From: Chet Myers
Hi Cindy,
Sorry. Doing the best we can.
Attached please find the access letter to the Radio Tower property owned by Hall Communications (for 1a).
As you stated, we have submitted information for 1b.
For Item 2: If you reference Attachment O from MassCEC’s 7/25/14 initial submission to EPA (attached), then approximately 22,000 cubic yards of material will be dredged from the dark blue and light blue areas and placed into CAD Cell #3. Approximately 2,000 cubic yards of material will be dredged from the northern end of the orange/gold area, and approximately 5,000 cubic yards of material will be dredged from the red area and placed into CAD Cell #3.
For Item 3: The jurisdictional issue appears to be slightly complicated. We present the response from the USCG on the issue (email from Mr. Ed Leblanc, USCG) is attached.
For Item 4: The letter and supporting runs provided by Captain Bushy (attached to MassCEC’s September 12, 2014 letter to EPA) support that the vessel can be brought into and exited from the facility safely. Captain Bushy stated that “I can report that, with a high degree of confidence, that an adequate margin of safety exists in the proposed wider channel under the conditions referenced above and thereby recommend regulatory approval and construction of the widened channel to proceed.” The supporting documentation shows modeled docking passages within the revised 300 foot wide channel. The runs show a 300 foot wide deep‐draft channel dredged to ‐30 MLLW. The docking is conducted utilizing two tugs on the bow of the boat (the Reliance and the Resolute) and a tug on at the stern of the boat (the Rainbow). There are 8 runs. Each run begins with a sheet the Pilot completed assessing any issues with the run, the printouts are then sequential (backing runs would show the berthing area on the first page and show areas further from the berth on the second page, approaching runs would show the areas further form the berth on the first page and show the berth on the last page, if the run was completed).
Of the runs included with Captain Bushy’s letter, five of eight runs were backing runs (backing from the terminal to the Federal Turning Basin) and three of the runs were approaching the berth. The runs were successful if the vessel remained within the 300 foot wide channel. Based on the results of these runs, Captain Bushy has concluded that the methodology for approaching and departing the terminal, based on the 300 foot wide channel contains an adequate margin of safety given certain environmental parameters. Environmental parameters are set for every vessel entering any port, and include: time of day, tide conditions, current conditions, and wind conditions.
Given these restrictions (which are specific to, but nonetheless normal for, any vessel and any port), Captain Bushy believes that the vessel can be brought to and taken from the berth safely. If the vessel could not safely back, a turning basin would be required. This condition was noted in previous letters from the Northeast Pilots Association. Captain Bushy is aware of the statements made by the Pilots in these letters, but has stated that the adjustments made by
1 MassCEC are sufficient. Therefore, Captain Bushy is not recommending a turning basin; nor does MassCEC believe that a turning basin is necessary.
For Item 5: We are still working on the first blasting report. We apologize for its delay, but hope to get a copy of it out to EPA today or tomorrow.
Thanks,
Right-clic k he r e to d o w n lo ad p ictu r es. To h el p p ro te ct y our p r iv ac y , O u tlook p r ev e n te d a u toma tic downloa d of th is pic ture f r o m th e I n ternet. http s://mail.apexco s.co m/lo go s/ApexC o s_A uto Signature_Medium.jpg Chet Myers Apex Companies, LLC 125 Broad Street, 5th Floor Boston, MA 02110 O) 617-728-0070 x5411 M) 617-908-5778
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From: Catri, Cindy [mailto:[email protected]] Sent: Thursday, September 25, 2014 9:37 AM To: Chet Myers; Bill White Cc: Dierker, Carl; Williams, Ann; Marsh, Michael; Tisa, Kimberly; Lombardo, Ginny; LeClair, Jacqueline; Colarusso, Phil Subject: FW: Additional Information Requested - Channel Widening
We need the information below as soon as possible…any idea when you will provide it? (Note we have received the revised workplan for the Radio Tower parcel (1.b. below) and are in the process of reviewing it.)
From: Catri, Cindy Sent: Wednesday, September 17, 2014 5:06 PM To: Chet Myers Cc: Bill White; Dierker, Carl; Marsh, Michael; Tisa, Kimberly; Lombardo, Ginny; Williams, Ann; Colarusso, Phil; LeClair, Jacqueline Subject: Additional Information Requested ‐ Channel Widening
Hi Chet,
Thanks for taking the time today to discuss MassCEC’s September 12, 2014 submission. As a follow‐up from that discussion, below is the additional information EPA requested:
1. With regard to the Radio Tower parcel: a. EPA is still waiting for some documentation showing site control or a grant of access to MassCEC; and b. A revision of the Radio Tower Remedial Work Plan that includes EPA’s most recent comments (provided on 8/28/2014) and new provisions that discuss the changed use of the Radio Tower parcel from an ancillary property to one that will support high loading capacity and the components of the cap that will be placed on that property. Also, please describe how this parcel will be integrated with the main terminal facility. You were also going to check whether or not RCRA hazardous waste was present on the property and if so, how it would be managed.
2. Please provide a breakdown in cubic yards of the various source areas of the 30,000 cubic yards of contaminated sediment that will be disposed of in CAD cell 3.
2 3. A clarification of both the Coast Guard and the Northeast Pilot’s role in setting conditions for vessel use of the navigational channels.
4. A summary of the modelling results including how those results support Captain Bushy’s conclusion that a 300 foot wide channel provides an adequate margin of safety, assuming all conditions set by the proper authority (Coast Guard/Pilots?) are met and that support the conclusion that no southern turning basin, although requested by the Pilots, is necessary. Also, please confirm that the model runs included in the September 12, 2014 submission are for a 300 foot wide channel at ‐30 MLLW.
5. A summary of the results of the most recent blasting event authorized by EPA on August 20, 2014.
3 - An Independent Family Business Since 1964 1996 Auction Road • Manheim, PA 17545 (717) 653·0800 • Fax (717) 653·0122
September 25, 2014
Massachusetts Clean Energy Center Mr. William White 63 Franklin Street 3rd Floor Boston, MA 02110
Mr. White,
Hall Communication, Inc. (Hall) understands that the Massachusetts Clean Energy Center (MassCEC) is in the process of working with the United States Environmental Protection Agency (USEPA) to complete a remedial action plan under the Toxic Substance Control Act (TSCA) for a parcel owned by Hall Communications and identified by the City of New Bedford Assessor's Office on Map 31 Lot 234. With this letter, Hall Communication, Inc. provides to MassCEC access and authorization to the property to complete the approved remedial actions prior to fee ownership of the property being taken by MassCEC, which will take place in the near future. ft~. Edd Monskie VP /Engineering Hall Communications
WICH I WCTY I WNLC WLPA I WROZ I WKZF WONN I WPCV WNBH I WCTK I WLKW WJOY I WOKO I WKOL WKNLI WILI·AM I FM Harrisburg WLKF I WWRZ New Bedford, MA WIZNIWBTZ Norwich-New London, CT Lancaster-York, PA Lakeland, FL Providence, Rl Burlington, VT Chet Myers
From: [email protected] on behalf of LeBlanc, Edward G CIV
The best lawyerly answer is “it depends.” It could be one, the other, or both the pilots and the Coast Guard.
Generally, the pilots determine safety measures to be taken upon entering and departing port. These measures are subjective and are a function of many factors including pilot experience, size and capability of vessel being piloted, departure/arrival point, channel challenges, tide/current, weather, other vessel traffic, etc. So it would not be unheard of that one pilot’s safety measures might include two tugs and 2000 yards of visibility in daylight only, whereas another pilot may be willing to maneuver the same vessel with only a single tug, and 1500 yards of visibility, at night. Pilots can also simply decline to guide a vessel in or out of port for any number of safety reasons. The Coast Guard cannot require a pilot to take a vessel in or out of port, we do not have that authority.
The Coast Guard can also impose safety measures when we deem it necessary, and those measures may include a pilot (when a pilot would not otherwise be required), a certain number of tugs, weather window, etc. But those measures are imposed on the vessel, not the pilot. And pilots are still free to impose safety measures that may exceed Coast Guard requirements.
My sense is that once the New Bedford marine terminal is ready to take a ship delivery the Coast Guard will indeed establish certain safety measures through a Captain of the Port Order, issued to the vessel, that will require an additional pilot, a certain number of tractor tugs, certain weather conditions, etc. This Order would be issued only after consultation with the pilots (Sean Bogus) and the Mass District 3 Pilot Commissioner (Tom Bushy). The order would likely be gradually relaxed after a period of time when we are more comfortable with the evolution and the proficiency of pilots, etc.
Hope this helps…
Edward G. LeBlanc Chief, Waterways Management Division Coast Guard Sector Southeastern New England Office 401‐435‐2351 Cell 401‐580‐8747 Fax 401‐435‐2399 E‐mail: [email protected]
From: [email protected] [mailto:[email protected]] Sent: Monday, September 22, 2014 2:53 PM To: LeBlanc, Edward G CIV Cc: Bill White Subject: Pilot Restrictions
Hi Ed,
EPA had a question regarding who sets the restrictions for vessels when they enter a specific port.
1 The Pilots have previously listed restrictions for vessels (for example, the restrictions for vessels entering the NB Hurricane Barrier).
Do they set these restrictions under their own authority, or does the USCG set the restrictions upon advice from the Pilots? Or do the Pilots set the restrictions via the authority of the USCG?
Any clarity on this jurisdictional issue would be very helpful to us and to EPA.
Thanks,
Chet Myers Apex Companies, LLC 125 Broad Street, 5th Floor Boston, MA 02110 O) 617-728-0070 x5411 M) 617-908-5778
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2 25 Foot Expansion to the West
50 Foot Expansion to the East And Elimination of Tug Channel
Captain Thomas L. Bushy Deputy Commissioner of Pilots – District 3 Commonwealth of Massachusetts
September 12, 2014
Ms. Elaine Stanley Remedial Project Manager Office of Site Remediation and Restoration EPA Region 1, Suite 100, OSRR 7-04 5 Post Office Square Boston, MA 02176
Re: Channel for New Bedford Marine Commerce Terminal
Dear Ms. Stanley,
In April of 2014, the active Massachusetts District Three Full-Branch and New Bedford Warrant Pilots issued two letters (one dated April 7, 2014 and one dated April 24, 2014, see Attachment 1) indicating their concern with the design of the channel and boat basin for the New Bedford Marine Commerce Terminal (the Terminal). The Pilot’s concerns were specifically associated with the width of the authorized channel, the need to navigate vessels stern first into the berth, the potential weather restrictions placed on the vessels entering the harbor, and the tugboats available to help navigate the vessels inside the harbor. At the time of the issuance of the letters in question, the channel width was 225 feet with an adjacent 100 foot wide tug channel.
Since the date of those two letters, I have been working in my role as the Massachusetts Pilot Commissioner for District 3, which includes New Bedford Harbor, with the Massachusetts Clean Energy Center (MassCEC), Northeast Marine Pilots Association, and the U.S. Coast Guard to modify the design of the channel to accommodate the concerns of the Pilots as described within the two letters. As part of addressing the Pilot’s concerns, I have recommended to MassCEC the widening of the Terminal’s navigational channel to 300 feet, clarifying the available area within which tugs may operate adjacent to the boundaries of the channel, adding additional aids to navigation to assist the Pilots in berthing at the new facility, and strict environmental weather restrictions. In addition, a change to tugboat assist requirements and bow-in approach by the incoming ships has been accomplished.
I have worked closely with MassCEC and the pilots to test the revised channel in the full- mission bridge simulator at the Maritime Simulation Institute (MSI) in Middletown, Rhode Island during July, August, and September, 2014. We have employed both active one active District 3 Pilot and two inactive (one District 3 pilot currently on leave and one former Boston Docking Master) pilots with significant piloting experience to test the modified channel. I have been on hand to observe the majority of the simulations and have personally participated in the simulation to confirm the results. The results of the simulations, including notes taken by the Pilots during simulations are attached to this letter as Attachment 2.
The modeling runs conducted at the Maritime Simulation Institute following the modifications made by MassCEC to the New Bedford Marine Commerce Terminal have indicated to me that the dimensions of the revised channel and new operational conditions are providing a safer passage of ships that are expected to call at the terminal in connection with the Cape Wind project.
I share the opinion of MassCEC that, given the narrowing project window within which dredging can occur to widen the channel to 300 feet, it is critical to begin construction on the widened channel immediately so as not to jeopardize the project. I can report that, with a high degree of confidence, that an adequate margin of safety exists in the proposed wider channel under the conditions referenced above and thereby recommend regulatory approval and construction of the widened channel to proceed.
If you have any questions related to this letter, please do not hesitate to contact me at 508-274-3196. Sincerely,
Captain Thomas L Bushy Massachusetts Commissioner of Pilots, District 3
Attachments (2) 1). Pilot Letters Dated April 7, 2014 and April 24, 2014 2). Modeling Output from July and August Simulations
2
ATTACHMENT 1
To: Bill White, Senior Director, Offshore Wind Sector Development, Massachusetts Clean Energy Center From: Massachusetts District Three Full-Branch & New Bedford Warrant Pilots Date: 7 April 2014 Re: New Bedford Marine Commerce Terminal Access Channel
Dear Bill,
State-Commissioned Pilots are obligated to uphold safety in the waterways of Massachusetts. We are compelled to bring to your attention once again our repeatedly expressed safety concerns with the current design of the New Bedford Marine Commerce Terminal Channel. Along with numerous other parties, we share a common interest in furthering the success of the Terminal, and its capability to support the demands of the Cape Wind project. That said, it is imperative that an adequate margin of safety be incorporated into the design of this channel in order to protect the environment and the vessels calling on the facility.
Without going into too much technical detail, our principal safety concerns are the extreme narrow width of channel and the lack of a properly dimensioned turning basin adjacent to the Terminal. These fundamental obstacles do not allow for safe passage of the ships expected to call at the Terminal in connection with the Cape Wind project. The channel serving the Terminal must have adequate dimensions. The current design does not.
The initial modeling completed to date confirms that the channel design is inadequate for the anticipated size of expected vessels and the tugs required to support them. It is important that the re-design of this channel provides an acceptable margin of safety. The absence of such a margin of safety in the current design presents a prohibitive risk to both the vessels calling the port and the environment of the Commonwealth.
We look forward to working together in ensuring that this project is a viable, safe endeavor, and to the resultant success of the Cape Wind project.
Sincerely,
Massachusetts District Three Full-Branch & New Bedford Warrant Pilots: Capt. Sean Bogus, Mass. District 3 Full Branch & USCG Federal Pilot Capt. David Gray, Mass. District 3 Warrant & USCG Federal Pilot Capt. Vincent Kirby, Mass. District 3 Full Branch & USCG Federal Pilot Capt. Alexander Soukhanov, Mass. District 3 Full Branch & USCG Federal Pilot Capt. Clinton Walker, Mass. District 3 Full Branch & USCG Federal Pilot
Cc:
Michael J. Rauworth, Esq. Thomas Bushy, Massachusetts District Three Dept. Pilot Commissioner Jeff Havlicek, President, Boston Marine Society Edward G. LeBlanc, Chief of the Sector SENE Waterways, USCG Chet Myers, Sr. Engineer, Apex Companies Jeffery Stieb, Director, New Bedford Harbor Development Commission 63 Franklin Street, 3rd Floor Boston, MA 02110 P (617) 315-9355 F (617) 315-9356 [email protected] www.masscec.com
April 18, 2014
Captain Paul Costabile, Captain Sean Bogus, Captain David Gray, Captain Vincent Kirby, Captain Alexander Soukhanov, and Captain Clinton Walker Northeast Marine Pilots, Inc. 243 Spring Street Newport, RI 02840
Dear Captains Costabile, Bogus, Gray, Kirby, Soukhanov, and Walker:
Thank you for your April 7, 2014 letter from the Massachusetts District Three Full-Branch & New Bedford Warrant Pilots regarding the navigational channel for the New Bedford Marine Commerce Terminal (NBMCT). We appreciate and support the Pilot’s obligation and commitment to safety and are thankful of the time the Pilots have devoted over the last several years to help the project succeed.
Please find enclosed a diagram which shows a recent update of the bathymetric conditions in New Bedford Harbor, with the proposed NBMCT channel superimposed. This diagram is more accurate than the bathymetric data that was shown in our earlier presentations and in the model prepared by the Maritime Simulation Institute (MSI).
Based upon your inputs and concerns, the Massachusetts Clean Energy Center (MassCEC) reached out to Captain Thomas Bushy, District Three Department Pilot Commissioner and Vice President for Marine Operations at the Massachusetts Maritime Academy (MMA). On March 26, 2014, Captain Bushy convened a meeting at the MMA with six Ship Masters from the MMA, representatives from the USCG Sector SE New England, officials from the Port of New Bedford, and representatives from MassCEC in which a very constructive discussion was held to review the design of the Terminal channel.
As a result of this meeting:
We contacted Baltship for specific modeling characteristics of the Hansa Heavy-Lift P-2 Series ships so that MSI could model this vessel into their full-mission bridge simulator database. MSI’s Rick Comeau is currently working with Baltship and expects to complete the model by May 5, 2014. Captains Costabile, Bogus, Gray, Kirby, Soukhanov and Walker Northeast Marine Pilots, Inc. Page 2 We contacted MSI to create a duplicate model of the tractor tug “Rainbow” to simulate the tractor tug “Sabine,” so that both tugs could be modeled together in guiding a vessel into port, at the bow and stern of the Baltship vessel.
We contacted MSI to modify the existing database of the South Terminal Channel by:
o Moving floating aids (buoys) to the eastern limit of the 225-foot wide, 30-foot deep channel (ignoring the 14’ tugs shelf), such that the two tractor tugs could attempt to transport the vessel at bow and stern under existing conditions;
o Creating a duplicate database for the channel that expands the 30- foot deep channel by 75 feet (creating a 300-foot wide, 30-foot deep channel), while adding floating aids (buoys) to the eastern limit of the 300-foot wide, 30-foot deep channel.
Once the models are modified/constructed, we will invite the Northeast Marine Pilots and an MMA ship master to conduct simulation runs of the two databases (225’ and 300’) channels using tractor tugs (or other tugs, as applicable) on center leads bow and stern (or other orientations, as applicable). We will also invite Baltship to bring an experienced Master of the P-2 Series ship to MSI for simulation runs.
We expect to be in touch shortly to schedule additional simulation sessions at MSI in early May and consultations with the Hansa Ship Master expected to take place in early June.
The Massachusetts Clean Energy Center is committed to working with the Pilots to assess the best pathway forward. Thank you again for your help and time. If you have any questions, please do not hesitate to contact me at 617-315-9330.
Sincerely,
Bill White
Bill White Director, Offshore Wind Sector Development
Enclosures
Page 2 of 2 April 24, 2014
Bill White Director, Offshore Wind Sector Development Massachusetts Clean Energy Center 63 Franklin Street, Boston, MA 02110
Dear Mr. White:
We confirm receipt of your letter dated April 18, 2014, and understand that you have undertaken the actions laid out within. We are pleased to see that the design of the channel continues to be reviewed.
However, it appears that several principle safety deficiencies previously brought to your attention have still not been addressed. All three below points must be addressed for vessels to safely call at the New Bedford Marine Commerce Terminal. Additionally, please note that items 2 and 3 were also recommended to you by Capt. Thomas Bushy, Deputy Pilot Commissioner, Massachusetts District III, in person on March 10th, 2014, at Maritime Safety Institute.
The following items are absent from your plan of action:
1. There continues to appear to be no engagement of a channel and turning basin design expert to generate a design based on industry-accepted margins of safety.
2. There is no design implementation of a properly dimensioned turning basin adjacent to the Marine Commerce Terminal.
3. There is no design implementation of a significantly increased cross-sectional dimension of the approach channel to the Marine Commerce Terminal.
The above are primary, prohibitive safety deficiencies associated with the movement of vessels. The items enumerated in your letter do not address them. This project must allow for the safe and repeated movement of vessels with an adequate margin of safety. Absent this, there is a substantial and unacceptable risk to the vessels and the environment of the Commonwealth.
We are committed to working with the Clean Energy Center on the re-design of this project to ensure safe and viable operations at the future New Bedford Marine Commerce Terminal. Safe operation requires that the above items be incorporated in the channel re-design.
Please do not hesitate to contact us at anytime.
Best Regards,
Massachusetts District Three Full-Branch & New Bedford Warrant Pilots: Capt. Sean Bogus, Mass. District 3 Full Branch & USCG Federal Pilot Capt. David Gray, Mass. District 3 Warrant & USCG Federal Pilot Capt. Vincent Kirby, Mass. District 3 Full Branch & USCG Federal Pilot Capt. Alexander Soukhanov, Mass. District 3 Full Branch & USCG Federal Pilot Capt. Clinton Walker, Mass. District 3 Full Branch & USCG Federal Pilot
Cc:
Michael J. Rauworth, Esq. Thomas Bushy, Massachusetts District Three Dept. Pilot Commissioner Jeff Havlicek, President, Boston Marine Society Edward G. LeBlanc, Chief of the Sector SENE Waterways, USCG Chet Myers, Sr. Engineer, Apex Companies Jeffery Stieb, Director, New Bedford Harbor Development Commission
ATTACHMENT 2 Maritime Simulation Institute 0 8 I Project: New Bedford MCT < 8 Date: 13 au1 ~tJt4 GJ
Pilot: MSI Run Ship Speed Tug Wind Speed & Current Run Description Number Size Deployment Direction Speed & Dir Hans a ,., ,.,. .:';; I __."'' 'J .1iO!l4~'l;t, /j HL . 2F Max Tug Power: Closest Hazard:
Forms: Conditions Maneuvers frm
...:·~ .... 1@ 7.0ii:t···......
-··-··-············ ············· 0
Date: 13-AUG-14 Maritime Simulation Institute 0 GJ Project: New Bedford MCT < I 0 Date: 13 Htlfj ZOlf GJ
Pilot: MSI Run Ship Speed Tug Wind Speed & Current Run Description Number Size Deployment Direction Speed & Dir Hansa "'~ '2 I 1 /$()914.{18 HL z..)"' ,...;; .G. -~'f "
Max Tug Power: Closest Hazard: -/J-Il5 6tiY)Dl.A716/)\ )/k)~
·------ - ---· ·····----
Forms: Conditions Maneuvers fun Date: 13-AUG-14 Time: 11:04:29 Date: 13-AUG-14 Time: 11:04:53 Ft Direction 0 ·.. ·..
·~evv]Jeilto:r.. ··· D ! . :·~ . ..
·:e·-w-·nedt<>"r 0 ~
Dace: 13-AUG-14 ome: 11:13:40 BWS NEWB ..~·- .. ~·
------· 0
rmnmlen.tal Information 0.2 K Direction 3 Spd : 16 K Direction 225
Date: 13-AUG-14 Hgt : 0.0 Ft Direction 0 Maritime Simulation Institute 0 <--u u-~ GJ Project: New Bedford MCT GJ Date: 13 +itt.tS 2 o t '-1 8
Pilot: MSI Run Ship Speed Tug Current Run Description Number Size De lo ment S eed & Dir Hansa I~ 13t>814~~l HL ~ r -------- ------
Max Tug Power:
Forms: Conditions Maneuvers frm L':@ 7.0m
··········--------·------ 0 0 Entv)1rmtmlental Information v Cufrent Spd : 0.4 K Direction Spd : 16 K Direction 225 Hgt: 0.0 Ft Direction 0 ulator ORD 5: EBB (1 kt n : HANSA HEAVY m
AINBOW
...
·~······ ... ~
Run# 13081497
Date: ~3-AUG-~4 Maritime Simulation Institute 0 GJ Project: New Bedford MCT < I GJ Date: /3 'At..l 1 2 01 L/ GJ '
Pilot: MSI Run Ship Speed Tug Wind Speed & Current Run Description Number Size Deployment Direction Speed & Dir Hansa . "'7·~ \ p E'-\ v~R'-f w H· lC 1-t t\ v ~'-(' w~'-'- B~ Wl\~ so L-IT/ Y"~cL\ ~J) C) Forms: Conditions Maneuvers frm BWS_...Simulat ····:NEWBEDFO : EBB (1 kt nom ~ al) SA HEAVY L , FL @ 8.44m New Bedford Run# 13081496 BWS Date: 13-AUG-14 Time: 13:25:51 Ft Direction 0 0 \10~ Dace, 13-AUG-14 Time~6,10 BWS ························ ------ 0 ol=J K Direction 225 Date: 13-AUG-14 Time: 1 :37:30 Maritime Simulation Institute GJ GJ Project: New Bedford MCT < I GJ Date: 13 ~u f 2 011.1 GJ Pilot: MSI Run Ship Speed Tug Wind Speed & Current Run Description Number Size Deployment Direction Speed & Dir Hansa ·"'"·""' (" t308l4 9.;,,..... HL 6 3 .) Max Tug Power: IMax Engine Power: 1 Closest Hazard: Forms: Conditions Maneuvers frm BWS 0 0 Date: 13-AUG-1 ...... 0 Run# 13081495 Date: 1.3-AUG-1.4 \Wave Maritime Simulation Institute GJ < u -uu-~ GJ Project: New Bedford MCT GJ Date: ;3 ~ue; 2 ~, y GJ Pilot: MSI Run Ship Speed Tug Wind Speed & Current Run Description Number Size Deployment Direction Speed & Dir Hansa ;; (30~149~ HL 0 :;; lo/z.z.s·.,... Max Tug Power: JMax Engine Power: JClosest Hazard: Forms: Conditions Maneuvers frm i~al) IF.T, BAL@ 7.0m ...... :...... 0 ironmental Information urrent Spd: 0.3 K Direction 346 Wind Spd: 10 K Direction 225 Wave Hgt: 0.0 Ft Direction 0 ...... ... New Bedford Run# 13081494 Dat:.e: 13-AUG-14 ',. Maritime Simulation Institute GJ < -- I GJ Project: New Bedford MCT GJ Date: I '3 ~$; 2o tt( GJ Pilot: MSI Run Ship Speed Tug Wind Speed& Current Run Description Number Size Deployment Direction Speed & Dir Hansa IS/7JJ :; 1-oo¢'14 9"3 HL ~ 3 Max Tug Power: Max Engine Power: Closest Hazard: Forms: Conditions Maneuvers frm -· --~------····-·······-···-····-·····-··············· Run# 13081 3 Environ ental Info pd: 0.3 Spd: 15 Hgt : 0 Ft Direction 0 Dat:e: 13-AUG-14 ( 1 kt nominal) EAVY LIFT, BAL@ 7.0m ...... ~········ ... ~ 0 Date: 13-AUG-14 5: EBB (1 kt nomin ) ANSA HEAVY LIFT, ... New Bedford Run# 13081493 : Environmental Information ~ Current Spd : 0.5 K Direction 3 \Wind Spd: 15 K Directio 15 \Wave Hgt : 0.0 Ft Direction 0 Date: 13-AUG-14 Time: Maritime Simulation Institute 0 < ... I GJ Project: New Bedford MCT GJ Date: 1.2t:?VfZtJIL/ GJ Pilot: MSI Run Ship Speed Tug Wind Speed & Current Run Description Number Size Deployment Direction Speed & Dir Hansa /...16f311l9 .&.. HL 6 -3 JS/tJl.lj- Max Tug Power: 1 Max Engine Power: 1 Closest Hazard: Forms: Conditions Maneuvers frm ~········ ... ~ nv'ir)1fn:m•~n1tal Information 'L..~u"''""' Spd : 0.4 K Direction 34 Spd : 15 K Direction 45 Date: 13-AUG-1 Hgt : 0.0 Ft Direction 0 BWS ...... ewBedford ~rt,vi.roniJne:ntl~l Information '-~-'u,.,""' Spd : 0.4 K Direction Spd: 15 K Direction 45 Date: ~3-AUG-~4 Time: ~5 :52:45 Hgt: 0.0 Ft Direction 0