168,960
31,001
1,321
175,040
9,162
63,777
198,755
118,826
-
211,292
313,808
500
-
191
156,108
34,108
-
58,226
50,219
-
29,731
-
-
-
19,330,002
OT
-
-
-
4,355
-
2,172,486
-
-
-
-
282
-
-
-
-
242
143,315
-
-
834,319
267,981
-
-
-
-
114
-
-
196,793
-
-
-
-
914,623
-
-
-
3
-
26
-
-
-
-
-
-
6,306,968
PA
-
-
-
-
-
-
-
-
-
85,746
-
-
609,593
751
23,366
-
-
-
-
239,215
-
-
40,115
-
39,743
74,928
126,892
-
-
-
-
-
5,838
20,840
-
-
-
285,282
13,451
441
-
-
-
-
-
508
13,096,401
RF
-
465,540
-
25,793
305,189
31,510
31,297
322,679
1,847
-
-
-
201,676
-
-
-
47,705
-
6,884
-
9,763
-
3,092
96,205
-
21,209
-
-
13,044
-
-
-
-
-
-
42,663
-
6,943
-
250,523
-
-
-
-
-
-
5,781,089
RO
43,310
28,044
-
409,186
288,011
13,430
1,453,442
-
24,339
786,964
163,591
24,418
76,613
15,080
396
-
487,850
-
225,277
-
125,360
11,573
-
49,072
953
88,937
44,828
-
17,996
13,218
-
-
119,491
-
-
59,160
192,158
2,543
-
205,123
-
-
3,319
-
-
-
29,886,379
SV
-
-
-
26
-
2,980
-
-
-
-
-
-
-
2,059
-
-
12
3
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
22,921
-
-
-
-
-
-
1,530,935
TA
463,728
760,114
4,240,236
1,258,172
715,985
-
-
121,393
15,158
1,091,649
170,124
1,411
854,761
284,362
-
1,624,452
-
162,689
14,012
107,146
31,409
29,321
-
360,449
-
424,203
339,033
543,833
149,053
518,486
862,982
-
-
-
124,829
5,032
107,562
60,277
-
-
-
-
9,847
-
-
-
656,076,633
TUG
-
5
-
-
-
-
-
-
-
924
467
-
560
-
-
-
6
-
-
-
2,544
-
-
-
-
308
-
-
-
-
-
-
2,775
-
-
-
-
-
-
-
2
-
-
-
-
150
319,334
UC
356,829
541,310
-
434,828
330,196
100,035
715,979
3,068
171,752
759,464
295,903
254,629
318,357
454,877
24,994
-
239,793
-
489,975
5,388
88,254
142,378
283,913
422,347
8,695
214,916
31,027
120,739
211,788
64,771
-
231,170
81,526
16,177
49,099
331,963
172,648
81,120
2,570
171,033
133,184
-
23,559
-
-
-
115,126,620
VC
-
-
-
-
608,840
-
-
-
-
-
-
-
-
6,895
21
-
-
-
415,538
-
-
-
-
-
-
126,464
35,753
-
42
-
-
-
-
-
-
-
-
-
-
207,223
-
-
-
-
-
-
15,238,053
Grand Total
5,783,340
5,726,424
4,699,710
4,577,242
4,261,514
3,901,052
3,609,862
3,443,888
3,279,988
3,221,490
2,972,159
2,889,008
2,816,747
2,654,793
2,586,230
2,292,994
2,023,084
2,018,078
2,002,489
1,811,633
1,702,395
1,622,216
1,565,708
1,388,968
1,354,365
1,351,482
1,330,066
1,320,462
1,291,373
1,262,712
1,237,542
1,233,393
1,220,383
1,198,556
1,197,416
1,131,440
1,137,456
1,134,115
1,129,612
1,075,861
976,596
963,860
934,835
900,766
872,547
636,755
1,817,535,264
2-10
-------
Table 2-6. FIPS codes and county affiliations for Top 95 DSPs
Rank
Port Name
County
FIPS code
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
South Louisiana, LA, Port of
Houston, TX
New York, NY &NJ
Baton Rouge, LA
Valdez,AK
New Orleans, LA
Plaquemines, LA, Port of
Corpus Christi, TX
Long Beach, CA
Mobile Harbor, AL
Tampa, FL
Texas City, TX
Port Arthur, TX
Los Angeles, CA
Lake Charles, LA
Baltimore, MD
Philadelphia, PA
Marcus Hook, PA
Portland, OR
Pascagoula, MS
Seattle, WA
Paulsboro, NJ
Newport News, VA
Beaumont, TX
Richmond, CA
Tacoma, WA
Freeport, TX
Port Everglades, FL
Savannah, GA
San Juan, PR
Jacksonville, FL
Boston, MA
Oakland, CA
Anacortes, WA
New Castle, DE
Norfolk Harbor, VA
Portland, ME
Honolulu, ffl
Kalama, WA
Charleston, SC
Galveston, TX
Matagorda Ship Channel, TX
New Haven, CT
Barbers Point, Oahu, HI
Wilmington, NC
Vancouver, WA
Providence, RI
Miami, FL
St. Charles/St James/ St John the Baptist
Harris
Bronx/Essex/Hudson/Kings/ Middlesex
New York/ Richmond/ Queens/Union
Ascension/Iberville/East Baton Rouge/West Baton Rouge
Valdez Court
Orleans/St. Bernard/ Jefferson
Plaquemine
Live Oak/Nueces
Los Angeles
Mobile
Hillsborough
Galveston
Jefferson
Los Angeles
Calcasieu
Baltimore City
Philadelphia
Delaware
Multinomaha
Jackson
King
Gloucester
Newport News
Jefferson/Orange
Contra Costa
Pierce
Brazoria
Broward
Chatham
San Juan
Duval
Suffolk
Alameda
Skagit/San Juan
New Castle
Norfolk City/Virginia Beach
Cumberland
Honolulu
Cowlitz
Charleston
Galveston
Matagorda
New Haven
Honolulu
New Hanover
Clark
Providence
Bade
22089/22903/22095
48201
36005/34013/34017/36047/34023
36061/36085/36081/34039
22005/22047/22033/22121
02261
22071/22087/22051
22075
48297/48355
06037
01097
12057
48167
48245
06037
22019
24510/24005
42101
42045
41051
28059
53033
34015
51700
48245/48361
06013
53053
48039
12011
13051
72127
12031
26025
06001
53057/53055
10003
51710/51810
23005
15003
53015
45019
48167
48321
09009
15003
37129
53011
44007
12025
2-11
-------
Table 2-6. FIPS codes and county affiliations for Top 95 DSPs (continued)
Rank
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
Port Name
Longview, WA
Albany, NY
Camden-Gloucester, NJ
Nikishka, AK
Morehead City, NC
Wilmington, DE
Everett, WA
Coos Bay, OR
Bridgeport, CT
Fall River, MA
Anchorage, AK
Palm Beach, FL
Panama City, FL
Port Canaveral, FL
Brownsville, TX
Kahului, Maui, HI
Portsmouth, NH
Gulfport, MS
Port Jefferson, NY
Brunswick, GA
Ketchikan, AK
Port Angeles, WA
Pensacola, FL
Grays Harbor, WA
Chester, PA
Hilo, HI
San Diego, CA
San Francisco, CA
Stockton, CA
Bellingham, WA
Searsport, ME
Bucksport, ME
Georgetown, SC
Humboldt, CA
Olympia, WA
Salem, MA
Port of Richmond, VA
Sacramento, CA
Ponce, PR
Nawiliwili, Kauai, HI
Port Hueneme, CA
Astoria, OR
Trenton, NJ
PortofHopewell, VA
Weedon Island, FL
Kawaihae Harbor, HI
Orange, TX
County
Cowlitz
Albany
Camden
Kenai Peninsula
Carteret
New Castle
Snomish
Coos
Fairfield
Bristol
Anchorage
Palm Beach
Bay
Brevard
Cameron
Maui
Rockingham
Harrison
Suffolk
Glynn
Ketchikan/Prince Wales Ketchikan
Clallam
Escambia
Grays Harbor
Delaware
Hawaii
San Diego
San Francisco
San Joaquin
Whatcom
Waldo
Hancock
Georgetown
Humboldt
Thurston
Essex
Henrico/Chesterfield
Yolo/Sacramento
Ponce
Kauai
Ventura
Clatsop
Mercer
Hopewell City
Lee
Hawaii
Orange
FIPS code
53015
36001
34007
02122
39031
10003
53061
41011
09001
25005
02020
12099
12005
12009
48061
15009
33015
28047
36103
13127
02130/02201
53009
12033
53027
42045
15001
06073
06075
06077
53073
23027
23009
45043
06023
53067
25009
51087/51041
06113/06067
72113
15007
06111
41007
34021
51670
12071
15001
48361
2-12
-------
Table 2-7. General ship-type groupings for ICST and VTCC codes
Ship-type a
BA
BC
BD
BD
BD
BD
BD
BD
BD
BD
BD
BD
BD
BD
BD
BD
BD
BD
BL
BL
BL
BL
BL
CS
cs
GC
PA
PA
PA
RO
RO
RO
RO
RO
sv
TA
TA
TA
TA
TA
TUG
TUG
UC
VC
ICST
321
229
341
341
342
349
342
349
343
349
349
349
349
344
343
349
349
349
143
149
144
141
142
310
336
335
351
359
335
333
334
334
329
329
422
199
199
139
120
114
431
432
1
325
ICST Description
Barge Carrier (Specialized)
Dry Bulk (Other) Carrier
Open Dry-cargo Barge
Open Dry-cargo Barge
Dry-cargo Covered Barge
Dry-cargo Other (Barge)
Dry-cargo Covered Barge
Dry-cargo Other (Barge)
Dry-cargo Deck Barge
Dry-cargo Other (Barge)
Dry-cargo Other (Barge)
Dry-cargo Other (Barge)
Dry-cargo Other (Barge)
Dry-cargo Lash/Seabee Barge
Dry-cargo Deck Barge
Dry-cargo Other (Barge)
Dry-cargo Other (Barge)
Dry-cargo Other (Barge)
Liquid Tank Barge (Double Sided)
Liquid Tank Barge (Other)
Liquid Tank Barge (Double Bottom)
Liquid Tank Barge (Single Hull)
Liquid Tank Barge (Double Hull)
Containership (Specialized)
General Cargo/Container
General Cargo/Passenger
Passenger (Cruise)
Passenger (Other)
General Cargo/Passenger
General Cargo RORO/Container
Other RORO Cargo (General Cargo)
Other RORO Cargo (General Cargo)
Other Carriers (Specialized)
Other Carriers (Specialized)
Offshore Support Vessel
Liquid Other Tanker
Liquid Other Tanker
Liquid Gas Carrier (Other)
Liquid Chemical Tanker
Liquid Oil Tanker (Oil/chemical)
Tugboat
Pushboat
Unspecified Dry-cargo
Vehicle Carrier (Specialized)
VTCC"
15
06
40
47
41
50
48
49
46
99
91
90
51
52
43
45
44
42
72
74
73
70
71
07
08
03
11
16
12
09
04
05
13
14
02
24
22
23
21
20
36
35
1
10
VTCC Description
Lash Vessel
Bulk Carrier
Open Hopper Barge
Open Dry-cargo Barge
Covered Hopper Barge
Container Barge
Covered Dry-cargo Barge
RORO Barge
Scow Barge
Other (Barge)
Semi-integrated Barge (Deleted)
Convertible Barge
Lighter Barge (Deleted)
Lash/Seabee Barge
Flat/Deck Barge
Jumbo Barge (Deleted)
Pontoon Barge
Carfloat (Railroad Car Barge)
Liquid Cargo Barge (Double Sided)
Other Liquid Cargo Barge
Liquid Cargo Barge (Double Bottom)
Liquid Cargo Barge (Single Hull)
Liquid Cargo Barge (Double Hull)
Container
Partial Container
General Cargo Freighter
Passenger Carrier
Excursion/Sightseeing Vessel
Combination Passenger and Cargo
Container/Vehicle/Trailer (RORO)
Break Bulk/RORO Carrier
RORO Vessel
Ferry
Railroad Car Ferry
Crewboat/Supply/Utility Vessel
Other Tanker
Liquid Bulk Tanker
Liquid Gas Carrier
Chemical Carrier
Petroleum/Chemical Carrier
Tugboat/Towboat
Pushboat
Unspecified Dry-cargo
Vehicle Carrier
a BA = Barge Carrier, BC = Bulk Cargo Carrier, BD = Dry-cargo Barge, BL = Liquid Cargo (Tanker) Barge, CS = Container Ship, GC =
General Cargo, OT = Other and Unknown, PA = Passenger, Cruise and Excursion, RF = Reefer, RO = RORO and Ferry, SV = Supply
Vessel and Support Vessel, TA = Tanker, TUG = Tugboat and Pushboat, UC = Unidentified Dry-cargo, VC = Vehicle Carrier
Last two numbers of the 4-digit VTCC code. First two digits (not included) indicate general ship-type and material of construction..
2-13
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SECTION 3
TYPICAL PORTS
3.1 PURPOSE
In addition to the data in Section 2 on the DSPs, it was necessary to acquire more detailed data that
would allow determination of actual commercial marine vessel movements. In order to get this data, major ports
in the U.S. were contacted and eight MEPA Areas were selected to provide data on the 25 Typical Ports that
form the foundation of this report. The 1996 data on the Typical Ports will be used to do the following. Table
3-1 provides definitions for the unfamiliar terms.
Calculate the total number of calls on each Typical Port
• Calculate the total number of shifts within each Typical Port where possible
Determine vessel characteristics, by ship-type, for all vessels calling on the Typical Ports
Determine modes of similar speed and operating characteristics
• Calculate the average time, by vessel type, in each of these modes (time-in-mode)
These efforts were carried out by using data from MEPAs with data on one or more of the Typical
Ports, data from LMIS, and data from the pilots at each of the Typical Ports as shown in Figure 3-1.
Pilot Data
Marine Exchange/
Port Authority
LMIS
— i^isiau
docks
-Avera
for eacl"
mode
-Tug ai
and beh
ue uciwccii
ge speeds
i time-in-
A
sist speeds
avior |
•an
•LA
•Ve
•D\
•Ve
•Fk
^Df
r "Ti
/ -D;
\ L-Ti
Calculated Average
Vessel Movements
-Calls
-Shifts
-Time-in-Mode
-Cruise
-Reduced Speed Zone
-Maneuvering
-Hotelling
/TTQ isjiimVipr ^ v •LMTS Number
matching 01 • ,
ssei lype ^ ^ omp type
VT « parameters ^ .rj^T
ig of Registry •*
ite of Arrival
me of Arrival
ite of Departure
me of Departure
^ "nag 01 Rcgisuy
•Engine Type
•Engine Power
•Engine Speed
•Build Date
Average.Vessel
Characteristics
•Ship-type
•Engine Type
•DWT
•Engine Power
•Vessel Speed
•Engine Speed
•Build Date
\
1
Figure 3-1. Data sources and relationships for Typical Ports
3-1
-------
The following sections describe the data received from the three main sources, what calculations were
performed on the data, and how the data were used together.
3.2 MARINE EXCHANGE/PORT AUTHORITY DATA
The data on vessel operations for each Typical Port came from the local port authority, marine
exchange, board of trade, or other local organization with reliable information on vessel movements.
Information was requested from many MEPAs on vessel movements for calendar year 1996. Useful data were
received from the MEPAs of eight major deep-sea areas in the U.S.:
• Lower Mississippi River Ports (New Orleans, LA)
Consolidated Ports of New York and New Jersey and Hudson River (New York Harbor)
• Delaware River Ports (Philadelphia, PA)
Puget Sound Area Ports (Seattle, WA)
• Corpus Christi, TX
• Ports on the Patapsco River (Baltimore, MD)
Port of Coos Bay, OR
• Port of Tampa, FL
These areas contain the Typical Ports and were chosen because of their size, diversity, and availability
of electronic data recording vessel movements. The first five areas contain some of the largest ports and busiest
waterways in the U.S. The last three are somewhat smaller but have unique geographic and ship-type
characteristics. Coos Bay and Baltimore were chosen because of the predomination of foreign vessel calls.
Tampa was picked as a port that had mostly domestic ship traffic. Some of these ports also have unique ship-
type distributions. For example, Tampa has a great deal of barge traffic while Coos Bay has predominantly bulk
carrier, general cargo, and tanker ship-type traffic. Data were purchased as available from the MEPA, which
led to the acquisition of data detailing vessel movements for waterway areas such as the Lower Mississippi
River, Puget Sound, and Delaware River rather than explicit vessel movements for unique USAGE ports such
as New Orleans, Seattle, and Philadelphia. Other ports were explored as possible sources of data for Typical
Ports. A list of all the ports contacted and the data available from each port are presented in Appendix C.
Data were received in electronic format. Each MEPA sent a minimum of vessel name, date of arrival,
time of arrival, date of departure, and time of departure. Some MEPAs also sent one or more of the following:
Lloyds register numbers, flag of registry, ship-type, pier/wharf/dock (PWD) names, dates and times of arrival
and departure from various PWDs, anchorages, next ports, cargo type, cargo tonnage, activity description, draft,
vessel dimensions, and other information. For each MEPA, one record of data corresponded to one call on the
MEPA, but may include shifts between ports located in the MEPA.
3-2
-------
The electronic data received from the MEPAs provided a way to determine what a typical call looked
like in each Typical Port. The following elements were useful in characterizing a typical call:
• Total time the vessel was in port
Port(s) of call within the MEPA
• Vessel characteristics (using LMIS vessel characteristic data)
3.2.1 A Typical Call
A typical vessel call could be described as a vessel coming from the open ocean to a waterway area,
being boarded by a pilot for that waterway, reducing speed and maneuvering through the waterway to the
destination port, docking at the port with assistance from one or more tugboats, offloading cargo, refueling
(bunkering), loading on more cargo, calling for a new waterway pilot and tug assist, getting underway from the
dock, maneuvering out of the waterway, dropping off the pilot near the entrance to open water, and finally
returning to the open ocean. There is, however, a large degree of variability in this pattern. Ship-type, fuel, total
ship weight, harbor geography, speed zones in the port, weather, and schedule can all affect the length and
duration of a call on an MEPA waterway. Section 3.5 further discusses the factors affecting atypical call.
3.2.2 Vessel Movements
The description of a vessel's movements during a typical call is best accomplished by breaking down
the call into sections that have similar speed characteristics. Vessel movements for each call per ship-type
category are described by using four distinct time-in-mode calculations. Each time-in-mode is associated with
a speed and, therefore, an engine load that has unique emission characteristics. While there will be variability
in each vessel's movements within a call, these time-in-modes allow an average description of vessel
movements at each port. Time-in-modes were calculated for each vessel call occurring in calendar year 1996
over the waterway area covered by the corresponding MEPA. The specific time-in-modes for each vessel are
then combined into averages per call for the ship-type category. The time-in-modes are described in Table 3-1.
Maneuvering and RSZ time-in-modes are estimations calculated from conversations with the waterway
pilots on speeds and distances between landmarks in the waterway. Most harbor areas do not have specific
RSZs, but speeds slower than service speed are typical once the harbor pilot boards the vessel. Each pilot is
responsible for the ship's wake and any damage produced by the vessel's passage in the waterway. A pilot
usually considers any speed less than service speed to be maneuvering although this report distinguishes
between RSZ and maneuver, defining RSZ as the speed in open or somewhat congested water at speeds between
5 and 15 knots, and maneuvering as the time at speeds under 5 knots used for movements in close proximity
to a PWD or anchorage.
3-3
-------
Table 3-1. Vessel movements and time-in-mode descriptions within the MEPA Areas
Summary Table
Field
Description
Call
A call is one entrance and one clearance from the MEPA Area. Depending on the
size of the MEPA area and the specific call in question, a call may be equal to one
entrance and one clearance in the USAGE data or it may be equal to a
combination of entrances and clearances from several ports within the MEPA
Area.
Shift
A shift is a vessel movement within the MEPA Area. Shifts are contained in calls.
While many vessels shift at least once, greater than 95% shift three times or less
within most MEPA areas. Not all MEPAs record shifts (See Table 3-2).
Cruise (hr/call)
Time at service speed (also called sea speed or normal cruising speed) usually
considered to be 85-95% of the maximum continuous rating. Calculated for each
MEPA Area from 25 miles outside of the breakwater. The breakwater is the
geographic marker for the change from open ocean to inland waterway (usually a
bay or river)
Reduced Speed
Zone (RSZ)
(hr/call)
Time in the MEPA Area at a speed less than cruise and greater than maneuvering.
This is the maximum safe speed the vessel uses to traverse distances within the
waterway, and is usually 60 to 90% of cruise but ranges from 15 knots in the open
water of the Chesapeake Bay to 5 knots in some of the more restricted waterways
of the Port of New York and New Jersey. RSZ often occurs from the breakwater
or waterway entrance until maneuvering starts, and then again when the vessel is
clearing the waterway.
Maneuver (hr/call)
Time at dead slow or reverse. Dead slow is usually 2 to 5 knots and maneuvering
is often carried out at a 3 to 4 knot average for the last 2 miles before the vessel
reaches its PWD or anchorage. Thus typical maneuvering time is 1 hour per PWD
and 0.5 hours per anchorage round-trip. Once the vessel reaches the PWD, the
propulsion engines are still in operation during tug assist. The power load during
this final segment of docking is transient and difficult to predict.
Retelling (hr/call)
Retelling is the time at PWD or anchorage when the vessel is operating auxiliary
engines only. Auxiliary engines are operating at some load conditions the entire
time the vessel is manned, but peak loads will occur after the propulsion engines
are shut down either because the auxiliary engines are then responsible for all
onboard power or because they are being used to power off-loading equipment, or
both.
There are many variables that affect one or more time-in-mode calculations. These variables cannot be
accurately predicted for a ship-type category over an entire year of calls. Traffic conditions, weather, vessel
schedule, and current are some of the more important variables that dictate how much time is required at each
time-in-mode, especially maneuvering. Traffic conditions may make travel in the waterway slower because a
wake is more damaging in a congested waterway, forcing vessels to be more careful and travel at slower speeds.
Bad weather in the form of high winds cause vessels to be more difficult and less predictable to maneuver; rain
and fog obscure visibility and can make a vessel's maximum speed in the waterway a third of what it would be
3-4
-------
on a clear day. Docking takes much longer in bad weather and on busy days leading to more time at
maneuvering speeds. Time of day and time of year may affect both weather and traffic, although in different
ways. The waterway pilot is at least partially responsible for keeping the vessel on schedule to meet the tug
assist for docking, the loading or unloading crews, and/or the bunkering vessel. If a vessel is ahead of schedule,
the pilot may use slower speeds in the waterway to conserve fuel and arrive closer to schedule. If the vessel is
behind schedule, the pilot may push speeds to the maximum safe limit in an attempt to get back on schedule.
Table 3-2. MEPA vessel movement and shifting details
MEPA Area and Ports
MEPA Data Includes
Lower Mississippi River
including the ports of New
Orleans, South Louisiana,
Plaquemines, and Baton Rouge
Information on the first and last PWD for the vessel (gives information
for at most one shift per vessel). No information on intermediate
PWDs, the time of arrival at the first destination PWD, or the time of
departure from the River.
Consolidated Port of New
York and New Jersey and other
ports on the Hudson and
Elizabeth Rivers
All PWDs or anchorages for shifting are named. Shifting arrival and
departure times are not given. Maneuvering and hotelling times are
estimated from average speed and distance rather than calculated from
date and time fields.
Delaware River Ports including
the ports of Philadelphia,
Camden, Wilmington and
others
All PWDs or anchorages for shifting are named. Shifting arrival and
departure times are not given. Maneuvering and hotelling times are
estimated from average speed and distance rather than calculated from
date and time fields.
Puget Sound Area Ports
including the ports of Seattle,
Tacoma, Olympia, Bellingham,
Anacortes, and Grays Harbor
All PWDs or anchorages for shifting are named. Arrival and departure
dates and times are noted for all movements, allowing calculation of
maneuvering and hotelling both for individual shifts and the overall
call on port.
The Port of Corpus Christi, TX
Only has information on destination PWD and date and time in and
out of the port area. No shifting details.
The Port of Coos Bay, OR
Only has information on destination PWD and date and time in and
out of the port area. No shifting details.
Patapsco River Ports including
the port of Baltimore Harbor,
MD
All PWDs or anchorages for shifting are named. Shifting arrival and
departure times are not given. Maneuvering and hotelling times are
estimated from average speed and distance rather than calculated from
date and time fields.
The Port of Tampa, FL
All PWDs or anchorages for shifting are named. Arrival and departure
dates and times are noted for all movements, allowing calculation of
maneuvering and hotelling both for individual shifts and the overall
call.
Another exception to average maneuvering times occurs when the vessel shifts between nearby docks
or anchorages. Time spent shifting is fairly quantifiable and is treated as occurring at maneuvering speed inmost
instances. While almost every record for each of the eight MEPA Areas had entrance and clearance times for
3-5
-------
vessels using the harbor area, there was a varying degree of information on vessel movements within the MEPA
Area. Some of the areas, such as the Puget Sound Area Ports, the Ports of New York/New Jersey, the Delaware
River Ports, the Port of Tampa, and Baltimore Harbor, record every movement, whether external from the open
ocean or internal from the inland waterways. Table 3-2 presents more information on the level of detail in the
MEPA data that determined the level of detail of calculations for time-in-mode for shifting at each Typical Port.
Shifting activities have proved problematic for other studies and reports of marine vessel movements. See
Section 3.5 and Section 5.1 for further discussion of shifting on time-in-mode calculations.
3.3 LLOYDS MARITIME INFORMATION SERVICE
After receiving data from each MEPA, every available Lloyds Register Number (LRN) and vessel name
were sent to LMIS. The vessel characteristic database used for this report was purchased from LMIS. A list of
LRNs and ship names were sent to LMIS, which replied with ship characteristics for each of these ships. Vessel
characteristics included in the database are vessel name, vessel type, service speed, engine power, date of build,
engine revolutions per minute (rpm), flag of registry, agent, and DWT. Table 3-3 presents the fields provided
by LMIS that were used to create average vessel characteristics per ship-type as shown in the summary tables
for each specific port. Table A-l in Appendix A, shows all of the fields provided by LMIS.
Table 3-3. Relevant LMIS fields and descriptions
LMIS Field
Ship Type - A
Stroke Type
DWT
Speed
BHP
RPM
DOB
As used in report
Ship-Type
Engine Type
DWT
(tonnes)
Vessel Speed
(knots)
Engine Power
(hp)
Engine Speed
(rpm)
Date of Build
Description
Ship-type classification as defined for Lloyds Register
Statistical Tables. This ship-type was modified to group similar
ship-type classifications as shown in Table 2-7.
The field had values of "2" for two stroke engine, "4" for four
stroke engine, and was left blank for steam turbines.
Summer DWT. The maximum amount of cargo the vessel is
capable of handling measured in metric tonnes (1000 kg per
metric tonne)
Service speed of the vessel measured in nautical miles per hour
(knot). (1 knot = 1.151 statute miles per hour)
Power in brake horsepower of new or refurbished engines.
Steam turbine power was given by LMIS in kW but converted
to horsepower for this report. (1 hp = 0.7567 kW)
Engine rpm at rated power.
Year of delivery to the fleet or last date of engine
refurbishment.
3-6
-------
LMIS, headquartered in Stamford, CT, offers the largest database of commercially-available maritime
data in the world. Their data are from databases maintained by their two parent companies, Lloyd's Register
of Shipping and Lloyds' of London Press, Ltd. Data purchased from LMIS reflect the Lloyd's Register Book,
which is updated daily with reports from more than 1,900 LMIS surveyors and is the authoritative source of
technical information about ships. The LMIS main database includes 86,000 ships.
There are many ship-type designations given by LMIS. One of the challenges of categorizing vessel
movements by ship-type categories was to determine what ship-types were similar and could be grouped
together. The groupings for each Typical Port are given in the section of this report devoted to that Typical Port.
The major classifications used in each ship-type category were shown in Section 2, Table 2-2.
For each MEPA Area's summary table, three parameters - ship-type, engine-type and DWT range -
make up a ship-type category. The engine type indicates if the ship is driven by a two-stroke engine, a four-
stroke engine, or a steam turbine. For marine applications, a two-stroke engine usually indicates a slow-speed
engine and a four-stroke engine usually indicates a medium-speed engine. DWT ranges were picked to give a
fairly equal distribution of calls across the various ranges and ship-types. An example of a ship-type category
used in this report is a bulk carrier with a two stroke engine that has less than 25,000 DWT.
3.4 PILOT DATA
Information from pilot associations and tide books were invaluable to the calculation of time-in-modes.
A harbor pilot will often board a vessel near the breakwater. This transfer takes place while the pilot's vessel
and the vessel calling on the MEPA are traveling at a reduced speed of 5 to 7 knots. The harbor pilot takes over
from the main pilot and coordinates with any tugs that are going to assist the vessel in docking. Many times, it
is this boarding by the harbor pilot and the subsequent record keeping that allow the MEPAs to have such
detailed records of vessel activity.
Pilots at all of the MEPA waterways were contacted and asked about typical operations, including
speeds by vessel type. Information on reduced speeds in atypical waterway were obtained by conversations with
knowledgeable personnel at the MEPA and, when possible, directly from the pilots responsible for actually
handling the vessels in the waterway. Therefore, vessel movements were calculated from the MEPA data, and
any inconsistencies or lack of data were qualified and resolved by discussions with the pilots. The data they
provided were used to supplement the data in the electronic files and to form a more complete record of each
time-in-mode.
3.5 CALLS, TRIPS, AND SHIFTS
Within the MEPA boundaries, there are often one or more USACE-recognized ports/waterways. As
stated in Section 2, an entrance or a clearance from a DSP is atrip. As stated in Table 3-1, a call is one entrance
and clearance from an MEPA waterway. A challenge is presented when using both the MEPA call data and
3-7
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Portl
Port 2
Port3
© USAGE Port
X Pilot Transfer
Figure 3-2. Vessel movements within an MEPA
the USAGE trip data to characterize a port, as one call can be two or more trips. This is due to the fact that a
movement between DSPs that lie within an MEPA Area is counted as a shift by the MEPA, if it is counted at
all, and as two trips, one clearance and one entrance, by the USAGE. To further complicate the reconciliation
of MEPA and USAGE data, a movement between PWDs within a port is considered an intraport movement
while a movement between ports is considered an internal movement by the USAGE while both are considered
shifts by the MEPA (if the MEPA records them at all). Internal and intraport movements have different time-in-
mode characteristics. Table 3 -4 presents two vessels moving within the same MEPA waterway in order to give
an example of the challenges of using the MEPA and USAGE data together. Ports 1,2 and 3 represent USAGE
DSPs. The movements described in Table 3-4 are shown graphically in Figure 3-2.
Table 3-4. Vessel movements within an MEPA explained
Vessel
Vessel "a"
Vessel
"b"
Activity
Enters breakwater. Pick up pilot at X. Proceeds to Port 1 (la). Unloads
wheat at Port 1 . Proceeds to Port 2 (2a). Loads rice at Port 2.
Maneuvers out of dock at Port 2, drops off pilot at X (3a), and exits the
breakwater.
Enters breakwater. Picks up pilot at X. Proceeds to Port 3 (Ib). Unloads
granite, loads wood, and bunkers at Port 3. Maneuvers out of dock at
Port 3, drops off pilot at X (2b) and exits the breakwater.
Trips
4
2
Calls
1
1
Shifts
1
0
3-S
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Vessel "b" follows nearly identical paths in and out of the MEPA Area. Vessel "a", on the other hand,
has a long leg from X to Port 1, a fairly short jump from Port 1 to Port 2, and another leg from Port 2 to X. The
total distance traveled for Vessel "a" is not twice the distance to Port 1 nor twice the distance to Port 2 from X,
but is half of each of these plus the distance between Ports 1 and 2. This example shows why it is not possible
to simply treat the number of MEPA calls as half the number of USAGE trips. After a cursory look at this
example, one might ask why it is not possible to treat the number of trips as twice the number of calls plus twice
the number of shifts. In theory, this should work. However, MEPAs do not keep sufficiently detailed records
to track all shifts.
Shifting activities have proved problematic for other studies and reports of marine vessel movements.
Many past reports on marine inventory and vessel movements have focused on entrance and clearance times
for ships from a port area, and have not depicted movements within a port area. Although some vessels will
enter a port, call on one dock, and then exit back to intracoastal waters, other vessels will come into the port area
to one anchor or PWD and then proceed to another anchor or PWD within the same port area. Many shifts take
place between nearby or adjacent docks, but they often take place between docks or anchorages that might be
several miles part. Especially for the large waterway areas of New York and Puget Sound, shifting activities may
greatly increase the amount of time per call during which a vessel's propulsion engines are in operation.
If internal shifting is not included in the time-in-mode calculations, one of two things occurs. Either
each call on a dock is treated as a call from the open ocean and is allotted time at cruise, reduced speed, and
maneuvering, thereby resulting in overestimation of these time-in-modes and emissions forthe call. Or, internal
shifting is ignored and the call is treated as one docking event, resulting in underestimations for maneuvering
and overestimations of hotelling, leading in turn to an underestimation of emissions forthe call. This report
includes shifting in the time-in-mode calculations. No further adjustments to the time-in-mode calculations need
to be made for the Typical Ports to account for shifting.2
Because time-in-modes have been calculated as hours/call, and because the only data on a majority of
the DSPs are available by trips, a detailed methodology for using both the MEPA data for the Typical Ports and
USAGE data for the DSPs to determine vessel operations for the DSPs was required. This methodology is
discussed in Section 4.
2 Further adjustments for shifting will need to be made in the port summary tables for the ports of Corpus
Christi, Coos Bay, and the Lower Mississippi River (Baton Rouge, New Orleans, Port of South Louisiana, and
Plaquemine) as shifting data become available from each port's MEPA.
3-9
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SECTION 4
METHOD TO DETERMINE TIME-IN-MODES FOR DSPS
Part of the purpose of this report is to provide a detailed assessment of commercial marine activity for
the Top 95 U.S. Deep-Sea Ports. This will be done by using the MEPA time-in-mode data, discussed in Section
3 and presented in Sections 6 through 14 in conjunction with the DSP data from the USAGE presented in
Section 2. A methodology is needed that will allow these two types of data to be used together. This
methodology must address how to allocate three sets of factors:
• Time-in-mode data developed for a MEPA Area to the DSPs within the MEPA Area (Typical
Ports)
• Time-in-mode data developed for a MEPA Area to a DSP not within the MEPA Area
(Modeled Port)
Unspecified dry-cargo (UC) to ship-types given by the Typical Port data
Several terms will be used throughout this section to designate different deep-sea traffic ports and
waterways. Some of these have been used previously in the report, but for completeness they are also included
in the summary of terms and definitions in Table 4-1.
The MEPA datasets used to calculate time-in-mode data for the Typical Ports chosen by EPA are
developed differently from the US ACE/Census Bureau data used to develop the trips and tonnage for the D SPs.
This presents challenges in matching the data from the Typical Ports with the data from the DSPs. Each MEPA
records vessel traffic for one or more Typical Ports. In most cases several USAGE Ports are included in the
MEPA Area and are not treated as distinct waterways in the database maintained by the MEPA. Thus, a
methodology is needed to distribute time-in-mode data developed for the MEPA Area to the individual Typical
Ports within the area. Once time-in-mode data are developed for the Typical Ports within a MEPA Area, these
data will be used to determine time-in-modes for the Modeled Ports outside the MEPA Area relieving the
modeler of the need to directly quantify (i.e. obtain data from a MEPA or other direct source) marine activities
at the Modeled Port. Finally, some of the dry-cargo ships in the USAGE data are undefined. As no time-in-
mode data were developed for undefined ship-types, must be allocated to other, defined dry-cargo ship-types.
The activities for UC ship-types listed in the DSP data must be allocated to ship-types recorded by the MEPAs.
4-1
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Table 4-1. Port terms and explanations
Term
MEPA Area
USAGE Port
DSP
Typical Port
Modeled Port
Like Port
PWD
Explanation
Waterways with detailed vessel information provided by a MEPA (see Section 3).
Includes one or more Typical Ports (see below). Time-in-mode data were
developed for each MEPA Area:
• Lower Mississippi River Ports
• Consolidated Ports of New York and New Jersey and Hudson
River
• Delaware River Ports
• Puget Sound Area Ports
• Corpus Christi
Ports on the Patapsco River
Port of Coos Bay
Port of Tampa
A port area as defined by the USAGE. All of the DSPs are USAGE Ports.
USAGE Port ranked as one of the Top 95 DSPs in the U.S. by tonnage handled in
calendar year 1995. One of the ports listed in Section 2, Tables 2-4 and 2-5.
USAGE Port in a MEPA Area. A Typical Port is one of the DSPs and may be a
Modeled Port or a Like Port (defined below).
One of the DSPs for which time-in-mode data are required by a modeler
One of the DSPs that is a Typical Port and has been determined to be similar to the
Modeled Port
Piers, wharves, and docks: a place in the port where a vessel would hotel. Berths
and anchorages are also places of hotelling and terms used by the MEPA. For the
purposes of this section, PWD encompasses all of those terms.
4.1 OUTLINE OF THE METHODOLOGY
The methodology described in full in Sections 4.2 and 4.3, proceeds as follows:
A Modeled Port is determined
• The Modeled Port is located in Table 2-4
If the Modeled Port is within a MEPA Area then it is a Typical Port and Steps 2 through 5
should be carried out.
If the Modeled Port is not within a MEPA Area then it is not a Typical Port, and therefore, a
Like Port, that is a Typical Port, must be determined using Step 1 followed by the
determination of trips and calls in Steps 2 through 11 below.
For purposes of illustration, examples of Steps 1 through 11 are given using the Port of Stockton, CA
as the Modeled Port.
4-2
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4.2 METHODOLOGY
4.2.1 Step 1. Determine a Modeled Port and a Typical Port
Each of the MEPA Areas has one or more DSPs contained within its boundaries. However, there are
many other DSPs that are not in one of the MEPA Area. The first step in using the USAGE and MEPA data to
determine marine activities for the DSPs is to determine whether the Modeled Port is within a MEPA Area, and
if not, to determine what Typical Port within a MEPA Area is most like the Modeled Port. Some of the DSPs
are Typical Ports and will have marine activities determined through the methodology given in Steps 2 through
5 only. However, the other DSPs will use the MEPA data by seeking out a Typical Port most like the Modeled
Port. For purposes of illustration, Stockton, CA will be the Modeled Port. It is not within the bounds of any of
the MEPA Areas in Table 4-1 and it is, therefore, necessary to determine what port is a Like Port for Stockton.
Before determining which of the Typical Ports is the Like Port for the Modeled Port, it is necessary to
determine which characteristics are best correlated with emissions. There are no proven methodologies for
determining a Like Port. However, some possible characteristics to consider include:
Geography and location
• Fleet composition (indicative of vessel characteristics, including average horsepower)
• Time-in-port/hotelling (indicative of time-in-mode)
Distances at speeds (indicative of load and time-in-mode) within the port area
• Primary commodities handled
Tons of cargo handled (indicative of load)
Vessel characteristics, time-in-mode, and load are important characteristics in determining a Like Port.
Geography of the port and primary commodities handled are other characteristics that will influence both time-
in-mode and vessel characteristics.
Every effort should be made to ensure that the Typical Port and Modeled Port are similar. It may even
be necessary to check what other ports are near the "typical" and Modeled Ports. The following example
indicates how vessel movements may be very different even within a similar geography. The Port of Coos Bay
is located approximately 15 miles inland of the Pacific Ocean. By simply comparing geographic similarities,
the Port of Longview, WA, may be considered similar to Coos Bay as it is also a port of some inland distance
off the Pacific Ocean. However, the Port of Coos Bay is the only large waterway/port area accessible to vessels
entering Coos Bay, but the Port of Longview is downstream of the Ports of Kalama and Vancouver. Thus, many
vessels may pass by Longview on their way to Kalama or Vancouver, and emissions to each of these three ports
may be overestimated or underestimated. It may be more accurate to compare Longview with one of the ports
4-3
-------
on the lower Mississippi River, although fleet composition and other factors may influence the appropriateness
of that comparison as well.
By carefully using the bulleted factors listed above, it should be possible to determine which Typical
Port to use as a Like Port for each port to be modeled. It is important to examine all of the factors when making
a choice, as each will affect the quality and appropriateness of the resulting time-in-mode and ship-type
characteristics resolved from the match.
Keeping these factors in mind, the port of Stockton, CA, will be treated in this section as being like
Bellingham Harbor, one of the Typical Ports in the MEPA Area of Puget Sound. Both ports have similar
geographies in that they are located many miles from the open ocean and vessels calling on the ports must pass
through areas of other ports' ship traffic. Thus, it is expected that time-in-mode as well as geography and
location will be similar. The two ports have similar ship-type compositions, as seen by comparing the ports in
Table 2-4. These similarities are further detailed in the following steps.
4.2.2 Step 2. List USAGE Port Codes Within the MEPA Area
Before it is possible to use Bellingham time-in-mode data for Stockton, it is necessary to determine the
number of calls for Bellingham and any adjustments to the time-in-mode data developed for the overall Puget
Sound area. In order to do this it is necessary to make a list of USAGE port areas included in the MEPA Area
of Puget Sound. To assist in this, a table of the Typical Ports included in the MEPA Area is given as the first
table in each of the MEPA Area Sections, Sections 6 through 14 of this report. For some areas, such as Corpus
Christi and Coos Bay, each MEPA may contain just one USAGE port code, but for others, such as Puget Sound
and Delaware River, there may be many Typical Ports.
To continue the example, Bellingham, our Like Port, is one of the Typical Ports listed in Table 4-2
within the Puget Sound area.
4-4
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Table 4-2. Typical Ports within the Marine Exchange of the Puget Sound dataset
DSP Rank a
21
26
34
55
70
72
78
83
NA
NA
NA
Typical Port
Seattle Harbor, WA
Tacoma Harbor, WA
Anacortes Harbor, WA
Everett Harbor, WA
Port Angeles Harbor, WA
Grays Harbor, WA
Bellingham Bay and Harbor, WA
Olympia Harbor, WA
Neah Bay, WA
Port Townsend
Port Gamble
USAGE Port Code
4722
4720
4730
4725
4708
4702
4732
4718
4706
4710
4714
3 NA = Not Ranked in the Top 95 DSP
4.2.3 Step 3. Total All Trips for the Ports in Step 2
Using the total trips by ship-type in Table 2-4, the vessel trips are totaled, by ship-type, for each
port/waterway in the Puget Sound (as listed in Table 4-2). These trips are shown as the first line in Table 4-3.
The number of trips by ship-type for each port in each MEPA Area are given in the port-specific sections of this
report, Tables X-3 of Sections 6 through 13. As mentioned earlier, UC ship-types are not recognized ship-types
in the LMIS data and thus do not have corresponding time-in-modes in the MEPA data. These ship-types must
be distributed over the other dry-cargo ship-types in the port. For the Typical Ports, we suggest allocating the
total UC trips over the dry-cargo trips by ship-types using the percent of dry-cargo calls for each dry cargo ship-
type as calculated from the MEPA Area data. Although it may seem odd to use the percent of calls to allocate
trips, the MEPA data should accurately reflect the distribution of ship-types within the Typical Ports.
For Puget Sound, the percent dry-cargo calls are given in Table 9-2 and reproduced here in Table 4-3.
Using bulk carrier or "BC" ship-type trips in the example, 33.2% of the dry cargo trips in the Puget Sound
MEPA Area are BC. The revised BC trips in Table 4-3 were obtained by multiplying 1,392UC trips by 33.2%
to get 462 "undefined, additional" trips to be added into the BC "As reported" ship-type trip totals. Thus the
revised trips are 1,089 plus 462 for a total of 1,551 trips. This same allocation of UC trips should be calculated
for all the ship-types. Table 4-3 presents the results of these calculations. This method of allocating the
undefined ship-type trips is the default method. Any data available from the port or other reliable source that
allows a more refined allocation of trips allotted to the USAGE UC ship-type should be used in place of the
above method.
4-5
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Table 4-3. USAGE and revised trips by ship-type for the Puget Sound area
Puget Sound Area
A. As reported (Table 9-3)
B. % dry-cargo (From Table 9-2)
C. Undefined Addnl. (B.*UC)
D. Revised Trips
Ship-Types ab
BC
1,089
33.2%
462
1,551
CS
2,107
42.8%
596
2,703
GC
338
9.8%
136
474
PA
80
0.5%
7
87
RF
85
2.2%
31
116
RO
628
6.2%
86
714
TA
1,000
NA
0
1,000
vc
845
5.3%
74
919
UC
1,392
NA
-1392
0
Total
Trips
7,564
100%
0
7,564
a BC = Bulk Carrier, CS = Container Ship, GC = General Cargo, PA = Passenger, RF = Reefer, RO = RORO,
TA = Tanker, VC = Vehicle Carrier, UC = Unspecified Dry-cargo,
bDue to rounding, intermediate numbers may appear in error. Totals are correct as given.
4.2.4 Step 4. Determine Trips for the Like Port
Step 4 is similar to Step 3. Just as Step 3 was used to total all the trips for the MEPA Area containing
the Like Port, so Step 4 is used to allocate the number of trips by ship-type to the Like Port within the MEPA
Area. As stated previously, the number of trips by ship-type for each port in each MEPA Area are given in the
port-specific sections of this report, Tables X-3 of Sections 6 through 13. Unless other information is available,
it is recommend that UC trips be allocated over the other dry-cargo trips that are clearly recorded for the port.
In each of the specific MEPA Area sections, this ratio is based on the percent dry-cargo calls as found in each
Typical Port's MEPA data (as shown in Step 3 above).
To continue using the example of the Port of Stockton as the Modeled Port and Bellingham as the Like
Port, Table 4-4 shows the trips, by ship-type, as reported by the USAGE for the Port of Bellingham. The trip
totals for the UC ship-types are 407. According to Table 9-2, the percent of dry-cargo calls forthe BC ship-type
over the entire MEPA Area is 33.2%. Assuming that this percentage applies to Bellingham, 33.2 % of 394 is
131 "undefined, additional" trips. Thus the total revised BC trips for Bellingham would be 24 plus 131 or 155
trips. This same process should be followed for all the ship-types. The second line of Table 4-4 shows the
revised trips for all ship-type categories. Note that Table 4-4 shows the UC trip total as zero and the TA trips
as unchanged.
4-6
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Table 4-4. Reported and revised trips by ship-type for the Like Port, Bellingham,
a Typical Port from the Puget Sound MEPA Area
Bellingham
A. As reported (Table 2-4)
B. % dry-cargo (From Table 9-2)
C. Undefined Addnl. (B. * UC)
D. Revised trips
Ship-Types a "
BC
24
33.2%
131
155
CS
13
42.8%
168
181
GC
46
9.8%
39
85
PA
8
0.5%
2
10
RF
14
2.2%
9
23
RO
13
6.2%
24
37
TA
49
NA
0
49
VC
6
5.3%
21
27
UC
394
NA
-394
0
Total
Trips
567
100%
0
567
a BC = Bulk Carrier, CS = Container Ship, GC = General Cargo, PA = Passenger, RF = Reefer, RO = RORO,
TA = Tanker, VC = Vehicle Carrier, UC = Unspecified Dry-cargo,
bDue to rounding, intermediate numbers may appear in error. Totals are correct as given.
Rather than using a default methodology to allocate undefined ship-types at all the DSPs, it would be
better to look for more data on the port in question, to find out the major types of cargo traded by the port, and
to allocate the UC trips to that cargo and thereby that type of ship. For example, according to the Pacific
Northwest Ports Handbook (Reference 4-1), the Port of Bellingham handles mostly break-bulk commodities
and is also at the terminus of a large ferry system. Break-bulk commodities are usually carried on BC type
vessels and ferries are included in the RORO ship-type category of this report. As such, a better estimate of
actual vessel trips may be reached by allocating the UC trips to the BC and RO ship-types only.
While the method shown in Table 4-4 is the default method for allocating unknown ship-types, other
methods can be used to produce better results as discussed in the previous paragraph. The default method should
be used only when no better data are available.
4.2.5 Step 5. Determining the Number of Calls for the Like Port
The next step allows determination of the number of calls by ship-type reported in the MEPA database
that should be allotted to the Like Port analyzed in Step 4. The total number of calls for each ship type must be
multiplied by an appropriate factor derived from the results of the previous steps to give the number of calls
by ship-type that are associated with Bellingham. Therefore, the revised trips by ship-type from Table 4-4 are
divided by the revised trips by ship-type from Table 4-3. This yields a factor for each ship-type that, when
applied to the total calls per ship-type for the whole MEPA Area, gives the total calls for the Like Port by ship-
type.
To illustrate Step 5 with a continuation of the example, in Table 4-5 the total trips for the Puget Sound
Area Ports and the total trips for Bellingham are allocated, by ship-type, to obtain each ship-type factor. Each
factor is then applied to its respective ship-type's calls for Puget Sound yielding the calls by ship-type for
Bellingham. The Puget Sound Area Ports section, Section 9, presents the total calls by ship-type for Puget
Sound in Table 9-5, and shows the total calls as 3,241.
4-7
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Table 4-5. Complete conversion of Puget Sound Trips to Bellingham Calls
A. Revised Total Trips (Puget
Sound) (from Table 4-3)
B. Revised Bellingham Trips (from
Table 4-4)
C. Ship-Type Multiplier Factor
(A/B)
D. Calls for Puget Sound (From
Table 9-5)
E. Calls for Bellingham (C*D)
Ship-Types a'b
BC
1,551
155
0.100
892
89
CS
2,701
181
0.067
1,150
77
GC
474
85
0.179
263
47
PA
87
10
0.115
13
1
RF
116
23
0.194
60
12
RO
714
37
0.052
168
9
TA
1,000
49
0.049
553
27
VC
919
27
0.029
142
4
Total
Trips
7,564
567
.075
3,241
266
a BC = Bulk Carrier, CS = Container Ship, GC = General Cargo, PA = Passenger, RF = Reefer, RO = RORO,
TA = Tanker, VC = Vehicle Carrier
bDue to rounding, intermediate numbers may appear in error. Totals are correct as given.
Calls for Bellingham from Table 4-5 can be used with each of the four time-in-modes given in Section
9, Table 9-5, to develop total time spent in each mode by ship-type for Bellingham for the year. As each time-in-
mode corresponds to a specific range of engine loads, these total times can be used with the appropriate emission
factors to determine the total emissions. The time-in-modes developed for the MEPA Area summary tables in each
MEPA Area section can be used without modification for cruise, maneuvering and hotelling. However, the time
at reduced speed is dependent on the distance of the specific port from the breakwater or pilot's station; for MEPA
databases that encompass several USAGE Ports, a simple correction will allow a more representative RSZ time-in-
mode to be developed as shown in Steps 6 through 8.
4.2.6 Step 6. Determine the Distance to the Port/Waterway
Each MEPA Area has variable distances from the breakwater or pilot's station to its Typical Ports. Even
a MEPA that has only one Typical Port will have variable distances to the PWDs within the Typical Port. For
some MEPA Areas most of the PWDs are in a relatively small area, and the distances between the bulk of the
PWDs are negligibly different, but for other areas there are considerable differences in distance. Table 4-6 lists
the MEPA Areas and which ones have PWDs within the port that are at a considerable distance from one another.
A considerable distance for this purpose is considered to be more than 10 miles.
4-8
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Table 4-6. Distances between piers, wharves, and docks within Typical Ports
Port
Lower Mississippi
Hudson River
Delaware River
Puget Sound
Corpus Christi
Baltimore
Tampa
Coos Bay
Distance between Piers, Wharves, and Docks
Considerable
Considerable
Considerable
Considerable
Negligible
Negligible
Negligible
Negligible
The distance between PWDs within the MEPA Area can be used to refine the RSZ time. Although
distances from the breakwater to the Typical Ports within each MEPA Area are given in each MEPA Area's
section, Steps 6 through 8 can be skipped for MEPA Areas with negligible differences (see Table 4-6) without
significant impact to the overall RSZ time-in-mode.
Table 4-7 gives the Typical Ports in the Puget Sound and their RSZ distances from the pilots station at
Port Angeles. Seattle could be considered the central Typical Port of the Puget Sound. The entrance to Seattle
Harbor is 66 miles from the Port Angeles pilot station. As Seattle is the most commonly called upon port in Puget
Sound, the average RSZ times by ship-type are naturally weighted for this distance although RSZ times for all calls
in the MEPA Area were included in the average. Steps 7 and 8 will allow a modeler to calculate a better estimate
of RSZ time for the other ports within Puget Sound that are both closer to and farther away from Port Angeles.
Table 4-7. Average distances to each Typical Port in Puget Sound
Typical Port
Distance from Port
Angeles Pilot Pick-up
(nautical miles)
Seattle Harbor
Tacoma Harbor
Bellingham
Grays Harbor
(Aberdeen)
Port Angeles
Olympia
Everett
Anacortes
69
86
57
20
3
114
60
45
4-9
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4.2.7 Step 7. Determine the Distance from the Breakwater to the Like Port
To determine how far the Like Port is from the breakwater or pilot's station, pilots books or the MEPA
for each MEPA Area were consulted. These results are in the MEPA-sections of the report. The harbors in Table
4-7 are some of the most important harbors within Puget Sound. Distances are those given in the pilots book for
Puget Sound (Reference 9-2) minus 2 to 3 miles for maneuvering.
4.2.8 Step 8. Compute RSZ for the Like Port
Divide the distance from the pilot's station or breakwater to the Like Port by the distance from the pilots
station or breakwater for the average port in the MEPA Area. Multiply this ratio by the average RSZ time for the
ship-type to obtain an adjusted RSZ time more representative of the Typical Port. This is shown in Equation 4.1
for Bellingham.
(DL]
RSZi=RSZAw\ (4.1)
\DA)
Where: RSZL = reduced speed zone time for the Like Port (ex. Bellingham)
RSZAW = reduced speed zone time for the average waterway (ex. Seattle, 16.5 hrs)
DL = distance to the Like Port from the pilot's station or breakwater in miles (ex. 55 mi)
DA = distance to the average waterway from the pilots station or breakwater (ex. 69 mi.)
To continue the example:
(55}
RSZL=\6.5\ —
(69
Note : the modified RSZ time to use for Port Angeles using this methodology would be 0 hours. However,
there will be some RSZ time associated with all ports as a vessel cannot shift instantaneously from full cruise to
maneuvering. The minimum RSZ time to use assumes a vessel takes approximately 5 miles to slow from cruise
to maneuvering for an average of 0.3 hours inbound and 0.3 hours outbound, for a total of 0.6 hours per call. A
more precise minimum RSZ time per call can be computed by dividing 10 miles, the round-trip distance for
deceleration and acceleration, by 65%3 of the average speed per ship type from Table 9-5.
3 The load for reduced speed zone was given by a Delaware River pilot as 60-70% of full
load.
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4.3 ALLOCATING TYPICAL PORT CHARACTERISTICS TO A MODELED PORT
Once Steps 6 through 8 associated with Equation 4-1 have been accomplished, the remaining task is to
allocate time-in-mode characteristics from a Typical Port to a Modeled Port not located within the MEPA Area.
A Typical Port is chosen to be the Like Port for the Modeled Port. After following Steps 1 through 8, average
hotelling, cruise, and maneuvering times for the Like Port can be applied to the Modeled Port. However, the calls
per year for each ship-type must now be calculated for the Modeled Port. Furthermore, RSZ time-in-mode must
also be adjusted to account for the differences in the distance from the breakwater of the Modeled Port versus that
for the Like Port. This is accomplished with the following steps.
4.3.1 Step 9. Determine Trips for the Modeled Port
The next step is to calculate the number of trips, by ship-type, for the specific Modeled Port. These data
are available in Section 2, Table 2-4. Unless other data are available, it is recommend that the UC trips be
allocated over the other defined dry-cargo ship-type categories. In the case of the Modeled Port, there will not be
MEPA data to use to determine ratios of the dry-cargo calls. Therefore, the UC trips can be distributed using the
ratio of the defined dry-cargo ship-type trips to the overall dry-cargo trips as shown in Equation 4.2. If a better
method is available, such as the one described in Section 4.2.4, it can be used in place of the default method shown
below.
STrev = STrepl + (4.2)
V J-J L- T J
Where:
ST rev = revised trips by ship type
ST rep = reported trips by ship type
UC = unidentified dry-cargo trips
DCT = total dry-cargo trips. Equivalent to Table 2-4 Grand Total trips minus BA, BD, BL,
OT, SV, TA, TUG, and UC trips
To continue the example, Stockton, CA was chosen in Step 1 as the Modeled Port. The data in Table 4-8
came from Section 2, Table 2-4, for DSP number 77, Stockton. Stockton had, among other trips, 58 BC trips, 17
UC trips, and 74 DCT trips shown for 1995. Using Equation 4-1 for Stockton bulk carriers, we get
STrev =STrep*(l + UC/DCT)
= 58 * (1 + 17/74)
= 71 revised bulk carrier trips
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Table 4-8. Stockton trips as reported by USAGE and as revised
Stockton
A. As reported
B. Undefined Addnl.
C. Revised
Ship- Types a
BC
58
13
71
CS
2
1
3
GC
14
3
17
PA
0
0
0
RF
0
0
0
RO
0
0
0
TA
59
0
59
UC
17
-17
0
vc
0
0
0
Total
Total
150
0
150
3 BC = Bulk Carrier, CS = Container Ship, GC = General Cargo, PA = Passenger, RF = Reefer, RO = RORO,
TA = Tanker, UC = Unspecified Dry-cargo, VC = Vehicle Carrier,
4.3.2 Step 10. Compute the Number of Calls for the Modeled Port
For each ship-type in Step 9, divide the number of USAGE trips for the Modeled Port by the number of
USAGE trips for the Like Port. The resultant is multiplied by the fraction of Like Port calls by ship-type as shown
in Table 4-5.
To continue the example, Bellingham is the Like Port and Stockton is the Modeled Port. Both have traffic
that is mostly bulk carrier and tanker. Bellingham has 155 revised BC trips. The 71 revised BC trips for Stockton
divided by the 155 revised BC trips for Bellingham gives a fraction of 0.46. Multiplying the 89 BC calls for
Bellingham by 0.46 yields 41 BC calls for Stockton. Table 4-9 shows the result of these calculations for all the
ship-types of Stockton.
Table 4-9. Complete conversion of Stockton trips to Stockton calls
USACE Port/
Waterway
A. Revised Bellingham Trips (Table 4-4)
B. Revised Stockton Trips (Table 4-8)
C. Multiplier (B/A)
D. Calls for Bellingham (Table 4-5)
E. Calls for Stockton (C*D)
Ship-Types a' b
BC
155
71
0.458
89
41
CS
181
3
0.017
77
1
GC
85
17
0.200
47
9
P
A
10
0
0
1
0
R
F
23
0
0
12
0
RO
37
0
0
9
0
TA
49
59
1.204
27
33
VC
27
0
0
4
0
Total
Trips
567
150
0.265
266
84
3 BC = Bulk Carrier, CS = Container Ship, GC = General Cargo, PA = Passenger, RF = Reefer, RO = RORO,
TA = Tanker, VC = Vehicle Carrier, UC = Unspecified E)ry-cargo,
FJue to rounding, intermediate numbers may appear in error. Totals are correct as given.
4.3.3 Step 11: Compute the revised reduced speed zone
To compute a more accurate reduced speed zone time for the Modeled Port, divide the distance from the
Modeled Port to the Modeled Port's breakwater by the distance from the Like Port to its breakwater. Use this ratio
to adjust the Like Port's RSZ time-in-mode for the Modeled Port.
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To conclude the example, Stockton is located approximately 80 miles from the entrance to the San
Francisco Bay. Thus, 80 miles for Stockton divided by 55 miles for Bellingham is approximately 1.45 and the
adjusted RSZ time for Stockton would be 1.45* 13.1 = 19 hours. This RSZ would be reduced if it became evident
that pilots meet vessels within the San Francisco Bay rather than at the entrance to the Bay.
4.3.4 Step 12: Allocation to Counties
Emissions from ports will likely need to be allocated to counties. Many ports are large enough that their
boundaries encompass more than one county. For example, the Port of New Orleans is located on both banks of
the Mississippi River from mile 81 to mile 115 on the river. Thus the port encompasses the city of New Orleans
and the parishes (counties) of St. Bernard and Jefferson. If emissions from ports will need to be allocated to the
county level, trips or the various time-in-modes must be allocated to the county level. The following are some
possible methods of allocating ship traffic to the various counties that are within the port.
Method 1. Equal distribution: Divide the total number of trips for the port by the total number of
counties. This is the simplest method and gives a straight forward equal allocation of trips to each county.
Method 2. Distribution by coastline distance: Divide the coastline distance of the county by the total
coastline of the port (ex. If Baton Rouge has atotal (both banks) of 228 miles of coastline and there are 4 counties
within the port, determine the coastline distance of each county and divide it by 228 to getthe fraction of emissions
that should be allocated to the county.). This method seeks to allocate trips based on an actual geographic factor.
Still a simple method but more complex and probably more accurate than Method 1.
Method 3. Distribution using average wind speed and direction. Get data on wind speeds and
directions along the river. Allocate emissions to the counties downwind of the prevailing wind (either by Method
1) or 2)). This method has varying degrees of complexity depending upon the detail of the meteorological data
used to determine the prevailing winds. This could be used to change the allocation to ports on a seasonal basis.
This method may be more or less accurate than Methods 1 or 2 depending on the constancy of the prevailing winds.
Method 4. Distribution by berth density: Determinethe density of activity (by counting the total number
of berthing facilities in each county), total the berthing facilities in the overall port, determine the fraction in each
county and use that fraction to determine traffic distribution. This method assumes that areas with more PWDs
should have more emissions allocated to them. The port series reports published by the USAGE for most major
U.S. ports have detailed descriptions of PWD locations. For this method to be accurate, the level of activity at the
majority of PWDs would be similar.
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SECTION 5
DATA QUALIFIERS
Although the data and methodologies presented in Sections 1 through 4 are as accurate as possible, this
section presents general data qualifiers for the data and methodologies in these sections. For data qualifiers specific
to an individual MEPA Area, please refer to the specific section for that port.
5.1 QUALIFIERS FOR THE TOP 95 DSPS, USAGE, AND CENSUS BUREAU DATA
5.1.1 Ship-Types for Top 95 DSPs
Census Bureau data were used for ships registered to a foreign flag because those data had more complete
ship-type descriptions than the USAGE data had for foreign flag vessels. Although both foreign and domestic
vessels are included in the USAGE database, for foreign ships, USAGE only includes general ship-type
descriptions such as self-propelled dry-cargo.1 Further detailed ship-type descriptions, such as bulk carrier,
container ship, or vehicle carrier, were given for domestic vessels only. For many records, the Census Bureau
database did provide these detailed descriptions. The fields from the Census Bureau database gave the name of the
vessel, the month the vessel call was recorded, the port/waterway code, the ship-type, the flag of registry, the last
or next foreign port of call, the net registered tonnage, and the draft of the vessel.
When the detailed foreign ship-type data from the Census Bureau were combined with the detailed
domestic ship-type data from the USAGE, most of the ships did have detailed ship-type descriptions. Those dry-
cargo records that did not have detailed descriptions were grouped into a category simply designated as
"unidentified dry-cargo"(UC). Out of nearly 150,000 trips, less than 30% remained described as UC. UC includes
trips with a vessel designated as part of the dry-cargo category as "other dry-cargo", but does not include the
records designated as category 6, "other", which may include vessels from other ship-types.
As two databases were used to calculate the DSP data by ship-type, we compared the number of foreign
vessel calls from the USAGE by port/waterway with the number of foreign vessel calls by port/waterway from the
Census Bureau. The match between the two databases was often quite good, although there are some waterways,
such as Corpus Christi, that seem to use different port/waterway codes in the different databases, making it more
challenging to match the correct ports. The overall deviation was found to be no more than 10% between the
Census Bureau and the USAGE data. For many ports, the difference was less than 1%.
In order to extract data on the DSPs trips by ship-type, it was necessary to query the large Microsoft
ACCESS® database files grouping port/waterway code, by ship-type (VTCC or ICST) codes, and counting the
number ICSTs in the group (foreign), or summing the number of trips for the group (domestic), and sum of
USAGE general ship-types: 1 = dry cargo, self-propelled; 2 = liquid-cargo, self-propelled; 3 - tugboat/towboat, 4 :
dry-cargo, non self-propelled; 5 = liquid-cargo, non self-propelled; and 6 = other
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tonnage .2 For the domestic data, it was necessary to query by traffic type and exclude records that were recording
movements within the same port or waterway. The queries for the foreign entrances and clearances and the
domestic light and loaded shipments and receipts were then combined into one Microsoft EXCEL® file to be
sorted by a pivot table into records of trips by ship-type and tonnage by ship-type for each Top 95 DSP waterway.
Some ICST (foreign vessels) and VTCC codes (domestic vessels) were grouped into general ship-type categories
in the DSP files. These are shown in Table 2-7.
5.1.2 Trip Traffic
Trips in the USAGE database have been defined here as either entrances to or clearances from a port.
However, the USAGE has many types of trips and codes to identify the type of traffic. Two of these trip types
require particular attention. These two types show a trip that is a movement within a port or a movement from one
port to anearby port. These movements are called intraport and internal, respectively. Intraport movements are trips
within the same port/waterway area. For instance, atrip to one berth in the Port of New Orleans from another berth
or anchorage also in the Port of New Orleans would be an intraport movement. Intraport movements were not
included in the DSPs' summary tables, as they denote shifts within the boundaries of one port and not entrances
or clearances to a port from another waterway or port.
Internal trips are recorded when a vessel goes from one port/waterway area to another without leaving the
internal waters of the United States. These internal waters are those of the Mississippi River, Chesapeake Bay,
Delaware Bay, Great Lakes, Hudson River, Puget Sound, and San Francisco Bay. For instance, a vessel traveling
from Wilmington, DE, to Philadelphia, PA, travels on internal waters only (Delaware Bay and River). In order to
do this, the vessel entered the Delaware Bay breakwater, entered the port of Wilmington, cleared the port of
Wilmington, and entered the port of Philadelphia, cleared the port of Philadelphia, and cleared the Delaware Bay
breakwater. Thus, the DSP data would record trips for both Philadelphia and Wilmington for this one vessel.3
It is possible that the trips for internal and intraport traffic are analogous to shifts calculated from the
MEPA call data. To continue with the above example, the Port of Wilmington would have one trip indicated from
coastal waters and one trip indicated as internal. The Port of Philadelphia would likewise have one trip indicated
as internal and one trip indicated as coastal. If the MEPA's correctly recorded all call and shift data and if the
USAGE correctly recorded all entrances and clearances with the proper traffic codes, a methodology might be
developed that improves upon the one used in this report. For the DSPs, all internal and intraport traffic would be
considered analogous to MEPA shifts and all other traffic would be considered analogous to MEPA calls. The
Census Bureau data represented one trip per record, while the USAGE data contained a trip counter such that each
record represented one or more trips.
These same series of movements by this vessel would be recorded as one call and one shift in Section 8, Ports on the
Delaware River Including Philadelphia, PA
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time-in-modes could then be applied with more accuracy to the various Typical Ports within a MEPA Area. Cruise
and RSZ times are independent of shifting as they apply only to the leg of the call that is coming from or going to
coastal waters. Allotting Maneuvering and Retelling to Typical Ports within the MEPA Area would be affected
by the number of shifts per Typical Port. Preliminary investigations into these effects showed that treating internal
and intraport traffic as shifts for the DSPs and allotting maneuvering based on trips plus shifts gave a less than 10%
difference in allocation of maneuvering for all the Typical Ports. For most of the Typical Ports the difference was
much less than 10%.
5.1.3 Data Format and Source
As stated in Section 2.1, data on the domestic trips for the DSPs came from the USAGE Waterborne
Commerce Statistics Center (Reference 2-1) for vessel trips in calendar year 1995, the latest year available when
data were purchased. The data were received on floppy disk in four different files. These files reflect the two ways
in which the USAGE keeps track of waterborne commerce in U.S. waters. There are two cargo detail files (loaded
shipments and loaded receipts) and two trips detail files (light shipments and light receipts). USAGE does not
maintain statistics on number of vessel trips by commodity. Vessel trips are associated with the vessel and its
origin/destination.
The USAGE receives data from operators of domestic vessels who send the origin, destination,
commodity, date, and vessel type classification code (VTCC), which indicates the ship-type, to the USAGE on a
Vessel Operation Report form. This form is either a handwritten form that USAGE provides, a printout from the
operator similar to the USAGE form, or an electronic file. The completeness, accuracy, and level of detail provided
on these forms are subject in part to the vessel operator's enthusiasm, or lack thereof, for the task. When a Vessel
Operation Report is received by the USAGE, it may indicate that several commodities were moved on a given
vessel. When this occurs, a cargo detail record is coded and keyed for each commodity. This can lead to many
records in the cargo detail file indicating vessel moves having a zero or null value in the "trips" field. At most, one
of the records gets a trip credited to it. In this way, double counting of vessels is avoided.
5.1.4 Exceptions to the USACE Count of Trips
While most vessel movements are reported to the USACE, and recorded by USACE as one trip per
entrance or clearance from a port, there are several ship-types that are not recorded by the USACE. These include
dredges and fishing vessels. No conflict arises in reconciling the USACE and MEPA data for these vessels because
these vessels are rarely, if ever, recorded by the MEPAs. However, it is important to note that if these vessels are
determined to be a significant source of emissions, another method of estimating activity other than the one
presented in this report will have to be used.
Barges and tugboats are types of vessels recorded by the USACE but not by the MEPAs (with the known
exception of Tampa, FL). Although barges are non self-propelled and rely on a tugboat for their motive power, tug
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and barge trips are recorded separately by the USAGE. Although one tug may power one or more barges, barge/tug
combinations are counted once for each vessel bottom (i.e. each barge is counted once and the tug is also counted).
Thus, 10 barges and one tug would count as 11 trips (10 barge trips and 1 tug trip). As a result, it is impossible to
determine from the USAGE data which barges were associated with which tug or even how many barges were
handled by a tug. Therefore, it cannot be assumed that, if a certain DSP had 1,200 tug trips and 1,200 barge trips,
each tug movement was associated with one barge movement. It is just as likely that some of the tug movements
were associated with more than one barge, and that some of the tug movements were not associated with any barge
at all. Also, USAGE does not record mooring tug trips. In summary, the data in this report do not provide a way
to distinguish either how many barges were handled per tug or how many tug trips were associated with assisting
self-propelled vessels to dock.
From our knowledge of self-propelled vessel docking, we could estimate that each ship-type recorded by
an MEPA other than tankers (bulk carrier, general cargo, container ship, passenger vessel, reefer, vehicle carrier,
and RORO) would require, on average, one tug to assist it in docking, and that tankers would require an average
of two tugs per each docking. Fishing and miscellaneous vessels are not expected to require tug assistance. Using
these estimates, a determination of the tug trips associated with barge moves and mooring could be estimated. For
more information on tugs, see Section 14, "Tug Populations and Characteristics".
Due to the high volume of tug and barge trips, the USAGE extrapolates tugboat trips and empty barge trips
from a sampling of data. Tugboat moves are extrapolated from 70% or more of total tugboat moves and barge
moves are extrapolated from 85% or more of total barge trips. In order to more accurately reflect what USAGE
regards as actual traffic patterns (e.g., inbound and outbound trip counts should be very similar), some adjustments
are made by USAGE to the trip counts in their databases. For example, if the Bulk Carrier entrances reported to
USAGE for the Port of New Orleans are a few hundred trips less than the Bulk Carrier clearances for that port,
USAGE may add a few hundred trips to the entrances when recording the data in their databases.
5.1.5 County Codes
In order to use the data generated by this report, EPA requested that the DSPs be matched with the
counties that are within the port boundaries. Each county has an FIPS code4 that EPA has associated with the DSP
data. An FIPS code database called ZIPLIST5 was purchased over the Internet from
http://www.zipinfo.com/products. Matching with FIPS codes was performed by searching the FIPS database for
the city with the same name as the port. In most cases, port boundaries were not marked on the available maps.
While several of the DSPs are listed in Table 2-6 as covering more than one county, there is a chance that some
of the other DSPs also cross more than the county lines noted in the report. This is particularly likely for river ports
FIPS codes are distinct unique numeric identification codes assigned to each county by the U.S. government.
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(See Volume II, "Commercial Marine Activity for River and Lake Ports" for further discussion). Appendices B. 1
through B.8 include discussions of the counties that are within the MEPA ports.
5.1.6 Seasonal Variation
Data received from the USAGE included the month in which each trip was recorded.5 Using this monthly
data, we assessed the seasonal variations in the port activity by determining the percent variation for each month
from the overall average. Ports that had less than a 10% variation for any month were considered to have little
seasonal variation. Most U.S. DSPs have little seasonal variation in terms of trips. Exceptions to this are ports in
the Great Lakes, Alaska, and other northern areas prone to heavy freezing in the winter. Some of these ports
actually show no trips for December and January.
5.2 QUALIFIERS FOR THE TYPICAL PORTS AND MEPA DATA
5.2.1 LMIS Date and Matching Lloyds Register Numbers
As stated in Section 3, the LRN is a unique number assigned to a vessel. When data were requested from
the MEPAs, it was requested that they include LRNs when available. LMIS keeps a master list of LRNs and uses
the LRNs to index data on vessel characteristics. A list of LRNs and ship names was sent to LMIS, with a request
for vessel characteristics. Matching the LRNs from the MEPA with the LRNs in the LMIS database of ship
characteristics permitted the determination of speed, engine type, age, power, tonnage, and other ship-type
characteristics. Some MEPAs, however, do not record LRNs. Even those MEPAs that do record LRNs have some
gaps in their collected data. In order to match the MEPA data with the LMIS database, the first step was to match
identical LRNs. Some vessels in the MEPA data did not have LRNs. For all of the MEPA Areas, some vessels
were not matched after this first step. The following criteria were used, in the order shown, until all possible ships
were matched with LRNs.
• Similar LRN, identical ship name, identical DWT, and identical ship-type
Similar ship name, identical DWT, and identical ship-type
Similar DWT and identical ship-type.
Where available, vessel speed, net registered tons, horsepower, operator and flag were also criteria used
in this matching process. (See individual sections for the number of each ships for each MEPA that were not
matched with LMIS vessel characteristics.)
When an LRN was not available from an MEPA, LMIS was asked to provide ship characteristics for every
vessel with the same name as the MEPA vessel. Not only was it difficult to match the characteristics of MEPA
vessels without LRNs in the database purchased from LMIS, it was also difficult to ensure that the data on the
correct vessel were purchased from LMIS. An example of the possible errors that can be encountered if matches
The date in which USAGE records the trip is almost always within the same month that the trip actually occurred.
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are made by ship name alone follows. As an LRN is unique but a ship name is not, when the MEPA did not supply
an LRN, LMIS attempted to provide all LRNs for that ship name. However, ship names do change.
Complications might arise from this. For example, one of the ships in our request to LMIS was the ship
"Victoria." Fourteen different LRNs, for 14 different vessels, were returned as having the name "Victoria," and
they varied in ship-type, spanning General Cargo, Ferry, Fishing, Tug, Reefer, RORO, and Landing Craft. Now,
suppose that the reefer "Victoria" recently changed its name to the "Chiller." If the ship "Victoria" in our records
is now the "Chiller" in LMIS's records, and had called on an MEPA that does not record LRNs but simply supplied
a DWT, ship-type, and vessel name it is probable that there would be an apparent mismatch in names between the
two data sources. To help minimize any errors, close attention was paid to matching ship-types and relative sizes
(DWT).
5.2.2 Typical Call
There is a large degree of variability in the pattern of atypical call. Ship-type, fuel-type, total ship weight,
waterway geography, speed zones in the port, weather, and the vessel's scheduled time of arrival can all affect the
length and duration of a call on an MEPA waterway.
Container ships are generally faster than other dry-cargo vessels, both in their speed in the waterway and
in their time at dock. It is well known that tankers typically call on more than one dock in a waterway. Ocean going
vessels that use fuel oil or bunker "C" as their main fuel source may be required by law, or may voluntarily choose,
to switch to marine diesel oil or other more volatile fuel when maneuvering as required in congested waterway
areas. It takes 20 to 45 minutes to complete the switch from Bunker "C" to marine diesel oil, and this may impact
how soon a vessel will reduce its speed in a waterway. However, vessels powered by steam turbines do not make
this switch in fuel sources and, thus, do not need the extra time to reduce speed.
Some of the variability in the typical call can be predicted from the overall geography of the harbor or
waterway area. If there are large stretches of fairly open water that a vessel must traverse before docking, the pilot
is likely to increase the vessel back to a service speed or a somewhat reduced service speed from the 5 -6 knot speed
used when picking up the pilot. If the vessel is ahead of schedule the pilot will not proceed at the maximum safe
speed but will, instead, proceed at a slower speed that will allow the vessel to dock as close to schedule as possible.
Wind, rain, or other inclement weather can cause delays in vessel operations and lead to longer travel times at
slower speeds. In the case of inclement weather, slower speeds do not necessarily correspond to reduced engine
loads and lower emissions, as the vessel may be fighting increased currents or struggling just to maintain position.
The vessel's scheduled time of arrival can also affect the time-in-mode, especially the time in RSZ. For
instance, the maximum safe speed in the main channel of the waterway may be 15 knots, and a vessel may take
an average of 2 hours to traverse the waterway at that speed. However, if the same vessel enters the main channel
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3.5 hours before it is scheduled to tie up at the dock, it will proceed at a slower speed that is still appropriate for
the waterway, perhaps 10 knots, and may therefore take 3 hours to cover the same distance.
5.3 QUALIFIERS TO DETERMINING THE TIME-IN-MODES
5.3.1 Matching Fleet Characteristics Between DSP and MEPA Ports
Fleet characteristics, such as the relative percent of each ship-type to the total number of calls, may be
important when determining which MEPA port is the most appropriate Like Port for given Modeled Port. If a Like
Port is chosen as a match for a Modeled Port but the Like Port happens to have zero ship calls for a ship-type that
made a number of trips in the Modeled Port, there are two viable options. The first is to find another Like Port of
similar geography and more similar fleet composition. The second is to continue using the first Like Port, but, for
those ship-types showing no Like Port trips, take the Modeled Port trips, divide them by 2, and use the resulting
number as the number of calls for that ship-type in the Modeled Port. This second option assumes that the ship-type
did not shift in the port and is a gross approximation at best, and should only be used for a ship-type that has made
but a small fraction of the overall number of trips.
5.3.2 Applying Data to Other Years
The most important factor in applying these data to other years will be in the ratio of calls between ship-
types in the MEPA data. The absolute number of calls is secondary to this ratio, as the number of calls are
themselves used as a ratio in order to incorporate shifting into the USAGE data. Thus, if the composition of the
overall fleet and the relative importance of each Typical Port within the MEPA port do not change significantly,
then we would expect the data in this report to be applicable to other years, with relatively good accuracy, if the
USAGE data were updated to the year in question.
Another way of using these data for other years would be to obtain an estimate of overall change in the
Modeled Port's activity from 1996 to the present. If the port handled 10% more traffic in 1998 than in 1996,1998
totals could be estimated by following the methodology in this report and then increasing the final number of calls
by 10% for all ship-types. For some ports, it is not uncommon for port activity to increase or decrease by 30% or
more from one year to the next. The data in this report should be used with caution in estimating vessel activity in
other years.
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SECTION 6
PORTS OF THE LOWER MISSISSIPPI RIVER - GULF OUTLET TO BATON ROUGE, LA
6.1 DATA
Data were received from the New Orleans MEPA (Reference 6-1) for all commercial vessels that called in
the waterways covered by the MEPA for calendar year 1996. Assistance on time-in-mode and normal vessel
operations was received from the Crescent River Pilots (Reference 6-2). Ports and anchorages covered in the dataset
range from Baton Rouge in the north to the South and Southwest Pass entrances in the South. Approximately 234
miles of Mississippi River, including the major deep-sea ports of South Louisiana, Baton Rouge, New Orleans, and
Plaquemine, are covered in the dataset. The Inner Harbor Navigation Canal and Mississippi River-Gulf Outlet are
USAGE port/waterways that are within the area covered by the MEPA but neither area had any reported trips in 1995.
Table 6-1 shows the Typical Ports, their DSP Port rank and their USAGE Port/waterway code. More detailed
information on the Lower Mssissippi River is available in Appendix B.I.
Table 6-1. Typical Ports within the MEPA dataset
DSP Rank
1
4
6
7
Typical Port
Port of South Louisiana (above New Orleans)
Port of Baton Rouge, LA
Port of New Orleans, LA
Port of Plaquemines (below New Orleans)
USAGE Port Code
2253
2252
2251
2255
The dataset received from the MEPA contains the information on the ship name, ship-type, vessel speed,
time the first pilot arrived on the vessel and time the last pilot left the vessel, first destination dock, and time
the vessel departed from the last berth or anchorage, and other information as shown in Appendix A, Table
A-4. Data received from the New Orleans MEPA had LRNs for many of the ships. Out of 6,199 records,
4,280 automatically matched with our LMIS data base. The remaining ships were matched with LRNs by
comparing ship name, ship-type, vessel speed, and DWT provided by the MEPA with LMIS data. If no LRN
was available with ship name identical to the one in the MEPA database, a similar ship name with the same
ship-type and similar DWT was selected. After this manual matching process, there were 44 records
excluded from the summary Table 6-6 due to lack of data. The use of ship-type and DWT categories in the
summary tables provides enough leeway to reduce the impact of small errors in the matching process. Each
record in the MEPA database described a complete call on the Lower Mississippi River. A call is one
entrance and one exit from the Lower Mississippi River as reported by the New Orleans MEPA.
Table 6-6, located at the end of this section, is a summary table of all the vessels recorded by the
MEPA in 1996 presented by ship-type, engine type, and DWT range. Ship-types are those used by LMIS
6-1
-------
with similar categories grouped together for simplicity. Table 6-2 gives the number of calls and shifts per
ship-type for calendar year 1996. Since detailed vessel movement data were not available for the Lower
Mississippi, shifts are counted to be any vessel that has a different last berth than the first berth. Intermediate
shifting is therefore not accounted for. It is probable that more shifts occurred in the Lower Mississippi River
in 1996 than are recorded in Table 6-2.
Table 6-2. Calls and shifts by ship-type as recorded by the New Orleans MEPA for the Lower
Mississippi River - Baton Rouge to Mouth of Passes
Ship-Type
BARGE CARRIER
BULK CARRIER
CONTAINER SHIP
GENERAL CARGO
MISCELLANEOUS
PASSENGER
REEFER
RORO
TANKER
TUGC
VEHICLE CARRIER
Grand Total
Calls
38
3,001
379
911
21
152
14
100
1,458
79
2
6,155
Shifts a
10
2,705
71
511
13
7
4
33
1,254
74
2
4,684
% dry-cargo calls b
NA
65.8%
8.3%
20.0%
NA
3.3%
0.3%
2.2%
NA
NA
0.1%
100.0%
3 Shifts for the Lower Mississippi River Ports were calculated from incomplete data
and are likely to under-represent the total number of actual shifts
% of dry-cargo calls excludes calls from barge carrier, miscellaneous, tug, and tanker ship-types
0 Represents a small fraction of total tugs operating in the Lower Mississippi
Some vessel types are only rarely reported by the MEPA. These vessels include ferries, tugs, barges, supply
vessels, yachts, fishing vessels, and excursion vessels. There are a few of these vessels in the database that may be
useful in developing default characteristics and time-in-modes, but these vessel types are not completely recorded,
we have grouped them together in a "miscellaneous" category.
Table 6-3 presents a summary of USAGE recorded trips, by ship-type, for the Typical Ports included in the
New Orleans MEPA database. There is some discrepancy in ship-types between the USAGE and the MEPA matches
with LMIS. For example, fishing vessels are not a separate category recognized by the USAGE. The
"miscellaneous" vessels in the MEPA database may correspond with some of the "other" vessels in the USAGE
database, but more data is needed before emissions can be estimated for the vessels in these categories. The USAGE
trip totals in Table 6-3 should be used with the methodology in Section 4 to develop calls by ship-type for each
Typical Port within the New Orleans MEPA MEPA Area.
6-2
-------
Table 6-3. USAGE trips by ship-type for each Typical Port within the
New Orleans MEPA dataset
Typical Port
Rank
1
4
6
7
Name
Port of South Louisiana
Port of Baton Rouge
Port of New Orleans
Port of Plaquemine
Ship- Type Totals
Ship-Type a
BC
2,713
1,171
2,134
675
6,693
CS
10
33
853
3
899
GC
163
194
352
22
731
PA
40
33
144
28
245
RF
10
-
23
-
33
RO
26
3
252
-
281
VC
-
-
-
-
-
TA
1,645
1,079
891
1,035
4,650
UC
604
325
1,702
144
2,775
Trip
Totals
5,211
2,838
6,351
1,907
16,307
3 BC = Bulk Carrier, CS = Container Ship, GC = General Cargo, PA = Passenger, RF = Reefer, RO = RORO,
TA = Tanker, VC = Vehicle Carrier, UC = Unspecified Dry-cargo,.
Trip totals do not include intraport movements (vessel movements within the same USAGE port/waterway)
For purposes of distributing the MEPA calls in Table 6-2 to each Typical Port, we suggest allocating the UC
trips over the dry-cargo ship-types using the percent of dry-cargo calls presented in Table 6-2. For example, the Port
of New Orleans, has 1,702 UC trips. BC trips are 65.8% of the dry-cargo calls for the entire MEPA Area, and 65.8%
of 1,702 is 1,120. Thus the total revised BC trips for the Port of New Orleans would be 2,134 plus 1,120 for a total
of 3,254 trips. This same process should be followed for all the ship-types and all the port/waterways. This method
of allocating the undefined ship-type trips is the default method. Any data available from the port or other reliable
source that indicates a more refined allocation of UC ship-types trips should be used in place of the above method.
6.2 TIME-IN-MODE CALCULATIONS
Descriptions of each time-in-mode are given in Section 3, Table 3-1 of this report. The following
descriptions are specific to calculations for the Lower Mississippi River.
6.2.1 Cruise
Cruise speed is the average continuous speed of the vessel in open water. Cruise is treated as beginning
twenty-five miles out from mile zero on the River which corresponds to the entrance to either the South or Southwest
Passes and is calculated by Equation 6.1.
Cruise = 25 / [Vessel Speed (knots)] * 2 (6.1)
6.2.2 Reduced Speed Zone
Reduced speed zone (RSZ) is the time-in-mode a vessel is at a speed less than full cruise and greater than
the 4 knot average used for maneuvering. Vessels enter the Gulf at service speed and may continue at service speed
or a reduced speed depending on weather and traffic until the vessel slows to pick up the River pilot. There are four
different pilot associations associated with different areas of the River and Gulf. These are described in detail in
Appendix B.I. Conversations with the Coast Pilots and Associated Branch Pilots suggest that the maximum and
average speed in all sections of the River are 10 knots for all ship-types.
6-3
-------
Based on this data we assumed that a typical vessel travels at 10 knots except for the last 2 miles before a
berth or dock when they slow to an average of 4 knots for maneuvering. Although this formula is used to calculate
an average time in the River, it should be noted that vessels are not often at constant speeds and that much of the RSZ
time may be at transient conditions. Table 6-4 provides a summary of the major ports, their miles on the river, the
average time to get to a berth within that port based on a 10 knot average speed in the river, and the total entrances
by port (provided by the MEPA). It should be noted that the total entrances reflect the first destination of the vessel
and do not include shifts or count vessels which call on a port after the initial call on the first berth or anchorage in
the first port.
Table 6-4. Average time, distance, and arrivals by location
to the major port areas on the Lower Mississippi River
Port/waterway Name
Port of Plaquemines
Port of New Orleans
Port of South Louisiana
Port of Baton Rouge
Mississippi River Gulf Outlet b
Approximate Mile
on the River
2.4 - 91
91 - 105
107-210
220 - 334
9.3
Average Time
(hr)
0.5-9
9-11
11-22
22-35
1
Total Calls a
978
3,124
1,079
463
555
Total 6,199
a Totals are from the New Orleans Board of Trade Annual Summary Report and include all ship-types and an additional 44 vessels
that were excluded from the summary in Table 6-6 due to lack of data
b USAGE recorded no trips to port/waterway 2060 Mississippi River Gulf Outlet, LA in 1995
RSZ time for the Lower Mississippi River was calculated by Equation 6.2.
RSZ(hr/call) = (AtoB + BtoC + CtoD) /10
(6.2)
Where AtoB = the miles from entrance Pass to the first berth minus 2 miles
BtoC = the miles from the first berth to the departure berth minus 4 miles
CtoD = the miles from departure berth to exit pass minus 2 miles
10 =10 knots, the average speed in the River
6.2.3 Maneuvering
On the average, maneuvering starts two nautical miles from the dock and continues until the vessel is tied
up. This is repeated as the vessel is leaving the dock for an average time-in-mode of 1 hour per berth. Thus
maneuvering is equal to one hour for each berth (either one or two) plus one half hour for maneuvering through the
pass plus one optional half hour if the first berth was located at mile 3 or less on the River.
6.2.4 Hotelling
Retelling occurs when the vessel is at anchorage or at a berth and is the total time in the MEPA Area minus
the time-in-mode for RSZ and maneuvering.
6-4
-------
Hotelling (hr/call) = (deptdate - passdate) * 24 + (deptime - passtime)
- (RSZ - CtoD /10) - Maneuver (6.3)
Where:
deptdate = Date of departure from the last dock
depttime = Time of departure from the last dock
passdate = Date the vessel arrives at the entrance Pass
passtime = Time the vessel arrives at the entrance Pass
and "maneuver", "RSZ", and "CtoD" are as defined in the previous sections.
6.2.5 Summary Table
The summary table, Table 6-6 reflects all of the ship-types, vessel characteristics, and time-in-mode
data available for the Lower Mississippi River. There are some ship-type categories for which one or more
of the data fields had no available data. These are marked "ND" in the summary Table 6-6. Engine speed was
one of the least complete data fields in the LMIS data, and steam turbines do not have engine speed data.
There is a large standard deviation for many of the hotelling totals as a few vessels that stayed in port
for repairs, retrofit or some other reason had hotelling times in the hundreds or thousands of hours. If one
of these long hotelling times occurs for a ship-type category that only have a few calls, the average hotelling
time will appear much higher than may actually be typical. In these cases, we recommend using the average
hotelling time for the entire ship-type.
6.3 DATA QUALIFIERS
There are three main entrance and exit routes for the Lower Mississippi River. Two of them, South
Pass and Southwest Pass, are near to each other and have similar characteristics. Both correspond to mile
zero on the river. Mississippi River Gulf Outlet is the third option. It is another channel that branches from
the main river exits at South and Southwest pass and has a mile marker of 9.3 miles rather than 0. These
differences in distances are accounted for in the time-in-mode calculations.
Many fields did not have data for all records but the most important fields showing dates, times,
ship-type, and ship name were more mostly complete. After calculating RSZ, maneuvering, and hotelling
times for each call and shift, a visual inspection of the results was performed. Data that had negative times
or excessively large times for any of the time-in-modes were examined for obvious inconsistencies. If an
obvious inconsistency was found such as an arrival or departure date with a year other than 1996 (or in some
very few cases, January of 1997) the year was changed to the appropriate year. Another somewhat common
error would be a departure time late in the day and an arrival time at the next berth early in the same day.
In this case, the day of arrival was increased by one day to account for the change past midnight. In some
cases the error was due to an empty field.
6-5
-------
Electronic data available from the MEPA included foreign vessels only and did not include Jones
Act (domestic flag) vessels. No record is kept of the individual vessels or destinations for domestic flag
ships, but the number of inbound and outbound vessels with draft are available on a per month basis. Table
6-5 presents this data summary. These domestic vessels represent less than 10% of the total Lower
Mississippi River traffic.
Table 6-5. Jones Act (Domestic Flag) vessel entrances and clearances
for the Lower Mississippi River as provided by the New Orleans MEPA for 1996
Entrance
Month
January
February
March
April
May
June
July
August
September
October
November
December
Total
Total Vessels
37
40
43
40
41
39
40
45
39
41
38
37
480
Total Draft
746
797
894
857
923
869
782
940
781
912
833
837
10,171
Clearance
Month
January
February
March
April
May
June
July
August
September
October
November
December
Total
Total Vessels
39
42
39
46
45
40
44
49
42
44
33
37
500
Total Draft
1,139
1,067
1,196
1,361
1,374
1,184
1,262
1,377
1,169
1,266
993
1,153
24,712
If a date field was empty and an accurate guess could be made to the date, a date was entered. If a
time was missing, the estimated time of arrival or departure was used rather than the actual date ortime. If
these estimated times were not available, the record was excluded from the time-in-mode calculations, but
its ship-type characteristics were still included in those averages in Table 6-6. Therefore, for some time-in-
mode or ship-type characteristic fields in Table 6-6 there is an entry of ND meaning that no data were
available. If a significant number of time-in-modes were encountering similar errors, the pilot's association
of the MEPA was contacted to get information on why these calculations might be incorrect.
Tug assistance will affect the time-in-mode for a vessel. A vessel coming to anchor will not require
tug assistance. A dry-cargo vessel docking at a berth will virtually always require tug assistance and will
meet the tug at the entrance to the port area. All vessels are under their own power even when docking with
tug assistance. The main propulsion engines may be in neutral during the final stages of docking, but they
are not shut down until the vessel is secured at the dock or anchorage.
6-6
-------
Speeds in the river and average time between docks is affected by the current in the River. The
current is seasonal and is usually strongest at high water in April and weakest during low water in October.
Currents can be strong in the passes and vary from 0 to 4 knots for the Southwest Pass and 0.4 to 2 knots for
South Pass depending on the time of year. More detail on the River, major ports, pilot's associations, and
current are available in Appendix B.I.
6-7
-------
Table 6-6. Summary of 1996 deep-sea vessel data for the Lower Mississippi River
(found in EXCEL worksheet "6-6" in EXCEL 5.0/95 file "Tables.XLS")
6-8
-------
SECTION 7
CONSOLIDATED PORT OF NEW YORK AND
PORTS ON THE HUDSON RIVER INCLUDING ALBANY, NY
7.1 DATA
Data were received from the MEPA of the Port of New York (Reference 7-1) for all commercial
vessels that called in the waterways covered by the MEPA for calendar year 1996. Assistance on time-in-
mode and normal vessel operations was received from pilots at the Sandy Hook Pilot's Association
(Reference 7-2). Ports and anchorages covered in the dataset range from the New Jersey Intracoastal
Waterway in the southwest, to ports on the Hudson up to Albany in the north, and to the Long Island Sound
in the northwest. The majority of vessels enter and exit through the Lower New York Bay and pick up a pilot
at Ambrose. A smaller but significant number of vessels enter or exit through the Long Island Sound picking
up the pilot at City Island.
USAGE port/waterways included in the MEPA data are listed in Table 7-1.These ports and
waterways are those that reported vessel traffic in 1995. The following port/waterways may also be within
the region reported by the MEPA. Peekskill Harbor, NY; Saugerties Harbor, NY; Hudson River, NY;
Deepwater in Upper Bay, NYC to Waterford, NY; Hudson River, NY, Mouth of Spuyten Duyvil Creek to
Water; New Jersey Intracoastal Waterway; and Hudson River Channel, NY and NJ. These port/waterways
are not included in Table 7-1 because they had no reported commercial marine traffic in 1995.
Table 7-1. Typical Ports within the MEPA of the Port of New York dataset which
had USACE vessel trips reported for 1995
DSP Rank
3
50
NA
NA
Typical Port
Port of New York (Consolidated Statement of Waterborne Commerce)
Port of Albany, NY
Tarrytown Harbor, NY
Rondout Harbor, NY
USACE Port
Code
398
505
501
503
The traffic recorded by and attributed to the Port of New York and the various ports on the Hudson
River may be defined differently by different organizations such as the USACE and the MEPA. For instance,
the MEPA data does not include vessels calling on ports on Long Island, thus none of the Long Island
port/waterways are included in Table 7-1 or the trip totals in Table 7-3. More detailed port information is
available in Appendix B.2.
7-1
-------
The dataset received from the MEPA contains the information on the vessel name, ship-type, and
flag; date, time, and location of the pilot's boarding; location of the first berth and subsequent berths; date
and time during shift to other berths, and other information as shown in Appendix A, Table A-5. The MEPA
data did not include specific arrival dates and times for the first, or any subsequent, berths .
Data received from the MEPA had LRNs for most of the ships. Out of 4,636 records, 4,371 had valid
LRNs. The remaining ships were matched with LRNs by comparing ship name, ship-type, and DWT
provided by the MEPA with LMIS data. If no LRN was available for a ship name identical to the one in the
MEPA database, a similar ship name with the same ship-type and similar DWT was selected. The use of
ship-type and DWT categories in the summary tables provide enough leeway to reduce the impact of small
errors in the matching process. Each record represents a total call on the Port of New York and associated
waterways. A call is one entrance and one exit from the entire MEPA Area reported by the MEPA of the Port
of New York. Table 7-5, located at the end of this section, is a summary table of all the vessels recorded by
the MEPA in 1996 presented by ship-type, engine type, and DWT range. Ship-types were those given in the
Lloyds data except that similar categories were grouped together for simplicity. Table 7-2 gives the number
of calls per ship-type for calendar year 1996.
Table 7-2. Calls and shifts by ship-type as recorded by the MEPA
of the Consolidated Port of New York
Ship-Type
BARGE CARRIER
BULK CARRIER
CONTAINER SHIP
GENERAL CARGO
MISCELLANEOUS
PASSENGER
REEFER
RORO
TANKER
VEHICLES CARRIER
Grand Total
Calls
6
390
1,820
326
23
227
64
224
1,203
349
4,632
Shifts
3
400
146
86
11
6
4
100
1,505
151
2,412
% of dry-cargo calls a
NA
11.5%
53.5%
9.6%
NA
6.7%
1.9%
6.6%
NA
10.2%
100.0%
a % of dry-cargo calls excludes calls from barge carrier, miscellaneous, and tanker ship-types
Some vessel types are rarely, if ever, reported by the MEPA. These vessels include ferries, tugs, barges,
supply vessels, yachts, fishing vessels, and excursion vessels. There are a few fishing and cable-layer vessels in the
database that could be useful in developing default characteristics and actions of these types of vessels. However,
as these vessel types are not completely recorded, we have grouped them together in a "miscellaneous" category.
Table 7-3 presents a summary of trips for the USAGE waterway codes that are included in the MEPA of the
7-2
-------
Port of New York database by ship-type. There is some discrepancy in ship-types between the USAGE and the
MEPA matches with LMIS. Fishing vessels are not a separate category recognized by the USAGE. The
"miscellaneous" vessels in the MEPA database may correspond with some of the "other" vessels in the USAGE
database, but more data is needed before emissions can be estimated for the vessels in these categories. The totals
in Table 7-3 should be used with the methodology in Section 4 to calculate calls by ship-type for each Typical Port
within the MEPA Area.
Table 7-3. USAGE Trips by ship-type for each Typical Port within the
MEPA of the Port of New York dataset
Typical Port
Rank
3
50
Name
Port of New York
Port of Albany
Total
Ship-Type a'c
BC
453
97
550
CS
3,202
5
3,207
GC
722
16
738
PA
243
1
244
RF
108
0
108
RO
611
8
619
TA
3,218
175
3,393
VC
407
0
407
uc
1,523
55
1,578
Total
Trips
10,487
357
10,844
BC = Bulk Carrier, CS = Container Ship, GC = General Cargo, PA = Passenger, RF = Reefer, RO = RORO,
TA = Tanker, VC = Vehicle Carrier, UC = Unspecified Dry-cargo,
USAGE Port/waterways 501 and 503 had barge and tug traffic only
c Trip totals do not include intraport movements (vessel movements within the same USAGE port/waterway)
For purposes of determining MEPA calls for each Typical Port, we suggest allocating the UC trips over
the other dry-cargo ship-types using the percent of dry-cargo calls presented in Table 7-2. For example, Port 3,
the Port of New York, has 1,523 UC trips. According to Table 7-2, BC trips are 11.5% of the dry-cargo calls for
the entire MEPA Area, and 11.5% of 1,523 is 175. Thus the total revised BC trips for the Port of New York would
be 453 plus 175 or 628 trips. This same process should be followed for all the ship-types and all the other Typical
Ports within the MEPA Area. This method of allocating the undefined ship-type trips is the default method. Any
data available from the port or other reliable source that indicates a more refined allocation of UC ship-types trips
should be used in place of the above method..
7.2 TIME-IN-MODE CALCULATIONS
7.2.1 Cruise
Cruise speed is the average continuous speed of the vessel in open water. Cruise is treated as beginning
twenty-five miles out from the point of picking up the pilot at Ambrose or City Island. It is important to note that
there are periods of acceleration and deceleration within each time-in-mode. Cruise is also allocated to the port
for 25 miles from the departing pilot station. The cruise times for each call were determine using Equation 7.1.
Cruise = 25 / [Vessel Speed (knots)] * 2 (7.1)
7.2.2 Reduced Speed Zone
7-3
-------
Reduced speed zone (RSZ) time is the time the vessel is at a speed less than full cruise and greater than
the 4 knot average used for maneuvering. Vessels begin to slow approximately 10 miles before they pick up the
pilot and accelerate back to a speed of 10 to 16 knots until the Narrows Bridge where they slow again. Average
speeds are assumed as follows based upon conversations with the pilots: service speed to the pilotage then reduce
to 12 knots for 15 miles to the Narrows Bridge. The average vessel speed from the Narrows Bridge to Manhattan
in the Hudson is 10 knots, the average speed in the East River is 7 knots, the average vessel speed in the Kill van
Kull River is 6 knots, and the average vessel speed in the Arthur Kill River is 5 knots. These average speeds are
adjusted for two ship-types. The direction of the tide has a large affect upon the pilots decisions on when and how
much to reduce speeds. For sharp turns, most vessels will come to dead slow speed of 4 knots, but again, this is
based at the discretion of the pilot and based on draft and length of the vessel as well as weather, currents, and tide.
Neither tide nor sharp turns are explicitly taken into account in our time-in-mode calculations, but the pilots did
give us average times based on their experience.
There are a multitude of ports within the Consolidated Port of New York. The distances and times to each
port listed in Table 7-4 were determined from conversations with the Sandy Hook Pilots. These average times
were used as to calculate RSZ times from Ambrose to ports in the vicinity of the port areas listed in Table 7-4. The
times in Table 7-4 are combined RSZ and maneuvering. Maneuvering is assumed to be 0.7 hours for each port
and 0.3 for each anchorage. Depending on whether the first berth in the database was located closer to Ambrose
than the port area in Table 7-4, right in the middle of the area in Table 7-4, or further away from Ambrose than
the port area in Table 7-4, an average time at the low, average, or high end of the "Average Time" was used for
the RSZ for that berth. Shift contribution to RSZ time is calculated using the same general port areas. If the
estimated time between berths for a shift is less than 0.6 hours, all of the shifting time is allocated to maneuvering.
A correction was also made for the maneuverability differences of general ship-types. Container ships
are typically more maneuverable and faster than other dry-cargo ships; tankers are usually more unwieldy and
slower than other cargo ships, especially when maneuvering in congested port areas. These two variables were
factored into the average time-in-modes by taking the calculated RSZ and maneuvering times and multiplying
them by 0.8 for container ships and by 1.2 for tanker vessels. Bulk carrier, general cargo, and the remaining dry-
cargo ship-types were calculated at the times listed in Table 7-4.
7-4
-------
Table 7-4. Average time, distance, and speed from the pilot's station to maneuver
into docks in specific port areas.
Port Areas
Verrazano Narrows Bridge (Upper Bay)
Tosco Bayway, (Most points on Kill Van Kull and Arthur Kill)
Port Elizabeth and Port Newark (Newark Bay)
Perth Amboy
Execution Rocks (Long Island Sound)
George Washington Bridge (Hudson North of Manhattan)
Albany (North Hudson)
From Ambrose
(nautical miles)
11
21
20
18
38
27
140
Average Time (hr)
1-1.5
2-3
3-4
2-3
3-3.5
2.5-3
15-19
7.2.3 Maneuvering
On the average, maneuvering starts two nautical miles from the dock and continues until the vessel is tied
up. The harbor pilots suggested that a fairly accurate number to use for average maneuvering speed into the dock was
3 knots starting two miles from the dock. This is repeated as the vessel is leaving the port for an average time-in-mode
per call of 1.3 hour. Anchorages take less maneuvering time and are allotted 0.3 hours in and 0.3 hours out for a total
time in mode per anchorage of 0.6 hours. Time-in-mode for shifts is allotted partially to maneuvering and partially
to RSZ except for shifts between ports that are within 6 miles of each other, which are considered as maneuvering
time only.
7.2.4 Retelling
Hotelling occurs when the vessel is at anchorage or at a berth and is the total time in port minus the time-in-
mode for RSZ and maneuvering.
Hotel (hr/call) = (DTE DATE - ARR DATE)*24 + (DepT - ArrT) - Maneuver - RSZ (7.2)
Where: DTE_DATE
ARR DATE
DepT
ArrT
= the date of departure from the Consolidated Port of New York
= the arrival date for the Consolidated Port of New York
= either OUT AMBR, the time of departure from Ambrose, or OUT_CTYIS,
the time of departure from City Island
= either the AMB TIME, the time of arrival at Ambrose, or CTYIS_TIME, the
time of arrival at City Island
and "maneuver" and "RSZ" are as defined previously in this section.
7.2.5 Summary Table
The summary table, Table 7-5 reflects all of the ship-types, vessel characteristics, and time-in-mode data
available for the Consolidated Port of New York and Albany, NY. There are some ship-type categories for which
7-5
-------
one or more of the data fields had no available data. This is most commonly seen in "Engine Speed" as this was one
of the least complete LMIS data fields. Steam turbines do not have engine speed recorded in the LMIS data. There
is a large standard deviation for many of the hotelling totals as a few vessels that stayed in port for repairs, retrofit or
some other reason had hotelling times in the hundreds or thousands of hours. If one of these long hotelling times
occurs for a ship-type category that only have a few calls, the average hotelling time will appear much higher than
may actually be typical. In these cases, we recommend using the average hotelling time for the entire ship-type.
7.3 DATA QUALIFIERS
Many fields did not have data for all records but the most important fields showing dates, times, ship-type,
and ship name were more complete. After calculating RSZ, maneuvering, and hotelling times for each call and shift,
a visual inspection of the results was performed. Data that had negative times or excessively large times for any of
the time-in-modes were examined for obvious inconsistencies. If an obvious inconsistency was found such as an
arrival or departure date with a year other than 1996 (or in some very few cases, January of 1997) the year was
changed to the appropriate year. Another somewhat common error would be a departure time late in the day and an
arrival time at the next berth early in the same day. In this case, the day of arrival was increased by one day to account
for the change past midnight. In some cases the error was due to an empty field.
If a date field was empty and an accurate guess could be made to the date, a date was entered. If a time was
missing, the estimated time of arrival or departure was used rather than the actual date or time. If these estimated
times were not available, the record was excluded from the time-in-mode calculations, but its ship-type
characteristics were still included in those averages in Table 7-5. Therefore, for some time-in-mode or ship-type
characteristic fields in Table 7-5 there is an entry of ND meaning that no data were available. If a significant number
of time-in-modes were encountering similar errors, the pilot's association of MEPA was contacted to get information
on why these calculations might be incorrect.
Tug assistance will affect the time-in-mode for a vessel. A vessel coming to anchor will not require tug
assistance. A dry-cargo vessel docking at a berth will virtually always require tug assistance and will meet the tug
approximately two miles from the destination berth. All vessels are under their own power even when docking with
tug assistance. The main propulsion engines may be in neutral during the final stages of docking, but they are not shut
down until the vessel is secured at the dock or anchorage.
7-6
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Table 7-5. Summary of 1996 deep-sea vessel data for the Consolidated Port of New York and
Ports on the Hudson River
(found in EXCEL worksheet "7-5" in EXCEL 5.0/95 file "Tables.XLS")
7-7
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SECTION 8
PORTS ON THE DELAWARE RIVER INCLUDING PHILADELPHIA, PA
8.1 DATA
Data were received from the Philadelphia MEPA (Reference 8-1) for all commercial vessels that called in
the Delaware River from the breakwater to Trenton, NJ for calendar year 1996. Assistance on time-in-mode and
normal vessel operations were received from the Philadelphia Pilot's Association (Reference 8-2). Data included in
the MEPA database covers deep-sea vessel movements from the Delaware River breakwater to Trenton, NJ. The
Delaware River breakwater's approximate location can be found by drawing a line between Cape Henlopen, DE and
Cape May, NJ. It is the entrance to the Delaware River.
USAGE port/waterways included in the MEPA data are listed in Table 8-1. These ports and waterways are
those that reported vessel traffic in 1995. The following port/waterways may also be within the region reported by
the MEPA, but were not included in Table 8-1 because they had no reported commercial marine traffic in 1995:
Delaware River, NY, NJ, and PA - Mouth of Neversink River; Harbor of Refuge, Delaware Bay, DE; Schuylkill
River, PA; Salem River, NJ; Delaware River, Trenton, NJ to the Sea; Delaware River - Philadelphia, PA to
breakwater; Delaware River - Philadelphia, PA to Trenton, NJ; Lower Delaware Bay, NJ; and Lower Delaware
Bay, DE. More detailed port information on Delaware River Ports can be found in Appendix B.3.
Table 8-1. Typical Ports within the Philadelphia MEPA dataset
DSP Rank
17
18
22
35
51
54
73
91
NA
Typical Port
Philadelphia Harbor, PA
Marcus Hook, PA
Paulsboro, NJ
New Castle, DE
Camden, NJ
Wilmington, DE
Chester, PA
Trenton, NJ
Perm Manor, PA
USACE Port Code
552
5251
5252
299
551
554
297
553
298
The dataset received from the MEPA contains information on the vessel name; ship type; time the vessel
entered and cleared the breakwater; anchorage, date at anchor, time at anchor, and time up; dock, dock date, time of
first line, and time sailing; shift dock and shift date; estimated and actual times passing Marcus Hook, and other
information as shown in Appendix A Table A-6. Data received from the MEPA had LRNs for most of the ships. Out
J-l
-------
of 2,560 records, 2,123 had valid LRNs. The remaining ships were matched with LRNs by comparing ship name,
ship-type, and DWT provided by the MEPA with LMIS data. If no LRN was available for a ship name identical to
the one in the MEPA database, a similar ship name with the same ship-type and similar DWT was selected. There
is some room for error in this process, but the use of ship-type and DWT categories in the summary tables provides
enough leeway to reduce the impact of small errors in the matching process. The 2,560 records define 2,560 calls with
shifting details included in each record. A call is one entrance and one exit from the entire area reported by the
Philadelphia MEPA.
Table 8-5, located at the end of this section, is a summary table of all the vessels recorded by the MEPA in
1996 presented by ship-type, engine type, and DWT range. Ship-types were those given in the Lloyds data except
that similar categories were grouped together for simplicity. Table 8-2 gives the number of calls as recorded by the
MEPA per ship-type for calendar year 1996. Some vessel types are rarely, if ever, recorded by the MEPA. These
vessels include ferries, tugs, barges, supply vessels, yachts, fishing vessels, and excursion vessels. There are a few
fishing vessels in the database that could be useful in developing default characteristics and actions. However, as
these vessel types are not completely recorded, they are grouped together in a "miscellaneous" category.
Table 8-2. Calls and shifts by ship-type as recorded by the
MEPA for Delaware River Ports
Ship-Type
BULK CARRIER
CONTAINER SHIP
GENERAL CARGO
MISCELLANEOUS
PASSENGER
REEFER
RORO
TANKER
VEHICLE CARRIER
Grand Total
Calls
411
398
414
12
22
305
57
868
73
2,560
Shifts
377
73
291
4
3
157
12
1,506
15
2,438
% of dry-cargo calls a
24.5%
23.7%
24.6%
NA
1.3%
18.2%
3.4%
NA
4.3%
100.0%
a % of dry-cargo calls excludes calls from miscellaneous and tanker ship-types
Table 8-3 presents a summary of USAGE trips for the USAGE waterway codes that are included in the
Philadelphia MEPA database by ship-type. There is some discrepancy in ship-types between the USAGE and the
MEPA matches with LMIS. Fishing vessels are not a separate category recognized by the USAGE. The
"miscellaneous" vessels in the MEPA database may correspond with some of the "other" vessels in the USAGE
database, but more data is needed before emissions can be estimated for the vessels in these categories. The USAGE
totals in Table 8-3 can be used with the methodology in Section 4 to create calls by ship-type for each USAGE
port/waterway.
Table 8-3. USAGE trips by ship-type for each USAGE port/waterway encompassed by the
8-2
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Philadelphia MEPA data set
Typical Port
Rankc
17
18
22
35
51
54
73
NA
Name
Philadelphia, PA
Marcus Hook, PA
Paulsboro, NJ
New Castle Area, DE
Camden, NJ
Wilmington Harbor, DE
Chester, PA
Perm Manor, PA
Ship-Type Totals
Ship- Type a
BC
164
17
5
0
269
104
17
0
576
CS
230
1
0
4
11
163
61
0
470
GC
84
106
49
24
66
65
26
0
420
PA
25
8
2
4
0
0
0
0
39
RF
87
0
2
0
197
174
69
0
529
RO
102
2
0
0
18
42
18
0
182
TA
972
641
630
181
177
26
10
11
2,648
VC
31
0
0
0
0
113
0
0
144
UC
274
7
0
2
162
90
246
0
781
Total
Trips b
1,969
782
688
215
900
111
447
11
5,789
3 BC = Bulk Carrier, CS = Container Ship, GC = General Cargo, PA = Passenger, RF = Reefer, RO = RORO,
TA = Tanker, VC = Vehicle Carrier, UC = Unspecified Dry-cargo,
Trip totals do not include intraport movements (vessel movements within the same USAGE port/waterway)
0 Trenton, PA (Port #91) reported barge and tug trips only for 1995.
For purposes of determining MEPA calls for each Typical Port, we suggest allocating the UC trips over the
dry-cargo ship-types using the percent of dry-cargo calls presented in Table 8-2. For example, Port 51, Camden, NJ,
has 162 UC trips. BC trips are 24.5% of the dry-cargo calls forthe entire MEPA Area, and 24.5% of 162 is 40. Thus
the total revised BC trips forthe Camden would be 309 trips. This same process should be followed for all the ship-
types for all of the Typical Ports within the MEPA Area. This method of allocating the undefined ship-type trips is
the default method. Any data available from the port or other reliable source that indicates a more refined allocation
of UC ship-types trips should be used in place of the above method.
8.2 TIME-IN-MODE CALCULATIONS
Average vessel speeds vary widely in the Delaware J^iver and Bay. Vessels begin to slow 5 miles before the
breakwater in preparation for picking up the pilot. The vessel will accelerate from the 5-6 knot average used when
the pilot is boarding back to a speed of 12-18 knots in the Delaware Bay. Speeds in the Bay depend on ship-type,
schedule, weather, traffic, and any intended anchorages. The controlling speed that no vessel may exceed is 20 knots
in the J^iver, but few vessels, except container ships and passenger vessels, have service speeds greater than 20 knots,
making the limiting factors for speed congestion, schedule, and weather. The current in the Delaware River averages
1.5 knots and will affect the RSZ time. A vessel traveling with the 1.5 knot current will travel an average of 3 knots
faster than a similar vessel that enters the River against the current. When possible, pilots time their arrivals and
departures in order to use a favorable current.
Based on several conversations with the Philadelphia pilots, the following assumptions on vessel speeds can
be made. A vessel will travel at 80-90% of service speed, which ranges from 12 knots for tankers to 18 knots and
greater for container ships, after picking up the pilot at the breakwater until reaching either the port of Wilmington
8-3
-------
or at latest, Marcus Hook. At some point between these two areas, there is often enough traffic that the vessel must
slow to 60-70% of service speed, which ranges from 8 knots for tankers to 14 knots for container ships, with periods
of much lower speed as the vessel is forced to maneuver. Once the vessel gets within 3-4 miles of its intended berth
or anchorage, it will continue at slow or dead-slow speed that usually ranges from 2-6 knots. As the vessel gets closer
to the berth, it will continue to slow until it is docking under dead-slow or reverse and is therefore moving at a speed
of approximately 4 knots. The propulsion engines continue to run, although they may be idling, until the vessel is
secured at the berth or anchorage.
The average times to get to berth or anchorage given in Table 8-2 are based on differences in the time the
vessel crosses the breakwater and the time the first line is secured on the vessel or the anchor is lowered. There is a
large standard deviation to these average times as would be expected due to the factors given above.
Table 8-4. Average time to get to berth or anchorage for the Ports of the Delaware River
Ports and Anchorages
Breakwater anchorages/Big Stone Bay
Chesapeake-Delaware Ship Canal (Reedy Point)
Salem River, NJ
Newcastle, DE
Wilmington, DE
Marcus Hook, PA
Paulsboro, NJ
Philadelphia and Camden
Trenton, NJ
Nautical miles
from Breakwater
1-5
41
47
58
62
70
73
84
107
Average Time
(hr)
0.2-1
3.5-4.5
3.5-4.5
3.5-4.5
4-5
4.5 -5.5
5-6
6.5-8.5
10-12
Descriptions of time-in-mode are given in Section 3, Table 3-1 of this report. The following descriptions are
specific to calculations for Delaware River ports.
8.2.1 Cruise
Cruise speed is the average continuous speed of the vessel in open water. Cruise is treated as beginning
twenty-five miles out from the breakwater and is calculated by dividing 25 miles by the service speed of the vessel
for both entrances and clearances.
Cruise = 25 / [Vessel Speed (knots)] *2 (8.1)
8.2.2 Reduced Speed Zone
Reduced speed zone time or RSZ time is the time the vessel is at a speed less than full cruise and greater than
the 4 knot average used for maneuvering. Data from the MEPA contains fields for the time the vessel crosses the
8-4
-------
breakwater and the time the vessel anchors or secures its first line at dock. These fields were used to determine the
RSZ time for vessels in the Delaware River. RSZs were calculated in three pieces for this dataset. RSZin is the time
from the breakwater to the first berth minus one hour to account for maneuvering into the berth. RSZin is null for
vessels that have inbound anchorages. RSZanchor is the time from the breakwater to the first anchorage. RSZanchor
is null for vessels that do not have an anchorage. RSZout is the time from the last berth to the breakwater.
RSZ = RSZin + RSZanchor + RSZout (8.2)
RSZin = (DOCKED - ARRIVED) *24 + (DOCK- TIME BW_CD) -1 (8.3)
RSZanchor = (TIME ANCHOR - TIME BW_CD) (8.4)
RSZout = (OUT BW - TIME BW_CD) * 24 + (SAILED - ARRIVED) (8.5)
Where:
DOCKED = Date vessel docks at first pier
ARRIVED = Date the vessel arrives at the breakwater
DOCK = Time the vessel leaves the last berth
TIME_BW_CD = Time the vessel crosses the breakwater
TIME_ANCHOR = Time the vessel anchors
OUT_BW = Time the vessel exits the breakwater
SAILED = Date the vessel gets underway for the outbound trip
8.2.3 Maneuvering
On the average, maneuvering starts 1-2 nautical miles from the dock and continues until the vessel
is tied up. This is repeated as the vessel is leaving the port for an average time-in-mode per call of 1 hour.
Vessel shifts between nearby docks or anchorages usually occur at maneuvering speeds with a 4 knot
average. Therefore, vessels that call on more than one berth or anchorage will have longer maneuvering
times than would be accounted for by simply taking 1 hour for each berth and 0.5 hour for each anchorage.
It is also true that different vessel types maneuver differently. Container ships are generally faster and
maneuver in 80% of the time taken by general cargo and bulk carriers. Tankers are generally slower to
maneuver and take 20% longer than general cargo and bulk carriers. These percent differences were
developed empirically through conversations with the pilots association and the expected times to dock. They
will vary between and within ship types and are especially affected by vessel length, breadth, and net
tonnage. Those variables were not considered in the time-in-mode calculations for this report.
S-5
-------
Maneuvering (hr/call) = 1+ shift(hr) (8.6)
Shift (hr) = D/4 (general cargo, bulk carrier, reefer, RORO, vehicle carrier) (8.7)
= D/3 (tankers) (8.8)
= D/5 (container ships) (8.9)
Where:
D = distance between previous berth or anchorage and destination berth or anchorage in
nautical miles and the numbers 3,4, and 5 refer to the expected speed of the vessel in knots
for that maneuvering distance.
8.2.4 Retelling
Retelling occurs when the vessel is at anchorage or at a berth and is the total time in port minus the
time-in-mode for RSZ and maneuvering.
Retelling (hr/call) = (OUT BW - TIME BW_CD) + (SAILED - ARRIVED)* 24
- Maneuver - RSZ (8.10)
Variable definitions are as defined previously.
8.3 DATA QUALIFIERS
Many fields did not have data for all records but the most important fields showing dates, times,
ship-type, and ship name were more complete than others. After calculating RSZ, maneuvering, and hotelling
times for each call and shift, a visual inspection of the results was performed. Data that had negative times
or excessively large times for any of the time-in-modes were examined for obvious inconsistencies. If an
obvious inconsistency was found, such as an arrival or departure date with a year other than 1996 (or in some
very few cases, January of 1997), the year was changed to the appropriate year. Another somewhat common
error would be a departure time late in the day and an arrival time at the next berth early in the same day.
In this case, the day of arrival was increased by one day to account for the change past midnight. In some
cases, the error was due to an empty field.
If a date field was empty and an accurate guess could be made to the date, a date was entered. If a
time was missing, the estimated time of arrival or departure was used rather than the actual date or time. If
these estimated times were not available, the record was excluded from the time-in-mode calculations, but
its ship-type characteristics were still included in those averages in Table 8-5. Therefore, for some time-in-
mode or ship-type characteristic fields in Table 8-5 there is an entry of ND meaning that no data were
available. If a significant number of time-in-modes were encountering similar errors, the pilot's association
or the MEPA was contacted to get information on why these calculations might be incorrect.
Tug assistance will affect the time in mode for a vessel. A dry-cargo vessel docking at a berth will
nearly always require tug assistance and will meet the tug at the entrance to the harbor area (Philadelphia,
8-6
-------
Camden, Wilmington, etc.). Tug assist occurs at dead slow or reverse and is treated at occurring at 4 knots.
A vessel coming to anchor will not require tug assistance and is expected to have a maneuvering time of 0.5
hours total for the each anchorage. All vessels are under their own power even when docking with tug
assistance. The main propulsion engines may be in neutral during the final stages of docking, but they are
not shut down until the vessel is secured at the dock or anchorage.
All vessels in the MEPA dataset entered the Delaware River from the breakwater at the Delaware
Capes. The Chesapeake-Delaware Ship Canal (C&D Canal) is another possible entrance. The MEPA
estimates that no more than 10% of the vessel traffic for the River enters or exits through the C&D Canal.
No correction factors were applied to the data in Table 8-5 to account for this extra vessel traffic.
Data from the Baltimore MEPA has 22 to 30% of the vessels calling on Baltimore Harbor, or
approximately 500 vessels, entering or clearing the C&D Canal. That is approximately 20% of the total
vessel traffic in the Delaware River and its omission could have a significant effect or air estimate emissions.
8-7
-------
Table 8-5. Summary of 1996 deep-sea vessel data for ports on the Delaware River
including Philadelphia, PA
(found in EXCEL worksheet "8-5" in EXCEL 5.0/95 file "Tables.XLS")
-------
SECTION 9
PORTS OF THE PUGET SOUND INCLUDING SEATTLE, WA
9.1 DATA
Data were received from the MEPA of the Puget Sound (Reference 9-1) for all commercial vessels
that called in the waterways covered by the MEPA for calendar year 1996. Assistance on time-in-mode and
normal vessel operations was received from the Puget Sound Pilots (Reference 9-2). Ports and anchorages
covered in the dataset range from Grays Harbor to the southwest to Bellingham and Anacortes in the
northeast and to Seattle Harbor in the east. The entrance for ports in the Puget Sound is at the Strait of Juan
de Fuca entrance at Cape Flattery.
USAGE port/waterways included in the MEPA data are listed in Table 9-1.These ports and
waterways are those that reported vessel traffic in 1995. The following port/waterways may also be within
the region reported by the MEPA: San Juan De Fuca Spine, WA; Waterway Connecting Port Townsend Bay
and Oak Bay, WA; Puget Sound Spine, WA; Lake Washington Ship Canal; Hammersley Inlet, WA; Channel
to Bremerton, WA; Everett Harbor, WA; Gumes Channel, WA; Chehalis River above Montesano, Grays
Harbor, WA; Snomomish River, WA; Other Coastal Ports, Seattle, WA District; Cape Flattery, WA; and
Other Puget Sound Area Ports.. These ports were not included in Table 9-1 because they had no reported
commercial marine traffic in 1995. More detailed port information on Puget Sound Area Ports can be found
in Appendix B.4.
Table 9-1. Typical Ports within the MEPA of the Puget Sound dataset
DSP Rank
21
26
34
55
70
72
78
83
NA
NA
NA
Typical Port
Seattle Harbor, WA
Tacoma Harbor, WA
Anacortes Harbor, WA
Everett Harbor, WA
Port Angeles Harbor, WA
Grays Harbor, WA
Bellingham Bay and Harbor, WA
Olympia Harbor, WA
Neah Bay, WA
Port Townsend
Port Gamble
USACE Port Code
4722
4720
4730
4725
4708
4702
4732
4718
4706
4710
4714
9-1
-------
The dataset received from the MEPA contains the information on the vessel name, ship-type, time
the pilot arrived on the vessel and time the pilot left the vessel, time the vessel anchored or moored and time
the vessel departed from the berth or anchorage, whether the vessel shifted, and other information as shown
in Appendix A table A-7. Data received from the MEPA of the Puget Sound had LRNs for most of the ships.
Out of 4,552 records, 4,489 had valid LRNs. The remaining ships were matched with LRNs by comparing
ship name, ship-type, and DWT provided by the MEPA with LMIS data. If no LRN was available with ship
name identical to the one in the MEPA database, a similar ship name with the same ship-type and similar
DWT was selected. There is some room for error in this process, but the use of ship-type and DWT
categories in the summary tables provides enough leeway to reduce the impact of small errors in the
matching process. Of the 4,552 records, 1,219 described shifting within the MEPA area.
Table 9-5 (located at the end of this section) is a summary table of all the vessels recorded by the
MEPA in 1996 presented by ship-type, engine type, and DWT range. Ship-types were those given in the
Lloyds data except that similar categories were grouped together for simplicity. The following table gives
the number of calls per ship-type for calendar year 1996. A call is one entrance and one exit from the entire
area reported by the MEPA of the Puget Sound. Some vessel types are rarely reported by the MEPA. These
vessels include ferries, tugs, barges, supply vessels, yachts, fishing vessels, and excursion vessels. While a
few of these vessel types have recorded calls in 1996, they are not completely recorded, and have been
grouped together as "miscellaneous".
Table 9-2. Calls and shifts by ship-type as recorded by the MEPA of the Puget Sound
Ship-Type
BULK CARRIER
CONTAINER SHIP
FISHING
GENERAL CARGO
MISCELLANEOUS
PASSENGER
REEFER
RORO
TANKER
VEHICLES CARRIER
Total
Calls
892
1,150
81
263
11
13
60
168
553
142
3,333
Shifts
414
59
86
52
5
2
45
17
507
32
1,219
% dry-cargo calls a
33.2%
42.8%
NA
9.8%
NA
0.5%
2.2%
6.2%
NA
5.3%
100.0%
ao,
% of dry-cargo calls excludes calls from barge carrier, miscellaneous, and tanker ship-types
9-2
-------
Table 9-3 presents a summary of trips for the USAGE waterway codes that are included in the MEPA of the
Puget Sound database by ship-type. There is some discrepancy in ship-types between the USAGE and the MEPA
matches with LMIS. Fishing vessels are not a separate category recognized by the USAGE. The "miscellaneous"
vessels in the MEPA database may correspond with some of the "other" vessels in the USAGE database, but more
data is needed before emissions can be estimated for the vessels in these categories. The totals in Table 9-3 should
be used with the methodology in Section 4 to determine calls by ship-type for each Typical Port within the MEPA
of the Puget Sound MEPA Area.
Table 9-3. USAGE Trips by ship-type for each Typical Port within the
MEPA of the Puget Sound
Typical Port
Rank
21
26
34
55
70
72
78
83
Name
Seattle Harbor
Tacoma Harbor
Anacortes Harbor
Everett Harbor
Port Angeles
Gray's Harbor
Bellingham Harbor
Olympia Harbor
Total
Ship-Type ab
BC
278
432
24
113
52
159
24
7
1,089
cs
1,484
610
0
0
0
0
13
0
2,107
GC
255
15
0
0
2
20
46
0
338
PA
60
0
4
0
0
6
8
2
80
RF
49
4
0
10
7
2
14
0
86
RO
213
379
2
5
16
0
6
0
628
TA
209
282
394
0
66
0
49
0
1,000
vc
44
111
683
0
0
0
6
1
845
UC
535
270
91
21
31
48
394
3
1,393
Total
Trips
3,127
2,103
1,198
149
174
235
567
13
7,566
B EC = Bulk Carrier, CS = Container Ship, GC = General Cargo, PA = Passenger, RF = Reefer, RO = RORO,
TA = Tanker, VC = Vehicle Carrier, UC = Unspecified Dry-cargo,
Trip totals do not include intraport movements (vessel movements within the same USAGE port/waterway)
For purposes of allocating the USAGE data to the MEPA data, we suggest allocating the UC trips in Table
9-3 over the dry-cargo ship-types using the percent of dry-cargo calls presented in Table 9-2. For example, Port #21,
Seattle Harbor, WA, has 535 UC trips. BC trips are 33.2% of the dry-cargo calls for the entire MEPA Area, and
33.2%of535 is 178.Thus the total revised BC trips for Seattle Harborwould be 178plus278foratotalof456trips.
This same process should be followed for all the ship-types and all the port/waterways. This method of allocating the
undefined ship-type trips is the default method. Any data available from the port or other reliable source that indicates
a more refined allocation of UC ship-types trips should be used in place of the above method.
9.2 TIME-IN-MODE CALCULATIONS
Descriptions oftime-in-mode are given in Section 3, Table 3-1 of this report. The following descriptions are
specific to calculations for Puget Sound Area ports.
9-3
-------
9.2.1 Cruise
Cruise speed is the average continuous speed of the vessel in open water. Cruise is treated as beginning
twenty-five miles out from Cape Flattery, the entrance point of the Strait of San Juan de Fuca. Cruise times for each
call were computed using Equation 9.1.
Cruise = 25 / [Vessel Speed (knots)] *2 (9.1)
9.2.2 Reduced Speed Zone
Reduced speed zone (RSZ) time is the time the vessel is at a speed less than full cruise and greater than the
4 knot average used for maneuvering. Vessels enter the Strait of Juan de Fuca at service speed and may continue at
service speed or a reduced speed depending on weather and traffic in the Strait. Puget Sound pilots were not able to
provide specific information on speeds in this waterway. Pilots are picked up off of Port Angeles unless it is noted
in the spreadsheet data that no pilot was used or the vessel is going to Grays Harbor/Aberdeen or Westport. Cape
Flattery, the primary entrance point and breakwater for Puget Sound, is 56 miles from Port Angeles. A speed of 15
knots was estimated as an average speed in this area and 112 miles at 15 knots or 8.1 hours per call was added to each
vessel's RSZ time. The average RSZ times for each Typical Port are shown in Table 9-4.
Table 9-4. Average time, distance, and speed from the pilot's station until maneuvering begins for the
Ports of the Puget Sound
Port
Seattle Harbor
Tacoma Harbor
Bellingham
Grays Harbor (Aberdeen)
Port Angeles
Olympia
Everett
Anacortes
Other Puget Sound Area Ports
Distance from Port
Angeles (nautical
miles)
66
84
55
18 b
r
in
57
43
50
Average Time
(hr)
5
6.5
5.1
2.2
0.8
8.7
5
4.1
4.4
Average
speed
(knots)
13
13
11
8
4d
13
11
10
11
a minus two miles for maneuvering, miles from Westport, c Docks of Port Angeles are approximately 3 miles from the pilot pick-
up, and almost all maneuvering
9-4
-------
Based on conversations with the Puget Sound pilots, we assumed that a typical vessel reduces speed to
approximately 3-5 knots for approximately 4 miles to pick up the pilot off of Port Angeles. Vessels travel from the
pilots station at Port Angeles to the specific ports at speeds from 4 knots in bad weather to service speed in clear
weather with an average speed of 13 knots for the mainly dry-cargo ports and 11 knots for the mainly tanker ports.
There are periods of acceleration and deceleration within the waterway area. For Grays Harbor, a pilot is picked up
off of the Westport anchorage approximately 18 miles from Aberdeen. RSZ begins when the pilot is picked up and
continues until approximately 4 miles from the port. As for the other Puget Sound Area Ports, the last 4 miles and
times for shifting are treated as being at 3-5 knots.
Thus, RSZ time for the Puget Sound Area Ports was calculated by Equation 9.2.
RSZ (hr/call) = 8.1 + (PORTADA - PLTADA)*24 + (PORTATA - PLTATA) +
(PLTADD - PORTADD)*24 + (PLTATD - PORTATD) (9.2)
Where PORTADA = the actual day of arrival at the first port/berth
PLTADA = the actual day of arrival of the pilot
PORTATA = the actual time of arrival at the first port/berth
PLTATA = the actual time of arrival of the pilot on the vessel
PLTADD = the actual day of departure of the pilot from the vessel
PORTADD = the actual day of departure from the last port/berth
PLTATD = the actual time of departure of the pilot from the vessel
PORTATD = the actual time of departure from the last port/berth
9.2.3 Maneuvering
On the average, maneuvering starts two nautical miles from the dock and continues until the vessel is
secured at the dock. This is repeated as the vessel is leaving the dock for an average time-in-mode per call of 1 hour.
The exception to this is when the vessel shifts between nearby docks or anchorages. Most vessel shifts are to nearby
berths and not between berths of different USAGE port/waterway area. Out of the 1,219 shifting events recorded in
1996 for Ports of the Puget Sound, 48% were shifts between port/waterway areas, 3 0% were tankers shifting between
refineries in the north between the waterways ofAnacortes and Bellingham. The remaining 12% of the shifts between
port/waterway areas occurred most frequently with vessels that anchored at Port Angeles in order to wait for a berth
at another port or with vessels that moved between Seattle and Tacoma. As most shifting takes place between berths
that are less than 4 miles apart and/or in heavily trafficked areas, for calculations in this report all of the maneuvering
time between berths is assumed to be at 4 knots.
Maneuver (hr/call) = 1+ £shift(hr) (9.3)
shift(hr) = [(PORTATA at berth n} - (PORTATD from berth n-1)] (9.4)
9-5
-------
9.2.4 Hotelling
Retelling occurs when the vessel is at anchorage or at a berth and is the total time in port minus the time-in-
mode for RSZ and maneuvering.
Hotelling (hr/call) = (PLTADD - PLTADA) * 24 +
(PLTATD - PLTATA) - Maneuver - RSZ (9.5)
Where:
PLTADD = The actual day of departure at Port Angeles (or Westport for Grays Harbor)
PLTADA = The actual day of arrival at Port Angeles (or Westport for Grays Harbor)
PLTATD = The actual time of departure at Port Angeles (or Westport for Grays Harbor)
PLTATA = The actual time of arrival at Port Angeles (or Westport for Grays Harbor)
and "maneuver" and "RSZ" are as defined above.
9.2.5 Summary Table
The summary table, Table 9-5 reflects all of the ship-types, vessel characteristics, and time-in-mode data
available for the Puget Sound Area Ports and Grays Harbor. There are some ship-type categories for which one or
more of the data fields had no available data. This is most commonly seen in "Engine Speed" as this was one of the
least complete LMIS data fields and as steam turbines do not have engine speed data. There is a large standard
deviation for many of the hotelling totals as a few vessels that stayed in port for repairs, retrofit or some other reason
had hotelling times in the hundreds or thousands of hours. If one of these long hotelling times occurs for a ship-type
category that only have a few calls, the average hotelling time will appear much higher than may actually be typical.
In these cases, we recommend using the average hotelling time for the entire ship-type.
9.3 DATA QUALIFIERS
Many fields did not have data for all records but the most important fields showing dates, times, ship-type,
and ship name were mostly complete. After calculating RSZ, maneuvering, and hotelling times for each call and shift,
a visual inspection of the results was performed. Data that had negative times or excessively large times for any of
the time-in-modes were examined for obvious inconsistencies. If an obvious inconsistency was found such as an
arrival or departure date with a year other than 1996 (or in some very few cases, January of 1997) the year was
changed to the appropriate year. Another somewhat common error would be a departure time late in the day and an
arrival time at the next berth early in the same day. In this case, the day of arrival was increased by one day to account
for the change past midnight. In some cases the error was due to an empty field.
If a date field was empty and an accurate guess could be made to the date, a date was entered. If a time was
missing, the estimated time of arrival or departure was used rather than the actual date or time. If these estimated
times were not available, the record was excluded from the time-in-mode calculations, but its ship-type
characteristics were still included in those averages in Table 9-5. Therefore, for some time-in-mode or ship-type
9-6
-------
characteristic fields in Table 9-5 there is an entry of "ND" meaning that no data were available. If a significant
number of time-in-modes were encountering similar errors, the pilot's association of the MEPA was contacted to get
information on why these calculations might be incorrect.
Tug assistance will affect the time-in-mode for a vessel. A vessel coming to anchor will not require tug
assistance. A dry-cargo vessel docking at a berth will virtually always require tug assistance and will meet the tug at
the entrance to the harbor area (Seattle Harbor, Tacoma Harbor, etc). A tanker will require tug escort through the
Sound and will be limited to a speed no greater than the service speed of the escorting tug. All vessels are under their
own power even when docking with tug assistance. The main propulsion engines may be in neutral during the final
stages of docking, but they are not shut down until the vessel is secured at the dock or anchorage.
All vessels were treated as entering Puget Sound from the Strait of Juan de Fuca. There is a more northern
entrance to the Sound, the Strait of Georgia, and it is possible that some vessels will enter or leave by that route.
Conversations with the MEPA and Puget Sound pilots confirmed that most vessels enter and leave by the Strait of
Juan de Fuca, passing the pilot's station at Port Angeles. tracking enough data to distinguish between entrance routes,
all vessels, except those going to Gray's Harbor, were treated as entering by the Strait of Juan de Fuca.
9-7
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Table 9-5. Summary of 1996 deep-sea vessel data for the Puget Sound Area Ports including
(found in EXCEL worksheet "9-5" in EXCEL 5.0/95 file "Tables.XLS")
9-8
-------
SECTION 10
PORT OF CORPUS CHRISTI, TX
10.1 DATA
Data were received from the Corpus Christ! MEPA (Reference 10-1) for all commercial vessels that
called in the waterways covered by the MEPA for calendar year 1996. Assistance on time-in-mode and
normal vessel operations was received from pilots at the Corpus Christi Pilots Association (Reference 10-2).
Ports and anchorages covered in the dataset include the Port of Corpus Christi and the Corpus Christi Ship
Canal. Table 10-1 shows the port/waterway areas as defined by the USAGE that are included in this area.
More detailed port information is available in Appendix B.5.
Table 10-1. Typical Ports within the MEPA of Corpus Christi dataset
DSP Rank
8
8
Typical Port
Corpus Christi, TX
Corpus Christi Ship Canal
USACE Port Code
2414
2423
The dataset received from the MEPA contains the information on the vessel name, arrival date and
time, departure date and time, cargo type, and other information as shown in Appendix A table A-8. No data
were included on the arrival or departure berth or on any berths, dates, times or other indicator associated
with shifting.
Data received from the Corpus Christi MEPA had LRNs for most of the ships. Out of 1,56 Irecords,
1,540 had valid LRNs. The remaining ships were matched with LRNs by comparing ship name, ship-type,
and DWT provided by the MEPA with LMIS data. The remaining 21 records matched easily with a same
or similar ship name, type and DWT. Each record represents atotal call on the Port of Corpus Christi. A call
is one entrance and one exit from the entire area reported by the Corpus Christi MEPA.
Table 10-5, located at the end of this section, is a summary table of all the vessels recorded by the
MEPA in 1996 presented by ship-type, engine type, and DWT range. Ship-types were those given in the
LMIS data except that similar categories were grouped together for simplicity. Table 10-2 gives the number
of calls recorded by the MEPA for each ship-type for calendar year 1996. There are a few supply vessels
included in the MEPA data set. These are included in the "miscellaneous" category in Table 10-2.
10-1
-------
Table 10-2. Calls by ship-type as recorded by the MEPA for Corpus Christi, TX
Ship-Type
BARGE CARRIER
BULK CARRIER
CONTAINER SHIP
TANKER
GENERAL CARGO
MISCELLANEOUS
Grand Total
Total Calls a
2
209
1
1,332
12
5
1,561
% dry-cargo calls b
NA
94.1%
0.5%
NA
5.4%
NA
100.0%
3 Information on shifting was not available for Corpus Christi
Percent dry-cargo calls do not include trips for barge carrier, tanker, or miscellaneous ship-types
Table 10-3 presents a summary of trips for the USAGE waterway codes that are included in the
Corpus Christi MEPA database by ship-type. There is some discrepancy in ship-types between the USAGE
and the MEPA matches with LMIS. The "miscellaneous" vessels in the MEPA database may correspond with
some of the "other" vessels in the USAGE database, but more data is needed before emissions can be
estimated for the vessels in these categories. The totals in Table 10-3 can be used with the methodology in
Section 4 to determine calls by ship-type for each Typical Port within the Corpus Christi MEPA Area.
Table 10-3. USAGE Trips by ship-type for each Typical Port within the
Corpus Christi MEPA dataset
Typical Port
Rank
8
Name
Corpus Christi
USACE Trips by Ship-Type a
BC
407
cs
7
GC
27
PA
125
RF
0
RO
10
TA
1,921
VC
0
uc
98
Total
Trips
2,595
BC = Bulk Carrier, CS = Container Ship, GC = General Cargo, PA = Passenger, RF = Reefer, RO = RORO,
TA = Tanker, VC = Vehicle Carrier, UC = Unspecified Dry-cargo,
Trip totals do not include intraport movements (vessel movements within the same USACE port/waterway)
For purposes of determining MEPA calls for each Typical Port, we suggest allocating the UC trips
in Table 10-3 over the dry-cargo ship-types using the percent of dry-cargo calls presented in Table 10-2. For
example, Port 8, Corpus Christi, has 98 UC trips. According to Table 10-2, BC trips are 94.1% of the dry-
cargo calls forthe entire MEPA Area, and 94.1% of 98 is 92. Thus the total revised BC trips forthe Corpus
Christi would be 499 trips. This same process should be followed for all the ship-types within the Typical
Port. This method of allocating the undefined ship-type trips is the default method. Any data available from
the port or other reliable source that indicates a more refined allocation of UC ship-types trips should be used
in place of the above method.
10-2
-------
10.2 TIME-IN-MODE CALCULATIONS
Descriptions of time-in-mode are given in Section 3, Table 3-1 of this report. The following
descriptions are specific to calculations for Corpus Christi. It is important to note that there are periods of
acceleration and deceleration within each time-in-mode.
10.2.1 Cruise
Cruise speed is the average continuous speed of the vessel in open water. The pilot is picked up 30
miles beyond the inner harbor and cruise is estimated for the 25 miles preceding this. Cruise speed for all
calls in the MEPA Area were calculated using Equation 10.1.
Cruise = 25 / [Vessel Speed (knots)] * 2 (10.1)
10.2.2 Reduced Speed Zone
Reduced speed zone (RSZ) time is the time the vessel is at a speed less than full cruise and greater
than the 4 knot average used for maneuvering. For Corpus Christi, RSZ is considered to take place from 30
miles beyond the inner harbor until the inner harbor is reached. This is approximately 30 miles and the
average RSZ time is 3-4 hours at 8-12 knots. According to conversations with the pilots, container ships are
more likely to travel at faster speeds and tankers at slower speeds with the bulk carriers between the two
extremes. DWTof the vessel will also be likely to affect the speed of the vessel as deeper vessels leave larger
wakes and are more disruptive than lighter vessels. For this reason, the total RSZ time was estimated based
on vessel weight with vessels under 90,000 DWT given a total RSZ of 5 hours for an average speed of 12
knots and vessels over 90,000 given an RSZ of 6.6 hours for an average speed of 9 knots. While this
calculation does not explicitly specify time-in-mode by ship-type, tankers are generally the heavier ship-
types with a larger percentage of the total tanker ship-type calls than the total container ship-type calls at
greater than 90,000 DWT.
Table 10-4. Average one-way RSZ speed and distance for Corpus Christi
Location
Pilot pick-up to inner
harbor
RSZ distance
(miles)
30 miles
Average Speed
(knots)
9- 12 knots
Average Time
(hr)
2.5-3.5 hrs one-way
10.2.3 Maneuvering
Maneuvering for Corpus Christi starts at the innerharborwhich is approximately 6 miles from shore.
The average speed in the inner harbor is 3-5 knots. Maneuvering speeds were also based on DWT. For
vessels with DWT less than 60,000 tonnes, a total maneuvering speed of 2.4 hours was used for an average
speed of 5 knots. For vessels with a DWT of 60,000 - 90,000 tonnes, a total maneuvering time of 3 hours
10-3
-------
at 4 knots. For vessels with a DWT of more than 90,000 tonnes, a total maneuvering time of 4 hours for an
average speed of 3 knots was used. As there were no details on shifting, no shifting time-in-mode was added
to the maneuvering or RSZ. However, it is likely that there is some shifting occurring and that the time-in-
mode calculations would be more accurate if shifting could be accounted for.
10.2.4 Hotelling
Retelling occurs when the vessel is at anchorage or at a berth and can be calculated directly from
the MEPA data as follows:
Hotelling (hr/call) = (Dep_Date - Arriv_Date) *24 + (Dep_Time - Arriv_Time) (10.2)
Where:
Arriv_Time = Arrival time at the dock
Arriv_Date = Arrival date at the dock
Dep_Date = Departure date from the last dock
Dep_Time = Departure time from the last dock
10.2.5 Summary Table
The summary table, Table 10-5 reflects all of the ship-types, vessel characteristics, and time-in-mode
data available forthe Port of Corpus Christi. There are some ship-type categories forwhich one or more of
the data fields had no available data. This is most commonly seen in "Engine Speed" as this was one of the
least complete LMIS data fields and as steam turbines do not have engine speed data. There is a large
standard deviation for many of the hotelling totals as a few vessels that stayed in port for repairs, retrofit or
some other reason had hotelling times in the hundreds or thousands of hours. If one of these long hotelling
times occurs for a ship-type category that only have a few calls, the average hotelling time will appear much
higher than may actually be typical. In these cases, we recommend using the average hotelling time forthe
entire ship-type.
10.3 DATA QUALIFIERS
Time-in-mode for RSZ and maneuvering are clearly estimates based on conversations with the
Pilot's Association. The actual time-in-modes associated with these activities may be quite different than
the averages given in Table 10-5.
Although this database has no data on tug assist or whether the destination is a berth or anchorage,
tug assistance will affect the time-in-mode for a vessel. A vessel coming to anchor will not require tug
assistance. A dry-cargo vessel docking at a berth will virtually always require tug assistance and will meet
the tug approximately two miles from the destination berth. All vessels are under their own power even when
docking with tug assistance. The main propulsion engines may be in neutral during the final stages of
docking, but they are not shut down until the vessel is secured at the dock or anchorage.
10-4
-------
Table 10-5. Summary of 1996 deep-sea vessel data for the Port of Corpus Christi, TX
(found in EXCEL worksheet "10-5" in EXCEL 5.0/95 file "Tables.XLS")
10-5
-------
SECTION 11
PORT OF TAMPA, FL
11.1 DATA
Data were received from the Tampa MEPA (Reference 11-1) for all commercial vessels that called
in the waterways covered by the MEPA for calendar year 1996. Assistance on time in mode and normal
vessel operations was received from the Tampa Pilotage Authority (Reference 11-2). Commercial vessels
calling on the public docks in the Bay area are included in the MEPA records.
The USAGE port/waterway included in the MEPA data are listed in Table 11-1 .This port had vessel
traffic reported to USAGE in 1995. The following port/waterways may also be within the region reported
by the MEPA, but were not included in Table 11-1 because they had no reported commercial marine traffic
in 1995: Tampa Channel Access, FL; Old Tampa Bay, FL; and Gulf at Tampa Harbor, FL. More detailed
port information is available in Appendix B.6.
Table 11-1. Typical Ports within the Tampa MEPA dataset
DSP Rank
11
Typical Port
Tampa Harbor, FL
USACE Port Code
2021
The dataset received from the MEPA contains the information on the vessel name, ship-type, and
flag; date and time or arrival and departure from the first and subsequent berths, and other information as
shown in Appendix A, Table A-9.
Data received from the Tampa MEPA had no LRNs for any of the vessels. Out of the 7,148 records
received from the MEPA which described an arrival or a shift, 3,251 were matched with LMIS data. This
data set also included data on 2,291 barge arrivals/shifts. Barges and most tugs are not usually registered with
LMIS and as such, do not have LMIS ship-type characteristic data in Table 11-6. The data which were
matched, were matched by comparing ship name, ship-type, and flag between the MEPA and LMIS data.
The best effort was made to match by ship-type, however, there is some room for error in this process. Each
record describes a call on a berth or anchorage and is designated as either "arr" for the first berth upon arrival
or "sft", for a subsequent and possibly last berth visited.
Table 11-6, located at the end of this section, is a summary table of all the vessels recorded by the
MEPA in 1996 presented by ship-type, engine type, and DWT range. Ship-types were those given in the
Lloyds data except that similar categories were grouped together for simplicity. Table 11-2 gives the number
of calls per ship-type for calendar year 1996.
11-1
-------
A call is one entrance and one exit from the entire area reported by the Tampa MEPA. Some vessel
types are rarely, if ever, reported by the MEPA. These vessels include private vessels, fishing boats, and
military vessels. There were a few dredgers, ferries, supply, maintenance, research, and fishing vessels
recorded in the database. These are grouped into the "miscellaneous" category. There is some barge and tug
data in the database which may be useful for characterizing the behavior of those ship-types. Table 11-2 lists
the MEPA calls by ship-type for the Port of Tampa.
Table 11-2. Calls and shifts by ship-type as recorded by the
MEPA for the Port of Tampa
Ship-type
Dry-cargo BARGE
LIQUID CARGO BARGE
BULK CARRIER
CONTAINER SHIP
GENERAL CARGO
MISCELLANEOUS
PASSENGER
REEFER
RORO
TANKER
TUG
UNSPECIFIED MOTOR
VEHICLES CARRIER
Grand Total
Calls
525
852
558
4
342
18
120
54
44
483
1,326
8
2
4,336
Shifts
367
547
361
5
71
10
12
2
31
192
1,183
30
1
2,812
% dry-cargo calls a
NA
NA
49.3%
0.3%
30.2%
NA
10.6%
4.8%
3.9%
NA
NA
0.7%
0.2%
100.0%
3 Percent dry-cargo calls do not include trips for dry-cargo barge, liquid cargo barge,
tanker, tug or miscellaneous ship-types
Table 11-3 presents a summary of trips for the USAGE waterway codes that are included in the Tampa
MEPA database by ship-type. There is some discrepancy in ship-types between the USAGE and the MEPA matches
with LMIS. Fishing vessels are not a separate category recognized by the USAGE. The "miscellaneous" vessels in
the MEPA database may correspond with some of the "other" vessels in the USAGE database, but more data is
needed before emissions can be estimated for the vessels in these categories. The totals of USAGE ship-type trips in
Table 11-3 can be used with the methodology in Section 4 to determine calls by ship-type for each Typical Port within
the Tampa MEPA Area.
11-2
-------
Table 11-3. USAGE trips by ship-type for each USAGE port/waterway in the
Tampa MEPA dataset
Typical Port
Rank
11
Name
Tampa Harbor
Ship-Type a'b
BC
958
CS
32
GC
229
PA
96
RF
238
RO
64
TA
974
VC
2
UC
534
Total
Trips
3,127
BC = Bulk Carrier, CS = Container Ship, GC = General Cargo, PA = Passenger, RF = Reefer, RO = RORO,
TA = Tanker, VC = Vehicle Carrier, UC = Unspecified Dry-cargo,
Trip totals do not include intraport movements (vessel movements within the same USAGE port/waterway)
For purposes of determining MEPA calls for each Typical Port, we suggest allocating the UC trips in Table
11-3 over the dry-cargo ship-types using the percent of dry-cargo calls presented in Table 11-2. For example, the Port
of Tampa has 534 UC trips. According to Table 11-2, BCtrips are 49.3%ofthe dry-cargo calls for Tampa, and 49.3%
of 534 is 263. Thus the total revised BC trips for Tampa would be 1,221 trips. This same process should be followed
for all the ship-types within the Typical Port. This method of allocating the undefined ship-type trips is the default
method. Any data available from the port or other reliable source that indicates a more refined allocation of UC ship-
types trips should be used in place of the above method. The number of USAGE recorded trips for tugs, dry-cargo
barges, and liquid cargo barges are reported in Table 11-4 for purposes of comparison to the data reported by the
Tampa MEPA in Table 11-2.
Table 11-4. USAGE tug and barge trips as recorded by the USAGE for the Port of Tampa
Typical Port
Rank
10
Name
Tampa Harbor
Ship-Type a
TUG
2,369
BD
1,134
BL
1,312
Total
Trips
4,815
3 TUG = tugboat, BD = Barge, dry-cargo, BL = Barge, liquid cargo
11.2 TIME-IN-MODE CALCULATIONS
Descriptions of time-in-mode are given in Section 3, Table 3-1 of this report. The following descriptions
are specific to calculations for the Port of Tampa. It is important to note that there are periods of acceleration and
deceleration within each time-in-mode and that emissions may be over- or underestimated if a steady-state speed and
load are assumed over the following time-in-modes.
11-3
-------
11.2.1 Cruise
Cruise speed is the average continuous speed of the vessel in open water. Cruise is treated as the thirty-five
miles from Egmont Key and continuing for twenty-five miles toward Egmont Key. Cruise is calculated overthe same
distance for the outbound leg of the call. Cruise time for each call on the MEPA Area was calculated using Equation
11.1.
Cruise = 25 / [Vessel Speed (knots)] *2 (11.1)
11.2.2 Reduced Speed Zone
Reduced speed zone (RSZ) time is the time the vessel is at a speed less than full cruise and greater than the
4 knot average used for maneuvering. Vessels begin to slow approximately 10 miles before Egmont Key. The pilot
is picked up approximately 6 miles from Egmont Key. The following average times from the pilot boarding the vessel
to the first line being made fast at the dock are listed in Table 11-5 forthe indicated berths. The average speeds during
the RSZ are 8-10 knots. Most berths in the Port of Tampa are approximately 30 miles from the pilot pick-up point
and most vessels therefore have almost 30 miles of RSZ time-in-mode. One exception are the small reefer berths at
Berths 210-211 which are approximately 22 miles from the pilot pick-up.
Table 11-5. Average time and distance from pilot pick-up near Egmont Key to
specific berths in the Port of Tampa
Berth Numbers and Locations
Berth 3 1, Pendola Point and Berths 1-4, Port Sutton
Berths 21 through 24B, Pendola Point
Berths 200-21 1, Upper East Bay, Hooker's Point
Smaller reefer ships, Berths 210-211
Berths 219-232, Hooker's Point
Berths 250-256 Hooker's Point and Berths 263-273 Downtown
Approx.
Distance RSZ
29
33
32
22
30
34
Average Time
(hr)
3.3
3.2 -3.8
3.2-3.8
2.2
3-3.5
3.5
11.2.3 Maneuvering
On the average, maneuvering starts two nautical miles from the dock and continues at speeds of 2-4 knots
until the vessel is tied up. This is repeated as the vessel is leaving the port for an average time-in-mode per call on
each berth of 1 hour. Anchorages take less time to maneuver into and are allotted 0.3 hours in and 0.3 hours out for
atotal time in mode per anchorage of 0.6 hours. As most shifting takes place between berths that are less than 4 miles
apart and/or in heavily trafficked areas, time-in-mode for shifts is considered to be maneuvering at an average speed
of 4 knots.
11-4
-------
Maneuver (hr/call) = 1+ £shift(hr) (11.2)
shift(hr) = [(PORTATA at berth n} - (PORTATD from berth n-1)] (11.3)
11.2.4 Hotelling
Retelling occurs when the vessel is at anchorage or at a berth and is the sum of the times spent at each berth
in the Port of Tampa. In Equation 11.4, the dates and times are for arrival and departure at each berth; n equals 1 for
the first berth and continues to increment by 1 until n equals the number of shifts for that particular vessel for that
particular call on the MEPA Area.
Hotelling (hr/call) = £[(Departure_Date n - Arrival_Date n) *24 +
(Departure_Time - Arrival_Time „)] (11-4)
11.2.5 Summary Table
The summary table, Table 11-6, reflects all of the ship-types, vessel characteristics, andtime-in-mode data
available for the Port of Tampa. There are some ship-type categories for which one or more of the data fields had no
available data. This is most commonly seen for all of the LMIS ship characteristics for tugs and barges. Tugs and
barges are not regularly required to register with LMIS. There is a large standard deviation for many of the hotelling
totals as a few vessels that stayed in port for repairs, retrofit or some other reason had hotelling times in the hundreds
or thousands of hours. If one of these long hotelling times occurs for a ship-type category that only have a few calls,
the average hotelling time will appear much higherthan may actually be typical. In these cases, we recommend using
the average hotelling time for the entire ship-type.
11.3 DATA QUALIFIERS
Many fields did not have data for all records but the most important fields showing dates, times, ship-type,
and ship name were more complete. The absence of LRNs from the MEPA data introduced the possibility for more
substantial errors in the LMIS data matching process than was existent for the other ports. After calculating RSZ,
maneuvering, and hotelling times for each call and shift, a visual inspection of the results was performed. Data that
had negative times or excessively large times for any of the time-in-modes were examined for obvious
inconsistencies. If an obvious inconsistency was found such as an arrival or departure date with ayear other than 1996
(or in some very few cases, January of 1997) the year was changed to the appropriate year. Another somewhat
common error was a departure time late in the day and an arrival time at the next berth early in the same day. In this
case, the day of arrival was increased by one day to account for the change past midnight. In some cases the error was
due to an empty field.
If fields were missing and an informed guess could not be made as to its value, the record was excluded from
the time-in-mode calculations, but its ship-type characteristics were still included in those averages in Table 11-6.
Likewise, vessels that did not have ship-type characteristics were still included in the time-in-mode calculations.
11-5
-------
Therefore, for some time-in-mode or ship-type characteristic fields in Table 11-6 there is an entry of ND meaning
that no data were available. If a significant number of time-in-modes were encountering similar errors, the pilot's
association of the MEPA was contacted to get information on why these calculations might be incorrect.
Tug assistance will affect the time-in-mode for a vessel. A vessel coming to anchor will not require tug
assistance. A dry-cargo vessel docking at a berth will virtually always require tug assistance and will meet the tug
approximately two miles from the destination berth. All vessels are under their own power even when docking with
tug assistance. The main propulsion engines may be in neutral during the final stages of docking, but they are not shut
down until the vessel is secured at the dock or anchorage.
Tugs and barges are included in Table 11-6. Lacking other data, the calculations for time-in-modes of these
vessels were carried out as described in Section 11.2. However, it is very likely that these vessels do not have the same
movement characteristics as deep-sea vessels. For example, tugs and barges are not believed to regularly enter or clear
the breakwater or to pick-up a pilot near Egmont Key and tugs are not expected to spend long periods of time
hotelling at a berth. Instead, tugs are expected to be in almost constant motion throughout the day with very little
hotelling or time when the main propulsion engines are shut-down.
11-6
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Table 11-6. Summary of 1996 deep-sea vessel data for the Port of Tampa, FL
(found in EXCEL worksheet" 11-6" in EXCEL 5.0/95 file "Tables.XLS")
11-7
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SECTION 12
PORT OF BALTIMORE, MD
12.1 DATA
Data were received from the Maryland MEPA (Reference 12-1) for all commercial vessels that called in the
waterways covered by the MEPA for calendar year 1996. Assistance on time-in-mode and normal vessel operations
was received from the Baltimore MEPA (Reference 12-2). The data set provided by the MEPA includes berths along
the Patapsco River from Fort Howard up to and including Baltimore's Inner Harbor and also includes anchorages at
Annapolis if those vessels also docked at Baltimore.
The USAGE port/waterway area covered in the MEPA data are listed in Table 12-1. Although the
port/waterway areas of Bodkin Creek, Mddle River, and Northeast River, may also be included in the MEPA
waterway area, there are no records of vessel trips to these waterways in either the USAGE or Census Bureau
databases for 1995. More detailed port descriptions are available in Appendix B.7.
Table 12-1. Typical Ports within the Maryland MEPA dataset
DSP Rank
16
Typical Port
Baltimore Harbor and Channels, MD
USACE Port Code
700
The dataset received from the MEPA contains the information on the vessel name; ship type; time the vessel
entered and cleared the breakwater; anchorage, date at anchor, time at anchor, and time up; first and subsequent
berths; date of shifting; and other information as shown in Appendix A, Table A-10. Data received from the MEPA
had LRNs for most of the ships. Out of 2,080 records, 1,896 had valid LRNs. The remaining ships were matched with
LRNs by comparing ship name, ship-type, and DWT provided by the MEPA with LMIS data. If no LRN was
available with ship name identical to the one in the MEPA database, a similar ship name with the same ship-type and
similar DWT was selected.
There is some room for error in this process, but the use of ship-type and DWT categories in the summary
tables provide enough leeway to reduce the impact of small errors in the matching process. Seventy-two records did
not have date and time information or valid LMIS numbers and were therefore excluded from Table 12-5. Many of
the seventy-two excluded records were for military vessels. Therefore 2,007 records are used in Table 12-5 to define
vessel characteristics and time-in-mode. The MEPA does not record vessels that are just passing by Baltimore and
not docking.
12-1
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Table 12-5 (located at the end of this section) is a summary table of all the vessels recorded by the MEPA
in 1996 presented by ship-type, engine type, and DWT range. Ship-types were those given in the Lloyds data except
that similar categories were grouped together for simplicity. Table 12-2 gives the number of calls per ship-type for
calendar year 1996. A call is one entrance and one clearance from the entire area reported by the Maryland MEPA.
Some vessel types are rarely, if ever, recorded by the MEPA. These vessels include ferries, tugs, barges, supply
vessels, yachts, fishing vessels, and excursion vessels. There are two of these irregularly recorded ship-types in the
1996 data. Two cable layers and one supply vessel are grouped together in a "miscellaneous" category.
Table 12-2. Calls and shifts by ship-type as recorded by the Maryland MEPA
Ship-Type
BULK CARRIER
CONTAINER SHIP
GENERAL CARGO
MISCELLANEOUS
PASSENGER
REEFER
RORO
TANKER
TUGb
VEHICLES CARRIER
Grand Total
Calls
481
541
226
10
15
2
250
147
42
293
2,007
Shifts
245
38
75
6
0
1
90
63
13
172
703
% dry-cargo calls a
26.6%
30.0%
12.5%
NA
0.8%
0.1%
13.8%
NA
NA
16.2%
100.0%
3 Percent dry-cargo calls do not include trips for tanker, tug or miscellaneous ship-types
Tugs are only partially recorded by the MEPA
Table 12-3 presents a summary of USAGE trips by ship-type for the Typical Ports that are within the
Maryland MEPA database. There is some discrepancy in ship-types between the USAGE and the MEPA matches
with LMIS. For instance, fishing vessels are not a separate category recognized by the USAGE. The "miscellaneous"
vessels in the MEPA database may correspond with some of the "other" vessels in the USAGE database, but more
data is needed before emissions can be estimated for the vessels in these categories. The USAGE trip totals in Table
12-3 should be used with the methodology in Section 4 to determine calls by ship-type for each Typical Port within
the Maryland MEPA Area.
12-2
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Table 12-3. USAGE trips by ship-type for each Typical Port within the Maryland MEPA
Typical Port
Rank
16
Name
Baltimore Harbor
Ship-Ty|
BC
806
cs
966
GC
208
PA
32
RF
4
pea'b
RO
507
TA
309
vc
398
uc
1,097
Total
Trips
4,327
3 BC = Bulk Carrier, CS = Container Ship, GC = General Cargo, PA = Passenger, RF = Reefer, RO = RORO,
TA = Tanker, VC = Vehicle Carrier, UC = Unspecified Dry-cargo,
Trip totals do not include intraport movements (vessel movements within the same USAGE port/waterway)
For purposes of allocating the USAGE data to the MEPA data, we suggest allocating the UC trips in Table
12-3 over the dry-cargo ship-types using the percent of dry-cargo calls presented in Table 12-2. For example,
Baltimore Harbor, has 1,097 UC trips. According to Table 12-2, BC trips are 26.6% of the dry-cargo calls for the
entire MEPA Area, and 26.6% of 1,097 is 292. Thus, the total revised BC trips for Baltimore Harbor would be 1,098
trips. This same process should be followed for all the ship-types within the Typical Port. This method of allocating
the undefined ship-type trips is the default method. Any data available from the port or other reliable source that
indicates a more refined allocation of UC ship-types trips should be used in place of the above method.
12.2 TIME-IN-MODE CALCULATIONS
Vessels docking at Baltimore Harbor have two ways of coming from the open ocean. The first and most
common is the southern entrance of the Chesapeake Bay at Cape Henry. Cape Henry is 155 nautical miles from
Baltimore and average speed in the lower Chesapeake Bay is 15 knots with the last 10 miles at a more reduced speed.
The northern entrance is at the Chesapeake and Delaware Ship Canal (C&D Canal) which connects the Chesapeake
Bay to the Delaware River. Chesapeake City, at the Chesapeake side of the C&D Canal, is 60 miles from Baltimore
and the average speed in the upper Bay is 12 knots, again with the last 10 miles at a reduced speed.
The average time to traverse this distance is included in the RSZ time for each vessel calling on Baltimore
Harbor. It takes approximately 9.7 hours to reach North Point from Cape Henry and 4.2 to reach North Point from
Chesapeake City. Once North Point is reached, the vessel picks up the harbor pilot and continues at a reduced speed
of approximately 7 knots until the vessel is within 2 miles of the intended berth and then slows to dead-slow
maneuvering speed of approximately 4 knots.
Average times to get to the first berth or anchorage from North Point are given in Table 12-4. Descriptions
oftime-in-mode are given in Section 3, Table 3-1 of this report. The following descriptions are specific to calculations
for Delaware River ports.
12-3
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Table 12-4. Average time to berth or anchorage for the Ports off the Patapsco River
Port
Dundalk Marine Terminal
Atlantic Marine Terminal
North Locust Point Marine Terminal
South Locust Point Marine Terminal
Lazaretto Point
Sea-Land Service, Seagirt Terminal Wharf
Sparrow's Point
Inner Harbor
Nautical miles
from North Point
5.6
6.6
8.6
8.3
8.1
6.9
2.3
10.1
Average Time
(hr)
0.8
0.9
1.2
1.2
1.2
1.0
0.3
1.4
12.2.1 Cruise
Cruise speed is the average continuous speed of the vessel in open water. Cruise is treated as beginning
twenty-five miles out from the breakwater at Cape Henry and is calculated by dividing 25 miles by the service speed
of the vessel times two to account for round-trip. For vessels leaving or entering by the C&D Canal, using 25 miles
at cruise has no physical meaning. These vessels will continue at the 10 to 15 knot controlling speed in the Canal for
13 miles until reaching the exit at Reedy Point and then at the approximately 12 to 18 knot controlling speed in the
Delaware River for 50 miles before reaching open ocean atthe Delaware Capes. Equation 12.1 was used to determine
cruise time for all calls on the MEPA Area.
Cruise = 25 / [Vessel Speed (knots)] *2 (12.1)
12.2.2 Reduced Speed Zone
The reduced speed zone for vessels calling on Baltimore Harbor has two fairly distinct phases. The first
phase occurs at Point Lookout or Chesapeake City (depending on whether the ship is coming from open ocean or the
C&D Canal respectively) when the Maryland Pilot boards. The vessel then continues at service speed or a reduced
speed as described in the introduction to Section 12.2 above. The time to traverse the C&D Canal or the time spent
in the Delaware River is not included in the RSZ time-in-mode for Baltimore Harbor. The second phase occurs just
before the harbor pilot boards at North Point and averages 7 knots until the vessel is within two miles of the first berth
or anchorage. The same two phases are repeated on the way back to open ocean for a time-in-mode described by:
12-4
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RSZ = RSZin + RSZout + RSZharin + RSZharout (12.2)
RSZin = 145/S1 or 50/Su (12.3)
RSZout = 145/S1 or 50/Su (12.4)
RSZharin =(Df-2)/7 (12.5)
RSZharout = (Dl-2)/7 (12.6)
Where:
145 = miles from Point Lookout to North Point minus 5 miles for slowing to pick up the pilot
SI = controlling speed in the lower bay, either service speed or 15 knots, whichever is slower
50 = miles from C&D Canal to North Point minus 5 miles for slowing to pick up pilot
Su = controlling speed in the upper bay of 12 knots
Df = distance from North Point to the first berth minus 2 miles for maneuvering
Dl = distance from the last berth to North Point minus 2 miles for maneuvering
12.2.3 Maneuvering
On the average, maneuvering starts 1-2 nautical miles from the dock and continues until the vessel
is tied up. This is repeated as the vessel is leaving the port for an average time in mode per call of 1 hour.
Vessel shifts between nearby docks or anchorages usually occur at maneuvering speeds with a 4 knot
average. Therefore, vessels that call on more than one berth or anchorage may have maneuvering times that
are longer or shorter than 1 hour for each berth and 0.5 hour for each anchorage as there will often be more
or less than 4 miles between shifting berths.
Maneuvering (hr/call) = 1+ shift(hr) (12.7)
Shift (hr) = D/4 (12.8)
Where:
D = Nautical miles between previous berth/anchorage and destination berth/anchorage
12.2.4 Retelling
Retelling occurs when the vessel is at anchorage or at a berth and is the total time in port minus the
time-in-mode for RSZ and maneuvering.
Hotelling (hr/call) = (NPT OU_DAT - A DATE) * 24 + (NPT OUT TI - NPT TIME)
- Maneuver - RSZ (12.9)
12-5
-------
Where:
NPT_OUT_DAT = the date clearing North Point
A_DATE = the date arriving at North Point
NPT_OUT_TI = the time the vessel clears North Point
NPT_TIME = the entrance time at North Point
12.3 DATA QUALIFIERS
Many fields did not have data for all records but the most important fields showing dates, times,
ship-type, and ship name were mostly complete. After calculating each time-in-mode for each call and shift,
a visual inspection of the results was performed. Data showing negative times or excessively large times for
any of the time-in-modes were examined for obvious errors. If an obvious inconsistency was found such as
an arrival or departure date with a year other than 1996 (or in some very few cases, January of 1997) the year
was changed to the appropriate year. Another somewhat common error would be a departure time late in the
day and an arrival time at the next berth early in the same day. In this case, the day of arrival was increased
by one day to account for the change past midnight. In some cases the error was due to an empty field.
If a date field was empty and an accurate guess could be made to the date, a date was entered. If a
time was missing, the estimated time of arrival or departure was used rather than the actual date or time. If
these estimated times were not available, the record was excluded from the time-in-mode calculations, but
its ship-type characteristics were still included in those averages in Table 12-5. Therefore, for some time-in-
mode or ship-type characteristic fields in Table 12-5, there is an entry of ND meaning that no data were
available. If a significant number of time-in-mode calculationss were encountering similar errors, the pilot's
association of the MEPA was contacted to get information on why these calculations might be incorrect.
Tug assistance will affect the time in mode for a vessel. A dry-cargo vessel docking at a berth will
nearly always require tug assistance and will meet the tug at the entrance to the harbor area . Tug assist
occurs at dead slow or reverse and is treated in these calculations as occurring at 4 knots. A vessel coming
to anchor will not require tug assistance and is expected to have a maneuvering time of 0.5 hours total for
the each anchorage. All vessels are under their own power even when docking with tug assistance. The main
propulsion engines may be in neutral during the final stages of docking, but they are not shut down until the
vessel is secured at the dock or anchorage.
The RSZ time for vessels entering and leaving the Chesapeake Bay by the C&D Canal could be more
accurately estimated by including the time in the C&D Canal and the time in the Delaware River in the RSZ
time. There will be some vessels that use the C&D Canal that are not recorded by either the Maryland MEPA
or the Philadelphia MEPA. Vessels using a southern approach to Delaware River Ports often use the
12-6
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Chesapeake Bay and the C&D Canal rather than enter the Delaware River by the Delaware Capes. Unless
the vessel has a federal pilot, a pilot from the Association of Maryland Pilots will be required for navigation
in the Bay and records of the vessels that use Maryland Pilots but do not dock at Baltimore may be available.
The knowledge of what ships enter and clear the C&D Canal would allow a more accurate estimation of
emissions from the Delaware River Ports. Twenty-two to thirty percent of the vessels calling on Baltimore
Harbor in 1996, or approximately 500 vessels, entered or cleared the C&D Canal. Five hundred vessels is
approximately 20% of the total vessel traffic in the Delaware River and its omission could have a significant
effect on air estimate emissions.
12-7
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Table 12-5. Summary of 1996 deep-sea vessel data for Baltimore Harbor, MD
(found in EXCEL worksheet "12-5" in EXCEL 5.0/95 file "Tables.XLS")
12-8
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SECTION 13
PORT OF COOS BAY, OR
13.1 DATA
Data were received from the MEPA of the Columbia River (Reference 13-1) for all commercial
vessels that called in the waterways covered by the MEPA for calendar year 1996. Assistance on time-in-
mode and normal vessel operations were received from the pilots at Coos Bay Pilot's Association (Reference
13-2). Ports and anchorages covered in the dataset are all within the port of Coos Bay as defined by the
USAGE in Table 13-1. Two other port/waterways, Coos Bay, OR (entrance) and Coos and Milicoma Rivers,
OR, may also be part of the geographic region covered by the MEPA. However, USAGE had no recorded
trips or tonnages for those port/waterways in 1995. More detailed port information is available in the
Appendix B. 8.
Table 13-1. Typical Ports within the MEPA of the Columbia River's dataset
DSP Rank
56
Typical Port
Coos Bay, OR
USACE Port Code
4660
The dataset received from the MEPA contains the information on the vessel name, arrival date and
time, departure date and time, cargo type, and other information as shown in Appendix A, Table A-l 1. No
data were included on the arrival or departure berth or on any berths, dates, times or other indicator
associated with shifting.
Data received from the MEPA of the Columbia River had LRNs for most of the ships. Out of 210
records, 207 had valid LRNs. The remaining 3 records were not matched with LMIS data. Each record
represents a total call on the Port of Coos Bay. A call is one entrance and one clearance from Coos Bay.
Table 13-5 (located at the end of this section) is a summary table of all the vessels recorded by the
MEPA in 1996 presented by ship-type, engine type, and DWT range. Ship-types were those given in the
LMIS data except that similar categories were grouped together for simplicity. Table 13-2 gives the number
of calls recorded by the MEPA per ship-type for calendar year 1996. The miscellaneous vessel listed in Table
13-2 had a LMIS ship-type of "cable layer".
13-1
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Table 13-2. Calls by ship-type as recorded by the MEPA for Coos Bay, OR
MEPA Ship-Type
BULK CARRIER
GENERAL CARGO
MISCELLANEOUS
Grand Total
Calls a
155
54
1
210
% dry-cargo calls b
74.2%
25.8%
NA
100.0%
a No information on shifting was available for Coos Bay
Percent dry-cargo calls do not include trips for the miscellaneous ship-type
Table 13-3 presents a summary of trips for the USAGE waterway codes that are included in the MEPA of
the Columbia River database by ship-type. There is some discrepancy in ship-types between the USAGE and the
MEPA matches with LMIS. The "miscellaneous" vessels in the MEPA database may correspond with some of the
"other" vessels in the USAGE database, but more data is needed before emissions can be estimated for the vessels
in these categories. The totals in Table 13-3 can be used with the methodology in Section 4 to determine calls by ship-
type for each Typical Port within the Coos Bay MEPA Area.
Table 13-3. USAGE Trips by ship-type for each USAGE port/waterway covered by the
MEPA of the Columbia River
Typical Port
Rank
56
Name
Coos Bay
Ship-Type a'b
BC
143
CS
0
GC
60
PA
0
RF
17
RO
147
TA
256
VC
0
uc
110
Total
Trips
733
3 BC = Bulk Carrier, CS = Container Ship, GC = General Cargo, PA = Passenger, RF = Reefer, RO = RORO,
TA = Tanker, VC = Vehicle Carrier, UC = Unspecified Dry-cargo,
Trip totals do not include intraport movements (vessel movements within the same USAGE port/waterway)
For purposes of determining MEPA calls for the Typical Port by ship-type, we suggest allocating the UC
trips in Table 13-3 over the dry-cargo ship-types using the percent of dry-cargo calls presented in Table 13-2. For
example, Coos Bay, has 110 UC trips. According to Table 13-2, BC trips are 74.2% of the dry-cargo calls for the
entire MEPA Area, and 74.2% of 110 is 82. Thus the total revised BC trips for Coos Bay would be 225 trips. This
same process should be followed for all the ship-types within the Typical Port. This method of allocating the
undefined ship-type trips is the default method. Any data available from the port or other reliable source that indicates
a more refined allocation of UC ship-types trips should be used in place of the above method.
13.2 TIME-IN-MODE CALCULATIONS
No data were available from the MEPA for tanker traffic at Coos Bay although there are tanker trips
recorded by the USAGE. For purposes of time-in-mode calculations, it is suggested that tankers average 80% of the
speed used by bulk carriers and thus would have maneuvering, cruise, and RSZ times 25% higher than those for bulk
carriers.
13-2
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Descriptions of time-in-mode are given in Section 3, Table 3-1 ofthis report. The following descriptions are
specific to calculations for Coos Bay. According to conversations with the Port of Coos Bay, the average time from
the pilot's station to the nearest berth is 1 hour and the time to the farthest berth is 2 hours with the typical vessel speed
being from 6 to 7 knots. As with most of the other Typical Ports, only one pilot is used and this pilot stays with the
vessel until it is docked.
13.2.1 Cruise
Cruise speed is the average continuous speed of the vessel in open water. The pilot is picked up 12 to 15 miles from
shore and cruise is estimated for the 25 miles preceding this and 25 miles on the clearance trip.
Cruise = 25 / [Vessel Speed (knots)] * 2 (13.1)
13.2.2 Reduced Speed Zone
Reduced speed zone (RSZ) time is the time the vessel is at a speed less than full cruise and greater than the
4 knot average used for maneuvering. This speed is typically 6 to 7 knots in Coos Bay. Times were estimated for
round-trip RSZ by the distance of the destination port from the breakwater and ranged from 2.4 hours for the closest
berths located before North Bend to 4 hours for those in or very near the City of Coos Bay. One-way times and
distances are shown in Table 13.4.
Table 13-4. Distances and average times from the breakwater to specific docks within Coos Bay
Dock
Central Dock
Coos Bay Docks
Dolphin Terminals
Export Services
Georgia Pacific
Glenbrook Nickel
Ocean Terminals
Oregon Chip Terminal
Roseburg Lumber
Avg. RSZ Distance (miles)
11
13
11
10
13
13
10
10
8
Avg. One-Way Time (hr)
1.8
2.0
1.8
1.5
2.0
2.0
1.5
1.6
1.2
13.2.3 Maneuvering
Maneuvering for all Coos Bay ports is estimated to take between 15 and 45 minutes each way. A total of 0.6
hours for each berth was used in the time-im-mode calculations.
13.2.4 Retelling
Retelling occurs when the vessel is at anchorage or at a berth and can be calculated directly from the MEPA
data as follows:
13-3
-------
Hotelling (hr/call) = (ETD - ETA) *24 + (DEPTIME - ARRTIME) (13.2)
Where:
ETA = Arrival date at the dock
ETD = Departure date from the last dock
DEPTIME = Departure time from the last dock
APvRTIME = Arrival time at the dock
13.2.5 Summary Table
The summary table, Table 13-5 reflects the ship-types, vessel characteristics, and time-in-mode data
available for the Port of Coos Bay. There are some ship-type categories for which one or more of the data fields had
no available data. This is most commonly seen in "Engine Speed" as this was one of the least complete LMIS data
fields and as steam turbines do not have engine speed data. There is a large standard deviation for many of the
hotelling totals as a few vessels that stayed in port for repairs, retrofit or some other reason had hotelling times in the
hundreds or thousands of hours. If one of these long hotelling times occurs for a ship-type category that only have
a few calls, the average hotelling time will appear much higher than may actually be typical. In these cases, we
recommend using the average hotelling time for the entire ship-type.
13.3 DATA QUALIFIERS
Time-in-mode for RSZ and maneuvering are estimates based on conversations with Coos Bay pilots. The
actual time-in-modes associated with these activities may be quite different than the averages in Table 13-5.
Although this database has no data on tug assist, tug assistance will affect the time-in-mode for a vessel. A
vessel coming to anchor will not require tug assistance. A dry-cargo vessel docking at a berth will virtually always
require tug assistance and will meet the tug approximately two miles from the destination berth. All vessels are under
their own power even when docking with tug assistance. The main propulsion engines may be in neutral during the
final stages of docking, but they are not shut down until the vessel is secured at the dock or anchorage.
The USAGE conducted a federally-authorized deepening of the channel of the Port of Coos Bay during 1996
that was expected to continue to the first quarter of 1997. This was expected to deepen the channel from 35 feet to
37 feet. Thus an accurate accounting of emissions from 1996 should account for dredging. However, this level of
dredging is not thought to be normal for a Typical Port, making the data presented in Table 13-5 more suitable for
use as a Typical Port without the dredging data.
13-4
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Table 13-5. Summary of 1996 deep-sea vessel data for the Port of Coos Bay, OR
(found in EXCEL worksheet" 13-5" in EXCEL 5.0/95 file "Tables.XLS")
13-5
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SECTION 14
TUG POPULATIONS AND CHARACTERISTICS
For their relatively small size, tugs contain considerable engine power. This power is used for the towage
of ships at sea; to assist in maneuvering vessels in confined spaces, particularly when docking and undocking; and
to move non self-propelled vessels such as barges. Tugs generally can be divided into three groups: harbor or short-
haul tugs, oceangoing or long-haul tugs, and barge tugs. Harbor tugs are usually fitted with a single screw, but are
twin-screwed if needed for work beyond a harbor, developing up to 2,5 00 horsepower with a tonnage up to about 250.
Oceangoing tugs are much larger, generally built up to 15,000 horsepower with up to 2,000 tons displacement.
Oceangoing tugs are of especially long endurance and are typically used for ocean salvage of ships disabled at sea
that require towing to a dockyard for repair, or for the towage of ships, floating docks, etc., to long-distance
destinations. Tugs used for barges are generally used within the confines of the port or on the inland river system.
Barge tugs are discussed briefly here and in more detail in Volume II, Commercial Marine Activity on the Great
Lakes and Inland Rivers of the United States.
Tugs are considered workhorses of the waterways, pushing and pulling barges and guiding passenger ships
into safe harbor. These vessels have power platforms specially designed for their work, and the front of the tug rides
high to create more surface to help push boats. Currents and wind conditions are critical factors in determining how
much power is required to maneuver a vessel into the docking area. A feature of the design of all tugs is the very
pronounced overhang of the counter (the arch forming the overhanging stern of a vessel above the waterline). Tugs
are always built with a pronounced counter, mainly to keep their towing ropes, when they fall into the water, clear
of their huge propellers.
Whenever a tug or other vessel is at a docking area or port facility for an extended period of time, such as
for repairs or maintenance, the main propulsion engines are shut down, but one or more auxiliary engines continue
to run 24 hours a day for electrical needs.
One example which illustrates a typical harbor tug maneuvering operation is the docking of a large
passenger liner, the Queen Elizabeth 2 (QE2), at the Port of New York. Towing companies have tugs on the water
24 hours a day, so as to be able to respond immediately to calls for maneuvering or berthing assistance. In this
instance, the Moran Towing and Transportation Company, based in New York, handles the towing services for the
QE2. Towing such a large vessel typically requires several tugs. There is always a lead tug, and the Miriam leads
this particular operation. Miriam and two of her sister tugs assist the 966-foot long QE2, which weighs 67,000 tons,
in arriving at and departing from her berth in the New York harbor. The Miriam is comparatively small, and weighs
merely 150 tons, but is equipped with two GM twin-screw, clutch-drive diesel tug engines with a total horsepower
of 3,300. The tug is equipped with fuel tanks that have atotal capacity of 57,000 gallons, and consumes fuel at the
14-1
-------
rate of 97 gallons per hour. The Miriam's engines run continuously and the captain and his crew remain on board
for a full week at a time. In less than two minutes, the Miriam and the two assist tugs are able to push the QE2 away
from the pier in preparation for the outbound voyage. In addition to berthing and
harbor maneuvering activities, tugs are an integral component of river traffic, as well as on the Great Lakes, as activity
in both areas primarily consists of barges. For example, in the Port of St. Louis on the Mississippi River, the typical
traffic is in coal, grain and petroleum. The primary vessel types for such cargo are barges and tugs. Tugs are also
referred to interchangeably as towboats and pushboats when used in conjunction with barges. (Towboats and
pushboats both "push" barges from behind, and are thus used to refer to the same type of vessel.)
One towboat can tow up to 40 barges, but this number can vary on rivers, as it depends on the river water
level. Low water depth affects the river width (thus affecting the number of barges per tow). The depth of the water
also affects the amount of cargo that can be carried per barge (the draft is typically 9 feet - if it is less than that, the
Army Corps of Engineers puts out a notice to operators on the river). An average load during standard water depth
is 1500 tons. For towboats to carry anumber of barges at once, they must engage in "fleeting." Fleeting is the activity
of gathering barges, and building and breaking tows. There are fleeting areas in river ports specifically for this activity.
Another similar type of activity is conducted by a barge carrier. A barge carrier is a "mother ship" that carries smaller
container barges called "lash barges." Barge carriers are typically foreign vessels.
Barge movements in deep-sea port and Great Lakes are different from barge movements in river ports.
Generally barges used on the Great Lakes are much larger than river barges. Great Lakes barges can exceed 600 feet
long and carry over 22,000 tons of cargo. Most large barges are notched so that bow of the tug can push and direct
the barge. Many barges of this size also have bow thrusters to assist the barge when maneuvering. For barges of this
size, one barge is pushed by one tug.
14-2
-------
Table 14-1. LOWER MISSISSIPPI (NEW ORLEANS) AREA FLOATING EQUIPMENT
Operator
Vessel Name
Dimensions Overall
Length
(ft)
Width
(ft)
Draft
Under
Load (ft)
Horsepower
Remarks
Diesel Tugs and Towboats
Bisso, E. N. & Sons, Inc.
P.O. Box 4370
New Orleans, LA 70178
Bisso Marine, Inc.
P.O. box 41 13
New Orleans, LA 70178
Bisso Towboat Co., Inc.
P.O. Box 4250
New Orleans, LA 70178
Beverly B.
Captain Bud
Edwin N. Bisso
Gladys B.
J. A. Bisso H
Jackie B.
Mss Sarah
Peggy H.
Sam LeBlanc
Susan W.
Elizabeth B.
A. T. Higgins
C. D. White
Rip Tide
Beau Bisso
Tyler
Darlene Bisso
Capt. Jos. Bisso
Capt. Billy Slatten
BillS.
Cecilia B. Slatten
Baron
Independent
W. A. Bisso
Mary S.
Triumph
Scott S.
Sandra Kay
Leo
Courtney S.
AlmaS.
Elizabeth S.
110.0
81.0
109.0
110.0
125.0
94.0
110.0
94.0
94.0
97.0
104.0
105.0
100.0
120.0
80.0
60.0
110.0
105.0
125.0
105.0
105.0
94.0
104.0
95.1
101.1
110.0
96.0
95.0
85.0
112.0
93.8
85.5
26.0
24.0
33.0
28.0
29.0
25.0
28.0
25.0
24.0
27.0
24.0
32.0
27.0
32.0
23.0
22.0
27.0
28.0
25.0
29.0
28.0
28.0
27.0
28.2
26.0
28.6
25.0
28.0
26.0
28.6
24.0
23.2
13.5
10.0
16.0
14.5
14.0
12.5
14.5
12.5
13.0
11.0
12.9
14.0
14.0
8.0
8.5
6.5
14.0
12.0
10.4
13.6
12.6
13.0
9.5
12.1
13.6
15.0
11.6
12.5
10.6
12.0
10.6
9.5
2,300
1,400
3,400
3,000
4,200
2,300
3,000
2,400
2,400
2,340
3,000
3,400
2,400
1,000
1,000
800
2,000
4,200
3,600
3,600
3,000
3,000
2,800
2,800
2,800
2,600
2,400
2,400
2,200
2,200
2,200
1,800
All tugs engaged in docking
and undocking vessels in
Lower Mississippi River
area
14-3
-------
Table 14-1. LOWER MISSISSIPPI (NEW ORLEANS) AREA FLOATING EQUIPMENT
Operator
Crescent Towing & Salvage
Co., Inc.
P.O. Box 2699
New Orleans, LA 70176
River Parishes Co., Inc.
P.O. Box W
Lutcher, LA 70071
Vessel Name
Glenn Smith
Kevin Smith
Port Hudson
Betty Smith
Rebecca Smith
Sandra Smith
Craig Smith
James E. Smith
Jason Smith
Kyle Smith
Sparta
Terence J. Smith
Ascension
Iberville
St. Charles
St. John
Dimensions Overall
Length
(ft)
105.0
105.0
96.0
85.0
105.0
103.8
87.6
98.4
95.0
105.0
107.0
115.1
80.0
90.0
85.0
84.0
Width
(ft)
26.0
26.0
25.0
29.0
26.0
25.0
25.0
26.2
35.0
26.0
25.0
25.9
24.0
23.0
24.0
26.0
Draft
Under
Load (ft)
12.0
12.0
13.6
11.0
12.0
11.6
11.6
13.6
12.0
12.0
12.6
12.2
11.5
11.0
10.0
9.2
Horsepower
1,850
1,850
2,400
1,800
1,850
2,400
1,200
1,850
2,250
1,850
2,000
4,000
2,000
2,000
1,800
2,150
Remarks
Based at Baton Rouge
Based at New Orleans
Table 14-2. HUDSON RIVER (NEW YORK-NEW JERSEY) AREA FLOATING EQUIPMENT
Operator
Vessel Name
Dimensions Overall
Length
(ft)
Width
(ft)
Draft
Under
Load
(ft)
Horsepower
Cargo
Capacity
(bbls)
Remarks
Tugs
McAllister Brothers,
Inc.
17 Battery Place
New York, NY 10004
Brian A. McAllister
Grace McAllister
Isabel A. McAllister
J. P. McAllister
Jane McAllister
Marjorie B. McAllister
McAllister Brothers
Timothy McAllister
101.0
115.0
105.0
105.0
110.1
111.5
100.0
102.6
28.3
30.6
30.0
30.0
30.0
30.0
26.6
26.7
12.2
16.8
15.0
15.2
16.8
17.0
13.7
13.3
1,800
3,160
2,400
3,160
3,160
3,900
1,800
2,000
Towing, docking,
undocking, and shifting
vessels in New York
Harbor, adjacent waters,
and coastwise
14-4
-------
Table 14-2. HUDSON RIVER (NEW YORK-NEW JERSEY) AREA FLOATING EQUIPMENT
Operator
Moran Towing and
Transportation Co., Inc.
Suite 5335
One World Trade
Center
New York, NY 10048
Turecamo Coastal
Towing Corp.
1 Edgewater Plaza
Staten Island, NY
10305
Vessel Name
Amy Moran
Carol Moran
Claire Moran
Cynthia Moran
Diana L. Moran
Doris Moran
Dorothy Moran
Elizabeth Moran
Ester Moran
Eugene F. Moran
Judy Moran
M. Moran
Margaret Moran
Marion Moran
Maureen Moran
Miriam Moran
Moira Moran
Nancy Moran
Sheila Moran
Bart J. Turecamo
Elizabeth Turecamo
Frances Turecamo
James Turecamo
Jean Turecamo
Jennifer Turecamo
Joan Turecamo
Kathleen Turecamo
Margaret Turecamo
Mary Turacamo
Michael Turecamo
Texaco Capella
Turecamo Girls
Dimensions Overall
Length
(ft)
107.0
106.0
113.0
106.0
106.0
126.0
105.0
110.0
120.0
106.0
107.0
120.0
105.0
126.0
105.0
105.0
99.8
100.5
126.0
96.6
117.0
84.8
100.7
95.0
115.0
115.0
91.2
89.4
96.6
105.0
105.0
91.2
Width
(ft)
31.0
28.6
25.0
27.0
27.0
31.0
31.0
28.5
31.0
27.1
31.0
31.6
31.0
31.0
29.1
31.0
29.0
25.8
34.0
28.1
34.0
24.0
27.0
27.0
32.2
32.2
27.2
26.6
28.1
28.1
28.1
27.2
Draft
Under
Load
(ft)
14.3
13.8
13.6
14.0
14.0
15.6
14.0
16.5
17.0
13.9
14.3
17.0
14.0
15.6
13.6
14.0
13.6
13.6
15.6
13.0
16.5
9.8
13.0
12.8
16.0
16.0
12.1
11.0
15.0
13.5
15.0
12.1
Horsepower
3,300
1,750
1,750
1,750
1,750
4,700
2,100
4,290
6,500
1,750
3,300
6,300
2,100
4,700
2,400
2,100
2,400
1,800
4,730
2,889
4,300
1,600
1,700
1,530
4,300
4,300
2,000
1,800
2,900
3,200
3,200
2,000
Cargo
Capacity
(bbls)
Remarks
Towing, docking,
undocking, and shifting
vessels in New York
Harbor, adjacent waters,
and coastwise
Towing, docking,
undocking, and shifting
vessels in New York
Harbor, adjacent waters,
and coastwise
Bunkering Barges*
Eklof Marine Corp.
1571 Richmond Terrace
Staten island, NY
10310
M/V Chem Trader
MA? Great Lakes
MA? Hudson
MA? Jet Trader
MA? John J. Tabeling
MA? Mary A. Whalen
MA? Motor Barge 31
MA? Reliable II
145.0
330.0
253.0
156.0
181.0
166.0
134.0
213.7
26.0
50.0
40.0
30.0
30.0
32.0
24.0
37.1
10.0
17.0
13.0
13.0
13.0
12.0
12.0
13.6
400
3,600
1,000
400
400
400
400
800
5,025
38,916
16,734
6,142
8,328
8,019
4,053
16,000
2,000 bbl/hr
4 diesel pumps; 6 hours
3,000 bbl/hr
2,000 bbl/hr
2,500 bbl/hr
—
1,500 bbl/hr
2,000 bbl/hr
*Bunkering barges with horsepower indicated are self-propelled.
14-5
-------
Table 14-3. DELAWARE RIVER (PHILADELPHIA) AREA FLOATING EQUIPMENT
Operator
Vessel Name
Dimensions Overall
Length (ft)
Width
(ft)
Draft
Under
Load (ft)
Horsepower
Remarks
Diesel Tugs and Towboats
Hays Tug and Launch
Service Inc.
Foot of Highland Avenue
Chester, PA 190 13
Maritrans Inc.
Fort Mfflin Road
Philadelphia, PA 19153
Moran Towing of
Pennsylvania, Inc.
2799 Delaware Avenue
Philadelphia, PA 19148
R. J. Casho Marine
Towing Co.
1 Stoddard Drive
Newark, DEI 9702
Big Boy
Big Daddy
Big Shot
Duchess
Duke
Grape Ape
High Roller
Purple Hays
Scooby Doo
Ambassador
Challenger
Columbia
Constitution
Corsair
Cougar
Crusader
Delaware
Diplomat
Endeavor
Independence
Interstate Transporter
Patriot
Ranger
Roanoke
Schuylkill
Traveller
Venturer
Voyager II
Carolyn
Grace Moran
Hawkins Point
Reedy Point
Wagners Point
Faith
Kathleen Mary 438
101.0
100.0
98.0
46.0
46.0
101.0
100.0
115.0
104.2
118.4
111.0
136.5
153.9
114.0
105.0
111.0
82.0
118.5
110.5
136.6
90.0
118.5
100.6
103.0
78.0
110.0
111.0
111.0
95.0
107.4
104.0
97.8
103.0
70.3
67.0
28.0
25.7
22.0
14.0
14.7
28.1
28.0
32.0
26.1
34.0
32.0
37.1
46.7
34.0
29.0
30.2
26.0
34.0
32.0
37.1
28.0
34.0
27.0
35.0
28.0
27.0
32.0
32.0
24.0
28.0
27.4
26.0
27.1
22.0
19.0
14.0
11.6
8.5
8.0
6.0
7.6
13.5
8.0
12.8
18.5
14.5
17.4
28.9
13.8
15.0
15.0
12.5
16.8
13.0
17.0
8.5
14.6
13.0
8.5
10.5
13.5
16.0
15.0
13.0
17.2
14.0
14.0
13.3
8.0
8.0
1,200
1,200
1,200
235
220
1,800
2,250
3,600
1,800
3,800
3,200
6,140
11,120
4,300
2,200
3,200
1,800
3,632
2,400
5,600
1,600
3,000
1,700
2,100
1,800
2,200
3,200
3,280
1,800
3,165
1,750
2,400
1,750
1,200
600
Towing in Delaware
River and vicinity;
towing company-owned
barges
Towing in Delaware
River and vicinity;
towing company-owned
barges
Towing, docking,
undocking, and shifting
vessels in Delaware Bay
and vicinity
Towing, docking,
undocking, and shifting
vessels in Delaware
River and vicinity
14-6
-------
Table 14-4. PUGET SOUND (SEATTLE) AREA FLOATING EQUIPMENT
Operator
Vessel Name
Dimensions Overall
Length
(ft)
Width
(ft)
Draft
Under
Load (ft)
Horsepower
Remarks
Diesel Tugs and Towboats
Foss Maritime Co.
353 Alaskan Way South
Seattle, WA 98124
Crowley Marine Services
Division of Crowley Maritime
1 102 S.W. Massachusetts St.
Seattle, WA 981 11
John Brix
Fairwind
Enterprise
Alapul
Astoria
Janet R
Portland
Adventurer
Bulwark
Cavalier
Commander
Crusader
Gladiator
Guardsman
Hunter
Invader
Navigator
Ranger
Sentry
Stalwart
Warrior
Guardian
Mars
Path Finder
Sea Flyer
Sea Swift
Mercury
Geronimo
Sea Racer
Vigilant
Howard H.
Blackhawk
Seneca
Sioux
Sea Lion
Sea Wolf
Arthurs.
Sea Giant
Daring
Apollo
Avenger
Hercules
Juniper
136.1
104.5
106.5
104.2
95.0
77.5
109.7
127.2
127.2
127.2
127.2
127.2
127.2
127.2
127.2
127.2
127.2
127.2
127.2
127.2
127.2
127.2
127.2
127.2
127.2
127.2
105.8
121.1
115.2
115.2
117.0
112.1
106.3
106.3
115.2
115.2
94.6
116.4
115.2
81.4
98.5
81.4
81.4
35.0
32.1
32.1
31.1
27.9
25.4
26.7
36.5
36.5
36.5
36.5
36.5
36.5
36.5
36.5
36.5
36.5
36.5
36.5
36.5
36.5
36.5
36.5
36.5
36.5
36.5
29.8
32.0
31.1
31.1
32.0
34.0
34.3
34.0
31.1
31.1
30.0
28.2
31.1
28.0
23.6
28.0
28.0
15.0
12.5
12.5
13.5
11.5
8.8
11.8
10.8
10.8
10.8
10.8
10.8
10.8
10.8
10.8
10.8
10.8
10.8
10.8
10.8
10.8
10.8
10.8
10.8
10.8
10.8
12.0
10.9
10.4
10.4
10.7
11.2
10.0
10.0
10.4
10.4
9.7
15.6
10.4
9.2
8.9
9.2
9.2
4,350
4,200
3,000
3,000
2,250
2,200
2,150
9,000
9,000
9,000
9,000
9,000
9,000
9,000
9,000
9,000
9,000
9,000
9,000
9,000
9,000
7,000
7,000
7,000
7,000
7,000
5,250
4,800
3,500
3,500
3,200
3,000
2,900
2,900
2,800
2,800
2,440
2,400
2,200
2,000
2,000
2,000
2,000
Towing, docking,
undocking, and shifting
vessels in Seattle Harbor
and Puget Sound area
Towing, docking,
undocking, and shifting
vessels in Seattle Harbor
and Puget Sound area
14-7
-------
Table 14-4. PUGET SOUND (SEATTLE) AREA FLOATING EQUIPMENT
Operator
Crowley Marine Services
(Cont.)
Division of Crowley Maritime
1 102 S.W. Massachusetts St.
Seattle, WA 981 11
Island Tug & Barge Co.
14789 Sunrise Drive N.E.
Bainbridge Island, WA 981 10
Foss Maritime Co.
660 W. Ewing Street
Seattle, WA 981 19
Vessel Name
San Diegan
George S.
Sea Rover
Puerto Nuevo
Sea Breeze
Neptune
TheilineW.
Colville River
Sag River
Toolik River
Vigorous
Titan
Trojan
Agloo
Kavik
Noatak
Koyuk
Champion II
JeffW.
Mop King
Prudhoe Bay
Kobuk
GailS.
Paula S.
Patricia S.
Helen S.
Wanda S.
Barbara Foss
Justine Foss
Wendy Foss
Andrew Foss
Arthur Foss
Sandra Foss
Stacey Foss
Brynn Foss
Drew Foss
Henry Foss
Jeffrey Foss
Phillips Foss
Richard Foss
Shelley Foss
Sidney Foss
Wedell Foss
Iver Foss
Dimensions Overall
Length
(ft)
100.1
94.2
92.9
89.4
117.2
94.0
96.3
64.0
64.0
64.0
95.6
61.8
61.3
69.3
77.3
76.4
74.8
61.6
43.8
46.1
46.1
60.5
82.1
95.0
65.0
61.3
55.9
120.2
118.7
117.6
101.8
101.8
106.2
106.2
96.3
120.2
96.3
114.4
114.4
104.8
84.4
120.2
96.0
94.7
Width
(ft)
26.7
25.1
24.7
28.1
28.0
26.6
25.2
27.0
27.0
27.0
24.1
17.1
17.1
21.2
21.2
21.2
24.0
17.1
14.5
22.0
22.0
22.1
26.0
25.2
18.0
17.1
20.1
34.0
34.0
34.0
38.2
38.2
34.0
34.0
36.0
34.0
36.0
31.0
31.0
30.0
30.0
34.0
36.0
32.0
Draft
Under
Load (ft)
9.6
11.3
11.8
9.5
12.8
10.7
10.8
5.7
5.7
5.7
10.8
7.0
6.1
8.8
8.8
8.8
5.2
6.1
6.4
4.7
4.7
4.7
12.0
11.9
10.0
9.5
7.6
16.0
16.0
16.2
14.2
14.2
15.8
15.8
13.5
16.0
13.6
14.9
14.9
13.8
14.2
16.0
13.6
14.9
Horsepower
2,000
1,650
1,550
1,530
1,500
1,380
1,185
1,095
1,095
1,095
1,020
800
800
770
680
680
480
475
365
350
350
330
1,800
1,300
850
750
600
4,300
4,300
4,050
4,000
4,000
3,915
3,915
3,000
3,000
3,000
3,000
3,000
3,000
3,000
3,000
3,000
2,400
Remarks
Towing, docking,
undocking, and shifting
vessels in Seattle Harbor
and Puget Sound area
Towing, docking,
undocking, and shifting
vessels in Seattle Harbor
and Puget Sound area
Towing, docking,
undocking, and shifting
vessels in Seattle Harbor
and Puget Sound area
14-8
-------
Table 14-4. PUGET SOUND (SEATTLE) AREA FLOATING EQUIPMENT
Operator
Foss Maritime Co. (Cont.)
660 W. Ewing Street
Seattle, WA 981 19
Foss Maritime Co.
225 East F Street
Tacoma, WA 98421
Dunlap Towing Co.
1 500 W.Ediz Hook Road
Port Angeles, WA 98362
Dunlap Towing Co.
2702 Federal Avenue
Everett, WA 98201
Vessel Name
Benjamin Foss
David Foss
Edith Foss
Daniel Foss
Carol Foss
Shannon Foss
Catherine Foss
Claudia Foss
Martha Foss
Donna Foss
Duncan Foss
Deborah Foss
Diane Foss
Dorothy Foss
Dean Foss
FRY 5
Omer Foss
Kelly Foss
Duncan Foss
Brynn Foss
Henry Foss
Pull-and-Be-Dammed
Samish
Gene Dunlap
Malolo
Manfred Nystrom
Mike O'Leary
Snohomish
Suiattle
Taurus
Camano
Cedar King
Port Gardner
Port Susan
Puyallup
Quilceda
Sneeoosh
Uffda
Whidbey
Yokeko
Dimensions Overall
Length
(ft)
76.0
76.0
76.0
94.7
84.8
84.8
73.5
73.5
74.1
66.7
66.7
66.7
66.7
66.7
66.7
32.0
45.0
47.0
72.0
100.0
100.0
28.3
71.0
123.0
105.0
127.5
109.0
110.0
120.0
89.5
34.0
47.0
38.5
42.0
49.1
52.0
38.0
30.0
43.0
30.0
Width
(ft)
26.5
26.5
26.5
32.0
24.3
24.3
25.0
25.0
26.6
24.0
24.0
24.0
24.0
24.0
24.0
8.0
14.3
16.5
24.0
36.0
36.0
12.0
17.2
30.0
31.0
32.0
31.0
31.2
29.5
27.0
11.3
14.0
11.3
16.0
11.4
16.5
13.6
9.5
12.5
10.6
Draft
Under
Load (ft)
11.5
11.4
11.4
14.9
12.8
12.8
9.0
8.6
8.4
10.2
10.2
10.2
10.2
10.2
10.2
2.0
6.0
8.0
8.0
16.2
16.2
3.7
8.0
11.0
13.5
10.3
16.0
14.0
17.4
14.0
4.6
7.0
4.0
5.5
4.7
6.0
6.0
4.0
9.5
5.0
Horsepower
2,379
2,379
2,379
2,250
1,875
1,875
1,830
1,830
1,620
1,450
1,450
1,300
1,300
1,300
1,200
310
360
565
1,450
3,000
3,000
240
565
3,000
2,320
4,200
2,250
2,250
3,070
2,400
190
365
308
365
330
700
365
90
202
135
Remarks
Towing, docking,
undocking, and shifting
vessels in Seattle Harbor
and Puget Sound area
Docking, undocking,
shifting, and towing
vessels in Puget Sound
and its tributaries
Ocean tugs based in
Everett
Harbor tugs based in
Everett
14-9
-------
Table 14-4. PUGET SOUND (SEATTLE) AREA FLOATING EQUIPMENT
Operator
Vessel Name
Lummi
Skagit Chief
Swinomish
Vulcan
Dimensions Overall
Length
(ft)
65.0
100.0
74.0
73.0
Width
(ft)
17.0
25.1
20.0
18.0
Draft
Under
Load (ft)
5.0
11.0
10.0
7.1
Horsepower
725
1,125
850
525
Remarks
Puget Sound vessels
based in LaConner
14-10
-------
Table 14-4. PUGET SOUND (SEATTLE) AREA FLOATING EQUIPMENT
Operator
Foss Maritime Co.
937 Boat Haven Drive
Port Angeles, WA 98363
Vessel Name
Joe Foss
Richard M.
Dimensions Overall
Length
(ft)
45.0
92.0
Width
(ft)
15.0
28.6
Draft
Under
Load (ft)
6.9
13.0
Horsepower
365
2,200
Remarks
Bunkering Vessels
Rainier Petroleum Corp.
1711 13th Avenue S.W.
Seattle, WA 98 134
Dagwood
Sterling
42.0
42.0
15.0
16.0
5.5
6.0
200
200
Providing lubricating oil
to vessels at berth in
Seattle Harbor and Puget
Sound area
Table 14-5. CORPUS CHRISTI AREA FLOATING EQUIPMENT
Operator
Vessel Name
Dimensions Overall
Length
(ft)
Width
(ft)
Under
Load (ft)
Horsepower
Remarks
Diesel Tugs and Towboats
G. & H. Towing Co.
P.O. Box 9488
Corpus Christi, TX 78408
Coastal Tank & Barg, Inc.
A subsidiary of the Coastal
Corp.
504 Navigation Blvd.
Corpus Christi, TX 78403
Manta
Philip K. (1)
Denia(2)
Marlin
Mars (3)
Coastal No. 31
Coastal No. 22
118.0
96.0
95.0
103.0
90.0
264.0
250.0
31.0
32.1
32.0
25.2
27.0
50.2
45.0
16.6
12.6
16.0
10.8
13.2
9.5
11.0
4,000
4,000
3,000
1,950
1,700
20,000 bbls cargo
capacity
20,000 bbls cargo
capacity
Towing, docking,
undocking, and shifting
vessels in Corpus Christi
Harbor and vicinity
Towed by 800-hp tug
"Coastal Nueces"
(1) Owned by Bay-Houston Towing Co.
(2) Owned by Suderman & Young Towing Co., Inc.
(3) Owned by Intracoastal Towing & Transportation Corp.
14-11
-------
Table 14-6. TAMPA BAY AREA FLOATING EQUIPMENT
Operator
Vessel Name
Dimensions Overall
Length
(ft)
Width
(ft)
Under
Load (ft)
Horsepower
Remarks
Diesel Tugs and Towboats
Bay Transportation Corp.
d.b.a. St. Philip Towing
1305 Shoreline Drive
P.O. Box 5797
Tampa, FL 33675
Bay Transportation Corp.
d.b.a. Manatee Tug and Barge
1305 Shoreline Drive
P.O. Box 5797
Tampa, FL 33675
Bay Transportation Corp.
d.b.a. Leonardi Towing
1305 Shoreline Drive
P.O. Box 5797
Tampa, FL 33675
Bay Transportation Corp.
d.b.a. Bay Towing
1305 Shoreline Drive
P.O. Box 5797
Tampa, FL 33675
A. P. St. Philip
Bradenton
Gloria
Kinsman Challenger
Palmetto
Tampa
Edna St. Philip
Yvonne St. Philip
Avon
Dorothy
Orange
Harbor Island
Tampa Bay
Trooper
95.0
105.0
103.0
110.0
105.0
100.0
97.0
103.0
68.0
30.0
93.0
65.0
60.0
62.6
26.0
26.0
26.0
31.0
26.0
30.0
30.0
26.0
15.6
12.0
24.0
21.0
22.0
20.0
13.0
13.0
13.0
13.0
13.0
14.0
12.0
13.0
11.0
5.0
14.0
9.0
9.0
9.0
3,300
3,300
3,300
3,600
3,300
6,000
3,300
3,300
1,200
325
2,000
1,000
1,000
1,000
Towing, docking,
undocking, and
shifting vessels in
Tampa Bay
Towing, docking,
undocking, and
shifting vessels in
Tampa Bay
Towing, docking,
undocking, and
shifting vessels in
Tampa Bay
Towing, docking,
undocking, and
shifting vessels in
Tampa Bay
14-12
-------
Table 14-7. BALTIMORE AREA FLOATING EQUIPMENT
Operator
Vessel Name
Dimensions Overall
Length
(ft)
Width
(ft)
Under
Load (ft)
Horsepower
Remarks
Diesel Tugs and Towboats
Moran Towing of Maryland, Inc.
The World Trade Center
Suite 800
Baltimore, MD 21202
Sadowski Towing Co., Inc.
905 S. Wafe
Baltimore, MD 21222
Cape Remain
Cape Henlopen
Fells Point
Kings Point
Grace Moran
Georgia Moran
E. Homan Stroud
Helen S.
Victory
107.6
107.2
105.0
105.0
101.0
99.0
70.0
71.2
65.0
34.8
31.0
27.0
27.0
28.0
27.0
21.0
19.0
17.0
13.7
15.6
14.0
14.0
14.0
14.0
10.2
8.8
6.0
3,800
3,800
2,400
2,400
3,165
1,750
500
700
350
Towing, docking,
undocking, and shifting
vessels in Baltimore Harbor
Towing, docking,
undocking, and shifting
vessels in Baltimore Harbor
Note: Additional floating equipment in use in Baltimore Harbor for specialized uses, such as lightering, is not included.
Table 14-8. COOS BAY AREA FLOATING EQUIPMENT
Operator
Vessel Name
Dimensions Overall
Length
(ft)
Width
(ft)
Draft
Under
Load (ft)
Horsepower
Remarks
Diesel Tugs and Towboats
Coos Bay Towboat Co.
P.O. Box 777
Coos Bay, OR 97420
Knutson Towboat Co.
400 N. Front Street
Coos Bay, OR 97420
Cape Arago
Coos Bay
North Bend
Captain Louie
Koos2
Koos4
Koos6
Koos7
KoosS
Koos King
Ranger
Thea Knutson
The Goose
Widgeon
William Vaughan
61.3
71.0
66.4
56.0
49.7
40.0
26.0
36.1
32.0
65.0
45.6
38.5
36.5
35.0
43.0
17.1
23.3
21.5
22.0
12.8
13.8
11.0
12.3
11.0
23.5
13.6
13.0
12.0
13.6
11.8
9.0
9.2
9.8
6.6
3.8
4.4
3.6
4.6
4.0
8.0
5.9
6.0
3.8
3.9
5.0
1,000
1,425
1,800
1,750
450
320
115
290
175
1,800
550
400
330
175
320
Towing, docking,
undocking, shifting, and
transferring pilots to and
from vessels in Port of Coos
Bay
Towing, docking,
undocking, and shifting
vessels in Port of Coos Bay
and along Oregon coast
14-13
-------
Table 14-8. COOS BAY AREA FLOATING EQUIPMENT
Operator
Sause Bros. Ocean Towing Co.
151 East Market Street
Coos Bay, OR 97420
Port of Newport
600 S.E. Bay Boulevard
P.O. Box 1065
Newport, OR 97365
Vessel Name
Muleduzer
Little Pull*
Unnamed
Yaquina Bay
Dimensions Overall
Length
(ft)
47.1
26.0
33.0
65.0
Width
(ft)
15.0
7.0
8.0
18.0
Draft
Under
Load (ft)
5.0
4.0
4.0
6.5
Horsepower
650
135
225
375
Remarks
Towing, docking,
undocking, shifting, and
transferring pilots to and
from vessels in Port of
Newport
*Gasoline powered.
14-14
-------
SECTION 15
FERRY POPULATION AND CHARACTERISTICS
Ferry activity in the Ports of Puget Sound/Seattle, New York, and Philadelphia is primarily commuter
traffic, with charter, tour, special event and private cruises making up a small proportion of trips. Ferry traffic
in the other MEPA Areas is negligible or non-existent. Most of the ferries on the water spend minimum time at
the dock, ranging from a minimum of 2 to 3 minutes to a normal maximum of 20 minutes between trips. This
typically amounts to 95 to 97% of each operating day at cruise, 2 to 4% hotelling, and a negligible amount
maneuvering and at reduced speeds. Ferries vary significantly in size, passenger capacity, horsepower, and
cruising speed, ranging from water taxis with 240 hp and a 10 knot cruising speed, to large 7000 passenger
ferries running with 7,000 hp at 18 knots. There are also mid-sized high-speed monohulls or catamarans which
can run up to 28 to 35 knots with 3,500 to 5,400 hp.
There is significant variation in ferry operator size as well. Puget Sound, for example, has the largest
single-operator ferry fleet in the United States. The operator, Washington State Ferries (WSF), runs 27 ferries
on ten routes, and carries over 25 million passengers annually. In contrast, small water taxi services, such as
Prospect Fast Ferry in New York Harbor, operate only one ferry, serving one route with 4 trips per day.
The following sections illustrate the ferry activity in the three MEPA Areas with extensive ferry
service. These Areas of Puget Sound (Seattle), Hudson River (New York), and Delaware River (Philadelphia)
were determined to have ferry traffic significant enough for inclusion in this study. For each of the MEPA
Areas, the primary ferry operators, both public and privately run, were researched. Some ferry operators were
able to provide more complete information on their fleet activity than others. Where available, information
gathered and calculated include: applicable ferry route(s), time in minutes of an average one-way trip, the
number of weekday as well as weekend and holiday trips, average running time (in hours per year), the number
of ferries in the fleet, average ferry cruising speed in knots, horsepower, and percentage of time spent cruising
vs. idling. Any other pertinent information is included where possible. In cases where trip numbers and length
are unavailable, average running time is calculated from daily running hours based on ferry operating records.
15.1 PUGET SOUND FERRIES
Washington State Ferries (WSF) is the primary ferry operator in the Seattle/Puget Sound area. WSF is
a public agency, and was founded in 1951 with the State's purchase of Puget Sound Navigation Company.
There are 27 vessels in the fleet. In 1997, WSF carried a total of 25,586,614 passengers on ten routes, serving
20 terminals. The in-use ferry fleet averages 586 one-way trips per day, which totals approximately 2,500 miles
each day. The average amount of fuel used per year by the WSF ferry fleet is estimated at about 17 million
15-1
-------
gallons of diesel fuel. There is a considerable range in fuel consumption between ferries. Depending on size,
engines and horsepower ferries consume anywhere from 15 to 240 gallons of fuel per hour.
Table 15-1 includes information about each route, including ferry name, age (dates built and rebuilt),
average cruising speed in knots, horsepower, number and type of engine, draft, and gross/net tonnage. Route
details also include the average one-way trip time in minutes, the average number of trips daily, the average
running time calculated out to hours per year (including an estimate of 15 minutes idling time at the dock at
each trip end), as well as the number of ferries serving route.
Table 15-1. Washington State Ferries
Route: Seattle-Bainbridge Island
Average one-way trip:
Average round trips daily:
Average running time:
Average idling time:
# ferries serving route:
35 minutes
22
9343 hours/year
4004 hours/year
2
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Wenatchee
1998
18
13,200
4 Diesel-Electric (AC)
173"
N/A
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Tacoma
1997
18
13,200
4 Diesel-Electric (AC)
173"
N/A
15-2
-------
Table 15-1. Washington State Ferries (Continued)
Route: Seattle-Bremerton
Average one-way trip:
Average round trips daily:
Average running time:
Average idling time:
# ferries serving route:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
60 minutes (auto ferry)
12
8736 hours/year
2 184 hours/year
2
Chelan
1981
16
5,000
2 Diesel
15'6"
2477/1772
Kitsap
1980 (rebuilt 1992)
16
5,000
2 Diesel
16'6"
2475/1755
Route: Seattle-Bremerton
Average one-way trip:
Average round trips daily:
Average running time:
Average idling time:
# ferries serving route:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
50 minutes (passenger ferry)
7
4247 hours/year
1274 hours/year
2
Tyee
1985 (rebuilt 1993)
25
2,990
2 Diesel
7'
98/66
Chinook
1998
30-34
7,200
4 Diesel- Waterjet
5'
99/67
15-3
-------
Table 15-1. Washington State Ferries (Continued)
Route: Edmonds-Kingston
Average one-way trip:
Average trips daily:
Average running time:
Average idling time:
# ferries serving route:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
30 minutes
25
4550 hours/year
2275 hours/year
2
Walla Walla
1972
18
11,500
4 Diesel-Electric (DC)
16'
3246/1198
Spokane
1972
18
11,500
4 Diesel-Electric (DC)
16'
3246/1198
Route: Fauntleroy-Vashon
Average one-way trip:
Average round trips daily:
Average running time:
Average idling time:
# ferries serving route:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
15 minutes
32
5824 hours/year
5824 hours/year
3
Issaquah
1979 (rebuilt 1989)
16
5,000
2 Diesel
16'6"
2475/1755
Klahowya
1958 (rebuilt 1995)
13
2,500
2 Diesel-Electric
13'10"
1334/907
15-4
-------
Table 15-1. Washington State Ferries (Continued)
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Tillikum
1959 (rebuilt 1994)
13
2,500
2 Diesel-Electric
13'10"
2070/1487/907
Route: Fauntleroy-Southworth
Average one-way trip:
Average round trips daily:
Average running time:
Average idling time:
# ferries serving route:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
35 minutes
24
1 0 1 92 hours/year
4368 hours/year
3
Issaquah
1979 (rebuilt 1989)
16
5,000
2 Diesel
16'6"
2475/1755
Klahowya
1958 (rebuilt 1995)
13
2,500
2 Diesel-Electric
13'10"
1334/907
Tillikum
1959 (rebuilt 1994)
13
2,500
2 Diesel-Electric
13'10"
1487/907
Route: Southworth-Vashon
Average one-way trip:
Average round trips daily:
Average running time:
Average idling time:
# ferries serving route:
10 minutes
22
2669 hours/year
4004 hours/year
3
15-5
-------
Table 15-1. Washington State Ferries (Continued)
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Issaquah
1979 (rebuilt 1989)
16
5,000
2 Diesel
16'6"
2475/1755
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Klahowya
1958 (rebuilt 1995)
13
2,500
2 Diesel-Electric
13'10"
1334/907
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Tillikum
1959 (rebuilt 1994)
13
2,500
2 Diesel-Electric
13'10"
1487/907
15-6
-------
Table 15-1. Washington State Ferries (Continued)
Route: Vashon-Seattle (passenger only)
Average one-way trip:
Average round trips daily:
Average running time:
Average idling time:
# ferries serving route:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
25 minutes
9
2730 hours/year
1638 hours/year
2
Skagit
1989
25
3,840
4 Diesel
8'
96/65
Kalama
1989
25
3,840
4 Diesel
8'
96/65
Route: Port Deflance-Tahlequah
Average one-way trip:
Average round trips daily:
Average running time:
Average idling time:
# ferries serving route:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
15 minutes
18
3276 hours/year
3276 hours/year
1
Rhododendron
1947 (rebuilt 1990)
11
2,172
1 Diesel
10'
937/435
Route: Port Townsend-Keystone
Average one-way trip:
Average trips daily:
Average running time:
Average idling time:
# ferries serving route:
30 minutes
8 (increases with weekend schedule)
1456 hours/year
728 hours/year
2
15-7
-------
Table 15-1. Washington State Ferries (Continued)
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Klickitat
1927 (rebuilt 1981)
12
2,400
2 Diesel-Electric (DC)
12'9"
1369/931
Dlahee
1927 (rebuilt 1986)
12
2,896
2 Diesel-Electric (DC)
12'9"
1369/931
Route: Mukilteo-Clinton
Average one-way trip:
Average trips daily:
Average running time:
Average idling time:
# ferries serving route:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
20 minutes
40
7280 hours/year
3640 hours/year
2
Kittitas
1980 (rebuilt 1990)
16
5,000
2 Diesel
16'6"
2477/1772
Cathlamet
1981 (rebuilt 1993)
16
5,000
2 Diesel
16'6"
2477/1722
15-8
-------
Table 15-1. Washington State Ferries (Continued)
Route: Anacortes-San Juan Island-Sidney, B.C.
Average one-way trip:
Average round trips daily:
Average trips daily:
Average running time:
Average idling time:
Average running time:
Average idling time:
Total average running time:
Total average idling time:
# ferries serving route:
1 hour 55 minutes Anacortes to San Juan Island
1 hour 25 minutes SJI to Sidney, B.C.
12 - Anacortes to San Juan Islands
2 in summer, 1 in off-season - Anacortes to Sidney
16744 hours/year - Anacortes to San Juan Islands
2184 hours/year - Anacortes to San Juan Islands
645 hours/year - Anacortes to Sidney
114 hours/year - Anacortes to Sidney
17389 hours/year
2298 hours/year
5
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Hyak
1967
17
8,000
4 Diesel-Electric (DC)
18'6"
2704/1214
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Yakima
1967
17
8,000
4 Diesel-Electric (DC)
18'6"
2704/1214
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Elwha
1967 (rebuilt 1991)
20
10,200
4 Diesel-Electric (DC)
18'9"
2813/1322
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Evergreen State
1954 (rebuilt 1988)
13
2,500
2 Diesel-Electric (DC)
15'3"
2041/1017
15-9
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Table 15-1. Washington State Ferries (Concluded)
Ferry:
Ferry age (date built):
Average cruising speed:
Horsepower:
Engines:
Draft:
Gross/Net tonnage:
Nisqually
1927 (rebuilt 1987)
12
2,896
2 Diesel-Electric (DC)
12'9"
1368/930
The calculations of hourly running time per year for the Washington State Ferries fleet assumed that
route schedules are not interrupted by ferry maintenance. This means that another ferry from the fleet would
service the route while the regularly scheduled ferry is undergoing maintenance. Each ferry is scheduled for
maintenance approximately 4 weeks of the year. The annual running time calculations also use daily schedules,
and do not differentiate between weekday and weekend service. Thus average running time was calculated
according to Equation 15.1.
TR=t00*n*l2.l3 (15.1)
TR = Total running time in hours per year
t00 = Average time for one-way trip in minutes
n = Number of round trips per day
12.13 = Conversion factor of 2 one way trips per round times 7 days per week, times 52 weeks per
year, times one hour per 60 minutes.
Several other generalizations may be made about the Washington State Ferry fleet and operations. Full
ferry speed is used throughout the fleet on each run, with the exception of departures and landings. The typical
power level estimated for each class at cruising speed is approximately 80% of full power. Dock entry is
variable dependent on factors such as tides, weather, and loading. Ferry engines continue to run to push the
vessel against the dock while in dock. There is no maximum time a ferry will idle before shutting down its
engines at the dock, but the typical time is 15-20 minutes. With this generalization, in the above calculations, an
average idling time with engines running at the end of each one-way trip was assumed to be 15 minutes. Thus
average idling time was calculated according to Equation 15.2.
TI=ti*n* 12.13 (15.2)
15-10
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TI = Average idling time at each trip end, in hours total per year.
t; = Average idling time per trip, default value is 15 minutes
n = Number of round trips per day
12.13 = Conversion factor of 2 one way trips per round times 7 days per week, times 52 weeks per
year, times one hour per 60 minutes.
15.2 NEW YORK FERRIES
Ferries in the New York Area include both New York City Department of Transportation (NY DOT)
service as well as private ferry operators licensed by the NY DOT. These ferries serve primarily commuter
routes, and are detailed by operator in the tables below. Information in the tables on each route and vessel
includes, if possible: average one-way trip time in minutes, number of weekday as well as weekend and holiday
trips, average running time calculated out to hours per year, number of ferries in the operator's fleet, average
vessel cruising speed, horsepower, and percent of time idling vs. cruising. Any additional relevant information
is also included.
15-11
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Table 15-2. New York Department of Transportation Staten Island Ferry
NEW YORK CITY DEPARTMENT OF TRANSPORTATION (NY DOT)
STATEN ISLAND FERRY
718-390-5253
Route:
Average one-way trip:
# weekday trips:
# weekend/holiday trips:
Average running time:
# ferries in fleet:
Average cruising speed:
hp
Staten Island-Lower Manhattan
25 minute
101
64
3300 hours/year
7
18 knots
2 ferries are 300 ft in length, 7000 passengers, 7000 hp
5 ferries are 260 ft in length, 6050 hp
Table 15-3. New York Fast Ferry
NEW YORK FAST FERRY
718-815-6942
Route:
Average one-way trip:
# weekday trips:
# weekend/holiday trips:
Average running time:
# ferries in fleet:
Average cruising speed:
hp
Staten Island-Midtown Manhattan
20 minutes
26
520 hours/year (with 5 day weeks)
2
35 knots
2 ferries, 5400 hp, operate at 85-90% of hp at cruising speed
Table 15-4. Express Navigation Ferry
EXPRESS NAVIGATION
Gary Dunzelman -732-872-2628 x601
Route:
Average running time:
# ferries in fleet:
Average cruising speed:
hp
multiple
7098 hours/year (6 hours/day, add 2-3 hours in summer season)
3
24 knots
2 catamarans=28 knots at cruising speed (30 knots is max)
1 monohull=20 knots is cruising speed
2 catamarans, each =3500 hp
lmonohull=1860hp
The two catamarans are each 82 feet and carry 300 passengers. One monohull vessel carries 149
passengers. Using average running times of 6 and 8 hours/day for the three summer months, the two
catamarans with rated horsepowers of 3,500 hp and cruising speed of 28 knots operate a total of 4732 hours
and the monohull, with 1,860 hp and a cruising speed of 20 knots, operates 2366 hours.
15-12
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Table 15-5. New York Waterways
NEW YORK WATERWAYS
R.Bostick-201-902-8841
Route:
# total trips:
Average running time:
# ferries in fleet:
Average cruising speed:
hp
% time cruising vs. idling
Age of ferries:
numerous
540 trips/day
196,434 trips/year
Average 11 hours/day (7 days/week, year round)
4004 hours/year
20 (currently running 19-20 each day)
10-12 knots, which is 70% of capacity
One catamaran runs 25-26 knots, approx. 12 hours/day
All boats 1200-1500 hp
Only 2-3 minutes at dock between trips
Oldest is 10 years old (all bought new by company),
5 are less than 3 years old
Ninety-nine percent of the trips run by New York Waterways are commuter trips (7 days/week, year
round). Of the 540 total trips per day, about 6 are harbor cruises or "leisure" trips, except between January &
March.
As an example of the volume and turn-around time of this particular ferry fleet, during peak commuter
hours, boats depart from Hoboken every 5 minutes, and depart from Midway every 10 minutes. In addition,
two boats run to La Guardia airport all day, and departures from Weehawken to Wallstreet run every hour.
Table 15-6. Prospect Fast Ferry
PROSPECT FAST FERRY
Doreen - 732-872-1450 @ Sandy Harbor Marina
Route:
Average one-way trip:
# weekday trips:
# weekend/holiday trips:
Average running time:
# ferries in fleet:
Sandy Hook Bay Marina (Highlands, NJ) to Pier 11 and East 34 Street,
Manhattan
Avg. 55 minutes (from online schedule)
a.m. = 55-70 minutes
p.m. = 55 minutes
4/day
2/day
55*4*5 (weekday) + 55*2*2 (weekend)
TOTAL = 953+191 = 1144 hours/year
1
No further information was available on the vessel operated by the Prospect Fast Ferry.
15-13
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Table 15-7. Four Lauderdale Water Taxi
FORT LAUDERDALE WATER TAXI
Doug Freid - 201-985-1164 (office) or 917-653^544 (his cell phone)
Route:
Average running time:
# ferries in fleet:
Age of ferries:
Average cruising speed:
hp
% time cruising vs. idling
Liberty State Park (Jersey City, NJ) to World Financial Center and Pier 11
at Wall Street, Manhattan
weekdays = 8 hrs, 12 hrs, 18 hrs for 3 ferries
weekends = 5 hrs, 9 hrs, 15 hrs for 3 ferries
TOTAL = 12,896 hrs/year
currently 3, next month they will add one more
(average running time will not change, just be redistributed between 4 ferries)
3 are 9 years old, 1 will be new next month
10 knots
At 10 knots, they run at 70% capacity
240 hp each
single engine
Of running hours, 95-97% of the time is cruising, the rest idling (engines are ON
at the dock)
No other information was available on the Fort Lauderdale Water Taxi.
15.3 DELAWARE RIVER FERRIES
Unlike the Puget Sound and New York areas, the major cities along the Delaware River such as
Philadelphia and Camden rely mostly on bridges for transit across the river and harbor and thus, have much
more limited ferry services. The primary Delaware River area ferry operators are thus much smaller than those
discussed in Section 15.1 and 15.2, and do not serve as primary commuter transit modes. The ferries which do
serve this area are the Cape May-Lewes Ferry, the Three Forts Ferry Crossing, and the Rehoboth Bay Shuttle.
The Philadelphia area ferries are detailed by operator in the tables below. Information in Tables 15-8
and 15-9 include, if possible, information on: each route and vessel include, average one-way trip time in
minutes, number of weekday as well as weekend and holiday trips, average running time calculated out to
hours per year, number of ferries in the operator's fleet, average vessel cruising speed, horsepower, and percent
of time idling vs. cruising. Any additional relevant data are also included.
15.3.1 Cape May-Lewes Ferry
The Cape May-Lewes Ferry is an auto/passenger ferry which runs a 70-minute boat ride connecting
Lewes, DE and Cape May, NJ. A complete trip includes the 70-minute cruise, 10-minutes maneuvering into
dock and 20 minutes hotelling at the dock. Operating year-round, the schedule for this route varies with the
season. A small proportion of trip are moonlight cruises in the summer with live entertainment, and other
special events. Run by Delaware River and Bay Authority, the ferry operates out of the Terminal Building in
15-14
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Cape May, NJ. Contacts are Jim Salmon, Public Relations (302) 571-6409 and Rich Woehlcke, Port Engineer
(609) 889-7225.
Table 15-8. Cape May-Lewes Ferry
Route: Lewes. DE - Cape May. NJ
Average one-way trip:
TOTAL annual trips:
Average cruising time:
Average idling time:
Average maneuvering time:
# ferries in fleet:
Ferry fleet age:
Average cruising speed:
hp
70 minutes
5820 '
6790 hours/year
Average 20 minutes each idling event
970 hours/year
Average 10 minutes/trip maneuvering
970 hours/year
5
MV Twin Capes - 23 yrs old (1975)
MV Delaware - 24 yrs old (1974)
MV New Jersey - 24 yrs old (1974)
MV Cape Henlopen -17 yrs old (1981)
MV Cape May -13 yrs old (1985)
12.5 knots, which is 75% of maximum capacity 15-16 knots
(75% is optimum fuel consumption for the schedule they run)
4000 (total for two engines)
Minimum annual trips predicted for 1998. 1997 had 6,341 and 1996 had 6,200 annual trips
Runs are very heavily seasonal with the following predictions for annual operation:
Offseason (mid-Oct to mid-May) = 6 round trips/day
Base season (June to Sept) =12 round trips/day
• Peak days (e.g. Saturdays) = 21 round trips/day
15.3.2 Three Forts Ferry Crossing
The Delaware River and Bay Authority also runs the Three Forts Ferry Crossing. The ferry is
passenger only, and is run primarily as a park visitor service. Contact at Fort Delaware Park is Jim Harris,
Captain and Supervisor of Ferry Operations, call phone: 302-584-1574
15-15
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Table 15-9. Three Forts Ferry Crossing
Route: Fort Mott State Park to Pea Patch Island to Delaware City
Average one-way trip:
# trips:
Average running time:
# ferries in fleet:
Average cruising speed:
hp
% time cruising vs. idling
30 minutes
N/A - No set schedule - runs mostly on demand, typically picks up on the half
hour
Runs continuously (12 hours), 5 days/week (Wed -Sun)
3120 hours/year
1, holds 88 passengers (adding one more in 1999)
10 knots
Each of two engines is 275 hp = total 550 hp
Turns around at the dock immediately - no substantial idling time
15.3.3 Rehoboth Bay Shuttle
Also running in the Philadelphia area is the Rehoboth Bay Shuttle, serving only one route which
connects Long Neck to the Rehoboth Beach-Dewey Beach area. Call for schedule and additional information.
(302) 645-9380. An average one-way trip is 27-minutes. The shuttle operates daily, weather permitting,
Memorial Day-Labor Day, with extended hours on weekends. Special charters are available. No further
information was available on fleet size, annual number of trips or running time.
15-16
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SECTION 16
RECOMMENDATIONS
This section discusses further work required to quantify and qualify the commercial marine inventory for
the United States. Some tasks must be completed before the default inputs for the NONROAD model can be
developed. All of these recommendations are complimentary to the work already performed in this Work
Assignment. The recommendations pertain to the following:
1. Auxiliary engine characterization
2. Characterization of mooring tug operation
3. River traffic on the Mississippi and Ohio Rivers
4. Lake traffic within the Great Lakes
5. Commercial fishing vessels and activity
6. Dredging vessels and activities
7. Distances from the breakwater to the port for each of the Top 95 DSPs
8. Electronic maps
9. Guidance document
Auxiliary engines are on most deep-sea vessels and are the largest source of hoteling emissions and a
significant source during manuevering. Auxiliary engines are used for loading and unloading and power
generation on the ship. Some limited work was done on auxiliary engines in the South Coast Marine report
(Reference 1-1). Lloyds Maritime Information Service (LMIS) have auxiliary engine data on about 20% of the
world fleet. They have a database on about 22,000 engines. The price of the entire database is $1,530. If we sent
them the LMIS numbers that we have, the cost for supplying auxiliary engine data would be about $1,088. LMIS
figures they would be able to match about 20% of our LMIS numbers to auxiliary engine data.
Mooring tug operation at the Deep-Sea Ports, may account for a large percentage of the emissions that
occur close to land. Unfortunately, neither the USAGE nor the MEPAs regularly track mooring tug operations. It
may be possible to apply a rule-of-thumb, based on ship-type, to determine the average number and time-in-
mode for mooring tugs. It would be better to have actual data on mooring tugs and have these vessels tracked
within the port.
While in Volume II of this report we have detailed river and lake traffic at two river ports and two lake
ports, general river and lake traffic is not covered. There are substantial distances on the Mississippi and Ohio
16-1
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rivers that are not covered by ports and could be a significant emissions source. Using lock data and additional
USAGE data, we could present a more thorough picture of activity on the inland rivers. In addition, significant
lake traffic occurs in the shipping lanes on the Great Lakes that is not characterized in our current study. This
could also be a significant source of emissions that are transported to local non attainment areas that need to be
characterized. With additional USAGE data, we could also characterized general Great Lake traffic.
Fishing activity was investigated and several possible methodologies were discussed. Very few ports
keep records on fishing boat activities. These most likely need to be determined from fishing boat operators and
state departments offish and game. Efforts were invested in contacting the Washington Department of Fish &
Game which provided information on fishing licenses and tons of fish caught. Extrapolation of this data is
difficult since tons offish caught, as recorded by USAGE, are given without distinguishing the type offish. Also
USAGE only records this data for regions rather than ports. Furthermore, fishing license information is not
specific or complete enough to detail vessel activity. More vessel oriented information is needed, however, to
detail fishing vessel activity.
Some attempts were made to determine dredging activity from the USAGE. USAGE coordinates most
of the dredging in ports and rivers. The LMIS data has some information on dredges and together with USAGE
data on dredging schedules at the "typical" ports, dredging activity could be characterized.
Although distances from the breakwater to each of the Top 95 DSPs could be determined by measuring
the distance on a map, some port areas are more complex than others and calls to each of these complex ports will
allow a more accurate distance from the point of picking-up the pilot which is usually where the RSZ begins.
Additional items to help the user of this report might include maps in electronic form that are imported
into the document. Electronic maps focusing on the major geographic features of ports and waterways are not as
readily available as street maps but through a combination of INTERNET map sites, cooperation with various
Port Authorities, and scanning of available paper maps, maps showing the breakwater, ports, major geographic
features and other reference points often referred to in this report could be obtained and included herein.
Furthermore, a guidance document should be written for the user of the NONROAD model to facility
the user in providing marine activity information more specific to their port. As ARCADIS Geraghty & Miller
searched for information on detailed vessel activities and port descriptions, it became apparent that a great deal of
variability exits between ports as to what data are recorded at what level of completeness. A guidance document
could greatly assist the Port Authorities in obtaining information relevant to the model.
ARCADIS Geraghty & Miller can provide all these services and would be happy to discuss these
recommendations and future work with EPA.
16-2
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SECTION 17
REFERENCES
SECTION 1 - INTRODUCTION
1.10 Pera, Charlotte J. Marine vessel emissions inventory and control strategies. Mountain View, CA:
Acurex Environmental Corporation; 1996; Prepared for South Coast Air Quality Management District.
1.11 Pera, Charlotte and Diana Popek. Update to Marine Vessel Emissiosn Inventroy and Control Strategies.
Mountain View, CA: ARCADIS Geraghty & Miller, Inc. 1999; Prepared for South Coast Air Quality
Management District
SECTION 2 - TOP 90 DEEP-SEA PORTS
2-1 United States Army Corps of Engineers, Waterborne Commerce Statistics Center, PO Box 61280, New
Orleans, LA
2-2 United States Waterway Data CD-ROM, Bureau of Transportation Statistics, US Department of
Transportation, 400 7th St. S.W. Room 3430, Washington, D.C. 20590
SECTION 6 - LOWER MISSISSIPPI RIVER, GULF TO BATON ROUGE
6-1 New Orleans Board of Trade, Gene Hymel, 504-525-3271
6-2 Crescent River Pilots, Mike Bucollo, 504-392-8001
SECTION 7 -CONSOLIDATED PORT OF NEW YORK AND NEW JERSEY INCLUDING ALBANY
7-1 NY/NJ Marine Exchange, Philip, 212-425-5704
7-2 Sandy Hook Pilot Company, Bob Dean, 718-448-3900
SECTION 8 - DELAWARE RIVER PORTS INCLUDING PHILADELPHIA, PA
8-1 Philadelphia Maritime Exchange, Scott Anderson, 215-925-1524
8-2 Pilot's Association for the Delaware River and Bay, Captain Bock, 215-922-7165
SECTION 9 - PORTS OF THE PUGET SOUND INCLUDING SEATTLE, WA
9-1 Marine Exchange of the Puget Sound 800-627-3924. POC - Jim Friberg
9-2 Puget Sound Pilots, Port Angeles Pilot Station, 305 Ediz Hook Road, PO Box 788, Port Angeles, WA
98362, 800-221-0234. POC - Captain Bill Bock
9-3 The Port of Seattle, Port Series Report
9-4 Port Angeles, Port Series Report
SECTION 10 - PORT OF CORPUS CHRISTI, TX
10-1 Corpus Christi Port Authority, 512-882-5633, Danny Hodgains, Director of Finance
10-2 Corpus Christi Pilots Association, 512-888-6230, Louis Adams, President and pilot
17-1
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SECTION 11 - PORT OF TAMPA, FL
11-1 Tampa Port Authority, 813-272-0555, Lori Rafter
11-2 Tampa Pilotage Authority, Tampa Bay Pilots, 5103 S. Westshore Blvd., Tampa, FL 33611, 813-805-
0270,
SECTION 12 - PORT OF BALTIMORE, MD
12-1 Baltimore Maritime Exchange, David Stanbaugh, 410-342-6610
12-2 Association of Maryland Pilots, 3720 Dillon St., Baltimore, MD 21224,410-342-6013
SECTION 13 - PORT OF COOS BAY, OR
13-1 Coos Bay Marine Exchange on the Columbia River, Liz Wainwright, 503-228-4361
13-2 Port of Coos Bay, Martin Gallery, 541 -267-7678
SECTION 15 - FERRY CHARACTERISTICS AND OPERATIONS
15-1 Washington State Ferries, Seattle, WA
15-2 New York City Department of Transportation, 718-390-5253
15-3 Express Navigation, Gary Duzleman, 732-872-2628
15-4 New York Waterways, R Bostick, 201-902-8841
15-5 Prospect Fast Ferry, Doreen, 732-872-1450
15-6 Fort Lauderdale Water Taxi, Doug Fried, 201-985-1164
15-7 Cape May-Lewes Ferry, Jim Salmon, 302-571 -6409
APPENDIX B - PORT CULTURE FOR DEEP SEA PORTS1
lrThe main source of data for all Appendix B text are the Port Series Reports produced by the US Army Corps of
Engineers, Water Resources Support Center for each waterway discussed. These Port Series reports are
commercially available from the Water Resources Support Center, Casey Building, Fort Belvoir, VA 22060.
17-2
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APPENDIX A
DATA FIELD DESCRIPTIONS
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Table A-l. Lloyds Maritime Information Service fields and descriptions
LMIS Field
Vessel
Ship Type - A
Ship Type - B
Ship Type -C
LrNo
Steam Turbine
Stroke Type
DWT
BHP
Speed
RPM
Consumption
DOB
Ind
Ship Status
Design
Designation
Recip - Kw
GasTurb
Flag
Best Address
LR number supplied
Description
Current trading name of vessel
Ship type classification as defined for Lloyds Register Statistical Tables
More detailed ship type classification
Most detailed ship type classification
The unique Lloyd's register identity number.
Number of steam turbines
2 stroke, 4 stroke, or blank (for steam turbines)
Summer deadweight tonnage
Power in brake horsepower of new or refurbished engines
Service speed of the vessel
RPM at service speed
Fuel consumption
Year in which the vessel was delivered to the fleet or last date of engine
refurbishment
Ship status indicator
Description of ship status
Name of company that manufactures the main propulsion engines
Engine designation
KW produced by the steam turbines
Number of propulsion gas turbines on board
Flag of country where the vessel is registered
Parent company where available, or manager, or owner.
Yes indicates that this record was generated from a Lloyds registry
by ARCADIS Geraghty & Mller to LMIS
No indicates that this record was generated from a ship name only.
number supplied
A-l
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Table A-2. Army Corps of Engineers Data 1995 file and field data vessel movement data
Data Field
acurrvld
acurrvlt
acurshld
acurshlt
COE Field
PCODE
PORT NAME
SH RC DATE
TRAFFIC
VTYPE
VESS_TYPE
TONS
TRIPS
Description
File name for loaded receipts. These are vessels coming into port with cargo
File name for light receipts. These are vessels coming into port without cargo
File name for loaded shipments. These are vessels leaving the port with cargo
File name for light receipts. These are vessels leaving the port without cargo - These
files are cargo specific so that the same vessel could be recorded several times in
different files without double counting trips
Description
Port code used by the COE to represent ports and waterways in the United States
Name of the port
Date of shipment receipt
Traffic code indicates the type of shipment or receipt by origin
Single digit vessel type code:
1 = Motor dry cargo and steam dry cargo
2 = Motor tanker and steam tanker
3 = Tug
4 = Barge -dry cargo
5 = Barge - tanker
6 = Other including yacht, sloop, schooner, sailboat, houseboat, rowboat, and
Four digit vessel type construction and characteristics (VTCC) code
Tons shipped or received
One-way entrance or clearance from a PCODE
Source: Waterbome Commerce Statistics Center in New Orleans, LA
A-2
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Table A-3. USAGE Data on Foreign Ships from USWWCD and the Census Bureau.
Data Field
STAT MONTH
WTWY
VESS_NAME
ICST
FLAG
WTWYSCHEDK
PORT IND
NRT
DRAFT
Description
Represents the month in which the vessel entrance or clearance was processed. The
porcessin month is almost always the same month as the physical movement of the
vessel
Port or waterway code used by the COE to represent ports and waterways in the
United States
Vessels full name up to 36 characters
International Classification of Ships by Type code indicates the ship type. If the ICST
code is not available, the Census Bureau's 1 digit rig code is used as follows:
1 = Motor dry cargo and steam dry cargo
2 = Motor tanker and steam tanker
3 = Tug
4 = Barge - dry cargo
5 = Barge - tanker
6 = Other including yacht, sloop, schooner, sailboat, houseboat, rowboat, and research
Vessel's flag of registry
Indicates the vessel's last port of call for an "entrance" or the next port of call for a
"clearance". If the port if foreign the field contains the port's 5 digit schedule K code.
If it is domestic, it contains the COE's 4 digit port or waterway code.
Indicates a domestic port by a "D" in the field. Otherwise the port is foreign
Net registered tonnage of the vessel
Indicates the vessel's draft in feet
Source: Data submitted to the Census Bureau by the Army Corps of Engineers for publication on the United States Waterway Data CD-
ROM for 1995
A-3
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A-4. Details of information received from the New Orleans Board of Trade (BOT) for vessel traffic on
the Lower Mississippi River
BOT Field
Shipname
lloyds
callsign
flag
dwtons
lengthoa
type
speed
agent
passdock and
pass_num
passdate
passtime
pass ea
plotdock or
plot num
plotdate
plottime
deptdock
deptdate
depttime
dept_ea
feetin
inchin
feetout
inchout
docking
bpcomments
Description
Current trading name of vessel
Lloyds Register Number
Vessel call sign
Flag of country where the vessel is registered
Dead weight tonnage
Overall vessel length
Vessel type indicator:
BB = break bulk
BC = bulk carrier
CB = container barge
CS = container ship
CT = chemical tanker
GC = general cargo
LA = LASH (lighter aboard ship)
LG = Liquified flammable gas carrier
LN = Liquified natural gas carrier
Service speed of vessel (cruising speed)
NC = other
OO = ore/oil carrier
PA = passenger
RC = refrigerated cargo (Reefer)
RE = research vessel
RO = roll on/roll off (RORO)
SP = supply ship
TG = tug
TK = tanker
WC = wood chip carrier
Vessel agent
Pass of entry to the Mississippi: 5 = Southwest Pass at mile 0, 6 = South Pass at mile 0,
7 = Mississippi River Gulf Outlet at mile 9.3
Date the vessel passes the dock of entry
Time the vessel passes the dock of entry
Pass indicator field, E = estimated time at pass, A = actual time at pass
Dock where the Crescent River pilot meets the vessel
101 = Pilottown at mile 2, 520 = light 78 at mile 28.3
Date the vessel picks up the pilot
Time the vessel picks up the pilot
Last dock for the vessel before heading back out to the Gulf
Date of departure from the last dock
Time of departure from the last dock
Departure indicator field, E = estimated time at pass, A = actual time at pass
Inbound draft to the nearest foot
Additional inbound draft in inches
Outbound draft to the nearest foot
Additional outbound draft in inches
Destination dock code
Comments may include destination docks not
included in a data field
A-4
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A-5. Details of information received from the Marine Exchange for the Consolidated Port of New York
and Ports on the Hudson River Including Albany, NY
Marine Exchange Field
VESSEL
FLAG
PROP
RIG
CALLSIGN
AGENT
ARR DATE
AMB TIME
CTYIS TIME
TUG IN
TYPE CARGO
BERTH
TRNS DATE1
TRNS_TIME1
BERTH 2
TUG_2
Description
Current trading name of vessel
Flag of country where the vessel is registered
Propulsion type indicator: M- Motor or S - Steamship
Ship type indicator:
B = bulker
BC = barge carrier
BCC = bulk/container carrier
BO = ore/oil/bulk carrier
CABL = cable layer
CC = container ship
CEMT = cement carrier
CT = chemical tanker
HL = heavy load carrier
HLC = heavy load carrier
LPG = liquified gas tanker
Vessel's callsign
MVEH = vehicle carrier
OO = ore/oil carrier
PASS = passenger
PCC = passenger/container ship
REF = refrigerated cargo (Reefer)
RO = roll on/roll off (RORO)
ROCC = RORO/ container ship
S = freighter/general cargo
T = tanker
TK = tanker
VEH = vehicle carrier
WC = wood chip carrier
Vessel's agent
Date of arrival at Ambrose or City Island
Time of arrival at Ambrose, blank if arrival is at City Island
Time of arrival at City Island, blank if arrival is at Ambrose
Letter indicating the tug company called to assist with docking at the first berth.
A blank field is an indicator of no data available
Indicates ship type and cargo type
Name of first berth. The most popular with the approximate times from
Ambrose are:
Port Elizabeth = 2.3
Port Newark = 2.5
Stapleton (anchorage) = 1.3
Bay Ridge Flats = 1.2
Red Hook Marine = 2.3
Global Marine Terminal = 2.3
Jersey City = 2.6
Maneuvering into the berth will, on average, add another 0.5 hours
Date of transition between the first berth and the second berth
Time during the transition between the first berth and the second berth. Not
necessarily the time clearing or tying up, just sometime during the transition.
Name of the second berth, if applicable
Letter indicating the tug company called to assist with docking at the second
berth.
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A-5. Details of information received from the Marine Exchange for the Consolidated Port of New York
and Ports on the Hudson River Including Albany, NY - Concluded
Marine Exchange Field
TRNS DATE2
TRNS_TME2
BERTH 3
TUG 3
TRNS DATE3
TRNS_TIME3
BERTH 4
TUG_4
TRNS DATE4
TRNS_TIME4
BERTH 5
TUG 5
TRNS DATES
TRNS TIMES
BERTH_6
TUG_6
DEPART DTE
OUT AMBR
OUT CTYIS
TUG OUT
NEXT PORT
LLOYDS NO
NET TONS
GROSS TONS
DWT TON
Description
Date of transition between the second berth and the third berth
Time during the transition between the second berth and the third berth.
Name of the third berth, if applicable
Letter indicating the tug company called to assist with docking at the third berth.
Date of transition between the third berth and the fourth berth
Time during the transition between the third berth and the fourth berth.
Name of the fourth berth, if applicable
Letter indicating the tug company called to assist with docking at the fourth
berth.
Date of transition between the fourth berth and the fifth berth
Time during the transition between the fourth berth and the fifth berth.
Name of the fifth berth, if applicable
Letter indicating the tug company called to assist with docking at the fifth berth.
Date of transition between the fifth berth and the sixth berth
Time during the transition between the fifth berth and the sixth berth.
Name of the sixth berth, if applicable
Letter indicating the tug company called to assist with docking at the sixth berth.
Date of departure from the last berth
Date of departure from Ambrose, blank indicates a City Island departure or not
data
Date of departure from City Island, blank indicates an Ambrose departure or no
data
Letter indicating the tug company called to assist with clearing the last berth
Gives the name of the next expected port, either city if in the US or country if
foreign
Lloyds Register Number
Net tonnage
Gross tonnage
Deadweight tons in metric tonnes
A-6
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A-6. Details of Information Received from the Maritime Exchange of the Delaware Bay and River
Marine Exchange Field
VESSEL
FLAG
FROM
RIG
AGENT
ARRIVED
TIME BW CD
TIME ANCH
TIME UP
ANCHORAGE
TIME MH
PIER
DOCKED
SfflFT_A
Description
Name of Vessel
Flag of registry
Last port of call
Ship type indicator: OO = ore/bulk/oil
BO = break oil PF = Passenger
BU = bulk carrier RO = RORO
CC = container SP = specialized carrier/refrigerated
CT = chemical tanker TA = tanker
GC = general cargo/break bulk VE = vehicle carrier
LG = liquid gas
Vessel agent
Date the vessel arrives at the breakwater
Time the vessel crosses the breakwater
Time the vessel anchors
Time the vessel weighs anchor
Place of anchorage:
BBH = Bombay Hook at mouth of Delaware River
BSB = Big stone Beach just above breakwater - lightering
BW = Breakwater - awaiting berth
KPA = Kaighn's Point Anchorage just below Philadelphia - awaiting berth
MCA = Mantua Creek Anchorage near Paulsboro - bunkering
MHA = Marcus Hook Anchorage - bunkering
RDY = Reedy Point at entrance to C&D Canal - awaiting berth
WIL = Deepwater Point at Wilmington - awaiting berth
Time the vessel passes Marcus Hook which is 70 miles after the breakwater and
not necessarily an anchorage or berth
Pier of first docking. Most common with approximate times from BW are:
POW = Port of Wilmington, 4.5 hours
PENN TERM = across river from Paulsboro, 5.5 hours
GLOUCESTER = just south of Camden, 7 hours
SUN MH = Sun Terminal at Marcus Hook, 5 hours
PACKER AVE = Philadelphia pier, 8 hours
CAMDEN TERM = Camden terminal, 8 hours
TIOGA = Upriver from Philadelphia, 9 hours
DELWRE CITY = Delaware City, 4-5 hours
MOBIL PAULS = Mobil Paulsboro 5.5 hours
EAGLE POINT = Downriver of Gloucester, 6 hours
Date vessel docks at first pier
Destination pier for the first shift
A-7
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A-6. Details of Information Received from the Maritime Exchange of the Delaware River (Concl'd)
Marine Exchange Field
DATE A
SfflFT_B
DATE B
SfflFT_C
DATE C
MISC INFO
REANCHOUT
SHIFT D
DATE D
U WAY OUT
OUT BW
SAILED
NEXTPORT
TUGS
ORDER
LOADED
DISCHARGED
DRAFT
SAILING
UP DRAFT
ETA
GROSS
NRT
DWT
LENGTH
BREADTH
Description
Date of shift to the pier given in SHIFT A
Destination pier for the second shift
Date of shift to the pier given in SHIFT B
Destination pier for the third shift
Date of shift to the pier given in SHIFT C
Varied notes that may include details of tug assist, destination times, notes on
repairs etc.
Time a vessel anchors if an anchorage occurs on the outbound trip
Destination pier for the fourth shift
Date of shift to the pier given in SHIFT D
Time the vessel gets underway from an outbound anchorage
Time the vessel exits the breakwater
Date the vessel gets underway for the outbound trip
The next port of call
Abbreviation of the tug company used to assist the vessel. The major
abbreviations are:
MCA = McAllister (215-922-6200)
MRN = Moran (215-755-4702)
TUR = Turecamo (215-925-5865)
WTL = Wilmington (302-652-1666)
Written notes on orders to shift or dock, some times included
Description of cargo loaded
Description of cargo discharged
Draft of the inbound vessel in feet
A list of one, two, or three times. The first time is the time the vessel leaves the
last dock, the second time is the time the vessel passes Marcus Hook, the third
time is the estimated time the vessel will exit the breakwater. If only two times
are given, the second time is likely the time the vessel passes Marcus Hook, but
this data should be used carefully.
Draft of departing vessel. Often not reported.
Estimated time of the vessel's arrival at the first dock or anchorage
Gross tons
Net registered tons or actual tons of cargo registered to be on the vessel
Deadweight tons or the maximum cargo carrying capacity in tons
Overall length of the vessel in feet
Overall breadth of the vessel in feet
A-8
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A-7. Details of Information Received from the Marine Exchange of the Puget Sound
Marine Exchange Field
VSLNAME
LLOYDS
FLAG
AGENT
PORT
PIER
CARGO DISC
CARGO LOAD
O S LPOC
O_S_NPOC
SHIFT
BUNKER
PLTADA
PLTATA
PLTADD
PLTATD
PORTADA
PORTATA
PORTADD
PORTATD
TUGIN
REMARKS
NO IN
NO OUT
AMT BUNK
TYPE BUNK
TUGOUT
MDO
SUPPLIER
HAZARDOUS
DEPARTURE
Description
Vessel Name
Lloyds Maritime Information Service unique identification number
Flag of the country where the vessel is registered
Vessel agent
Port of call in the Puget Sound Area identified for each leg of a trip within the
Puget Sound
Name or number designation for the pier at the port of call in the Puget Sound
area
Description of cargo discharged at the port
Description of cargo loaded at the port, does not include bunkering
Last port of call, name of country if foreign, name of city if US, and name of
pier if within the Puget Sound
Next port of call, name of country if foreign, name of city if US, and name of
pier if within the Puget Sound
Indicates if record is a shifting activity within the Puget Sound
"Yes" or "No', indicates if the vessel took on fuel while at the port and pier
Harbor pilot's actual day of arrival on the vessel, "DIR" means no pilot
Harbor pilots actual time of arrival on the vessel, twenty-four hour scale
Harbor pilots actual time of departure from the vessel, MM/DD/YY
Harbor pilots actual time of departure from the vessel, twenty-four hour scale
Actual day of arrival in port, MM/DD/YY
Actual time of arrival in port, twenty-four hour scale
Actual day of departure from port, MM/DD/YY
Actual time of departure from port, twenty-four hour scale
Indicates which tug company brought the vessel into the pier
Comments including bunker (B), offload (O), repairs, or anchorage
Number of tugs used to bring the vessel into the pier
Number of tugs used to assist the vessel out from the pier
Gallons of fuel bunkered
indicates the type of fuel bunkered, either intermediate fuel oil (IFO) or CST
Indicates which tug company brought the vessel into the pier
Marine diesel oil, a lighter fuel than bunker "C"
Name of company supplying fuel
Indicates if cargo is hazardous
Indicates if the vessel is leaving the present pier to shift to another pier or to
depart the waterways of the Puget Sound
A-8 Details of information received from the Port Authority of Corpus Christi
A-9
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Corpus Christi Field
Lloyds Number
Name
Deadweight
Vessel Type
Arriv Time
Arriv Date
Dep_Date
Dep Time
Cargo
Activity Type
Activity Description
Description
Lloyds Register Number
Vessel name
Dead weight tonnage
Vessel type indicator:
L = liquid
D = drybulk
B = both
Arrival time at the dock
Arrival date at the dock
Departure date from the last dock
Departure time from the last dock
Description of cargo
Activity type indicator usually for loading and unloading cargo
Description of activity type indicator
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A-9. Details of Information Received from the Tampa Bay Port Authority
Port Authority Field
TYPE
Vessel Name
Gross Tons
Flag
Activity
Status
Port
Berth
Arrival Date
Arrival Time
Departure Date
Departure Time
Term Op
Stevedore
Cargo
Description
Vessel Type Description:
BO = Barge, liquid
BP = Barge, petroleum
BQ = Barge, petroleum >500'
BX = Barge (RE/ID/BU)
CL or CS= Cruise ship
CX = Cruise ship (RE/ID/BU)
MD = Dry Bulk Cargo, Motor
MG = General Cargo, Motor
MO = Other liquid, Motor
Current trading name of vessel
MP = Tanker, Motor
MX = Motor (RE/ID/BU)
RR = roll on/roll off (RORO)
RV = Research vessel
SO = Other liquid, steam
SP = Petroleum, steam
SX = Steam (RE/ID/BU)
SY = Ships/Yachts/Boats
TG = Tug
TX = Tug (RE/ID/BU)
Gross tonnage
Flag of registry
Activity descriptor field:
RE = Repair, ID = Idle, BU = Bunkering, NA = normal activity
Indicates the vessel movement for this record:
Arr = Arrival from open ocean, Sft = shift within the port, Dep = Departure to
open ocean
Indicates if the vessel came to a port at that leg of the journey
Number code of the berth or anchorage the vessel called on for that record in the
dataset
Date of arrival at Berth
Time of arrival at Berth
Date of departure from Berth
Time of departure from Berth
The scheduled terminal operator
The schedule stevedore
Description of the type of cargo carried, i.e. gas, scrap metal, or liq. propane
A-ll
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A-10. Details of Information Received from the Maryland Port Authority for Ports on the Patapsco River
Including Baltimore Harbor, MD
Port Authority Field
VES_NAME
NON COUNT
FLAG
AGENT
TUGS
LINES
LRN
SfflP_TYPE
LOA
BEAM
GRT
A DATE
NPT TIME
A DRFT
FED PILOT
A ROUTE
LAST PORT
ANNA DATE
ANNA-TIME
ANNAJJW
BERTH #1
Description
Name of vessel
Indicates if the vessel did not require a local pilot. Usually for military vessels.
Flag of the country where the vessel is registered
Vessel's agent
Company called for tug assist into the berth
Company called for tying up the vessel at the berth
Lloyd's Register Number
Ship type indicator: PASS = passenger
BULK = bulk carrier PASS/GC = passenger/general cargo
CABLE = cable layer REF = refrigerated cargo
CEMENT = cement carrier RORO = roll on/roll off (RORO)
CONT = container ship TANK = tanker
GC = general cargo TANK (CHEM) = chemical tanker
GC/FP = general cargo/freighter TUG = tug
NAVAL/GC = navy /general cargo TUG/BARGE = tug/barge combined
OBO = ore/bulk/oil carrier VEH = vehicle carrier
Overall length of the vessel
Overall width of the vessel
Gross registered tons
Arrival date at North Point
Time of arrival at North Point. North Point is 4. 1 miles from the Francis Scott
Key Bridgeand is the point for picking up tugs and pilots.
Arrival draft in feet and inches
Indicates if a federal pilot rather than a harbor pilot was used
Arrival route. C/H indicates arrival from Cape Henry in the south. C/D
arrival from the Chesapeake/Delaware Ship Canal in the north
indicates
Last port of call. Country if foreign; city if in the US.
Date of anchorage at Annapolis, if any
Time of anchorage at Annapolis
Time underway from anchorage at Annapolis
Indicator of the vessel's first berth in the Baltimore area. Some of the major
berths are: DMT = Dundalk Marine Terminal
NLPT = North Locust Point Marine Terminal
SLPT = South Locust Point Marine Terminal
SEAGIRT = Sealand Service, Seagirt Terminal Wharf
ALTERM = Atlantic Marine Terminal
A-12
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A-10. Details of Information Received from the Maryland Port Authority for Ports on the Patapsco River
Including Baltimore Harbor, MD (continued)
Port Authority Field
TUGS_#1
BERTH #2
TUGS_#2
BERTH #3
TUGS_#3
BAL ANCH
B ANCH DATE
B ANCH TIME
B ANCH UW
D DATE
PILOT ORD
NPT OUT
D DRFT
D ROUTE
NEXT PORT
REMARKS
Description
Time and date vessel comes to anchorage. If DOA is given, the vessel "docked on
arrival" and proceeded to dock with tug assist taking approximately 1 to 1 .5 hours
form NP to dock and tie up.
Indicator of the vessel's second berth in the Baltimore area.
Time and date vessel comes to anchorage. If DOA is given, the vessel "docked
arrival".
on
Indicator of the vessel's third berth in the Baltimore area.
Time and date vessel comes to anchorage. If DOA is given, the vessel "docked
arrival".
on
Indicator for one of 5 Baltimore anchorages
Date of anchorage
Time coming to anchorage
Time underway from anchorage
Departure date from North Point
Time the tugs and the pilot are scheduled to meet at the ship to escort it out of the
harbor
Time clearing North Point on the departure
Departure draft in feet and inches
Departure route indicated same as arrival route
Next port of call; country for foreign, city for domestic
Remarks contain information on any other shifts and anchorages and possible
explanations of ship activities in port such as repair
A-13
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A-ll. Details of Information Received from the Coos Bay Marine Exchange
Marine Exchange Field
SHIP NAME
ETA
ARRTIME
ETD
DEPTIME
AGENT
BERTH
GROSS
COOSBAY NET
Oil Engines
Description
Current trading name of vessel
Date of arrival in Coos Bay
Time of arrival at Berth
Date of departure from Coos Bay
Time of departure from Berth
Vessel agent
Name of destination dock. The following are the docks and the average time
from the breakewater to the dock:
Central Dock 1.75
Coos Bay Docks 2
Dolphin Terminals 1.75
Export Services 1 .5
Georgia Pacific 2
Glenbrook Nickel 2
Ocean Terminals 1 .5
Oregon Chip Terminal 1.6
Roseburg Lumber 1 .2
Gross registered tonnage of the vessel
Net tonnage loaded or unloaded in Coos Bay
Number of oil engines. Blank indicates no data
A-14
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APPENDIX B
DETAILED PORT INFORMATION
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APPENDIX B.1
DETAILED PORT INFORMATION ON THE
PORTS OF THE LOWER MISSISSIPPI RIVER
GULF OUTLET TO BATON ROUGE, LA
B.1.1 GENERAL
The Mississippi River empties into the north central part of the Gulf of Mexico through a number of
mouths or passes which, taken together, form the delta of the river. The river and its tributaries constitute the
largest network of navigable waters in the world. The two principal passes, South Pass and Southwest Pass, are
about 1,600 nautical miles from New York, 500 nautical miles from Key West, 300 nautical miles east of
Galveston, and 440 nautical miles east of Corpus Christi. The river is the access to the Ports of New Orleans and
Baton Rouge, and numerous cities located in the Mississippi River Valley and along its tributaries. New Orleans
can also be reached by the more direct deep-draft route through the Mssissippi River-Gulf Outlet Canal, about 30
miles north of South Pass. The outlet canal extends from deepwater in the Gulf to the junction with the Inner
Harbor Navigation (Industrial) Canal at New Orleans.
From Head of Passes to New Orleans, the river has a least width of 600 yards and a clear unobstructed
channel with depths of from 31 to 194 feet, with a few shoals along the river banks. At Head of Passes, three of
the river's important passes come together, South Pass, Southwest Pass, and Pass a Loutre. From this point of
confluence, measurement is made of all distances on the river south or below the mouth of the passes, and north
or above Head of Passes (AHP). The distance from the Head of Passes to the Gulf of Mexico is 20 miles via
Southwest Pass and 13 miles via South Pass. The mouth of South Pass is 18.5 miles northeast of the mouth of
Southwest Pass. Pass a Loutre and its branches flow east into the Gulf. These passes are deep from the Head of
Passes to within a short distance of the Gulf, but the mouths are obstructed by sand bars.
The shape of the delta is somewhat like the foot of a bird, with its four toelike extensions protruding into
the Gulf. The passes consist of narrow-banked deposits of sand and clay brought down by the river current which
continuously adds them to the seaward margins of the delta. In this manner the delta is being built seaward at an
estimated average rate of 300 feet a year. Numerous bays between the passes are changing through wave and
tidal action and filling up with the immense amounts of material carried down by the river. Flocculation, locally
known as slush, is a living mass of jellied material, or muck, deposited in the lower part of the river during low
stages. It consists of the suspended material which, after being carried downstream by the current, comes into
contact with the relatively still salt water which backs into the passes. This suspended material, observed to be as
much as 10 to 15 feet deep, remains until flushed out during high-water stages. Although slowed down by this
B-l
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muck, deep-draft vessels are able to pass through it so the Corps of Engineers does not consider it necessary to
remove the material during low stages.
Sand waves, the material brought down during high stages, is of a sandy nature and if not removed,
builds up bars and reduces controlling depths. These sand bars or waves are dredged out during high stages.
Mud lumps are small oval-shaped mounds or islands no more than 8 feet high which are peculiar to the
Mississippi River delta. They are caused by upward forces of the static pressure exerted by sedimentary deposits
accumulating underneath. Most of them never rise above the surface but remain as subsurface mounds. Their
cores of plastic clay may arise from depths as much as 300 to 500 feet. Fissures or cracks develop in the islands,
through which mud, gas, and salt water discharge and often build up low flat cones. In the South and Southwest
Passes, which have been jettied, there are arcs of mud lumps outside of and parallel with the peripheries of the bar
deposits. Generally, the lumps appear within a few weeks of time and, unless affected by succeeding periods of
uplift, will wash away within a few years or be overrun by the encroaching marshland.
The improved ship channels into the Mississippi River are through Southwest Pass and South Pass. A
federal project provides for a 45-foot channel over the bar and through Southwest Pass, to Head of Passes. A 45-
foot channel proceeds from Head of Passes to New Orleans, then on to Mile 181 above New Orleans. A 40-foot
channel proceeds from Mile 181 to Baton Rouge. All channels are well marked and constantly maintained by
dredging. The river channel between New Orleans and Baton Rouge is for the most part deep and clear.
However, at low river stages, there are sections of the river that have been improved by dredging to
accommodate deep-draft vessels. These sections, 13 in all, are called crossings and are situated along the river
from Fairview at 114.8 miles AHP to Baton Rouge at 230.7 miles AHP. The depths for the crossings is 45 feet to
mile 181 AHP and then 40 feet to Baton Rouge.
The Mississippi River-Gulf Outlet Canal is a 66-mile long deepwater channel that extends northwest
from deep water in the Gulf of Mexico to the Inner Harbor Navigation Canal at New Orleans. The Outlet Canal
channel is 38 feet deep for 8.3 miles to the entrance to Breton Sound between Grand Gosier Islands and Breton
Islands; 36 feet deep across Breton Sound northwest for 20.3 miles where it enters a landcut; 36 feet deep through
the landcut for 32.2 miles where it joins the Gulf Intracoastal Waterway at Mile 13.6E; and then through the
waterway for about 5 miles to a turning basin at its junction with the Inner Harbor Navigation Canal at New
Orleans. The approach to the landcut is protected by stone retention dikes on both sides of the channel and is well
marked with aids.
The navigation of vessels in the Mississippi River, the Inner Harbor Navigation Canal to its junction
with the Mississippi River-Gulf Outlet Canal, and the Mississippi River-Gulf Outlet Canal are under the
jurisdiction of the U.S. Coast Guard. The Inner Harbor Navigation Canal provides a 5.8-mile deepwater
B-2
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connection between the Mississippi River and Lake Pontchartrain, the northern boundary of the city of New
Orleans. The canal is owned by the State of Louisiana, and the portion between Lake Pontchartrain and the
junction with the Intracoastal Waterway is operated by the Board of Commissioners of the Port of New Orleans.
The portion of this canal between the Intracoastal Waterway and the Mississippi River is operated by the U.S.
Army Corps of Engineers.
The Inner Harbor Navigation Canal bends to the left approximately 28 degrees at a point 3,000 feet
above the Florida Avenue Bridge. Curving off to the right from this bend is the route of the Gulf Intracoastal
Waterway coinciding with the Mississippi River-Gulf Outlet. The route of the Intracoastal Waterway eliminates
the hazards of navigating the open water of Lake Pontchartrain during storms and the inconvenience and dangers
of passing through five additional bridges on the inner Harbor Navigation Canal. The Mississippi River-Gulf
Outlet offers a 500-foot by 36-foot channel for a distance of 75 miles from the Inner Harbor Navigation Canal to
the 38-foot contour in the Gulf of Mexico.
Pilotage is compulsory at the bar and on the river for all foreign vessels over 100 tons and U.S. vessels
over 1,000 tons under register in foreign trade. Pilotage is optional for coastwise vessels that have on board a
pilot licensed by the Federal Government. There are four organizations that provide pilot services for the river
area: the Associated Branch Pilots from the sea to Pilottown or Light 78; the Crescent River Port Pilots for the
river between Pilottown or Light 78 and New Orleans; the New Orleans-Baton Rouge Steamship Pilots for the
river between New Orleans and Baton Rouge; and the Associated Federal Coast Pilots of Louisiana, Inc. for
public vessels and vessels in the coastwise trade from South and Southwest Passes to Baton Rouge. Pilottown, a
small village on the east side of the river 2 miles AHP, is the exchange point for bar pilots and river pilots for
both inbound and outbound vessels.
On the Mississippi River-Gulf Outlet Canal, the Associated Branch Pilots take vessels from the entrance
to Pilottown or Light 78, about 28 miles above the entrance, where they are relieved by the Crescent River Port
Pilots, who take vessels on to New Orleans. Pilots for South Pass and Southwest Pass board vessels in areas up to
3 miles off the sea buoys at the passes, depending on the weather. Pilots for the Mississippi River-Gulf Outlet
Canal board vessels in the vicinity of Mississippi River-Gulf Outlet Approach Lighted Horn Buoy NO. The
Associated Branch Pilots have a pilot station at the Southwest Pass off the West Jetty about 2 miles inside the
entrance. They also have a pilot station at South Pass at a small settlement on the west side about 0.5 mile above
the ends of the jetties. Both pilot stations are equipped to handle radio traffic on the same working channel as the
pilot boats and they have radiotelephone communication with the pilot office in New Orleans.
The Associated Branch Pilots have prescribed a recommended draft limit of 15 feet and/or a deadweight
tonnage limit of 21,000 d.w.t. for vessels using the South Pass. The deadweight tonnage limit is recommended
B-3
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because ships of large tonnage do not steer well. The Southwest Pass has a recommended draft limit of 45 feet,
but no deadweight tonnage limit. When approaching the entrance to South Pass, vessels should not close the
passes before the pilot boards.
The Crescent River Port Pilots have an office in New Orleans that is manned 24 hours a day year round.
The river pilots board vessels off Pilottown, about 2.3 miles above Head of Passes Light. The pilot station, on the
east side of the river at Pilottown, maintains a lookout and is equipped to handle radio traffic. The Crescent River
pilots take vessels from Pilottown upriver to New Orleans and from Light 78 on the Mississippi River-Gulf Outlet
Canal to New Orleans. On the canal, pilots board vessels from a private launch at Light 78. The river pilots
boarding vessels at Pilottown rarely have information from the vessel's agent pertaining to the vessel's destination
or working schedule while in port. Vessel masters are advised to contact their agent through the New Orleans
Marine Operator to obtain information on the vessel's exact destination and estimated time of arrival. All
Crescent River Port Pilots carry portable radiotelephones for bridge-to-bridge communications with other vessels
on the river and canal.
The New Orleans-Baton Rouge Steamship Pilots board vessels from commercial launches that are
continuing upriver. The pilots usually board vessels off The Point. The launch station is at Arabi on the east side
of the river about 1.6 miles below the Inner Harbor Navigation (Industrial) Canal. All the upriver pilots carry
portable radiotelephones and communicate with other vessels on the river. The pilots request a 3-hour advance
notice of time of sailing for all downriver bound vessels departing berths above 126 miles AHP. The Associated
Federal Coast Pilots of Louisiana provide service for public vessels and vessels in the coastwise trade from South
and Southwest Passes to Baton Rouge. The pilots meet vessels at Southwest Pass Entrance Lighted Buoy SW.
Vessels to be boarded are requested to maintain a slow speed.
There are thirty anchorage grounds designated for deep-draft navigation on the Mississippi River from
Baton rouge through South and Southwest Passes, situated at various locations between mile 1.5 through mile
230.6 of the river. There are also four temporary or non-permanent anchorages that have been established by the
Coast Guard District Commander to provide additional anchorage space as recommended by the Captain of the
Port. In addition, there is a 4,000-foot quarantine anchorage on the west side of the river at New Orleans, about
2.3 miles east of the Inner Harbor Navigation Canal. At New Orleans, general and quarantine anchorages are on
the west side of the river. Vessels may also take anchorage as directed by the Coast Guard District Commander.
Anchorages at Baton Rouge are located on the west side of the river and in mid-river. Temporary anchorages
may be prescribed by the Commander.
In the South and Southwest Passes, the tide generally has one high and one low water in 24 hours, the
diurnal range varying from 0.9 to 1.4 feet. At New Orleans the range of tide during low-river stages averages
B-4
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about 0.8 foot. There is no periodic tide at high-river stages. Currents off the passes are variable in direction and
velocity depending to a great extend upon the velocity and direction of the wind. Near the entrance to the passes,
the currents depend upon the stage of the river. At the Southwest Pass entrance, the current is due chiefly to the
discharge of the river. In general it sets southwest and its velocity varies from 0 to 4 knots, the average being
about 1.7 knots. At times, however, there has been a southeast current of nearly a knot reported at this location.
The current in the river due to the tide is not strong at any point, and for purposes of navigation it is
rarely taken into account. The average date of high-river stage occurs in April and of low-river stage in October.
At Baton Rouge, the extreme difference between high and low stages of the river is 40 feet and the mean
difference is about 21 feet. At New Orleans, the extreme difference between high and low stages is 17 feet and
the mean difference is about 8 feet. Currents are based on high water flow of 1,100,000 cubic feet per second
(cfs), medium water flow of 520,000 cfs, and low water flow of 180,000 cfs. The currents for Baton Rouge are
3.8 mph (3.3 knots) high water stage; 2.6 mph (2.3 knots) medium water stage; and 1.3 mph (1.1 knots) low water
stage. The currents for New Orleans are 4.0 mph (3.5 knots) high water stage; 2.8 mph (2.4 knots) medium water
stage; and 1.4 mph (1.2 knots) low water stage.
At several places in the lower part of the river, countercurrents or eddies often are found near the banks
and, if taken advantage of, can greatly assist vessels bound up the river. Strong currents and powerful shifting
eddies in the vicinity of Algiers Point will be encountered during high stages of the river. These conditions may
make hazardous the operation of a tow which could normally be handled with ease. When the stage of the river is
10 feet or above on the Carrollton Gage, all underpowered vessels should be assisted by a tug in the vicinity and
should not leave the harbor unless they can clear Algiers Point during daylight. Special precautionary measures
are also advised for vessels operating in the harbor area controlled by the New Orleans Harbor traffic lights. In
addition, terminal operators and fleet owners should observe extra precaution in the mooring of barges to prevent
the possible breaking loose of such craft to the danger of all installations downstream.
Vessels navigating the Mississippi River at flood stages, when passing habitations or other structures,
partially or wholly submerged and subject to damage from wave action, shall proceed slowly and keep as far
away from such structures as circumstances permit, and shall also proceed slowly when passing close to levees.
Under these conditions when transiting between Baton Rouge and The Jump (an opening on the right bank at
Venice providing access to the Gulf), mariners are directed to steer a course as close as possible to the center of
the river and to proceed at a speed sufficiently slow so that levees and revetments will not be endangered by wave
wash. The mariner's careful observation of the effects of the vessel's wash is a vital element in this control.
In navigating the Mississippi River, it is understood that a ship must maintain sufficient headway at all
times in order for the vessel to be controlled. As a large ship moves in the Mississippi River-Gulf Outlet Canal
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waterway, a wave is pushed ahead. As it comes abreast of a given point, a suction effect is created that abruptly
drops the water level in the channel and the water is drawn off the banks of the waterway. The violence of the
reaction depends on the speed and draft of the ship. As the ship passes, the displaced water rushes back toward
the banks and could possibly capsize or throw a small boat onto the bank. Shortly after the ship has passed,
waves cause severe agitation along the banks.
B.1.2 PORT OF NEW ORLEANS
The Port of New Orleans, located on both sides of the Mississippi River in the southeastern part of the
State of Louisiana, is one of the largest ports in the United States. Its lower limit is about 80.6 miles AHP and its
upper limit is about 115 miles AHP. The limits of the port encompass the parish of Orleans and the river
frontage of the parishes of St. Bernard and Jefferson, including the city of New Orleans and other towns and
communities on the north side (left bank) and south side (right bank) of the river. The development, operation,
and control of the port is regulated by the Board of Commissioners of the Port of New Orleans.
The city of New Orleans is the major commercial area within the port limits. It is one of the largest
cities on the Gulf and is a natural gateway to and from the entire Mississippi Valley with which it is connected by
numerous inland water routes. The city proper is bounded on three sides by the Mississippi River. The city
limits extend north to Lake Pontchartrain, which is connected to the river by the Inner Harbor Navigation Canal
along the east side of the city. This canal connects the Mississippi River with Lake Pontchartrain, the
Mississippi River-Gulf Outlet, and the Gulf Intracoastal Waterway east of New Orleans. Strong levees protect
the city from flood waters of the Mississippi River, which at times rise to a level higher than that of the city
streets.
The Port of New Orleans has more than 334 public and private wharves, piers, docks, and other
facilities extending along 28 miles on both the left and right banks of the river. The public docks can handle as
many as 85 ships at a time. The port mainly handles conventional and containerized general cargo, but is
equipped to handle any type of cargo. The port is the heart of the busiest grain export area in the world. Other
exports include machinery, oilseeds, animal feeds, metals, organic chemicals, metal ores and scrap, iron and steel
products, and coal. The chief imports include crude petroleum, coffee, iron and steel products, ores and scrap,
nonferrous metals, sugar, and crude rubber. About a third of the waterfront facilities are located within the
parishes of St. Barnard, Orleans (City of New Orleans), and Jefferson. Most of the others are situated on the
Harvey Canal, the Inner Harbor Navigation Canal, and the Algiers Canal; the few remaining ones are on other
canals and tributaries in the river area. The Intracoastal Waterway above the Inner Harbor Navigation Canal and
below Harvey Lock offers frontage for barges and small vessels.
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Most of the wharves along the waterfront of the city of New Orleans are public facilities which are under
the control of the Board of Commissioners (Dock Board) of the Port of New Orleans. Virtually all of these
wharves parallel the river bank, and for about 10 miles along the bank there is an almost continuous quay. The
depths at the wharves range from 6 to 42 feet, with depths about 35 feet alongside most wharves. The Dock
Board has responsibility for maintaining sufficient depths alongside the wharves for ships to berth. The board
controls the area from the faces of the wharves to 100 feet into the stream. The dock areas silt up rapidly and
change from day to day. The Dock Board's dredge is working continually to keep the docks open.
Five companies own and operate diesel-powered tugs which are available for towing, docking, and
undocking vessels along the lower Mississippi River. Four of the operators are based at the Port of New Orleans
and one is based at port facilities located above New Orleans. The equipment consists of 48 tugs, more than 35 of
which are involved in docking and undocking vessels in the lower river area; about 10 tugs are based at New
Orleans. Tugs with ratings of about 2,400 horsepower are normally used for assisting in docking, undocking,
towing in the harbor and canals, and towing to sea. Tugs of up to 4,600 horsepower are available if needed. Two
tugs must be employed on all towing to and from the dry-docks, and should be employed on all ships towed
around Algiers Point when the traffic lights are operating, and by large vessels going through the Inner Harbor
Navigation Canal.
Several companies operate bunkering barges equipped with pumps for making deliveries of heavy
bunker fuel, diesel fuel, lubricating oils, and gasoline to vessels at berth and to towboats in midstream. These
barges have cargo-carrying capacities ranging up to 40,000 barrels and all are based in New Orleans. There are
also three barges available for delivering fresh water to vessels in the port area. More than 30 separate areas
along the Mississippi River are used for fleeting barges by a variety of companies, mainly in connection with the
grain industry. All of these fleeting areas are located on the river between Baton Rouge and New Orleans. A
number of the companies also have facilities for repair, cleaning, and maintenance of barges, and some operators
offer marine repair service to the public.
B.1.3 PORT OF BATON ROUGE
Baton Rouge is the capital of Louisiana located on the east side of the river 229.5 miles AHP. The Port
of Baton Rouge is a river port of considerable importance. The port limits extend from Union, 168.2 miles AHP,
to Point Menoir, 255 miles AHP. The Greater Baton Rouge Port Commission owns and controls the public port
facilities which include the Bulk Marine Terminal at Burnside, the grain elevator and general cargo terminal on
the west side of the river at Port Allen, and the Port of Baton Rouge Terminal at the head of Baton Rouge Harbor
on the east side of the river about 6.5 miles above Baton Rouge. Principal exports include wheat, corn, petroleum
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products, scrap iron, aluminum, lumber, steel products, rubber, and chemicals. Principal imports include sugar,
coffee, iron, ores, sulfur, alcohol, and newsprint.
Tidal effects are felt in the river to some extent to 265 miles AHP, about 35.7 miles above Baton Rouge.
The highest stage of the river ever recorded was 47 feet in 1927. Pilotage is compulsory on the river between
Baton Rouge and the Gulf of Mexico. Tugs with ratings of up to 4,000 horsepower are available at the port to
assist during docking. The Greater Baton Rouge Port Commission establishes the rules and regulations for the
port. The Executive Director of the commission is the Port Director who is in charge of the management and
operation of the port facilities under control of the commission. The Port of Baton Rouge has more than 70 piers
and wharves located on both sides of the river and in the harbor. More than half of these facilities are for barges
with depths of less than 15 feet alongside.
B.1.4 PLAQUEMINE
Ports located on both banks of the Mississippi River from the Gulf of Mexico through Southwest Pass to
the lower limit of the Port of New Orleans, at approximately mile 81 AHP, are all within Plaquemine Parish
below New Orleans. Pointe a la Hache, 49 miles AHP and about 46 miles below New Orleans, is the seat of
Plaquemine Parish which embraces most of the lower Mississippi River. An oil transfer wharf operated by the
Texas Pipeline Co. is at Davant on the north side of the River about 51.8 miles AHP. At Bellevue on the north
side of the river about 55.2 miles AHP, Electro-Coal Transfer Corp. operates two bulk-material handling
wharves. The lower wharf has 1,164 feet of berthing space with dolphins, 55 to 70 feet in depth alongside, and a
deck height of 15 feet. Four unloading towers with a combined capacity of 4,200 tons per hour can transfer bulk
materials directly from oceangoing vessels to river barges berthed at the rear of the dock face. The upper wharf
has 1,880 feet of berthing space and depths of 55 to 70 feet. Principal commodities handled are coal and
petroleum coke.
A grain elevator and wharf operated by Mississippi River Grain Elevator, Inc. is on the south side of the
river 61.8 miles AHP. The wharf has a 536-foot face and 40 feet in depth alongside. Three gantry ship loaders
have a combined loading rate of 50,000 bushels per hour. An offshore barge wharf and an offshore oil transfer
tanker wharf operated by Gulf Oil Co. are at Alliance on the south side of the river at 62.5 and 63 miles AHP.
The oil transfer tanker wharf with mooring dolphins allows 1,085 feet of berthing space with depths of 60 feet.
Transfer barges berth on the backside of the tanker wharf. On the west side of the river 71.7 miles AHP,
Dockside Elevators, Inc. operates two floating grain elevators used to transfer grain from river barges to
oceangoing vessels. The vessels anchor in the river in depths of 80 feet with the grain elevators moored
alongside. Cranes on the elevators transfer the grain from barges moored on the opposite side of the vessel at a
rate of 300 to 500 tons per hour.
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Braithwaite, on the south side of the river about 79.7 miles AHP just above English Turn Bend, has a
large shipyard with an 800-ton floating dry-dock that specializes in the construction of medium to large barges
and the repair of commercial vessels. Meraux, on the north side of the river about 87.5 miles AHP, has an oil
refinery with facilities for receipt and shipment of crude oil and petroleum products by tanker and barge.
Chalmette, on the north side of the river about 88.9 miles AHP, has several large oil refineries and an aluminum
plant. Several wharves between mile 88.3 and 89.1 AHP are used for the receipt and shipment of petroleum
products and for bunkering vessels.
Arabi, a suburb of New Orleans, is on the north side of the river just west of Chalmette. A deep-draft
wharf and a smaller one are at a large sugar refinery; one wharf is used by ship service boats and the other by the
refinery company. Just west of the sugar refinery wharf, at the ship service boat wharf, is the landing for the pilot
boats. On the south side of the river opposite Chalmette and Arabi at Algiers, there are barge moorings, towing
company wharves, the large floating dry-docks of a large ship repair firm, the U.S. Naval Station, and other
towing company wharves and barge moorings.
The Port of Plaquemine, is located on the west side of the river about 208.8 miles AHP, at the junction of
the Mississippi River and Bayou Plaquemine. A vehicular ferry crosses the river just below Plaquemine. The
town is a foundry, and several sugarmills are in the vicinity. A petrochemical wharf is operated by Hercofina on
the west side 204.9 miles AHP. The wharf has 700 feet of berthing space with dolphins and 60-foot depths
reported.
B.1.5 PORT OF SOUTH LOUISIANA
The Parish of St. Charles, called the Port of South Louisiana, encompasses port facilities above New
Orleans and below Baton Rouge. A total of seven waterfront grain elevators with a total storage capacity of more
than 33 million bushels serve the tri-parish port area, consisting of St. James, St. John The Baptist, and St.
Charles, above New Orleans. These facilities primarily handle the export shipment of grain received by barge
and rail. Each elevator is supported by extensive barge fleeting and servicing areas, and by adjoining rail car
storage facilities.
The St. Charles grain elevator, situated on the left bank at 120.6 miles AHP, has berthing space for
1,000-foot vessels with 40-foot depths alongside. The facility has storage for 5 million bushels of grain and can
load vessels at a rate of 60,000 bushels per hour. The grain gallery extends 500 feet along the wharf with seven
vessel-loading spouts, and is equipped with two 42-inch belt conveyors extending from the grain elevator in the
rear. A fleeting area with shore moorings for 12 barges is located at the lower end of the barge slip.
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APPENDIX B.2
DETAILED PORT INFORMATION ON THE
CONSOLIDATED PORT OF NEW YORK AND
PORTS ON THE HUDSON RIVER INCLUDING ALBANY, NY
B.2.1 GENERAL
The Port of New York and New Jersey Harbor are 386 nautical miles southwest by water from Boston
Harbor, and 240 nautical miles northeast of Philadelphia. The New York-New Jersey Port District encompasses
the ports of both states, with a total of 1,500 square miles within a 25-mile radius of the Statue of Liberty. The
area includes 17 counties and 234 municipalities, with a population of more than 12 million. Eight separate bays
and associated waterways provide 755 miles of frontage of which 460 miles is in New York and 295 miles is in
New Jersey.
The bi-state port has a large, protected, natural deep-water harbor that is situated in close proximity (only
9 miles) from the Atlantic Ocean. The port district covers these areas contiguous to New York Harbor and its
approaches: Jamaica Bay to the Queens-Nassau County Line, and Long Island Sound to the Connecticut border
on the east; the Hudson River to Tarrytown on the north; Newark Bay and Authur Kill, including navigable
portions of the Hackensack, Passaic, and Raritan Rivers on the west; and Raritan and Sandy Hook on the south.
New York Harbor is the principal entrance by water to New York City and the surrounding ports. The
harbor is divided by The Narrows into Lower Bay (Outer Harbor) and Upper Bay (Inner Harbor). The Battery,
the southern tip of Manhattan, is at the junction of East River and Hudson River. The main channel from the sea
to the deepwater terminals in Hudson River has a depth of 45 feet. A traffic separation scheme has been
established in the approaches to New York Harbor from the sea. The pilot boats maintain station in the triangle-
shaped cruising area west of Ambrose Light. Ambrose Light marks the entrance to Ambrose Channel which is
the principal deepwater passage through the Lower Bay.
The Lower Bay is that part of New York Harbor extending from Sandy Hook westward to the Raritan River and
northward to The Narrows and eastward through Jamaica Bay. The Lower Bay extends about 9 miles from The
Narrows to the Atlantic Ocean. The main channels serving the Lower Bay are Ambrose, Sandy Hook, and
Chapel Hill. Ambrose Channel is the principal entrance to New York Harbor and extends from the sea to deep
water in the Lower Bay. The Anchorage Channel is an extension of Ambrose Channel and leads through the
Upper Bay to The Battery. The Hudson River Channel continues northward from The Battery for about 5 miles
to West 59th Street, Manhattan. The depth of these channels is 45 feet.
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The Sandy Hook Channel, 35 feet in depth, provides a secondary route from the sea to deep water in
Lower Bay. It connects with Raritan Bay Channel to the west, Chapel Hill Channel (30 feet deep) to the north,
and Terminal Channel to the south. These channels are well marked with navigational aids. Swash Channel
provides a natural buoyed passage between Ambrose Channel and Sandy Hook Channel. Swash Channel has a
controlling depth of 18 feet, but care is necessary to avoid spots with 13-foot depths near the sides of the channel.
Sandy Hook Bay is the southern part of Lower Bay, west of Sandy Hook and east of Point Comfort. The bay is
an excellent anchorage area, providing depths of water ranging from 30 feet just inside Sandy Hook to 15 feet
near its southern part. The shoaling is gradual and the bottom is good holding ground.
Rockaway Inlet, the entrance into Jamaica Bay, is between Rockaway Point on the southeast side and
Manhattan Beach and Barren Island on the north side. The inlet is obstructed by a shifting sand bar. The
entrance channel has depths of 19 feet or more except for shoaling on the west side opposite the jetty light. A
shoal with depths of less than 1 foot and marked by breakers is west of the entrance channel. Jamaica Bay is on
the south shore of Long Island about 15 miles southeastward of The Battery. The commercial traffic in Jamaica
Bay consists of motor tankers, barges and tugs; the bay is used extensively by pleasure craft.
The Upper Bay is that portion of New York Harbor between The Narrows and The Battery and consists
of the Lower Hudson River, East River, Long Island Sound, and the tributary waterways. The Upper Bay is
connected with the Lower Bay by The Narrows, a natural channel having a width of about 3,500 feet and depths
varying from 45 to 100 feet. Anchorage Channel is the main passage through the middle of the bay. Bay Ridge
Channel, Red Hook Channel, and Buttermilk Channel follow the Brooklyn piers from The Narrows to the East
River. The depths in these channels are mostly 30 to 40 feet. Caution should be exercised when docking and
undocking vessels along the southeasterly side of Bay Ridge Channel because the current may flow in a direction
opposite to the normal channel flow, especially between the piers.
Upper Bay extends southward from the junction of the Hudson and East Rivers opposite The Battery.
The Hudson River flows in a southerly direction and empties into Upper New York Bay. The East River is a
tidal strait about 14 miles long and from 600 to 4,000 feet wide. It connects deep water at Governors Island in the
Upper Bay with Long Island Sound. Long Island Sound is a deep navigable waterway situated between the
shores of Connecticut and New York on the north, and the northern coast of Long Island on the south. Arthur
Kill is a narrow body of water separating Staten Island, New York, from New Jersey. Newark Bay is a tidal
estuary about 1 mile wide and 4 miles long, located north of Arthur Kill and west of Kill Van Kull. Bayonne and
Jersey City are on the east side of the bay and Elizabeth and Newark are on the west side.
Vessel Traffic Service New York, operated by the U.S. Coast Guard, serves the New York Harbor. A
Coast Guard station and a Captain of the Port office are at the Coast Guard Support Center on Governors Island.
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The administration of the Port of New York and New Jersey and the enforcement of its laws are divided among
various departments of the Federal, State, and Municipal Governments. The Coast Guard has established a speed
control policy for all types of vessels operating in the confined waters of the New York-New Jersey area. Masters
and pilots are strictly prohibited from operating any vessel at an excessive speed which endangers life, limb, or
property, including damage to vessels moored at docks and terminals.
Pilotage in New York Harbor and its approaches is compulsory for foreign vessels and U.S. vessels
under register entering or departing from the Port of New York and New Jersey. Pilotage is optional for enrolled
vessels having on board a pilot licensed by the Federal Government. Vessel arrivals are reported to the Maritime
Exchange in New York by the pilots. Pilotage service for vessels entering the port through Lower Bay is
available from the United New York-New Jersey-Sandy Hook Pilot Association. The pilot cruising and boarding
area is located west of Ambrose Light. Pilotage service for vessels entering the port from Long Island Sound is
also provided by the Sandy Hook Pilot Association. The pilot boat boarding area for these pilots is off Execution
Rocks. The pilot station is located on a pier on the east side of City Island about 0.4 mile north of Belden Point
and the pilot boat ties up at the pier. Masters of vessels entering the Port of New York and New Jersey are
requested at the time of boarding to proceed at a speed not exceeding 3 to 4 knots. Pilotage for U.S. enrolled
vessels in the coastwise trade is available from Interport Pilots Agency, Inc.
General, explosives, naval, and special anchorages have been prescribed for the Port of New York by
Federal Regulations. Designated anchorage areas are established in Long Island Sound, the East River, the
Hudson River, Upper Bay, Sheepshead Bay, Jamaica Bay, Randall Bay, Lower Bay, Newark Bay, and Arthur
Kill. The maximum speed is 6 knots within any designated anchorage area.
The mean range of tide in New York Harbor is 4.7 feet at Sandy Hook and 4.6 feet at The Battery.
Daily predictions for both places are provided in the Tide Tables. The flood current entering Lower Bay from the
sea attains a velocity of about 2 knots in the Ambrose Channel entrance, near the outer extremities of Sandy
Hook, Coney Island, and The Narrows. It sets generally parallel to the lower straight section of Ambrose
Channel and tends to continue in the direction to where the channel bends toward The Narrows, setting more or
less diagonally across the upper straight section of Ambrose Channel. At the beginning of the flood, the current
sets in at the bottom and near the shores while it is still ebbing at the surface in Ambrose Channel. The ebb in
Lower Bay is generally stronger than the flood by 10 percent or more. At its strength it sets from The Narrows
approximately parallel to the upper straight end of the lower straight section.
In the Upper Bay channel area north of Governors Island, cross currents may be encountered. At such
times, large vessels must take special care in navigating the channel. It is reported that the most dangerous time is
about 2 hours after high water at The Battery. At the seaward end of Ambrose Channel, the velocity of the flood
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current is 1.7 knots and of the ebb current 2.3 knots. In The Narrows the velocity of the flood current is about 1.7
knots and 2 knots of the ebb. In the entrance to Hudson River the velocity of the flood and ebb currents is 1.4
knots. Off Grants Tomb, the flood and ebb strengths are 1.6 and 1.9 knots, respectively.
The New York City Department of Ports and Terminals administers the piers along the New York
waterfront within the city limits. The Port Authority of New York and New Jersey is an executive body
appointed by the Governors of New York and New Jersey. The Authority's Port Department serves as a bi-state
port development, operations, maintenance, and promotion organization. The Port Authority administers piers in
Manhattan, Brooklyn, Hoboken, Port Newark, and Port Elizabeth.
The port has more than 1,100 waterfront facilities, most of which are privately owned and operated, and
the rest are owned or operated by the Port Authority, federal, state, or other municipalities. Containership
terminals are throughout the port, but principally at Elizabeth, Newark, Jersey City, and Weehawken, New
Jersey. Other containership facilities are at Rowland Hood, Staten Island, and Brooklyn. Break-bulk general
cargo terminals are throughout the port but principally along the east side of Upper New York Bay, on the East
River, and at Port Newark. Petroleum and other liquid cargo facilities are along Arthur Kill, on the Passaic and
Hackensack Rivers, and along Newtown Creek, Brooklyn. The wharves and piers of New York City along the
waterfronts of the Hudson and East Rivers are numbered beginning at The Battery and follow in sequence
eastward along the East River and northward along the Hudson River.
All types of floating equipment is available to meet the shipping needs of the Port of New York and
New Jersey. This equipment consists of tugs and towboats, barges, scows, lighters and car floats, tank barges and
tankers, and other specialized types of harbor craft. Services of most of the operating companies extend beyond
the limits of the port to points along the Atlantic coast line, Long Island Sound, the Hudson River, the New York
State Barge Canal, and the Great Lakes. Several of the companies operate tugs equipped for ocean towing.
Horsepower ratings for in-use tugs range from 1,700 to 6,500. Bunkering barge capacities range from 2,150 to
80,000 barrels. A number of the bunkering barges are self-propelled and their horsepower ratings range from 400
to 3,600.
B.2.2 PORT OF ALBANY
The Hudson River rises in the Adirondack Mountains and flows 315 miles in a southerly direction into
New York Bay. At Waterford, about 2.5 miles about the Federal lock and dam at Troy, the river connects with
the New York State Barge Canal system, which provides channels to the Great Lakes Port of Oswego, New
York, and to improved waters in Canada leading to the St. Lawrence River. The Port of Albany, New York, is on
the right bank of the Hudson River about 143 statute miles north of The Battery. The port is the terminus of the
deep-draft Hudson River and is the principal port above New York City.
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From the Atlantic Ocean to the mouth of the river, vessels pass through Ambrose and Anchorage
Channels located in the Lower and Upper Bays, respectively. The Albany Port District, as established by the
laws of the State of New York, encompasses a portion of the Albany and Rensselaer waterfronts. The principal
waterborne commodities handled at the port consist of general cargo, grain, molasses, and scrap metal.
Waterborne commerce handled at facilities on the river outside of the port consist of petroleum products, cement,
gypsum, crushed rock, sand, and gravel.
There are four established anchorages in Hudson River: at Nyack, at West Point, at Hyde Park, and at
Coeymans. The restricted width of the Hudson River at Albany is not sufficient to permit vessels to swing at
anchor without interfering with passing vessels. However, in an emergency, vessels sometimes anchor in
midstream to await berthing space. Vessels proceeding from New York to Albany frequently anchor in the
vicinity of Kingston, 46 miles below Albany, to await daylight hours for passing the narrower channel above
Hudson. Anchorages for vessels are located at mile 119 above Hudson on the west edge of the channel, and at
mile 127 just above Stuyvesant on the east edge of the channel. These anchorages have depths of 32 feet, widths
of 400 feet, and an average length of 2,400 feet.
The tides in the Hudson River are affected by freshets, winds, and droughts. The mean range of tide is
4.5 feet at The Battery, 3.7 feet at Yonkers, 2.8 feet atNewburgh, 3.1 feet at Poughkeepsie, 3.7 feet at Kingston,
4.6 feet at Albany, and 4.7 feet at Troy. The currents in the Hudson River are influenced by the same variables
that affect the tides. The times of slack water and the velocities and durations of flood and ebb are subject to
extensive changes; the times of strength are less likely to be affected. The currents usually set fair with the
channels except in the vicinities of bends and wharves. In the entrance to Hudson River, the velocity of the flood
and ebb currents is 1.4 knots. Off Grants Tomb, the flood and ebb strengths are 1.6 and 1.9 knots, respectively.
At Albany, the current velocity is 0.3 knot flood and 0.8 knot ebb. Near Troy Lock and Dam, the current does not
flood and the ebb has a velocity of 0.7 knot.
There are 98 waterfront piers, wharves, and docks on the Hudson River. Eight of these facilities are
within the Port of Albany, of which 7 are along the right bank of the river, in Albany, and one is on the left bank
in the town of Rensselaer. Eighty facilities are located on the Hudson River above and below the Port of Albany,
52 on the right bank and 28 on the left bank. Additional facilities are located on Rondout Creek, Esopus Creek,
and Catskill Creek.
The Turecamo Coastal & Harbor Towing Corporation has one towboat based at the Port of Albany. The
Francis Turecamo is a diesel-powered towboat with 1,600 horsepower, a length of 84.8 feet, a beam of 24 feet,
and a loaded draft of 9.8 feet. Other floating equipment, operating at the Port of Albany and on the Hudson River
below the New York State Barge Canal System, is based at the Port of New York and in the canals above Albany.
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B.2.3 PORT OF NEW LONDON
Long Island Sound is a deep navigable waterway lying between the shores of Connecticut and New
York and the northern coast of Long Island. New London Harbor, near the east end of Long Island Sound at the
mouth of the Thames River, is an important harbor of refuge where deep draft vessels can find anchorage in any
weather and at all seasons. The harbor comprises the lower three miles of Thames River from Long Island Sound
to the bridges, and includes Shaw Cove, Greens Harbor, and Winthrop Cove. Waterborne commerce at the port
and on the Thames River consists chiefly of petroleum products, chemicals, lumber, pulpwood, and general
cargo.
New London Harbor is approached through the main entrance channel extending from deep water in
Long Island Sound to deep water in the upper harbor area. The harbor is generally used by vessels drawing 9 to
30 feet; the deepest draft entering is about 36 feet. Boulders and broken ground exist in the Long Island Sound
region, but there is little or no natural change in the shoals, and the waters are well marked by navigational aids.
Submarines may be operating submerged in the approaches to New London and the Connecticut River, and off
the northern shore of Long Island, and vessels are advised to proceed with caution in those areas. In ordinary
winters, the floating and pack ice in Long Island Sound impedes navigation but does not render it unsafe. In
exceptionally severe winters, only powerful steamers can make their way.
Pilotage in Long Island Sound is compulsory for foreign vessels and U.S. vessels under register.
Pilotage in these waters is available from, but not limited to, Sound Pilots, Inc. (a division of Northeast Marine
Pilots, Inc.) located in Newport, Rhode Island; Connecticut State Pilots (a division of Interport Pilots Agency,
Inc.) based in New London, Connecticut; Constitution State Pilots Association of New Haven, Connecticut; and
Long Island Sound State Pilots Association also located in New Haven. The pilot boat sets radio guard at least
one hour before a vessel's estimated time of arrival.
Pilotage for New London is available from the New London Connecticut Pilots Association; the pilot
boards a ship about 2 miles south of New London Ledge Light. Pilot services are also available from
Constitution State Pilots Association; the pilot will meet a New London bound vessel about 2 miles south of New
London Ledge Light, and will also meet a vessel off Montauk Point. Pilotage for New London is also available
from Long Island Sound State Pilots Association, Inc., and the pilot will meet a ship off Montauk Point among
other locations. Sound Pilots, Inc. also provides pilot services, and these pilots meet a ship bound for a Long
Island Sound port, off Point Judith, but will also meet a ship off Montauk Point by prearrangement.
The time of tide is nearly simultaneous throughout Long Island Sound, but the range of tide increases
from about 2.5 feet at the east end to about 7.3 feet at the west end. The effect of strong winds, in combination
with the regular tidal action, may at times cause the water to fall several feet below the plane of reference of the
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charts. The mean range of tide at New London is 2.6 feet. The tidal currents follow the general direction of the
channel and usually are not strong. At Winthrop Point, on the west side of the river at New London, the velocity
is 0.4 knot. At Stoddard Hill about 6.5 miles above New London, the velocity is 0.7 knot on the flood and 0.4
knot on the ebb. During freshets or when the Thames River is high and the wind is from the north, the current
can have considerable southerly set even on the flood.
Tugs with ratings up to 3,200 horsepower are available at New London. Vessels usually proceed to the
upper harbor without assistance, although a tug may be required when entering with a head wind and contrary
current. Large vessels normally require tugs for docking and undocking. The harbor has more than 30 wharves
and piers, most of which are used as repair berths, and for mooring recreational craft, fishing vessels, barges,
ferries, and government vessels. Depths alongside these facilities range from 10 to 40 feet.
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APPENDIX B.3
DETAILED PORT INFORMATION ON THE
PORTS ON THE DELAWARE RIVER
INCLUDING PHILADELPHIA, PA
B.3..1 GENERAL
The Delaware Bay and the Delaware River form the boundary between the State of New Jersey on the
east and the States of Delaware and Pennsylvania on the west. The Delaware Bay is an expansion of the
lower part of the Delaware River, with an arbitrary dividing line 42 nautical miles above the Delaware Capes,
extending from Liston Point, Delaware, to Hope Creek, New Jersey. Delaware Capes is the entrance to the
Delaware Bay from the Atlantic Ocean. The entrance is about 10 nautical miles wide between Cape May, an
extensive peninsula on the northeast side of the entrance, and Cape Henlopen on the southwest side. Delaware
Capes refers to a line from Cape May Light to the tip of Cape Henlopen; this designates the breakwater which is
70 nautical miles from Marcus Hook.
The Delaware Bay and the Delaware River represent the principal artery for waterborne commerce, not
only for Philadelphia and points on the left bank opposite that city, but also for other localities beyond the limits
of the Philadelphia Harbor, including Wilmington, Delaware; Chester and Marcus Hook, Pennsylvania; and
Trenton and Salem, New Jersey. Deep draft vessels use the Atlantic Ocean entrance while vessels with drafts of
less than 33 feet can enter the Delaware River from the Chesapeake Bay through the Chesapeake and Delaware
Canal. This canal provides an alternate protected waterway connecting the Delaware River and Chesapeake Bay
ports.
A visual reporting station and radio control point for the Philadelphia Maritime Exchange is located
about 0.5 mile southward from the tip of Cape Henlopen. A traffic separation scheme, designed to aid in the
prevention of collisions at the approaches to major harbors, has been established off the entrance to Delaware
Bay. The scheme consists of directed traffic areas each with one-way inbound and outbound traffic lanes
separated by defined separation zones, a precautionary area, and a pilot boarding area. The scheme is
recommended for use by all vessels approaching or departing Delaware Bay, but it is not necessarily intended for
tugs, tows, or other small vessels which traditionally operate outside of the primary traffic lanes or close inshore.
The precautionary area for the Delaware Bay entrance is inscribed by part of a circle with a radius of 8
miles centered on Harbor of Refuge Light and extending from off Cape May Point to the shore south of Cape
Henlopen with the traffic lanes fanning out from the circumference of the circle. The outer part of the northeast
quadrant of the area is full of shoals, and there are shoal spots covered from 28 to 30 feet in the western extension.
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The usable part of the precautionary area has depths of 30 to more than 100 feet. Several wrecks and obstructions
are located about 1 to 1.7 miles east and southeast of Harbor of Refuge Light. The precautionary area is used by
both incoming and outgoing vessels making the transition between Delaware Bay and the traffic lanes, and
extreme care is advised in navigating within this area. The current velocity is 1.8 knots in the Delaware Bay
entrance.
The Delaware Bay is shallow along its northeastern and southwestern sides, with extensive shoal areas
close to the main channel. The bay has natural depths of 50 feet or more for a distance of 5 miles above the
Delaware Capes, and depths of 40 feet from that point to the upper end of Newbold Island 110 miles above the
Capes. The New Jersey side of Delaware Bay is low, with few prominent marks. The principal tributaries are
Maurice and Cohansey Rivers, which can be used as harbors of refuge by small boats going between Cape May
Canal and the Chesapeake and Delaware Canal. General depths along this side of the bay are 7 to 15 feet, but
there are many spots with depths of less than 6 feet. The shoals generally are not marked, and local navigational
knowledge is needed to avoid them. The channels have strong currents, and many tide rips form near Prissy
Wicks Shoal.
Pilotage on the Delaware Bay and River is compulsory for all foreign vessels and U.S. vessels under
register in foreign trade. Pilotage is optional for U.S. vessels involved in the coastwise trade that have on board a
pilot licensed by the Federal Government for these waters. Pilot services are provided on a 24-hour basis by the
Pilots' Association for the Bay and River Delaware, the Chesapeake and Interstate Pilots Association (Federal
Pilots), and the Interport Pilots Agency, Inc. (Federal Pilots). The Pilots' Association for the Bay and River
Delaware maintains a pilot station at Cape Henlopen and an office in Philadelphia. Pilots are generally arranged
for in advance through ships' agents and board incoming vessels from the pilot boat in the pilot boarding area off
Cape Henlopen. The Pilots' Association also provides qualified offshore "advisors" for the deepest draft vessels.
The Ports of Philadelphia Maritime Exchange, in cooperation with the Pilots Association for the Bay and
River Delaware, has established a communication and information system for vessels operating in the Delaware
Bay and rivers. The lower bay area is monitored by "Cape Henlopen Tower" and the upper bay and rivers are
handled by the Ports of Philadelphia Maritime Exchange. All vessels are requested to convey information to the
Ports of Philadelphia Maritime Exchange related to position, estimated time of arrival, docking instructions, and
arriving/departing piers or anchorages in the upper bay and river.
The Coast Guard Captain of the Port of Philadelphia and the Mariner's Advisory Committee for the Bay
and River Delaware jointly recommend precautionary measures that should be taken while transiting in the
Delaware Bay and rivers. These navigational guidelines stipulate that vessels transiting above the Chesapeake
and Delaware Canal shall have a manned anchor detail; for vessels calling at Marcus Hook, whether to anchor or
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dock, tugs should be alongside and made fast between the designated buoys on the Bellevue Range; diesel vessels
should change to a lighter fuel for maneuvering purposes prior to arrival at the upper end of Listen Range; and
vessels must establish that both steering engines and all main generators are operational during the master/pilot
exchange of information.
There are 16 federally designated anchorages established in the Delaware Bay and the Delaware River.
The anchorage areas mostly have sand bottoms and offer good holding ground in depths ranging from 31 feet to
more than 100 feet. Deep-draft vessels sometimes anchor in various places along the dredged channel through
the lower bay, but usually these vessels continue to more sheltered areas in the upper bay and river. One
anchorage in the Delaware Bay, southwest of the Brandywine Channel, is specifically designated for deep-draft
tankers to anchor and lighter (off-load by means of a barge used for conveyance of cargo from ship to shore) their
cargo before proceeding up the Delaware River. More than 190 piers, wharves, and docks are available along the
waterfront areas to handle petroleum products, miscellaneous bulk commodities, and a variety of dry bulk
materials and liquid commodities.
Floating equipment is based at several locations along the Delaware River and includes 35 tugs and
towboats with ratings up to 11,120 horsepower which are used for towing, docking, undocking, and shifting
vessels. Most of the tugboat companies will dispatch their vessels to any place in Delaware Bay or its
tributaries. Some of the companies also have tugs available for deep-sea towing. Tank barges with cargo-
carrying capacities ranging up to 417,000 barrels are used for lightering crude oil tankers and for making
deliveries of bunker fuel to vessels at berth and at anchor. Most large vessels are bunkered from barges
alongside.
B.3.2 CHESAPEAKE-DELAWARE CANAL
The Chesapeake and Delaware Canal is a sea-level waterway that extends from the Delaware River at
Reedy Point below Delaware City to Back Creek at Chesapeake City, then down to Elk River, an arm of the
Upper Chesapeake Bay. The Reedy Point entrance is 51 miles above the Delaware Capes, 35.5 miles below
Philadelphia, 62 miles from Baltimore, and 187.5 miles from the Virginia Capes. Vessel speed in the inland
waterway canal is strictly regulated, and no vessel may be raced or crowded alongside another vessel. Vessels of
all types, including pleasure craft, are required to travel at a safe speed at all times throughout the canal and its
approaches so as to avoid damage to wharves, landings, riprap protection, or other boats, or injury to persons. All
vessels proceeding with the current shall have the right-of-way over those proceeding against the current. Vessels
are not permitted to stop or anchor in the ship channel.
The Chesapeake and Delaware Canal is 35 feet deep and 400 feet wide. The mean range of tide is 5.5
feet at the Delaware River end of the canal and 2.7 feet at Chesapeake City. High and low waters in Delaware
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River are about 2 hours later than in Elk River. The heights of high and low waters are greatly affected by the
winds; northeast storms raise the level and westerly storms lower it. The current velocity is 2.6 knots on the
flood and 2.1 knots on the ebb at the Reedy Point bridge, and about 2 knots at the Chesapeake City bridge. The
flood sets eastward and the ebb westward. Storms may increase these velocities to 3.0 knots or more, and at such
times tows usually have difficulty making headway against the current.
Pilotage through the canal from Delaware River to Chesapeake City is provided by the Pilots'
Association for the Delaware Bay and River. Pilotage from Chesapeake City to Maryland ports and to
Washington, D.C., is provided by the Association of Maryland Pilots. Both pilot associations maintain a
common station on the north bank of the canal at Chesapeake City. When vessels proceed to Virginia ports, the
Maryland pilots are replaced by pilots of the Virginia Pilots Association at a point off the mouth of the Severn
River on the approach to Annapolis, Maryland.
The District Engineer, Corps of Engineers, has administrative supervision over the Chesapeake and
Delaware Canal, and is responsible for the enforcement of all regulations, including rules governing the
dimensions of vessels which may transit the waterway, and other special conditions and requirements which
regulate the movement of vessels using the waterway. Vessel traffic through the canal is monitored by the
Chesapeake City dispatcher. The maximum overall length of self-propelled vessels transiting the canal is 886
feet; the maximum overall length of tugs and tows which may transit the canal is 760 feet.
When transiting the canal, vessels up to 350 feet in length must have a minimum of one tug with at least
1,500 horsepower; vessels between 350 and 550 feet in length need a minimum of two tugs with at least 3,000
total horsepower; and vessels between 550 and 760 feet in length require a minimum of three tugs with at least
6,000 total horsepower. Integrated pusher-type towboats transiting the waterway are limited in maximum overall
length and extreme breadth. No towboat is permitted to enter the canal with more than two loaded barges or three
light barges.
B.3.3 PORT OF WILMINGTON
The Port of Wilmington is on the north side (right bank) of the Christina River 2.5 miles above the
mouth at its junction with the Delaware River, approximately 62 nautical miles above the Delaware Capes. Both
sides of the river at the city are lined with wharves which support an extensive traffic in barges. Deepwater
facilities are on the south side of the river just inside the entrance. Vessels must not anchor in the Christina River
channel within the city limits of Wilmington or tie up at any wharf more than two abreast without permission of
the harbor commissioners. A general anchorage is established off Deepwater Point, south of the river entrance.
The mean range of tide is 5.7 feet at Wilmington, and the current velocity is about 0.8 knot. Harbor regulations
limit the speed of vessels in the Christina River to 8 miles per hour. At Carneys Point, across the Delaware River
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from the Christina River, the Corps of Engineers has requested that masters limit the speed of their vessel when
passing wharves and piers so as to avoid damage by suction or wave wash to property or persons.
B.3.4 MARCUS HOOK
Marcus Hook is an important petroleum center where large quantities of crude oil are received and
refined petroleum products are shipped. Vessels can be bunkered at the rate of 1,500 to 5,000 barrels per hour,
and floating equipment companies also operate barges for bunkering in the waterways or alongside other
wharves. A general anchorage with a preferential area for vessels awaiting quarantine inspection is located on the
southeast side of the main ship channel opposite Marcus Hook. The mean range of tide is 5.6 feet at Marcus
Hook; the current velocity is about 1.7 knots. Deep-draft wharves and piers are situated along the Delaware River
and are equipped to handle petrochemicals and miscellaneous bulk material in addition to petroleum products.
B.3.5 PORT OF PHILADELPHIA
The Port of Philadelphia, one of the chief ports of the United States, is at the junction of the Delaware
and Schuylkill Rivers, approximately 80 nautical miles above the Delaware Capes. The port comprises the
navigable waters of the Delaware and Schuylkill Rivers which are bordering on the municipality. The municipal
limits on the Delaware River extend from Fort Mifflin on the south to Poquessing Creek on the north, a distance
of about 20 miles. Large quantities of general cargo including crude oil, refined petroleum products, sugar, ore,
coal, and grain are handled at Philadelphia in both foreign and domestic trade. The port has more than 45 deep-
water piers and wharves along the Delaware and Schuylkill Rivers.
In the Philadelphia-Trenton section of the river, masters are especially requested to limit the speed of
their vessels when passing wharves and piers so as to avoid damage by suction or wave wash to property or
persons. General and naval anchorages are designated at Philadelphia. The mean range of tide is about 5.9 feet at
Philadelphia and 6.8 feet at Trenton. The mean tidal range is about 5.7 feet in Schuylkill River, and current
velocity is about 0.5 knot in the entrance. A large fleet of tugs up to 3,300 horsepower is available at
Philadelphia, day or night, for any type service required. As a general rule, tugs are not required for vessels
moving between Philadelphia and the ocean; most vessels traverse this distance under their own power.
B.3.6 THE PORT OF CAMDEN
The Port of Camden is directly opposite Philadelphia on the New Jersey bank of the Delaware River,
and represents an important manufacturing center. The South Jersey Port Corporation, with headquarters at
Camden, has jurisdiction over the New Jersey ports bordering the Delaware River and Bay from Trenton to the
Atlantic Ocean. The Camden city waterfront extends about 3.4 miles from Newton Creek to Cooper River, and
includes the petroleum terminals at Pettys Island and Fisher Point Dike.
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APPENDIX B.4
DETAILED PORT INFORMATION ON THE
PORTS OF THE PUGET SOUND INCLUDING SEATTLE, WA
B.4.1 GENERAL
The entrance of the Strait of Juan de Fuca is 683 nautical miles north of San Francisco, California, and is
considered the breakwater for this study. This strait is the connecting channel between the Pacific Ocean and
Admiralty Inlet extending southward to Puget Sound, and to passages extending northward to the inland waters of
British Columbia and southeastern Alaska. The strait separates the southern shore of Vancouver Island, Canada,
and the northern Coast of the State of Washington. From the ocean and through the strait, and Admiralty Inlet
into Puget Sound, the waters are wide and deep.
Puget Sound extends about 90 miles south from the strait to Olympia. Throughout the length of Puget
Sound, there are numerous channels around islands and inlets branching from it in all directions, particularly near
its southern end. Deep-draft traffic is considerable in the larger passages, and small craft operate throughout the
area which is characterized by unusually deep water and strong currents. Navigation in this area is comparatively
easy in clear weather, and the outlying dangers are few and marked by aids. The currents follow the general
direction of the channels and have considerable velocity. Due to heavy vessel concentrations, the Strait of Juan
de Fuca, the San Juan Islands, the Strait of Georgia, and Puget Sound, and all adjacent waters, are a regulated
navigation area. To enhance vessel traffic safety during periods of congestion, the Coast Guard may establish
temporary special traffic lanes.
Pilotage in the Puget Sound area is compulsory for all vessels except those under enrollment or engaged
exclusively in the coasting trade on the West Coast of the continental United States and/or British Columbia.
Pilotage is provided by the Puget Sound Pilots. The pilots are picked up at Port Angeles Harbor, 62 nautical
miles from the breakwater. The Marine Exchange of Puget Sound, located in Seattle, has a vessel monitoring and
reporting service which tracks the arrival of a vessel from a time prior to arrival at the pilot station to a berth at
one of the Puget Sound ports. Constant updates of the ship's position and estimated time of arrival are
maintained through a variety of sources. This information is available to and is passed on to the vessel's agents
and other interested parties. This reporting process continues until the vessel passes the pilot station on the
outbound voyage. Other provisions offered by the Marine Exchange include a daily newsletter about future
marine traffic in the Puget Sound area, communications services, and a variety of coordinative and statistical
information.
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B.4.2 PORT OF SEATTLE
The Port of Seattle is located in Puget Sound, 124 nautical miles from the ocean entrance of the Strait of
Juan de Fuca, and represents one of the largest container ports in the United States. The port consists of an outer
harbor and an inner harbor. The outer tidal, salt water portion of the port includes Elliott Bay; an indentation on
the east side of Puget Sound; the East, West, and Duwamish Waterways; Shilshole Bay; and the portions of Puget
Sound adjacent to Ballard on the north, and West Seattle to the south of the entrance of Elliott Bay. The main
harbor is in Elliott Bay between Magnolia Bluff on the north and Duwamish Head on the south. The East and
West Waterways are dredged channels at the south side of Elliott Bay. Harbor Island, consisting of filled land, is
located between the East and West Waterways. Duwamish Waterway extends southward from the south end of
the West Waterway for 5.12 miles to a turning basin at the upstream, upper end of the waterway.
Seattle's fresh water (non-tidal) inner harbor consists of Lake Union and Lake Washington, which are
connected with each other and with Puget Sound by the Lake Washington Ship Canal. From deep water in Puget
Sound to deep water in Lake Washington, the distance is about 8 miles. The "Hiram M. Chittenden" double
navigation lock is located at the west end of the canal, between Shilshole Bay and Salmon Bay. A speed limit of
4 knots is enforced within the guide piers of the Chittenden Locks. Passage time is less than 30 minutes for large
vessels and 5 to 10 minutes for small vessels. An adjustable salt water barrier extends across the upper miter sill
for minimizing salt water intrusion into Lake Union.
Lake Union is in the geographical center of the City of Seattle. It has a fresh water frontage of about 8
miles and an area of approximately 800 acres. Lake Washington, which forms the eastern boundary of Seattle, is
approximately 23 miles long and from 2 to 4 miles wide, with depths of up to 200 feet. The Kenmore
Navigation Channel lies at the northern end of Lake Washington adjacent to the Sammamish River. Kenmore, an
unincorporated industrial and business center in King County just north of Seattle, encompasses the lands to the
north of the channel. Most of the waterfront facilities of the inner harbor are privately owned and handle barge
traffic almost exclusively.
Four general anchorages are located in the outer harbor of Elliott Bay. Tides at Seattle have a mean
range of 7.7 feet and a diurnal range of 11.4 feet. A range of about 18 feet may occur at the time of maximum
tides. As a rule, the tidal currents in the outer harbor have little velocity. Channel depths of 34 feet or more are
available to the Seattle waterfront. Of the nearly 60 piers and terminals in the outer harbor, the Port of Seattle
owns 25, operating 3 and leasing out the others. There are 3 ferry slips in Elliott Bay with ferryboats operating 24
hours a day.
The Port of Seattle is a customs port of entry featuring slightly more than 220 piers, wharves, and
docks. Waterfront facilities at the port are equipped to handle petroleum products including crude oil,
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miscellaneous liquid bulk materials other than petroleum, a variety of dry bulk commodities, and bunkering of
large vessels. Oceangoing vessels are usually bunkered at berth by tank barges. Other facilities handle quarried
material such as sand, gravel, stone, and clay; as well as cement, iron ore, slag, and gypsum. There are 2
waterfront grain elevators with a total capacity of nearly 7 million bushels. All grain is shipped in bags on pallets.
Floating equipment based at the Port of Seattle includes 102 diesel tugs and towboats with ratings
ranging from 330 to 9,000 horsepower which are used for towing, docking, undocking, and shifting vessels. The
services of the towing companies operating this equipment are not confined to the port limits, but extend to points
in Puget Sound and along the Pacific Coast including Alaska. The port's equipment also includes 2 tank vessels
(200 horsepower) with cargo-carrying capacities of 238 and 178 barrels for making deliveries of lube oils to
vessels at berth.
B.4.3 PORT OF TACOMA
Tacoma Harbor is at the head of Commencement Bay, a southeasterly arm of Puget Sound. The Port of
Tacoma is 29 nautical miles south of the Port of Seattle, and 142 nautical miles from the Pacific Ocean. The port
district includes the entire area of Commencement Bay. From the ocean to the port, vessels traverse the Strait of
Juan de Fuca, Admiralty Inlet, and Puget Sound. These waters are wide and have depths ranging from 200 to 900
feet. Tacoma's general anchorage is designated as a quadrilateral area off the north shore of Commencement
Bay. As a rule, the depths elsewhere in the bay are too great for convenient anchorage. City regulations permit
anchorage in any part of the bay outside the harbor lines so as not to interfere with vessels arriving or departing
from their docks.
Commencement Bay is bordered by hills on the southwest and northeast and by extensive tidal flats on
the Puyallup River Delta on the southeast. Commencement Bay is about 4 miles wide at the entrance between
Point Brown and Point Defiance, has an average width of 2 miles, and a length of approximately 2.5 miles from
Point Brown to the head of the bay. The Puyallup River, a glacial stream about 50 miles long, is the major
tributary to the bay. The waters in Commencement Bay range in depth from 560 feet at the entrance to 100 feet
at the head when they shoal abruptly to tidal flats. Eight waterways - Thea Foss, Middle, St. Paul, Puyallup,
Milwaukee, Sitcum, Blair, and Hylebos (named in order from southwest to northeast) - have been dredged in the
tidal flats and the spoil used to fill adjacent land.
The mean range of tide at Tacoma is 8.1 feet, and the diurnal range of tide is 11.8 feet. A range of about
19 feet may occur at the time of maximum tides. The tidal currents in the harbor have little velocity. Tugs with
up to 3,000 horsepower are available at Tacoma, and larger tugs may be obtained from Seattle. A city ordinance
prohibits speeds in excess of 5 knots on any of the waterways and within 200 yards of any shore or pier in the
harbor. The Port of Tacoma has more than 30 deep-draft piers and wharves located on Hylebos, Blair, Sitcum,
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and Thea Foss Waterways and along the south shore of Commencement Bay. The terminal facilities include 23
deepwater berths ranging in depth from 35 to 65 feet. In addition to the port-owned properties, the harbor has
numerous privately owned piers and wharves and many barge facilities.
Tacoma's container-handling operations are centered along the Blair and Sitcum Waterways at
Commencement Bay. These two major waterways were recently dredged and deepened to accommodate large,
maximum-draft vessels. Port facilities along the shallower Thea Foss, Middle, and St. Paul Waterways are
equipped to ship and receive timber and petroleum products and provide marine repair services. Five wharves at
Tacoma handle a variety of bulk liquids other than petroleum, such as caustic soda, chlorine, calcium carbonate
slurry, sodium chlorate, and tallow. Other port facilities handle miscellaneous dry bulk materials, including
crushed rock, sand, gravel, gypsum rock, salt, alumina, limestone, lime, copper slag, scrap metal, and wood chips.
Floating equipment available for use at the Port of Tacoma is continuously changing as tugs and
towboats are widely dispersed throughout the Puget Sound area. The Foss Maritime Co. operates a fleet of
approximately 70 tugs and towboats, with ratings of up to 5,000 horsepower, at various locations throughout the
area. The company also operates tank barges with capacities ranging up to 30,000 barrels that are equipped with
pumps for supplying bunker fuel to vessels at berth and to points on Puget Sound and adjacent inland waters.
Floating equipment based at Tacoma includes tugs and towboats with ratings of up to 3,000 horsepower which
are used for docking, undocking, towing, and shifting of vessels and barges, and for towing log rafts.
B.4.4 PORT OF OLYMPIA
The Port of Olympia is situated approximately 20 nautical miles southwest of Tacoma. Olympia Harbor
is at the head of Budd Inlet, the southernmost waterway of Puget Sound traversed between Point Defiance at
Commencement Bay. The inlet is approximately 6 miles in length and has an average width of 1 mile. The
entrance to the inlet is deep except for the 28-foot shoal in the middle of the entrance. The shores are
comparatively low and wooded, and the depths shoal less abruptly on the east than on the west side of the inlet.
Natural depths in the inlet decrease from 100 feet at the entrance to 30 feet at the entrance of the dredged channel
extending to the turning basin opposite the Port of Olympia Terminal.
No specific areas in Olympia Harbor have been designated as anchorage grounds. A good anchorage in
muddy bottom may be found anywhere inside the entrance to the inlet, north of Olympia Shoal. A restricted area
for Maritime Commission vessels lies on the east side of the inlet. The mean range of the tide at Olympia is 10.5
feet, and the diurnal range of tide is 14.4 feet. No large tugs are stationed in Olympia; however, tugs up to 3,000
horsepower are available from Tacoma and up to 5,000 horsepower from Seattle.
B.4.5 PORT OF GRAYS HARBOR
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The Port of Grays Harbor, the only deep-sea shipping port on Washington's coast, is located in the
southwestern part of the state and embraces the localities of Hoquiam, Aberdeen, Cosmopolis, and Westport.
The deepwater entrance to the harbor from the Pacific Ocean lies between Point Brown on the north and Point
Chehalis on the south, each of which is the terminus of a narrow, sandy peninsula. The entrance is 40 nautical
miles north of the mouth of the Columbia River and 93 nautical miles south of the entrance to the Strait of Juan
de Fuca. Grays Harbor is roughly pear-shaped, diverging from the Chehalis River at Aberdeen into a broad,
shallow bay, and spreading out into North Bay and South Bay to a total width of about 13 statute miles. Its
length from the ocean entrance easterly to Aberdeen is about 15 statute miles.
No specific areas in Grays Harbor have been designated for anchorage. The best anchorage is north of
Westport and southeast of Damon Point in depths of 30 to 60 feet. The holding ground is good, and there is
more swinging room than elsewhere in the harbor. At the entrance to the harbor, the average current velocity is
about 1.9 knots on the flood and 2.8 knots on the ebb, but velocities may reach 5 knots. In the channels through
the bay, velocities seldom exceed 3 knots. Currents in the vicinity of the bar are very erratic, setting north close
inshore and south offshore.
Grays Harbor specializes in handling forest product and breakbulk commodities such as pulp, lumber,
granite, steel, aluminum, containers, and machinery. A minus-3 6-foot (at zero tide) navigation channel provides
easy access to the port facilities. There are 20 waterfront facilities serving Grays Harbor. The port also owns and
operates 3 facilities in Aberdeen, one for providing bunker fuel and two others for handling conventional general
cargo, lumber, and logs. The oil handling and bunkering terminal facility provides 450 feet of berthing space at
31-foot depth, and additional space for shallow draft, floating equipment.
Floating equipment available for use at Grays Harbor is subject to continuous change as tugs and
towboats are widely dispersed throughout the area. Foss Maritime Co. operates a fleet of tugs and towboats with
ratings of up to 5,000 horsepower, including the 1,700-horsepowertug Edith Foss which is based at the port. The
company also operates tank barges from its Seattle base which are equipped with pumps for supplying bunker
fuel to vessels at berth. These barges have capacities ranging up to 30,000 barrels.
B.4.6 PORT ANGELES HARBOR
Port Angeles Harbor is located on the southerly shore of the Strait of Juan de Fuca, about 62 nautical
miles eastward from the Pacific Ocean, 69 nautical miles northwest of Seattle, and 19 nautical miles south of
Victoria, B.C. The harbor is open to the strait on the east and is protected on the north and northwest by Ediz
Hook, which is a low, narrow, and bare sand spit approximately 3 miles long, curving eastward from the
mainland and offering shelter from the Pacific swells. The port is primarily a log export center. Other principal
waterborne commodities include petroleum products, wood and paper products, seafood, and general cargo.
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Passenger and vehicle ferries operate from the port to Victoria, B.C. Port Angeles is considered a major
bunkering station, and is also the site of a U.S. Coast Guard station as well as the Puget Sound pilot station.
The harbor is about 2.5 miles long and about 1.5 miles wide at the entrance, decreasing in width to its
head. The depths are greatest on the north shore and decrease from 180 to 90 feet in the middle of the harbor.
Depths decrease regularly to the south shore where the 3-fathom curve, at certain locations off the easterly
portion, is approximately 1,000 feet from the beach. Extra caution is advisable in navigating the waters inside
Ediz Hook because of the large number of partially submerged logs in the area.
No specific areas in Port Angeles Harbor have been designated as anchorage grounds. The best
anchorage is off the wharves in depths of 42 to 72 feet where the bottom is sticky. There are no mooring buoys
in the harbor. Extensive log-booming grounds that are chartered in the north part of the harbor extend more than
one mile from the west shore. Care must be taken when anchoring at night to avoid the rafted logs. The mean
tidal range is 4.2 feet; the diurnal and extreme ranges are 7.2 and 14.5 feet, respectively.
Floating equipment based at the Ports of Northwest Washington includes 25 tugs and towboats with
ratings of up to 4,200 horsepower, which are used for towing, docking, undocking, and shifting vessels, and one
tank barge with a cargo-carrying capacity of 16,000 barrels for making deliveries of bunker fuel to vessels at
berth. Oceangoing vessels are usually bunkered at berth by tank barges. Additional equipment based in Seattle
can be dispatched as required.
B.4.7 PORT TOWNSEND
Port Townsend is located on the west side of Port Townsend Bay, at the entrance to Admiralty Inlet and
Puget Sound. The port is 86 nautical miles eastward from the Pacific Ocean; 40 nautical miles northwest of
Seattle; and 34 nautical miles southeast of Victoria, B.C. Ships enter Port Townsend Bay between Point Hudson
and Marrowstone Point on Admiralty Inlet. The bay extends in a general south-southwest direction for 2.5 miles,
and then south-southeast for 3 miles, with depths ranging from 30 to 120 feet. The port area extends
approximately 2.5 miles along the west shore of the bay; depths alongside the berths range from 10 to 30 feet.
Principal waterborne commodities include paper and wood products and seafood. Passenger and vehicle
ferryboats operate between Port Townsend and Keystone, Whidbey Island, south of Anacortes.
The usual Port Townsend anchorage lies approximately 0.5 to 0.7 mile south of the port at Pleasure Boat
Basin in depths of 48 to 60 feet and muddy bottom. In south gales, better anchorage is afforded close inshore off
the north end of Marrowstone Island or near the head of the bay in moderate depths and muddy bottom. There
are two explosives anchorages, one designated as a fair weather anchorage area and the other as foul weather
anchorage area. The mean range of tide is 5.2 feet; the diurnal range is 8.5 feet, with an extreme range of about
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16.5 feet. Because of the large daily inequality in the area, there may be only one high and one low water each
day.
B.4.8 ANACORTES
The Port of Anacortes is located on the northern portion of Fidalgo Island, about 93 nautical miles
eastward from the Pacific Ocean, 17 nautical miles south of Bellingham, and 66 nautical miles north of Seattle.
From the ocean to the port, vessels transit the Strait of Juan de Fuca and Rosario Strait. Vessels bound for the
port from the north use Bellingham Channel, which leads eastward from Rosario Strait between Cypress and
Sinclair Islands on the west, and Guemes and Vendovi Islands on the east. Shallow-draft vessels proceeding to
the port from the south frequently use Swinomish Channel and Padilla Bay. The principal waterborne
commodities are crude oil, petroleum products, logs, lumber, seafood, and miscellaneous bulk materials.
Waterfront facilities are located along the south side of Guemes Channel, at Cap Sante Marina and
Mooring Basin, on the east side of Fidalgo Bay, and on the east side of Swinomish Channel near its northerly
end. The Cap Sante Waterway is an improved channel in the northwestern part of Fidalgo Bay. Guemes
Channel separates Guemes Island on the north and Fidalgo Island on the south. The channel is about 3 miles
long and 1A mile wide at its narrowest point, and extends eastward from Rosario Strait to Fidalgo Bay, a shallow
arm of Padilla Bay. Swinomish Channel enters the southeast shore of Padilla Bay. Fidalgo Bay, a part of
Anacortes Harbor, is generally shallow with depths ranging from about 8 feet in the central part to 1 or 2 feet on
the tidal flats near the shore.
No specific areas are designated as anchorage grounds in Anacortes Harbor. Vessels may anchor in
depths of 50 to 60 feet, about 0.8 mile east-northeast from Cap Sante Waterway Light 2. In the harbor, the mean
tidal range is 4.8 feet and the diurnal and extreme ranges are 8.3 and approximately 15.5 feet, respectively. These
tidal ranges are approximately the same at the Padilla Bay entrance to the Swinomish Channel.
B.4.9 EVERETT
Everett Harbor is located on the east side of Port Gardner, at the mouth of Snohomish River. Port
Gardner is an easterly arm of Possession Sound, which lies between Whidbey Island on the west and the
mainland on the east. Possession Sound connects Puget Sound on the south with Saratoga Passage and Port
Susan on the north. Everett is 30 nautical miles north of Seattle, 63 nautical miles south of Bellingham, and
about 117 nautical miles from the Pacific Ocean. From the ocean to the port, vessels traverse the Strait of Juan de
Fuca, Admiralty Inlet, and the Puget and Possession Sounds.
The harbor proper extends southward approximately 4 miles from Preston Point at the mouth of the
Snohomish River; the northernmost 2!/2 miles are essentially on the river delta. This northerly portion is shallow
and generally bare at low tide, except for a dredged channel through which the flow of the river is partially
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diverted southward to Port Gardner by means of a training dike. The Snohomish River flows north through and
along the east side of the City of Everett and west along its northern limits to a natural outlet at Preston Point.
Smith Island is a delta formation on the north side of the river at its mouth. The principal commodities handled at
the port are logs, lumber, wood products, alumina, and perishable food.
The designated general anchorage area is west of the Port Gardner waterfront in Possession Sound,
beginning at a point 560 yards from Snohomish River Light 5. A buoy marks a submerged obstruction near the
center of the anchorage. The mean range of tide is 7.4 feet; the diurnal and extreme ranges are 11.1 and 19 feet,
respectively. Channel depths of about 22 feet or more exist at the main wharves in Port Gardner. Waterfront
facilities for deep-draft vessels are located in the southern portion of the harbor on Port Gardner and East
Waterway. Facilities for small vessels, barges, and log rafts are in the northern portion of the harbor, opposite the
training dike near Preston Point, along both banks of the Snohomish River, and on Steam boat and Ebey Sloughs.
Tugboats with ratings of up to 3,000 horsepower are available at Everett and larger tugs may be obtained from
Seattle.
B.4.10 BELLINGHAM AND ELAINE
The Port of Bellingham is about 108 nautical miles from the Pacific Ocean, 80 nautical miles north of
Seattle, and 63 nautical miles north of Everett. From the ocean to the port, vessels transit the Strait of Juan de
Fuca, Rosario Strait, and Bellingham Channel. Vessels bound for the port from the south generally use the
Bellingham Channel, which leads eastward from Rosario Strait between Cypress and Sinclair Islands on the
west, and Guemes and Vendovi Islands on the east. Deep-draft vessels approaching Bellingham Bay from the
north use the channel between the Lummi and Sinclair Islands. Shallow-draft vessels proceeding to the port from
the south frequently use Swinomish Channel and Padilla Bay, and from the north they use Hale Passage.
Bellingham Harbor is located on the northeasterly shore near the head of Bellingham Bay. The bay is
approximately 12 miles long and 3 miles wide and is open to the south and southeast. The harbor has a
deepwater approach ranging from 96 feet in depth in the outer portion to 24 feet near the shore, except in the
northerly portion where tidal flats extend about % to 1A mile from the shore and where the bottom slopes
gradually to deepwater. These tidal flats merge with the delta of the Nooksack River at the north end of the bay.
Two anchorage areas have been established in Bellingham Bay, one designated as a general anchorage and the
other designated as an explosives anchorage. The bottom of the bay consists of a thin accumulation of mud over
hardpan forming rather poor holding ground in heavy weather.
Elaine Harbor, operated by the Port of Bellingham, is located 38 nautical miles north of Bellingham on
the international boundary. The harbor is entered from Semiahmoo Bay, an arm of Boundary Bay on the Strait of
Georgia. Waterfront facilities are located on Bellingham Bay, at Elaine Harbor, and several waterways in the
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area. The mean range of tide at Bellingham is 5.2 feet and the diurnal range is 8.6 feet. A range of about 14 feet
may occur at the time of maximum tides. The mean range of tide at Elaine is 5.9 feet and the diurnal and extreme
ranges are 9.5 and 17 feet respectively. The principal waterborne commodities handled at Bellingham and Elaine
are logs, lumber, petroleum products, seafood, chemicals, and cement.
Floating equipment based at these ports includes 25 tugs and towboats with ratings of up to 4,200
horsepower, which are used for towing, docking, undocking, and shifting vessels. There is also 1 tank barge with
a cargo-carrying capacity of 15,000 barrels for making deliveries of bunker fuel to vessels at berth. Additional
equipment based in Seattle can be dispatched as needed.
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APPENDIX B.5
DETAILED PORT INFORMATION ON THE
PORT OF CORPUS CHRISTI, TX
B.5.1 GENERAL
The Port of Corpus Christ! is on the west side of Corpus Christi Bay, about 20 miles from the
outer end of the jetties at Aransas Pass. Aransas Pass, located 154 miles southwest of Galveston
Entrance and 113 miles north of the mouth of the Rio Grande, is the principal approach from the Gulf to
Aransas and Corpus Christi Bays and their tributaries. The pass lies between San Jose Island on the
north and Mustang Island on the south. Harbor Island is directly opposite the inner end of the pass and
separates Aransas Bay from Corpus Christi Bay.
The entrance channel through Aransas Pass is protected by jetties. There is an outer bar channel
45 to 47 feet deep, a jetty channel 45 feet deep, and an inner basin at Harbor Island also with a depth of
45 feet. Corpus Christi Channel extends from Aransas Pass to Corpus Christi on the west side of Corpus
Christi Bay. For about 4 miles at the east end, it extends through Turtle Cove between Harbor Island on
the north and Mustang Island on the south, then across Corpus Christi Bay. The channel is straight
except for a slight bend at its midway point just south of Ingleside Cove. The depth is 45 feet to the Tule
Lake Turning Basin, 30.5 miles from the outer bar. A barge assembly basin with depths of 14 feet is
located on the south side of the Corpus Christi Channel.
Harbor Island is at the head of Aransas Pass. Large oil-handling plants with berths are on the
southeast end of the island. A dredged turning basin is east of the berths along the north side of the ship
channel. A 5-mph speed limit is enforced in the channel and harbor from Harbor Island to the town of
Aransas Pass. Corpus Christi Bay is a large body of water, roughly elliptical in shape, lying to the west
of Mustang Island and connected with Aransas Pass by the Corpus Christi Channel. Mustang Island is a
low, narrow strip of land that shelters the bay from the open waters of the Gulf of Mexico. Corpus
Christi Bay is about 15 miles long in an east and west direction and 11 miles wide at its widest part. The
depths are 8 to 11 feet at the east end of the bay and most of the rest of the bay has depths of 12 to 13
feet.
Corpus Christi's port limits include all of Nueces County, Texas. Corpus Christi Main Harbor
encompasses all of the waterfront facilities along the Industrial Canal, Tule Lake Channel, and Viola
Channel, and includes five turning basins: Corpus Christi, Avery Point, Chemical, Tule Lake, and Viola,
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the terminus of the Corpus Christ! Ship Channel. Harbor Island, Port Aransas, Port Ingleside, and La
Quinta are also part of the port area.
The Port of Corpus Christi Authority, headed by the Port Director, has jurisdiction and control
over the port. The harbormaster assigns berths and enforces port regulations. Vessel activity is
monitored continuously from the harbormaster's office at Wharf No. 1 on the south side of the Corpus
Christi Turning Basin. A safe navigable speed is required within the harbor. The Port Authority also has
jurisdiction over 5,030 acres of land on the south side of Nueces Bay and extending westward about 10
miles to include the mouth of the Nueces River.
Pilotage is compulsory for all foreign vessels and U.S. vessels under register in foreign trade.
Pilotage is optional for coastwise vessels that have on board a pilot licensed by the Federal Government.
The Aransas-Corpus Christi Pilots serve Aransas Pass Outer Bar and Jetty Channel, Corpus Christi Ship
Channel to Viola Basin, and La Quinta Channel. The pilots board vessels between the sea buoy, Aransas
Pass Entrance Lighted Whistle Buoy AP, and Lighted Buoy 3. The pilots maintain an office and lookout
on the south jetty. They maintain a 24-hour watch and carry portable VHF-FM radiotelephones. Pilot
services are available 24 hours a day, and arrangements for services are usually made through the Corpus
Christi marine operator, through the harbormaster, through ship's agents, or by radiotelephone to the
pilot station or harbormaster. The harbormaster, pilot station, pilot boat, and all tugs and pilots maintain
radio communications for docking, undocking, and all harbor movements.
Vessels can anchor in the Gulf of Mexico off Aransas Pass in the Aransas Pass Safety Fairway
and Aransas Pass anchorage areas. There is no suitable anchorage for deep-draft vessels inside Aransas
Pass. Light-draft vessels up to 10-foot draft can anchor in Lydia Ann Channel, north of Inner Basin.
Small vessels may also anchor in Corpus Christi Bay in depths up to 13 feet and behind the breakwater
off Corpus Christi in depths up to 15 feet. Under certain conditions, large vessels may be anchored to
short scope in the port's turning basins. A special anchorage area is designated in the bay at the
southernmost T-head pier at the foot of Cooper Avenue.
Corpus Christi Harbor consists of five inland turning basins which are connected by the
Industrial Canal, Tule Lake Channel, and the Viola Channel. The basins and connecting canal are
landlocked and well protected. The bay waterfront at Corpus Christi is protected by a breakwater nearly
2 miles long. Depths in most of the area behind the breakwater range from 5 to 17 feet, not including the
ship channel crossing the north end. The main entrance is through the ship channel. Depths of 5 to 6 feet
can be carried south inside the breakwater to three large wharves of the municipal marina, about 0.7 mile
south of the ship channel. Vessels should pass inshore of the center of this protected waterway. There
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are four openings in the breakwater south of the ship channel; the southernmost opening has depths of
about 7 feet and provides smaller vessels with a direct entrance to the marina from the bay.
The diurnal range of tide at Aransas Pass is 1.4 feet. In Corpus Christi Bay the periodic tide is
too small to be of any practical importance. The currents at times have velocities exceeding 2.5 knots in
Aransas Pass; they are greatly influenced by winds. Currents outside Aransas Pass are variable;
southbound currents when reinforced by northerly winds have produced a drift that has been reported as
high as 4 knots across the mouth of the jetties. Winds from any east direction make a rough bar and raise
the water inside as much as 2 feet above the normal. A sudden shift of the wind from south to north
makes an especially rough bar for a short time.
Corpus Christi has more than 100 piers and wharves which are equipped to handle the port's
waterborne commerce. Principal imports include crude oil, bulk ores, petroleum products, chrome, and
paints; exports include wheat and other grains, petroleum products, aluminum, industrial chemicals,
synthetic rubber, machinery, and general cargo. The port facilities are located in the Outer Harbor on the
Corpus Christi Ship Channel, on the Gulf Intracoastal Waterway, on the east side of Harbor Island, on La
Quinta Channel, and on Jewell Fulton Canal. The facilities in the Inner Harbor are situated along a 9-
mile stretch of dredged channels and basins.
The G. & H. Towing Company is based at the port and performs towing, docking, undocking,
and shifting services for vessels in Corpus Christi Harbor. This company operates 5 diesel-powered
tugboats with ratings ranging from 1,700 to 4,000 horsepower which are permanently based at Corpus
Christi. Towing services are not confined to the limits of the port, but extend to other points along the
Gulf of Mexico, the Gulf Intracoastal Waterway, and the Atlantic Coast. Additional floating equipment
based at the port consists of two tank barges, each with a cargo-carrying capacity of 20,000 barrels and
equipped with pumps for making deliveries of bunker fuel to vessels at berth. These tank barges are
towed by a tug with a rating of 800 horsepower.
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APPENDIX B.6
DETAILED PORT INFORMATION ON
THE PORT OF TAMPA, FL
B.6.1 GENERAL
The Port of Tampa is on Hillsborough Bay and on the east side of Old Tampa Bay, 232 nautical
miles north of Key West, Florida, and 383 nautical miles southeast of Mobile, Alabama.
Tampa Bay, a large natural indentation about midway along the west coast of Florida, is one of the
important harbors of the Gulf coast and is easily accessible day or night. The bay extends northeast from
the Gulf of Mexico for about 20 miles and is 6 to 7 miles wide. It has two arms which roughly form a
"Y" of which Tampa Bay proper constitutes the stem, Old Tampa Bay is the westerly branch, and
Hillsborough Bay is the easterly branch. Hillsborough Bay is about 8 miles long and 4 to 5 miles wide,
and Old Tampa Bay is 12 miles long and 2.5 to 6 miles wide. The two bays are separated by the Interbay
Peninsula.
From the Gulf, deep-draft vessels enter Tampa Bay through Egmont Channel, which passes
between Mullet Key on the north and Anna Maria Key on the south, 4.5 miles apart. Egmont Channel,
the main deepwater ship channel, has been dredged through shoals that extend about 6 miles west of the
entrance. A buoy 13.5 miles west of Egmont Key marks the approach to the bay. Egmont Key is a low,
sandy, and wooded island about 1.6 miles long which is almost in the middle of the entrance to Tampa
Bay. A pilot station lookout tower is near the center of the island. A one-way traffic pattern has been
established in Egmont Channel to protect vessels with a draft of greater than 36 feet. The main ship
channel continues through Mullet Key Channel and dredged cuts leading up the bay through Tampa Bay,
Hillsborough Bay, and Old Tampa Bay.
The Port of Tampa is under the direction of the Tampa Port Authority and includes Tampa
proper, Port Tampa, Big Bend, and the mouth of the Alafia River. The Authority is composed of a five-
member board appointed by the Governor of Florida. The board appoints a Port Manager to administer
the regulations established by the Authority. The Greater Tampa Bay Marine Advisory Council and the
Coast Guard Captain of the Port of Tampa recommend specific guidelines regarding the movement of
vessels in and out of the port.
Pilotage is compulsory for all foreign vessels drawing 7 feet or more. It is optional for U.S.
vessels sailing coastwise under license and enrollment which have on board a pilot licensed by the
Federal Government. Pilotage services are provided by the Tampa Bay Pilots. The pilot station is
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located mid-length of Egmont Key. Pilots board vessels day and night, usually in Egmont Channel.
Vessels are requested to enter Egmont Channel and proceed inbound, maintaining a speed of 7 to 8
knots for pilot boarding.
Vessels with good ground tackle should anchor in the Tampa anchorage areas north of the
Tampa Safety Fairway leading to Egmont Channel. The usual inside anchorages are south of Mullet Key
in depths of 30 to 35 feet, and southwest of Gadsden Point in natural depths of 29 to 35 feet. The Tampa
Bay Pilots have imposed a restriction of 675 feet in length and 27 feet in draft for vessels in the Gadsden
anchorage. Explosives and quarantine anchorages are east of Mullet Key, northeast of Papys Point, and
south of Interbay Peninsula.
The diurnal range of tide in Tampa Bay is about 2.3 feet. A strong offshore wind sometimes
lowers the water surface at Tampa and in the dredged channels as much as 4 feet, and retards the time of
high water by as much as 3 hours. A continued southwest wind raises the water by nearly the same
amount and advances the time of high water by as much as one hour. There is a large daily inequality in
the ebb, and velocities of 3 knots or more may be expected at the strength of the greater ebb of the day in
Egmont Channel, Passage Key Inlet, and off Port Tampa. Flood velocities seldom exceed 2 knots.
Winds have considerable effect in modifying the tidal current. At 6.7 miles west of Egmont Key, the
tidal current is rotary, turning clockwise, and has considerable daily inequality. The strengths of the
greater floods and ebbs set north and south, respectively.
The port has more than 110 piers, wharves, and docks available to handle waterborne
commodities. There is considerable foreign and domestic trade in shipments of phosphate rock,
petroleum, liquid sulfur, cement, chemicals, cattle, fruit, grain, scrap iron, machinery, and general cargo.
Most of the facilities are situated along the Hillsborough, Seddon, Sparkman, Garrison, and Ybor
connecting channels and turning basins; the remaining facilities are along the river and bay waterfronts
in the port area.
The Port of Tampa has several towing companies with tugs of ratings up to 6,000 horsepower.
Some tugs are equipped for fire-fighting. Large vessels usually require at least two tugs. Tampa Bay
pilots have established recommendations with respect to dead ship movements: Vessels 350 feet or less
require 1 assist tug plus towing vessel; vessels 350 to 500 feet require 2 assist tugs plus towing vessel;
vessels 500 to 650 feet require 3 assist tugs plus towing vessel; vessels 650 feet or more require 4 assist
tugs plus towing vessel. A towing tug is not required in intra-bay transit. Tugs of up to 2,400
horsepower are based at Port Manatee, a deepwater terminal on the southeast side of Tampa Bay, about
11 miles above Egmont Key.
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The city of Tampa is at the head of Hillsborough Bay at the mouth of Hillsborough River, about
41 miles from the Gulf entrance. Hillsborough River flows southward through the city into the turning
basin at the north end of Seddon Channel. The head of navigation in the river is the City Water Works
Dam, 10 miles above the mouth. A part of the waterfront at Tampa is on triangular-shaped Seddon
Island at the northern end of Hillsborough Bay. Each of the island's three sides is coursed by dredged
channels. At the southern tip of the island, the Hillsborough Bay Channel divides into Seddon and
Sparkman Channels on the west and east sides, respectively. These channels are interconnected by
Garrison Channel on the north side of the island. Seddon Channel is extended northward by a shallow-
draft channel in the lower reaches of Hillsborough River. Sparkman Channel is extended northward by
Ybor Channel to the industrial section of the city. Two turning basins - the Hillsborough at the mouth of
the Hillsborough River and the Ybor at the entrance to Ybor Channel - are at the west and east ends of
Garrison Channel at its junction with Seddon and Sparkman Channels, respectively. Davis Islands, and a
mainland extension terminating at Hookers Point lies adjacent to the east side of Sparkman Channel.
Port Tampa is on the westerly side of the Interbay Peninsula on Old Tampa Bay, about 18
nautical miles via the deep-draft channels from the Tampa waterfront at Hookers Point. Port Tampa and
Port Sutton have large slips and waterfront facilities equipped to accommodate oceangoing vessels.
Weedon Island, located west of Port Tampa across Old Tampa Bay, and Big Bend, located east of
Gadsden Point across Hillsborough Bay, have privately maintained channels leading to power plant
terminals.
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APPENDIX B.7
DETAILED PORT INFORMATION ON
PATAPSCO RIVER PORTS INCLUDING THE
PORT OF BALTIMORE, MD
B.7.1 GENERAL
The Port of Baltimore, one of the major ports of the United States, is situated at the head of the
navigable tidewater portion of the Patapsco River. Located approximately 12 miles northwesterly from
the 4,400-square mile Chesapeake Bay, the largest estuary in the United States, the harbor area consists
of the entire Patapsco River and its tributaries. The port is 150 nautical miles north of the Virginia
Capes, the entrance from the Atlantic Ocean to the Chesapeake Bay. The bay is 168 miles long with a
greatest width of 23 miles and represents the largest inland body of water along the Atlantic coast. The
Patapsco River enters the west side of the Chesapeake Bay between Bodkin Point and North Point, 4
miles to the north, about 9.5 miles below Fort McHenry at Baltimore. The river is about 4 miles wide at
its mouth, between North and Bodkin Points.
Chesapeake Bay is the approach to Baltimore, Norfolk, Newport News, and many lesser ports.
Deep-draft vessels use the Atlantic entrance, which is about 10 miles wide between Fishermans Island on
the north and Cape Henry on the south. Medium-draft vessels can enter from Delaware Bay on the north
by way of the sea level Chesapeake and Delaware Canal, a distance of 113 nautical miles. The canal
extends from Reedy Point, Delaware, to the Chesapeake Bay, and provides unencumbered ship passage
between Baltimore and other North Atlantic ports. Light-draft vessels can enter Baltimore from
Albemarle Sound on the south via the Intracoastal Waterway.
The port area of Baltimore includes the navigable part of the Patapsco River below Hanover
Street, the Northwest and Middle Branches, and Curtis Bay and its tributary Curtis Creek. The
Northwest Branch, known locally as the Inner Basin, extends about 3 miles in a northwesterly direction
from Fort McHenry to its head at Calvert Street, and varies in width from 1,200 to 3,000 feet. Middle
Branch, also known locally as Spring Garden, extends about 1.5 miles in a northwesterly direction from
Ferry Bar past Hanover Street to the foot of Eutaw Street, and varies in width from 1,000 to 4,000 feet.
Curtis Bay is an estuary, about 2 miles long and 0.7 mile wide, on the southwest side of the Patapsco
River, 6 miles above the river mouth. Curtis Creek empties into the head of Curtis Bay from southward
between Sledds and Ferry Points, on the southwest side of Curtis Bay.
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Pilotage is compulsory for all foreign vessels and for U.S. vessels under register in the foreign
trade bound to or from the Port of Baltimore. Pilotage is optional for U.S. vessels under enrollment in
the coastwise trade who have on board a pilot licensed by the Federal Government for these waters. The
Association of Maryland Pilots offers pilotage for any vessel between Baltimore and the Virginia Capes,
and between Baltimore and the Maryland entrance to the Chesapeake and Delaware Canal at Chesapeake
City, Maryland. The Maryland pilots also serve Maryland ports in the tributaries of Chesapeake Bay and
the District of Columbia. Maryland pilots board vessels bound for Baltimore at Cape Henry. The
docking pilots board vessels at North Point or Key Bridge depending on location of the destination dock.
The Association of Maryland Pilots maintains a station on the north bank of the Chesapeake and
Delaware Canal at Chesapeake City, where the exchange of pilots takes place. Vessels proceeding from
Chesapeake City to Washington, D.C. or the lower part of Chesapeake Bay, when using Maryland pilots,
sometimes transfer pilots at a designated transfer area in Chesapeake Bay off the entrance to Patuxent
River or on the Potomac River off Piney Point, depending on the port of call. When vessels proceed to
Virginia ports, the Maryland pilots are replaced by pilots of the Virginia Pilots Association off the mouth
of Severn River (approach to Annapolis, Maryland).
The Chesapeake and Interstate Pilots Association offers pilot services to U.S. vessels engaged in
the coastwise trade, and public vessels to or from Baltimore via the Chesapeake Bay if the vessel is
entering from the sea at Cape Henry or transiting between any port or place on the Chesapeake Bay and
its tributaries. Pilot service is also offered to vessels to or from Baltimore that are transiting the
Chesapeake and Delaware Canal. The pilots will meet vessels upon prior arrangement at Cape Henlopen
or any port or place on the Delaware Bay and River, and at Cape Henry or any port or place on the
Chesapeake Bay and its tributaries. These pilots will also meet vessels at various ports in the northeast
and provide all pilot services required from the port of departure to the port of arrival. The Association
of East Coast Pilots offers pilotage to public vessels and U.S. vessels in the coastwise trade that are
transiting between Baltimore by way of the Chesapeake and Delaware Canal and many ports northeast.
A regulated navigation area has been established in the waters of the Atlantic Ocean and in
Chesapeake Bay. Traffic separation schemes have been established for the control of maritime traffic at
the entrance of Chesapeake Bay and off Smith Point Light. These schemes have been designed to aid in
the prevention of collisions, but are not intended in any way to supersede or alter the applicable
Navigation Rules. The scheme provides inbound-outbound traffic lanes for entering or departing
Chesapeake Bay from the northeast and from the southeast.
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A precautionary area with a radius of two miles is centered on the Chesapeake Bay entrance
junction. Extreme caution should be exercised where two routes converge off Cape Henry. Vessels may
be maneuvering in the pilotage area which extends into the western part of the precautionary area. The
waters surrounding a vessel that is carrying liquefied petroleum gas are considered to be a safety zone
while the vessel transits the Chesapeake Bay and Elizabeth River.
The mean range of tide is 1.1 feet at Baltimore and 2.8 feet at Cape Henry. Prolonged winds of
constant direction may cause substantial variation in the tide. The current velocity is 1.0 knot on the
flood and 1.5 knots on the ebb in the entrance to the Chesapeake Bay. The current velocity at Baltimore
is 0.8 knot on the flood and ebb; currents in the harbor area are generally too weak and variable to be
predicted. There are six general anchorage areas in the Patapsco River of Baltimore Harbor, including
two that are designated for deep-draft vessels and four that are designated for vessels with specific drafts
of less than between 19 and 30 feet. Other established anchorage areas include one reserved anchorage,
one designated for dead ships, and one small vessel anchorage to be used only by vessels 100 feet in
length or less.
The channel depths in the Baltimore Harbor are 50 feet in the main channel between the Virginia
Capes and Fort McHenry; 42 feet in the east section of the Ferry Bar Channel and turning basin; 49 feet
in the Northwest Harbor East Channel and turning basis; 40 feet in the Northwest Harbor West Channel
and turning basin; and 50 feet in the Curtis Bay Channel. The main channel between the Delaware
Capes and Baltimore by way of the Chesapeake and Delaware Canal is 35 feet deep. A 6-knot speed
limit is enforced in the Inner Harbor at the head of Northwest Harbor.
The Baltimore Maritime Exchange, located on the Baltimore Recreation Pier, provides
information concerning ship movements, local harbor conditions, weather data, and various other
services. Baltimore Harbor comprises approximately 45 miles of waterfront area encompassing nearly
1,600 acres of sheltered waters. A part of the port included in this area lies outside the municipal limits
of Baltimore; however, state law places the entire port complex under the jurisdiction of the Maryland
Port Administration which is part of the Maryland Department of Transportation. The Port
Administration has general jurisdiction over the physical operation of Baltimore Harbor and issues rules
and regulations pertaining to the use of the port's public facilities. More than 200 piers, wharves, and
docks are equipped to handle the port's principal waterborne commerce. Commodities consist of both
containerized and conventional general cargo as well as dry and liquid bulk products. Several municipal
piers, administered by the city harbormaster, are used mainly by coastwise vessels.
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Floating equipment based at the Port of Baltimore is available to provide docking and towing
services as well as bunkering fuel and fresh water to vessels at berth and in the harbor. Equipment
includes about ten tugs with ratings of up to 3,800 horsepower which are ready at all times to assist
vessels arriving or departing, in docking or undocking, and in shifting within the harbor. Long distance
towage is also provided whenever needed.
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APPENDIX B.8
DETAILED PORT INFORMATION ON
THE PORT OF COOS BAY, OR
B.8.1 GENERAL
The Port of Coos Bay is in the southwestern part of the State of Oregon and includes all of Coos
Bay and its tributaries. Coos Bay is a U-shaped body of water about 13 statute miles long and one mile
wide with an area of about 15 square miles at high tide. The deep-water entrance to the bay from the
Pacific Ocean is about 384 nautical miles north of San Francisco, California, and about 200 nautical
miles south of the Port of Astoria, Oregon, at the mouth of the Columbia River. Coos River, formed by
the confluence of the South Fork and Millicoma River, flows into the southeastern end of the bay. The
Port of Newport is located in the northwestern part of Oregon, on Yaquina Bay at the mouth of the
Yaquina River, 113 nautical miles south of the Port of Astoria. Yaquina Bay is a tidal estuary, the harbor
itself being merely the widening of Yaquina River just inside the entrance.
Coos Bay is the largest coastal deep-draft harbor between San Francisco and Puget Sound.
Noted for having the safest entrance bar on the northwest coast, the Coos Bay channel was deepened by
two feet in 1996. This navigation improvement combined with a short 15-mile channel route provides
for increased inbound and outbound cargoes that move rapidly and efficiently. One of the largest forest
products ports in the world, Coos Bay is used as a harbor of refuge and can be entered at any time except
in extreme weather. The entrance to the bay is protected by jetties, and there is usually a current
sweeping either north or south just off the jetties. The currents are variable and uncertain; velocities of 3
to 3.5 knots have been observed offshore and greater velocities have been reported. The most favorable
time for crossing the bar is on the last of the flood current, and occasionally it is passable only at this
time.
Pilotage is compulsory for all foreign vessels and U.S. vessels under register. Pilotage is
optional for U.S. vessels in the coastwise trade that have onboard a pilot licensed by the Federal
Government for these waters. The Coos Bay Pilots Association serves Coos Bay and its tributaries. The
pilots usually board vessels about one mile seaward of the Coos Bay Approach Lighted Whistle Buoy K.
Vessels are requested to maintain a speed of about 8 knots during the pilot boarding process. The pilots
for Yaquina Bay are associated with the Coos Bay Pilots Association, and are based in Coos Bay.
An anchorage for deep-draft vessels with good holding ground in sand bottom is available
outside and to the north of the bay entrance. Anchorage for small craft is available almost anywhere in
B-47
-------
the bay outside the dredged channels and below the railroad bridge. An anchorage basin 1,000 feet long
and 800 feet wide with 35 feet of depth has been constructed inside Coos Bay at mile 5.5, but it is not
currently maintained. There are no anchorages for deep-draft vessels at Yaquina Bay.
The mean range of tide at Coos Bay is 5.6 feet, and the diurnal range of tide is 7.3 feet. A range
of about 12 feet may occur at the time of maximum tides. The current velocity in the entrance to Coos
Bay is about 2 knots. The greatest observed ebb velocity was a little more than 3 knots. During long
runouts, an ebb current of 5 knots has been reported at Guano Rock. The mean range of tide at Newport
is 6.0 feet, and the diurnal range of tide is 8.0 feet. The current velocity is about 2.4 knots on the flood
and 2.3 knots on the ebb in Yaquina Bay entrance. Near Newport docks, the velocity is about 0.5 knot;
off Yaquina and 1 mile south of Toledo, the velocity is about 1.4 knots.
The Port of Coos Bay, including facilities at the cities of Coos Bay and North Bend, has more
than 10 deep-draft piers and wharves with about 15 deep-draft berths. Altogether, there are about 60
piers, wharves, and docks located at Coos Bay and Newport. Floating equipment serving Coos Bay and
Newport includes about 20 tugs with ratings up to 2,000 horsepower. The tugs are used for towing,
docking, undocking, and shifting vessels. Three of the tugs at Coos Bay are also used as pilot boats.
These are the largest tugs available and do most of the dock assist work in the port.
The principal waterfront facilities at Coos Bay are those located at Charleston, near the entrance,
at the localities of Empire, North Bend, Coos Bay and Bunker Hill on the western and eastern arms of the
bay and the upper bay, and at Eastside on the Coos River. Logs and lumber are the principal waterborne
commodities handled at North Bend, Coos Bay, Bunker Hill, and McLean Point. The main waterfront
facilities for the Port of Newport are located in Newport, at McLean Point on the north side of the bay,
and at South Beach on the south side. The majority of facilities at Charleston and Newport are used by
fishing vessels.
Public and private terminals at Coos Bay are equipped to handle all types of forest products,
breakbulk cargoes, and bulk commodities. Twelve terminals provide 13 deep-draft berths, five barge
facilities, and two special purpose moorages. More than 4.5 million tons of cargo move through the
harbor annually, with an average of 250 deep-draft vessel and 120 cargo barge calls.
B-48
-------
APPENDIX C
PORT CONTACTS
-------
PORT CONTACTS
The marine exchanges and port authorities were contacted to obtain data are listed in Table C-l.
In the search for usable electronic data on port activity, many dead ends were reached. Table C-l
indicates those ports which keep electronic data and those we contacted but did not result in data.
Table C-l. Port Contacts
Port
Philadelphia
Virginia
Houston
Corpus
Christi
Port of South
Louisiana
Alaska
Tampa
Baltimore
Miami
Chicago
Contact
Philadelphia Maritime Exchange
Scott Anderson
(215) 925-1524
Hampton Roads Maritime Association
Ron Williams
Houston Marine Exchange
Alton Landry
Port Authority
Marvin Moonie
(512)885-6149
New Orleans Board of Trade
Gene Hymel
(504) 525-3271
Port of Anchorage
Tampa Port Authority
Lori Rafter
(813)272-0550
Baltimore Maritime Exchange
David Stanbaugh
(410)342-6610
Port of Miami
Andrew Diamond
(305) 371-7678
Chicago International Port Authority
John Shiphorst
Comments
Purchased data from Marine
Exchange
Just implemented data tracking
system in February 1997
Do not keep electronic data
Purchased data from Port
Authority
Purchased data from Board of
Trade
Only record vessel arrivals by
month in a log book
Purchased data from Port
Authority
Purchased data from Marine
Exchange
Could not provide electronic
data
Did not have data in one place
for the port
C-l
-------
Table C-l. Port Contacts (Continued)
Port
Detroit
Toledo
Burns
Harbor
Duluth
Superior
Cleveland
New Haven
Coos Bay
Seattle
New York
New Jersey
Cincinnati
St. Louis
Contact
Steven Olinek
(800) 249-7678
Kelly Revera
(419)243-8251
Pete McCarthy
(219) 787-8636
Davis Helberg
(218) 727-8525
Dharma Wilson
Cleveland Port Authority
(216)214-8004
Jim Shine
(203)469-1391
Coos Bay Marine Exchange
Martin Gallery
(541)267-7678
Puget Sound Marine Exchange
Jim Friberg
(206) 443-3830
Maritime Association of the Port of New
York/New Jersey
Terry Benson
(212)425-5704
Donald Leavitt
(501) 862-1471
St. Louis Port Authority
Nick Nichols
314-622-3400x264
Comments
Could not provide electronic
data
Did not have detailed
information electronically
Provided electronic data
Did not have electronic data
No electronic data - Received
log book copies
Dead end
Purchased data from Marine
Exchange
Purchased data from Marine
Exchange
Purchased data from Marine
Exchange
Dead end
No electronic data but good
source of some data on the port
C-2
-------
Table 2-4. Top 90 Deep-Sea Ports, trips by ship-type for 1995
I Rank
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
PORT NAME
Port of South Louisiana, LA
Houston, TX
Port of New York
Port of Baton Rouge, LA
Valdez Harbor, AK
Port of New Orleans, LA
Port of Plaquemine, LA
Corpus Christi, TX
Long Beach Harbor, CA
Mobile Harbor, AL
Tampa Harbor, FL
Texas City, TX
Port Arthur, TX
Los Angeles Harbor, CA
Lake Charles, LA
Baltimore Harbor, MD
Philadelphia, PA
Marcus Hook, PA
Port of Portland, OR
Pascagoula Harbor, MS
Seattle Harbor, WA
Paulsboro, NJ
Port of Newport News, VA
Beaumont, TX
Richmond Harbor, CA
Tacoma Harbor, WA
Freeport, TX
Port Everglades Harbor, FL
Savannah Harbor, GA
San Juan Harbor, PR
Jacksonville Harbor, FL
Port of Boston, MA
Oakland Harbor, CA
Anacortes Harbor, WA
New Castle Area, DE
Norfolk Harbor, VA
Portland Harbor, ME
Honolulu Harbor, Oahu, HI
Port of Kalama, WA
Charleston Harbor, SC
Galveston, TX
Matagorda Ship Channel, TX
New Haven Harbor, CT
Barbers Point, HI
Port of Wilmington, NC
Port of Vancouver, WA
Providence, Rl
Miami Harbor, FL
Port of Longview, WA
Port of Albany, NY
Camden, NJ
Nikishka, AK
Morehead City Harbor, NC
Wilmington Harbor, DE
Everett Harbor, WA
BA
-
5
25
-
-
70
-
2
-
-
-
-
-
-
2
-
-
-
1
-
41
-
15
-
-
-
-
-
46
-
2
-
-
-
-
-
-
2
-
-
1
-
-
2
6
1
-
-
-
-
-
-
15
-
-
BC
2,713
1,174
453
1,171
-
2,134
675
407
695
618
958
41
321
370
236
806
164
17
614
157
278
5
521
78
82
432
71
148
473
145
227
103
106
24
-
48
39
44
315
128
248
205
155
26
135
335
81
46
427
97
269
2
70
104
113
BD
76,063
5,183
6,488
23,855
111
27,111
31,011
1,030
91
20,915
1,134
469
1,398
3,132
3,094
3,200
216
21
8,884
1,118
4,463
285
937
1,846
33
1,521
254
155
405
1,314
1,034
475
456
89
20
6,736
162
4,693
175
34
343
1,435
219
93
2,494
784
98
288
804
-
533
37
344
67
524
BL
21,064
31,519
6,686
18,241
48
12,884
5,997
7,590
1,285
3,677
1,312
1 1 ,552
4,202
1,586
10,375
1,285
2,711
3,039
4,127
3,639
1,929
3,434
269
7,837
1,201
1,400
4,423
459
373
523
1,437
951
668
751
683
3,544
416
495
181
229
2,995
1,412
1,325
390
1,312
664
654
555
499
938
1,540
51
1,025
415
137
CS
10
884
3,202
33
-
853
3
7
1,848
44
32
4
24
2,063
38
966
230
1
478
8
1,484
-
137
6
16
610
72
1,390
1,051
1,280
769
320
2,595
-
4
21
2
400
-
838
43
2
-
-
332
5
2
2,113
-
5
11
-
6
163
-
GC
163
506
722
194
-
352
22
27
90
317
229
12
126
108
342
208
84
106
61
30
255
49
101
13
27
15
47
557
384
206
128
2
63
-
24
460
-
23
1
127
167
34
28
-
83
83
14
774
34
16
66
4
43
65
-
OT
-
52
2
-
-
16
5
-
13
21
17
2
20
15
7
42
-
-
-
22
19
-
2
-
2
2
3
910
2
174
13
6
9
-
-
21
15
126
-
1
50
1
6
-
51
-
-
346
-
-
-
-
5
-
7
PA
40
186
243
33
29
144
28
125
503
194
96
7
10
660
2,686
32
25
8
701
69
60
2
17
2
-
-
1,541
830
8
1,005
-
57
1
4
4
-
15
47
-
28
580
-
-
1
4
15
-
970
4
1
-
-
-
-
-
RF
10
111
108
-
-
23
-
-
75
4
238
5
2
372
38
4
87
-
9
20
49
2
2
2
-
4
3
74
68
541
20
25
-
-
-
-
2
12
-
16
80
-
-
-
19
-
-
471
10
-
197
-
15
174
10
RO
26
355
611
3
-
252
-
10
118
209
64
-
16
279
51
507
102
2
111
49
213
-
65
24
32
379
13
437
354
456
329
9
38
2
-
-
41
101
-
210
24
-
2
-
46
5
142
691
12
8
18
-
94
42
5
SV
4
572
9
15
-
111
3,280
2,702
3,858
1,959
-
53
95
1,426
14,177
-
-
-
-
877
4
-
-
357
-
-
2,746
-
-
-
-
-
-
-
-
3
-
108
-
-
5,594
6
4
16
-
-
-
2
-
-
-
-
306
-
260
TA
1,645
4,482
3,218
1,079
1,270
891
1,035
1,921
1,091
211
974
740
1,220
1,001
874
309
972
641
299
577
209
630
220
719
838
282
788
733
456
255
439
620
3
394
181
1,952
412
133
20
362
411
173
323
241
476
28
339
73
9
175
177
208
149
26
-
TUG
19,114
16,704
9,608
12,157
195
19,258
8,298
4,716
7,587
5,506
2,369
8,214
5,430
8,389
6,876
3,480
11,314
5,544
10,016
2,426
9,448
6,845
7,794
7,268
520
5,115
2,195
730
937
2,144
2,086
1,030
1,271
3,209
1,633
12,575
765
4,025
2,998
506
4,135
1,265
1,645
1,664
2,393
6,608
1,187
928
4,295
974
6,496
123
1,041
609
2,107
UC
604
2,350
1,523
325
-
1,702
144
98
669
690
534
19
189
708
223
1,097
274
7
286
376
535
-
293
49
108
270
115
3,962
1,024
2,500
698
120
489
91
2
-
59
947
63
571
108
51
70
19
279
151
26
6,334
133
55
162
-
65
90
21
VC
-
68
407
-
-
-
-
-
74
2
2
-
-
300
2
398
31
-
219
-
44
-
25
-
62
111
-
-
-
187
354
28
81
683
-
-
-
210
-
103
7
-
-
-
-
10
5
124
-
-
-
-
-
113
-
Grand Total
121,457
64,152
33,306
57,106
1,653
65,800
50,498
18,634
17,997
34,368
7,959
21,118
13,054
20,411
39,021
12,334
16,210
9,386
25,805
9,367
19,030
11,251
10,398
18,200
2,921
10,140
12,271
10,385
5,580
10,731
7,536
3,746
5,780
5,247
2,551
25,360
1,928
11,367
3,753
3,152
14,785
4,584
3,777
2,452
7,630
8,689
2,548
13,715
6,227
2,269
9,469
425
3,179
1,868
3,184
2-7
-------
Table 2-4. Top 90 Deep-Sea Ports, trips by ship-type for 1995
I Rank
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
PORT NAME
Coos Bay, OR
Bridgeport Harbor, CT
Fall River Harbor, MA
Anchorage, AK
Palm Beach Harbor, FL
Panama City Harbor, FL
Canaveral Harbor, FL
Brownsville, TX
Kahului Harbor, Maui, HI
Portsmouth Harbor, NH
Gulfport Harbor, MS
Port Jefferson Harbor, NY
Brunswick Harbor, GA
Ketchikan Harbor, AK
Port Angeles Harbor, WA
Pensacola Harbor, FL
Grays Harbor, WA
Chester, PA
Hilo Harbor, HHI
San Diego Harbor, CA
San Francisco Harbor, CA
Stockton, CA
Bellingham Harbor, WA
Searsport Harbor, ME
Bucksport Harbor, ME
Georgetown Harbor, SC
Humboldt Harbor and Bay, CA
Olympia Harbor, WA
Salem Harbor, MA
Port of Richmond, VA
Sacramento, CA
Ponce Harbor, PR
Nawiliwili Harbor, Kauai, HI
Port Hueneme, CA
Port of Astoria, OR
Trenton Harbor, NJ
BA
-
-
-
2
-
-
-
-
-
-
-
-
-
-
11
-
-
-
-
-
-
-
1
-
-
-
-
-
-
-
-
-
-
-
-
-
BC
143
-
115
13
103
41
193
120
27
1
36
-
83
43
52
30
159
17
5
70
34
58
24
33
2
98
18
7
36
20
50
22
16
15
293
-
BD
97
794
47
95
164
1,876
131
330
1,364
20
132
677
-
1,640
460
356
38
8
775
43
188
1
210
15
1
43
88
161
-
142
15
28
742
1
185
216
BL
92
480
99
58
115
859
421
507
161
118
2
304
356
182
278
873
6
158
163
13
166
48
86
76
99
18
144
6
65
146
2
-
39
35
250
132
CS
-
-
1
176
-
8
5
30
-
-
202
-
8
154
-
14
-
61
-
6
120
2
13
3
-
-
-
-
-
16
2
205
-
12
-
-
GC
60
4
4
5
9
55
50
25
2
-
39
-
124
163
2
16
20
26
2
414
8
14
46
25
-
30
66
-
-
816
22
41
-
7
4
-
OT
-
2
-
-
306
4
28
8
3
18
38
-
-
20
22
-
-
-
59
218
16
-
11
-
-
-
-
4
23
-
-
57
-
10
1
-
PA
-
-
-
15
5
32
144
2
4
-
-
-
-
549
-
-
6
-
34
36
170
-
8
-
-
-
2
2
-
-
-
32
23
28
7
-
RF
17
118
2
-
-
-
349
-
1
-
20
-
4
-
7
-
2
69
-
37
-
-
14
-
-
-
-
-
-
8
-
17
-
333
-
-
RO
147
-
7
235
340
34
103
6
2
-
134
-
53
-
16
8
-
18
6
58
62
-
13
5
-
-
18
-
-
43
18
2
-
75
3
-
SV
-
7
-
-
-
-
-
6
-
-
52
50
-
2
-
-
-
-
-
1
-
-
-
-
-
-
-
-
-
-
-
-
-
4,495
-
-
TA
256
10
24
66
16
8
78
88
-
137
-
3
-
25
66
9
-
10
-
33
91
59
49
81
43
-
419
-
8
2
19
11
-
-
-
-
TUG
373
1,214
444
142
267
710
546
509
882
97
272
863
313
1,701
1,703
688
210
282
584
96
874
44
1,561
287
152
282
181
550
11
288
14
37
429
56
1,133
463
UC
110
3
27
6
2,207
199
308
617
16
-
94
-
215
723
31
131
48
246
15
530
36
17
394
18
-
59
20
3
2
127
27
101
7
126
109
-
VC
-
-
-
-
-
-
-
2
-
-
-
-
105
-
-
-
-
-
-
71
24
-
6
-
-
-
-
1
-
-
-
-
-
99
-
-
Grand Total
1,295
2,632
770
813
3,532
3,826
2,357
2,250
2,461
391
1,021
1,897
1,262
5,202
2,648
2,126
489
895
1,643
1,626
1,790
243
2,435
542
297
530
956
734
145
1,608
169
553
1,256
5,292
1,985
811
-------
Table 2-5. Top 90 Deep-Sea Ports, tonnage by ship-type for 1995
I Rank
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
PORT NAME
Port of South Louisiana, LA
Houston, TX
Port of New York
Port of Baton Rouge, LA
Valdez Harbor, AK
Port of New Orleans, LA
Port of Plaquemine, LA
Corpus Christi, TX
Long Beach Harbor, CA
Mobile Harbor, AL
Tampa Harbor, FL
Texas City, TX
Port Arthur, TX
Los Angeles Harbor, CA
Lake Charles, LA
Baltimore Harbor, MD
Philadelphia, PA
Marcus Hook, PA
Port of Portland, OR
Pascagoula Harbor, MS
Seattle Harbor, WA
Paulsboro, NJ
Port of Newport News, VA
Beaumont, TX
Richmond Harbor, CA
Tacoma Harbor, WA
Freeport, TX
Port Everglades Harbor, FL
Savannah Harbor, GA
San Juan Harbor, PR
Jacksonville Harbor, FL
Port of Boston, MA
Oakland Harbor, CA
Anacortes Harbor, WA
New Castle Area, DE
Norfolk Harbor, VA
Portland Harbor, ME
Honolulu Harbor, Oahu, HI
Port of Kalama, WA
Charleston Harbor, SC
Galveston, TX
Matagorda Ship Channel, TX
New Haven Harbor, CT
Barbers Point, HI
Port of Wilmington, NC
Port of Vancouver, WA
Providence, Rl
Miami Harbor, FL
Port of Longview, WA
Port of Albany, NY
Cam den, NJ
Nikishka, AK
Morehead City Harbor, NC
Wilmington Harbor, DE
Everett Harbor, WA
Coos Bay, OR
Bridgeport Harbor, CT
Fall River Harbor, MA
Anchorage, AK
Palm Beach Harbor, FL
Panama City Harbor, FL
Canaveral Harbor, FL
Brownsville, TX
Kahului Harbor, Maui, HI
Portsmouth Harbor, NH
Gulfport Harbor, MS
Port Jefferson Harbor, NY
Brunswick Harbor, GA
Ketchikan Harbor, AK
Port Angeles Harbor, WA
Pensacola Harbor, FL
Grays Harbor, WA
Chester, PA
BA
2,146
135,483
_
458,105
41,199
_
-
-
3,766
_
-
_
98,377
_
245,567
-
_
-
210,669
_
5,543
_
_
_
134
_
32,305
-
1,946
30,779
1,202
_
-
_
239,776
-
-
-
4,682
_
-
_
-
_
29,076
-
BC
56,108,286
8,037,822
1,598,013
16,495,082
14,513,393
15,284,135
7,392,820
4,671,118
11,919,617
10,623,568
721,665
4,044,354
2,432,618
2,846,820
9,240,381
1,783,327
288,610
4,418,655
2,256,751
2,339,298
28,256
11,924,597
957,352
501,932
4,155,995
864,966
196,636
1,613,040
116,094
535,537
294,954
225,116
205,839
1,094,654
305,403
62,570
8,809,972
395,962
2,815,897
4,429,391
657,444
547,307
334,265
2,984,184
430,864
26,763
3,274,431
821,727
1,430,501
5,903
655,345
534,629
973,785
873,062
2,117,607
107,752
185,828
91,520
206,683
677,102
200,781
242,874
180,762
9,888
399,328
155,394
970,269
73,990
BD
69,843,946
5,246,926
5,635,245
21,180,061
104,699
19,721,239
36,271,015
308,579
169,325
18,989,257
14,167,146
822,480
1,257,645
2,500,867
2,936,177
7,691,103
107,432
41
5,612,973
725,692
6,050,703
145,405
4,297,842
1,696,650
20,165
1,255,497
278,658
199,452
826,083
3,148,926
1,669,040
1,174,490
427,506
266,030
6,845
5,879,343
294,581
5,176,416
334,279
1,502
336,718
1,145,620
434,887
69,098
17,399
1,280,072
262,187
133,262
773,750
-
727,185
233,984
339,980
95,103
551,764
47,600
1,290,241
367,115
138,020
1,078,388
1,459,597
1,425
246,001
1,900,487
104,529
84,783
361,740
_
341,429
412,493
266,468
92,378
1,844
BL
31,278,099
37,721,583
30,104,016
20,912,488
180,962
15,289,257
6,660,335
13,613,113
1,514,942
5,053,396
9,086,159
15,482,950
4,828,270
3,891,566
12,033,780
2,770,522
10,227,475
13,525,689
5,161,426
6,549,402
1,671,982
10,878,327
323,386
10,237,912
1,754,627
1,690,431
4,377,828
2,507,286
1,069,321
2,307,377
2,007,426
4,643,501
770,482
1,534,800
4,780,276
3,175,058
1,498,470
683,549
285,574
778,807
1,789,619
1,464,764
5,169,804
743,412
2,002,309
891,554
3,552,886
710,364
398,462
4,028,576
1,606,399
219,563
1,103,874
640,554
53,770
75,106
1,704,774
560,684
246,239
1,075,052
934,683
481,480
793,726
432,237
563,771
1,315
1,493,646
232,556
236,270
324,123
917,890
6,981
239,797
CS
40,808
4,642,510
10,953,317
127,910
2,400,868
20,297
13,968
16,711,552
224,341
163,000
19,421
142,703
13,279,754
230,118
6,284,412
1,183,691
-
5,759,500
85,153
10,146,993
_
902,710
11,513
50,450
3,803,267
213,550
1,050,290
4,906,299
327,163
1,185,428
998,086
8,816,981
_
4,099
_
5,063
1,407,347
3,033,527
378,204
12,943
_
1,173,353
86,825
3,608
1,430,934
22,048
33,996
_
24,379
538,329
-
3,591
_
9,105
5,493
101,379
25
582,886
12,232
13,220
-
71,633
-
114,262
GC
693,083
1,411,127
476,201
905,123
753,809
79,739
39,274
471,287
1,999,238
652,805
38,572
685,123
579,630
232,595
651,540
254,017
16,877
434,878
223,074
800,141
253
208,503
96,635
130,560
82,713
211,193
297,030
954,506
41,235
181,729
1,311
155,903
4,647
120
41
16,253
372,336
84,405
68,701
80,570
_
206,453
716,920
72,830
139,808
350,230
47,121
133,330
24
81,528
204,678
1,292
413,376
1,733
17,895
49
2,524
113,645
60,104
72,561
3,923
192,546
425,252
24,758
12,064
27,558
168,960
31,001
OT
46,806
_
64,540
2
-
113
58,968
-
56
632
375
-
11,858
41,316
181,564
_
-
1,147,520
43,501
467
13
_
163,800
_
10
_
728
-
_
1,293
2,465
1,425
4,977
-
_
4,355
-
2,172,486
-
-
282
-
_
242
143,315
_
834,319
267,981
-
PA
302
1,422,566
_
74
534,457
4
33,161
86,395
139,376
1,082,859
-
31,968
1,208,227
115,203
318,500
147,070
8
221,719
396
176,128
_
204,571
-
_
16,242
2,192,843
23,113
1,210,381
239,636
_
3
_
75,500
57,334
104,904
65,027
-
_
16,265
-
1,791,183
14,277
-
_
-
-
-
85,746
_
609,593
751
23,366
-
_
239,215
-
40,115
RF
83,737
207,703
131,245
_
25,522
-
216,292
18,399
814,764
23,471
6,215
910,072
247,809
5,474
201,919
-
8,099
43,820
99,038
1,319
6,429
4,802
4,785
13,842
92,397
128,307
14,707
8,264
_
_
2,112
6,703
14,998
284,249
-
_
20,515
-
200,565
49,955
-
465,540
_
25,793
305,189
31,510
31,297
322,679
1,847
_
201,676
_
47,705
6,884
9,763
3,092
96,205
RO
365,801
1,414,045
2,094,697
29,231
935,643
77,757
528,562
2,542,165
292,236
-
113,531
1,375,948
407,829
4,178,762
417,471
33,387
1,178,248
188,576
399,086
_
683,963
271,790
159,298
2,149,857
68,149
227,572
1,417,738
128,573
1,148,413
17,591
137,354
253
_
57,951
285,340
695,069
276,736
-
1,366
_
185,695
60,855
18,969
242,086
105,102
43,310
28,044
_
409,186
288,011
13,430
1,453,442
24,339
786,964
163,591
24,418
76,613
15,080
396
487,850
225,277
125,360
11,573
-
49,072
SV
4,140
_
12,430
282
3,912
4,504
31,754
1,486
1,710
6,839
1,038,385
_
-
66,479
2,770
_
57
_
161,784
-
_
_
_
_
_
_
166,402
-
_
-
_
-
_
26
-
2,980
-
-
_
-
2,059
_
12
3
_
-
-
TA
31,751,235
55,832,552
38,444,923
17,376,110
80,659,750
12,932,031
11,294,745
45,497,977
23,570,064
2,984,336
11,599,324
32,613,004
36,964,294
13,902,182
24,688,340
1,842,049
23,678,297
16,695,736
2,986,413
15,930,231
271,687
13,452,605
1,146,323
6,656,788
17,192,649
1,700,178
12,944,539
10,644,122
3,728,049
4,024,893
5,324,370
7,629,838
109,239
10,683,912
7,663,045
1,584,520
9,131,950
1,864,593
56,428
3,677,764
3,448,354
1,220,039
2,213,492
6,629,209
3,315,543
84,128
2,353,810
571,851
57,414
463,728
760,114
4,240,236
1,258,172
715,985
-
121,393
15,158
1,091,649
170,124
1,411
854,761
284,362
_
1,624,452
-
162,689
14,012
107,146
31,409
29,321
-
360,449
TUG
1,962
13,914
179
_
400
5,741
236
24
_
55,309
-
22,332
-
2,031
255
-
1,772
11,089
70,184
_
50
-
10,667
20
7
1,131
22,161
155
89,143
74
360
137
-
1,218
_
1
-
1,041
-
5
_
-
-
-
924
467
560
_
6
_
2,544
-
UC
11,081,425
7,781,661
5,711,511
4,020,253
7,550,526
3,247,950
901,418
4,635,110
6,022,029
3,191,005
216,986
1,531,120
4,230,052
958,368
7,394,372
1,369,761
53,174
2,211,982
798,422
2,829,929
_
3,191,260
408,259
387,645
3,540,551
327,917
994,808
2,363,100
3,921,843
2,291,938
234,194
2,203,321
130,843
1,421
68,916
93,192
1,006,950
1,860,293
1,681,927
663,028
853,072
195,617
232,890
525,318
1,306,803
135,919
1,255,050
1,133,237
356,829
541,310
_
434,828
330,196
100,035
715,979
3,068
171,752
759,464
295,903
254,629
318,357
454,877
24,994
239,793
489,975
5,388
88,254
142,378
283,913
422,347
VC
492,568
1,225,876
_
_
-
506,015
15,598
8,274
-
1,544,465
11,935
2,853,302
154,099
-
2,145,199
_
281,676
_
236,233
-
335,977
920,738
-
96,754
952,158
79,274
378,216
2,103
_
870,835
385,621
98,828
-
_
115,556
51,829
74,146
-
_
608,840
-
-
_
-
6,895
21
-
415,538
-
-
Grand Total
201,248,382
122,855,806
97,933,273
81,046,257
80,945,485
75,192,220
72,864,244
67,923,413
53,085,189
49,939,620
51,795,416
49,940,034
49,629,321
45,862,851
45,753,157
43,231,047
39,524,559
30,613,522
30,152,722
26,920,401
25,419,556
24,506,165
23,365,005
20,343,384
20,533,302
20,462,215
19,469,631
18,367,389
17,204,315
15,453,146
15,338,462
15,321,293
13,224,118
13,081,370
12,455,809
11,802,606
11,464,222
11,438,393
11,346,546
11,142,555
10,440,500
9,194,530
8,754,399
8,223,862
7,829,188
7,530,564
6,882,902
6,578,478
6,161,835
5,783,340
5,726,424
4,699,710
4,577,242
4,261,514
3,901,052
3,609,862
3,443,888
3,279,988
3,221,490
2,972,159
2,889,008
2,816,747
2,654,793
2,586,230
2,292,994
2,023,084
2,018,078
2,002,489
1,811,633
1,702,395
1,622,216
1,565,708
1,388,968
-------
Table 2-5. Top 90 Deep-Sea Ports, tonnage by ship-type for 1995
I Rank
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
PORT NAME
Hilo Harbor, HHI
San Diego Harbor, CA
San Francisco Harbor, CA
Stockton, CA
Bellingham Harbor, WA
Searsport Harbor, ME
Bucksport Harbor, ME
Georgetown Harbor, SC
Humboldt Harbor and Bay, CA
Olympia Harbor, WA
Salem Harbor, MA
Port of Richmond, VA
Sacramento, CA
Ponce Harbor, PR
Nawiliwili Harbor, Kauai, HI
Port Hueneme, CA
Port of Astoria, OR
Trenton Harbor, NJ
BA
-
_
-
_
-
_
_
_
-
BC
29,858
96,211
40,922
502,766
136,586
123,312
722,330
67,640
35,904
746,356
68,213
399,399
61,397
112,958
28,047
589,618
-
BD
977,168
61,874
280,334
18
137,414
102,308
11,868
64,023
287,147
198,641
71,553
95,323
12,293
974,743
_
130,418
705,486
BL
296,627
51,905
231,788
79,756
229,866
314,943
362,692
4,578
342,158
11,871
277,132
505,603
6,449
_
25,887
113,458
73,155
258,374
CS
15,372
190,327
9,572
36
6,847
_
-
47,063
7,809
590,149
3
18,841
-
GC
1,321
175,040
9,162
63,777
198,755
118,826
211,292
313,808
500
191
156,108
34,108
58,226
50,219
-
OT
114
_
196,793
-
_
914,623
_
3
26
-
PA
39,743
74,928
126,892
_
-
_
5,838
20,840
_
285,282
13,451
441
-
RF
21,209
_
13,044
-
_
-
42,663
6,943
250,523
-
RO
953
88,937
44,828
_
17,996
13,218
_
119,491
-
59,160
192,158
2,543
205,123
-
SV
-
_
-
_
-
_
_
22,921
-
TA
424,203
339,033
543,833
149,053
518,486
862,982
_
-
124,829
5,032
107,562
60,277
_
-
TUG
308
_
-
_
2,775
-
_
_
_
2
-
UC
8,695
214,916
31,027
120,739
211,788
64,771
231,170
81,526
16,177
49,099
331,963
172,648
81,120
2,570
171,033
133,184
-
VC
126,464
35,753
_
42
-
_
-
_
_
207,223
-
Grand Total
1,354,365
1,351,482
1,330,066
1,320,462
1,291,373
1,262,712
1,237,542
1,233,393
1,220,383
1,198,556
1,197,416
1,131,440
1,137,456
1,134,115
1,129,612
1,075,861
976,596
963,860
-------
Table 2-6. Top 90 Deep-Sea Ports total tonnage by domestic and foreign flag ships
DSP Rank
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
Port Name
South Louisiana, LA, Port of
Houston, TX
New York, NY & NJ
Baton Rouge, LA
Valdez, AK
New Orleans, LA
Plaquemines, LA, Port of
Corpus Christi, TX
Long Beach, CA
Mobile Harbor, AL
Tampa, FL
Texas City, TX
Port Arthur, TX
Los Angeles, CA
Lake Charles, LA
Baltimore, MD
Philadelphia, PA
Marcus Hook, PA
Portland, OR
Pascagoula, MS
Seattle, WA
Paulsboro, NJ
Newport News, VA
Beaumont, TX
Richmond, CA
Tacoma, WA
Freeport, TX
Port Everglades, FL
Savannah, GA
San Juan, PR
Jacksonville, FL
Boston, MA
Oakland, CA
Anacortes, WA
New Castle, DE
Norfolk Harbor, VA
Portland, ME
Honolulu, HI
Kalama, WA
Charleston, SC
Galveston, TX
Matagorda Ship Channel, TX
New Haven, CT
Barbers Point, Oahu, HI
Wilmington, NC
Vancouver, WA
Providence, RI
County
St. Charles/St James/ St John the Baptist
Harris
Bronx/Essex/Hudson/Kings/ Middlesex/New York/
Richmond/ Queens/Union
Ascension/Iberville/East Baton Rouge/West Baton Rouge
Valdez Court
Orleans/St. Bernard/ Jefferson
Plaquemine
Live Oak/Nueces
Los Angeles
Mobile
Hillsborough
Galveston
Jefferson
Los Angeles
Calcasieu
Baltimore City
Philadelphia
Delaware
Multinomaha
Jackson
King
Gloucester
Newport News
Jefferson/Orange
Contra Costa
Pierce
Brazoria
Broward
Chatham
San Juan
Duval
Suffolk
Alameda
Skagit/San Juan
New Castle
Norfolk City /Virginia Beach
Cumberland
Honolulu
Cowlitz
Charleston
Galveston
Matagorda
New Haven
Honolulu
New Hanover
Clark
Providence
FIPS code
22089/22903/22095
48201
36005/34013/34017/36047/34023/36061/36
085/36081/34039
22005/22047/22033/22121
02261
22071/22087/22051
22075
48297/48355
06037
01097
12057
48167
48245
06037
22019
24510/24005
42101
42045
41051
28059
53033
34015
51700
48245/48361
06013
53053
48039
12011
13051
72127
12031
26025
06001
53057/53055
10003
51710/51810
23005
15003
53015
45019
48167
48321
09009
15003
37129
53011
44007
2-11
-------
Table 2-6. Top 90 Deep-Sea Ports total tonnage by domestic and foreign flag ships
DSP Rank
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
Port Name
Miami, FL
Longview, WA
Albany, NY
Camden-Gloucester, NJ
Nikishka, AK
Morehead City, NC
Wilmington, DE
Everett, WA
Coos Bay, OR
Bridgeport, CT
Fall River, MA
Anchorage, AK
Palm Beach, FL
Panama City, FL
Port Canaveral, FL
Brownsville, TX
Kahului, Maui, HI
Portsmouth, NH
Gulfport, MS
Port Jefferson, NY
Brunswick, GA
Ketchikan, AK
Port Angeles, WA
Pensacola, FL
Grays Harbor, WA
Chester, PA
Hilo, HI
San Diego, CA
San Francisco, CA
Stockton, CA
Bellingham, WA
Searsport, ME
Bucksport, ME
Georgetown, SC
Humboldt, CA
Olympia, WA
Salem, MA
Port of Richmond, VA
Sacramento, CA
Ponce, PR
Nawiliwili, Kauai, HI
Port Hueneme, CA
Astoria, OR
Trenton, NJ
PortofHopewell, VA
Weedon Island, FL
Kawaihae Harbor, HI
Orange, TX
County
Dade
Cowlitz
Albany
Camden
Kenai Peninsula
Carteret
New Castle
Snomish
Coos
Fairfield
Bristol
Anchorage
Palm Beach
Bay
Brevard
Cameron
Maui
Rockingham
Harrison
Suffolk
Glynn
Ketchikan/Prince Wales Ketchikan
Clallam
Escambia
Grays Harbor
Delaware
Hawaii
San Diego
San Francisco
San Joaquin
Whatcom
Waldo
Hancock
Georgetown
Humboldt
Thurston
Essex
Henrico/Chesterfield
Yolo/Sacramento
Ponce
Kauai
Ventura
Clatsop
Mercer
Hopewell City
Lee
Hawaii
Orange
FIPS code
12025
53015
36001
34007
02122
39031
10003
53061
41011
09001
25005
02020
12099
12005
12009
48061
15009
33015
28047
36103
13127
02130/02201
53009
12033
53027
42045
15001
06073
06075
06077
53073
23027
23009
45043
06023
53067
25009
51087/51041
06113/06067
72113
15007
06111
41007
34021
51670
12071
15001
48361
-------
Table 6-6: Summary of 1996 Deep-Sea Vessel Data for the Lower Mississippi River
Ship Type
BARGE CARRIER
BARGE CARRIER Total
BULK CARRIER
BULK CARRIER Total
CONTAINER SHIP
CONTAINER SHIP Total
GENERAL CARGO
GENERAL CARGO Total
MISCELLANEOUS
MISCELLANEOUS Total
Engine Type
2
Steam Turbine
ND
2
4
Steam Turbine
ND
2
4
Steam Turbine
ND
2
4
Steam Turbine
ND
2
4
ND
DWT Range
35,000 - 45,000
> 45,000
35,000 - 45,000
> 45,000
ND
<25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
<25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
<25,000
25,000 - 35,000
> 45,000
ND
<25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
<25,000
<25,000
25,000 - 35,000
35,000 - 45,000
ND
<15,000
15,000-30,000
30,000 - 45,000
> 45,000
<15,000
15,000-30,000
15,000-30,000
ND
<1500
> 4,500
<1500
> 4,500
ND
Calls
9
10
10
6
3
38
438
717
507
1,183
70
13
10
26
5
1
21
10
3,001
120
6
66
4
84
58
37
1
3
379
247
265
41
4
308
43
2
1
911
1
1
11
1
7
21
Shift
2
1
2
2
3
10
373
649
436
1,108
60
13
9
24
2
1
20
10
2,705
23
2
18
1
10
11
3
ND
3
71
156
114
23
1
186
28
2
1
511
1
ND
5
ND
7
13
DWT
(Tonnes)
44,799
49,835
41,578
47,036
ND
45,701
18,138
29,492
39,596
72,142
15,614
27,092
38,731
63,419
18,314
33,373
54,624
ND
46,560
18,707
28,019
38,743
53,726
10,063
21,711
26,803
38,656
ND
22,127
9,246
20,223
40,358
46,648
5,180
18,775
22,536
ND
13,112
879
9,360
878
9,950
ND
2,132
Power
(hp)
26,100
26,000
31,565
31,565
ND
28,570
8,060
10,768
11,266
14,501
6,606
9,528
12,650
13,531
8,384
11,837
17,614
ND
11,904
15,717
19,411
27,387
28,845
12,157
25,280
32,787
31,565
ND
20,366
6,166
11,344
12,943
14,313
3,047
8,922
23,673
ND
7,128
3,000
10,330
3,478
13,800
ND
4,670
vessel
Speed
(knots)
18
18
22
22
ND
20
15
15
15
15
14
14
16
14
15
15
18
ND
15
19
19
21
19
17
22
22
21
ND
20
15
16
15
17
12
15
21
ND
15
12
18
14
15
ND
14
tngme
Speed
(RPM)
ND
ND
ND
ND
ND
ND
140
132
114
98
479
278
464
342
ND
ND
ND
ND
123
117
111
91
97
425
ND
ND
ND
ND
242
178
134
97
105
493
460
ND
ND
212
ND
ND
ND
ND
ND
ND
% RPM
>130
ND
ND
ND
ND
ND
ND
39%
51%
15%
0%
100%
100%
100%
73%
ND
ND
ND
ND
21%
27%
0%
0%
0%
100%
ND
ND
ND
ND
53%
91%
30%
0%
0%
100%
100%
ND
ND
64%
ND
ND
ND
ND
ND
ND
Date of
Build
1972
1969
1974
1975
ND
1972
1979
1978
1982
1984
1975
1987
1981
1983
1975
1983
1970
ND
1981
1987
1984
1987
1985
1991
1974
1974
1971
ND
1984
1981
1982
1983
1995
1979
1979
1969
ND
1980
1978
ND
1980
1982
ND
1980
Cruise
(hr/call)
2.8
2.8
2.3
2.3
2.3
2.5
3.4
3.3
3.4
7.8
3.5
3.5
3.3
3.5
5.0
3.3
2.9
3.7
5.1
2.7
2.8
2.5
3.1
2.8
2.3
2.3
2.3
3.5
2.6
3.5
3.1
3.3
3.0
4.1
3.3
3.0
ND
3.6
ND
2.8
3.9
3.3
5.0
4.2
RSZ
(hr/call)
18.3
18.6
18.2
18.8
19.9
18.6
20.7
19.9
20.8
18.4
21.7
21.5
21.6
16.9
14.1
35.1
16.2
20.4
19.6
14.6
14.5
12.9
13.1
12.8
12.4
12.8
18.5
12.7
13.4
19.9
19.0
22.9
13.9
20.2
21.1
16.8
15.2
19.9
36.8
19.7
11.4
13.0
17.2
14.9
Maneuver
(hr/call)
1.7
1.6
1.8
1.9
2.5
1.8
2.4
2.5
2.5
2.7
2.4
2.6
2.7
2.8
1.9
2.5
2.7
2.5
2.6
1.7
2.0
1.8
1.8
1.6
1.7
1.6
1.5
2.8
1.7
2.2
2.0
2.2
1.9
2.2
2.2
3.0
2.5
2.1
2.5
1.5
2.0
1.5
2.7
2.2
-------
Table 6-6: Summary of 1996 Deep-Sea Vessel Data for the Lower Mississippi River
Ship Type
PASSENGER
PASSENGER Total
REEFER
REEFER Total
RORO
RORO Total
TANKER
TANKER Total
TUG
TUG Total
VEHICLE CARRIER
VEHICLE CARRIER Total
Grand Total
Engine Type
2
4
Steam Turbine
2
4
2
4
2
4
Steam Turbine
ND
2
4
ND
2
DWT Range
<5,000
5,000-10,000
> 15,000
<5,000
5,000-10,000
5,000-10,000
5,000-10,000
10,000-15,000
<5,000
<5,000
5,000-10,000
10,000-15,000
> 15,000
<5,000
5,000-10,000
<30,000
30,000 - 60,000
60,000 - 90,000
90,000-120,000
120,000-150,000
> 150,000
<30,000
30,000 - 60,000
60,000 - 90,000
30,000 - 60,000
60,000 - 90,000
90,000-120,000
120,000-150,000
ND
< 1 ,000
<500
<500
ND
> 35,000
Calls
26
54
9
4
7
52
152
5
8
1
14
4
7
10
45
8
26
100
314
304
303
287
49
4
103
19
53
10
3
3
1
5
1,458
3
28
4
44
79
2
2
6,155
Shift
4
ND
ND
1
1
1
7
2
1
1
4
ND
3
5
12
5
8
33
292
254
271
237
18
4
93
18
46
10
2
3
1
5
1,254
2
24
4
44
74
2
2
4,684
DWT
(Tonnes)
4,217
6,473
19,830
1,358
6,620
8,721
7,519
8,467
11,457
4,196
9,871
4,613
6,521
12,777
37,027
3,262
9,883
21,412
16,943
40,559
77,606
97,851
134,806
157,345
9,575
46,237
81,275
40,102
71,694
92,809
122,249
ND
57,586
669
6
0
ND
62
40,999
40,999
40,829
Power
(hp)
29,370
30,083
14,726
9,167
36,706
25,504
27,240
10,440
14,812
4,400
12,507
6,100
7,014
11,512
27,881
3,336
5,998
16,259
7,930
12,593
15,455
15,067
23,453
19,605
5,240
15,072
14,394
15,190
19,728
24,167
25,647
ND
12,699
6,717
3,631
3,628
ND
3,895
14,000
14,000
12,393
vessel
Speed
(knots)
21
19
18
17
20
23
21
18
20
15
19
17
17
17
19
12
14
17
15
15
15
15
15
14
14
16
15
16
16
16
16
ND
15
15
12
ND
ND
13
15
15
15
tngme
Speed
(RPM)
ND
ND
102
750
533
ND
363
141
123
ND
128
ND
ND
157
102
1800
500
451
168
111
97
95
99
85
414
ND
296
ND
ND
ND
ND
ND
132
ND
ND
ND
ND
ND
ND
ND
154
% RPM
>130
ND
ND
0%
100%
100%
ND
53%
50%
0%
ND
14%
ND
ND
100%
0%
100%
100%
86%
76%
2%
0%
0%
0%
0%
74%
ND
58%
ND
ND
ND
ND
ND
20%
ND
ND
ND
ND
ND
ND
ND
30%
Date of
Build
1983
1985
1988
1967
1991
1958
1976
1982
1980
1981
1980
1979
1983
1989
1982
1980
1984
1983
1984
1984
1984
1990
1983
1992
1981
1979
1982
1967
1971
1977
1973
ND
1985
1978
1970
1966
ND
1970
ND
ND
1982
Cruise
(hr/call)
2.4
2.6
2.8
3.1
2.6
2.4
2.5
2.9
2.6
3.3
2.8
3.0
3.0
3.0
2.8
4.0
3.4
3.1
3.4
3.3
3.4
3.4
3.3
3.5
3.7
3.2
3.4
3.2
3.1
3.0
3.1
ND
3.4
3.4
4.3
3.9
4.0
4.1
3.3
3.3
4.2
RSZ
(hr/call)
18.7
18.7
11.5
18.5
18.7
18.5
18.2
16.3
18.1
10.9
17.0
19.4
19.2
16.6
19.7
18.4
13.0
17.5
25.9
21.7
27.0
27.5
10.4
19.8
23.1
25.2
25.3
25.7
14.0
26.6
29.0
16.5
24.7
18.4
18.7
17.7
14.1
16.1
26.4
26.4
20.3
Maneuver
(hr/call)
1.7
1.5
1.6
1.9
1.6
1.5
1.6
1.9
1.6
3.0
1.8
1.5
1.9
2.1
1.8
2.2
1.8
1.8
2.5
2.5
2.4
2.4
1.9
2.5
2.6
2.6
2.4
2.7
2.3
2.7
2.5
2.5
2.4
2.2
2.5
2.8
2.6
2.6
2.5
2.5
2.4
6-9
-------
Table 6-6: Summary of 1996 Deep-Sea Vessel Data for the Lower Mississippi River
Hotel
(hr/call)
80.1
81.4
107.7
76.7
134.0
91.4
144.7
172.9
153.8
195.2
124.7
193.2
252.9
200.2
81.7
38.7
198.4
206.7
173.9
58.4
66.6
25.5
30.0
20.5
28.7
31.8
250.8
190.0
38.6
141.7
88.4
84.2
32.8
193.2
138.1
230.8
24.9
140.4
1276.3
1072.3
502.4
234.7
355.5
512.1
-------
Table 6-6: Summary of 1996 Deep-Sea Vessel Data for the Lower Mississippi River
Hotel
(hr/call)
25.5
16.9
36.1
188.5
26.7
20.3
25.7
251.1
383.5
186.9
322.2
89.4
120.7
192.2
44.9
101.7
25.5
66.2
81.8
91.6
71.0
66.6
76.3
107.7
79.8
454.9
66.2
96.0
73.9
73.1
134.5
143.7
83.0
280.2
558.6
1420.6
847.7
752.7
-------
Table 7-5: Summary of 1996 Deep-Sea Vessel Data for the Consolidated Port of New York and Ports on the Hudson River
Ship Type
BARGE CARRIER
BARGE CARRIER Total
BULK CARRIER
BULK CARRIER Total
CONTAINER SHIP
CONTAINER SHIP Total
GENERAL CARGO
GENERAL CARGO Total
MISCELLANEOUS
MISCELLANEOUS Total
PASSENGER
PASSENGER Total
REEFER
REEFER Total
Stroke
Steam
2
4
Steam
2
4
Steam
2
4
Steam
2
4
2
4
Steam
2
DWT Category
35,000 - 45,000
<25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
<25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
<25,000
<25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
<25,000
25,000 - 35,000
> 45,000
<25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
<15,000
15,000-30,000
30,000 - 45,000
> 45,000
<15,000
15,000-30,000
<15,000
<1500
> 4,500
<1500
> 4,500
<5,000
5,000-10,000
<5,000
5,000-10,000
10,000-15,000
> 15,000
5,000-10,000
10,000-15,000
> 15,000
5,000-10,000
10,000-15,000
> 15,000
Calls
6
6
69
85
64
122
16
1
1
4
28
390
396
167
348
491
92
5
24
234
33
14
16
1,820
49
122
54
2
79
11
9
326
2
2
18
1
23
26
4
22
97
1
19
14
1
43
227
3
60
1
64
Shifts
3
3
47
80
56
177
16
0
2
5
17
400
63
21
26
18
5
1
2
8
2
0
0
146
19
32
5
1
25
4
0
86
5
2
4
0
11
0
0
3
3
0
0
0
0
0
6
0
4
0
4
DWT
(tonnes)
46,153
46,153
19,957
29,401
39,241
71,583
18,260
25,739
41,513
70,719
18,314
41,733
20,258
30,162
40,772
51,853
9,833
27,396
62,685
20,521
26,207
39,433
47,864
34,197
11,029
20,397
39,365
46,865
5,539
19,019
12,931
18,440
24,713
23,945
11,783
5,009
13,670
4,300
5,830
1,896
6,467
8,600
15,521
9,102
13,960
16,604
8,648
9,864
11,757
15,100
11,721
Power
(hp)
31,541
31,541
8,666
10,766
10,891
14,107
6,523
8,200
10,000
12,075
8,378
11,119
16,922
22,994
40,589
38,622
8,018
15,962
50,235
25,642
31,541
35,483
79,967
29,929
7,586
13,611
13,689
10,345
3,765
8,896
14,746
10,184
2,200
9,000
2,320
13,581
5,860
29,370
19,500
15,080
21,809
86,140
130,005
41,479
40,177
43,369
36,700
14,865
16,661
20,500
16,637
vessel
Speed
(knots)
22
22
15
15
15
14
15
14
14
14
15
15
19
20
23
22
17
18
24
22
22
25
23
21
16
17
15
15
13
17
19
16
12
16
14
14
14
21
19
18
19
18
28
25
18
24
21
22
22
22
22
tngme
Speed
(RPM)
ND
ND
152
130
118
102
573
157
ND
ND
ND
132
117
102
99
95
481
386
99
ND
ND
ND
ND
131
146
132
ND
111
616
ND
ND
336
ND
ND
ND
720
720
ND
ND
646
588
514
ND
ND
ND
ND
600
ND
114
ND
114
%RPM
>130
ND
ND
62%
63%
10%
0%
100%
100%
ND
ND
ND
24%
10%
0%
0%
0%
100%
100%
0%
ND
ND
ND
ND
10%
25%
32%
ND
0%
100%
ND
ND
58%
ND
ND
ND
100%
100%
ND
ND
100%
100%
100%
ND
ND
ND
ND
100%
ND
0%
ND
0%
Date of
Build
1974
1974
1982
1979
1982
1986
1979
1992
1982
1980
1975
1982
1987
1984
1982
1988
1989
1980
1993
1971
1973
1976
1973
1984
1986
1982
1981
1993
1987
1982
1962
1983
1968
1987
1987
1992
1985
1984
1971
1987
1974
1996
1969
1963
1961
1961
1973
1980
1988
1979
1987
Cruise
(hr/call)
2.3
2.3
3.3
3.3
3.4
3.5
3.4
3.6
3.6
3.6
3.3
3.4
2.7
2.6
2.2
2.3
3.0
2.7
2.1
2.3
2.3
2.0
2.2
2.4
3.2
2.9
3.2
3.3
3.9
3.0
2.6
3.3
4.2
3.1
3.6
3.6
3.6
2.4
2.7
2.9
2.7
2.8
1.8
2.0
2.8
2.1
2.4
2.3
2.3
2.3
2.3
RSZ (hr)
3.4
3.4
14.3
11.6
14.8
5.9
7.3
4.9
2.4
4.6
5.6
10.1
4.2
4.1
4.2
4.2
4.2
4.0
4.2
4.1
4.2
4.1
4.2
4.2
4.3
6.5
4.7
4.5
7.0
7.6
4.0
5.9
21.1
5.2
4.7
2.3
6.1
5.2
5.2
6.0
5.2
5.2
5.2
5.2
5.2
5.1
5.2
4.7
4.4
4.7
4.4
-------
Table 7-5: Summary of 1996 Deep-Sea Vessel Data for the Consolidated Port of New York and Ports on the Hudson River
Ship Type
RORO
RORO Total
TANKER
TANKER Total
VEHICLES CARRIER
VEHICLES CARRIER Total
Grand Total
Stroke
2
4
Steam
2
4
Steam
2
4
DWT Category
<10,000
10,000-20,000
20,000 - 30,000
> 30,000
<10,000
20,000 - 30,000
10,000-20,000
<30,000
30,000 - 60,000
60,000 - 90,000
90,000-120,000
120,000-150,000
> 150,000
<30,000
30,000 - 60,000
60,000 - 90,000
<30,000
30,000 - 60,000
60,000 - 90,000
> 150,000
< 12, 500
12,500-15,000
15,000-17,500
> 17,500
< 12, 500
12,500-15,000
15,000-17,500
> 17,500
Calls
73
13
3
119
14
1
1
224
202
489
155
81
31
9
65
21
29
14
82
2
23
1,203
76
73
72
54
51
19
2
2
349
4,632
Shifts
25
3
5
59
7
0
1
100
230
702
208
81
26
10
55
23
44
12
99
3
12
1,505
17
31
26
36
32
8
0
1
151
2,412
DWT
(tonnes)
16,968
15,302
23,242
46,217
5,979
20,303
15,946
31,817
22,271
34,820
74,752
95,769
140,266
137,489
15,402
43,052
71,780
26,459
36,889
63,000
35,605
45,538
11,461
13,788
17,041
22,727
10,566
13,498
15,396
19,422
14,890
33,449
Power
(hp)
11,478
11,338
20,271
25,750
7,851
25,920
29,570
19,088
8,766
12,546
15,612
13,993
20,709
20,940
7,551
14,917
13,598
14,784
15,108
19,713
35,293
13,120
11,243
13,961
13,984
16,382
13,240
14,287
12,555
16,880
13,670
20,932
vessel
Speed
(knots)
17
16
19
19
15
19
24
18
15
15
15
14
15
14
15
16
14
18
16
16
16
15
18
19
18
19
18
18
18
18
18
18
tngme
Speed
(RPM)
97
159
ND
97
425
ND
ND
104
135
117
101
98
86
85
351
ND
256
ND
ND
ND
ND
128
119
107
113
106
518
520
ND
ND
178
162
%RPM
>130
0%
100%
ND
0%
100%
ND
ND
3%
27%
7%
0%
0%
0%
0%
65%
ND
39%
ND
ND
ND
ND
12%
6%
0%
0%
0%
100%
100%
ND
ND
18%
18%
Date of
Build
1981
1990
1981
1983
1977
1971
1970
1982
1985
1985
1984
1991
1987
1991
1984
1979
1985
1964
1964
1971
1975
1983
1982
1986
1985
1985
1980
1980
1982
1981
1984
1983
Cruise
(hr/call)
3.0
3.1
2.6
2.7
3.3
2.6
2.1
2.9
3.4
3.4
3.3
3.5
3.4
3.6
3.4
3.2
3.5
2.8
3.1
3.1
3.1
3.4
2.8
2.7
2.7
2.6
2.7
2.9
2.8
2.8
2.7
2.8
RSZ (hr)
4.4
4.5
4.2
4.7
7.5
4.0
3.2
4.7
6.1
6.3
5.8
6.1
4.4
6.3
5.6
5.5
6.2
5.4
6.1
5.6
5.5
6.0
5.1
4.9
4.8
4.9
5.0
4.9
4.9
5.1
4.9
5.4
-------
Table 7-5: Summary of 1996 Deep-Sea Vessel Data for the Consolidated Port of New York and Ports on the Hudson River
Man. (hr)
1.6
1.6
2.2
2.6
2.4
2.9
2.7
1.3
5.0
2.5
1.3
2.5
1.2
1.2
1.1
1.1
1.1
1.4
1.1
1.1
1.1
1.1
1.1
1.1
1.9
1.7
1.5
2.1
1.7
1.9
1.3
1.7
4.3
2.3
1.6
0.5
1.9
1.3
1.3
1.5
1.4
1.3
1.3
1.3
1.3
1.3
1.4
0.8
1.2
0.5
1.1
Hotel (hr)
209.4
209.4
120.0
184.6
102.0
115.6
219.2
104.4
226.2
83.1
39.9
127.5
24.9
22.3
19.7
22.2
22.1
16.0
31.0
25.5
20.5
15.7
16.2
22.7
70.3
54.6
21.1
29.7
78.9
124.3
1060.7
81.4
146.4
77.6
53.7
1.5
61.5
6.3
15.6
24.1
8.8
72.1
8.1
10.5
6.2
7.8
10.2
24.9
36.9
8.2
35.8
7-9
-------
Table 7-5: Summary of 1996 Deep-Sea Vessel Data for the Consolidated Port of New York and Ports on the Hudson River
Man. (hr)
1.8
1.7
4.1
2.1
2.0
1.3
3.2
2.0
3.4
3.9
3.6
3.2
2.7
3.2
3.1
3.3
3.7
3.2
3.6
3.9
2.6
3.6
1.6
1.9
1.9
2.3
2.2
1.9
1.3
2.1
2.0
2.0
Hotel (hr)
28.2
25.5
277.1
17.0
93.7
1490.5
1625.7
43.2
45.6
61.6
64.5
62.6
72.3
72.2
29.5
57.0
58.8
26.4
50.1
85.4
23.8
56.0
13.9
17.7
15.7
22.9
30.0
24.7
6.1
6.8
19.3
45.0
7-10
-------
Table 8-5: Summary of 1996 Deep-Sea Vessel Data for the Delaware River Ports Including Philadelphia, PA
Ship Type
BULK CARRIER
BULK CARRIER Total
CONTAINER SHIP
CONTAINER SHIP Total
GENERAL CARGO
GENERAL CARGO Total
MISCELLANEOUS
MISCELLANEOUS Total
PASSENGER
PASSENGER Total
REEFER
REEFER Total
RORO
RORO Total
Engine Type
2
4
Steam Turbine
2
4
2
4
Steam Turbine
2
4
4
Steam Turbine
2
4
2
4
DWT Range
<25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
<25,000
<25,000
<25,000
25,000 - 35,000
<25,000
<15,000
15,000-30,000
30,000 - 45,000
> 45,000
<15,000
15,000-30,000
<15,000
< 1 ,000
< 1 ,000
<5,000
5,000- 10,000
5,000- 10,000
10,000-15,000
<5,000
5,000- 10,000
10,000-15,000
> 15,000
<5,000
5,000- 10,000
10,000-15,000
<15,000
15,000-30,000
<15,000
Calls
109
126
77
81
17
1
411
242
27
129
398
132
90
8
1
166
16
1
414
8
4
12
6
6
9
1
22
28
87
153
3
16
15
3
305
26
5
26
57
Shifts
107
112
72
73
12
1
377
46
0
27
73
58
101
2
0
117
13
0
291
2
2
4
0
0
0
3
3
19
34
61
1
27
15
0
157
7
0
5
12
DWT
(tonnes)
18,365
29,721
38,659
79,616
13,853
18,314
40,274
18,425
27,503
12,143
18,208
6,833
18,918
38,907
46,956
5,316
18,775
ND
10,538
0
448
149
1,332
7,257
9,076
13,016
7,828
4,988
7,667
1 1 ,833
15,696
4,880
6,555
1 1 ,087
10,137
7,074
22,845
7,601
9,142
Power
(HP)
9,665
9,696
10,320
16,328
7,504
8,300
11,018
17,757
16,327
10,898
15,383
5,784
10,456
12,876
12,170
3,944
7,536
ND
6,284
2,400
1,293
2,031
16,108
20,776
40,649
169,708
34,403
9,553
9,706
12,500
18,467
7,048
6,837
15,672
10,958
8,280
12,852
8,553
8,805
vessel
Speed
(knots)
14
15
14
15
15
15
15
19
18
18
19
14
16
14
ND
14
15
ND
14
ND
14
14
18
18
26
30
22
18
18
19
20
16
17
22
19
17
18
14
16
tngme
Speed
(RPM)
144
126
113
113
473
ND
131
106
ND
429
229
437
140
96
117
743
ND
ND
561
ND
ND
ND
532
616
ND
ND
582
146
141
116
ND
202
402
428
155
242
102
720
456
%RPM
>130
68%
52%
11%
0%
100%
ND
36%
0%
ND
100%
38%
89%
63%
0%
0%
100%
ND
ND
90%
ND
ND
ND
100%
100%
ND
ND
100%
65%
59%
0%
ND
100%
100%
100%
41%
100%
0%
100%
69%
Date of
Build
1981
1982
1983
1983
1977
1975
1982
1987
1977
1989
1987
1985
1980
1981
1992
1988
1981
1918
1985
1943
1978
1955
1983
1966
1964
1952
1969
1984
1988
1987
1979
1992
1989
1992
1987
1981
1988
1981
1982
Cruise
(hr/call)
3.5
3.4
3.5
3.4
3.3
3.3
3.4
2.6
2.8
2.8
2.7
3.7
3.2
3.5
ND
3.7
3.4
ND
3.6
ND
3.6
3.6
2.9
2.7
2.0
1.7
2.4
2.7
2.7
2.6
2.6
3.1
3.0
2.3
2.7
2.9
2.8
3.7
3.3
RSZ
(hr/call)
14.9
14.7
15.2
15.3
14.4
12.3
14.9
11.4
12.9
12.5
11.9
13.3
14.6
12.3
12.4
12.9
15.1
14.2
13.4
10.9
12.4
11.4
11.4
11.4
12.6
5.5
11.6
10.7
10.7
12.2
11.4
13.6
13.0
11.2
11.7
13.2
8.8
13.3
12.9
-------
Table 8-5: Summary of 1996 Deep-Sea Vessel Data for the Delaware River Ports Including Philadelphia, PA
Ship Type
TANKER
TANKER Total
VEHICLE CARRIER
VEHICLE CARRIER Total
Grand Total
Engine Type
2
4
Steam Turbine
2
4
DWT Range
<30,000
30,000 - 60,000
60,000 - 90,000
90,000-120,000
120,000-150,000
> 150,000
<30,000
30,000 - 60,000
60,000 - 90,000
<30,000
30,000 - 60,000
90,000-120,000
> 150,000
< 12, 500
12,500-15,000
15,000-17,500
> 1 7,500
< 12, 500
12,500-15,000
Calls
237
78
111
91
150
32
57
5
17
24
54
2
10
868
39
5
7
13
8
1
73
2,560
Shifts
321
130
163
157
404
86
71
11
35
35
65
3
25
1,506
9
2
0
0
4
0
15
2,438
DWT
(tonnes)
13,261
43,461
77,375
98,373
137,083
155,676
15,655
44,153
80,320
26,755
35,574
92,760
276,808
74,084
12,115
13,813
16,209
18,558
10,382
14,501
13,678
38,991
Power
(HP)
10,008
12,616
16,026
15,451
23,046
25,559
7,077
15,360
14,305
14,646
15,498
23,923
36,324
15,137
11,877
12,859
13,911
15,224
13,150
14,770
12,914
12,476
vessel
Speed
(knots)
14
15
15
15
15
15
14
15
15
16
16
16
16
15
18
18
18
19
18
ND
18
16
tngme
Speed
(RPM)
132
125
95
97
93
85
413
ND
416
ND
ND
ND
ND
133
117
111
111
101
527
ND
143
236
%RPM
>130
30%
41%
0%
0%
0%
0%
89%
ND
75%
ND
ND
ND
ND
19%
0%
0%
0%
0%
100%
ND
8%
0
Date of
Build
1984
1982
1983
1991
1982
1983
1981
1980
1981
1959
1962
1976
1973
1982
1982
1986
1984
1987
1977
1983
1983
1984
Cruise
(hr/call)
3.6
3.4
3.3
3.4
3.4
3.3
3.7
3.3
3.4
3.1
3.1
3.1
3.2
3.4
2.8
2.7
2.7
2.7
2.8
ND
2.7
3.2
RSZ
(hr/call)
14.4
14.2
14.9
13.8
16.5
16.3
14.0
15.7
14.7
14.0
13.8
14.6
15.4
14.8
7.6
10.1
9.0
6.9
13.2
9.5
8.4
13.5
-------
Table 8-5: Summary of 1996 Deep-Sea Vessel Data for the Delaware River Ports Including Philadelphia, PA
Maneuver
(hr/call)
1.8
1.7
1.8
1.7
1.6
1.5
1.7
1.2
1.0
1.2
1.1
1.4
2.0
1.2
1.0
1.6
1.7
1.0
1.6
1.2
1.4
1.3
1.0
1.0
1.0
3.5
1.1
1.6
1.3
1.4
1.3
2.5
1.9
1.0
1.5
1.2
1.0
1.2
1.2
Hotel
(hr/call)
81.0
100.8
95.1
110.9
86.3
64.3
95.8
37.4
35.7
25.8
33.5
63.0
119.3
62.3
33.0
98.1
122.6
18.1
91.3
45.4
41.1
44.0
24.3
23.4
15.9
ND
20.5
51.4
56.8
64.8
33.6
87.8
81.7
54.0
63.0
67.1
43.0
57.7
60.7
-------
Table 8-5: Summary of 1996 Deep-Sea Vessel Data for the Delaware River Ports Including Philadelphia, PA
Maneuver
(hr/call)
2.1
2.4
2.2
2.4
3.2
3.2
2.0
2.8
2.6
2.3
2.0
2.3
3.0
2.4
1.2
1.3
1.0
1.0
1.4
1.0
1.2
1.8
Hotel
(hr/call)
72.3
62.8
70.8
83.0
137.4
122.6
61.6
63.9
77.3
88.4
65.8
70.2
104.1
85.1
17.7
27.2
23.9
25.2
39.9
18.0
22.7
74.1
-------
Table 9-5: Summary of 1996 Deep-Sea Vessel Data for Puget Sound Area Ports Including Seattle, WA
Ship Type - Manip
BULK CARRIER
BULK CARRIER Total
CONTAINER SHIP
CONTAINER SHIP Total
FISHING
FISHING Total
GENERAL CARGO
GENERAL CARGO Total
MISCELANEOUS
MISCELANEOUS Total
PASSENGER
Stroke type
2
4
Steam Turbine
2
4
Steam Turbine
2
4
Steam Turbine
2
4
Steam Turbine
2
4
Steam Turbine
2
4
DWT Range
<25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
<25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
> 45,000
<25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
<25,000
<25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
<1500
1 ,500 - 3,000
3,000 - 4,500
> 4,500
<1500
1 ,500 - 3,000
3,000 - 4,500
> 4,500
> 4,500
<15,000
15,000-30,000
30,000 - 45,000
> 45,000
<15,000
15,000-30,000
<15,000
(blank)
(blank)
(blank)
(blank)
<5,000
5,000-10,000
<5,000
5,000-10,000
Calls
165
306
167
216
8
2
2
13
13
892
184
135
363
276
8
3
93
64
24
1,150
12
3
1
2
20
10
2
27
4
81
7
73
52
77
21
32
1
263
3
1
4
3
11
3
1
4
3
Shifts
42
114
69
165
9
1
ND
8
6
414
18
2
22
9
3
2
2
ND
1
59
18
ND
ND
1
19
9
7
27
5
86
2
16
1
5
7
21
ND
52
3
ND
2
ND
5
1
ND
ND
1
DWT
(tonnnes)
22,130
27,887
40,489
66,419
6,436
32,019
41,642
63,029
82,035
39,661
19,019
31,480
40,261
56,958
19,987
19,800
28,628
38,988
47,851
38,791
789
1,883
4,500
9,360
698
1,861
3,372
5,805
19,286
3,846
3,540
21,745
41,323
45,539
9,063
20,039
14,897
30,851
7,900
1,200
761
3,988
3,548
4,226
5,340
850
7,089
Power
(HP)
7,073
8,155
10,752
12,646
3,625
10,400
10,943
14,806
17,111
9,727
18,365
26,364
31,808
51,033
12,405
26,797
30,080
31,565
80,006
34,337
1,897
3,626
10,768
10,331
1,702
5,159
14,398
8,048
37,976
6,774
3,647
11,495
12,006
10,164
9,493
20,164
15,289
11,907
9,387
1,860
3,486
8,483
5,827
29,370
32,350
9,906
45,589
vessel
Speed
(knots)
14
14
15
15
13
15
14
15
16
14
19
20
22
23
19
21
20
21
23
21
12
14
18
18
12
16
15
14
20
14
12
16
15
15
15
18
19
16
14
12
13
15
14
21
19
16
21
tngme
Speed
(RPM)
150
124
107
98
ND
518
117
400
ND
123
135
101
93
95
428
ND
ND
ND
ND
98
ND
150
660
ND
773
720
500
720
ND
686
200
130
104
98
278
ND
ND
122
ND
ND
1225
ND
1225
ND
ND
788
514
% RPM
>130
94%
32%
3%
0%
ND
100%
0%
100%
ND
34%
77%
0%
0%
0%
100%
ND
ND
ND
ND
5%
ND
100%
100%
ND
100%
100%
100%
100%
ND
100%
100%
29%
5%
0%
100%
ND
ND
17%
ND
ND
100%
ND
100%
ND
ND
100%
100%
Date of
Build
1990
1988
1985
1987
1977
1983
1989
1983
1968
1987
1985
1984
1987
1992
1988
1980
1973
1973
1972
1985
1973
1987
1996
1984
1983
1978
1991
1993
1964
1984
1987
1981
1984
1988
1982
1985
1966
1984
1991
1990
1986
1940
1983
1983
1986
1983
1993
Cruise
(hr/call)
3.6
3.5
3.4
3.5
4.0
3.5
3.6
3.4
3.1
3.5
2.7
2.5
2.3
2.2
2.7
2.4
2.5
2.4
2.2
2.4
4.3
3.5
2.8
2.8
4.3
3.1
3.3
3.6
2.5
3.7
4.3
3.1
3.3
3.3
3.5
2.9
2.6
3.2
3.6
4.2
3.8
3.3
3.7
2.4
2.6
3.2
2.4
RSZ
(hr/call)
15.4
16.5
16.3
15.8
17.7
14.6
13.4
16.6
21.5
16.2
17.9
16.6
16.4
16.0
16.0
18.2
16.5
15.5
16.2
16.5
21.1
15.9
16.7
16.0
20.1
13.2
16.3
14.8
13.0
16.9
17.9
18.4
13.3
16.2
17.9
17.6
18.3
16.6
19.3
22.4
16.1
15.4
17.3
14.5
17.5
17.1
16.2
-------
Table 9-5: Summary of 1996 Deep-Sea Vessel Data for Puget Sound Area Ports Including Seattle, WA
Ship Type - Manip
PASSENGER Total
REEFER
REEFER Total
RORO
RORO Total
TANKER
TANKER Total
VEHICLES CARRIER
VEHICLES CARRIER Total
Grand Total
Stroke type
Steam Turbine
2
4
2
Steam Turbine
2
4
Steam Turbine
2
4
DWT Range
5,000-10,000
<5,000
5,000-10,000
10,000-15,000
<5,000
5,000-10,000
<10,000
10,000-20,000
20,000 - 30,000
> 30,000
10,000-20,000
<30,000
30,000 - 60,000
60,000 - 90,000
90,000-120,000
120,000-150,000
<30,000
30,000 - 60,000
<30,000
30,000 - 60,000
60,000 - 90,000
90,000-120,000
120,000-150,000
> 150,000
< 12, 500
12,500-15,000
15,000-17,500
> 17,500
< 12, 500
12,500-15,000
15,000-17,500
> 17,500
Calls
2
13
17
21
7
7
8
60
11
16
16
4
121
168
66
79
18
20
26
12
1
18
35
125
29
119
5
553
27
33
49
7
19
4
2
1
142
3,333
Shifts
ND
2
17
17
7
3
1
45
2
ND
1
ND
14
17
49
68
13
20
46
ND
1
15
24
95
30
145
1
507
ND
5
23
2
1
ND
ND
1
32
1,219
DWT
(tonnnes)
8,706
4,623
3,307
6,642
11,746
2,004
5,804
5,640
7,976
11,346
26,787
41,856
17,084
17,455
19,629
46,934
71,315
100,679
123,742
10,056
37,350
19,992
39,541
71,997
91,915
122,732
189,978
73,490
10,286
13,709
16,272
19,783
10,981
12,917
17,224
19,712
13,946
40,347
Power
(HP)
25,154
26,704
4,767
6,945
11,969
1,730
5,676
6,136
6,738
8,004
18,649
15,136
29,764
24,777
9,104
12,451
15,262
14,738
26,146
4,864
11,700
14,795
13,809
19,286
23,095
26,360
27,620
18,099
10,289
14,049
14,023
15,501
13,118
13,600
16,880
16,880
13,319
20,617
vessel
Speed
(knots)
23
19
15
17
20
11
16
16
16
16
19
14
25
23
15
15
15
14
16
13
14
18
16
17
16
16
14
16
17
18
18
18
18
19
19
18
18
18
tngme
Speed
(RPM)
ND
670
155
163
115
230
634
272
174
162
ND
ND
ND
166
176
107
89
94
ND
245
520
ND
ND
ND
ND
ND
ND
129
158
109
120
98
ND
ND
450
ND
137
139
% RPM
>130
ND
100%
100%
100%
0%
100%
100%
88%
75%
81%
ND
ND
ND
79%
79%
0%
0%
0%
ND
33%
100%
ND
ND
ND
ND
ND
ND
22%
82%
9%
0%
0%
ND
ND
100%
ND
22%
25%
Date of
Build
1958
1982
1986
1988
1988
1970
1991
1986
1988
1992
1983
1981
1976
1979
1986
1984
1984
1991
1974
1976
1981
1964
1969
1970
1977
1974
1978
1977
1983
1985
1984
1985
1981
1980
1978
1981
1984
1984
Cruise
(hr/call)
2.2
2.6
3.3
3.0
2.6
4.7
3.1
3.3
3.3
3.3
2.6
3.5
2.0
2.3
3.5
3.4
3.3
3.5
3.1
4.0
3.6
2.8
3.1
3.0
3.2
3.1
3.5
3.2
3.0
2.7
2.8
2.7
2.7
2.6
2.6
2.8
2.8
2.9
RSZ
(hr/call)
17.6
16.4
15.6
14.1
15.6
22.1
16.7
16.0
22.1
19.9
17.9
14.2
17.0
17.6
19.0
15.9
16.0
15.8
14.5
15.6
17.0
14.4
15.4
16.6
15.9
14.7
11.1
16.0
20.0
18.6
17.3
18.4
20.2
20.2
18.9
19.4
18.7
16.5
9-9
-------
Table 9-5: Summary of 1996 Deep-Sea Vessel Data for Puget Sound Area Ports Including Seattle, WA
Maneuver
(hr/call)
1.4
1.5
1.6
2.0
5.1
1.4
0.9
2.1
1.4
1.7
1.0
0.9
1.0
0.9
1.1
1.5
0.9
0.9
0.9
0.9
5.9
1.8
0.9
3.7
4.3
1.8
7.9
4.3
4.1
4.2
2.8
1.5
1.0
1.1
2.1
2.1
0.9
1.4
2.4
0.9
3.2
0.9
2.1
1.4
0.9
0.9
0.9
Hotel
(hr/call)
70.6
128.1
88.1
154.1
84.4
96.8
64.3
177.9
58.8
115.4
34.3
25.9
30.9
28.4
59.5
138.7
40.4
17.8
30.3
30.8
1291.8
33.4
1432.0
654.3
915.6
321.5
1405.4
399.2
534.6
686.4
65.2
52.4
32.0
23.2
353.6
112.5
163.9
71.9
2189.6
472.8
300.1
49.0
762.6
67.1
7.7
9.5
54.6
9-10
-------
Table 9-5: Summary of 1996 Deep-Sea Vessel Data for Puget Sound Area Ports Including Seattle, WA
Maneuver
(hr/call)
0.9
1.0
3.9
3.4
2.4
1.5
1.0
2.9
1.3
0.9
0.9
0.9
1.4
1.3
4.3
4.0
3.3
2.6
7.2
0.9
4.2
3.8
3.5
3.4
5.3
6.2
1.9
4.4
0.9
1.2
1.5
1.7
0.9
0.9
0.9
3.1
1.2
1.9
Hotel
(hr/call)
67.5
42.0
315.7
163.2
201.5
259.8
51.5
207.3
30.1
24.4
25.0
10.3
73.8
60.1
43.7
67.6
45.2
64.0
63.9
16.2
84.7
59.7
45.3
62.4
52.1
62.8
103.4
58.3
32.2
19.0
19.6
19.9
20.2
13.5
22.0
21.1
21.8
83.9
9-11
-------
Table 10-5: Summary of 1996 Deep-Sea Vessel Data for the Port of Corpus Christi, TX
Ship Type Manip
BARGE CARRIER
BARGE CARRIER Total
BULK CARRIER
BULK CARRIER Total
CONTAINER SHIP
CONTAINER SHIP Total
TANKER
TANKER Total
GENERAL CARGO
GENERAL CARGO Total
MISCELLANEOUS
MISCELLANEOUS Total
Grand Total
Stroke type
Steam Ship
2
4
2
2
4
Steam Ship
2
4
Steam Ship
2
4
DWT Range
25,000 - 35,000
< 25,000
25,000 - 35,000
35,000 - 45,000
45,000 - 90,000
> 90,000
< 25,000
25,000 - 35,000
35,000 - 45,000
45,000 - 90,000
> 45,000
<30,000
30,000 - 60,000
60,000 - 90,000
90,000- 120,000
120,000- 150,000
above 150,000
<30,000
30,000 - 60,000
60,000 - 90,000
<30,000
30,000 - 60,000
60,000 - 90,000
90,000- 120,000
< 25,000
25,000 - 35,000
< 25,000
< 25,000
ND
ND
Calls
2
2
38
35
21
60
36
5
6
1
7
209
1
1
66
276
161
171
31
5
34
24
27
2
522
4
9
1,332
6
1
4
1
12
4
1
5
1,561
DWT
(tonnes)
30,298
30,298
14,322
28,117
39,326
68,076
133,928
18,600
29,485
36,414
70,656
57,708
65,642
65,642
19,231
44,487
76,375
98,320
139,846
155,042
8,311
43,869
77,584
25,943
37,414
63,000
91 ,898
53,948
9,861
31 ,900
1 1 ,672
22,536
13,357
825
1,375
935
53,947
Power
(HP)
31 ,564
31,564
6,448
1 1 ,029
1 1 ,298
14,830
19,693
8,100
1 1 ,036
15,600
12,057
12,793
66,398
66,398
8,852
1 1 ,085
15,241
15,403
21,270
20,124
4,828
15,369
14,563
10,968
13,060
19,727
24,166
13,178
5,483
15,140
6,015
23,673
8,480
3,288
5,480
3,726
13,124
Vessel
Speed
(knots)
22
22
13
15
15
15
15
15
14
17
14
15
24
24
15
15
15
15
15
14
14
16
15
16
16
16
16
15
15
16
15
21
16
12
14
13
15
Engine
Speed
(RPM)
ND
ND
151
150
108
93
91
ND
460
ND
440
162
100
100
183
123
99
89
85
85
532
ND
275
ND
ND
ND
ND
128
200
ND
425
ND
313
ND
ND
ND
133
%RPM
>130
ND
ND
67%
100%
17%
0%
0%
ND
100%
ND
100%
28%
0%
0%
88%
44%
0%
0%
0%
0%
78%
ND
50%
ND
ND
ND
ND
24%
100%
ND
100%
ND
100%
ND
ND
ND
25%
Date of
Build
1972
1972
1974
1977
1981
1982
1989
1978
1979
1981
1981
1981
1996
1996
1983
1984
1984
1991
1987
1991
1984
1975
1983
1954
1957
1971
1977
1974
1319
1977
1980
1969
1649
1980
1980
1980
1973
Cruise
(hr/call)
2.3
2.3
3.9
3.3
3.3
3.4
3.4
3.3
3.6
2.9
3.6
3.5
2.1
2.1
3.4
3.4
3.3
3.4
3.4
3.5
3.7
3.2
3.4
3.2
3.2
3.1
3.1
3.3
3.4
3.1
3.5
2.4
3.3
4.2
3.6
4.0
3.3
RSZ
(hr/call)
5.0
5.0
5.0
5.0
5.0
5.0
6.6
5.0
5.0
5.0
5.0
5.3
5.0
5.0
5.0
5.0
5.0
6.6
6.6
6.6
5.0
5.0
5.0
5.0
5.0
5.0
6.6
5.3
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.3
Maneuver
(hr/call)
2.4
2.4
2.4
2.4
2.4
2.9
4.0
2.4
2.4
2.4
3.0
2.8
3.0
3.0
2.4
2.4
3.0
4.0
4.0
4.0
2.4
2.4
3.0
2.4
2.4
3.0
4.0
2.7
2.4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
2.8
10-5
-------
Table 10-5: Summary of 1996 Deep-Sea Vessel Data for the Port of Corpus Christi, TX
Hotel
(hr/call)
63.6
63.6
53~9
57.8
52.5
49.0
32.3
86.8
73.3
17.0
34.7
49.8
48.6
48.6
28~1
28.9
32.3
28.6
67.7
33.7
36.7
38.8
49.1
30.4
26.1
31.2
29.8
29.9
47?7
63.4
54.6
16.5
48.7
547
32.7
50.3
10-6
-------
Table 11-6: Summary of 1996 Deep-Sea Vessel Data for the Port of Tampa, FL
Ship-type
BULK CARRIER
BULK CARRIER Total
CONTAINER SHIP
CONTAINER SHIP Total
GENERAL CARGO
GENERAL CARGO Total
PASSENGER
PASSENGER Total
REEFER
REEFER Total
RORO
RORO Total
Engine Type
2
4
Steam Turbine
ND
2
4
2
4
Steam Turbine
ND
2
4
ND
2
4
2
4
DWT RANGE
<25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
<25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
ND
35,000 - 45,000
> 45,000
<25,000
<15,000
15,000-30,000
30,000 - 45,000
> 45,000
<15,000
15,000-30,000
<15,000
ND
<5,000
5,000- 10,000
<5,000
5,000- 10,000
ND
5,000- 10,000
10,000-15,000
<5,000
5,000- 10,000
<5,000
<5,000
5,000- 10,000
Calls
52
82
66
117
8
2
1
1
229
558
2
1
1
4
37
22
2
1
70
5
14
191
342
26
55
5
2
32
120
46
6
1
1
54
30
12
2
44
Shifts
23
63
50
139
2
2
1
2
79
361
4
ND
1
5
15
7
ND
2
17
2
10
18
71
3
ND
4
ND
5
12
1
1
ND
ND
2
23
5
3
31
DWT
(tonnes)
18,828
29,575
39,389
57,952
15,900
29,089
41,455
92,854
ND
39,830
36,750
60,639
21,540
38,920
6,769
21,512
34,336
46,641
3,158
19,880
14,897
ND
9,060
4,243
6,456
1,254
5,500
ND
5,485
6,417
1 1 ,054
3,536
6,502
6,880
872
2,697
7,440
1,668
Power
(HP)
8,478
9,367
10,670
13,451
6,581
8,198
1 1 ,336
ND
ND
10,876
23,945
51,920
16,993
29,201
4,048
9,736
10,300
8,950
2,322
10,120
ND
ND
4,428
29,370
29,961
9,313
20,934
ND
28,408
8,160
12,983
3,002
6,933
8,578
1,948
2,849
9,000
2,514
vessel
Speed
(knots)
15
15
15
15
14
14
14
16
ND
15
21
24
20
22
14
16
15
15
13
15
19
ND
14
21
19
17
18
ND
20
18
20
14
16
18
14
13
15
14
bngme
Speed
(RPM)
158
125
114
110
ND
157
117
ND
ND
124
ND
90
428
259
197
130
95
105
554
ND
ND
ND
280
ND
120
769
580
ND
559
158
120
600
168
168
ND
750
600
650
% RPM
>130
56%
32%
14%
0%
ND
100%
0%
ND
ND
23%
ND
0%
100%
50%
100%
50%
0%
0%
100%
ND
ND
ND
86%
ND
0%
100%
100%
ND
75%
70%
0%
100%
100%
70%
ND
100%
100%
100%
Date of
Build
1979
1983
1983
1979
1975
1995
1995
1975
ND
1981
1986
1990
1993
1989
1979
1982
1980
1995
1978
1981
1966
ND
1978
1984
1984
1979
1987
ND
1984
1986
1976
1978
1995
1985
1959
1977
1993
1966
Cruise
(hr/call)
3.4
3.4
3.4
3.4
3.5
3.6
3.6
3.1
ND
3.4
2.4
2.1
2.5
2.3
3.7
3.2
3.5
3.3
3.9
3.5
2.6
ND
3.6
2.4
2.6
3.0
2.8
ND
2.5
2.8
2.6
3.6
3.1
2.8
3.6
3.9
3.3
3.7
RSZ
(hr/call)
5.6
5.5
5.4
5.4
5.5
5.4
5.3
5.3
5.4
5.4
5.7
5.3
4.4
5.3
5.5
5.8
5.7
5.3
5.8
5.9
5.4
5.8
5.8
6.0
6.0
6.0
6.0
6.0
6.0
4.0
3.5
3.5
3.5
3.9
5.6
6.0
6.0
5.8
-------
Table 11-6: Summary of 1996 Deep-Sea Vessel Data for the Port of Tampa, FL
Ship-type
TANKER
TANKER Total
TUG
TUG Total
VEHICLES CARRIER
VEHICLES CARRIER Total
BARGE DRY CARGO
BARGE DRY CARGO Total
BARGE TANKER
BARGE TANKER Total
MISCELLANEOUS
MISCELLANEOUS Total
UNSPECIFIED MOTOR
UNSPECIFIED MOTOR Total
Grand Total
Engine Type
2
4
Steam Turbine
ND
2
4
ND
2
ND
ND
2
4
ND
ND
DWT RANGE
<30,000
30,000 - 60,000
<30,000
30,000 - 60,000
<30,000
30,000 - 60,000
> 150,000
ND
ND
ND
ND
12,500-15,000
ND
ND
<1,000
5,000-10,000
1 ,000 - 5,000
<1,000
5,000-10,000
ND
ND
Calls
111
17
45
3
37
121
1
148
483
701
166
459
1,326
2
2
525
525
852
852
4
1
1
4
1
7
18
8
8
4,336
Shifts
24
10
15
4
2
110
2
25
192
687
125
371
1,183
1
1
367
367
547
547
2
ND
ND
3
ND
5
10
30
30
2,812
DWT
(tonnes)
19,007
39,778
3,121
37,874
24,854
37,075
228,274
ND
25,893
75
157
ND
91
13,208
13,208
ND
ND
ND
ND
113
9,360
2,389
342
7,040
ND
1,873
ND
ND
12,921
Power
(HP)
11,871
16,976
1,542
16,000
ND
ND
ND
ND
9,794
4,905
9,206
ND
5,768
11,500
11,500
ND
ND
ND
ND
895
10,332
1,320
2,129
5,998
ND
2,704
ND
ND
8,325
vessel
Speed
(knots)
16
17
11
16
14
15
17
ND
15
12
14
ND
13
18
18
ND
ND
ND
ND
12
18
10
12
16
ND
13
ND
ND
14
bngme
Speed
(RPM)
136
122
459
ND
ND
ND
ND
ND
150
ND
ND
ND
ND
111
111
ND
ND
ND
ND
ND
ND
ND
ND
430
ND
430
ND
ND
182
% RPM
>130
47%
0%
100%
ND
ND
ND
ND
ND
44%
ND
ND
ND
ND
0%
0%
ND
ND
ND
ND
ND
ND
ND
ND
100%
ND
100%
ND
ND
48%
Date of
Build
1978
1977
1972
1971
1947
1955
1977
ND
1966
1976
1978
ND
1976
1984
1984
ND
ND
ND
ND
1977
1984
1979
1980
1985
ND
1980
ND
ND
1976
Cruise
(hr/call)
3.1
3.0
4.5
3.1
3.5
3.3
2.9
ND
3.4
4.3
3.7
ND
4.2
2.8
2.8
ND
ND
ND
ND
4.2
2.8
5.0
4.2
3.1
ND
4.0
ND
ND
3.6
RSZ
(hr/call)
5.5
5.5
5.6
5.4
5.7
5.4
6.0
5.4
5.5
5.4
5.6
5.5
5.4
5.7
5.7
5.4
5.4
5.5
5.5
5.9
3.5
5.3
5.4
3.5
6.0
5.5
5.5
5.5
5.5
-------
Table 11-6: Summary of 1996 Deep-Sea Vessel Data for the Port of Tampa, FL
Man.
(hr/call)
1.9
2.8
2.7
3.4
1.4
3.3
3.0
9.0
1.5
2.3
3.3
1.0
3.0
2.6
1.8
1.4
1.0
5.7
1.2
1.7
1.2
1.2
1.3
1.1
1.0
1.8
1.0
1.0
1.0
1.0
5.0
1.0
1.0
1.5
2.0
1.5
1.5
1.9
Hotel
(hr/call)
76.2
87.4
96.1
71.9
346.8
64.6
223.2
265.3
56.3
75.6
276.3
7.1
125.9
171.4
46.2
80.8
43.5
120.8
98.7
51.4
35.7
62.3
68.0
15.1
10.2
224.3
9.5
71.8
36.6
38.8
352.4
86.2
81.8
75.3
60.3
216.1
199.9
110.3
11-9
-------
Table 11-6: Summary of 1996 Deep-Sea Vessel Data for the Port of Tampa, FL
Man.
(hr/call)
1.3
1.7
1.4
1.8
1.1
1.9
2.4
1.2
1.4
2.1
2.1
1.6
1.9
1.3
1.3
1.8
1.8
2.0
2.0
1.1
1.0
1.0
1.8
1.0
1.2
1.3
2.2
2.2
1.8
Hotel
(hr/call)
34.3
37.0
86.0
35.9
21.1
47.7
640.7
21.9
39.0
55.7
64.9
49.6
54.7
203.3
203.3
91.8
91.8
149.6
149.6
83.5
319.7
130.0
906.4
109.8
922.4
609.8
999.5
999.5
84.4
11-10
-------
Table 12-5: Summary of 1996 Deep-Sea Vessel Data for Baltimore Harbor, MD
Ship Type
BULK CARRIER
BULK CARRIER Total
CONTAINER SHIP
CONTAINER SHIP Total
GENERAL CARGO
GENERAL CARGO Total
Miscellaneous
Miscellaneous Total
PASSENGER
PASSENGER Total
REEFER
REEFER Total
Engine Type
2
4
Steam Turbine
2
4
Steam Turbine
2
4
Steam Turbine
2
4
2
4
Steam Turbine
2
DWT Range
< 25,000
25,000 - 35,000
35,000 - 45,000
45,000 - 90,000
> 90,000
< 25,000
25,000 - 35,000
45,000 - 90,000
> 90,000
< 25,000
25,000 - 35,000
> 90,000
< 25,000
25,000 - 35,000
35,000 - 45,000
45,000 - 90,000
< 25,000
< 25,000
25,000 - 35,000
< 25,000
25,000 - 35,000
35,000 - 45,000
45,000 - 90,000
< 25,000
25,000 - 35,000
< 25,000
< 10,000
< 10,000
<10,000
<10,000
<10,000
10,000-20,000
Calls
50
85
73
144
76
10
3
3
2
29
1
5
481
247
96
92
72
13
3
18
541
114
13
9
1
80
4
5
226
4
6
10
3
6
6
15
2
2
Shifts
27
52
43
75
40
4
2
0
2
0
0
0
245
21
5
8
2
1
0
1
38
47
6
1
0
19
2
0
75
2
4
6
0
0
0
0
1
1
DWT
(tonnes)
18,690
29,958
39,143
68,715
133,223
12,466
32,322
89,127
158,526
18,232
33,373
159,743
59,304
21,107
29,065
39,319
55,730
8,793
18,832
26,826
30,106
16,545
30,370
41,141
45,000
5,301
29,719
13,264
14,626
6,450
7,053
6,812
6,291
5,478
7,942
6,626
1 1 ,560
11,560
Power (hp)
8,707
10,618
10,435
13,970
18,241
5,700
8,602
12,600
1 7,850
9,115
1 1 ,837
27,126
12,611
18,352
16,979
46,221
41,379
6,508
28,112
35,181
26,242
10,516
10,302
13,058
12,300
3,469
12,000
16,709
8,281
3,500
11,671
10,503
22,000
32,171
35,363
31,413
13,100
13,100
vessel
Speed
(knots)
15
15
15
14
14
14
13
14
14
15
15
16
15
19
19
23
22
16
23
20
20
16
15
16
16
13
14
20
15
15
14
15
20
20
24
21
19
19
tngme
Speed
(RPM)
146
131
109
100
86
ND
157
404
399
ND
ND
ND
111
118
102
105
94
475
ND
ND
117
154
108
ND
93
642
ND
ND
435
ND
720
720
ND
524
ND
524
117
117
%RPM
>130
63%
61%
5%
3%
0%
ND
100%
100%
100%
ND
ND
ND
16%
16%
0%
0%
0%
100%
ND
ND
10%
55%
0%
ND
0%
100%
ND
ND
78%
ND
100%
100%
ND
100%
ND
100%
0%
0%
Date of
Biuld
1981
1982
1984
1986
1985
1974
1984
1982
1986
1975
1983
1970
1983
1987
1984
1979
1988
1984
1973
1973
1985
1982
1984
1984
1994
1988
1974
1962
1984
1982
1990
1987
1976
1986
1961
1974
1987
1987
Cruise
(hr/call)
3.4
3.3
3.4
3.5
3.5
3.7
4.0
3.6
3.6
3.3
3.3
3.1
3.4
2.6
2.7
2.2
2.2
3.2
2.2
2.5
2.5
3.1
3.3
3.1
3.1
3.8
3.6
2.6
3.4
3.3
3.5
3.4
2.5
2.6
2.1
2.4
2.6
2.6
RSZ
(hr/call)
16.0
16.7
16.6
17.4
18.9
14.7
20.1
17.5
17.2
14.2
10.7
17.2
17.0
14.1
14.5
16.9
17.1
13.4
14.1
15.5
15.1
16.7
16.5
14.3
17.4
19.0
18.0
17.4
17.4
15.9
18.3
17.3
15.1
15.1
16.1
15.5
10.9
10.9
-------
Table 12-5: Summary of 1996 Deep-Sea Vessel Data for Baltimore Harbor, MD
Ship Type
RORO
RORO Total
TANKER
TANKER Total
TUG
TUG Total
VEHICLES CARRIER
VEHICLES CARRIER Total
Grand Total
Engine Type
2
4
2
4
Steam Turbine
2
4
2
4
DWT Range
<10,000
10,000-20,000
20,000 - 30,000
> 30,000
<10,000
20,000 - 30,000
<30,000
30,000 - 60,000
60,000 - 90,000
90,000-120,000
> 150,000
<30,000
30,000 - 60,000
30,000 - 60,000
<10,000
<10,000
<10,000
10,000-20,000
20,000 - 30,000
<10,000
10,000-20,000
Calls
66
46
51
83
3
1
250
53
42
13
1
1
22
7
8
147
15
27
42
3
225
3
12
50
293
2,007
Shifts
30
30
28
2
0
0
90
24
25
2
0
1
5
5
1
63
2
11
13
5
118
1
7
41
172
703
DWT
(tonnes)
5,420
15,272
26,522
45,016
8,903
24,106
24,800
19,174
37,543
64,867
95,628
281 ,559
8,330
36,753
44,388
31,354
177
430
340
9,352
14,660
26,342
8,246
12,863
14,156
31,529
Power (hp)
9,650
14,935
16,952
26,562
10,332
27,000
17,805
8,165
12,008
14,170
16,600
29,460
5,354
14,760
16,275
10,331
4,713
15,252
11,488
10,978
13,308
13,963
1 1 ,830
13,649
13,289
16,493
vessel
Speed
(knots)
16
19
20
19
15
22
18
14
15
15
14
15
14
16
15
15
13
16
15
18
18
19
18
18
18
17
tngme
Speed
(RPM)
96
98
102
98
425
ND
107
157
113
108
94
75
486
ND
ND
222
900
750
825
124
110
101
530
502
173
172
%RPM
>130
0%
0%
0%
0%
100%
ND
3%
52%
7%
0%
0%
0%
100%
ND
ND
46%
100%
100%
100%
33%
0%
0%
100%
100%
17%
23%
Date of
Biuld
1981
1985
1984
1983
1979
1972
1983
1984
1982
1985
1993
1995
1989
1983
1958
1983
1975
1978
1977
1984
1985
1990
1980
1981
1984
1984
Cruise
(hr/call)
3.1
2.7
2.6
2.7
3.3
2.3
2.8
3.5
3.3
3.3
3.6
3.3
3.5
3.2
3.3
3.4
4.0
3.2
3.4
2.8
2.7
2.7
2.8
2.8
2.7
3.0
RSZ
(hr/call)
17.1
15.1
14.6
17.4
15.8
16.2
16.3
15.6
16.5
15.9
17.5
17.2
14.5
16.8
18.1
15.9
16.6
14.9
15.5
16.1
14.7
17.0
14.2
15.5
14.9
16.0
12-9
-------
Table 12-5: Summary of 1996 Deep-Sea Vessel Data for Baltimore Harbor, MD
Maneuver
(hr/call)
1.5
1.5
1.6
1.5
1.4
1.5
1.3
1.3
2.5
1.3
1.3
1.3
1.5
1.3
1.3
1.4
1.3
1.3
1.3
1.3
1.3
1.5
2.0
1.3
1.3
1.4
2.1
1.3
1.5
2.0
1.8
1.9
1.3
1.3
1.3
1.3
1.6
1.6
Hotel
(hr/call)
113.5
167.7
133.1
79.1
49.5
63.6
181.8
91.0
64.7
30.3
1.2
61.4
98.8
23.7
17.2
16.1
13.7
105.4
12.7
20.7
21.7
108.3
96.8
29.8
180.0
55.7
107.2
358.9
91.7
509.1
790.1
677.7
81.9
85.7
146.7
109.4
531.4
531.4
12-10
-------
Table 12-5: Summary of 1996 Deep-Sea Vessel Data for Baltimore Harbor, MD
Maneuver
(hr/call)
1.5
2.0
1.9
1.3
1.3
1.3
1.6
1.6
1.7
1.4
1.3
2.3
1.5
1.7
1.3
1.6
1.3
1.4
1.4
2.9
1.8
1.7
1.5
1.9
1.8
1.5
Hotel
(hr/call)
47.8
30.3
32.6
19.8
33.6
1301.3
37.0
34.3
51.5
34.3
242.4
93.3
29.1
39.0
30.9
40.3
52.9
29.3
37.8
35.4
22.8
17.0
21.7
28.1
23.7
56.4
12-11
-------
Table 13-5: Summary of 1996 Deep-Sea Vessel Data for the Port of Coos Bay, OR
Ship-type
BULK CARRIER
BULK CARRIER Total
GENERAL CARGO
GENERAL CARGO Total
MISCELLANEOUS
MISCELLANEOUS Total
Grand Total
Engine Type
2
2
4
(blank)
DWT Range
< 25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
(blank)
< 25,000
25,000 - 35,000
35,000 - 45,000
> 45,000
< 25,000
(blank)
Calls
26
39
60
28
2
155
10
18
20
5
1
54
1
1
210
DWT
(tonnes)
22,978
30,108
42,436
46,825
ND
36,790
20,800
30,068
42,857
46,547
23,168
34,486
ND
ND
36,189
Power
(HP)
7,007
9,756
9,136
10,249
ND
9,136
11,770
8,040
13,010
12,300
7,800
10,962
ND
ND
9,612
vessel
Speed
(knots)
14
15
14
14
ND
14
16
14
15
16
15
15
ND
ND
15
tngme
Speed
(RPM)
149
127
105
106
ND
117
ND
95
119
93
ND
103
ND
ND
116
%RPM
>130
96%
13%
6%
0%
ND
24%
ND
0%
0%
0%
ND
0%
ND
ND
21%
Date of
Build
1993
1983
1987
1990
ND
1987
1980
1984
1982
1994
1978
1983
ND
ND
1986
Cruise
(hr/call)
3.6
3.4
3.5
3.5
ND
3
3.1
3.5
3.2
3.1
3.3
3
ND
ND
3
RSZ
(hr/call)
3.6
3.4
3.0
3.5
4.0
3.3
3.6
3.6
2.7
4.0
3.0
3.3
4.0
4.0
3.3
Maneuver
(hr/call)
0.6
0.6
0.6
0.6
0.3
0.6
0.6
0.6
0.6
0.6
0.6
0.6
0.3
0.3
0.6
Hotel
(hr/call)
64.0
69.4
58.9
94.8
179.7
70.4
65.3
52.5
56.5
128.5
67.4
63.7
128.7
128.7
69.0
------- |