American Classic Voyages Co., parent company of American Hawaii Cruises, signed a contract on March 9 with Litton Industries’ Ingalls Shipbuilding to build the largest U.S. cruise ships ever built and first large cruise ships in the United States in more than 40 years. The state-of-the-art luxury ships will cruise among the Hawaiian Islands as part of AMCV’s Hawaii expansion plans to more than quadruple its passenger capacity within the next seven to ten years.
Currently, the company operates the nation’s only U.S. flag ocean liner, the 1,021-passenger SS Independence.
Under the terms of the “Project America” contract, which has a potential value of $1.4 billion for up to three ships, Ingalls will initially build two 1,900-passenger U.S.-flag cruise vessels for AMCV at a price of $880 million, with an option for a third vessel at $487 million. The base price for the first two vessels, not including incentive payments available to Ingalls, is $880 million. AMCV plans to sell 3.4 million new shares of stock to help finance the building project.
The first vessel is scheduled to enter the Hawaiian Islands service in early 2003. In the meantime, American Classic plans to ramp up its Hawaii business by leasing or chartering a foreign passenger ship and re-flagging it for U.S. service as early as the summer of 2000.
“It is very difficult to operate as a one-ship company,” said Scott Young, AMCV executive vice president. Young says the company has been looking at a number of vessels in the 1,200 to 1,500 passenger range.
The re-flag is included in the provisions of the U.S.-Flag Cruise Ship Pilot Project Statute passed by Congress in 1997, which paved the way for the Project America contract. It allows American Classic to operate a U.S. flagged but foreign built passenger ship in coastwise trade “between or among the islands of Hawaii” for up to two years after the second of two new U.S.-built passenger ships is delivered to the company.
The two initial ships will be state-of-the-art luxury cruise vessels, each approximately 72,000 gross tons and 840 feet long. Each vessel will feature a four-deck-high atrium, a 1,060-seat dining room, an 840-seat theater, and 85,850 square feet of open deck space. Accommodations for 1,900 passengers include 950 cabins, 77 percent of which will be “outside cabins,” and 64 percent of which will have private balconies.
by Mele Pochereva
Downsizing of the civilian workforce at Pearl Harbor Naval Shipyard over the past several years is bringing unexpected benefits to students at Honolulu Community College, most recently the college’s Marine Education and Training Center.
Six students from the marine center began working part time at the naval shipyard in January under a cooperative education program between the Navy and the college. Altogether there are some 124 community college students from various vocational programs now employed by the shipyard.
The shipyard’s 1996 downsizing meant the loss of many younger employees who had less seniority, explains Dennis Huddy, apprentice program administrator for the shipyard. Today, the average employee is older than 48 years.
“Seventeen percent can retire now; another forty percent can retire in 5 years, so we need to get more younger workers,” Huddy says.
In an effort to revitalize its aging civilian workforce, the shipyard restarted its apprentice program which graduated its first apprentice class in 1924. Along with recruiting efforts at community colleges, Huddy says the shipyard plans to hire as many as 116 high school students this summer in cooperation with the Hawaii School to Work program.
Ron Kaneshiro, cooperative education coordinator for Honolulu Community College says students in a number of vocational programs such as electronics, carpentry and welding have been getting further training as co-op students at the Pearl Harbor Shipyard and Intermediate Maintenance Facility. They receive a starting pay of $12.32 per hour as well as health insurance and other benefits.
Upon graduating with an associates degree and satisfactory completion of the co-op program, including 1,040 hours of work, students can automatically enter the shipyard’s apprenticeship program as a full-time, second-year apprentice, receiving an attractive federal benefits package and salary.
Last fall, shipyard representatives toured HCC’s three-year-old marine center and were impressed with the quality of work they saw there.
Unlike some of the more specialized programs, students in the marine program are multi-skilled, Huddy points out. “I can hire someone with experience in seven different trades, from painting to ship-fitting,” he says.
The Marine Education and Training Center opened in 1995 and graduated its first nine students in May of 1997. Growth in enrollment has been steady: 16 new students entered the two-year program last fall, and another 30 are signed up for the fall of 1999. That’s more than the usual class capacity, according to David Flagler, METC associate professor. He says they may need to open another first-year class, running two groups through the program concurrently.
A Hawaii meeting of 27 countries from across the central and western Pacific made significant progress on a precedent-setting international fisheries management and enforcement regime that could include putting observers on all fishing vessels in the area and monitoring them with satellite fixing devices.
These were two of several areas where significant progress was made during a February meeting set up by a 1995 United Nations agreement to have countries cooperatively negotiate a system to manage fisheries across exclusive economic zones (EEZs) and international waters.
The meeting, led by former Fiji Ambassador Satya Nandan, was called the Multilateral High-level Conference for the Conservation and Management of Highly Migratory Fish Stocks in the western and central Pacific, or MHLC4. The group has set a date of June, 2000 to finalize negotiations for a new commission to regulate fisheries in the region. If successful, it would be the first to negotiate a fisheries management system under the new principles set by the 1995 U.N. agreement.
The new commission would bear monitoring costs such as salaries, training and flying observers to departure ports.
Fishing and carrier vessels that transport fish would be subject to monitoring systems.
Boundaries for the regulated area would include all of Hawaii to 50 degrees north and all Polynesian islands to 60 degrees south. The western boundary would run through Australia and Papua New Guinea and include the EEZs of Indonesia, the Philippines, Japan and Korea, excluding Russia.
Enforcement vessels of any member nation would be allowed to board and inspect the fishing vessels of any other member nation; infractions would be reported to the vessel’s flag nation.
Enforcement vessels of any member nation could detain fishing vessels from non-member nations and take them to a reasonable port for enforcement proceedings.
The group also passed a resolution calling for all states to exercise restraint in expanding their fishing efforts, to cooperate in exchanging information on the activities of fishing vessels, and to disseminate the group’s findings.
The western and central Pacific is home to the largest tuna fishery in the world and currently is valued at $1.7 billion annually, or one tenth of the gross domestic product of all the island nations. The ex-vessel value of fish caught by U.S. fisheries in the Pacific is valued at approximately $250 million. Of this, Hawaii accounts for about $75 million, most of which comes from tuna and other pelagic landings.
by Mele Pochereva
In an event unprecedented in the 46-year history of MARCO Shipyard Seattle, three new “Z” class multi-purpose reverse tractor tugs were recently christened in a single ceremony. The Z-THREE, Z-FOUR and Z-FIVE were delivered to Admiral Towing and Barge Company, an affiliate of The Great Lakes Group of Cleveland, Ohio, which expects to begin operating the vessels at Pearl Harbor Naval Base by April 1, under a contract with the Navy to provide ship assist services.
The $14.5 million, 52-month Admiral Towing contract was awarded in December, 1997 as part of the Navy’s efforts to save maintenance and repair costs on its aging harbor tug fleet. The Navy expects to decommission as many as 40 tugs at various bases over a two-year period, replacing them with chartered, state-of-the-art tug services from the private sector.
Navy sources said the three new tractor tugs will replace five older tugs at Pearl Harbor, though two of the Navy tugs will be reserved for back-up services. An estimated $7.5 million will be saved in the first 17-month contract period.
Designed by Jensen Maritime Consultants of Seattle, the new tugs are 94’ x 32’, and have 4,000 hp with a bollard pull in excess of 110,000 pounds. They operate at a design speed of 14 knots with a crew of three. The tugs, which cost $6 million each to build, have been modified to meet the special needs of the Navy and include special above- and below-water fendering systems to accommodate assistance to submarines.
According to Admiral Towing and Barge President Ronald C. Rasmus, the Pearl Harbor operation will be run by about 25 employees, most of them Hawaii hires. He said the company also plans to use one of Hawaii’s private shipyards for drydock and other maintenance services.
Sause Bros., Inc. of Honolulu expects delivery in May of the 4400 hp tug Tira Lani, the second Z-drive reverse tractor tug for the company’s growing fleet.
The company took delivery of its first “Z” tug, Kamaehu, two years ago and plans to add another for a total island harbor fleet of four, including the conventional tug Pono. Also in the planning stages is the addition of a conventional ocean tug that would bring Sause’s Honolulu-based ocean fleet to seven.
The Tira Lani was designed by Sause Bros. Naval Architect Jack Wilskey and built by southern Oregon Marine (SOMAR), Sause’s shipyard in Coos Bay, Ore. The 83’ by 35’ vessel, powered by a pair of Caterpillar 3516-B engines, has a free running speed of 12 knots. Its Ulstein model 1650 Z-drives develop nearly 55 tons of bollard pull.
For the past 30 years, the Sea Grant College Program at the University of Hawaii has focused on ocean-related research that responds to state and local needs. Committed to the improved understanding, management and wise use of marine resources of the state, Hawaii Sea Grant also fosters education and extension services that directly impact the local community.
Under the direction of Dr. Charles Helsley, Hawaii Sea Grant’s current budget for 1999-2001 provides $1,691,334 solely for ocean research, with major focus on sustainable aquaculture development, commercial biotechnology, coral reefs and coastal erosion. Of this total ocean research budget, $922,354 are federal dollars brought into the state by Sea Grant.
Following are some of the program’s current research projects, (figures in parentheses represent federal and state funds):
To help diversify Hawaii’s aquaculture industry, a major focus has been placed on aquaculture research that uses genetic and molecular technology to increase the productivity of cultured finfish and crustacea. One such research project is determining whether recombinant bovine growth hormone is effective in stimulating the growth of tilapia and shrimp, while another project is identifying marine ornamental fishes that can be cultured using established rearing technologies developed for marine food fishes. Researchers are examining the use of gene transfer technology to develop transgenic animals with commercially desirable traits. Another project investigates molecular cloning for sex-control ratio in shrimp aquaculture.
Addressing Hawaii’s coastal environment with the intention of increasing the vitality of ocean-based tourism, Sea Grant research considers the erosion of coastal lands and beaches from three perspectives: sand movement and transport from the micro-grain level, the modeling of wave-induced “flow” of sand at Waimea Bay, and the photomapping study of coastal beaches that synthesizes about 50 years of aerial photographs. A single project devoted to coastal ecology focuses on the productivity of fishery management areas in close proximity to marine life conservation districts where fishing is banned. A pilot project examines how modern classification of organisms based on evolutionary histories and relationships can enhance knowledge about biodiversity to help the decision-making process for ecosystem-based management.
Sea Grant is assessing coastal ecosystem health, in particular coastal hazards, and funds research which will provide an improved prediction model for tsunami run-up and coastal inundation in Hawaii. To better monitor coastal water quality, Sea Grant is funding the development of monitoring technology for the detection of bacterial pathogens in coastal waters from point and non-point sources of pollution.
Other projects look at materials transported from Hawaii’s watersheds into coastal waters, the rapid detection of specific micro-organisms for marine environmental monitoring, and the role of plankton communities in cleansing pollution-related bacteria from coastal waters. One project investigates the impact of submarine groundwater and pollutant seepage in the coastal environments of Hawaii. Another focuses on environmental impacts on the reproduction of corals.
Hawaii Sea Grant also funds research into marine technology development in the field of biological and engineered systems. One project is developing a portable oceanic lidar system that can be used on ships and aircraft to measure water quality and biological activity of coastal waters in and around the Hawaiian Islands.
Developing new natural marine products is also a Sea Grant priority. Researchers are characterizing 11 bacterial strains from marine sediments that seem promising as potential producers of antibiotics. Another project is refining the analysis of a previously discovered bioactive enzyme derived from coral and which shows great promise for pharmaceutical development. The same researcher is preparing a library of analogs of a marine natural product for pharmacological purposes.
The past decade has seen an explosion in the demand by aquarium hobbyists for saltwater species such as tropical fishes, corals, live rock, giant clams and other invertebrates. These marine ornamentals were traditionally caught exclusively from the wild and considered difficult to culture in captivity. Over time, collection of wild species in their natural ecosystems provoked public condemnation of collectors for their potential degradation of nearshore waters and reef-depleting practices.
Today, advances in aquaculture techniques provide a potential never before seen in the culture of marine ornamental species. Technical advances in nutrition of marine organisms, animal husbandry and larval culture are now being applied to the production of cultured fish and invertebrates, opening a new era for marine ornamental species.
In a worldwide aquarium fish industry worth $900 million, the marine ornamental aquaculture business today accounts for the smallest segment of the industry. Nevertheless, its trade value is worth approximately $100 million a year.
In Hawaii, the most recent annual summary from the state’s Division of Aquatics places the total value of marine ornamentals to collectors at $845,000 in 1995.
According to Clyde Tamaru, aquaculture specialist with the University of Hawaii Sea Grant College Program, there are currently about 250 species of marine ornamentals exported annually from Hawaii, with few cultured commercially.
The priority species for aquaculture research is the yellow tang, Hawaii’s number one saltwater export. Approximately 250,000 yellow tangs are exported yearly from Hawaii to the U.S. Mainland.
“Collectors in Hawaii actually practice environmentally responsible methods of collecting, unlike many other places in the world,” Tamaru said. “We want to hear from them. We need an exchange of information because we all have a stake in the marine ornamentals industry and any advances in research will only come from cooperation.”
This exchange will come in the form of the First International Conference on Marine Ornamentals “Collection, Culture & Conservation” November 16-19 at the Hilton Waikoloa Village in Kailua-Kona on the Big Island. Sponsored by the Sea Grant College Program, the Hawaii Aquaculture Development Program and others, Marine Ornamentals ‘99 will bring together for the first time marine life scientists, collectors, propagators and hobbyists. The conference announces its Call for Papers and Posters with a deadline of July 31.
For more information, visit Marine Ornamentals
‘99 online at
Priscilla Billig is the communications director for the University of Hawaii Sea Grant College Program.
by Capt. Dave Lyman
January 1, 1999 marked the 20th year that the Hawaii Pilots Association has provided private pilotage services to Hawaii’s commercial harbors. But the history of Hawaii pilotage dates back more than two centuries.
The first record of Hawaiians serving as pilots for visiting vessels comes from an account written by Capt. King describing the departure from Kealakekua Bay aboard the HMS Resolution, commanded by Capt. James Cook. A Hawaiian by the name of Koa’a accompanied Cook to provide him with local knowledge of Hawaii’s coastline and guide him to a sheltered bay where the HMS Resolution and HMS Discovery could safely anchor and obtain water. On February 6, 1779, after clearing Keahole Point on the previous day, the ship was abeam of a large bay referred to by the Hawaiians, according to King, as “Toe-yah-yah” (probably Kawaihae).
A ship’s boat was launched, and the master, Mr. Bligh (who later commanded the HMS Bounty) was rowed ashore with Koa’a. Upon his return to the ship, Bligh reported that the well ashore was inadequate for watering needs for the two ships and that a shallow reef extended at least a mile offshore therefore making it impossible for the ships to stand in close to the shore. When Koa’a realized that his recommended anchorage was not suitable for the deep draft vessels he “contrived to slip away, being afraid of returning, as we imagined, because his information had not proved true.”
Koa’a did know the coastline, however, and he did know the bay to which he guided the ships. He certainly didn’t fully realize that the drafts of Cook’s ships far exceeded depth requirements of the vessels that he was used to, the outrigger and double hull canoes. Mr. Bligh probably berated this first Hawaiian pilot in the manner for which he was later to become infamous and, rather than continuing on with the visiting Englishmen, Koa’a simply left.
Years later, on November 22, 1816, the Russian exploration ship Rurik appeared off Kawaihae to obtain permission from King Kamehameha, who was visiting John Young, to sail through the Hawaiian Islands. By this time Hawaii was well known as an ideal place for vessels to provision and water. Pacific whalers and fur traders called in Hawaiian ports regularly; the sandalwood trade was at its peak; and Kamehameha had absolute control over any foreign vessel entering Hawaiian waters.
Kamehameha allowed the Rurik entrance to Hawaii and assigned a Hawaiian, Manuia to accompany the ship from Kawaihae to Honolulu. He is described in Chamisso’s account of the voyage as “...a guide and escort, and bearer of his [Kamehameha’s] instructions concerning us, a noble of petty rank who enjoyed his complete confidence.” Manuia certainly had acquired western seamanship skills as he is described as “....one who had traveled extensively, one of the king’s men, who had been to Boston, on the North-West Coast of America, and in China....”
After a call at Kealakekua Bay the Rurik arrived off Honolulu on November 27. “Manuia went ashore in the first canoe which showed up, and soon a royal pilot came out, an Englishman, Mr. Harbottle, who had us anchor outside the reef, as each entering ship must be towed in during the calm which regularly precedes sunrise.
“At four a.m. of the 28th, in accordance with a prearranged gun signal we called the canoes alongside that were to tow us into the harbor. The pilot and eight double canoes, each under its owner, and with sixteen to twenty men each came out. Mr. Young was in a smaller canoe. The anchor was gotten up, and, playfully, laughing the while and noisily, the Sandwich Islanders towed the into the harbor in fine style, and with a power that surprised our crew. We were making three knots by the log. We dropped anchor under the walls of the Fort, and Mr. Young came on board, to demand payment for the services, which were not performed by the King’s men.”
Probably partly due to naivete in some matters relating to international commerce while wishing to provide an inducement to promote foreign trade in Hawaii, Kamehameha provided certain services at no charge. Unlike Manuia and Pilot Harbottle, the canoe owners and paddlers were not “King’s men,” and therefore were entitled to payment for the towing service.
In 1817, harbor fees charged by the Kingdom of Hawaii were initiated, the beginning of the system that is still in place today by both private enterprise and the state government. Pilotage fees were established at a dollar a foot on the draft of each vessel; anchorage fees from 60 to 70 dollars. In his wisdom, Kamehameha realized that the assessment of port fees wouldn’t deter ships from calling in Hawaiian ports and the revenues derived could be used for harbor development and improvements.
From 1817 through the transition to a territorial government in 1898 very little changed in the administration of Hawaii’s harbors, though many technological advances were made. Steam tugs replaced the canoes and oxen tows that ships utilized to enter Honolulu’s inner harbor; wharves were built; dredging was initiated; aids to navigation were established by the government and paid for via a surcharge to vessels. Rules and regulations regarding the operation and administration of the ports became refined over the years. Pilots were appointed by the government through the King’s Privy Council.
“King’s men” from the days of the monarchy became civil servants working for the Territory of Hawaii and later the state of Hawaii until the 1978 state legislature, with agreements reached by the government and the seven pilots employed by the state, passed HRS 462 A, Hawaii’s state pilotage law. Effective January 1, 1979, Hawaii’s harbor pilots were deemed to be independent contractors in a system that was modeled after all coastal American states. State pilot licenses were issued, similar in scope to the original monarchial “Commission as Pilot,” and the pilots were granted the right to establish an association. The Hawaii Pilots Association prepared to commence business.
The pilots pooled personal resources to pay for initial start-up expenses
that included the purchase of pilot boats for the four islands
requiring state pilots, the establishment of a 24-hour dispatch system and an office. A Board of Pilot Commissioners was established and operated under the auspices of the Department of Commerce and Consumer Affairs (DCCA). A rotational job assignment system was set up within the pilot association, scheduled time off was established, and a pilot system that was much more efficient than the one operating under the constrictions of civil service rules began to provide safe and timely pilotage services.
For various reasons, including a desire to reduce the number of government boards, the Board of Pilot Commissioners was “sunset” by the 1985 Legislature. Today, with the advice of a group of knowledgeable individuals, the DCCA directly regulates all pilotage matters.
Today’s eight Hawaii Pilots Association members are highly skilled professionals. All hold an Unlimited Master’s License issued by the U.S. Coast Guard that qualifies one to sail as master on any vessel upon any ocean, pilotage endorsements for Hawaii’s commercial harbors, and a state pilot license. Each member of the association is also a member of the American Pilots Association, the International Maritime Pilots Association, and the Pilot Division of the International Organization of Masters, Mates, and Pilots.
Along with their professional affiliations, HPA members have taken leadership roles in Hawaii’s maritime community, including the Propeller Club, Chamber of Commerce of Hawaii Maritime Committee, HOST, and other community affairs.
Capt. Dave Lyman has been a harbor pilot in Hawaii for more than 20 years.
NOAA’s Fisheries Service is proposing guidelines for future government-backed buyouts of fishing vessels and permits to reduce excess fishing capacity.
Congress amended the Magnuson-Stevens Act in 1996 to provide for voluntary fishing capacity reduction, commonly known as a “buyout.” The proposed rule addresses matters common to all buyouts, but each future buyout requires a separate implementation rule addressing the specific needs of a fishery and its participants.
Most buyouts will be carried out through reverse auctions where the objective will be to remove the greatest capacity with the fewest dollars. A buyout pays fishermen to surrender their fishing permits and/or withdraw their vessels from fishing.
Buyouts can occur only in fisheries that prevent additional fishermen from entering them. Each buyout must prevent or end overfishing, rebuild stocks of fish, or achieve measurable and significant improvements in the conservation and management of the buyout fishery. Buyouts must be consistent with federal or state fishery management plans or programs. Buyouts require restricting vessel upgrades and other measures that prevent replacing the fishing capacity that a buyout reduces. They also require adequate catch control measures in the buyout fishery. All buyouts must be cost effective, and those involving loans must be capable of repaying them.
Comments on the proposed rule must be received by April 12, 1999. Send to: Michael L. Grable, Chief, Financial Services Division, National Marine Fisheries Service, 1315 East-West Highway, Silver Spring, MD 20910.
A fact sheet and a link to the proposed rule are available online:
Vessels required to carry USCG approved liferafts, including fishing vessels and inspected tugboats, are also required to ensure their rafts are properly serviced. Two businesses compete in the mid-Pacific market and are certified to service the following brands of liferafts:
Liferaft and Marine Safety Equipment Inc. (Honolulu)
Certified to service: SMR Crewsaver, Elliot, B.F. Goodrich, Dunlop-Beaufort,
Switlik and Zodiac
Safety Offshore Survey (SOS) (American Samoa)
Certified to service: SMR Crewsaver, Elliot, and B.F. Goodrich
Uniroyal liferafts have not been manufactured for over 30 years and Uniraft for approximately 15 years. These rafts are being phased out of service. The Coast Guard intends to terminate all approvals for all Uniroyal and Uniraft servicing facilities effective November 1, 1999.
Liferaft manufacturers train and certify technicians and support the facilities with servicing manual updates and spare parts. Each facility must have at least one servicing technician who has satisfactorily completed the necessary training within the past three years.
Liferafts must be serviced annually and undergo a gas inflation test every five years. Customers in Hawaii can usually count on a reminder from their local dealer when liferafts are coming due for inspection. Foregoing the reminder, the liferaft containers are labeled with a sticker indicating the expiration of the current inspection, much as vehicles in Hawaii are issued an annual safety inspection sticker. The customer should also receive a copy of the liferaft servicing report for filing.
Liferaft servicing consists of unpacking and visually inspecting the raft; conducting a leak test on the raft’s buoyancy chambers and a weight test of the CO2 inflation cylinder to check the state of the cylinder gas charge; replacement of expired equipment and provisions; and repacking the raft into its container. Alkaline batteries, seasick medicine and the manufacturer’s repair kit will be replaced at each servicing. Other material within the liferaft kit such as pyrotechnic signaling devices, rations and water must be replaced if they have expired on the date of servicing.
Liferafts are mounted to vessels in a float free arrangement utilizing a hydrostatic release unit (HRU). These devices are designed to release the raft from the vessel in the event the vessel sinks. There are several HRUs on the market including the Raftgo brand, which can be tested and reset, and the Hammar brand, which is designed for one-time use only and must be replaced every two years. Both types are reliable when installed properly, so it is imperative the HRU is installed properly. If you have any questions regarding the proper way to install the HRU, you should contact the facility which serviced the raft.
by Emily White
Haseko Hawaii’s long-delayed Ewa Marina may well be the last private
marina development in Hawaii.
That was the gloomy prediction of Vicki Gaynor, the company’s community and government affairs manager, speaking at a recent meeting of Honolulu’s Propeller Club. Knowing now how long it takes to get approvals for such a project, she said it was doubtful another company would invest in a similar undertaking.
After 10 years of bureaucratic red tape, Haseko expected in March to get the final permit needed to allow the company to cut 400 feet of shoreline for a 1,400-slip marina at its master planned Ocean Point community. Because the Ocean Pointe project consists of so many components – residential, golf course, hotel, marina and other amenities – it required extensive permitting.
Gaynor said that the Army Corps of Engineers permit, which gave Haseko permission to dredge a channel and build the marina, was the most extensive because of the subsequent permits needed. Before it could get the Corps permit, the company was required to get a memorandum of agreement with the Federal Historic Preservation Division, describing which historical sites would be preserved, and how. A team of archaeologists spent nine months walking shoulder-to-shoulder through the project’s entire 1,100 acres.
Also required: a water quality permit that guarantees Haseko will monitor offshore water quality before, during and after construction; a federal environmental impact statement; coastal zone management permit; and a permit from the federal Fish and Wildlife Department to assure that the site’s wetland area would be preserved.
It took Haseko more than three years to obtain the Army Corps permit. The lengthiest permit process, however, was the water use permit. Haseko waited five years for the state to act on the permit, Gaynor said.
She said a major factor in the process is that companies like Haseko are “held hostage” to the way government interprets rules and regulations.
“Haseko has had experience both with directors of departments who were very committed to moving the process along, and with directors who were not,” Gaynor explained.
Allowing the concurrent processing of permits would have made the process more user-friendly, she added, and would have cut the time in half.
“I’ve had people tell me that the permit process took us so long because we didn’t play the political game correctly. I don’t know if that is true,” said Gaynor. Because Haseko’s budgets are approved by a parent company in Japan, it cannot legally make campaign contributions. “Our (Hawaii) laws are not intended to give companies that are willing to make campaign contributions an edge over companies that can’t make them.”
There is a waiting list for boat slips at virtually all state harbors. The largest, Ala Wai Harbor, has 726 slips and 477 people on the waiting list. However, these numbers do not reflect the pent up demand, says Howard Gehring, acting administrator of the state’s Division of Boating and Ocean Recreation. Many people have resorted to trailering their boats and others have given up having one at all for lack of a place to put it.
“The new marina in Ewa will be good for the economy and will provide what we cannot for our number one industry,” Gehring said.
Emily White, a captain with Voyager Submarines, is a senior at the University of Hawaii, majoring in journalism.
The following casualty information is provided by the USCG Marine Safety Office Honolulu. 12/6/98
The USNS Victorious experienced a minor fire in the port main motor room. Engineers investigated and found arcing and sparks coming from the forward inspection cover of the motor. The motor was secured. Further investigation revealed insulation failure followed by a dead short and high amp condition, which caused a fire in the motor windings.
12/18/98 MAKENA, MAUI.
The passenger vessel Pilikai lost steering offshore of Makena, Maui, caused by the drive tilt pin for the steering system becoming dislodged and jammed between the steering control linkage and the sideshell. The vessel made it safety to Kihei Boat Ramp where repairs were made.
12/21/98 BIG ISLAND OF HAWAII.
The 35-foot fishing vessel Kealia ran aground on a rocky sea floor approximately 1/2 mile south of Honokohau Harbor. The vessel sustained substantial damage to its hull and was towed into Honokohau by a passing vessel, M/V Marlin Grando. The incident was caused by fatigue; the relief operator fell asleep at the wheel.
1/2/99 KEWALO BASIN, OAHU.
The fishing vessel Sea Queen lost propulsion while transiting through Kewalo Basin, striking a finger pier, which toppled and struck a moored fishing vessel alongside the pier. Both vessels sustained minor damage. The finger pier sank at the dock.
1/4/99 PACIFIC OCEAN.
While at sea, the freightship R. J. Pfeiffer temporarily lost steering while underway. Troubleshooting determined the cause as the circuit board control of the starboard steering system. The circuit board was replaced and tested satisfactorily.
1/25/99 PACIFIC OCEAN.
The fishing vessel suffered a small fracture in the hull plating below the waterline, 32 miles southwest of Honolulu. The Coast Guard airdropped a dewatering pump that was used along with the vessel’s bilge pump system to control flooding. The vessel safety moored in Honolulu. The cause was attributed to pounding seas and degraded steel.
American Hawaii Cruises moved its corporate offices from 2100 N. Nimitz Highway back downtown to the Amfac Tower at 700 Bishop Street. The company has leased the building’s 8th floor, overlooking Honolulu Harbor. The new office number is (808)538-7601.
The company also has moved its warehouse operations to Pier 23. The new phone number is (808)537-1306
Inchcape Shipping Services, the world’s largest independent shipping agency network, was purchased in February by Electra Fleming, an international private equity group based in the United Kingdom. Inchcape, which provides ship support services for more than 30,000 vessels and handles in excess of 1.5 million containers each year, will remain as a single entity, with name, network, management and organization intact.
The company’s Hawaii operations also expect no change in management and staff, according to General Manager Billy Lee.
President Clinton expanded federal efforts to combat invasive species by signing an Executive Order on Feb. 3 to coordinate federal strategy to address the environmental and economic threat of foreign marine organisms being discharged into U.S. waters. According to Interior Department statistics, an estimated 40,000 gallons of foreign ballast water are dumped into U.S. harbors every minute.
The Fiscal Year 2000 budget calls for more than $28.8 million to address the problem.
The order creates an Invasive Species Council that is mandated to develop a comprehensive plan to minimize the economic, ecological, and human health impacts of invasive species and determine further steps to prevent the introduction and spread of additional invasive species. The Council, to be chaired by Interior Department Secretary Bruce Babbitt, Agriculture Secretary Dan Glickman, and Commerce Secretary William Daley, will work in cooperation with a variety of groups, including states, tribes, scientists, universities, shipping interests and others.
Currently, the National Oceanic and Atmospheric Administration is sponsoring
research on new technologies for treatment of ballast water. The research
results and recommendations are expected to be incorporated into the
new council’s management plan The plan is to be issued in 18 months
and will detail and recommend performance-
oriented goals and objectives and specific measures of success for Federal agency efforts concerning invasive species.
The Navatek II, which has operated tour and snorkeling cruises out of Lahaina since 1994, moved to Port Allen, Kauai, to meet the island’s growing demand for scenic cruises. Beginning April 1, the 150-passenger SWATH vessel will offer brunch and sunset dinner cruises along Kauai’s south and west shores.
Royal Hawaiian also operates three rigid inflatable adventure craft out of Port Allen.
On Maui, the company continues to run its Maui Nui Explorer adventure craft between Lahaina and Lanai, and plans are underway to launch a new, high-tech cruise vessel on the Valley Isle in the near future.
Roderick K. McLeod, a 27-year veteran of the cruise industry, was appointed president and chief executive officer of American Classic Voyages’ “Project America” initiative to construct the largest cruise ships ever built in a U.S. shipyard. He will be responsible for the construction, branding and marketing of two new cruise ships for the Hawaii market as well as the company’s plans to reflag an existing vessel to serve the Islands during the construction period. Most recently, McLeod was Carnival Corporation’s senior vice president of marketing.
Honolulu Harbor pilot, Capt. Ed Enos,
was featured in Honolulu magazine’s March “Best of Honolulu ‘99 issue.
He was one of six people the magazine picked as having the best jobs
USCG Capt. Frank Whipple, commanding officer of the Coast Guard’s Marine Safety Office in Honolulu since 1996, will leave his post on June 10 to assume a new assignment as chief of the USCG Marine Safety Division in Alameda, Calif. He will be responsible for all of California as well as serve as advisor to the commander of the Pacific area on matters concerning maring safety. Replacing Whipple in Honolulu is Capt. Gil Kanazawa who most recently served as the Coast Guard’s liaison officer to the Panama Canal Commission.
The National Weather Service announced the December 1998 retirement of Myron H. Kerner, communications manager for the NWS Pacific Region. Kerner managed communications for 14 NWS offices in Hawaii, Guam, American Samoa, the Federated States of Micronesia, and Pohnpei. He began working for the U.S. Weather Bureau in 1940, and has lived in Hawaii for the past 34 years. Terry Ganzel succeeds Kerner as the new communications manager. He previously was the information technology manager for the National Weather Service Central Region in Kansas City.
Hawaii Pacific University named Dr. Christopher Win director of marine science and associate professor of oceanography. Winn previously was department chairman and assistant professor of marine science at the University of Hawaii at Hilo. He has also served as a visiting research chemist at Scripps Institution of Oceanography, assistant professor of oceanography at UH-Manoa and assistant research oceanographer at UH’s Hawaii Institute of Geophysics.
Capt. Alfred E. Gallant Jr., a retired U.S. Navy marine engineer and
long-time veteran of Hawaii’s maritime community, died Feb. 5. He was
80 years old.
After graduating from the California Maritime Academy in 1940 with a bachelor of science degree in marine engineering, Gallant spent the next 24 years in the U.S. Navy. He moved to Hawaii in 1964 where he joined Hawaiian Equipment Company as sales and development engineer. He also held senior surveyor positions with Cooper and Company of Santa Monica and with the Military Sealift Command in Honolulu before opening his own marine survey consulting firm in 1980.
Gallant was a life member of SNAME and also was active in the Propeller Club of Honolulu. His trademark “happy day” greeting brought cheer to everyone he met. The Honolulu waterfront community lost another respected member with the Feb. 15 passing of Frank Fa’alataina Heather, a bargemaster for Sause Bros. Honolulu. He was 31. Well-liked by his co-workers and others on the waterfront, friends remember Frank “always greeting you with a handshake and a big smile.”
A reader was “surprised to learn” that Hawaii has no commercial slaughterhouses or feedlots (February/March issue) and correctly pointed out that there are several such operations in the state. Erroneous information provided to HOI misstated the degree to which Hawaii’s cattle-slaughtering and feedlot industry has diminished.
Pono von Holt, owner of the Big Island’s Ponoholo Ranch and president
of the Hawaii Cattlemen’s Counsel, helped set us straight. “Hawaii used
to have many slaughter houses, but the number and size of them have
been reduced considerably over the years,” he says.
Among the slaughter houses remaining: Hawaii Beef Packers, Andrade’s and Kulana Foods on the Big Island; DeCoite Packing and several other small operators on Maui; one on Kauai; and Farmer’s Livestock Coop on Oahu. There are two small feedlots operations on Maui and one on Oahu, according to our reader.
by Capt. Frank Whipple
Serving as commander of USCG Marine Safety Office Honolulu has been a great challenge with plenty of opportunities for all of us to make Hawaii a better place. I hope I have served you well. As I wind down my tour with you, I often reflect back on my beginning days here — many very cautious greetings wondering who this new guy was and where is he headed. Well, now you know.
I have been asked to provide some sage advice for all of you as we move into the 21st century. It sometimes seems that the maritime or ocean user environment never changes. We are lost in tradition. We still have the same challenges now that we had years ago. But there are some changes coming; you just have to know where to look. We must embrace new technology as it allows us to provide safer vessels and new, safer methods of performing the work to reduce the possibility of tragedy.
Without doubt, the best advice I can provide is “Communications need to continually improve.” The community has made great strides in this regard with the establishment of the Hawaii Operational Safety Team (HOST). The HOST organization has taken communications to the forefront. HOST’s greatest success has been the communications shared between participants. Participants have included the State of Hawaii, canoe clubs, salvage companies, spill response experts, yacht clubs, recreational boaters, ship pilots, ship owners, lawyers, insurance agents, labor unions, marine supply dealers, ship repair businesses, academia, Bishop Museum, tug and barge businesses, water taxi businesses, terminal operators, pipeline owners, small passenger vessel owners, large passengers vessel operators, licensed masters and documented seaman, and county offices, to name a few. HOST, as a community organization, has the ability to address and solve many of the “traditions” which need to be reviewed and improved upon.
Watch-standing and bridge team management is an area that deserves the most attention. We have observed too many casualties where either poor or improper watch-standing was the primary cause. Human factors continue to drive most casualties. Our mariners need to remember to perform their job the way it should be performed, not the way it’s always been. Comments such as, “I didn’t call the other vessel on the radio because they never listen” is not going to play well in the future. The cost outcome of damage or spills destroying the environment from these miscalculations is astounding. I believe it is still cheaper to do it right the first time versus paying the shipyard bills, cleaning up the oil spill or, worse yet, losing a loved one.
Better environmental understanding by ocean users and the general public. I believe we all have a desire to maintain a beautiful and pristine environment. The issue becomes, “How do we keep business and jobs alive while still protecting our environment?” There is no easy answer but communications need to begin to establish a plan. A plan will not be put together if we do not talk, communicate and discuss how this can occur. Remember, communication is a two-way street.
Our incident reporting system is actually another means of improving communications. Historically, we have tried to improve safety by only looking at past casualties. The voluntary incident reporting system we are using allows anyone to identify a safety hazard or potential pollution risk before it occurs. Often in the past, these may have been reported to a public safety official but no documentation occurred. After a while, the issue was dropped. Now we can track these and begin allowing groups like HOST to address prevention before the casualty occurs. You will find the form at www.aloha.net/~msohono. If you know of a safety or pollution risk, drop us a line.
I have thoroughly enjoyed my time spent with you in the mid-Pacific region. I encourage you to stay involved and improve your waterways. þ
Capt. Frank Whipple has served as commanding officer of the Coast Guard’s Marine Safety Office in Honolulu since 1996. On June 10, he leaves for his new assignment as chief of the USCG Marine Safety Division in Alameda, Calif.
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