Page 15: of Marine News Magazine (October 2014)

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joined the other modes at the transportation funding and planning table—and I have no plan to get out of my seat.

LNG power for marine vessels: a hot button issue to be sure. What is Marad doing to stay relevant – and engaged – in the conversation, as the trend gathers momentum here at home?

There are a lot of questions regarding LNG’s potential in the maritime world, and MARAD is pushing for answers and to gain the knowledge that our industry needs to move

LNG forward. Our Offi ce of Environment and Compli- ance has been working overtime and linking up with a number of partners—from renowned research universities to key industry stakeholders—on crucial LNG research initiatives. Additionally, we released a study in Septem- ber that analyzes the issues and challenges associated with bunkering and the landside infrastructure needed to store and distribute LNG. We are making headway outside of research as well—by remaining fully engaged as a co-Chair of an interagency alternative energy task force with the

Department of Energy and are partnering with the U.S.

Coast Guard to assess research data as well as opportunities for the greater use of LNG as a marine propulsion fuel.

Fostering the Domestic Shipbuilding industry is one of Marad’s most important tasks. Give us a “state-of- the-industry” situation report on the domestic ship- building and repair front. Arguably, it is doing quite well. Where do you have concerns (if any?) and what can be done about them?

In a large part driven by our country’s energy boom, the domestic shipbuilding industry is seeing robust activity, the most over three decades. Billions of dollars are being invest- ed to meet the demands of oil production, and nearly 30 large, self-propelled, oceangoing Jones Act-eligible tankers and containerships are under construction or are on-order at U.S. Shipyards. Although times are good, throughout history, shipbuilding has followed a very cyclical pattern.

Right now we are experiencing a big upswing in smaller vessels, offshore supply vessels, and large commercial ships.

However, if we don’t reinforce a stable shipbuilding base, we’re going to face a similar crisis during the next down- turn. It is essential that we keep our eye on the ball and go after what will sustain this industry in the long run.

Give us one key mission that Marad performs that read- ers might not be aware of. Why is that mission important?

MARAD’s recently formed StrongPorts program bun- dles existing initiatives with new products and services to provide our ports a one-stop shop for infrastructure assis- tance. That program includes MARAD’s Port Conveyance

Program which transfers surplus Federal Property to state and local governments for the development of port facili- ties—for no cost. The program is designed to facilitate the expansion of our Nation’s marine transportation system, as well as create jobs, strengthen port communities, meet national defense needs and improve goods and freight movement. Since the program’s inception, MARAD has transferred over 2,700 acres of former Federal Property, to ports including Los Angeles, Long Beach, Hueneme and

Stockton in California; Tacoma and Benton in Washing- ton; Orange County in Texas; Davisville in Rhode Island; and Mid-America Port Authority in Granite City, Illinois.

MARAD is currently working with the Department of

Defense to execute the conveyance of several other surplus

Federal Properties. It is a program that is not very visible, but ports have benefi ted greatly from it. MN 15www.marinelink.com

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