2015 NYK Report 2015 (PDF:9.34MB)

Total Page:16

File Type:pdf, Size:1020Kb

2015 NYK Report 2015 (PDF:9.34MB) Nippon Yusen Kabushiki Kaisha Nippon Yusen Striding Forward NYK Report 2015 with New Momentum Nippon Yusen Kabushiki Kaisha NYK Report 2015 Financial, Social, and Environmental Performance 2015 Glossary Yield management A management method based on improving profitability by selling products at the optimal time and price in light of demand forecasts Businesses with stable The Terminal Division and the logistics segment in the Global Logistics Business; long-term chartered vessels, including freight rates LNG carriers and the offshore business, and the car transportation business in the Bulk Shipping Business; and the real estate business Contract logistics A business that concludes contracts with customers directly for the provision of comprehensive logistics services, including warehousing, logistics processing, and distribution management Shuttle tanker A shuttle tanker, often called a ‘floating pipeline’, loads crude oil from floating production, storage, and offloading (FPSO) units in deepwater fields and then transports the oil to crude oil storage units or petroleum storage stations on land Hub-and-spoke A system in which cargo is concentrated in a central port, or hub, for transport to final destinations, or spokes. This operations system is more efficient than direct transport between producing countries and final destinations. Ballast voyages When vessels sail without cargo Ballast water Seawater carried by vessels to maintain their balance. Normally, tanks at the bottom of vessels take on ballast water at unloading ports and release it at loading ports. Forwarder A business that provides door-to-door international logistics services and undertakes processing required for transport by sea, air, and land as well as import and export customs clearance Chartered vessels Vessels chartered (leased) from other companies 3M Muda: Non-value-adding activities Mura: Unevenness in production or work activities Muri: Excessive burdens EPC Engineering, Procurement, and Construction Under an EPC contract, the contractor designs the vessel, procures the necessary materials, and builds the unit. FPSO Floating Production, Storage, and Offloading unit An FPSO unit is a ship-shaped offshore installation that produces crude oil by separating solids, water, and gases from liquid drawn from reservoirs beneath the seabed and storing it until it is offloaded into shuttle tankers or export tankers. FSO Floating Storage and Offloading System An FSO system is a vessel designed to receive crude oil produced from nearby subsea wells and to store the oil until it can be offloaded onto a shuttle tanker and transported ashore. FSRU Floating Storage and RegasificationU nit An FSRU is a floating facility for the storage and regasification of LNG. ISO9001 International standards for quality management systems, which organisations can use to ensure that their quality assurance for products and services caters to the needs of customers and markets. KNOT Knutsen NYK Offshore Tankers AS An NYK Group company: the world’s second-largest owner and operator of crude-oil shuttle tankers NOx (Nitrogen oxide) Toxic substance that has been identified as a key element of photochemical smog, which pollutes the air and causes acid rain RORO Roll-on, Roll-off vessel This is a vessel similar to a ferry that has a ramp way and a vehicle deck that enables vehicles to move on and off under their own power, allowing direct loading without the use of cranes. SIMS Ship Information Management System SOx (Sulphur oxide) Toxic substance that has been identified as one of the causes of air pollution and acid rain VPAS Vessel Performance Analysis System VPAS analyses the performance of the entire fleet under NYK’s operation. NYK Group Mission Statement Basic Philosophy Through safe and dependable monohakobi (transport), we contribute to the betterment of societies throughout the world as a comprehensive global-logistics enterprise offering ocean, land, and air transportation. Management Policy Together with Our Customers Together with Society Through the use of our extensive skill and expertise and by As a good corporate citizen, we positively take on the tough issues considering each business site to be of utmost importance, we that challenge our society, such as concerns involving the preser- always work to create new value so that our customers will vation of our natural environment, as we work for the betterment of consider us a trusted and reliable partner. the world that we inhabit. Together with Our Shareholders and Investors Together with All Staff Members in the NYK Group We aim to enhance our corporate value by being financially As a global enterprise that has the utmost respect for diversity in responsible and by conducting business activities in an open, the workplace and the spirit of challenge, we emphasise the honest, and transparent fashion. development of employee talents so that all staff members can take pride in their work and eventually fulfil their dreams. NYK Group Values [Integrity, Innovation, and Intensity (3I’s)] The NYK Group Values were established in January 2007 to instill the outlook and approach that we need in order to achieve our NYK Group Mission Statement. The NYK Group Values are put into action through the day-to-day operations of each Group employee, and they, pass on the spirit of the NYK Group to the next generation. Integrity Be respectful and considerate to your customers and colleagues. Stay warm, cordial, courteous, and caring. Innovation Intensity Continually think of new ideas for improvement, Carry through with and accomplish your tasks. even when conditions appear satisfactory. Never give up. Overcome challenges. Remain Remain open to betterment. motivated. NIPPON YUSEN KABUSHIKI KAISHA NYK Report 2015 01 Contents Insights we are particularly keen to share Corporate Value Enhancement Automotive Logistics Business— P.06 To Our Stakeholders P.16 P.34 Processes Outshining Competitors Worldwide Having assumed the position of president from Here we outline day-to-day value creation The NYK Group’s automotive logistics business Yasumi Kudo, Tadaaki Naito explains his processes that help us remain customers’ first has established unrivalled competitive superior- overriding strategies for the NYK Group choice despite fierce competition. ity as a provider of comprehensive logistics going forward. services for finished automobiles. This section shows how the business will cater to custom- ers’ ever more diverse and complex needs. Dialogue with the Outside P.50 Business Review P.64 ESG Review P.78 Directors Officers responsible for each business explain in The NYK Group pursues CSR initiatives as an The two outside directors talk frankly about their their own words the strategies prepared based important facet of differentiation. Here, we expectations of the NYK Group as it strides on the medium-term management plan and the feature one of our strengths—the disclosure of forward with new momentum. progress businesses are making as a result. environment, society, and governance (ESG) data. Editorial Policy for NYK Report 2015 The NYK Report 2015 is an integrated report Website that combines financial information, such as General business activities business results, reviews of operations, and Corporate website future strategies, with general non-financial http://www.nyk.com/english/ information about corporate social responsibility (CSR) activities and other initiatives. This report aims to further understanding among as many Financial information Non-financial information stakeholders as possible that the NYK Group Website section: Website section: not only pursues earnings but also tackles a “Investor Relations” “CSR” wide range of issues relating to the environment, http://www.nyk.com/english/ir/ http://www.nyk.com/english/csr/ society, and governance to contribute to the realisation of a sustainable society. Further, please use this report in conjunction with the NYK Report (PDF (full version)) NYK Group’s website, which includes information that is more comprehensive and detailed. This report has been edited with reference to version 1.0 of the International Integrated Reporting Framework, which the International Publications NYK Report (Booklet (digest version)) Integrated Reporting Council issued in December 2013. IR Fact Book 02 NIPPON YUSEN KABUSHIKI KAISHA NYK Report 2015 Contents Message to Stakeholders Message to Stakeholders ESG Review (Sustainability & Governance) To Our Stakeholders Tireless Commitment and Evolution 04 A Message from the Chairman 64 ESG Highlights 06 To Our Stakeholders 66 Environment 71 Safety Our Value, Our Process 74 Human Capital Development Corporate Value Enhancement Processes 76 Social Contribution Activities 78 Dialogue with the Outside Directors 14 The NYK Group’s Value 82 Corporate Governance 16 Corporate Value Enhancement Processes 90 Directors, Audit and Supervisory Board Members, 18 Business Conditions and Megatrends Our Process Our Value, and Corporate Officers 19 Management Tasks (Materiality) 92 Independent Directors and 20 The NYK Group’s Value and Strengths Audit and Supervisory Board Members 32 Medium-Term Management Plan ‘More Than Shipping 2018’ Performance Information 34 Special Feature: Financial and Non-Financial Review Automotive Logistics Business—Outshining Competitors Worldwide 94 10-Year Summary 96 Management’s Discussion and Analysis 44 An Interview with the Chief Financial Officer 102 Operating Risks Business Review 108 Summary of CSR Activities in Fiscal 2014 and Long-Term
Recommended publications
  • Potential for Terrorist Nuclear Attack Using Oil Tankers
    Order Code RS21997 December 7, 2004 CRS Report for Congress Received through the CRS Web Port and Maritime Security: Potential for Terrorist Nuclear Attack Using Oil Tankers Jonathan Medalia Specialist in National Defense Foreign Affairs, Defense, and Trade Division Summary While much attention has been focused on threats to maritime security posed by cargo container ships, terrorists could also attempt to use oil tankers to stage an attack. If they were able to place an atomic bomb in a tanker and detonate it in a U.S. port, they would cause massive destruction and might halt crude oil shipments worldwide for some time. Detecting a bomb in a tanker would be difficult. Congress may consider various options to address this threat. This report will be updated as needed. Introduction The terrorist attacks of September 11, 2001, heightened interest in port and maritime security.1 Much of this interest has focused on cargo container ships because of concern that terrorists could use containers to transport weapons into the United States, yet only a small fraction of the millions of cargo containers entering the country each year is inspected. Some observers fear that a container-borne atomic bomb detonated in a U.S. port could wreak economic as well as physical havoc. Robert Bonner, the head of Customs and Border Protection (CBP) within the Department of Homeland Security (DHS), has argued that such an attack would lead to a halt to container traffic worldwide for some time, bringing the world economy to its knees. Stephen Flynn, a retired Coast Guard commander and an expert on maritime security at the Council on Foreign Relations, holds a similar view.2 While container ships accounted for 30.5% of vessel calls to U.S.
    [Show full text]
  • Liquefied Natural Gas (Lng)
    Working Document of the NPC North American Resource Development Study Made Available September 15, 2011 Paper #1-10 LIQUEFIED NATURAL GAS (LNG) Prepared for the Resource & Supply Task Group On September 15, 2011, The National Petroleum Council (NPC) in approving its report, Prudent Development: Realizing the Potential of North America’s Abundant Natural Gas and Oil Resources, also approved the making available of certain materials used in the study process, including detailed, specific subject matter papers prepared or used by the study’s Task Groups and/or Subgroups. These Topic and White Papers were working documents that were part of the analyses that led to development of the summary results presented in the report’s Executive Summary and Chapters. These Topic and White Papers represent the views and conclusions of the authors. The National Petroleum Council has not endorsed or approved the statements and conclusions contained in these documents, but approved the publication of these materials as part of the study process. The NPC believes that these papers will be of interest to the readers of the report and will help them better understand the results. These materials are being made available in the interest of transparency. The attached paper is one of 57 such working documents used in the study analyses. Also included is a roster of the Task Group for which this paper was developed or submitted. Appendix C of the final NPC report provides a complete list of the 57 Topic and White Papers and an abstract for each. The full papers can be viewed and downloaded from the report section of the NPC website (www.npc.org).
    [Show full text]
  • Disposal of Dredged Material and Other Waste on the Continental Shelf and Slope John L
    Disposal of Dredged Material and Other Waste on the Continental Shelf and Slope John L. Chin and Allan Ota Summary and Introduction The history of waste disposal in the Gulf of the Farallones (fig. 1) is directly linked with the history of human settlement in the San Francisco Bay region. The California Gold Rush of 1849 triggered a massive influx of people and rapid, chaotic development in the bay region. Vast quantities of contaminated sediment and water from mining in the Sierra Nevada were carried by rivers into San Francisco Bay, and some was carried by currents through the Golden Gate and into the gulf. The burgeoning region’s inhabitants also contributed to the waste that flowed or was dumped into the bay. Eventually, waste began to be dumped directly into the gulf. Hundreds of millions of tons of waste has been dumped into the Gulf of the Farallones. Since the 1940’s, this has included sediment (sand and mud) dredged from shipping channels, waste from oil refineries and fruit canneries, acids from steel production, surplus munitions and ships from World War II, other unwanted vessels, and barrels of low-level radioactive waste (fig. 1). Because of navigational errors and inadequate record keeping, the location of most waste dumped in the gulf is poorly known. Between 1946 and 1970 approximately 47,800 containers of low-level radioactive waste were dumped into the gulf south and west of the Farallon Islands. From 1958 to 1969, the U.S. military disposed of chemical and conventional munitions at several sites in the gulf, mostly by scuttling World War II era cargo vessels.
    [Show full text]
  • T2 Tanker “Scotts Bluff”
    National Park Service Scotts Bluff U.S. Department of the Interior Scotts Bluff National Monument Nebraska T2 Tanker “Scotts Bluff” T2 Tanker The S.S. Scotts Bluff T2-SE-A1 tanker was the 67th out of the 153 T2 tankers built at the Kaiser Com- Scotts Bluff pany’s Swan Island Shipyards in Portland, Oregon. The tanker was named after the historic Scotts Bluff National Monument, a landmark on the Oregon Trail. The Scotts Bluff was completed in June 1944 and launched on October 5,1944. At the time, the Scotts Bluff was built in a record of 39 days. T2-SE-A1 By the winter of 1940-1941, the Nazis controlled all of the coast of Europe. German aircraft and Tankers submarines seemed likely to strangle Britain by destroying its shipping. Though U.S. ships were for- bidden to enter the cambat area by the Neutrality Act of 1939, President Franklin Roosevelt wanted to aid Britain while simultaneously strengthening the defense of the Western Hemisphere. He an- nounced his intention to create an emergency shipbuilding program by building 200 standard-type cargo ships, later known as “Liberty Ships”. The T2 tanker, Scotts Bluff, was one of the 481 T2-SE-A1 tankers built at four different shipyards. The T2 tanker was an oil tanker constructed and produced in large number in the United States dur- ing World War II. These were the largest “Navy Oilers” at the time and were constructed between 1940 and 1945. During that time, the average production time from” laying of the keel” to “fitting out” was 70 days.
    [Show full text]
  • Assessment of Shipping's Efficiency Using Satellite AIS Data
    UCL ENERGY INSTITUTE Assessment of Shipping’s Efficiency Using Satellite AIS data Tristan Smith, Eoin O’Keeffe, Lucy Aldous and Paolo Agnolucci Prepared for the International Council on Clean Transportation March 2013 CONTENTS CONTENTS ................................................................................................................................................................. i LIST OF FIGURES ................................................................................................................................................... iii LIST OF TABLES ...................................................................................................................................................... v ACKNOWLEDGEMENTS .................................................................................................................................... vi EXECUTIVE SUMMARY ....................................................................................................................................... 1 OBJECTIVE ........................................................................................................................................................... 1 METHOD .............................................................................................................................................................. 1 FURTHER WORK .................................................................................................................................................. 2 INTRODUCTION ....................................................................................................................................................
    [Show full text]
  • LNG Review October 2018 - Recent Issues and Events - Hiroshi Hashimoto∗
    IEEJ: November 2018© IEEJ2018 LNG Review October 2018 - Recent issues and events - Hiroshi Hashimoto∗ Introduction Northeast Asia's overall LNG prices were the highest in October 2018 since 2014 and are expected to stay in high levels for the next couple of months as the JCC (Japan's average crude oil import price) came near to USD 80 / bbl in October. On the other hand, although spot LNG prices in the region stayed above the levels in the last four years in October 2018, they began to stabilize due to slightly warmer weather and higher storage levels in the markets ahead of winter. According to the two countries' custom statistics, during the first ten months of 2018, China imported 72.06 million tonnes of natural gas (including pipeline gas supply and LNG), a 33% increase over the same period in 2017, compared to 69.26 million tonnes or a tiny decrease by Japan. Meanwhile Korea increased LNG imports by 18%, or 5.46 million tonnes year-on-year in the ten- month period in 2018. During the month of October, the Ichthys LNG project in Australia started exporting LNG. Thanks to increases demand in Asia, the world is expected to trade 310 million tonnes of LNG in the year. There were notable discussions on flexibility and security in the LNG market in the month. A hybrid approach that ties term-contract LNG prices to multiple indices was the most favoured by attendees at the annual LNG Producer- Consumer Conference in Nagoya Japan. Japan's and the European Commission's expert group proposed wording for LNG contracts to enhance flexibility and leads to a more liquid market.
    [Show full text]
  • Shipping US Crude Oil by Water: Vessel Flag Requirements and Safety Issues
    Shipping U.S. Crude Oil by Water: Vessel Flag Requirements and Safety Issues John Frittelli Specialist in Transportation Policy July 21, 2014 Congressional Research Service 7-5700 www.crs.gov R43653 Shipping U.S. Crude Oil by Water: Vessel Flag Requirements and Safety Issues Summary New sources of crude oil from North Dakota, Texas, and western Canada have induced new routes for shipping crude oil to U.S. and Canadian refineries. While pipelines have traditionally been the preferred method of moving crude overland, they either are not available or have insufficient capacity to move all the crude from these locations. While rail has picked up some of this cargo, barges, and to a lesser extent tankers, also are moving increasing amounts of crude in domestic trade. The rather sudden shift in transportation patterns raises concerns about the safety and efficiency of oil tankers and barges. The United States now imports less oil than five years ago by oceangoing tankers, while more oil is moving domestically by river and coastal barges. However, the Coast Guard still lacks a safety inspection regime for barges similar to that which has long existed for ships. The possibility of imposing an hours-of-service limit for barge crews as part of this regime is controversial. Congress called for a barge safety inspection regime a decade ago, but the related rulemaking is not complete. The Coast Guard’s progress in revamping its Marine Safety Office is a related issue that Congress has examined in the past. The majority of U.S. refineries are located near navigable waters to take advantage of economical waterborne transport for both import and export.
    [Show full text]
  • Prevalence of Heavy Fuel Oil and Black Carbon in Arctic Shipping, 2015 to 2025
    Prevalence of heavy fuel oil and black carbon in Arctic shipping, 2015 to 2025 BRYAN COMER, NAYA OLMER, XIAOLI MAO, BISWAJOY ROY, DAN RUTHERFORD MAY 2017 www.theicct.org [email protected] BEIJING | BERLIN | BRUSSELS | SAN FRANCISCO | WASHINGTON ACKNOWLEDGMENTS The authors thank James J. Winebrake for his critical review and advice, along with our colleagues Joe Schultz, Jen Fela, and Fanta Kamakaté for their review and support. The authors would like to acknowledge exactEarth for providing satellite Automatic Identification System data and for data processing support. The authors sincerely thank the ClimateWorks Foundation for funding this study. For additional information: International Council on Clean Transportation 1225 I Street NW, Suite 900, Washington DC 20005 [email protected] | www.theicct.org | @TheICCT © 2017 International Council on Clean Transportation TABLE OF CONTENTS Executive Summary ................................................................................................................. iv 1. Introduction and Background ............................................................................................1 1.1 Heavy fuel oil ................................................................................................................................... 2 1.2 Black carbon .................................................................................................................................... 3 1.3 Policy context ..................................................................................................................................4
    [Show full text]
  • Millennium Class Tanker Structural Design – from Owner Experience to Shipyard Launching Ways
    Millennium Class Tanker Structural Design – From Owner Experience to Shipyard Launching Ways James Read1, Arne Stenseng2, Rod Hulla3 and Darold Poulin4 ABSTRACT Three 125,000 DWT double hull tankers are currently under construction for ARCO Marine, Inc. at Litton Avondale Industries in New Orleans, LA. These Millennium Class tankers are being built to transport crude oil from Valdez, AK to Cherry Point, WA. The design satisfies the requirements of OPA 90 and incorporates a unique structural design philosophy intended to enhance the structural performance of the vessel. This paper will illustrate how the Owner’s experience with previous vessels in Gulf of Alaska trade is reflected in the structural design of the new ships. The human elements of safety, inspection and maintenance are discussed and the influence of these factors on the structural arrangement is highlighted. In concert with these human factors are structural design improvements that have been implemented to specifically address fatigue and stress cracking with the intent of reducing repair requirements. These topics are presented in a discussion that follows the structural design from concept, through design and analysis and into the construction of the vessels. Lessons learned throughout the process are presented. 1 ARCO Marine, Inc., Long Beach, California 2 MCA Engineers, Inc., Costa Mesa, California 3 John J. McMullen and Associates, New York, New York 4 Litton-Avondale Industries, Avondale, Louisiana 1 FOREWORD vessels was quickly dismissed. Cargo capacity lost in retrofitting an inner hull to an exiting 120,000 DWT The goal of this paper is to broadly illustrate the vessel was impractical. It was also understood that the process by which the structure for the Millennium Class outer hull, while in good structural condition, would tankers was conceived, designed and constructed.
    [Show full text]
  • United States Flag Privately-Owned Merchant Fleet
    U.S. Department of Transportation Maritime Administration ‐ Office of Policy and Plans 02/04/2019 United States Flag Privately‐Owned Merchant Fleet Oceangoing, Self‐Propelled, Vessels of 1,000 Gross Tons and Above that Carry Cargo from Port to Port Summary of Changes from 2016 Onward e r e g e g n t r e l n a i p o e e a me u t s mb y T g P A a a A Ch T B U n u T S S A r T Ch W I f N G r J l a N i p V o l i D a M V e pe e O h e M Ch p e s O t S Y y s a M T I e D V IN Jan‐16 9680853 PERLA DEL CARIBE Container ship 36912 45000 2016 Totem Ocean Trailer Express N N N Y Y Vessel flagged into U.S. Flag Fleet IN Jan‐16 9448334 SLNC GOODWILL Tanker 30241 50326 2009 Nord Goodwill LLC NNNNY Vessel flagged into U.S. Flag Fleet Vessel Operator changed from Handytankers K/S OPERATOR Jan‐16 9255244 MAERSK MICHIGAN Tanker 28517 47047 2003 Maersk Line A/S NNY NY to Maersk Line A/S OUT Feb‐16 8919922 COURAGE Ro‐Ro 52288 29213 1991 American Roll‐On Roll‐Off Y Y N N Y Vessel flagged out of U.S. Flag Fleet IN Feb‐16 9782493 COASTAL STANDARD General Cargo 2451 2565 2016 Coastal Transportation Inc. N N N Y Y Vessel flagged into U.S.
    [Show full text]
  • Tanker Technology: Limitations of Double Hulls
    (A37851) TANKER US Coast Guard TECHNOLOGY : LIMITATIONS OF DOUBLE HULLS photo A Report by Living Oceans Society www.livingoceans.org photo: Natalia Bratslavsky limitations (A37851) o f d o u b l e - h u l l ta n k e r s Acknowledgements This report was made possible through the generous support of the Tar Sands Campaign Fund of Tides Foundation. Living Oceans Society would also like to thank Dave Shannon for his many valuable 2 contributions and insights into the writing of this report. Living Oceans Society Box 320 Sointula, BC V0N 3E0 Canada 250 973 6580 [email protected] www.livingoceans.org © 2011 Living Oceans Society Terhune, K. (2011). Tanker Technology: limitations of double hulls. A Report by Living Oceans Society. Sointula, BC: Living Oceans Society. (A37851) Contents Executive Summary . 4 Sole owner responsibility . 12 Introduction . 5 Corrosion . 12 Background . 6 Protective coatings . 14 Double hull design . 6 Fatigue cracks . 14 Regulation . 7 Inspection . 15 Oil Pollution Act of 1990 . 7 Human Factors . 16 International Convention for the Double-Hull Tanker Spills . 17 Prevention of Pollution from Ships . 7 Bunga Kelana 3 . 17 Oil Pollution Prevention Regulations . 7 Eagle Otome . 17 Limitations of Double Hulls . 8 Krymsk . 17 Design and construction issues . 8 Conclusion . 18 Lack of experience . 8 Glossary . 19 Factory techniques . 8 Bibliography . 21 Limited warranty . 8 Appendix A . 23 Weakened class rules . 9 Double-Hull, Double-Bottom and Use of high tensile steel . 10 Double-Sided Spills . 23 Operational issues . 10 Higher stress levels . 10 Cargo leaks . 10 Gas detection . 11 Intact stability . 12 Mud build-up .
    [Show full text]
  • U.S. Department of Transportation Maritime Administration
    U.S. Department of Transportation Maritime Administration MERCHANT FLEETS OF THE WORLD PRIVATELY-OWNED, OCEANGOING MERCHANT VESSELS OF 1,000 GROSS TONS AND OVER AS OF JANUARY 1, 2016 *Includes Government-owned ships (U.S. and Foreign-Flag) Please refer to the Data Notes provided on the MARAD Data & Statistics Page for more information Source: IHS Markit Lloyds Maritime Database Files Grand Total Container Dry Bulk General Cargo LNG/LPG Passenger Ro-Ro Tanker Registry Number of Ships GT DWT Number of Ships GT DWT Number of Ships GT DWT Number of Ships GT DWT Number of Ships GT DWT Number of Ships GT DWT Number of Ships GT DWT Number of Ships GT DWT United States of America 337 9,400,648 10,616,525 69 2,848,323 3,101,484 47 974,120 1,893,394 21 294,276 288,986 83 436,546 94,661 63 2,567,241 1,419,010 54 2,280,142 3,818,990 Privately-Owned Merchant Fleet 167 6,648,597 7,782,930 63 2,744,436 2,998,326 6 158,936 260,045 17 153,008 179,042 28 1,339,124 577,233 53 2,253,093 3,768,284 Jones Act Eligible 90 3,250,891 4,562,872 23 656,309 696,122 3 72,502 107,031 7 14,319 10,604 9 373,251 177,462 48 2,134,510 3,571,653 Non Jones-Act Eligible 77 3,397,706 3,220,058 40 2,088,127 2,302,204 3 86,434 153,014 10 138,689 168,438 19 965,873 399,771 5 118,583 196,631 Great Lakes Trading 41 815,184 1,633,349 41 815,184 1,633,349 Passenger/Ferry 83 436,546 94,661 83 436,546 94,661 Ready Reserve Fleet 46 1,500,321 1,105,585 6 103,887 103,158 4 141,268 109,944 35 1,228,117 841,777 1 27,049 50,706 FOREIGN REGISTRIES Grand Total Container Dry Bulk General Cargo
    [Show full text]