February - March 2000
Register now for Hawaiian Maritime Industry Day 2000
The 10th Annual Hawaiian Maritime Industry Day – Hawaii’s premier maritime
community event – takes place Wednesday, March 15, in the Tapa Ballroom
at the Hilton Hawaiian Village. Hawaii Ocean Industry and Shipping News
is a sponsor of the day-long conference, organized by the Coast Guard
Marine Safety Office in Honolulu.
The $30 admission fee includes a continental breakfast, lunch, breakout
sessions, industry exhibits, $3 validated parking, and a post-
conference reception with pupus and no-host bar. Breakout sessions will
cover a variety of safety, environmental, regulatory and operational
issues affecting Hawaii’s ports.
Register online by March 1 at www.aloha.net/~msohono/iday2000.
For conference information, call USCG MSO-Honolulu, (808) 522-8256.
Exhibitor Booth Space Available
In addition to the conference sessions there will be an exhibitor’s
hall with vendors and organizations presenting their services, products
Booth space is available by calling Terry White at Hawaii Ocean Industry
& Shipping News, 808-599-3788. The booth rental fee includes
approximately 10’ x 10’ of exhibit space, one table, electrical access
and validated parking.
Pacific Whale Foundation launches eco-friendly boat
The Pacific Whale Foundation has built a new 49-passenger, 54-foot
deluxe power catamaran with innovative features that will make it the
most environmentally sound, whale-friendly motorized vessel operating
from Maui. The vessel, named Ocean Explorer, began operating eco-adventure
cruises out of Lahaina Harbor on January 1.
Using data collected by humpback whale researchers, the Pacific Whale
Foundation team worked with the designers at Kvichak Marine Industries
of Seattle, Wash. and Morrelli & Melvin of San Diego, Calif., to
design and build the eco-friendly vessel. Features such as skewed propellers,
a sound-deadening hull and a high-tech muffler system reduce the amount
of underwater noise generated by the boat.
The Ocean Explorer includes other eco-friendly features, too. The primary
material for the boat is high-recycled content aluminum, which has reduced
the amount of timber and other raw materials required to build the boat.
The exterior aluminum finish above the water line has been left unpainted,
reducing the use of toxic paints.
The vessel’s twin Cummins 6CTA diesel engines were computer-designed
for maximum energy efficiency. Each engine is rated for 430BHP at 2600
rpm and drives a Teignbridge 28" diameter five-blade, stainless
steel propeller through a ZF IRM 305A down-angle marine transmission.
The engines also meet the International Maritime Organization’s proposed
Annex VI of MARPOL 73/78, for the prevention of air pollution from ships.
The Ocean Explorer will be able to cruise comfortably at 25 knots with
a top speed in excess of 30 knots.
Passengers sit in individual cushioned captain-style chairs arranged
stadium-seating style to give each passenger the maximum opportunity
to view whales and other marine wildlife.
“We designed the Ocean Explorer to offer ideal viewing of whales from
all seats, based on findings that showed vessels with restricted viewing
platforms forced their captains to continually maneuver their boats
to maintain viewing access for their passengers,” says Greg Kaufman,
founder and president of Pacific Whale Foundation. “Extra maneuvering
creates extra noise.”
Maritime needs for the new millennium
by Kraig Kennedy
The Maritime Committee of the Chamber of Commerce recently hosted the
third annual Hawaii Maritime Conference. It was well attended and included
virtually all maritime industry leaders, state administrators and legislators
responsible for maritime lands and facilities, and several federal agency
representatives. The primary purpose of this conference was to establish
consensus within the maritime industry on the top concerns to be addressed
in this millennium year.
Conference workshops identified both infrastructure priorities and legislative
recommendations, and further indicated that the maritime industry wants
to be proactive in the resolution of multi-jurisdictional issues between
The final report from the conference identified five short-term and
four long-term projects that the maritime industry believes are essential
to future growth on the waterfront, and to ensure the long-term economic
growth of the state.
The short-term facility projects include:
Sand Island container yard expansion. Matson and CSX Lines are both
operating their container yards at maximum capacity/efficiency and
need room for expansion. This issue has been in the discussion phase
between state agencies, and the maritime industry believes this is
one of the keys to continued economic growth for the state. Specifically,
26 acres across Sand Island Road from the existing facilities is under
Pier 2 cruise ship terminal. American Hawaii Cruises and its newly
formed sister company, U.S. Lines, recently announced plans to increase
its fleet to three ships for local cruises. Further, port calls by
foreign cruise ships to the Hawaiian Islands have increased from 97
in 1997 to 240 in 1999, with future growth expected. At the moment,
Honolulu only has one cruise ship facility designed to support cruise
ship business. Future cruise ship home porting and foreign ship port
call growth to Honolulu can only be supported if a second terminal
Kailua-Kona Pier repairs and improvements. The pier at Kailua-Kona
is in need of serious repair. It is used by small boat users, fishing
boats, tour boats and as a landing for tender boats from the cruise
ships. It cannot accommodate all the needs and requirements that presently
exist. Improvements and repairs to this facility must be accomplished
to support current requirements and future growth.
Kikiaola dredging and tender boat pier (new). This project will significantly
reduce tour boat congestion in Port Allen, provide an opportunity
for another port visit for cruise ships, and significantly enhance
economic development in West Kauai.
The long-term projects, defined as projects needed over the next 6 to
20 years, include:
Sand Island tunnel/Kalihi Channel. This project would open the
Kalihi Channel to ship traffic, greatly reducing harbor congestion
by creating two entrances/exits to Honolulu Harbor. The need to
widen and dredge the channel is critical to support Hawaii’s economic
growth since 98.6 percent of all goods to Hawaii arrive through
Honolulu Harbor. Any interruption of ship traffic caused by closure
of our current single entrance would shut down our economy. A second
harbor entrance at Kalihi Channel would solve this potentially catastrophic
Kapalama container yard development. The projection for container
yard requirements in the Oahu Commercial Harbors 2020 Master Plan,
based on economic forecasts, reflects a shortage of 85 to 100 acres
of container yard area in 20 years. Container yard expansion is
an absolute necessity to support Hawaii’s economic growth.
Hilo dedicated cruise ship pier (new). Presently, cargo and passenger
vessels use the same facility, creating safety and capacity concerns
in both segments of our industry. With the expected growth in both
industries, it is essential to separate cargo activity from passenger
Kahului cruise ship terminal. American Hawaii Cruises has announced
that it will permanently home port the SS Independence on Maui this
year. Temporary facility improvements are being planned for the
short term. However, the need to separate passenger cruise ship
business from cargo activity, similar to Hilo, applies here as well.
The Kahului cruise ship terminal project will segregate these activities,
and provide for the anticipated growth of the cruise ship business
The maritime industry has stepped forward in strong support of four
legislative initiatives that would help accomplish the above projects.
The first and most significant initiative is legislation that would
establish a water dependency criterion for maritime lands. The intent
is to identify and preserve for maritime use those lands required for
activities that are dependent on being adjacent to water to be accomplished.
The second initiative is a proposal to allocate the majority of the
tax revenue stream on future domestic cruise ships placed in service
for the first time to finance necessary passenger ship facilities around
the state over the next nine years.
The third initiative will allow cost reimbursement to private developers
of maritime facilities on state land over time, through rebate of fees
and lease rents.
Lastly, the maritime industry supports the initiative of the Department
of Land and Natural Resources and the Department of Transportation to
have broader authority over harbor back-up lands. This would allow non-maritime
ancillary or supportive uses on harbor back-up lands that have a public
benefit and would generate a fair return to the state landholder. New
revenues so generated could then be used for further harbor improvements.
The Maritime Committee is actively involved with our state and local
leaders, helping to provide information and assistance as our lawmakers
and administrators work to improve our harbor facilities and capabilities.
It’s an exciting challenge at a pivotal time in our statewide maritime
Kraig Kennedy, executive vice president of McCabe Hamilton &
Renny Co., Ltd., is the current chairman of the Chamber of Commerce
of Hawaii Maritime Committee.
Hawaii’s ship repair industry: Better times on the horizon
by Mele Pochereva
After nearly a decade of economic stagnation and a severe cutback in
Navy repair contracts several years ago, Hawaii’s ship repair industry
sees better times ahead. A huge jump in private sector contracts for
Navy repair work this fiscal year is part of the reason for optimism,
but the recent two-week dry-docking of American Hawaii Cruises’ SS Independence
at Pearl Harbor Naval Shipyard may open new doors of opportunity that
lead to long-term growth for Hawaii shipyards.
For an industry that has depended on Navy contract work for 65 to 75
percent of its business, the drop in contracts from $28 million in FY96
to $9 million in FY97 was a devastating blow. It spurred the local ship
repair industry, and their subcontractors, suppliers and customers,
to form the Ship Repair Association of Hawaii in late 1997.
The private sector/military working group set out to explore solutions
that would keep afloat the state’s ship repair capacity, not only for
the survival of local shipyards, but in order to maintain an adequate
skilled workforce to service both the Navy and large commercial vessels.
Their vision: Dry-dock facilities at Pearl Harbor Naval Shipyard would
be available for use by the private sector, with a steady stream of
Today, John Ball, president of the Ship Repair Association and CEO of
Honolulu Shipyard Inc., sees that vision turning to reality following
the successful dry-docking of the SS Independence at Pearl Harbor in
early January. It was the first-ever routine maintenance visit for a
civilian ship, and a job worth about $5 million to Honolulu Shipyard
and its 35 or so subcontractors. It could be the beginning of more such
work in the near future.
Adding to the optimism is more than $40 million worth of Navy repair
and maintenance work going out to the private sector this fiscal year.
It’s the largest amount of naval contract work for Hawaii companies
in more than five years, and though this may be an unusual surge, Ball
hopes the Navy work will stay in the range of $25 million to $30 million
Ball likens the Independence job to a shuttle space mission, with 1,400
separate tasks and more than 700 workers carefully scheduled by a computerized
To get the job done in the allotted two-week timeframe, work was done
around the clock, in three 8-hour shifts. Radio communications kept
everyone apprised of progress, and enabled a quick response to any unforeseen
“We knew every move of every person every hour,” said Ball.
While planning was a key to the project’s successful, on-time completion,
Ball was impressed with the cooperation among so many different contractors.
“No one wanted to fail. All of our subcontractors wanted [the job] to
work, and just went out and did it,” he said.
Landing the job wasn’t all smooth sailing, however. Honolulu Shipyard
first approached American Hawaii Cruises in late 1997 about doing the
work at Pearl Harbor. Then there were a number of legal hurdles to overcome
with the U.S. Navy since this was a precedent-setting proposal. Finally,
Honolulu Shipyard had to win the bid over Southwest Marine in San Diego
and Cascade General Shipyard in Portland, Oregon, the contractor for
many of the Independence’s previous dry-dockings.
The biggest concern for American Hawaii Cruises was the “unknown” of
using the Navy facility for the first time, said Randy Burns, the company’s
vice president of marine operations and project manager for the dry-docking.
Regulations and procedures for working in a military facility, such
as ballast discharge and other issues, are different from a commercial
shipyard, he said.
Nonetheless, the work “went incredibly smooth,” said Burns.
By keeping the Independence in Hawaii, the company saved about nine
days in transit time to and from the West Coast. That meant less wear
and tear on the ship, which would have made the trans-Pacific run at
full speed. And, it meant one less week out of service, which would
have cost the company an estimated $1.2 million in gross revenues.
Would American Hawaii consider a Pearl Harbor dry-docking again? “Absolutely,
Burns said. “It was a good opportunity for the whole marine community.”
There appears to be similar enthusiasm among Navy officials.
“The Navy is pleased with how well this partnership between Oahu private
shipyards and the Pearl Harbor Naval Shipyard and IMF (Intermediate
Maintenance Facility) worked for the SS Independence dry-docking,” said
Bill Ryzewic, the Pacific Fleet’s executive director for fleet maintenance.
“The Navy considers private shipyards on Oahu an important contributor
to Navy ship maintenance. In support of this, the Navy is willing to
enter into future partnership arrangements, similar to this dry-docking,
to enable private shipyards to maintain their capabilities.”
“What the Independence job proved is that we are capable of doing the
job [in Hawaii],” noted Charley Pires, whose company, Kewalo Shipyard,
was one of the subcontractors. “I think it was wonderful for everybody.
We’re all competitors – fierce competitors at times – but the teamwork
Honolulu Shipyard’s Ball says that in view of Hawaii’s location and
the fact that 98 percent of its goods arrives by ship, the state should
have a world-class shipyard. Dry Dock 4 at Pearl Harbor Shipyard could
be that shipyard, he says.
The ship repair industry will then need to market Hawaii’s ship-repair
capabilities to attract the larger commercial and U.S. Coast Guard vessels.
This likely will include financial incentives to make Hawaii competitive
with mainland yards. Local companies also will have to build their skilled
workforce to handle the bigger jobs.
Ball estimates that, by making Pearl Harbor’s shipyard facilities available
to the private sector, as much as $50 million a year in additional repair
work could be generated in the next two to three years.
And as Kewalo’s Pires points out, “There’s not much floating around
the world that can’t go in there.”
Yet Pires says he doesn’t want to jump to conclusions, and is moving
ahead with caution. The last few years have been “disastrous” for his
company, whose work is now 60 percent military and 40 percent commercial.
He lost people and lost skills as workers left for more secure jobs.
“Everyone’s pinching dollars with the economy,” Pires explains. “Boat
owners are just fixing what’s needed right now to get back in the water.
They’re just putting on patches.”
Small boatyards stay afloat
While the larger ship repair companies have had to downsize to adjust
to a diminishing amount of Navy work, smaller boatyards have found other
ways to cope with the state’s lagging economy.
Yoshi Muraoka, director and administrative manager of Keehi Marine,
says his company has been pretty lucky with a steady business over the
last couple of years. The work is divided about 50/50 between commercial
and pleasure boats.
Primarily a haul-out and support facility for outside contractors, Keehi
offers reasonable rates compared with some of the larger shipyards,
Muraoka says. Also, the company recently expanded its clientele to state,
city and federal government vessels, including the city’s fireboat and
the Arizona Memorial shuttle boat.
Ala Wai Marine Manager Henry Stewart says it has been a struggle, but
since he joined the company four months ago, prices have been reduced,
and in-store promotions and marketing efforts have increased.
Our margins are as thin as they can be,” Stewart says. “We’re much more
He says the new management staff also has been working to re-create
Ala Wai’s image, adopting a “boater first” attitude, both in its full-service
boatyard operations and marine retail store.
With a boatyard staff of 10, most of Ala Wai’s customers are private
boaters. Sport-fishing and other commercial vessels account for about
30 percent of the business.
Marisco expands facilities
A new 3,500-ton dry dock for Marisco’s Kalaeloa Barbers Point Harbor
facility is scheduled to open in mid-February, and three customers are
already lined up for servicing, says Marisco President Fred Anawati.
Complementing the company’s existing 8,000-ton dock, the new addition
will “unclog a bottleneck” of repair work and enable the company to
attract new customers, such as Chinese and Japanese purse seiners, says
Anawati. Another 20 to 25 workers will be added to Marisco’s current
workforce of 120.
The “new” dock was built in 1943 as a combatant repair dock (ARDC) for
the military, complete with a galley and sleeping quarters for 40 people.
But it was mothballed until Campbell Shipyard of San Diego purchased
it in 1973.
After Marisco acquired the dock and brought it to Hawaii last December,
the company removed tons of auxiliary machinery and gave it a new paint
job, upgrading it from a 2,800-ton dock to one capable of lifting vessels
up to 3,500 tons.
Anawati says he also is testing the waters with cruise lines and other
operators to see if there is a sufficient interest to bring in a dry
dock to handle larger ship repairs in Hawaii. He has a “gentlemen’s
agreement” to acquire a 35,000-ton dock, but it will require dredging
a space for it at the harbor.
Survey: Big role for humpbacks in tour boat industry
by Mele Pochereva
Hawaii’s ocean tour boat industry generated approximately $132 million
in direct revenues in 1999, according to a survey conducted by the Hawaiian
Islands Humpback Whale National Marine Sanctuary. Humpback whale watching
was a significant part of this total.
During the 1999 whale season (December 15, 1998-April 15, 1999), whale-watching
tours alone generated approximately $11 million in direct revenues.
Another $5 million of 1999 snorkeling tour revenues were attributed
to passengers’ interest in whale watching, according to the study.
Maui was the top whale-watching destination, accounting for about $6.1
million in direct revenues and two-thirds of Hawaii’s estimated 370,000
The survey also provided information on the overall status of Hawaii’s
ocean tour boat industry during the full 1999 calendar year. The estimated
$132 million in total direct revenues last year was based on the data
provided by about 100 ocean tour operators on the islands of Hawaii,
Kauai, Maui and Oahu. (With the exception of whale watching, the Oahu
revenue estimates were based on prior research because of the low response
from Oahu operators.)
The total economic impact of the industry last year was estimated to
be $225 million, including direct revenues in combination with indirect
and induced revenues. The industry also supports approximately 3,200
jobs in the state.
Stowaway Aliens Plague West Coast
The number of illegal immigrants arriving on container ships at West
Coast ports is on the rise, according to a recent Fairplay News Service
story. During the first few days of January, some 70 stowaways were
discovered in containers at ports from Vancouver, British Columbia,
to southern California in what immigration officials describe as a “new
and troubling trend.”
On January 4, Canadian authorities in Vancouver found 25 stowaways in
two containers aboard the NYK-owned California Jupiter, bound for Seattle.
That same day, 14 illegal immigrants were found in a container on the
Liberian-flagged Norasia Shamsha during a spot check, after discovery
of 12 others aboard Orient Overseas Container Line’s Faith two days
Three Chinese were arrested on suspicion of organizing the smugglings.
They were linked to an earlier discovery of 30 Chinese stowaways aboard
two ships in Southern California.
In the NYK Line case, Canadian customs agents were tipped off by U.S.
officials, leading to the discovery of 21 men and four youths aboard
the vessel. The stowaways had spent two weeks locked in two steel, canvas-topped
containers with a mattress, water, waste containers, and a battery to
power a fan and lights. The container manifest listed the contents as
machinery. The degree of sophistication and equipment found has led
immigration officials to believe that the perpetrators had previous
experience in shipping humans in containers.
The shipping company was fined US$255,000, the largest ever issued by
After finding illegal Chinese immigrants on two of its ships in U.S.
ports, Orient Overseas Container Line is installing sophisticated devices
on its vessels to detect humans in containers. The devices will be used
to scan containers at terminals and on ships throughout the Asian region.
The carrier would not reveal the kind of devices it was acquiring because
it did not want “snakeheads,” organizers of the illegal trade in humans,
to find ways to beat detection.
Licensing, manning regs for mariners aboard tow boats
The U.S. Coast Guard has issued an interim rule with new requirements
for licensing mariners who operate towing vessels, whether inspected
The rule creates new licenses with levels of qualification and with
enhanced training and operating experience, including practical demonstrations
of skill; it also ensures that all towing vessels will be manned by
officers holding licenses specifically authorizing their service.
Comments are encouraged and the rule could be altered in response to
them. For questions on the rule, contact Lieutenant Commander Luke Harden,
Office of Operating and Environmental Standards (G-MSO), 202-267-0229;
California ballast water exchange requirements
The state of California has implemented a new ballast water control
and management program, effective January 1, 2000, in order to prevent
introduction of foreign aquatic species into rivers, bays and coastal
Vessels carrying ballast into California state waters after operating
outside the Exclusive Economic Zone now must complete a series of requirements,
including performing a mid-ocean ballast water exchange.
Ships are also required to allow the state Lands Commission to take
samples of ballast water and sediment as well as other actions to certify
that the requirements are being met. Ships must maintain a ballast water
management plan and submit a fee to California’s Board of Equalization
of $600 per vessel per voyage.
The new law also requires compliance with certain “good housekeeping”
practices outlined by the state. These include the avoidance of uptake
or discharge in or near marine sanctuaries, reserves, parks or coral
reefs and minimizing or avoiding uptake near areas of infestation, sewage
outfalls, dredging operations, areas with reduced tidal flushing, in
darkness when bottom-dwelling organisms are active, and where propellers
may stir up sediment.
Ballast tanks must be regularly cleaned to remove sediment and the sediment
must be disposed of properly. Other requirements include minimizing
discharge amounts, rinsing anchors and anchor chains, removing fouling
organisms from hulls, pipes, etc., and disposing of any removed substance.
The following information is provided by the USCG Marine Safety Office
10/7/99 LAHAINA, MAUI.
A tender carrying 12 crewmembers from the cruise ship Statendam ran
aground in the vicinity of Lahaina Harbor. No injuries were reported
and the tender drifted free on its own. It was towed back to the Statendam
10/22/99 HONOLULU HARBOR.
A cylinder of anhydrous ammonia exploded onboard the fishing vessel
Icy Point. Two crewmembers and one dock worker suffered exposure-related
injuries. Eight other workers had to be decontaminated and sent to the
hospital for evaluation.
12/22/99 OFFSHORE MAUI.
While en route to Kahului, the barge Haleakala, towed by the tug Henry
Sr., struck the fishing vessel Kai O’Hoku while it was fishing four
miles north of Kahului Harbor. No injuries were reported and the fishing
vessel sustained minor damage.
1/2/00 HONOLULU HARBOR.
The barge Mauna Loa, which was being towed by the tug Kokua, collided
with the fishing vessel Zuhio Maru No. 3 while maneuvering in the vicinity
of Pier 32. The fishing vessel was moored. No injuries were reported,
but the Zuhio Maru sustained damage to the port bow.
(Editor’s note: The following essay, written by an anonymous 10-year-old,
was submitted by a reader.)
Why I want to be a captain
I want to be a captain when I grow up because it’s a funny job and
easy to do. Captains don’t need much school education, they just have
to learn numbers so they can read the instruments. I guess they should
be able to read maps so they won’t get lost.
Captains have to be brave so they won’t be scared if it’s foggy and
they can’t see, or if the propeller falls off they should stay calm
so they will know what to do. Captains have to have eyes to see through
the clouds and they can’t be afraid of thunder or lightning because
they are closer to them than we are. The salary that captains make is
another thing that I like. They make more money than they can spend.
This is because most people think that captaining a ship is dangerous,
except captains, because they know how easy it is.
There isn’t much I don’t like, except girls like captains and all the
girls want to marry captains, so they always have to chase them away
so they won’t bother them. I hope that I don’t get seasick, because
I get carsick and if I get seasick I could not be a captain and then
I would have to go out to WORK!
Kraig M. Kennedy, executive vice president of McCabe Hamilton
& Renny Co., Ltd., was named chairman of the Chamber of Commerce
of Hawaii’s Maritime Committee. He succeeds Clint Taylor , manager
of public affairs and business development for CSX Lines LLC (formerly
Hawaiian Tug & Barge/Young Brothers has named Mark Cohen
vice president maritime operations. He was previously the Southern California
manager of operations for Foss Maritime, and has more than 20 years’
experience in the maritime industry. Cohen assumes the position
from Bill Chung who has held dual responsibilities as vice president
for both maritime operations and personnel & industrial relations.
With added human resources responsibilities, Chung will focus on this
Victorialei “Nohea” Nakaahiki, RP, a maritime/admiralty paralegal
with Carlsmith Ball’s Honolulu office, was recognized as the 1999 Five
Star Paralegal of the Year by Five Star Legal and Compliance Systems,
Inc., a litigation support company based in Los Angeles. She is the
first Hawaii honoree and was selected from more than 4,000 nominees
nationwide. Earlier in 1999, Legal Assistant Today magazine recognized
Nakaahiki as a “specialty star.” She has more than 11 years of paralegal
Matson Navigation Company has promoted Capt. John W. Sullivan
to director, vessel operations and offshore labor relations, and
Paul A. Johnescu to director, facilities and equipment engineering.
Both are newly created positions. Sullivan will oversee all operations
pertaining to the Matson fleet, including marine operations, vessel
engineering, labor relations and marine personnel. Johnescu will oversee
all engineering activities pertaining to Matson’s equipment and shoreside
facilities, including mechanical engineering, electrical engineering,
facilities and maintenance, and industrial engineering.
Matson also announced the early retirement of Ronald F. Briggs,
general manager, engineering and fleet maintenance. Briggs joined the
company in 1977. As a result of company restructuring, his position
has been eliminated.
The Oceanic Institute has hired three research scientists to meet its
expanding needs. Dr. Ian Forster has joined the institute as
research scientist for the Aquatic Feeds and Nutrition Program, which
includes feed formulation, nutrient requirements, ingredient evaluation
and feed attractants. Previously he was research coordinator for Biozyme
Systems in Vancouver, Canada. Dr. Charles Laidley was named reproductive
physiologist in the Finfish Program, with an emphasis on technology
for the spawning in captivity of foodfish and marine ornamental species.
He previously was a professor at Pacific University. Oscar Henig
was named site manager for the institute’s Kona facilities and also
is responsible for Shrimp Program-related activities as a research associate.
He worked at the Federal University of Ceara Marine Research Institute
Matson rate increase
Matson Navigation Company announced a 3.9 percent rate increase that
goes into effect on February 14. This follows a 1.75 percent fuel surcharge
that was implemented last October due to higher fuel costs.
The rate increase will help offset rises in operating costs and support
ongoing investments in containers and chassis, shoreside equipment and
information technology, according to Matson President and CEO C. Bradley
Mulholland said recent company investments in its Hawaii service include
$30 million in container equipment purchases in 1999 and 2000, $13 million
in information technology, $13 million in fleet improvements and $1.3
million in terminal improvements at Matson’s Sand Island facility.
Sea-Land Service now ‘CSX Lines’
Sea-Land Service’s parent company, CSX Corporation, announced the re-naming
of its domestic container shipping company late last year. Sea-Land
Service, Inc. is now CSX Lines, LLC.
The shipping company was created last March when Sea-Land Service, a
business unit of CSX, reorganized into three separate businesses. In
July, Sea-Land’s international business and some terminal assets were
sold to A. P. Moller/Maersk Line.
CSX Corp. retains CSX Lines and a terminal company as separate subsidiaries
CSX Lines operates a fleet of 16 vessels and 27,000 containers serving
the domestic trade areas of Alaska, Guam, Hawaii and Puerto Rico. The
company will remain headquartered in Charlotte, N.C., with 20 offices
in the continental United States, Hawaii, Guam and Puerto Rico.
New Web site for Aloha Boat Days Committee
After the revival of Aloha Boat Days, the traditional welcome activities
that greeted arriving cruise ship passengers at Aloha Tower in the early
to mid-1900s, the Aloha Boat Days Committee has launched a Web site
“The Web site provides a lot of useful information for people while
they are visiting Hawaii and when they are planning their trips, but
is not just for visitors,” says Greig Trowbridge, volunteer coordinator
for Aloha Boat Days and creator of the site.
A schedule of ship arrivals and departures, links to other sites, and
information about participating in the Boat Days activities are available
at the new site.
Innovative shrimp study funded
Researchers from the Oceanic Institute (OI) received federal funding
for an innovative research program designed to increase productivity
in shrimp farming. The $130,000 National Research Initiative grant was
awarded to Hawaii Pacific University, in partnership with OI, by the
U.S. Department of Agriculture.
The grant will allow OI scientists to conduct a two-year study examining
the sex-reversal in Pacific white shrimp to grow all-female stocks using
economically viable methods, thereby increasing the efficiency and production
yields of shrimp farms. Since female Pacific white shrimp grow more
rapidly and are 10 to 20 percent larger at harvest, these shrimp offer
excellent revenue potential to shrimp farmers.
With wild shrimp capture fisheries at maximum yield, increased harvests
of farmed shrimp could decrease the United States’ $2.9 billion trade
deficit in shrimp products.
Oceanic Institute has the world’s largest domesticated shrimp population
for selective breeding and administers the United States Marine Shrimp
Farming Program, a national consortium of six universities and laboratories.
Hawaii Pilots help homeless
The Hawaii Pilots Association shared the holiday spirit with those
less fortunate by donating $10,000 to the River of Life Mission, a non-profit
organization in Honolulu’s Chinatown that offers hot meals, sandwiches,
a dry bunk and counseling services for the homeless or destitute. The
organization is totally dependent upon charitable contributions to operate.