Green Island C9-S-81d
The Maritime Security Act of 1996 ("MSA"), which provides for a new subsidy program for certain U.S. flag vessels, was signed into law in October of 1996. Under this new program, each participating vessel is eligible to receive an annual subsidy payment of $2.1 million, subject to annual appropriations. Seven of the International Shipholding Corporation's vessels qualified for participation, including three of the four LASH vessels deployed in Waterman's U.S. flag liner service.
SS GREEN ISLAND is a LASH (Lighter Aboard Ship) vessel owned by Central Gulf Lines of New Orleans, LA and operated by Waterman Steamship Corp. Chief Engineer Charles W. Brown helped bring his severely damaged vessel to safety after a violent Atlantic storm, for which he received the 2000 American Merchant Marine Seamanship Trophy during ceremonies at the U.S. Merchant Marine Academy on 16 December 2000. When a storm opened a gaping hole in the ship's hull, GREEN ISLAND reached safe harbor in Bermuda. On the night of February 16, 1999, GREEN ISLAND was battling its way through 40-foot waves and 50-knot winds while 150 miles northeast of Bermuda. Pounding from the heavy seas eventually caused the ship's interior web frames to carry away and break through its outer plating, opening a 30- by 90-foot hole in GREEN ISLAND's hull. Seawater quickly poured through the gaping hole, flooding the ship's starboard wing tank and causing a 20-degree list. Water also poured into the engine room through the ventilator shafts.
MARAD collects, on a monthly basis, vouchers from its program partners (MSP operators) that address the major requirements of MSP contracts' operation of vessels in the foreign commerce of the U.S., limitation of time that vessels are in drydock or repair status, restriction against carriage of bulk preference cargo, and restriction of operation under MSC charter. The data is then corroborated against industry sources. If contract requirements are not met, MARAD may adjust payment to the MSP operators. As an example, in 1999, Waterman Steamship Corporation conducted extensive repairs after an accident to its vessel, the GREEN ISLAND. MARAD withheld payments to Waterman until the operator supplied the agency with a satisfactory explanation regarding the length of the repairs. Then MARAD made a determination as to how much of the withheld money Waterman was entitled to under the MSP regulations.
The LASH -- or Lighter Aboard Ship -- vessel Green Island completed the sixth and final delivery of Presidential Drawdown equipment to Jordan on 02 April 2001. The use of a LASH ship vessel allowed a smooth and secure delivery of equipment. Due to the high threat conditions in the region, MTMC booked the cargo under liner terms, which means the carrier had full discharge responsibility. As a result, we did not require the use of local contractor and stevedores. MTMC representation was one perso. The Green Island arrived in Aqaba on the morning of April 2. The vessel carried 21 barges of equipment -- eight barges of Presidential Drawdown equipment and 13 barges carrying Foreign Military Sales equipment. The movement of barges to pier and the equipment discharge from the vessels was accomplished smoothly. Mobile cranes allowed multiple discharge actions to take place simultaneously. The Presidential Drawdown equipment included four Cobra helicopters, radar and missile launcher systems and ammunition.
The total cargo was 357 long tons, or 1,966 measurement tons. Six barges were unloaded April 2 and the remaining two barges the following day. At the same time, discharge was accomplished for the 13 other barges, which carried a cargo of 174 HMMWVs. A U.S.-Jordan force protection agreement was essential to the operation. Jordanian military forces assisted with security, which included a naval patrol craft, among other measures. The success and partnership of the operation was celebrated with a small joint military ceremony when the discharge was complete. The final success of the delivery would not have been possible if all related parties had not contributed their best. The deliveries of excess U.S. military material to Jordan was implemented with the signing of U.S. Presidential Determination No. 96-11. Five previous ship discharges were accomplished by deployment support teams of the 840th Transportation Battalion, Izmir, Turkey. In most of the cases, the team used an existing Jordanian Stevedoring and Related Terminal Services contractor to handle cargo.
In June 2001 International Shipholding Corporation, the parent company of Waterman Steamship, announced that it would separate its Lighter Aboard Ship (LASH) service from the balance of its business operations and dispose of these assets. The four Waterman LASH vessels are the ROBERT E. LEE, STONEWALL JACKSON, SAM HOUSTON and GREEN ISLAND. Three of the four are enrolled in the Maritime Security Program. The LASH services will continue to operate as separate units under the current management while strategic transitional alternatives of the services are considered and dispositions of the assets are evaluated. The announcement was made upon the release of ISC's second quarter results that reflected a $51.3 million asset impairment loss. Waterman's LASH service schedule was disrupted by unplanned shipyard repairs made to two LASH vessels.
In January, 2002, one of the three qualifying LASH vessels was scrapped, thereby suspending payment of subsidy applicable to that vessel. The Company had until July 16, 2002 to locate a qualified replacement vessel in order to retain the MSA contract.
On July 24, 2002 the Maritime Administration (MARAD) granted approval to Waterman Steamship Corporation to replace the Lighter Aboard Ship (LASH) GREEN ISLAND with the container vessel LYKES MOTIVATOR under Maritime Security Program (MSP) Operating Agreement MA/MSP-44. The approval was subject to the conditions that Waterman continued to maintain its status as a citizenship of the United States and the company enroll the LYKES MOTIVATOR in the voluntary Intermodal Sealift Agreement (VISA). MARAD found that replacing the GREEN ISLAND with the LYKES MOTIVATOR would provide the MSP fleet with a relatively new, efficient and militarily useful vessel.
International Shipholding's third LASH ship, "Atlantic Forest," [ex Aleksey Kosygin] was upgraded to US-flag operations in early 2003 and shifted into its Waterman Steamship subsidiary to operate under the US government's Maritime Security Program.
International Shipholding is considering replacement tonnage for its aging LASH ships. The company was pleased with the progress of naval architects and marine engineers in identifying suitable replacement tonnage, with the goal of inserting it into the Forest Lines' service by 2008.
SIU members began crewing the newly reflagged LASH (lighter aboard ship) vessel Atlantic Forest 14 November 2003 in Rotterdam. The newly contracted ship, owned by Waterman Steamship, is part of the U.S. Maritime Security Program (MSP). She formerly flew the Russian flag before donning the Stars and Stripes. Built in 1983 by Kherson Shipyard, the Atlantic Forest is 862 feet long and 105 feet wide. Atlantic Forest is equipped with a 500 metric ton LASH gantry crane, and has a capacity of 82 LASH barges.
The Lighter Aboard Ships, more commonly known by the acronym LASH, barges and their mother ships present military commanders with unique qualities. In an austere environment, or at a wartime-demolished port, the barges may be moved alongside a shallow pier or up a river for discharge.
The LASH are familiar silhouettes on the skyline of the Cape Fear River at the 597th Transportation Group, Southport, NC. The operations are conducted by Waterman Steamship Corp., of New Orleans. The firm's LASH operations began in 1969 with the Acadia Forest and Atlantic Forest and eventually grew to 13 vessels. As of 2002 the firm had six remaining U.S. Flag vessels. The Waterman Atlantic Forest of 1969 is unrelated except by name to the later vessel.
The Waterman LASH ship Atlantic Forest withstood the worst of Hurricane Katrina in August 2005 from the port in Lake Charles, LA. The ship's crew worked tirelessly to protect their vessel and keep her steady at the dock and succeeded brilliantly.
|Class:||ABS +A1 barge, river, bay & sound service|
|Length:||18.75 m or 61.50 ft|
|Breadth:||9.50 m or 31.17 ft|
|Depth:||3.96 m or 13.00 ft|
|Bale Capacity:||555 cbm or 19,600 cft|
|Grain Capacity:||569 cbm or 20,100 cft|
|Tonnage:||Average 385 metric tons cargo capacity|
|Ventilation:||Forced air supply equipped|
|Draft:||An empty barge with hatch covers has a fresh water draft of about 2 feet. For every 10 metric tons of evenly distributed cargo, draft would increase by 2.2 inches.|
|Vessels:||Green Island, Robert E Lee, Sam Houston & Stonewall Jackson|
|Class:||American Bureau of Shipping +A1(E), +AMS, +ACC|
|Deadweight:||47,840 long tons|
|Length:||Over All 272.29 m or 893.33 ft|
|Draft:||12.40 m or 40.8 ft|
|Breadth:||30.48 m or 100 ft|
|Capacity:||89 LASH Barges (Lighters)|
|Speed:||22 knots (maximum at design draft)|
|Robert E Lee||1974||-|
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