• FACTS • MAJOR PORT ACCOMPLISHMENTS •  CONGRESSIONAL TESTIMONIES 
 • LOCAL NEWS AND MEDIA LINKS 

FACTS
• Portland is the second largest crude oil port on the U.S. East Coast.

• Portland is the third largest oil terminal port on the U.S. East Coast.

• Portland is the largest throughput port based on tonnage in New England

• Portland is the second largest international passenger port in New England.

• Portland's cruise ship calls will increase from 16 in 1999 to 49 in 2000.

Source: State of Maine Departments of Environmental Protection and Transportation, City of Portland Department of Transportation and Waterfront, Massachusetts Port Authority, Portland Fish Pier Authority.
Statistics based on 1998 Totals and FY 99 Totals for City facilities.

PORTLAND Testimony On The Progress On The Safe Port Act Before The Committee On Homeland Security And Government Affairs

Good Morning. My name is Captain Jeffrey Monroe, Director of Ports and Transportation for the City of Portland, Maine. Thank you for your invitation to speak on the progress of the Safe Port Act. Today, I will be commenting on three areas of port security that can be summarized as global, national and local.

Everyday some 75,000 Twenty-Foot Equivalent Unit (TEU) containers move in and out of ports in the United States alone. This poses a significant threat to ports and communities throughout the nation. Since 9/11, with the increasing focus on maritime security, we have reduced the threats to the United States through several programs including the Customs-Trade partnership Against Terrorism (C-TPAT), the Container Security initiative (CSI), The Smart Box program, and the Advanced Trade Data Initiative. The programs are designed to supply much needed information about supply chain partners and shipments and to protect a complicated supply chain.

While these programs are of critical value, their implementation is advancing much too slowly. Although the industry recognizes the value of securing the nation’s supply chain, the requirement to secure cargo with C-TPAT specified seals is meeting resistance from shippers. The concern is that the costs of implementing an electronic seal program are high and standards for these devices have yet to be completed. The industry does not want to invest in expensive experimental technology until a proven and cost effective federal standard has been set for container security devices.

Another key concept that ties in with new technology is the Greenlane concept, which is being touted as an incentive to shippers to add these new devices. However, this program is also off to a slow start as Greenlanes in seaports do not exist at this point and there is no real movement for their establishment.

While Customs tracking has improved, inspections increased, shippers recruited for pre-clearance programs and reporting of manifests have been made more efficient, new initiatives designed to improve cargo security continue to move at a very slow pace. However, it is apparent that although cargo security is one of the nation’s most significant threat issues, multi-agency coordination and effective policy development remains a minor function of the Department of Homeland Security.

The current Office of Cargo Policy at DHS needs to be elevated in the DHS structure and must be more active in its outreach to industry. Further, this office must have a far reaching view of cargo security as part of a transportation system that includes maritime, aviation and surface. Recovery from attack or natural disaster requires a systematic approach. It will make little difference if a port is able to open without the landside infrastructure ready to deliver and accept cargo. For too many years, our national transportation system has suffered from a modal approach as opposed to a systematic approach. It would be a major mistake for us to mirror this ineffective model in Homeland Security.

Cargo and the policies that impact the movement of goods related to security must have significant attention within DHS. We cannot continue to think myopically, focused on some small segment of security without looking at the entire picture. For example, this lack of a coordinated approach is currently providing us with a TWIC system that does not meet the original goals of the Transportation Worker Identification Credential. Instead of the one system as originally envisioned, it appears that there will be separate standards for maritime and aviation. The aviation system was able to credential and clear hundreds of thousands of workers in a relatively short period of time. Yet, some six years after 9-11, we are still in the process of implementing the TWIC standard for the maritime world, which is different from the system already in use. Additionally, to date, nothing has been done to address TWIC in regard to surface transportation.

As a professional merchant mariner, seaport director, airport director and member of the DHS National Maritime Security Committee, I had to go through four separate background checks, each with differing standards. This amazes me that one single and effective approach cannot be designed and implemented in a shorter period of time. That same issue will exist with cargo security, which will also cause significant delays. Although we are currently focused on containers, there is a wide range of cargo movements that seldom get addressed. Project cargo, bulk and neo-bulk cargoes, and other specialized activities all have their own element of security risk. A high level policy office could address not just one type of cargo, but all logistical movements.

Such an office could also reach out to a broad segment of the industry. I believe we have reached a point where a government/business summit should be held and reasonable target dates for specifications and implementation of cargo security programs must be established and implemented.

The formation of a high level policy office for cargo security was proposed in legislation by Senator Collins last year. It was a good idea then and it is an even more essential idea now. I would encourage this committee to address this in the near future.

We cannot afford to continue to work with obscure standards and poorly coordinated programs. We feel the lack of progress in our ports. For example, The Port of Portland includes activities in both of the cities of Portland and South Portland. In 2006, the Port was the 26th largest port in the United States in gross tonnage. We are the largest oil port on the east coast, the largest tonnage port in New England and the largest foreign inbound transit port in the United States (Source-US Army Corps of Engineers). Though geographically small in size the port continues to be a microcosm of all port activities, with growing container and break bulk businesses, international ferry and domestic ferries serving and commercial and recreational boating interests. Our transportation system alone, in a City of 65,000 and a region of 350,000, handled some 6.5 million passengers in our system and nearly 30 million tons of cargo.

The Port is the home of a mix of public and private stakeholders committed to ensuring that the letter and the spirit of the Maritime Transportation Security Act (MTSA) are always an integral part of any port planning initiative. To that end, our success to date in becoming a model of interoperability would not have been possible without the cooperation of professionals and public officials and the funding we have received through the port security grants program.

Through seven rounds of funding of approximately $6MM, we have been able to meet the requirements of the MTSA. These funds have allowed us to purchase the fences, lighting and screening technology required to date and we are ready for the next steps in TWIC development. But we have gone further.

Portland has developed an all-hazard approach to planning. We have examined each of our security requirement solutions for attributes beyond prevention. All Homeland Security funding now flows through one center to ensure that systems are interoperable and to avoid redundancy. We coordinate our programs with our neighboring cities and meet often with public and private stakeholders. Besides our close working relationship with the United States Coast Guard, we also maintain ongoing coordination with the TSA, US Customs and Border Protection, and federal, State and local law enforcement. We have done this out of necessity, utilizing available funds to the maximum advantage.

However, we view transportation security as a partnership between maritime, aviation and surface transportation agencies and providers and share resources and information across the wide spectrum of activities. We also recognize our important place in the community and understand that we are not only protecting the traveling public but our citizens as well.

Lessons learned from a number of natural disasters have also taught us that this all-hazard approach is necessary not only for deterrence of terrorist attacks but for the recovery of commerce and continuity of government programs and services. Only the close monitoring of all-hazard programs will identify fault lines in our approach. Only communication with our neighbors will allow us the resiliency required to protect our citizens. We do not understand why this same model cannot work in Washinton.

As we continue to hear that resources should be directed to only “bigger ports”, we realize that to allocate funding to ports based on simple quantitative analysis does not sufficiently consider the enormous impact a disruption in port commerce would have on the entire region. It does not consider our status as an international border crossing and it does not reflect recent history. The reasons that two of the 9/11 hijackers chose to begin their assault on the US from Portland have never been fully explained.

We recognize that Portland is of a size that makes participation among all parties somewhat easier than a more highly urbanized area. But the commitment to an all-hazard approach and the integration of all stakeholders is possible through the leadership of the communities and a desire to put the good of the entire system ahead of individual interests.

The equipment and training that we have been able to acquire through the Seaport Security Grant Program allows us this practice for disaster and to insure we share the best intelligence available. We know that we are far better prepared than we were in 2001 or even 2005. We know that we are still learning the best ways to achieve a totally integrated security and response package. And we know that it will take more funding, more commitment of our time and continuing leadership. We are prepared to continue our work.

Above all however, the Department of Homeland Security must get its arms around the critical issue of port and supply security. The leadership must begin in Washington and work its way throughout DHS, to the State level and ultimately to the communities dealing with these issues. We simply must do a better job in looking at the entire picture and while the various key pieces of legislation related to port and cargo security have moved us ahead; our national bureaucracy remains an impediment to effective implementation of that legislation.

In speaking to you from the trenches, I hope that the intentions of this Committee, Congress and our Administration are to dramatically increase the effectiveness of cargo and Homeland security. To that end, I hope that we will put as strong an emphasis on cargo security as we have on other elements of Homeland Security and that we will remove the bureaucratic boundaries that inhibit making our entire system as secure as humanly possible.

PORTLAND KICKS OFF EARLY CRUISE SEASON

Spring is here and Portland’s cruise ship season is starting early. On April 14th the MINERVA II OF Swan Hellenic Line will call on the port with 500 passengers aboard. The early start is mirroring a trend in the industry to visit ports in New England and Atlantic Canada earlier this year. A number of vessels have booked ports throughout the summer including Holland America Line which will be calling on Portland regularly beginning at the end of May. Portland has 33 ships booked so far for 2004.

“We are fortunate that this year is looking much better than last,” said Capt. Jeff Monroe, Director of Ports and Transportation for the City. “Last year we had only 21 ships but this year we are seeing a more prestigious group of vessels including the QUEEN MARY 2 calling with more passengers per ship.” The port could host nearly 45,000 passengers this year on cruise ship calls.

The MINERVA II will dock at the International Marine Terminal at 0700.

There will be a presentation to the Captain of the ship commemorating the vessel’s maiden call at 1100. The press is invited to attend.

CITY CLOSES CRUISE SHIP SEASON

October 30, 2003 - The city of Portland welcomes the last cruise ship of the season today, as Royal Caribbean International's Grandeur of the Seas makes the final call for the 2003 season.

"This year was a good, solid season," said Capt. Jeffrey Monroe, Port Director, "it wasn't our best and it wasn't our worst, but it was one that saw us host many of the premier ships in the world."

The Grandeur of the Seas is the last of 35 vessel calls in the port this year. That total includes 23 cruise ship visits and 12 additional calls by military and specialty ships, such as the Amistad. In total, 33,000 people visited Portland, bringing nearly $233,000 in revenue to the city.

"Cruise ships, and visits by other vessels, are a tremendous source of revenue for the City" added Monroe. "The passengers are on vacation and looking to bring home mementos from their trip. They fill our shops and eat in our restaurants. The ship's restock with food, water and supplies. All of this is a boon to the Portland economy."

Even before the year closed, the city's Port Department began looking ahead to 2004 and beyond. The efforts are focused on attracting the attention of the larger and financially sound cruise lines, continuing to build Portland as a leading destination. The port already has booked 29 calls for 2004, including the maiden visit of the Queen Mary 2, and 10 for 2005.

"The entire cruise business is undergoing a dramatic transformation," added Monroe, "We have to do more just to keep up. The cruise lines have told us they are disappointed with our facilities and that Portland has a lack of image in tourism circles. We hope that by expanding our marketing and the opening the Ocean Gateway facility in 2006, we'll lure them back."

While the mega ship season comes to a close today, visitors will still be coming to Portland into November as the Scotia Prince has extended it season.

"The Scotia Prince is a perfect example of how well a long-term relationship with a ship operator can benefit the city," said Monroe. "We're striving for that type of a relationship with the cruise lines."

MS REGATTA HARBORFEST-TUGBOAT MUSTER

Press Advisory: 16 August 2003 Contact Jeff Monroe Pager 758-5324

The annual Tug Muster will take place on Sunday 17 August in the Port of Portland as part of the annual MS REGATTA HARBORFEST. The Muster schedule is as follows:

9:30 AM Tugs depart Portland Ocean Terminal for Maine State Pier. Press may park at POT and ride tugs to Maine State Pier. 15 Minute ride.

10:00 Tugboat Crew Competition, Exhibitions and Entertainment on the Maine State Pier. Press may park next to the "Whale Wall" on the wood pier area.

1:00 Tugboat Muster Parade-All tugs depart Maine State Pier for parade in the harbor. Press may park next to the "Whale Wall" on the wood pier area. Press may board and ride tugs in parade and during pushing contest and races. Total time aboard 2 hours-several tugs will host.

2:00 Tugboat Pushing Contest off the Eastern Prom.

2:30 Tugboat Races-2 categories, Powerhouse Division and Classic Boat Division.

3:00 Events conclude-tugs dock at Portland Ocean Terminal.

This years event will include two categories of tugs in the Classic Boat Division (under 2,000 horse power) and Powerhouse Division. Portland Tugboat LLC, McAllister Towing, Winslow Marine, Cianbro and numerous other companies will have vessels in competition. There will be several historic tugs including the Fanny J, one of the oldest tugs in the United States still in service and the Justine McAllister, who participated in the evacuation of people from Manhattan Island on September 11, 2001.

TUG JUSTINE MCALLISTER

PORTLAND TUGBOAT, LLC
Subsidiary of McAllister Towing Corp.
40 Commercial Street, Portland, Maine 04101

The JUSTINE McALLISTER is a classic harbor tug built during the post World War II era. Constructed in 1949, the tug spent most of its active years serving in the Port of New York and New Jersey for McAllister Towing. The tug was used primarily for docking ships and later barge work in the port.

On September 11, 2001, the tug, along with numerous other tugs and commercial vessels, assisted in the evacuation of Manhattan Island after the attacks on the World Trade Center. Along with several other McAllister tugs, she ferried hundreds of people out of the City of New York who were not able to leave by other means.

The tug was assigned to the Port of Portland in 2002 and is used for vessel docking and barge work. The JUSTINE McALLISTER is 100 feet long and is rated at 1,800 horsepower, giving her a service speed of 10 knots.

The tug, one of the last of her kind in service, is slated for retirement in 2004.

NEW STATE OF THE ART TRACTOR TUG JOINS PORT FLEET

For Immediate Release: August 21, 2003
Contact:  541-6915

Portland Tugboat LLC has announced that a new state of the art tractor tug will be joining Portland's important tugboat fleet. The 5,000 HORSE POWER tractor tug VICKI McALLISTER, has arrived in port and will be used to dock the largest ships calling on terminals in the port of Portland.

"Having this tug join our fleet is part of an ongoing commitment by McAllister Towing and Transportation to insure that Portland has the finest and newest equipment available," said Capt. Brian Fornier, President of Portland Tugboat LLC, a fully owned subsidiary of McAllister Towing of New York. "This tug is one of the most powerful in use in ports today and will give us an expanded capability to handle the biggest ships in the port".

The VICKI McALLISTER was built in 2001 at Eastern Shipbuilding of Panama City Florida. The vessel has a full 360 degree wheelhouse and twin Z-Drive stern propulsion units. The crew of three can use the tug to dock tankers or any other large vessel calling on the port. The vessel was formally used in Puerto Rico for docking Navy ships in San Juan.

In addition to advanced navigation and propulsion, the vessel also increases the ports firefighting capability. The tug has two three thousand gallon per minute fire monitors with foam capability aboard.

"We are very excited about this addition to the McAllister and Portland Tugboat fleet", said Capt. Jeffrey Monroe, the City's Director of Ports and Transportation. "These types of tugs are only deployed in significant locations and the industry has come to recognize Portland as a major port in this nation".

THE PRESS IS INVITED TO TOUR THE VESSEL ON MONDAY JUNE 23RD AT 1200 AT THE PORTLAND OCEAN TERMINAL, 40 COMMERCIAL STREET, PORTLAND AND RIDE THE TUG DURING A DEMONSTRATION OF ITS UNIQUE HANDLING ABILITIES. THE TRIP WILL LAST 30 MINUTES.

Please RSVP  at 541-6915 if you can attend.

T/V TEXAS CLIPPER II TO ARRIVE IN PORTLAND

The Port of Portland will host the training ship of the Texas Maritime Academy, the T/V Texas Clipper II, which will arrive at the Portland Ocean Terminal at 0800 on Friday June 13. The training ship of Texas A&M University at Galveston is on a two-month voyage along the U.S. coast as part of the groups annual summer cruise. The 394-foot training vessel acts as a "floating classroom" where students attend academic lectures and receive maritime instruction. Cadet training aboard the Clipper includes practical experience in operating and maintaining the ship as well as courses in seamanship, navigation, and safety.

The ship departed Galveston May 26 with port stops in Boston; Portland, Maine; Charleston, S.C.; New York City; Key West, FL.; and Houston. Approximately 120 cadets train aboard the ship in the process of earning their licenses to sail as U.S. Merchant Marine officers. These students also can earn a marine or maritime degree from Texas A&M.

The Texas Clipper II is one of only five state maritime academy ships currently in use in the United States, including Maine. The vessel will depart Monday, June 16.

NOTE: Due to security concerns, port officials in Portland are requiring media who wish to cover the arrival of the Texas Clipper II or interview cadets aboard the training ship to notify Texas A&M or Portland officials in advance. Contact Teri Fowle, Texas A&M Universities Media Relations Director at (281)455-1971 or Captain Jeffrey W. Monroe, Director, Port of Portland at (207)541-6915.

CITY WELCOMES FIRST CRUISE SHIP OF THE YEAR

For Immediate Release
Contact: 541-6915

May 27, 2003 - Portland opens its 2003 cruise ship season today when the Rotterdam, the 1300-passenger flagship of the Holland America Line, docks at the Portland Ocean Terminal at 0700.

"We are excited that once again a top cruise line operator has chosen Portland as a destination," said Capt. Jeffrey Monroe, Port Director. "Having a ship the caliber of the Rotterdam kick off our year is a fantastic way to begin."

The Rotterdam is the first of 22 vessel calls by mega-ships this year. These ships represent the future of the industry because they offer passengers a wider range of onboard activities and amenities.

"Having Holland America as a partner is an encouraging sign of things to come," added Monroe. "It's one that marks the strengthening of a productive and longstanding relationship."

In response to changing industry trends, the city's Port Department has focused its marketing efforts on attracting the attention of the larger and financially sound cruise lines.

"We've had some success," added Monroe, "but the entire cruise business is undergoing a dramatic transformation. We have to do more just to keep up."

For those who are willing, the cruise business can be very lucrative. In 2002, the port hosted 43,000 passengers on 43 cruise ship calls, and the city collected almost $300,000 in fees. This year, 34 calls were booked initially, but Regal Cruise Lines suspended service eliminating 12 visits. Other, more aggressive cities are reaping the rewards of a growing interest in the New England-Canadian market. For example, Boston will host 91 ships this year, Bar Harbor 71 and Halifax over 100.

"The cruise lines have told us they are disappointed with our facilities and that Portland has a lack of image in tourism circles," said Monroe. "We hope that by expanding our marketing and the opening the Ocean Gateway facility in 2006, we'll lure them back."

The City has already booked 22 mega-ship calls for 2004, including 12 calls by Holland America Line ships beginning in June. Additionally, the port will host the maiden call of the Queen Mary 2.

PORT TO WELCOME HISTORIC SCHOONER

For Immediate Release: May 27, 2003
Contact: 541-6915

The City of Portland will welcome the historic schooner Bagheera to the waterfront in an official ceremony at 12:00 noon on the Maine State Pier. The vessel is the first vessel of its kind to be given a regular berth at Compass Park, site of OPSAIL and numerous other historic ship visits. The schooner will provide regular harbor sailings for the public. A number of seaports have special public facilities for historic vessels.

"We believe that having this historic schooner at Compass Park will enhance the offerings to the general public," said Capt. Jeffrey Monroe, Port Director. "This certainly keeps with the public's demand for unique maritime activities on our waterfront".

The Bagheera was launched in 1924 by the Rice Brothers Shipyard in East Boothbay, Maine. The schooner was designed and built by John G. Alden. The vessel was used by several owners as a private yacht until 1930.

During World War II she served in Chicago as a training vessel as part of a six-week training program for officers who needed to learn how to handle a ship at sea and for docking. In the 1950s she was shipped across the Atlantic, and then she sailed back from the Mediterranean Sea. She returned to the Great Lakes where she remained through the early '70s, when two brothers sailed her down the US East Coast to the Caribbean, through the Panama Canal, and then on to the Galapagos Islands. In the mid-1980s, after being wrecked and abandoned, she was rebuilt and brought to Los Angeles and was refitted for the passenger trade. The current owners found the boat in Richmond, California in April 2002, shipped her to Maryland by truck and then sailed her up to Maine, arriving in Portland last year. This will be the first year the vessel will sail regular cruises from a public facility. Bagheera is built of wood, mahogany and yellow pine planks on oak frames. She is a two-masted, staysail schooner, with auxiliary power provided by a Westerbeke diesel.

The official welcoming ceremony with port officials will include a traditional ship's blessing and presentation to the captain and crew by the City. The vessel will take guests and press on a short sail after the welcoming ceremony.

DATE: MAY 27, 2003
TIME: 12:00 NOON
LOCATION: COMPASS PARK, MAINE STATE PIER

PRIVATE PARTNERS IN PUBLIC TRANSPORTATION

Portland, ME, April 28, 2003 - VIP Tour & Charter Bus Company and Mermaid Transportation announced new services today. VIP will begin its weekend "Freeport Explorer" service on Saturday, May 3, and Mermaid will operate daily service from Auburn and Topsham to the Portland International Jetport.

"Private companies are beginning to fill a niche in public transportation," said Jeff Monroe, director of the Portland Department of Transportation. "Multi-modal travel, from train to bus or from van to plane, is made easier and more efficient through the leadership of entrepreneurial companies like VIP and Mermaid."

VIP's "Freeport Explorer" offers weekend service from the Portland Transportation Center on Congress Street to Freeport from May 3 through December 31. The service connects easily with Amtrak's Downeaster weekend operations, giving train passengers the opportunity to take a bus to Freeport.

"Freeport is an attractive destination for people visiting Maine," said Ray Penfold, owner of VIP. "With no public transportation currently available, we saw a unique chance to fulfill a need."
The "Freeport Explorer" departs the Portland Transportation Center at 12:30 p.m. and 3:00 p.m., returning from Freeport at 1:15 p.m. and 5:40 p.m. Fares are $10 one-way or $20 roundtrip, while children 10 and under ride free.

Additionally, Mermaid Transportation Company, which has for several years given travelers in the Portland area an efficient way to get to the region's airports, now brings daily van service linking the Auburn and Topsham areas with the Jetport.

"We are well-known in the Greater Portland," said Steve Klein, owner of Mermaid Transportation. "With this new service, we offer more travelers a relaxing and stress-free way to begin their trip."

Mermaid's service leaves frequently between 5:30 a.m. and 2:00 p.m. from the Park & Ride lot at the Auburn exit (exit 12) of the Maine Turnpike, and from the Park & Ride lot at the Topsham exit (exit 20, near the Topsham Fair Mall) of I-95. Return trips from the Jetport to Auburn and Topsham run from 9:30 a.m. to 11:00 p.m. Round trip fare is $25.00.

PORTLAND TRANSPORTATION DIRECTOR TO TESTIFY BEFORE SENATE

DATE: March 19, 2003
Contact Kevin Sullivan 207-756-8035

Portland's Director of Ports and Transportation, Capt. Jeffrey Monroe, will testify before the Senate Committee on Governmental Affairs regarding "Cargo Containers-The Next Terrorist Target." He is scheduled to appear on Thursday, March 20, 2003 at 9:30 AM in Room SD-342 of the Dirksen Senate Office Building.

Capt. Monroe's testimony will focus on container cargo and what measures are being taken, as well as what needs to be done, to secure cargo shipments. A copy of the testimony will be available from the Department of Ports and Transportation after 12:00 PM today. Contact us for a copy of the document at 541-6915.

Portland is Maine's largest seaport and primary container port. Last year the port handled 2,331 loaded containers last year using two lines, Hapag-Lloyd and Sealand-Maersk at the International Marine Terminal. The port handles cargo for shippers in every county of the State of Maine.

CITY APPLIES FOR $ 3 MILLION IN PORT SECURITY FUNDING

DATE: March 17, 2003
Contact 207-541-6915

The City of Portland has applied for over three million dollars in security grants under the Federal Maritime Security Act of 2002. If the money is received, it will be used for expanding the port's waterfront camera system, and providing scanning equipment for personnel and containers. The money will also be used to build a new maritime border crossing for the international ferry service that uses Portland.

"This money will be critical to Maine's largest port as we continue to improve security at our marine facilities", said Capt. Jeffrey Monroe, Director of Ports and Transportation. "I am very pleased that the federal government is placing a higher priority on seaport security."

The City is working with federal agencies to improve scanning and detection using advanced screening equipment. The equipment, if the grant received, will be used for passenger screening for the international ferry and cruise ships similar to what is done at the airport. In addition, new methods and equipment for container screening will be developed.

"We are confident that what we have achieved so far has certainly greatly improved our waterfront security", Monroe continued, "But we still have more to do." The City received a grant from the federal Maritime Administration for $175,000 last June. The money was used for technology improvements and a new camera system. The US Coast Guard is currently looking over the request. The City should hear from the federal Maritime Administration in June regarding the grant.

CUNARD'S QUEEN MARY 2 TO CALL ON PORTLAND

Date: 11 February 2003
From: Communications Office
Contact: 541-6915

CUNARD LINE has announced that their newest ship, the RMS QUEEN MARY 2, still under construction, will call on Portland in 2004 during its maiden voyage. At 1,132 feet long, 135 feet wide and 150,000 gross registered tons, QM2 will be the largest, longest and widest passenger vessel ever built. She will be just 117 feet shorter than the Empire State Building is tall, yet she will carry just 2,620 guests, served by nearly 1,300 crew.

"We are very excited about this vessel coming to Portland. It shows that one of the most prestigious companies in the world remains committed to this port", said Capt. Jeffrey Monroe, Director of Ports and Transportation for the City. "The clientele on this vessel will be very upscale and the economic impact form this type of vessel is enormous".

The vessel is still under construction but Cunard has begun planning the ship's itineraries for her maiden voyage in 2004. The vessel is slated to replace the older QUEEN ELIZABETH 2 which will be retired from service. The ship will not be able to dock at the Portland Ocean Terminal due to her size and will go to anchor. Passengers will be ferried into the Maine State Pier on small tenders. The proposed Oceangate Facility when completed will have a berth capable of handling the ship alongside.

"We will a royal welcome for the new Queen when she arrives" continued Monroe, "A maiden voyage is a special event in a vessel's life and we want to make sure this ship, her passengers and crew will feel right at home". A number of events will be planned around the ship's visits including receptions and exhibits. The vessel will call on Portland as follows:

18 Sept 2004 1200-1800 hours
30 Sept 2004 1200-1800 hours

ANNUAL STATE OF THE PORT REPORT

Date: January 13, 2003
To: News Directors
From: Sandra Needham, Marketing Manager Phone: (207) 541-6918
Re: Annual State of the Port Report

The City has released its annual State of the Port Report and New England's largest seaport remains healthy. "Even though the economy is shaky right now, the Port of Portland is in excellent shape," said Ports and Transportation Director Jeff Monroe. "Our working waterfront continues to be a successful economic engine for the State". The 2002 report focused on the Port's international and domestic passenger trade, cargo, the fishing industry and marine industrial activities. International passenger trade remained steady; there were increases in domestic passengers and cargo, a decrease in fish landings and a significant increase in waterfront employment due to the oilrig project.

• The City of Portland handled over 206,000 international passengers including 41,185 Cruise passengers, on 43 ships and 165,000 passengers/30,000 vehicles on the M/S SCOTIA PRINCE (Economic impact of $40 million). Cruise passengers were down 10% from 2001 but have increased 300% since 1999.
• Casco Bay Lines handled over 963,000 persons, and 25,754 vehicles.
• The City's containerized cargo operation moved 2331 loaded containers of imports and exports, up 43% from 2001 (Economic impact of $3.7 million).
• The port's liquid bulk tonnage (oil) was up 10% to 28,263,186.83 tons and Dry Bulk Cargo was up 8.75% to 800,000 tons from 2001.
• Fishing Industry landings dropped at the Portland Fish Exchange from 25 million to 18 million pounds, and was down 10% to 50 million pounds port wide due mostly to new restrictions on days at sea for fishing boats. (Economic impact of the port's fishing and processing industry is over $400 million).
• Marine Industrial Activities including the $100 million Amethyst Oil Rig Project showed the largest gain in employment and revenue to the City. Cianbro alone has nearly 1,000 people employed on the Portland waterfront.

Monroe pointed out that a number of major projects have been completed in the last 4 years, and plans for a new international passenger facility, expanded Casco Bay Lines terminal and new container terminal are in the works. Portland is one of the few seaports in the country that covers all of its operating and capital costs. Monroe concluded, "We are growing in an economy that is not, we are competitive, and improving every year mostly due to a diverse economic mix on our waterfront". Portland is New England's largest tonnage seaport and second largest fishing port; the second largest oil port on the U.S. East Coast and the largest foreign inbound transit tonnage port in the United States.

DEFINING PORT SECURITY

Capt. Jeffrey W. Monroe, MM
Director of Ports and Transportation
City of Portland, Maine
August 2003

In the modern world, perhaps the biggest challenge related to port security is trying to figure out what everyone is responsible for and exactly how that impacts our individual realm of management. Since September 11, 2001 there has been no shortage of zeal with regard to preventing, and responding to, every conceivable threat that may impact our marine transportation system. Those efforts have redefined the traditional roles of Federal, State and local agencies in the United States.

The fact that port security is now in the forefront of thinking for government authorities is an amazing accomplishment in itself. There was a very concentrated effort on improving security in the aviation industry in the first year after 9-11. Fortunately, through the efforts of many of us in the industry, there is now a great deal of support for improving maritime and port security as well.

Defining port security is a complex undertaking, perhaps best accomplished by looking at the various agencies that interact to take on the challenge of, pardon the pun, a fluid task.

In the simplest of terms port security can be viewed in two ways, depending on the type of operation. In practical terms, from the shoreline out and from the shoreline in. It must also be looked at in the terms of types of cargo-containers, oil, gas, bulk, neo-bulk, chemicals, or in consideration of the passenger.

DEFINING THE SCOPE

The complexities of port security begin with the various agencies entities each with a pivotal role. Lets look how that works in the United States.

INTERNATIONAL

International requirements are defined under the International Convention for Safety of Life at Sea (SOLAS) and the International Ship and Port Facility Safety Code (ISPS Code) and managed by the International Maritime Organization (IMO). Requirements are applicable to national member states to the extent those nations choose to approve or accept the requirements. Each member nation provides representatives to the IMO for the purposes of establishing policies related to international maritime safety and security. The USCG represents the United States at those meetings. Formal agreements in the United States are subject to Senate approval. U.S. regulations are designed to be consistent with IMO requirements.

FEDERAL AGENCIES

Department of Homeland Security- This Cabinet level department is the primary organization responsible for the nation's homeland security efforts. The agencies that make up the Department of Homeland Security in whole or in part are housed in one of four major directorates including: Border and Transportation Security, Emergency Preparedness and Response, Science and Technology, and Information Analysis and Infrastructure Protection.

The Border and Transportation Security directorate brings the major border security and transportation operations under one organization including; Bureau of Customs and Border Protection, Federal Protective Service, Transportation Security Administration, Federal Law Enforcement Training Center, Animal and Plant Health Inspection Service, and Office of Emergency Preparedness.

The Emergency Preparedness and Response directorate oversees domestic disaster preparedness training and coordinates government disaster response including the Federal Emergency Management Agency, Strategic National Stockpile and the National Disaster Medical System, Nuclear Incident Response Team, Domestic Emergency Support Teams, and the National Domestic Preparedness Office.

The Science and Technology directorate is designed to utilize all scientific and technological advantages when securing the homeland. Those assets consist of CBRN Countermeasures Programs, Environmental Measurements Laboratory, National BW Defense Analysis Center, and the Plum Island Animal Disease Center.

The Information Analysis and Infrastructure Protection directorate analyzes intelligence and information from other agencies (including the CIA, FBI, DIA and NSA) involving threats to homeland security and evaluates vulnerabilities in the nation's infrastructure. It uses agencies including Critical Infrastructure Assurance Office, Federal Computer Incident Response Center, National Communications System, National Infrastructure Protection Center and the Energy Security and Assurance Program.

The Secret Service and the United States Coast Guard are also located in the Department of Homeland Security and report directly to the Secretary.

United States Coast Guard-USCG responsibilities can be broken down into two areas. The first is safety and shore side security, which is managed by the Marine Safety Office under the Coast Guard's "M" program. These personnel work with terminal operators, port authorities and vessel operators to look after the regulatory requirements associated with port safety and security plans, vessel safety and security compliance and operational inspections.

The second is harbor security managed by Coast Guard operational groups under the "O" program. These personnel look after harbor safety and security and are equipped with vessels and aircraft capable of handling harbor patrols, escorts and search and rescue.
Often, responsibilities for these areas fall under separate command structures within the same port. Each command is assigned an operational area, which can include several ports and numerous miles of coastal waters and inlets.

Bureau of Customs and Border Protection-This is a new agency formed by the merging the former US Customs Service and the former Immigration and Naturalization Service. In the maritime area, this multifaceted agency handles cargo control including entry, clearances and customs duties. They also handle passenger entry and screening of personal belongings. BCBP has two operational groups including the inspection and enforcement divisions.

Transportation Security Administration-The TSA was created after 9-11 to manage aviation screening with eventual extension to all modes of transportation. Although they primarily look after airline passengers and baggage at this time, several pilot programs are underway to have them screen cruise ship and ferry passengers. The TSA was also created to provide a level of coordination among federal agencies that deal with all modes of transportation.

Department of Justice-Under the Attorney General (President's Cabinet), the DOJ is the primary law enforcement agency in the United States. Sub-agencies include the Federal Bureau of Investigation (FBI), the Division of Alcohol, Tobacco and Firearms (ATF) and the Drug Enforcement Agency (DEA). While their duties extend far beyond port security, there is critical interaction between port law enforcement agencies and the DOJ. The DOJ is also one of the key sources for threat intelligence. Each State has local attorney general representatives.

Department of Transportation-This federal department's role has shifted since the US Coast Guard was moved from DOT to the Department of Homeland Security. The DOT continues to look after nationwide transportation issues related to policy, funding and promotion including the Marine Transportation System (MTS) and the nation's seaports. The DOT manages maritime issues through the Federal Maritime Administration (MARAD).

Other Agencies-Although not primarily involved in port security, several federal agencies are involved in port activities and are engaged as appropriate. These include the Department of Agriculture (DOA), Federal Emergency Management Agency (FEMA), Environmental Protection Agency (EPA), National Oceanic and Atmospheric Administration (NOAA), Federal Maritime Commission (FMC) and Center for Disease Control (CDC).

STATE AGENCIES

Emergency Management Agency-Under the authority of the governor of each of the fifty states, this agency is primarily responsible for emergency response. These agencies work through county and municipal entities as established. They have been working with port authorities to assess threats and define response protocols.

Attorney General-Each state has its own attorney general under the authority of the Governor. In regards to port security, they look after applicable law enforcement.

Office of Public Safety-Depending on the state, a governor may have a cabinet level position that deals with public safety including law enforcement. This office may oversee the State police and other public safety entities.

Environmental Protection-Each state also has a Department of Environmental Protection that provides regulatory oversight and response support to environmental threats. Reporting to the governor, these agencies often have law enforcement divisions which include Marine Patrols for States with ports, harbors and bays.

Department of Transportation-All states have departments under the authority of the governor that deal with the vast array of transportation issues in each state. They are often the conduit through which federal funding is made available for transportation projects. They also establish policy, coordinate promotion and may operate seaports, airports and other transportation facilities.

Enabled Port Authorities-Quasi-public agencies may be established between multi-governmental jurisdictions including states or cities. These entities and their scope of responsibilities are defined under State legislation.

Harbor Commissions- Harbor Commissions and their management boards are generally created by State legislation and are multi-jurisdictional. Their duties in the United States generally include law enforcement, permitting for non-federal harbor projects, moorings, recreational vessels, safety and security.

Other-Other state agencies that may be involved in security include Health Departments, Turnpike or Highway Authorities and other legislated agencies.

COUNTY

Emergency Management-For states with county governments (parishes in Louisiana), emergency management agencies may exist coordinated by the state's emergency management agency. Their tasks are similar to the state agency, coordinating activities among the municipal agencies with their jurisdiction.

Law Enforcement- Counties often have their own sheriff's departments who have law enforcement responsibilities within their jurisdiction.

MUNICIPAL

Incorporated Municipalities-Cities, towns or boroughs have a wide variety of governments and management entities. In many communities, there is an elected mayor who is the senior public official. The policy making body is usually a group of elected members forming a council or board of selectmen. The council or board may engage a city or town manager where a full time mayor is not employed. These entities, depending on size, can have a wide range of managers that often mirror federal and state functions. The fire chief is generally the senior emergency response manager and the police chief the senior law enforcement officer. Municipalities that operate airports or seaports often have airport managers or harbor masters, or transportation directors.

Other-Many communities through local agreements participate in mutual aid associations, supporting each other with additional resources as necessary for law enforcement, emergency response and communications.

DEFINING THE CHALLENGE

Ultimately, there is no shortage of agencies that are either heavily involved or involved when necessary in regards to port security. The challenge is often not the number of agencies but the scope of their regulatory jurisdiction in regard to security issues. Sometimes the rules that each agency operates under may conflict with each other, and industry or civil authorities find themselves ultimately having to resolve issues between various agencies.

There is also a critical pecking order with regard to authority but federal agencies have ultimate authority overall. State agencies are subject to federal authority and, in turn, possess authority over county or municipal entities. The US Coast Guard is often seen as the lead agency in seaports due to the scope of their jurisdiction but only to the extent that another federal agency does not have control of a particular area of responsibility. To resolve potential conflicts, the USCG has developed the Incident Command Structure (ICS) for response to oil spills or other emergencies that threaten the Marine Transportation System. This structure involves federal, state, municipal, port authority and industry personnel working together to respond quickly to events. This system is well rehearsed for oil spills or similar incidents, but is essentially reactive in the form of a structured response to an emergency. The program however establishes a template for a proactive program that must now be developed at the multi-jurisdictional level.

The responsibility for port and vessel safety has long resided in the realm of a single agency, the US Coast Guard. It soon became apparent that response to an incident would need to involve many agencies and ports through their Port Safety Committees (PSC) developed Marine Incident Response Programs (MIRP) or Teams (MIRT). The critical lesson learned in safety was that prevention was more effective than response and while there remains a strong emphasis on responder capabilities including equipment and training, new regulations and increased monitoring have greatly increased harbor safety.

With regard to port security, prevention, to the extent it is possible, is the most effective tool in management. However, with multiple federal agencies now involved and a host of other agencies not used to working within an Incident Command Structure, the challenge of prevention may become the paramount issue to resolve. In emergency response to marine incidents, the challenge was easier as the Coast Guard worked with State or local agencies in the Incident Command Structure. Often Fire Departments, with critical input from industry professionals, took the lead on responses with Coast Guard support. The Coast Guard retained the jurisdiction to "federalize" a response if that activity was not effective or inter-agency disputes arose. Now with several federal agencies with overlapping responsibilities and equal levels of authority involved, the dependency on clear areas of authority and working relationships becomes more significant.

DEFINING THE SOLUTION

The creation of a single federal cabinet department provides the best opportunity for insuring that federal agencies coordinate their management of security issues. The weaknesses in the federal system were evident after 9-11 and many of those issues are in the process of being resolved. In addition, the Transportation Security Administration was formed to create a coordinated approach to transportation security among the many agencies in the Department of Homeland Security. Weaknesses however still remain.

Intelligence is considered the most effective tool in preventing incidents or responding to threats. Federal agencies are often limited in what they can provide in the form of quantified information due to internal restrictions or a desire to protect sources. Often information takes days to arrive at the local level through different federal routes. The same information is often classified differently by federal agencies, which makes it available through one group while its classified Security Sensitive Information (SSI) by another. The end result is that the local level agencies that can best use the data for prevention often do not see it in a timely manner. One way to insure that such information is timely is to insure that local civil jurisdictions have personnel that have been given appropriate security clearances for essential information.

The federal government often collects data from law enforcement agencies all over the nation. When asked recently why this information was not shared with local authorities, Attorney General John Ashcroft stated that the information was fragmented and hard to classify. Federal authorities need to recognize that information provided by law enforcement personnel or private citizens can be placed into a data stream and analyzed by professionals in the field. Every bit of data does not need to be quantified. Local officials can review data and determine if some element is applicable to their area of responsibility. Stolen equipment, photographing of facilities, criminal activities, trespass incidents and other similar incidents can provide insights into developing precautionary measures based on what officials nationwide are experiencing. Such data can be reviewed and considered by local officials in their planning and operational efforts. This would prevent overreacting to every piece of information. Such information is vastly different than defined threat data which should require specific response protocols.

Beyond information sharing, officials must develop working relationships with each other. That includes meeting on a regular basis through a coordinated system. Since
9-11 practically every agency has held regular meetings regarding security requiring enormous amounts of time being invested by personnel. A structured and managed approach to lateral and vertical information sharing and planning can be developed to make proactive management more effective. Those relationships can then be solidified and tested in practical applications such as tabletop or full-scale exercises.

Finally, government agencies must work with industry representatives to determine how plans can be maximized for effectiveness. Under the Federal Maritime Security Act of 2002, the Administration is directed to create a Maritime Security Advisory Committee comprised of industry professionals. This committee should be called up as soon as possible and should provide a forum for industry to help federal officials meet the new challenges of Homeland Security. The industry should not use this opportunity as a forum to prevent implementation of new regulations because they may have a financial impact or be inconvenient. Working cooperatively, agencies and industry can determine together if regulations are impractical and should not be implemented.

Ultimately, the federal government must recognize that that the only effective way to manage the new challenge of homeland security is to lead a team that involves everyone on the front lines. The sharing of information, the development of working relationships, and practical practice and training will be the only successful strategy for facing the challenges of a significant change in managing commerce while meeting the potential threat to our way of life. Then all we have left to do is figure out how to pay for it.

Captain Jeffrey W. Monroe, Master Mariner, is the Director of Ports and Transportation for the City of Portland. The Department operates the Portland International Jetport, Portland Ocean Terminal, Maine State Pier, Portland Fish Pier and International Marine Terminal. The marine terminals serve the cruise and international ferry industry, domestic ferries, fishing industry, container trade and marine industrial activities providing employment for nearly 1,500 people. The Department also coordinates surface transportation programs in the City. Portland is the largest City in the State of Maine and the Port of Portland is the largest foreign inbound tonnage transit port in the United States, the second largest oil port on the U.S. East Coast, and the second largest international passenger and fishing port in New England.

THE PORT OF PORTLAND EXPERIENCE

Presented at the Maritime Security Seminar
Halifax, Nova Scotia
August 8, 2003

Presented by Captain Jeffrey W. Monroe, MM
Director-Ports and Transportation
City of Portland, Maine

There are those moments in history when you can remember exactly where you were and what your were doing when some tragic event happened. For me, on the morning of September 11th, I was with my entire senior staff at the airport when the word first came that an aircraft had hit the World Trade Center in New York. My first thoughts were if it might be one of our early flights that departed Portland for LaGuardia. If this was a tragic incident that involved Mainers, I was sure that the local media would want details and we would have to be ready to support the airlines as they dealt with families. Word came soon after that it was a larger aircraft and not one of the regional jets that serviced New York out of Portland. Soon afterwards, another message. A second plane had hit the other tower. The meeting ended and we all found ourselves staring at the television, reliving the actual moments as they took place. Then a call from the FAA-the feds were closing the nation's airspace and a second phone call, local media were on their way to the airport. We were to expect diverted aircraft and this was being regarded as a terrorist act.

When events like this take place, you kick into auto-pilot. Training, instinct and hopefully good sense takes over and you react quickly. My waterfront staff was dispatched to the port and they began the process of shutting down the terminals. The first ship was due in that night and a meeting with the Coast Guard was set up. Airport personnel likewise enacted security protocols, aircraft were unloaded and pushed back, the terminal was cleared of passengers and information bulletins about cancelled flights were being prepared. The media arrived in full force and we set up a press conference. We had very little information to give anyone but we knew that there would be a great deal of concern on the part of our citizens. We needed to get on the air, we needed to look calm and tell people things were under control, flights were cancelled, "don't come to the airport" was the message, the marine terminals were also closed, bus service was running as were the ferries-children would not be stranded on the mainland. The reporters were great, getting feeds back to their stations and passing along every bit of information we could make available, which was not very much.

Staff was busy trying to find hotel rooms for stranded passengers. Transportation companies were being coordinated to move passengers along to their destinations. We lost all track of time. Reports from waterfront staff confirmed that all facilities were secure. Staff had not heard officially from the Coast Guard as yet. Rumors were circulating that the port was closed or that we were under Marshall Law. I asked my operations manager to set up a meeting with the Marine Safety Office so we could get lay out a plan. Just after noon, we sat down with the Coast Guard to discuss the vessels scheduled to arrive. The international ferry from Yarmouth, NS would be first. She carried over 600 passengers and 100 cars that trip. After much discussion, it was decided that she should be permitted to dock and unload. She would not however be permitted to leave with passengers. It appeared that the borders would be closed. First challenge-let 800 passengers planning to board that evening know that they were not going on the ship. Next, see if there was someplace for those who needed it, to stay. Customs and Immigration would be ramping up to a level beyond their normal protocols. That night 600 souls came ashore-no one spoke, no one commented, only quiet answers to official questions. Everyone seemed stunned.

We also had a cruise ship due in early next morning from Canada. They had left port and were already enroute. The Coast Guard felt it best not to permit them to enter. There were over 800 passengers aboard and most were from New York. They would be desperate for information; some had family members who worked at the World Trade Center. The Coast Guard agreed to have the vessel first detained at the harbor entrance for inspection, and then would allow it to dock.

The next morning, after a two-hour delay for the planned Coast Guard inspection, the vessel arrived at the berth. 800 passengers and 400 crew were ordered off the vessel for clearance procedures. They waited in a building with the legal capacity of 500. The ship sat along the pier-fully operating without a soul aboard. Officials were following protocols established for there are of responsibility. No one was receiving guidance from Washington. Locally, we were trying to deal with logistics, expressed safety concerns and tried to act as mediators between government agencies, agents, ship's crew, State and local officials, passengers' longshoremen and a host of other personnel.

After the ship departed, we had a chance to sit down with everyone and tried to address the numerous issues that had come up. I wasn't even thinking about the airport at that time as there was no activity in the aviation system, except for the burning question, when would it reopen. Then I got a call from a reporter at the Boston Globe asking if I was aware that the government suspected that two of the hijackers had come through Portland.

For the next several days, we dealt with getting the airport open, trying to get guidance from federal agencies on the waterfront, working on solving local issues between agencies and us and trying to answer the increasing press demands for information regarding the hijackers. In the midst of all of this, we gave updates to our elected officials and our Mayor who did an exceptional job along with the City Manager in making sure we had the resources of the City at our disposal. Our Congressional Delegation including Senators Snowe and Collins, and Representatives Allen and Baldacci, met with us to hear about our concerns and listen to our suggestions for dealing with the issues that had come up. I was invited to appear before Congress and the Committee chaired by Senator Snowe who eventually filed legislation that would evolve into the formation of the Transportation Security Administration. Congress had set deadlines for aviation but maritime security was taking a back seat. Once again our delegation came forward and through their leadership, port and maritime security began to rise to a higher level of priority. New legislation was filed including the Maritime Security Act of 2002 and grant money was made available. We watched very carefully as the Department of Homeland Security took shape, expressing concern about the increasingly shifting role of the Coast Guard to port security to the possible detriment of their traditional regulatory and search and rescue functions. We made an effort to support increased resources and new equipment for them through various appropriations bills in Congress.

Last winter, I was once again invited to testify before a Congressional Committee. This time Government Affairs, Chaired by our Senator Susan Collins. I highlighted concerns about container security, reaffirmed our support for initiatives being advanced by the U.S. Customs Service, testified about the need for additional port security grants and new personnel and emphasized that we still have much to do.

Two years later, I can honestly say we have made excellent progress. We have received nearly $1.5 million (U.S.) in federal grants to buy new equipment for security purposes. New gates have been installed to prevent access and perimeter fencing has been improved. We are in the process of installing a state of the art surveillance system at all of our terminals. New detection equipment is being ordered to screen our cruise ship and international ferry passengers. We have requested permission from the TSA to begin a pilot program that would have TSA personnel design and operate a screening facility on the waterfront exactly like we have at our airport including the same equipment and personnel. We are designing a new international passenger terminal with program elements reflecting new and proposed security requirements. Our terminals are in full compliance with current regulations and protocols are in place for each MARSEC level. All terminal personnel and users have been issued identification badges using the template in place for our airport badges pending final approval of the Transportation Worker Identification Credential.

Terminal tenants and carriers meet on a regular basis to exchange information, address problems and correct security issues. All department personnel have new equipment designed to enhance communications and response including update databases for direct contacts. Police and security personnel share information, not only on the waterfront, but at our airport as well. We have developed a system whereby data transmitted from the TSA, Coast Guard or Homeland Security is immediately distributed to aviation, maritime and surface transportation personnel. We have also developed a reporting system where suspicious activity is relayed to the FBI.

Perhaps most significantly, we are involved in helping our elected officials and the general public understand how security must be addressed and how it will impact the lives of our citizens. We communicate regularly with our Congressional delegation, particularly our Senators, who continue to support us in addressing transportation security. We do regular media reports and keep our citizens informed about what is happening in the world of transportation. We also encourage feedback to regulatory agencies regarding new ideas or issues that come up with the public.

Our current focus is the concept of the Continental Perimeter. This is not a new concept. Our two nations worked together during World War 2 to protect North America from Axis spies and sabotage. They shared information, personnel, used similar procedures, provided each other equipment, shared command and control, jointly guarded our coastlines and in fact, were successful in controlling the infiltration of spies and saboteurs. What is different today? Our nations face a common enemy-those radical forces who would seek to change our way of life. Commerce between our two nations is important to both our economies. My port alone is responsible for over 29 million tons of oil moving to your refineries in Ontario and Quebec. That cargo alone has given our port the distinction of being the largest foreign inbound transit port in the United States and possible the largest oil port on the U.S. East Coast. Before then it was grain, now its containers, paper products and other commodities. The flow of cargo, goods and tourists by all modes of transportation cannot be interrupted or made inconvenient. If that occurs, than these radicals have achieved their goals.

As Canada prepares to ramp up, you will face the same issues we have addressed over the last 23 months. Our Congress set goals for our federal agencies. Many have been achieved. Aviation security in both our nations is better. Cargo and passenger tracking has improved. Intelligence is being shared. But we have spent enormous amounts of money achieving those goals. In some cases, we have had to set limits and rethink some of our programs as we did with the TSA. We need to think smarter and we need to work together.

Our nations share a 5,500 mile border. Both of our nations are utilizing resources and personnel to protect ourselves from each other. It is a monumental task. So I am suggesting that we take a new perspective. Lets figure out how we can dedicate those resources to where they will do the most good-at our seaports and airports that accommodate inbound traffic from off continent areas. Lets return the border crossings to the days before 9-11 and focus on working together on common procedures, shared intelligence, effective utilization of personnel and though our respective governments-mutual effort toward achieving our common goals.

Trucks, trains and tourists should be able to be checked quickly at mutual border crossings with the new technology we have available. Our databases are better, we pick things up faster. Cargo should not have to be delayed at the border. If it comes in and is inspected by a Canadian or U.S. Customs official, using the same techniques, databases, equipment and procedures, than it should be able to move to its destination in the other nation with only a quick entry and duty check at our border. Passengers coming from Canada on cruise ships, ferries or aircraft should not have to go through extensive background checks to enter Canada or reenter the United States if that cruise originated in the States.

By dedicating our resources to our seaports and intercontinental airports, we will be able to make more resources available and spend less money on protecting our mutual border. The area we need to guard will be compressed to the seaports, airports and coastlines that border the oceans that protected us during World War 2. Our effectiveness will increase because of these tight control points and more resources will be available form our respective governments to accomplish our task.

New regulations are coming. Seaports cannot afford unfunded mandates. We are also in this for the long haul. Those who seek to do us harm are very patient and we will continue to face the issues we face now far into the future. We need to think ahead, look at the big picture and plan more efficient methods before we begin spending enormous amounts of money based on the narrow view by each agency in regard to what they feel they need individually to accomplish their specific mission.

The Continental Perimeter is not a political issue-it is an issue of practically. It is not an issue of culture-but an issue of cooperation. As we in this industry have worked hard to figure out how to sensibly address this new threat, we need to encourage our respective governments to work together to insure that what must be accomplished by all of us is carefully thought out, cooperatively managed and practically applied.

I will continue to work with my Congressional delegation, in particular Senator's Snowe and Collins, who have been leaders in our nation in security issues. I would encourage you to do the same with your elected offices. We are in a position to address this by working with those we trust with managing our nations. Transportation has never been safer. We still have a way to go but as the aviation industry has learned to work together, so can the ports, other modes of transportation and eventually our two governments at every level. That should be our mutual goal and I look forward to working with all of you in the future.

ON SECURITY OF TRANSPORTATION SYSTEMS

Statement of CAPTAIN JEFFREY W. MONROE, M.M., Director
On Security of Transportation Systems

October 11, 2001

Good morning Mr. Chairman and distinguished members of the Committee. As the Director of Ports and Transportation for the City of Portland, Maine, I want to thank you for the opportunity to appear before you today to discuss my Department's experiences following the events of September 11th.

My department manages the Portland International Jetport, the City's surface transportation programs and the municipal marine facilities in the Port of Portland. With a population base of 65,000, we handle nearly 5 million people annually through our transportation facilities and on our public transportation systems. I would like to briefly explain the security situation of the port as compared to the airport, including other modes of transportation like buses and trains. I want to emphasize that transportation on land, sea and air as a whole, must be dealt with in a coordinated manner across the country

The Jetport is the largest airport in Maine, serving some 1.4 million passengers annually. We have several inter-city and intra-city bus service providers handling nearly 2 million passengers annually and we anticipate the start of new AMTRAK passenger rail service to Boston before the end of this year.

Also critical to our transportation network is the Port of Portland. Which, while small in physical size, is home to a vibrant and diverse economy. Our harbor includes petroleum, container and break bulk terminals, as well as cruise ship facilities, international and domestic ferry terminals and commercial fishing facilities. We have a strategic energy connection to Quebec through a major petroleum pipeline. Portland is the largest tonnage throughput and international passenger port in New England, the second largest oil port on the U.S. East Coast and the number two fishing port in New England.

But like our aviation systems, our ports by their very nature, have inherent weaknesses making them vulnerable to attack. I know that this committee is familiar with the final report of Interagency Commission on Crime and Security in U.S. Seaports (The Seaport 2 Commission Report, Fall 2000) and An Assessment of the U.S. Marine Transportation System (MTS, September 1999). We concur with the recommendations contained in both reports. The events of September 11th demonstrated many of the problems in the infrastructure and operations of our transportation system outlined in the reports.

Our ports lack the same level of coordinated federal preplanning common in the world of aviation. Unlike airports, where local authorities undertake pre-approved federal action plans in time of emergency, seaports manage everything locally. There are no standardized procedures among ports and there is no cohesive database regarding petroleum, cargo and passenger movements. Every vessel is handled differently. Each federal agency works within its own set of protocols.

During the period after the September 11th incidents, we were faced with a number of passenger vessel calls in the port. How local representatives of federal agencies managed each vessel seemed to vary daily. Each had different requirements, which were being interpreted by personnel at the local level without coordinated federal direction. The U.S. Coast Guard was stretched to the limit, patrolling the harbor while trying to maintain their search and rescue responsibilities. Other federal agencies took actions they thought were appropriate within their own realm of responsibility. In more than one instance, all passengers and crew were ordered off a foreign flag ship by U.S. Immigration into our terminal, creating a potential safety issue ashore. In another case, every member of the crew of an American ship, all U.S. citizens, were ordered to pack their belongings by U.S. Customs and to remove them from the vessel for inspection. During these instances, the City's resources were stretched to the limit in trying to protect their safety. Tanker operations and vessel movements were appropriately placed under significant restrictions. However, federal agencies had to quickly gather information on fuel availability and demand which should have existed in a readily accessible format. The U.S. Coast Guard did what they could in trying to balance the need for security against supply.

Each federal agency followed their own rules and regulations for dealing with emergency situations. There seemed however, to be little or no guidance from federal managers in Washington DC and little coordination among federal agencies. Vessel operators reported different actions being taken by the same agencies in different ports. Cruise ships, with tens of thousands of passengers, scrambled without any federal coordination to find any pier where passengers could be handled when the Port of New York was secured. There was no unified high level federal command structure, no common communications among federal, state, municipal and private entities regarding ports and threat assessments were not promulgated in a coordinated manner. Only the professionalism of local governmental officials working together with private entities, prevented a bad situation from getting worse.

In most cases, the full extent of the threat was never formally communicated. We secured our seaport and airport in the hopes it would be sufficient. Our resources were stretched to the limit. As you are aware, a state's or municipality's civil authority is limited to three strategic areas of security: prevention, crisis management and consequence management. A city or state does not have the assets available to be fully prepared for threats from enemies who may attack employing methods including conventional weapons or nuclear, radiological, chemical or biological agents. Ports are critical assets, not only to cities and states, but also to entire regions.

The Seaport Commission recognized that "improved coordination - among and through public and private marine transportation system stakeholders at the local, regional and national levels is a key element." The depth of knowledge required for preparation for each of the threats listed above can only be achieved through Federal interagency, city, state and private cooperation. We fully endorse such a coordinated approach and encourage the Federal Interagency Committee for Marine Transportation System (ICMTS) to include security issues as a top priority.

Certainly, as the FAA is to aviation, so must the role of the U.S. Coast Guard be expanded in port management in order that it can plan and take action in a similar 4 fashion to its sister agency under the Department of Transportation. That expanded role must include appropriate financial support. The City of Portland has long advocated full funding for the United States Coast Guard to meet its already demanding mission. We also support funding for new security missions with which the Coast Guard may be tasked. We note Senator Hollings" Bill S.1214 provides for such funding, but we believe that the bill's funding levels will need to be increased to match an expanded U.S. Coast Guard mission.

All modes of transportation need to be considered under a central management team in the event of national emergency. Seaport, rail and bus facilities need to adopt the similar planning methods and protocols that are used in aviation. The experiences since September 11 clearly demonstrate that federal coordination is imperative. Although the situation surrounding the Greyhound bus incident of October 3rd proved to be an isolated one, it demonstrated the need for broad based planning. Every mode of transportation, and their associated facilities and infrastructure, is a potential target.

On September 11th, our airport shut down, flights were grounded and passengers were stranded. Trains - many containing chemical cars - continued to roll through metropolitan Portland. Tanker movements were restricted, petroleum reserves were disappearing and every passenger ship that entered port was faced with rapidly changing rules. Trucks and buses moved cargo and passengers as they do every day, with no restriction. Clearly, someone should have been thinking of the transportation system as a whole.

The FAA, U.S. Coast Guard, Federal Rail Administration, Federal Highway Administration, Motor Carrier Safety Administration, along with U.S. Customs and Immigration, need to have their roles expanded to meet this new threat. They must also all be coordinated under a central federal framework. The coordination should come in the form of a new Federal Emergency Transportation Agency, who will maintain and provide current data, do a wide range of preplanning, coordinate emergency response and manage post response logistics. That agency would work with FEMA, U.S. 5 Customs and Immigration and the Department of Justice to insure high level federal coordination. Such a concept is included in the legislation proposed by Senator Snowe in S.1462.

Finally, the role of our federally supported airport deployment of our National Guard needs to be expanded to seaports and other large volume transportation facilities. Loans and grants to municipalities and states to support increased security demands need to be made available and allotted in an expeditious manner. The economic impacts of the September attack are just becoming clear but costs to the City of Portland for new security measures are crippling the City's budget. Losses to businesses in Maine are measured in the millions of dollars. The City of Portland cannot bear the increased costs by itself. The State of Maine cannot bear these costs. We need expanded federal help in the immediate future.

In closing, the State of Maine possesses more miles of coastline than any state in the continental United States. We share a border with Canada and we are a hub of international trade. Our City has an excellent working relationship with the FAA, U.S. Coast Guard and other federal agencies. The Port of Portland is a microcosm of port activities across the nation and the City of Portland is a microcosm of transportation.

On behalf of the City of Portland, its officials, and citizens, we stand ready to work in developing a port and transportation program improving interagency coordination and communication nationwide. We appreciate the hard work and support provided by our federal partners in meeting the threat of September 11 and we look to a stronger relationship in the future. The lessons we learned in assessing our readiness must be translated into a plan of action that can be achieved quickly as we work to protect our citizens.

IN THE WAKE OF THE MORRO CASTLE

Capt. Jeffrey Monroe, MM
Director, Ports and Transportation
City of Portland, Maine

Note: In September 1934, the SS MORRO CASTLE, a passenger ship belonging to the New York and Cuba Mail Steamship Company (Ward Line) was returning to New York after a voyage to Havana, Cuba. Only 4 years old, the ship was on its 174th voyage when in the early morning hours of September 8th, while in a storm off the coast of New Jersey, the ship caught fire. The fire spread quickly and eventually, after loosing all steering, the acting captain, William F. Warms, anchored the vessel off Spring Lake New Jersey. Only a few hours before the fire began, the regular master was found dead in his stateroom. The ship was taken in tow but eventually broke free and drifted onto the beach at Asbury Park, New Jersey. Considered one of the most significant maritime disasters of the 20th century, 134 passengers and crew lost their lives. The following presentation was made on May 3rd, 2003 as part of the opening of a new exhibition on the disaster at the Maritime Industry Museum, on the campus of the State University of New York Maritime College, Bronx, New York.

It has been nearly 70 years since the flagship of the Ward Line sailed from her berth at the foot of Wall Street in New York and into the pages of maritime history. Excited by the discovery of the TITANIC, there has been an ever-growing interest in disasters at sea, and the human toll associated with those tragedies. Little however is ever thought of the impacts those events had on the industry and how far reaching those impacts have been.

1934 in many ways was little different from today. People were struggling in a poor economy and political unrest existed throughout the world. In the maritime industry, the cruise lines of those days were struggling to keep their services in tact. Bookings were down, rates had been discounted and marginal companies were closing up shop. It was a time when the company with the fastest, newest and most elegant ship became the front-runner in the business. Crews were low paid and in many cases ill trained. Ships were built as inexpensively as possible and with government subsidy when available. Architects stuck to old proven methods of design and construction and older ships were kept running with ever decreasing investment.

It was in that environment of discount cruising, low paid crews and marginal operations that the Ward Line and her ships operated. It was an industry slow to change, regulated by inadequate agencies and protected by strong political ties. But still, cruising was popular, particularly for the young.

Imagine the excitement for a moment. Imagine how you worked months for those few extra dollars so you could buy a ticket for a seven day cruise to of all places, sunny Havana Cuba. Cigars, beautiful women, exciting Latin men, rum, and a voyage on a beautiful new ship. The language in the Ward Line brochures for their star ships, the MORRO CASTLE and ORIENTE was the same as one might read in modern times; "Exciting! Romantic! Tropical Paradise! One of the Most Beautiful Ships in the World! All at Prices You can Afford!"

Friends would drop you off on sailing day and wish you well. "Its only seven days and I'm planning on having fun!" you would shout as you walked up the gangway. And so the adventure began and oh, what a ship! You were already impressed by her gleaming black hull and bright white house as you saw her sitting at the dock. Once you entered the ship, it was if you had stepped into a four star hotel. Thick carpets and beautiful mahogany walls, elegant furniture everywhere and friendly crewmen welcoming you to your new adventure.

You didn't even notice what was going on around you as you made your way to your stateroom. Crewmen were quickly cleaning public spaces and handling trash and stores. Some ran quickly up the dock to make a phone call home while on break. Others were out on deck, doing maintenance and taking care of things that could only be done in port. For you, what was important was the amenities this ship had to offer. The food, the bar, the stateroom, the promise of a great vacation.

And for 250 crew, it was a job. You were lucky to get posted to this ship because the conditions were a bit better and the money a little higher. The men and women on the ship were no different than you or I, many supporting families, many working long hours, many happy to have a steady paycheck. They were experienced seamen and wait staff, used to dealing with temperamental passengers and drunks but happy to be working. A seven-day voyage to Havana was a routine, not glamorous and certainly not romantic.

And so the ships of the Ward Line, and many other companies, followed their routes to the sun, booked their passengers and tried to provide a service that met the expectations of their customers. The companies worked hard to keep the ships presentable, relying on the skill of the designers and builders to make sure they were attractive and safe. These ships were supposed to be floating hotels and equipped with the most modern of safety devices. Public spaces were equipped with fire detection equipment that could be monitored on the bridge. There were numerous fire stations with hoses throughout the ship and the crew held regular fire drills. The well-polished mahogany walls were only interrupted by fire screen doors, which could be activated from the bridge in case of emergency. Watchmen did regular patrols to catch anything that might be out of order, a lost wallet, forgotten purse or fire in a wastebasket started by a careless passenger with a cigarette.

Engineers like the ship as well. It was easy to work on particularly when something was broken. Ceiling panels were easily removed to get to drain pipes and electrical wires, which ran through special openings above fire screen doors. You could run a new wire from deck to deck if necessary through openings between decks and behind walls. If something was damaged, it could be easily replaced by the carpenters and made to look like new by the painters. The designers had really put some serious thought into this ship.

Since only the best crew got to work the best ships, the ship's captain knew he had the pick of the litter. They worked hard or they didn't work. No room for slackers on his ship. His officers were generally hand picked. He would only have those mates aboard whom he knew and trusted, and who did what they were told. He could not afford to have passengers complain or be unhappy. He also did not want them to be inconvenienced. Fire and boat drills were to be done quietly and passengers did not have to be involved, just crew. If was for their benefit anyway, and besides regulations did not require passengers attendance. He was very concerned about passenger safety in particular since one had slipped and fell from water from a leaking fire hydrant on a previous voyage. The passenger sued the line and the captain was reprimanded. Hydrants on all ships were to be capped and hoses stowed away. If there was a fire, the crew could get them out quickly.

Most crew were not expected to think for themselves, just do what they were told. If there was an emergency, an experienced officer would be there to direct them. Ships were run through the supreme authority of the ship's master, the closest thing to God on earth, and everyone was expected to follow his orders without question. Such was the atmosphere aboard the ships of the 1930's and such was the environment in which the MORRO CASTLE operated.

Voyage 174 of the SS MORRO CASTLE reads like a good mystery novel. There was labor unrest, gun running into Cuba, distrust among the officers, communists aboard. The captain died of mysterious causes, the ship caught fire at sea in the middle of a severe storm, the crew was accused of abandoning ship and leaving passengers to their fate. There was a supposed government cover-up to hide illegal activities with the Cuban government. Later, one of the ship's officers would turn out to be a murderer and be accused of arson.

In the aftermath, families would collect their dead relatives from the morgues on the New Jersey shore and ask the question "How could this have happened?" The government investigations started and one after another, ship's officers, crew and passengers were paraded before a Grand Jury of hand picked investigators looking into this terrible tragedy. They convicted the ship's acting captain, the chief engineer and a company official, all of whom were later cleared on appeal. The entire affair left a stigma of cover up, cowardice and mystery that 70 years later is still hotly debated.

Of this we are certain, 134 souls perished and the ship would drift ashore at Asbury Park New Jersey becoming that City's biggest tourist attraction. She would later be scrapped in Baltimore and eventually fade into history.

Yet, after every great tragedy, we always ask the same questions. What really changed in the wake of this disaster? What really did happen and what good ever came out of it?

It can be said that the burning of the MORRO CASTLE stunned the nation. Measured against the sinking of the TITANIC, the explosion of the Hindenburg or the recent World Trade Center attack, it may not be as easily recognized in history, but from that one incident on September 8th 1934, came the some of the most sweeping changes that were ever undertaken in the shipping industry, and still impact us today.

There are MORRO CASTLE groupies who will no doubt disagree with one I am about to say but to someone who has spent most of his life in this industry and stood on the bridge of many a ship, I am compelled to look at the reality of what happened. In the end, most significantly, no one is really to blame for what happened. This disaster was the result of circumstances that were the norm for the day.

The MORRO CASTLE was a wooden ship in a steel hull, and in most cases no different than most vessels of that era. She was built along the same lines as most other ships, using the same techniques and similar designs. Designed to be a floating hotel, the fire proof materials so common in modern ships were not even conceived of at the time. Her furnishings, carpets, finishes all were fuel for what was to happen. Behind walls and above ceilings, large openings allowed wires and pipes to pass easily between decks and interior spaces. A natural airflow insulated the interior from the decks heated by the warm tropical sun. She had been designed by one of the nation's top architects, Theodore Ferris, and built with the most advanced materials of the day. Even her safety equipment relied on the ability of the crew to monitor and then react to emergencies. All these things led to one single reality. When the MORRO CASTLE caught fire, nothing would have saved her. The ship was doomed from the moment the fire ignited.

I will always remember something my father told me about the moment he came out on deck after being called out just minutes after the fire had been discovered. He remembered the wind, the pelting rain and the silhouette of the glowing superstructure against the black night. A rolling wall of flames ran down the decks and engulfed everything in its path and the deck crew struggled to get to the upper decks to try to fight the fire. Nothing they should have done or could have done, would have changed the outcome.

While I have always held that the fire started spontaneously, there is real conjecture that it may have been deliberately set. No matter, the end result would have been the same. Any ship of that era would have faced the same fate. Our industry was just not mature enough to understand the threats that faced us at the time. It had only been less than a hundred years since the first steam passenger ship had crossed the Atlantic. This was still a very young industry and while the designers were very proud of the new and innovative ideas that had gone into ship safety, things really had not changed all that much.

The ships were inspected regularly by the Steamboat Inspection service. These were civilian inspectors, mostly from the industry, who knew there way around ships. But they did their jobs based on regulations that never anticipated what might happen on the MORRO CASTLE. Remember, the British Board of Trade certified that the TITANIC complied with regulations before she sailed from England and prior to 9-11, box cutters and small pocketknives were permitted aboard aircraft. Who could have ever anticipated what happened. The MORRO CASTLE was not the first ship to burn and there had been numerous investigations in previous incidents. Records and causes were extensive, but this was an industry that had enormous political power and was always claiming to be on the edge of financial ruin. There was no political will to change the regulations in an industry that was so critical to the nation's economy. Millions of passengers moved by water and incidents were few and far between. It was considered to be impractical to bring about significant changes that would cause this mode of transportation to face financial ruin and the government did not want to be in the position of bailing them out. Funny how some things never change.

And what of the men who manned this ship. They were called cowards, incompetent, disloyal, communists, negligent. Many say, "look at all the mistakes they made in dealing with the circumstances of the fire." They ran to the site of the blaze, raced to restore hoses to hydrants, broke windows to save passengers, and eventually were ordered off the ship into enormous seas in an effort to get to passengers at the stern. They were not formally trained, nor were they prepared to react to the circumstances that confronted them. The inferno on this ship was never anticipated and no one was prepared to deal with it. By sheer will and instinct, they tried to respond, some loosing their lives, some loosing their souls. Little had changed in the way ships were run and how men were trained. 19 years earlier on the deck of the TITANIC, there weren't even procedures for abandoning ship. 67 years later, who knew how to respond to aircraft hitting skyscrapers? In each of those cases, well trained or untrained, men called on their instincts and did the best they could. There is often a fine line between being a hero and being a coward.

And what of her captain? Prepared for sea aboard the school ship St. Mary's, he knew how to be a good seaman. Respected by his crew, he was thrust into command by the death of the ship's regular master. He inherited all of the circumstances that were not of his making. Admiral Halsey once commented that "there are no great men, only great challenges that ordinary men are forced by circumstance to meet." Imagine being in shoes of the captain of the MORRO CASTLE for one minute. In the middle of a storm, suddenly a report of fire, first thought-investigate, hopefully something easily contained so the passengers would not be shaken. Spreading quickly, call out the crew and get it under control. Alarms are going off. Heavy smoke being report on B deck, flames being seen on the boat deck, get the fire pumps going, get the passengers out and up to the boats, smoke is choking everyone below-get her into the wind so the smoke blows clear, what about an SOS, sound the general alarm, we are loosing steering, hard left, I can't hold her, stop the engines, I can't get the engine room, what about as SOS, the boats are burning, we're loosing fire main pressure, what about an SOS, send the damn SOS, she's in a hard turn, we can only get some of the boats clear, the passengers are all running aft, get the boats in the water and have them row aft to pick up the passengers, she is still underway, stop the damn ship, I can't get the engine room, who is screaming, get the boats away they're burning, shut those alarms off, we have lost all water pressure, call the chief, he's on the bridge and can't get to the engine room, the whole house is on fire, we got to get off the bridge, its starting to burn…….my God, what is happening.

Only a few minutes had passed and he never had a chance. Imagine for a moment how he felt, or how the captain of the TITANIC felt when he knew his ship was doomed, or the pilot of the Hindenberg when the flames exploded around him or the fire chief when he knew the World Trade Center was collapsing. There is a moment when you realize that for all of your skill, you strength, or your will-that you are not in control. And afterwards, you will live through the torment of hearing what you should have done, could have done, might have done. Capt. Warms said it best, "How could you know if you were not there".

70 years have nearly passed; we debate, discuss, and argue about the entire event still. But of that incident, much good came. Ships are fireproof and designed to inhibit the spread of fire no matter what actions the crew may or may not take. Computerized fire fighting systems can detect and fight fires without putting people in harm's way. Regulations specify how vessels are to be built and of what material and every step in the process is inspected. Research on the cause and spread of fires is widespread and shared. Regulatory compliance in this country is under the watchful eye of the Coast Guard. Regulations are nearly universal and dictate the minimum standards all seamen must meet. Crews are trained in firefighting and crowd control. Seamen are trained to be managers instead of captains next to God. Curriculums at maritime schools include elements of studying the human factor in responding to emergencies. We study the errors those before us have made; we learn how to work together as teams. We put ourselves in the position of anticipating what might happen.

The end result is that because of the MORRO CASTLE, hundreds of thousands of people cruise annually on some of the safest ships ever conceived. We ask ourselves constantly if we can make it better and the industry has been put to the test. Fires aboard modern cruise ships have been easily contained and extinguished with no loss of life. If you look at the modern cruise ship with 3,000 passengers and 1,500 crew, the MORRO CASTLE with 500 passengers and crew, was pale in comparison. Yet this little ship has set the stage for how modern ships are built, manned and operated. That is the legacy of this disaster, this ship, her crew and her passengers.

The MORRO CASTLE is also a testimony to the human spirit and to our ability to rise above adversity and death and capture something worthy of the sacrifice we are often called upon to give. No matter what your belief about what happened in the early morning hours of September 8th, 1934, the fact that we have been able to make the seas safer for those who travel in great ships for pleasure or business is without dispute. As we look to the future, we remember those moments in history that have defined us as a nation, as a society and as an industry. The OCEAN MONARCH, the SULTANA, the PORTLAND, the GENERAL SLOCUM, the VOLTURNO, the TITANIC, the EMPRESS OF IRELAND, the LUSITANIA, the VESTRIS, the DORCHESTER, the MORRO CASTLE, the ANDREA DORIA, all have left legacies that have made the seas safer for mankind. In each of those events, the human spirit has always shown through. It is a testament to our ability to rise above trial and tragedy and triumph. In that, we must look to how we have met those challenges and become better for it. In that, we must also remember the lessons of those events as we face our own challenges today. The disasters that befell ships in those days were measured in the same way we looked at the attack on the World Trade Center just a few years past. The loss of life, the pain, the suffering, the courage, and the tears, all are common threads of both tragedy and of our human spirit. In the end, we rise again, begin anew and find a way to better ourselves.

In the wake of the MORRO CASTLE rest the lives of those who died that night and those who lived. It is a testament to all of them that we are better off for what they went through and a tribute to them, that we are safer today for their sacrifice. In that knowledge, may they all find peace. Thank you.

FACING THE REAL PROBLEM OF HARBOR POLLUTION

Recently, the State of Maine took a bold step in protecting our waters from the ravages of pollution. The legislation introduced by Representative Herb Adams (D-Portland) regarding the creation of "No Discharge Zones" under the federal Clean Water Act and the prevention of gray water discharge, were appropriate measures in making sure that vessels do not pollute our waters. The City of Portland as part of a continuous effort was supportive of this legislation and helped craft the original language. The growing marine trade in Portland is of keen interest to the maritime community, with significant economic impact and new jobs being a critical result. Cruise ships and the international ferry bring numerous passengers and financial windfalls to merchants in the City as well. Growth in these areas however cannot compromise the marine environment we cherish here in Casco Bay and to that end; the City has enforced its regulations preventing vessels at its facilities from discharging anything into the water including black water, gray water or other similar liquids. Those rules extend to stack emissions as well, where visible flu gases or obnoxious odors discharged from a vessel's smokestack are prohibited.

In the five years I have been here, only twice have these issues come up. The first was several years ago where a steamship was relighting a boiler and noxious diesel fumes were emitted. The vessel was promptly told to cease and if it occurred again, they would not be permitted to return to port. The second time was last year, when an older cruise ship accidentally discharged a small amount oil and bilge water into the harbor. The vessel was promptly reported to the U.S. Coast Guard and Maine Department of Environmental Protection by the City. The company was later fined and their vessel no longer calls on Portland.

The City's cruising and cargo partners are responsible when it comes to discharging in the harbor anything that may compromise the environment. Commercial vessels calling on the port's terminals are governed by company and terminal policies designed to protect the environment. Ships secure discharge outlets before entering port and for the occasional ship that requires service, terminals have pump out capabilities either on site or by local contractor. The bottom line is that the discharge of sewage or gray water into the harbor does not normally occur as part of a vessel's operations, and rarely by accident.

Discussions are currently underway with the Department of Environmental Protection on how the new legislation will be applied. The industry has been supportive of the legislation given that it reflects their current practices. For the most part, the legislation will go a long way to assure the public that indeed no vessel is polluting our harbors.

At the end of the day, it is the responsibility of all of us in and around Casco Bay to insure that our waters are kept free from the pollutants that will adversely impact our environment. Surface runoff, lawn fertilizers and pesticide and combined sewer overflows are a greater threat during one rain storm than a decade of discharge from ships. Even at my own home, where runoff can easily reach the sea, I choose not to use pesticides, weed killer or chemical fertilizers for fear these substances will enter our marine eco-system. Composting and other safe practices keep my lawn and gardens from adding to the problem. My lawn may not look like one you will find at a country club, but at least its plethora of plants are green and don't look half bad after a mowing. Thousands of chemically treated lawns and gardens, motor oil or paint thinners dumped into sewers, dirt from roadways not properly protected from erosion or even pollutants spilled on City streets pose the greatest threat to our harbor. In addition, liquids discharged overboard from recreational vessels can threaten our waters. These are things each of us as caring citizens can control and should.

The ships and other commercial vessels that call upon our port will always be welcome as long as they are responsible stewards of the environment. Companies, particularly cruise lines, which have in the past been irresponsible regarding discharges from their vessels, have seen their bottom line impacted as customers have chosen companies that practice sound environmental policies over those that don't. In Portland, the discharge of treated or untreated sewage or gray water from commercial vessels will be something the maritime community will continue to prevent in recognition of our responsibility toward the port we all call our home. We hope the legislation being enacted will serve to provide a level of confidence to the public as the port welcomes some of the finest ships in the world to our community. With that underway, we hope the environmental groups that consider our waters as important as we in the industry do, will begin to focus on the more significant threats posed by the populace that live near our State's waters, no matter how unpopular that effort may be.

Captain Jeffrey W. Monroe, Master Mariner, is the Director of Ports and Transportation for the City of Portland. The City operates the Portland Ocean Terminal, Maine State Pier, Portland Fish Pier and International Marine Terminal. Those terminals serve the cruise and international ferry industry, domestic ferries, fishing industry, container trade and marine industrial activities providing employment for nearly 1,500 people.

Capt. Jeffrey W. Monroe, MM

Captain Jeffrey Monroe is Director of the Department of Ports and Transportation for the City of Portland, Maine. In that capacity he supervises the development and operations of the Port of Portland, Portland International Jetport and coordination of the City's surface transportation program. Prior to joining the City he was Deputy Port Director for the Massachusetts Port Authority, Director of the Center for Maritime Training and Associate Professor at the Massachusetts Maritime Academy, Executive Director of the Governor's Commission on Commonwealth Port Development under Governor Weld of Massachusetts and Assistant Professor and first director of the Center for Simulated Marine Operations at the State University of New York. His professional experience also includes positions as Director of Marine Operations for Oceanic Marine Management and all capacities as deck officer including master in the U.S. Merchant Marine.

Capt. Monroe is a 1976 graduate of Maine Maritime Academy and earned a master's degree from the State University of New York in transportation management. He holds an Unlimited Master Mariner's license and has numerous professional certifications.

The Transportation Department under his management has undertaken $55 million in new projects in the City of Portland including the Ocean Gateway Cruise Terminal, Jetport Parking Garage and roadway system improvements, runway lengthening project, Portland Transportation Center design concept and initial construction, Portland Inter-terminal shuttle and new transportation information systems. Efforts have resulted in a significant increase in port and airport economic activity. While in Massachusetts, he was also involved with the development of the Seaport Improvement Bond Bill, a three hundred million dollar capital bill designed to support the growth of the Commonwealth's seaports and doublestack rail network, and the Massachusetts Harbor Maintenance Tax Offset Credit Bill, first of its kind in the nation, both of which were passed in 1996.

Captain Monroe was appointed by Secretary of Transportation Rodney Slater as the Vice Chairman of the US Coast Guard Navigation Safety Advisory Committee in 1999. He was on Governor King's Tourism Funding Task Force and Canada Trade Advisory Committee, is vice-president of the North Atlantic Ports Association, and is vice-chair of the Board of Directors of Greater Portland METRO. He is also a member of Board of Visitors of both the Massachusetts Maritime Academy and Maine Maritime Academy. He is a published author and has appeared on various television programs including several segments for the Discovery Channel and the Arts and Entertainment Network. He is also a maritime historian and preservationist and was former chairman of the Maritime Industry Museum in New York.

Captain Monroe is married to the former Linda Mallik of Cleveland and has a daughter Michelle, a licensed merchant marine officer, and son Michael, an undergraduate student in business at Boston College. He resides with his family in Cape Elizabeth, Maine.

THE CONTINENTAL BORDER

Presented by CAPTAIN JEFFREY W. MONROE, M.M., DIRECTOR

DEPARTMENT OF PORTS AND TRANSPORTATION, CITY OF PORTLAND, MAINE

Before the Annual Meeting of the North Atlantic Ports Association
Boston, Massachusetts
June 6, 2003

It is always a pleasure to come before fellow professionals in the industry and talk about the one subject that has seemed to occupy most of my time during the past 1 and ½ years, security.

My department, The Department of Ports and Transportation in the City of Portland, manages the Portland International Jetport, the municipal marine facilities in the Port of Portland and coordinates surface transportation programs in our metropolitan area. I find it always to be of interest as I watch the wheels of security turn in each of these areas. I can tell you without reluctance that they turn at very different speeds.

In the eighteen months since 9/11 we have come a long way in securing our nation's transportation system, particularly in aviation. The Transportation Security Agency has successfully managed the hardening of our aviation facilities on an accelerated schedule. They have supervised the installation of scores of screening devices and the training of thousands of new employees. We commend their efforts. But now as the TSA turns its attention to our nation's seaports, it faces an even more difficult task. Our ports still remain critically vulnerable. While we have made great strides in many areas of port security, particularly in managing our international cruise ship passenger trade, we still must find solutions to the most serious problems on the waterfront which include:

1. Lack of coordination between agencies regulating seaport commerce;
2. Lack of standardization of procedures between agencies;
3. Continuing lack of intelligence information available to port managers;
4. Agreements on manner, amounts and sources of funding.
5. Long term solution in providing qualified and well trained personnel for port security programs.
6. Creation of a continental border with Canada to foster cross border trade.

Although some of our ports only measure their size by the number of containers that pass over their piers, we in the industry realize that ports are indeed a diverse mix of many trades and industries. It is that diverse mix which must be recognized and protected in our planning around port security. Not many people in our industry fully recognize the value of diverse economic mixes in ports or how that diversity presents a significant challenge to port communities.

For those of us in the cruise ship trade, we have found in most cases that security is on par with what we find at the nation's airports. Oil terminals have managed to tighten up access quickly also in response to new regulations. There also is good control in regards to bulk and break bulk terminals.

Containers however seem to be the Achilles heal based on all those who have recently become such great experts in the realm of seaport security. There is no question that the volume of container traffic that moves through our ports is a significant challenge when we are trying to stop a weapon from coming into our nation. In that effort, I am in complete agreement with those who have advocated pushing back the nation's borders when it comes to container security. We all understand that by the time something is found at the pier, it may be already be too late.

In Portland, we support the Container Security Initiative (CSI) and the Customs Trade Partnership Against Terrorism (C-TPAT). Monitoring the supply chain and making brokers, freight forwarders and carriers assume a new level of responsibility is critical. Control of containers from the point of loading to the point of discharge, and the assurance that nothing can be added to units in transit is a critical method of managing potential threats. Every step of the process must have a series of checks and balances to insure that the system is working correctly. U.S. Customs must have the tools as the single federal agency that monitors the activities of carriers, brokers and stevedoring companies that work in multiple ports.

We fully support programs to harden our continental borders and propose the establishment of marine border crossings in our ports. As we design our new passenger and freight terminals in Portland, we are including critical security elements in our planning. Canada is our closest neighbor and working together, our two nations must establish a set of procedures for cross border commerce that allows that cargo to move quickly between our countries while establishing a joint continental boundary to protect our respective nations. I am encouraged by the exchange of federal officers in some of our major ports where U.S. bound cargo arriving in Canadian ports can be pre-screened and Canadian cargo arriving in U.S. ports is similarly handled.

We also support tightening the loophole on the difference between an *entry* port and the point where the shipment reached U.S. territory. Cargo containers can no longer be allowed to continue their journey by highway or rail without declaration of their contents or being screened. Some of this cargo moves through the heart of our major population centers in bond before it is ever looked at or cleared by Customs.

Cargo that is leaving the United States also needs to be checked as part of an international effort. We support the new 24 hour rule, but have seen how extremely difficult it has become for agricultural, seafood and other suppliers of perishable products to strictly comply due to the fact that often those products go from harvest to delivery on the dock through a "just in time" delivery system. The handling of agricultural and similar products must be managed in a different, but equally secure means.

We believe the efforts of Congress and federal agencies as they promulgate new rules for secure operations are on the right track. However, we in the port industry find ourselves in the unique position of acting as mediators between various rule-making bodies. There must be better coordination between these agencies. In addition, the application of rules and standards must be the same in every port. Washington must educate their regional and field personnel how new regulations are to be applied and how to account for the differences in ports. Field personnel must understand that there is a balance between the flow of commerce and the security of our borders and there must be regulatory consistency between our seaports.

I believe that our federal, state and local government agencies need to work together under the direction of the federal government and that representatives from industry must be included as equal partners in determining what will work best locally. Like in aviation, a key representative of critical non-federal agencies in each port should be given a top secret clearance so that person may work with federal agencies to assist in measuring threats and responses. Our federal agencies need to include industry's local experts in determining how to manage their new responsibilities.

The mediation and coordination that we find ourselves doing must be done in Washington and to set the tone for cooperation on the local level. Protocols and procedures must be uniform throughout the system. Local decision-making cannot be incompatible from one geographic location to another and quality controls put in place and closely monitored. Transportation entities should also assist with the periodic examination of the mission effectiveness of the agencies that impact ports under Homeland Security. They would also insure that all types of ports; seaports, airports, railports and highway border crossings are dealt with in the same manner.

Ultimately, we are concerned that new concepts that may come out of our desire to solidify our borders may put some ports at a disadvantage. Some agencies have suggested that the number of container ports should be consolidated and that smaller feeder ports should be eliminated so that screening resources can be concentrated in the megaports. We recognize that the distribution of feeder ports has been an asset to regional and local economies. I am pleased that NAPA has embraced the *Short Sea* initiative of the Maritime Administration to optimize use of water transport along our U.S. coastline, keeping containers out of population centers and off our highways and rails until absolutely necessary. I believe that smaller feeder ports have a better opportunity to pick up a shipment that is potentially threatening and that support of the Marine Transportation System would deliver cargo to geographic areas by water, reducing highway congestion as well as enhancing safety and security. Every port that currently handles containers should be equipped with the proper screening equipment and trained personnel to meet new security requirements.

As you are aware, over 70% of container traffic is concentrated in just a few ports in this country. I am very concerned that an effort by some members of Congress to put a higher priority on issuance of grants to mega-container ports ignores the challenges that the majority of ports in this nation face. It is truly the diverse mix of port industries that must be recognized when granting funds to ports. I may sound naïve when I say that the port security grant system must not be infected by politics like so many other programs in this nation have been. Port security is about protecting our citizens not making political careers. I am not sure if the moving of the port security grant program from MARAD to the Department of Homeland Security will be a blessing or a curse.

Ports can not trample over each other to get to the funding trough. The federal program must be reviewed and a greater mix of qualifiers be placed into the system. It is not as simple as the few lines recently placed in the port security grant language that specifies that the volume of import containers should be used for the primary consideration in determining allocation of grants. If I was short sighted, I would insist that the language should read the VOLUME OF IMPORT TONNAGE as the primary consideration. That would place Portland as the first port on the list as the largest foreign in bound transit port in the United States.

With all of the new and increased focus on container traffic, I do not believe that our enemies will be able to deliver a weapon of mass destruction though a single shipment over water. I do believe however that through multiple conduits, such as seaports, airports, border crossings and the like, that those who seek to do us harm will be able to ship component parts that are disguised as regular cargo, and can be assembled later to create a weapon that would be a significant threat to our nation. Intelligence is the only defense we have against such an effort.

Based on that belief, I think we need to take a bolder step in approaching security. I believe that in cooperation with Canada, we should put into effect a continental border that extends our line of security to the perimeter of our ocean borders and reallocate resources to those perimeters form the border between our 2 nations.

Maine has some 4,500 miles of border between us and Canada. I find it hard to believe that we can assure ourselves that we can patrol every foot of it and prevent the entry of a weapon of mass destruction into this nation. Cargo is tied up at border crossings, clearance for our international ferries and cruise ships takes twice as long as it should, shipments by rail are delayed, redundant personnel are being deployed at selected ports. I believe it is all unnecessary when we have limited resources and a huge job to do.

The concept of a continental border is simple. The federal government agencies of both the U.S. and Canada adopt the same rules, regulations and procedures for port security. Cross border operations go back to a similar system in place before 9-11. Both nations then focus on the cargo and people moving in and out of our respective nations at our seaports and airports. The same technology, the same databases, the same screening-a continuous system operated from Alaska to the Queen Elizabeth Islands.

Now that seems improbable given the fact that we don't even see the federal agencies in a single department working as closely as they should in Washington. Imagine the challenge of trying to get agencies from two nations working as close together as they need to, to make this concept work. There is a point of reality here. As the U.S. and the Soviet Union found out during the cold war, the cost of keeping their efforts going was going to bankrupt one or both of us sooner or later. It was economics that brought down the Iron Curtain. As we ramp up our border security, let's do so in a manner that won't be so expensive that it is doomed to failure before it starts. We should learn from the fact that just 18 months after it was established, we are already cutting back the TSA.

Cargo and people move between the U.S. and Canada in enormous volumes. We receive cargo and passengers from ships bound to and from our neighbor to the north. In the area of border and continental security, Canada should consider us their southern province and we should consider them our 51st state. Our resources need to be placed where they will do the most good, at points where we can best accomplish our goals. Already in aviation and surface transportation, our two nations have adopted similar rules and operating procedures. The maritime world in this case is not that different and we need to take a careful look at the advantages this type of system would offer both of our nations.

In 2001, I supported Senator Snowe's legislation to create a unifying federal agency to oversee all sectors of transportation, which eventually became the TSA. I envisioned its primary mission as coordination between U.S. federal agencies, and one that can respond rapidly to our nation's transportation needs in times of crisis. I have said frequently that it is time for the TSA to begin its active participation in our seaports.

Now I believe it is time for us to reach out to our neighbors to the north, one of our biggest trading partners and a nation that is very similar to our own and ask them to work with us to build a ring of security, a continental perimeter, that works to protect both of our nations while allowing us to cross freely between our back yards. If we can make it work between us and Canada, perhaps we can include Mexico someday in our efforts. For those of us here from both nations and in the port business, this practical approach would be far more effective for all of us.

We have come along way in eighteen months but the journey is far from over and our efforts must be coordinated and the responsibility shared for protecting our seaports, our entire transportation system and our respective nations. Every step we take puts up one more barrier to those who would seek to do us harm. Every step we take must also be measured so that the reaction to that threat is not so draconian that the mere possibility of a potential attack achieves more in impacting our way of life than any single assault ever could. Finally every effort must be made to insure that we are using our limited resources effectively.

It is indeed the responsibility of all of us at every level of our transportation system, and respective governments to insure we are working together as a team to protect our way of life while we seek to protect our homes. Let us take down the barriers between the U.S. and Canada and use those resources to maximize our efforts at our seaports, airports and coastal borders. Let us send a message to our elected officials that it is time to work together to meet the challenges of this new age. Only in that way, can we sustain the effort we must make to achieve our goals and make both of our nations safe. Thank you.

CARGO CONTAINERS: THE NEXT TERRORIST THREAT

TESTIMONY BEFORE THE SENATE COMMITTEE ON GOVERNMENT AFFAIRS
MARCH 20, 2003
Presented by CAPTAIN JEFFREY W. MONROE, M.M., DIRECTOR
DEPARTMENT OF PORTS AND TRANSPORTATION, CITY OF PORTLAND, MAINE

Good Morning Madame Chairman and distinguished members of the Committee. As the Director of Ports and Transportation for the City of Portland, Maine, I want to thank you for the opportunity to discuss my Department's experiences since I last had the privilege of testifying before a Senate committee in October of 2001.

The Department of Ports and Transportation manages the Portland International Jetport, the municipal marine facilities in the Port of Portland and coordinates surface transportation programs in our metropolitan area.

In the eighteen months since 9/11 we have come a long way in securing our nation's transportation system, particularly in aviation. The Transportation Security Agency has successfully managed the hardening of our aviation facilities on an accelerated schedule. They have supervised the installation of scores of screening devices and the training of thousands of new employees. We commend their efforts. But now as the TSA turns its attention to our nation's seaports, it faces an even more difficult task. Our ports remain critically vulnerable. While we have made great strides in many areas of port security, particularly in managing our international cruise ship passenger trade, we still must find solutions to the most serious problems on the waterfront which include:

1. Lack of coordination between agencies regulating seaport commerce;
2. Lack of standardization of procedures between and within agencies;
3. Continuing lack of intelligence information available to port managers;
4. Agreements on manner, amounts and sources of funding.
5. Long term solution in providing qualified and well trained personnel for port security programs.

Today I would like to address these problems and offer suggestions for the successful outcome of a number of proposed programs.

I would like to preface my comments by saying that I am in complete agreement with those who have advocated pushing back the nation's borders when it comes to container security. We all understand that by the time something is found at the pier, it may be already be too late. We support the Container Security Initiative (CSI) and the Customs Trade Partnership Against Terrorism (C-TPAT). Monitoring the supply chain and making brokers, freight forwarders and carriers assume a new level of responsibility is critical. Control of containers from the point of loading to the point of discharge, and the assurance that nothing can be added to units in transit, is a critical method of managing potential threats. Every step of the process must have a series of checks and balances to insure that the system is working correctly. U.S. Customs must be the single federal agency that monitors the activities of carriers, brokers and stevedoring companies that work in multiple ports.

We fully support programs to harden our continental borders and propose the establishment of marine border crossings. As we design our new passenger and freight terminals in Portland, we are including critical security elements in our planning. Canada is our closest neighbor and working together, our two nations must establish a set of procedures for cross border commerce that allows that cargo to move quickly between our countries while establishing a joint continental boundary to protect our respective nations. I am encouraged by the exchange of federal officers in some of our major ports where U.S. bound cargo arriving in Canadian ports can be pre-screened and Canadian cargo arriving in U.S. ports is similarly handled.

We also support tightening the loophole on the difference between an *entry* port and the point where the shipment reached U.S. territory. Cargo containers can no longer be allowed to continue their journey by highway or rail without declaration of their contents or being screened. Some of this cargo moves through the heart of our major population centers in bond before it is ever looked at or cleared by Customs.

Cargo that is leaving the United States also needs to be checked as part of an international effort. We support the new 24 hour rule, but note that it is will be extremely difficult for agricultural, seafood and other suppliers of perishable products to strictly comply due to the fact that often those products go from harvest to delivery on the dock through a "just in time" delivery system. The handling of agricultural and similar products must be managed in a different, but equally secure means.

While we applaud the efforts of Congress and federal agencies as they promulgate new rules for secure operations, we find ourselves in the unique position of acting as mediators between various rule-making bodies. This situation cannot continue. On my desk, I have a plethora of paper designed to help me secure the port. These rules cover everything from the height of fences to the height of lettering on badges. They are issued by agencies without regard or knowledge of what other agencies are regulating. I fully understand that we are in a transitional phase as we design and implement our new Department of Homeland Security but one of our first priorities must be the coordination between these agencies. In addition, the application of rules and standards must be the same in every port. Washington must educate their regional and field personnel how new regulations are to be applied and how to account for port differences. Field personnel must understand that there is a balance between the flow of commerce and the security of our borders. If that balance cannot be achieved, then those who seek to harm this nation have found their success. There must be regulatory consistency between our seaports.

I believe that our federal, state and local government agencies need to work together under the direction of the federal government and that industry representatives must be included as equal partners in determining what will work best locally. Like in aviation, a key representative of critical non-federal agencies in each port should be given a top secret clearance so that person may work with federal agencies to assist in measuring threats and responses. Our federal agencies need to include industry's local experts in determining how to manage their new responsibilities.

There also needs to be a significant effort within the new Department of Homeland Security to assess measures and response. Port commerce is not just about ships and piers, it includes trucks, rail, aviation and a host of other transportation infrastructure that must be included in determining what will work best. To that end, I propose the Transportation Security Administration establish a Coordination of Seaport Threat Reduction Task (COSTR) Force. This group would include officials from the various rule-making bodies such as Customs, INS and the Coast Guard. It would also include a number of port operations personnel representing the broad spectrum of U.S. port's and members from the aviation, rail and trucking industries. The task force would advise the Secretary of Homeland Security through the TSA regarding threats and actions focusing on:

1. Analysis of alternatives and solutions;
2. Review of Plans;
3. Timelines for implementation; and
4. Standardization of methodologies.

One of task force's duties would be the examination of new regulations in four categories: redundancy; incompatibility; potential benefit; and economic impact. Additionally, the committee would provide recommendations on the sharing of data and intelligence between agencies and coordinate proposals for Congress. This mediation and coordination must be done in Washington and not on the local level. Protocols and procedures must be uniform throughout the system. Local decision-making cannot be incompatible from one geographic location to another and quality controls must be put in place and closely monitored. The Task Force should also assist with the periodic examination of the mission effectiveness of the agencies that impact ports under Homeland Security. They would also insure that all types of ports; seaports, airports, railports and highway border crossings are dealt with in the same manner.

Their last function would be the initiation of funding programs. Many of our smaller municipally owned ports cannot begin to comply with the new rules, regulations and requirements that are being proposed or implemented by various agencies. Towns and cities throughout this country are in dire financial condition and many ports are still paying bills from 9/11 that will not be reimbursed. Port security is a national issue. Local taxpayers are unable to shoulder this additional burden and should not be expected to. The ports in Maine alone are struggling to keep their business and can ill afford to loose the many jobs associated with maritime activities.

The discussion of user fees has to be broad based. A fee structure cannot provide a disincentive for using a port nor should the industry be saddled with numerous new fees when shippers are annually paying billions into federal coffers. This money must be used for its intended purpose.

Ultimately, we are concerned that new concepts that may come out of our desire to solidify our borders may put smaller ports at a disadvantage. Some agencies have suggested that the number of container ports should be consolidated and that small feeder ports should be eliminated so that screening resources can be concentrated in the megaports. The distribution of feeder ports has been an asset to regional and local economies. We should encourage the *Short Sea* initiative of the Maritime Administration and optimize use of water transportation along our U.S. coastline, keeping containers out of population centers and off our highways and rails until absolutely necessary. Over 70% of container traffic is concentrated in just a few ports in this country. That in itself makes megaports potential targets. I believe that smaller feeder ports have a better opportunity to identify a shipment that is potentially threatening. The support of the Marine Transportation System would deliver cargo to geographic areas by water, reducing highway congestion as well as enhancing safety and security. Every port that currently handles containers should be equipped with the proper screening equipment and trained personnel to meet new security requirements.

Finally, I am concerned that as we seek to develop the financial resources for our effort, we must also develop a new generation of qualified professionals who can maintain those efforts far into the future. All of our federal agencies are working hard to meet their newly expanded security missions. Personnel resources are getting scarce. I believe that we should support the inclusion of new educational programs at our maritime academies to prepare young men and women to take up the responsibilities in our ports and federal agencies and that we should support the development of a U.S. Merchant Marine Reserve to utilize the expertise of those who are willing to help not only in the defense of our nation, but also the protection of our seaports. Merchant Mariners are an untapped area of great expertise that we have not availed ourselves of to date.

With all of the new and increased focus on container traffic, I do not believe that our enemies will be able to deliver a weapon of mass destruction though a single shipment over water. I do believe however that through multiple conduits, such as seaports, airports, and border crossings, that terrorists will be able to ship component parts that are disguised as regular cargo, and can be assembled later to create a weapon that would be a significant threat to our nation. Intelligence is the only defense we have against such an effort. We must look at our transportation industry and make an effort to insure that those who are in critical positions are legitimate. The aviation industry was able to develop a system of screening airport personnel through a coordinated federal database. That system must be extended, without exception, to all maritime and transportation workers. We cannot afford any more delays in instituting a federal credential for transportation workers. We must also look at shippers, carriers, brokers and freight forwarders to insure they have every safeguard in place and that they have the support of our federal agencies in coordinating efforts in screening shipments.

In 2001, I supported Senator Snowe's legislation to create a unifying federal agency to oversee all sectors of transportation, which eventually became the TSA. I envisioned its primary mission as just such coordination, and an agency that can respond rapidly to our nation's transportation needs in times of crisis. It is time for the TSA to begin its active participation in our seaports.

We have come along way in eighteen months but the journey is far from over and our efforts must be coordinated and the responsibility shared for protecting our seaports as well as our entire transportation system. Every step we take puts up one more barrier to those who would seek to do us harm. Every step we take must also be measured so that the reaction to that threat is not so draconian that the mere possibility of a potential attack achieves more in impact than any single assault ever could. It is indeed the responsibility of all of us at every level of our transportation system, to insure we are working together as a team to protect our way of life while we seek to protect our nation.

UNITED STATES MARITIME SERVICE RESERVE

Over the last several months, we have had the opportunity to meet with the Federal Maritime Administration and your staff regarding the decreasing availability of qualified and documented professional seafarers available to crew merchant ships in time of national emergency. This situation has been caused by a combination of decreasing tonnage in our national merchant fleet, the expansion of our ready reserve fleet, natural attrition and the implementation of new international regulations regarding licensing and certification.

In addition, we have seen the ever increasing requirements being placed on seaports in regard to security and have recognized the significant impact that those demands have placed on our federal agencies. After 9-11, our office was contacted by numerous active and inactive merchant mariners who volunteered their services to assist with seaport security. While we managed with available resources, we were not able to formally utilize those persons to augment our own personnel.

We believe that the ever decreasing availability of licensed and document merchant mariners poses a significant threat to our national security and that these personnel represent an untapped resource to assist with the current demands of seaport security now critical to our current national efforts.

Background

Since the end of World War II, the United States Merchant Marine has experienced a decline in the number of available professional mariners for the purposes of manning not only active commercial vessels but inactive reserve vessels in time of national emergencies. The U.S. Merchant Marine has always been a critical part of the nation's defense capabilities and was described as the America's "fourth arm of defense" by President Roosevelt.

Recognizing the need to preserve merchant ships for responding to international conflicts, the Ready Reserve Force (RRF) program was initiated in 1976 as a subset of the Maritime Administration's (MARAD) National Defense Reserve Fleet (NDRF) to support the rapid worldwide deployment of U.S. military forces. A key element of Department of Defense (DOD) strategic sealift, the RRF supports transport of Army and Marine Corps unit equipment, combat support equipment, and initial supply during the critical surge period before commercial ships can be marshaled. Management of the RRF is defined by a Memorandum of Agreement (MOA) between DOD and Department of Transportation.

For more than 25 years, MARAD's RRF has augmented the Military Sealift Command's 125-ship cargo fleet. The ships were used in Operations DESERT SHIELD and DESERT STORM and more recently in Haiti, Somalia, Croatia, and Bosnia.

As of January 31, 2003, the RRF consists of 72 ships. RRF ships are maintained in 4, 5, 10, or 20 day readiness status. Each ship is expected to be fully operational and ready for sea to sail to the loading berth within the assigned DOD readiness. Ships in high priority readiness (4 and 5 day) have a Reduced Operating Status (ROS) maintenance crew of 9 or 10 persons and are berthed at government or commercial berths.

Twenty-one (21) of the RRF ships are homeported at the three reserve fleet anchorages at James River, Virginia; Beaumont, Texas; and Suisun Bay, California. The balance is in operation or berthed at various U.S. ports with three small tankers are berthed or outported in Japan. Layberths are acquired from commercial sources, as well as by negotiating for government owned facilities suitable for the long-term berthing of RRF ships. While outporting avoids congestion at the fleet sites should a wide-spread activation occur, it is primarily for minimizing sailing time to probable DOD load out locations.

MARAD contracts with U.S. ship managers for maintenance and repair, activation, manning, and vessel operation. Readiness of the RRF is periodically tested by DOD in no-notice activations of selected ships, or in scheduled activations for military cargo operations and exercises. RRF ships are also used as platforms for cargo handling training by Navy and Army Reserve units.

The RRF made a major contribution to the success of Operations DESERT SHIELD/STORM/ SORTIE from August 1990 through June 1992, when 79 vessels were activated and operated to meet military sealift requirements. Since 1990, specialized RRF tankers have continued their preposition Army support in the Afloat Prepositioning Force (APF); these tankers rotate so two are always available. From 1993 to 1997, the RRF supported the preposition of Army equipment with eight dry cargo ships in the Afloat Warfighting Reserve (AWR). Two APF and two AWR ships, along with an RRF troopship, were needed in Somalia for Operation RESTORE HOPE in 1993 and 1994. During the Haitian crisis in 1994, 15 ships were activated for UPHOLD DEMOCRACY operations. In 1995 and 1996, four RO/RO ships were used to deliver military cargo to the former Yugoslavia as part of U.S. support to NATO peace-keeping missions. Four ships were activated in 1998 to provide relief cargo to Central America following Hurricane Mitch. The RRF has rightfully been called "American Sea Power's Reliant Partner.

Today, as we face problems around the world, our Ready Reserve, Military Sealift Command and Maritime Security Program fleets must be ready to move the supplies and equipment that our troops need. This, at a time when the ranks of our Merchant Marine are shrinking rapidly.

Many of our professional mariners will no longer be licensed under the new and internationally enacted IMO-STCW-95, further shrinking the talent pool and impeding our readiness. STCW-95 requires time and costly training and many licensed mariners who no longer sail full time are unable to pursue this certification.

Experience has taught us that in time of crisis, we will need every professional mariner available to support our troops. During Desert Storm the average age of crew in the Ready Reserve fleet was above sixty years old.

We believe that the programs at the National Maritime Center and the Merchant Marine Academy that have developed training standards for an abbreviated STCW course and license renewal (to be given only in the event of national emergency when certification of mariners must be done on an expedited basis), may address some of the availability of seafarers, but these programs cannot address the need for mariners in accordance with vessel break-out provision timetables. To meet the needs of the nation in the times of national emergency or international conflict, the U.S. needs to create a force of merchant marine reservists under the existing, but little used U.S. Maritime Service Program.

The USMS-R Program

Similar to programs now in place for our military reserve programs, the United States Maritime Service Reserve (USMS-R) program would develop a bank of qualified merchant mariners who would keep their U.S. Coast Guard issued documents and licenses current through a program of reserve training. Mariners would report to regional reserve centers, located at the nation's maritime academies, where they would undergo a regular program of classroom and simulator training, and participate as practical in school ship and port security operations for ongoing professional experience. The training would be developed through an effort by maritime education professionals and be approved by the U.S. Coast Guard. The entire program would be administered by the federal U.S. Maritime Administration.

Voluntary participants, who met the normal physical requirements for regular merchant mariners, would attend training programs as established for reserve mariners, incorporating the latest simulator technology, practical training aboard training ships and advanced classroom lectures from industry professionals. In addition, military instructors would be utilized to provide training in sealift education necessary in case of vessel or mariner activation.

The mariners in the program would be able to maintain their active licenses or documents and be available for activation in case of national emergency. Like the military reserve programs, a small stipend would be provided for participants including travel, room and board.

In addition, mariners would be available to be called up for the purposes of augmenting the expertise needed for seaport security. These mariners would be able to assist the U.S. Coast Guard, Customs, TSA or other agencies in carrying out their port security mission.

The USMS-R program would draw from the ranks of recently retired mariners, those unable to sail due to lack of employment at sea or those who have not renewed their licenses due to IMO-STCW requirements. The program would also incorporate personnel currently in place at the State Maritime Schools whose ranks would be designated as USMS, similar to those at the U.S. Merchant Marine Academy.

Further, we believe that a recruitment program for the USMS-R include America's commercial fishermen. Properly trained, these experienced mariners could supply much needed manpower, particularly in unlicensed billets.

The program would be funded by the Department of Defense, through the U.S. Maritime Administration, under the United States Maritime Service Program.

Recommendations

We recommend that the United States Maritime Administration reactivate the United States Maritime Service and add a reserve component to that service for the purposes of retaining the professional seafaring talent critical to our national defense and nation's homeland security.

We further recommend that all personnel, called to active duty on behalf of the United States under this program, be afforded the same rights provided to military reservist as outlined in the Maritime Security Act.

We also recommend that the Federal Maritime Administration provide technical assistance in crafting any appropriate legislation that would provide for the creation of this program.

SECURITY ZONE WARNING

Effective September 25 through December 1st, the U.S. Coast Guard has implemented a temporary final rule creating security zones around moored and transiting passenger vessels that carry more than 500 passengers in the Portland, Maine Captain of the Port Zone. This rule includes the SCOTIA PRINCE as well as port of call cruise ships.

No vessels, unless authorized by the Captain of the Port, are allowed to come within 100 yards of a docked or docking passenger vessel. The same applies to transiting vessels except the distance is increased to 200 yards in front of a transiting vessel.

According to the information provided in the Federal Register (October 7, 2002, Volume 67, Number 191), failure to observe the security zone may result in fines up to $25,000, imprisonment, "in rem" liability (seizure) and license sanctions. The U.S. Coast Guard will enforce the zone and "may enlist the aid and cooperation of any Federal, State, county, municipal or private agency to assist in the enforcement of the regulation".

Additional information may be obtained from this office or directly from the U.S. Coast Guard Marine Safety Office at 780-3251 Contact Lt. R. F. Pidgeon.

NOTICE TO FISHERMEN - HEARING ON STEAMING TIME

Portland Mayor Karen Geraghty will hold a hearing on steaming time, its effect on our fleet and what we can do about it.
Wednesday, October 23, 2002
4:00 -6:00 P.M.
Council Chambers, Portland City Hall
Comments welcome - please limit to 5 minutes

Written Testimony may be sent to:
Judith Harris Manager, Fisheries Programs & Policy
40 Commercial Street Portland, ME 04101
Tel: 541-6923 Fax: 541-6905 email: jh@portlandmaine.gov

THIS HEARING IS IMPORTANT AND WE URGE YOUR PARTICIPATION

LOCAL CPA FIRM DONATES TO REHABILITATION OF CITY OWNED PARK AS CENTERPIECE OF ITS 20TH ANNIVERSARY CELEBRATION

HONECK & O'TOOLE, Certified Public Accountants is celebrating its 20th year of providing clients with tax and financial planning services.

As an important part of its anniversary celebration, it has become the initial donor in an effort to redevelop Bell Buoy Park. The park, which is home to an original sea bell buoy, is located on Commercial Street between the Casco Bay Ferry Terminal and Flatbread Pizza and RiRa's Irish Pub.

The members of the HONECK & O'TOOLE firm believe in the importance of giving back to the community in which they work and live. According to the principals, they wanted to find a unique way to say thank you to the surrounding community for 20 great years of success.

"We've been very fortunate to work in a great atmosphere where we have been successful at fostering many strong business relationships. Contributing to the improvement of a public space that everyone could enjoy seemed to be a great way to send a perpetual message of thanks."

The park will ultimately be redesigned by a professional landscape architect to ensure that the appropriate plantings will be installed to compliment the busy park.

The City of Portland's Department of Ports and Transportation is hoping that other area corporate citizens will come forward to make contributions so the project can be completed by spring 2003. Private donors are encouraged to follow Honeck & O'Toole's lead to help revitalize the redeveloping active waterfront.

CITY TO SEEK SUPPORT CREATING NO DISCHARGE ZONE IN PORTLAND HARBOR

The City of Portland Department of Transportation & Waterfront will ask the Legislature to support the creation of a No-discharge zone for Portland Harbor or portions thereof.

The purpose of a no-discharge zone is to assist in maintaining a healthy marine environment. A No-discharge zone is an area of a water body or an entire water body into which the discharge of sewage (whether treated or untreated) from all vessels is completely prohibited; they are designed to give States an additional tool to address water quality issues associated with sewage contamination.

Currently, six states have all, or nearly all of their surface waters designated as NDZ's. Those states are: Michigan, Missouri, New Hampshire, New Mexico, Rhode Island, and Wisconsin. There are eleven other states that have portions of their waters designated as No-discharge zones, those states are: California, Florida, Georgia, Massachusetts, Minnesota, New Hampshire, New Jersey, South Carolina, Texas, and Vermont.

50% of the designated areas are saltwater like Casco Bay, and 50% are fresh water. Casco Bay hosts tens of thousands of recreational boats and several hundred commercial vessels annually.

PORT TO HOST TWO NEW CRUISE SHIPS ON SAME DAY THE WORLD, By RESIDENSEA and the CARNIVAL TRIUMPH

The city will play host to two brand new cruise ships on Monday, September 9, 2002.

The vessel schedule is as follows:

CARNIVAL TRIUMPH Portland Ocean Terminal - Pier 1
8:00 a.m. - 6:00 p.m.

THE WORLD, By Residensea International Marine Terminal
8:00 a.m. - *Midnight 

*At 6:00 p.m., the WORLD will shift to Anchorage A until 12:00 midnight, due to a berthing conflict with the m/s SCOTIA PRINCE

This is the first of two days where the city will have two new mega ships at city facilities at one time. The other two ship day will occur on September 23, 2002 when passengers from the CARNIVAL TRIUMPH once again share the city with passengers from the AURORA which is owned and operated by P & O Cruises.

The city looks forward to providing the passengers with the ever popular METRO electric shuttle buses which transports them to five different stops in the downtown Arts District and Old Port exchange shopping district.

The WORLD, which was featured on the NBC Today show on Friday morning, is currently hosting nearly 200 condo owners, and three times as many crew members. The passengers will be treated to a six hour excursion which includes a tour of Kennebunkport (where passengers will board lobster boats and actually pull traps) and lunch at Black Point Inn, followed by a stop at the Portland Head Light. They will return to the International Marine Terminal by 2:00 p.m.

The WORLD remains in Portland harbor for the passengers to enjoy the city's nightlife, before departing the anchorage at midnight.

The city will host nineteen additional cruise ship port-of-calls before October 31, 2002.

For more information on the ships, please refer to their websites at www.carnival.com and www.residensea.com.

PORT CITIES TO CELEBRATE ARRIVAL OF NAMESAKE OIL TANKER

The Casco Bay cities of Portland and South Portland will welcome the arrival of the OVERSEAS PORTLAND, a newly built oil tanker owned by the Ocean Shipholding Group, one of the largest independent bulk shipping companies in the world.

According to the owners, the tanker has been appropriately named after the Port of Portland due to their belief that "Portland is the finest port, in the finest state, in the United States of America."

The 820 foot ship is due to arrive at the outer anchorage of Portland Harbor on Friday evening. The tanker will then be shifted to Portland Pipe Line on Saturday morning where she will complete her first ever discharge of petroleum to that terminal.

"Having a ship named after a city, is one of the greatest honors that a community can have," says Capt. Jeffrey Monroe, Director of the City of Portland Department of Transportation & Waterfront.

"We really are fortunate to be recognized in the international shipping world as one of the best ports in the world," agrees Tom Meyers, the Transportation Director for the City of South Portland. "The petroleum industry in Portland Harbor has been a main stay for many generations and the economic benefit to the surrounding communities is crucial", adds Meyers.

The Mayors of Portland and South Portland will be presenting the owners with keepsakes indigenous of the area for display on the ship and in the owner's corporate headquarters.

The departure time of the OVERSEAS PORTLAND has not been formally determined.

For more information on the Overseas Shipholding Group and the OVERSEAS PORTLAND, please refer to their website at www.osg.com.

T/V STATE OF MAINE DOCKS IN PORTLAND FOR A THREE DAY VISIT

The training vessel STATE OF MAINE from Maine Maritime Academy will be docking at the Portland Ocean Terminal Pier 1 at 8:00 a.m. on Tuesday July 2, 20002. The ship is returning from its annual two month training cruise. The vessel will remain in Portland through Friday July 5th. The public is welcome to tour the state of the art training vessel from 2:00 - 4:00 on Tuesday, Wednesday and Thursday. For further information, please contact Maine Maritime Academy at 326-4311 or the waterfront office.

PORTLAND EXPLORER EXPRESS BUS CONNECTS MAJOR TRANSPORTATION TERMINALS AND TWO AREA HOTELS

Beginning June 11, 2002, Maine residents and visitors will have another way to get around Portland. The Portland Explorer is an express bus service connecting Portland's major transportation terminals and two area hotels.

"This is the result of many years of planning and numerous partnerships," explains Project Manager David Willauer. A project of the Greater Portland Council of Governments (GPCOG), this collaborative effort also included the City of Portland Department of Transportation, Maine Department of Transportation, Federal Transportation Administration, Embassy Suites and the Hilton Garden Inn. The Portland Explorer will transport people from the Portland Jetport to the Casco Bay Ferry Terminal, with stops at the Embassy Suites, Hilton Garden Inn, Portland Transportation Center (Amtrak and Concord Trailways), Vermont Transit, and the Scotia Prince.

"Transportation systems must be interconnected if they are going to be effective and efficient," states Portland Transportation Director Jeffrey Monroe. "This will bring rail, marine, bus and air transportation services together as one system."

The project is being financed by federal transportation funds administered by Maine DOT while the Embassy Suites, Hilton Garden Inn and the Greater Portland Council of Governments are providing the local match.

State transportation officials claim this service is a key ingredient to Maine DOT's Explore Maine Plan, which is designed to attract visitors to the State via rail, bus, and ferry connections. "This service will help visitors recognize Portland as a Gateway for travelers to Maine," explains Ron Roy, the Director of the Maine DOT Office of Passenger Transportation." Other bus services include the Island Explorer in Acadia National Park and the Mountain Explorer in Bethel.

"We are excited about having a direct connection from our hotel to the Old Port," says Embassy Suites General Manager Stuart Barwise. "Our hotel guests would be better able to plan day trips knowing this shuttle service will be available to them," adds Hilton Garden Inn General Manager Gerard Kilajian.

VIP Tour and Charter Company will operate the 26-passenger, air-conditioned bus from 6:00 a.m. to 9:30 p.m. seven days/week. The one-way fare is $3 with the option of purchasing a $7 day pass. Tickets will be available at each participating hotel and aboard the bus.

Contact: David Willauer, Transportation and Land Use Director
Greater Portland Council of Governments 774-9891 dwillaue@gpcog.eddmaine.org

COAST GUARD RELEASES INFORMATION TO PORT STAKE HOLDERS ON THREATS TO MARITIME INTERESTS FROM SWIMMERS AND DIVERS

U.S. Department of Transportation United StatesCoast Guard Marine Safety Information Bulletin

Date: June 13, 2002LAW ENFORCEMENT SENSITIVELIMITED DISTRIBUTION ONLY Contact: LT Steve LoweU.S. Coast GuardMarine Safety OfficePhone: 207-780-3074Fax: 207-780-3657

"The latest maritime threat warning issued this weekend indicates that there continues to be a credible nationwide threat to maritime interests from swimmers and divers. The Coast Guard, working with a number of intelligence and law enforcement agencies across the government, continues to evaluate these maritime threat reports to determine what additional security measures may be appropriate. Should additional security measures be warranted, individual marine facility and vessel owners and operators will be contacted by the Captain of the Port to discuss implementing those measures. In the meantime, all port stakeholders should continue to maintain a high state of alert and vigilance. It is Coast Guard policy not to disclose specific details about security plans and measures nor speculate about potential terrorist scenarios or targets with the public or media. we ask that our partners in the maritime industry do the same. We encourage anyone seeing something suspicious to contact the local Coast Guard or FBI, or they can report it to the Coast Guard's National Response Center at 1-800-424-8802."

FEDERAL NAVIGATION SAFETY ADVISORY COUNCIL TO CONVENE IN PORTLAND

The United States Coast Guard's Navigation Safety Advisory Council will convene in Portland on June 6, 7 and 8 for their semi-annual meeting. The 21 members of the council, appointed by the Secretaries of Transportation under Presidents Clinton and George W. Bush, represent all segments of the maritime industry from different parts of the United States.

"The City of Portland is pleased to have been selected to host the spring meeting of the council", said Capt. Jeffrey Monroe, Director of Portland's Transportation Department. Captain Monroe is also Vice Chair of the Council who was appointed by Transportation Secretary Rodney Slater. "This is a vital opportunity for the port community to interface with those people who help to shape the nation's policies on maritime safety and security".

The council will be discussing safety for high speed craft, such as the CAT, prevention of oil pollution through offshore vessel traffic risk management, recreational boating safety, automatic vessel identification systems, navigation technology research and development, ballast water issues, aids to navigation, maritime security and tug/tow visibility. They will also hear updates on port safety and security from the Commanding Officer of the US Coast Guard Marine Safety Office and the City of Portland.

The Assistant Commandant of Marine Safety, Security and Environmental Protection, Rear Admiral Paul J. Pluta will sponsor the meeting. Capt. Allison Ross of the Maryland Pilots is the Chair. Meetings will run from 8AM to 5PM on June 6 and 7 and from 8AM to Noon on June 8 at the Eastland Hotel. The public is invited and will be given a chance to comment and ask questions.

For further information contact: Judith Harris 207-775-3522

PORTLAND WELCOMES NEWCOMER CELEBRITY CRUISES

CELEBRITY Cruise's vessel GALAXY will sail into Portland Harbor on the morning of Wednesday, June 4, 2002. This is the first time a CELEBRITY Cruise vessel has called on Portland, Maine. The vessel's visit also represents the first cruise ship call on a weekday since CIANBRO Corporation moved their oil rig project AMETHYST onto the city owned property in April. The GALAXY will be at Portland Ocean Terminal Pier 1 from 11:00 a.m. to 5:00 p.m.

The line, a sister company to Royal Caribbean Cruises, Ltd. is a new comer to the Canada/New England cruising region. In a trend resulting from the attack on America in September 2001, the line repositioned several of it's vessels to be nearer to the "drive in" market. This particular ship sails from the mid-Atlantic embarkation port of Baltimore, MD, representing the first known time that a ship visiting Portland has originated its cruise from Maryland.

The GALAXY was built in 1996 is 866'0" long and has a passenger capacity of 1,870 with 900 crew. She boasts a four-deck-high main foyer, and a three-deck-high atrium, a 1,000 seat show lounge with large side balconies and a separate movie theater. There is a caviar bar and a 9,000 sq. foot AquaSpa.

The GALAXY is scheduled to return to Portland this year in September. The port office has recently scheduled two additional calls of the GALAXY for the 2003 cruise season.

JUDGE VACATES FISHERY ORDER

In a stunning move, Federal District Judge Gladys Kessler vacated her April 26th Remedial order in the Conservation Law Foundation V. Donald Evans fisheries lawsuit.
The judge has ordered that the Settlement Agreement Among Certain Parties dated April 16th, shall be implemented.

The parties to the agreement included the federal defendants, Maine, Massachusetts, New Hampshire and Rhode Island, the Cities of Portland and New Bedford and several fishing groups. Also signing the agreement was the Conservation Law Foundation which broke from the other plaintiffs: the National Audubon Society, Natural Resources Defense Council and the Ocean Conservancy.

The Judge's original ruling went beyond the agreement and left the New England industry shocked. "We did not believe that the Judge understood the ramifications of some of the changes that she made to the settlement agreement" said Judith Harris, Portland's Manager of Fishery Programs and Policy. "The change in the manner in which Days at Sea alone were to be calculated spelled economic disaster. "

The parties to the settlement agreement filed separate Motions to Reconsider and Judge Kessler found that the "moving parties have provided new evidence and have demonstrated manifest injustice, both of which provide more that sufficient justification for granting the motions to reconsider.

"The original agreement contains tough new restrictions, but it is the best result that we could have expected at this time." Said Harris

Copy of motion attached. (.pdf)

FISHERMEN PLAN RALLY ON SUNDAY

Fishermen from Maine, New Hampshire, Massachusetts and Rhode Island will gather Sunday, May 19th in Bug Light Park in South Portland, to protest a federal judge's remedy to lawsuit filed by a number of conservation groups and to press for changes in fisheries management law.

The rally, which will include fishing boats in the harbor and supporters on land, follows similar rallies in Gloucester, MA and Point Judith, Rhode Island. Scheduled to speak are: Senator Olympia Snowe, Senator Susan Collins, Congressman John Baldacci, Congressman Tom Allen and Linda Greenlaw, fisherman and author.

The economic impact of the lawsuit is already being felt in Portland, as many boats remain tied to the dock. The Portland Fish Exchange was forced to cancel their auction on Tuesday, May 14th due to a lack of fish and only expects 30,000 pounds in the Wednesday auction. That number would normally be in excess of 100,000 pounds. In New Hampshire, the Portsmouth Fishermen's Cooperative closed last week, citing uncertain revenues this year.

The speakers will begin at 10:00 AM The public is welcome.

CITY TO WELCOME FIRST CRUISE SHIP OF THE SEASON

The City of Portland will begin the 2002 cruise season with the arrival of the ms ROTTERDAM on Mother's Day, May 12, 2002. This marks the first arrival of a passenger ship to the Portland Ocean Terminal since the city leased the facility and one of the two piers to CIANBRO Corporation. The port office is confident that the two industries can easily co-exist at the facility.

The terminal will be operating under Federal requirements similar to the airport.

"Securing the port and the cruise ships from acts of terror requires cooperation from several different organizations," says Jeff Monroe, Director of the city's department of Ports & Transportation. "The city and port take part in regular exercises and drills using our Emergency Operations Plan and coordinate with the USCG's unified command center for marine emergencies. Our waterfront businesses are actively engaged in COASTWATCH, monitoring activities in our port. And at sea, our commercial fisherman are part of the COASTAL BEACON maritime domain awareness program, the first such organized activity in the U.S. since the Second World War. Our teams of qualified responders are ready."

Since the events of September 11th, the port office has developed a comprehensive SAFEPORT safety awareness brochure which has been distributed to all the major cruise lines. The brochure includes a map of the downtown area that highlights locations of first responders to the marine terminals. There is also a directory that lists transportation providers, foreign language translators, and medical centers, along with state, local and federal emergency agencies.

Along with the port office, the cruise industry has been fine tuning their security programs. In a recent testimony to the Senate subcommittee on Commerce, Trade and Consumer Protection, Michael Crye, President of the International Council of Cruise Lines (ICCL) stated that the cruise industry has heightened its security measures both on and off the vessel in order to provide the most secure environment for its passengers and crew. A cruise ship is unique in that it is inherently secure because it is a controlled environment with limited access.

The ms ROTTERDAM will be arriving at Pier one of the terminal at 8:00 a.m. and will be staying until 2:00 p.m. Holland America Line's "Flagship of Excellence," the ms ROTTERDAM, the sixth Holland America ship to bear the name, made her grand entrance into the cruising world in 1997. The Rotterdam is 62,000 gross tons, 780 feet long and carries 1,316 passengers and a crew of 644. Rotterdam's top cruising speed is 25 knots, which is 25 percent faster than today's average ship.

PORT COMMUNITY TO CELEBRATE MARITIME WEEK

For Immediate Release: 9 May 2002
Contact: 541-6915

The Port of Portland will celebrate Maritime Week this year with several events focusing on mariners, waterfront workers and those lost at sea. Maritime Week is an extension of National Maritime Day, which is proclaimed annually by the President of the United States to honor the U.S. Merchant Marine and those who go to sea. The day, celebrated on May 22nd, stems from the first crossing of the Atlantic Ocean by a commercial steam vessel, the Savannah, in 1818. Several organizations are teaming up for events this year including the local Propeller Club and several area churches. Events will culminate with a wreath laying ceremony and memorial remembrance of those of have given their lives in the service of the country at sea in peace and in war at the USS PORTLAND/ARTIC CAMPAIGN MEMORIAL in Portland's Fort Allen Park. The ceremony will also honor the United States Merchant Marine, the fishing industry and the men and women who work on the waterfront. Maritime Week activities will include:

MAY 16TH NATIONAL MARITIME DAY LUNCHEON

12:00 Sponsored by the Propeller Club, Port of Portland
Holiday Inn by the Bay, 88 Spring Street, Portland
Contact Nancy Morton, Secretary 799-5569

MAY 18TH SEA SUNDAY MEMORIAL SERVICES

10:00 Olde St. Paul's Anglo-Catholic (Anglican) Church
279 Congress Street, Portland
828-2012

10:15 Redeemer Lutheran Church
126 Spurwink Avenue, Cape Elizabeth
799-5941

MAY 22ND NATIONAL MARITIME DAY MEMORIAL CEREMONY

10:00 USS PORTLAND/Artic Campaign Memorial
Eastern Prom, Fort Allen Park, Portland
Contact Port Office for details 541-6900

CIANBRO PROJECT ON COURSE FOR PORTLAND'S OCEAN TERMINAL: FIRST OIL RIG TO ARRIVE IN MAINE AS EARLY AS MAY

PORTLAND, Maine-Cianbro Corporation today received from Petrodrill a notice of intent to award a contract to complete the construction of two, offshore, semi-submersible, oil rigs.

After months of complex negotiations with multiple entities, Cianbro and Petrodrill, the vessels' owner, have agreed upon a final contract. Petrodrill will submit the contract to the U. S. Maritime Administration (MARAD) for approval.

The drilling vessels will be relocated to Portland, Maine, to complete construction. By unanimous vote of the Portland City Council, Cianbro will enter into a lease agreement with the City to complete the oil rigs project at Portland's Ocean Terminal.

Excited about the project, Cianbro President & CEO Pete Vigue, credits teamwork and Maine's most valuable asset-people-as being the key to landing this unique opportunity.

"Developing creative and innovative approaches to securing work is critical to our success," said Vigue. "Our people are ready and willing to take on this challenge-their skills, hard work, and can-do spirit allows us to make this commitment."

Quick to share Cianbro's success, Vigue added, "Working with Governor King, the Departments of Transportation and Economic Development, our U. S. Senators Collins and Snowe, Portland City Manager Joe Gray, the Portland City Council and their staff, and Portland's transportation waterfront team, helped make this opportunity a reality. It is all about creating jobs, growing the Maine economy, and competing in the global marketplace. At Cianbro, we call it teamwork."

Captain Jeff Monroe, Portland's director of transportation, said, "This is great news for the State of Maine, the City of Portland, and Cianbro. We are thrilled to see this kind of opportunity for Portland's working waterfront."

"We are happy to have Cianbro as a business partner," said Petrodrill Project Director Derek Leach. "And, we look forward to working in Portland, Maine."

Winner of the 2002 Build America Award, Cianbro is one of the East Coast's largest civil and heavy industrial construction companies. Employee-owned, Cianbro is recognized nationally for its safety program. Cianbro is headquartered in Pittsfield, Maine, and serves northern New England from offices in Portland and Pittsfield, southern New England and New York State from its office in Bloomfield, Connecticut, and the Mid-Atlantic States from its office in Baltimore, Maryland.

Founded in 1949 by Cianchette brothers Carl, Ken, Bud, and Chuck, Cianbro is one of the most diversified construction and construction services companies in the nation with gross annual sales in excess of $360 million and over 2,000 team members throughout the eastern United States. Visit Cianbro's web site at www.cianbro.com.

MAINE PORTS JOIN FORCES IN NEW MARKETING INITIATIVE

PORTLAND, MAINE - Many of the State of Maine's most popular ports of call have joined forces in a new marketing initiative, CruiseMaine. The initiative combines local, regional and state resources to promote the unique advantages of various Maine ports, as well as specific information regarding the delivery of ship services, docking and anchoring, and tourist attractions.

Through CruiseMaine, cruise ship operators will be able to learn more about pilotage and tugs; contact information for local marine/commercial fishing state agencies, harbor masters and the Coast Guard; security and safety details of each port; local tourism and hospitality opportunities through chamber of commerce and visitor bureaus; emergency management and incident response data; and on-shore amenities for passengers and crews such as email access, phone banks and phone card machines.

Representation in CruiseMaine comes from communities large and small up and down the Maine coast, including Portland (the state's largest city), Bar Harbor, Bath, Blue Hill, Boothbay Harbor, Camden, Eastport, Freeport, Kennebunkport and Rockland. Co-chaired by Amy Powers, representing Portland, and Clare Wood, representing Bar Harbor, CruiseMaine will provide services through an informational Web site and a variety of print materials.

"CruiseMaine is an idea whose time has come," notes Powers. "Maine is attracting more and more cruise ships, and we wanted to build a resource that gives them real value, a one-stop shop for everything they need to know about Maine's ports. We're also very happy to have the state involved, helping us to foster a marketing program that meshes with the plan for developing tourism statewide." (Maine's Department of Transportation and Office of Tourism are joining the individual ports in utilizing CruiseMaine as an information clearinghouse.)

With more than 3,000 miles of coastline, Maine has long been a popular destination for cruise ships and vacationers. In 2001, Portland alone hosted 14 cruise lines, three of which used the city as a home base for their operations, responsible for bringing more than 162,000 visitors to Maine. Bar Harbor had 53 ships visiting in 2001 with 62,030 passengers and 28,989 crew. 2002 foresees the Scotia Prince and the American Eagle (American Cruise Line) using Portland for homeport operations, while Bar Harbor is home to the CAT (North America's fastest car ferry, crossing to Nova Scotia in under three hours) and will be the embarkation port for one of the American Canadian Caribbean Line vessels.

PORTLAND JOINS LAWSUIT IN SUPPORT OF COMMERCIAL FISHING

Mayor Karen Geraghty announced today that the City of Portland has joined Associated Fisheries of Maine in filing a motion before the U.S. District Court in Washington to intervene in the case brought by the Conservation Law Foundation against Secretary of Commerce Donald Evans and his Department.

On December 28th, U.S. District Judge Gladys Kessler ruled that the National Marine Fisheries Service is violating the law by not using new rules to stop overfishing and accidental catches of New England Groundfish. Judge Kessler has ordered the two sides to submit their proposals for remedy prior to a meeting of the parties set for Jan.25th. New regulations could follow within weeks.

Outside parties with strong interests in the groundfish fishery may ask to intervene in the suit in order to be part of the settlement discussions. Last year, 62.8 million pounds of fish was landed in Portland, making it the second largest fishing port in New England. Commercial fishing contributes more than $400 million to the City's economy. "It is imperative that Portland and its fishing community be at the table as solutions are determined," said Jeff Monroe, Portland's Director of Transportation, whose department operates the Portland Fish Pier.

In response to the news of the City's decision to join Associated Fisheries of Maine's motion to intervene, Maggie Raymond, spokesperson for The Groundfish Group said: "The Mayor and the City Council obviously recognize the economic and cultural significance of Portland's groundfish industry and we are pleased that they have agreed to join us in our request to have a voice in fishery management decision-making."

"Maine fishermen have worked hard to develop regulatory solutions to protect groundfish species. While they have often been portrayed as flaunting the laws, they have instead been working diligently to develop solutions," said Judith Harris, Portland's Manager of Fisheries Policy. "But some of the guidelines are just too strict to be met within the time frames mandated. To do so, would mean economic devastation to the industry and serious losses to fishing communities throughout New England."

"We are always concerned about the health of the oceans for all of our citizens. If we are allowed to intervene, we will ask the judge to remand this case back the New England Fisheries Management Council for action on developing new regulations on an expedited basis," continued Mayor Geraghty. "We agree with our neighbors that the Council is the best place to achieve the goals of a healthy ocean, fishing industry and communities.

PORTLAND, ME- AS THE NATION ENTERS ITS THIRD WEEK OF MOURNING THE LOSS OF  THOUSANDS OF  INNOCENT  AMERICANS, THERE IS NO QUESTION THAT THE  TOURISM INDUSTRY IN MAINE, AS WELL AS THE ENTIRE NATION WILL BE SEVERELY IMPACTED BY THE WRATH OF THE TERRORISTS ACTIONS.

It is unclear as to the level of uncertainty and negative impact that these recent events will have on the industry.

While the first week of the terrorists attacks produced across the board travel cancellations, the cruise industry appears to be rebounding nicely, leading some to believe that the cancellations and greatly reduced passenger counts were mostly due to logistical problems.

Case in point, the Carnival VICTORY called on Portland Harbor on Sunday, September 16, 2001. The ship had 2,815 passengers on board. These passengers embarked on the cruise prior to the September 11th attack. The week after the incident, the VICTORY, forced to change its turn around operation in New York Harbor and conduct the operation from Boston, came into Portland with 753 passengers on board. The "drive in" market represented the majority of passengers. According to Carnival officials, they were forced to leave some 500 passengers behind due to logistical problems with their travel arrangements from their home to Boston. On Carnival's third return to Portland, two weeks after the incidents, they had 2,553 passengers on board, proving that given the opportunity to make alternative travel arrangements to the port of disembarkation, passengers still wanted to travel.

The City of Portland will also benefit greatly from six unscheduled port of calls due to congestion in Boston and terminal closures in New York harbor.

The newly scheduled vessels are:

Holland America Line AMSTERDAM making three calls and has the capacity to hold 1,380 passengers and 647 crew,
Princess' ROYAL PRINCESS for two calls, with the passenger potential of 1,275 and crew total of 520 per voyage,
Hapag Lloyd's EUROPA, which was on the schedule for October 22nd, will be adding another call and bring 408 passengers and 267 crew.

Increased port security combined with the individual security plans of the cruise lines will provide extra peace of mind to people who may find fear while travelling with the masses and those land side who are apprehensive when the see them coming.

The cruise industry has had heightened security, in some cases, better than aviation, since the ACHILLE LAURO attack in the eighties. Like the airport, waterfront facilities have Federally approved security measures in place.

Jeff Monroe, the city's Director of Transportation noted, "In a time of uncertainty for our local tourism industry, these cruise ships are offering a glimmer of hope for local merchants and tourism professionals."

CASCO BAY ISLAND FERRY TERMINAL EXPANSION PLANS APPROVED

The Casco Bay Island Transit District staff (CBITD) and the City of Portland Department of Transportation revealed today, newly approved CBITD terminal design plans for the press to review in the Casco Bay Ferry Terminal conference room.

The CBITD Operations Committee approved a recommendation to the CBITD Board of Directors this morning to expand the facility as part of the Ocean Gateway planning process.

As part of a cooperative effort with the City, the recommended design plans call for
· A linear expansion of the terminal;
· Development of a new freight shed for Island operations;
· A new traffic pattern;
· Movement of the existing Peaks Island ferry ramp.

PORTLAND REMAINS NEW ENGLAND'S LARGEST TONNAGE PORT

PORTLAND - Nearly 40,000 cruise passengers and a dozen major cruise lines will visit Portland this summer, setting new records for the Port and pumping millions of dollars into the local economy.

Conservative estimates place the economic value of the international and domestic cruise passenger business to Portland in the $40 million range. Not only do passengers spend when on land; the cruise lines themselves purchase everything from galley provisions to laundry services to water while in port. International passengers on the m/s Scotia Prince exceeded 170,000 passengers and 30,000 vehicles.

International trade operations at Maine's busiest container port continue at the International Marine Terminal, thanks to the Scotia Prince's continued relocations to the anchorage during the loading and unloading operations of the Shamrock.

The port looks forward to the future growth of the container facility; the segregation of the two industries will nurture market growth. An estimated 2,300 containers will clear the facility this year.

The 2000 figures just released today show an increase in petroleum to 189,371,199 port barrels or nearly 28.5 million short tons and bulk cargo up to 758,000 tons over the last year. Overall, the Port handled nearly 30 million tons of cargo, almost 3 times that of Boston. In 2000 Portland remained New England's largest tonnage seaport.

Fish landings were also up. The Portland Fish Exchange handled nearly 24 million pounds of fish and overall, the seaport handled over 50 million pounds of fish. That is an increase of 30%. Rebounding stocks include haddock and yellow tail flounder.

"Portland's advantage in the cruise industry is here and now," said Amy Powers, Marketing Manager for the port. " According to Powers, the cruise market is rapidly changing and Portland is in a prime position to see increased action. Not only is Portland Harbor the homeport for the Scotia Prince, but also two additional companies are conducting departures and turn around operations here.

Two recent studies show Portland's waterfront activities are expected to grow. Last year Portland was once again New England's largest tonnage and international passenger port.

Terminal development plans for the deep-water frontage at the East End of the waterfront continue to move forward. "The challenge for Portland is to accommodate its growing marine business and balance that with demand for public amenities and commercial development." said Jeff Monroe, Portland's Ports and Transportation Director. "We have a finite amount of space and are only one of a small number of communities that have to deal with all of these demands. It's part of what makes Portland unique."

SPM MARINE NEW CONTAINER SHIP ARRIVES IN PORTLAND HARBOR

SPM CONTAINER LINE’s new 5,000-ton container ship is scheduled to arrive in the Port of Portland this afternoon on her maiden call to the Port as well as the United States of America. This vessel will provide an expanded weekly feeder service for Hapag-Lloyd from Halifax to Boston and Portland.  Over 100 importers and exports representing every county in the State of Maine use the service.

The vessel named m/v SHAMROCK is larger and faster than SPM’s previous vessel, LISABETH C, and has 40% more cargo space, allowing the vessel to carry upwards to 400 containers at a time, compared to a maximum of 276 containers on LISBETH C.  SHAMROCK is 393 feet long with a service speed of over twenty knots, making it over 90 feet longer than the LISBETH C.

SHAMROCK will be docking at the International Marine Terminal (IMT) in Portland later this afternoon.  We will advise you when we know the arrival time. IMT is slated to become a dedicated cargo facility.  A new crane was added last summer.  All passenger operations are to be moved to the East-end of the waterfront at the nearly 19 acres of city owned property, currently occupied by Bath Iron Works.  The vessel will also call at Conely Container Terminal in South Boston.  SPM Marine International of Halifax is the operational agent; Atlantic Maritime Transit Agency of Boston is the local agent. 

PORT OF PORTLAND RECEIVES STATE-OF-THE-ART LIEBHERR 320 MOBILE HARBOR CRANE

The Port of Portland has taken receipt of a brand new Liebherr Mobile Harbor Crane that will be used for the port's growing container trade. The crane arrived by ship from the manufacturer in Austria in March.

The crane has the capacity to lift 110 short tons and is comprised of 16 axle sets, oversize single supporting pads, remotely controlled power rotator, and a fully automatic 20' Ð 40' Bromma container spreader.

The addition of this new harbor crane is the first step in redeveloping the International Marine Terminal as a dedicated cargo terminal. SPM Container line also recently announced that they are building a larger, faster container ship that will service Portland. Portland's container volume has doubled since last year. The port handles cargo for shippers throughout the entire State of Maine.

The crane will be unloaded in pieces and assembled on site by Liebherr technicians. The unloading and initial assembly process will take about a week and the crane is expected to be ready for service by later this spring. This crane will replace the existing crane that is on the pier at the International Marine Terminal. The crane was purchased through funding made available through citizen-approved transportation bond bills, as well as matching federal funds.

For more information about the crane please contact Ben Snow @ (207)773-1613.

PASSAGE OF BOND ISSUE FOR PORTLAND MARINE INTERNATIONAL TERMINAL IMPROVEMENTS CRITICAL TO MAINE'S ECONOMY

Citing its importance to providing cost-effective solutions for Maine shippers to keep Maine economically competitive, State and City officials today unveiled a new design for Portland's International Marine Terminal, which will be improved to serve as a dedicated container terminal by 2002. Maine's voters are being asked to approve a $56 million bond issue on November 2, which contains $8.9 million needed to expand and improve the International Marine Terminal, as well as convert the Bath Iron Works (BIW) ship repair facility into a dedicated cruise ship and international ferry terminal.

Portland handles containers for shippers in nearly every county in the State and the cargo volume has doubled in the last year. Improvements made to Portland's facilities are extensions of previous bond issues that funded improvements to Eastport and Searsport in the State. Officials say passage of the bond issue will serve as an important catalyst to Maine's economy, as well as to serve as a logical conclusion of the State of Maine's successful Three Port strategy infrastructure investment plan.

"The people of Maine have historically approved bond issues that have funded improvements to Maine's vital transportation and port system because they recognize the importance this infrastructure plays in the State's economy," said Jeff Monroe, Portland's Director of Transportation. "Because Portland's cruise and container business has been growing rapidly, these improvements offer a crucial tool in Maine's ability to remain competitive in an increasingly changing shipping market."

The improvements to the Portland facility were designed by Maguire Group Inc., a Foxborough, Massachusetts-based firm with strong marine/port credentials, for the terminal's container stevedore, International Terminal Operators of New England. A study completed by the State and City calls for moving the M/S SCOTIA PRINCE and all cruise ship operations to a redesigned BIW facility to allow for the current Portland container port capacity to expand. At present, Portland operates its container operation on approximately three acres of land. Under the redesigned plan the container port would sit on 12 acres of workable space.

"The redesign of the Portland facility will provide the opportunity to significantly expand the container capacity," said E. Walter Egee, Vice President of International Terminal Operators of New England, stevedore at the terminal. "The expansion will mean that both production and safety will improve, and it will more than double the handling capacity of the existing container port." The expansion of the International Marine Terminal will also translate into increased revenue for the state of Maine. "Improving the International Marine Terminal is an important step to improving the State's business climate," noted Nicholas Mavodones, Portland's Mayor. "It will translate directly into increased tariff income, as well as more jobs, greater payroll, and all of the economic multipliers associated with a thriving, competitive port."

The Portland facility is successful because it possesses the supporting infrastructure like highway access and the availability of rail adjacent to the site. Officials say the investment in the port facility will yield significant economic benefits to the State.

"In its present framework, Portland is the largest throughput port in New England, handling approximately 800,000 more tons of cargo than the port of Boston. We understand the importance of having a diverse economic and cargo mix which is the key to a successful seaport," said Ben Snow, Manager of Marine Operations for the City. "If we can implement the improvements we are proposing in this bond issue we can continue to make the International Marine Terminal an engine that drives the Maine economy in an increasingly competitive global market."

The Portland facility handles containers for Hapag-Lloyd, America, Inc., one of the world's largest ocean carriers. Containers are moved to and from Portland by feeder from Halifax, Nova Scotia. The company that operates the ship, SPM Marine International, recently announced plans to build a larger vessel for the service. In addition to terminal improvements, the state recently completed the selection process for a new container crane for the facility.

Eric Brenner, Director of Sales and Marketing for Hapag-Lloyd in New England commented, "The Portland, Maine operation has been a unique blend of private and public partnership. Hapag-Lloyd has enjoyed the support of local and state authorities. We have also benefited from a superior workforce and a willing marketplace. We will all benefit from an enhanced facility which will provide for a more efficient operation which will allow for quicker loading of vessels." Portland Longshoremen's Benevolent Society ILA Local 861-business agent Jack Humeniuk also noted, "Our members have always dedicated themselves to providing the very best service here in Portland and these investments will improve that service to our customers. Our members have been involved in the operation and development of this port since 1880. Question 3, the Transportation Bond Bill, will help us complete our transition into the 21st century by creating a stronger local and state economic base as well as high paying jobs, and will allow our shippers competitive access to the world marketplace."

Jeff Monroe emphasized, "Operations in Portland are critical to the effectiveness of the State's well laid out Strategic Transportation Plan. We are fortunate that Governor King has provided the leadership to make transportation and port development a priority for his administration. It is one of the most important things that brings all parts of this State together."

WCSCH CH 6 NBC 

WGME CH 13 CBS Your Maine News

WMEA TV 26  Maine Public Television

WGAN Maine's Talk Radio 

News In ME.com 

Portland Press Herald

Maine-Biz

PORTLAND, Maine's City Magazine 

PortCity Life

Points East, The Gulf of Maine Cruising Magazine 

Working Waterfront/Inter-Island News 

Downeast The Magazine of Maine 

OnlineMariner.com,

MAJOR PORT ACCOMPLISHMENTS
• New record of 4,428 Container TEUS at the International Marine Terminal; an increase of 98%.

• Passage of 1999 MDOT Seaport Bond Bill with $8.9 million for the Portland Waterfront.

• Finalized purchase agreement for state-of-the-art Mobile Harbor Crane delivered to the port in early March 2000.

• Worked cooperatively with OPSAIL to execute Harborfest 99, the highly successful precursor to this year's OPSAIL MAINE 2000, the largest single public gathering ever planned in the State.

• Commenced team building with MDOT to put into effect the goals of the Mayor's Waterfront Task Force in relocating Cruise and Ferry operations to the Maine State Pier by Spring of 2002.

• With generous cooperation of Bath Iron Works and General Dynamics, berthed five passenger vessels at the Maine State Pier.

• Commenced Mayor's Waterfront Task Force II addressing the development and financing needs of private property owners in the Central, Development, and Special Use Zones.

• Continuing to invest significant amounts in public infrastructure to support the Fishing community in Portland.