A critical component of Alaska’s economy is making big plans for its future. The Port of Anchorage in January 2014 expects to select a project management team that will make recommendations for capital projects including dock replacements and other physical upgrades that will take place over the next five to nine years. Building on the port’s data on waterfront facility service life, the “2023 Business Plan” released in February 2014 identifies a number of business opportunities and related facility requirements. 

“We are excited about the advice we’re receiving regarding our facilities,” Director Rich Wilson says, noting the original docks date back to 1961. “Our goal is to provide up-to-date port facilities for our private sector partners so they can do the best job they can shipping in and out of our port, which is the state’s largest gateway.”

The Port of Gulfport is in a unique position: It’s in the midst of a $570 million port restoration project.

“The restoration provides an opportunity to modernize the facility for the next generation of traffic flow, rail movement and crane operation,” says Jonathan Daniels, port director. 

“This will allow us the opportunity to meet the needs and demands of our existing tenant base and bring in new customers,” Daniels adds.

Hurricane Katrina wrecked the Port of Gulfport in 2005 and left only the skeletons of buildings. Containers and materials washed up on land, and casino barges and vessels were lifted up onto the land by the storm.

Being a bluewater company means Bordelon Marine not only can resupply offshore oil and natural gas rigs, but also set up tension leg platforms or drilling platforms before the rig is built and provide services underwater with remotely operated vehicles (ROVs). “That’s a different set of requirements for the vessel,” President and CEO Wes Bordelon points out.

“When you’re doing dive work that’s project-based, you have divers and they dive from your vessel, and they do a variety of things – make repairs, do inspections, that kind of thing,” Bordelon adds. “When you’re doing survey work, you’re working with a geophysical company. They’re looking for oil, mapping the bottom of the ocean or looking into the substrate and trying to find oil. Your vessel is supporting vessels that do this type of work.”

Now that spring is spreading over North America, the ice and snow of last winter is becoming a distant, if not fond, memory. But in northern Wisconsin, a record year of cold can make the difference between letting Mother Nature break the ice in the deepwater Port of Green Bay, Wis., or requesting a Coast Guard ice-breaking ship.

“We can request Coast Guard icebreaker assistance to get us open this year, and this is driven by economic need,” reports Dean Haen, director of the Brown County Port and Resource Recovery Department, which oversees operations at the Port of Green Bay. 

The Virginia Port Authority (VPA) was established more than 60 years ago, but the Port of Virginia has a long, storied history that dates back more than four centuries. Today, the Port of Virginia is a maritime hub that is among the leading maritime gateways on Earth.

Ever since the Virginia Port Authority was established as an autonomous agency of the Commonwealth of Virginia in 1952, it has focused on developing, improving or increasing the commerce of the ports of the commonwealth. In 1981, the commonwealth created Virginia International Terminals Inc., a non-stock, nonprofit affiliate of the Virginia Port Authority. Virginia International Terminals was created to operate the Port of Virginia, however the operation has been restructured and everything now falls under the VPA flag.

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