OCS Study

BOEM 2016-011

Determining the Infrastructure Needs to 

Support Offshore Floating Wind and Marine 

Hydrokinetic Facilities on the Pacific West 

Coast and Hawaii

US Department of the Interior

Bureau of Ocean Energy Management

Pacific OCS Region
This page intentionally left blank.
OCS Study

BOEM 2016-011

Determining the Infrastructure Needs to 

Support Offshore Floating Wind and Marine 

Hydrokinetic Facilities on the Pacific West 

Coast and Hawaii

Authors 

Aaron Porter and Shane Phillips 

Coast & Harbor Engineering “A Division of Hatch Mott MacDonald”

110 James Street, Suite 101

Edmonds, WA 98020

Prepared under BOEM Contract

M15PD00019

by

ICF International

615 S.W. Alder Street, Suite 200

Portland, OR 97205

US Department of the Interior

Bureau of Ocean Energy Management

Pacific OCS Region

March 3, 2016
DISCLAIMER

Study concept, oversight, and funding were provided by the US Department of the Interior, 

Bureau of Ocean Energy Management, Environmental Studies Program, Washington, DC, under 

Contract Number M15PD00019. This report has been technically reviewed by BOEM and it has 

been approved for publication. The views and conclusions contained in this document are those 

of the authors and should not be interpreted as representing the opinions or policies of the US 

Government, nor does mention of trade names or commercial products constitute endorsement or 

recommendation for use.

REPORT AVAILABILITY

To download a PDF file of this Environmental Studies Program report, go to the US Department 

of the Interior, Bureau of Ocean Energy Management, Environmental Studies Program 

Information System website and search on OCS Study BOEM 2016-011.

This report can be viewed at select Federal Depository Libraries. It can also be obtained from the 

National Technical Information Service; the contact information is below.

US Department of Commerce

National Technical Information Service

5301 Shawnee Rd.

Springfield, VA 22312

Phone: (703) 605-6000, 1(800)553-6847

Fax: (703) 605-6900

Website: http://www.ntis.gov/

CITATION

A. Porter and S. Phillips. 2016. Determining the Infrastructure Needs to Support Offshore 

Floating Wind and Marine Hydrokinetic Facilities on the Pacific West Coast and Hawaii. US 

Department of the Interior, Bureau of Ocean Energy Management, Pacific OCS Region, 

Camarillo, CA. OCS Study BOEM 2016-011. 238 pp.
i

Table of Contents

LIST OF FIGURES................................................................................................................................... V

LIST OF TABLES.................................................................................................................................... VI

ABBREVIATIONS AND ACRONYMS.................................................................................................VII

GLOSSARY.............................................................................................................................................. IX

1. INTRODUCTION....................................................................................................................................1

2. BASIS OF ANALYSIS AND EVALUATION CRITERIA..................................................................3

2.1 INTRODUCTION ............................................................................................................................3

2.2 BASIS OF ANALYSIS....................................................................................................................3

2.2.1 Device Type and Components.............................................................................................3

2.2.2 Geographic Location .............................................................................................................9

2.2.3 Metocean Conditions...........................................................................................................11

2.2.4 Jones Act..............................................................................................................................12

2.3 EVALUATION CRITERIA............................................................................................................12

2.3.1 Port Functions ......................................................................................................................12

2.3.2 Supply Chain Logistics........................................................................................................17

2.3.3 Vessels..................................................................................................................................18

2.3.4 Assembly and Installation....................................................................................................19

3. ASSESSMENT OF VESSEL REQUIREMENTS TO SUPPORT OFFSHORE FLOATING 

WIND AND MARINE HYDROKINETIC TECHNOLOGY ON THE PACIFIC WEST 

COAST................................................................................................................................................21

3.1 INTRODUCTION ..........................................................................................................................21

3.2 PROTOTYPE ANALYSIS............................................................................................................21

3.2.1 Existing Industry Prototypes................................................................................................21

3.2.2 Demonstration-Scale OFW and MHK...............................................................................25

3.2.3 Oil and Gas Industry – Floating Structures........................................................................30

3.3 METOCEAN ENVIRONMENT CONSIDERATIONS..............................................................33

3.3.1 Metocean Conditions...........................................................................................................33

3.4 PROTOTYPE INDUSTRY VESSEL APPLICABILITY AND AVAILABILITY ANALYSIS...35

3.5 VESSEL INFRASTRUCTURE REQUIREMENTS..................................................................35

3.5.1 Vessel Activity Phases ........................................................................................................35

3.5.2 Potential Vessel Fleet Database........................................................................................36

3.6 KEY FINDINGS.............................................................................................................................42
ii

4. ASSESSMENT OF PORT INFRASTRUCTURE CHARACTERISTICS NEEDED TO 

SUPPORT FLOATING OFFSHORE WIND AND MARINE HYDROKINETIC 

TECHNOLOGIES..............................................................................................................................46

4.1 INTRODUCTION ..........................................................................................................................46

4.2 PROTOTYPE ANALYSIS............................................................................................................46

4.2.1 Fixed Foundation Offshore Wind.......................................................................................46

4.3 DEMONSTRATION-SCALE PROJECTS.................................................................................51

4.3.2 Marine Hydrokinetic.............................................................................................................53

4.3.3 Ocean Power Technologies...............................................................................................53

4.3.4 Oil and Gas Industry............................................................................................................54

4.4 REGULATIONS AND GUIDELINES..........................................................................................55

4.4.1 PIANC...................................................................................................................................55

4.4.2 U.S. Department of Transportation....................................................................................56

4.4.3 Occupational Safety and Health Administration...............................................................56

4.4.4 American Bureau of Shipping.............................................................................................56

4.5 VESSEL NAVIGATION AND BERTHING.................................................................................56

4.5.1 Navigation.............................................................................................................................56

4.5.2 Berthing.................................................................................................................................57

4.6 PORT INFRASTRUCTURE REQUIREMENT CRITERIA RESULTS..................................58

4.6.1 Quick Reaction Ports...........................................................................................................58

4.6.2 Fabrication and Construction Ports....................................................................................60

4.6.3 Assembly Ports....................................................................................................................64

4.6.4 Cluster Ports.........................................................................................................................67

4.7 SUMMARY AND NEXT STEPS.................................................................................................67

4.8 KEY FINDINGS.............................................................................................................................67

5. CANDIDATE PORT PRE-SCREENING ANALYSIS.....................................................................70

5.1 INTRODUCTION ..........................................................................................................................70

5.2 SCREENING CLASSIFICATIONS.............................................................................................70

5.3 PRELIMINARY PORT SCREENING CRITERIA AND DATABASE.....................................70

5.3.1 Navigation Access ...............................................................................................................70

5.3.2 Port Facility Infrastructure....................................................................................................72

5.4 PRE-SCREENING ANALYSIS AND RESULTS......................................................................74

5.4.1 California...............................................................................................................................76

5.4.2 Oregon..................................................................................................................................78

5.4.3 Washington...........................................................................................................................81

5.4.4 Hawaii....................................................................................................................................84

5.5 KEY FINDINGS.............................................................................................................................86
iii

6. INVENTORY OF PACIFIC WEST COAST AND HAWAII CANDIDATE PORT FACILITIES 

AND CHARACTERISTICS..............................................................................................................88

6.1 PORT ASSESSMENTS...............................................................................................................88

6.1.1 Southern California..............................................................................................................90

6.1.2 Northern California...............................................................................................................92

6.1.3 Oregon and Northern California Coasts............................................................................93

6.1.4 Columbia River.....................................................................................................................95

6.1.5 Southwest Washington.......................................................................................................97

6.1.6 Puget Sound.........................................................................................................................98

6.1.7 Hawaii....................................................................................................................................99

7. KEY STUDY FINDINGS AND CONCLUSIONS...........................................................................101

7.1 KEY FINDINGS - PORTS AND NAVIGATION.......................................................................101

7.1.1 OFW and MHK – General Findings.................................................................................101

7.1.2 OFW – Primary and Secondary Findings.......................................................................102

7.1.3 MHK Findings.....................................................................................................................103

7.1.4 Marine Navigation Assessment........................................................................................103

7.2 KEY FINDINGS - VESSELS......................................................................................................104

7.2.1 Vessels – Primary Findings ..............................................................................................105

7.2.2 Vessels – Secondary Findings.........................................................................................105

7.3 GENERAL STUDY CONCLUSIONS.......................................................................................106

7.4 PORT CLASSIFICATIONS CONCLUSIONS.........................................................................107

7.4.1 Quick Reaction...................................................................................................................107

7.4.2 Fabrication and Construction............................................................................................107

7.4.3 Assembly ............................................................................................................................108

7.5 CURRENT STATE OF PORT INFRASTRUCTURE TO SUPPORT DEMONSTRATIONAND COMMERCIAL-SCALE OFW AND MHK...................................................................109

7.5.1 Demonstration-scale..........................................................................................................109

7.5.2 Commercial Scale..............................................................................................................109

8. REFERENCES...................................................................................................................................111

APPENDIX A. INVENTORY OF PACIFIC WEST COAST CANDIDATE PORT FACILITIES 

AND CHARACTERISTICS............................................................................................................117

APPENDIX B. WEST COAST AND HAWAII PORT DATABASE................................................190

APPENDIX C. PRELIMINARY PORT NAVIGATION ACCESS AND INFRASTRUCTURE 

DATABASES USED FOR PRE-SCREEN ANALYSIS.............................................................194

APPENDIX D. VESSEL APPLICABILITY CURSORY AVAILABILITY ASSESSMENT...........199
iv

APPENDIX E. VESSEL FLEET...........................................................................................................202

APPENDIX F. ROAD AND RAIL TRANSPORT EVALUATION CRITERIA................................209

APPENDIX G. VESSEL NAVIGATION AND BERTHING ANALYSIS.........................................211

APPENDIX H. OFFSHORE WIND AND MARINE HYDROKINETIC PORT FACILITY 

LITERATURE REVIEW NOTES...................................................................................................216

APPENDIX I. HELIPAD REQUIREMENTS.......................................................................................224

APPENDIX J. FLOATING WIND PROJECTS, INCLUDING DEMONSTRATION-SCALE 

PROJECTS......................................................................................................................................226

APPENDIX K. SELECTED U.S. FLEET LOCATION SNAPSHOT...............................................229

APPENDIX L. GEODATABASE OVERVIEW..................................................................................232
v 

List of Figures 

Figure 2-1. Floating wind foundation types (Principle Power 2016) ...................................................... 5

Figure 2-2. Active wind-related manufacturing facilities at end of 2014 (AWEA 2015) ....................... 7

Figure 2-3. Wave Energy Converters types to be included in study (Columbia Power 2016, 

OmniGlobal 2015, PNNL 2014, Langlee Wave Power 2016) ............................................................... 8

Figure 2-4. Ocean Current Mean Annual Power Density (NREL 2015) ............................................... 9

Figure 2-5. Potential port locations .......................................................................................................... 10

Figure 2-6. Example wave rose and wave height exceedance information ...................................... 11

Figure 2-7. Example Crew Transfer Vessel at port (Opus Marine 2013) ........................................... 14

Figure 2-8. Example of Constructed Component Transport (Renewable Energy Focus 2009) ...... 15

Figure 2-9. Example offshore wind (fixed foundation) Cluster Port in Bremerhaven, Germany 

(Eurogate 2015) 16

Figure 2-10. U.S. Class 1 railroads (Freight Rail Works 2010) ............................................................ 17

Figure 2-11. Example wind turbine component delivery vessel (AAL Shipping, 2015) ..................... 19

Figure 2-12. Example offshore wind staging area with land-based crane >300 ft. in height (Harland 

and Wolff 2010) ....................................................................................................................................... 20

Figure 3-1. Typical vessel activities for fixed foundation offshore wind turbine energy farms (The 

Crown Estate (U.K.) 2016) ....................................................................................................................... 22

Figure 3-2. Floating Crane Barge ............................................................................................................ 24

Figure 3-3. Semi-Sub demonstration project installation (WindFloat, 2014) ...................................... 25

Figure 3-4. Spar demonstration project installation example (Hywind 2015) ..................................... 26

Figure 3-5. GICON-SOF TLP installation concept (GICON-SOF 2016) ............................................ 27

Figure 3-6. Example Multicat Vessel at a Pelamis device (Delta Marine 2013) ................................. 28

Figure 3-7. Wello Penguin Installation at EMEC by two multicat tugs (CEFOW 2015) .................... 28

Figure 3-8. Spar (left panel) and Semi-Sub (right panel) towed by two Crowley Ocean Tugs (150-

ton bollard pull each), with a support tug as auxiliary (Crowley 2013) ................................................. 31

Figure 3-9. Installation of Semi-Sub FPU utilizing tugs in star formation (Crowley 2014) ................. 32

Figure 3-10. Floating cranes, Manson 1000 ton E.P. Paup (Manson, 2015) ..................................... 32

Figure 3-11. Example of Multi-purpose Vessel - Fugro Symphony (Fugro Symphony 2016) ......... 38

Figure 4-1. BOW Terminal handling foundations (BOW Terminal 2014, Renews 2014) ................. 47

Figure 4-2. Existing Bremerhaven port terminal. (Bremerhaven Port 2016) ...................................... 47

Figure 4-3. Hywind construction location in Pori, Finland (Technip 2013) .......................................... 51

Figure 4-4. New potential Hywind installation procedures (Statoil 2015) ............................................ 52

Figure 4-5. Pelamis device installation (Yemm et al. 2011) .................................................................. 53

Figure 4-6. Example of staged full-size MHK device using scaffolding (Hug Energy Inc. 2015) ...... 54

Figure 4-7. MHK barge loading at Oregon Iron Works (NWSM 2013) ............................................... 54

Figure 4-8. Gulf Island Fabrication Company, Ingleside, Texas. (Center for Land Use Interpretation 

2016) .................................................................................................................................................... 55 

Figure 4-9. Navigation channel width (left panel) and depth (right panel) diagrams (USACE 

2006) .................................................................................................................................................. 57
vi

Figure 4-10. Conceptual-level vessel berthing diagram........................................................................58

Figure 4-11. Example of specialized upland equipment to maneuver blades (Siemens 2014).......61

Figure 5-1. Port of Astoria and Astoria Bridge (Longshore Shipping News 2012).............................80

Figure 5-2. Grays Harbor Casting Basin for SR 520 Pontoons (Washington State Department of 

Transportation 2013)................................................................................................................................83

Figure 5-3. Available depths and assembly ports in Puget Sound region (NOAA 2003).................84

List of Tables

Table 2-1. Prototypical floating and fixed offshore wind turbine geometry (6-8 MW)..........................4

Table 2-2. Floating wind turbine foundation developers.........................................................................4

Table 2-3. Summary of offshore floating wind device foundation characteristics.................................5

Table 2-4. Floating wind foundation types and parameters ...................................................................6

Table 2-5. Assumed MHK device types and characteristics..................................................................8

Table 2-6. Port classification functions....................................................................................................13

Table 3-1. Example vessels required for fixed foundation activities ....................................................23

Table 3-2. Summary of Example Installation Vessels for OFW Demonstration Projects.................27

Table 3-3. Select Demonstration-scale MHK Device Installations. .....................................................28

Table 3-4. WEC Vessel Requirements (summarized from Slevin et al. 2012)..................................29

Table 3-5. Vessel dimensions..................................................................................................................30

Table 3-6. Prototype oil and gas floating structures compared to OFW foundations........................31

Table 3-7. Prototype fleet required for FPU transport and installation.................................................32

Table 3-8. Metocean database summary..............................................................................................33

Table 3-9. Vessel metocean considerations..........................................................................................34

Table 3-10. Potential vessel activities (OFW and MHK).......................................................................35

Table 3-11. Survey vessels......................................................................................................................37

Table 3-12. Sub-sea work vessels..........................................................................................................37

Table 3-13. Towing and transport vessels .............................................................................................38

Table 3-14. Assembly support vessels...................................................................................................40

Table 3-15. Installation support vessels..................................................................................................41

Table 3-16. Operation and maintenance vessels..................................................................................42

Table 3-17. Potential vessel fleet shown by port classification.............................................................43

Table 4-1. Prototype port characteristics................................................................................................48

Table 4-2. Literature review notes of fixed-foundation offshore wind characteristics as applied to 

OFW assembly ports (FCP, QRP as noted)..........................................................................................49

Table 4-3. Quick Reaction Port facility criteria........................................................................................59

Table 4-4. Fabrication and Construction Port facility criteria.................................................................62

Table 4-5. OFW Assembly Port facility criteria.......................................................................................64

Table 4-6. MHK Assembly Port facility criteria.......................................................................................65

Table 5-1. Pre-screen navigation access characteristics......................................................................71
vii

Table 5-2. Pre-screen port infrastructure characteristics......................................................................74

Table 5-3. Pre-screening analysis key abbreviations............................................................................75

Table 5-4. Pre-screening analysis legend..............................................................................................75

Table 5-5. California ports pre-screening analysis.................................................................................76

Table 5-6. Oregon ports pre-screening analysis....................................................................................78

Table 5-7. Washington ports pre-screening analysis............................................................................81

Table 5-8. Hawaiian ports pre-screening analysis.................................................................................85

Table 6-1. Port assessment scoring matrix............................................................................................89

Table 6-2. Scoring summary: Southern California ................................................................................91

Table 6-3. Regional gap analysis: Southern California.........................................................................91

Table 6-4. Scoring summary: Northern California.................................................................................93

Table 6-5. Regional gap analysis: Northern California..........................................................................93

Table 6-6. Scoring summary: Oregon and Northern California coasts...............................................94

Table 6-7. Regional gap analysis: Oregon and California coastal ports.............................................95

Table 6-8. Scoring summary: Columbia River.......................................................................................96

Table 6-9. Regional Gap Analysis: Columbia River..............................................................................96

Table 6-10 Scoring summary: SW Washington....................................................................................97

Table 6-11. Scoring summary: Puget Sound.........................................................................................98

Table 6-12. Regional gap analysis: Washington...................................................................................99

Table 6-13. Scoring summary: Hawaii..................................................................................................100

Table 6-14. Regional Gap Analysis: Hawaii.........................................................................................100

Abbreviations and Acronyms

ABS American Bureau of Shipping

AHTS Anchor Handling Tug Supply 

AP Assembly Port 

ATR Above Top of Rail

BOA Basis of Analysis

BOEM Bureau of Ocean Energy Management

BOW Breakbulk and Offshore Wind

CTV Crew Transfer Vessel

DWT Deadweight tonnage

EMEC European Marine Energy Centre

E.U. European Union
viii

Gross Tonnage Gross Tonnage 

HMM Hatch Mott MacDonald

Hs Significant Wave Height

Ft. Feet

FCP Fabrication and Construction Port

FPU Floating Production Unit

LOA Length Overall 

m Meter

MHK Marine Hydrokinetic

MLLW Mean Lower Low Water

mph Miles per Hour

MPV Multi-Purpose Vessel

mt Metric Tons

MW Megawatts

nmi Nautical Miles

NOAA National Oceanic and Atmospheric Administration

NDBC National Data Buoy Center

O & M Operations and Maintenance

OCS Outer Continental Shelf

OCV Offshore Construction Vessel

OFW Offshore Floating Wind

PIANC Permanent International Association of Navigation Congresses

psf Pounds per Square Foot

QR Quick Response

QRP Quick Reaction Port

ROV Remote Operated Vehicle

sec Second

Semi-Sub Semi-Submersible

SOW Scope of Work

SPMT Self-propelled Modular Transporter

SR State Route
ix

Tp Peak Wave Period

U.K. United Kingdom

U.S. United States

WEC Wave Energy Converter

WTG Wind Turbine Generator

Glossary

Aids to Navigation Device external to a vessel designed to assist in the determination of its position 

and its safe course or to warn of changes or obstructions. In the case of channels 

such devices include buoys, piled beacons, leading lights, sector lights, radar 

reflectors, etc.

Air Draft Vertical distance measured from the device/vessel waterline to the highest point 

on the device/vessel.

Anchor Handling Tug Supply 

(AHTS) Vessel

Anchor Handling Tug Supply (AHTS) vessels are designed and equipped for 

anchor handling and towing operations. They are also used for rescue purposes 

in emergency cases.

Anchors Secures the mooring lines to the seafloor. May be embedded, grouted, gravity or 

other type of anchors. 

Assembly Port (AP) Will be utilized during final assembly of the entire device for marine tow out to the 

installation location.

Assist Tug Tugboat capable of less than 70 tons bollard pull which is used to either support 

other marine activities or may provide tow services. 

Berth Designated location where a vessel may be moored.

Blades React to wind so that they rotate the rotor. Blades are considered part of the rotor.

Bulk Carrier Vessel which provides transport of bulk or breakbulk cargo such as OFW 

nacelles, blades, hubs, etc.

Bunkering The process of refueling ships.

Cable Laying Vessel Deep sea vessel used to lay underwater cables. 

Commercial-Scale Ocean energy farms which consists of approximately 30 or more devices (MHK 

or OFW). (Terminology for farms between 5-30 devices in development). 

Deadweight tonnage (DWT) Weight (usually in metric tonnes) of a ship’s cargo, fuel, water, crew, passengers 

and stores.

Deck Barge Barge without spuds, requiring towing from a tug.

Demonstration-scale Ocean energy farms which consists of approximately 5 or fewer devices (MHK or 

OFW).

Device Width The beam of the device during marine transport.

Draft Submerged depth of the device/vessel.

Dry dock A structure able to contain a ship and to be drained or lifted so as to leave the ship 

free of water with all parts of the hull accessible.

Dynamic Positioning Computer-controlled system to automatically maintain a vessel's position and 
x

heading by using its own propellers and thrusters.

Fixed Foundation Refers to non-floating offshore wind foundation, like turbines presently operating in 

Europe.

Floating Crane Barge outfitted with a crane.

Gross Tonnage (GT) Measure of the overall size of a ship determined in accordance with the provisions 

of the International Convention on Tonnage Measurement of Ships, 1969. No 

units required as it is a non-dimensional quantity.

Handymax Handymax vessel typically has a capacity between 35,000 and 50,000 DWT.

Handysize Handysize vessel is typically a dry bulk carrier with a capacity between 15,000 

and 35,00 DWT. 

Hub Part of the rotor and connects the wind turbine blades to the nacelle.

Fabrication and Construction 

Port (FCP)

Handle device components, sub-component assembly, and serve as a transport 

hub for overland or marine transport, and may construct larger device 

components.

Jack-up Barge Typically a barge outfitted with a crane and spuds. The spuds are deployed into 

the water to the seafloor and provide stability to the barge which is lifted out of the 

water. 

Jones Act Prohibits any foreign built or foreign flagged vessel from engaging in coastwise 

trade within the United States. 

Marine Railway Tracks leading into the water so that a ship or other device can be transported to 

uplands from the water

Marine Hydrokinetic (MHK) Ocean wave energy converter or ocean current energy converter devices.

Metocean Conditions Wind, wave, ocean current, and tide conditions.

Mooring Lines Lines which secure the device to anchors located on the seafloor.

Multicat Multi-purpose tug (typically shallow draft) outfitted with one or two cranes. 

Typically has deck space for storage and maneuvering or cargo. May be capable 

of handling buoys and anchors depending on size and metocean conditions. 

Multi-purpose Vessel Large vessel capable of providing a range of offshore services such as ROV 

support, dive support, heavy tow, and mooring installation.

Nacelle Sits on top of the tower and is connected to the rotor. Houses mechanical 

components.

Ocean Current Energy 

Converter

Convert ocean currents energy into electrical power.

Ocean Tug Tug capable of providing service in ocean environments.

Offshore Construction Vessel Large vessel capable of provide offshore construction and lift services such as 

ROV support, crane use, and mooring installation. 

Offshore Floating Wind (OFW) Floating wind turbines.

Peak Wave Period (Tp) Peak wave energy period

Power Rating Nameplate capacity rating. The maximum potential power output of the turbine 

generator at the time of installation.

Quick Response (QR) Port Intended to be the homeport for operations and maintenance vessels.

Rotor Consists of blades fixed to the hub.
xi

Semi-Submersible (Semi-Sub) Floating wind turbine foundation partially submerged in the water with a traditional 

mooring line system.

Significant Wave Height (Hs) Average of top one third of measured wave heights

Spar Approximately 70-85 m draft floating ballasted cylinder offshore wind turbine 

foundation.

Tension Leg Platform (TLP) Floating wind-turbine foundation, anchored to seafloor with tension lines.

Tower This is the support column for wind turbine.

Wave Energy Converter Convert ocean wave energy captured directly from surface waves or from 

pressure fluctuations below the surface into electrical power.
1

1. Introduction

As the offshore renewable industry continues to develop and grow, the capabilities of established port 

facilities on the Pacific west coast of the United States (U.S.) and the Hawaiian islands of Oahu, Maui, 

and Kauai need to be assessed as to their ability to support the expanding offshore floating wind (OFW) 

and marine hydrokinetic industries (MHK). The Pacific Coast is characterized by rapidly increasing water 

depths that exceed the feasible limits of fixed platforms on the outer continental shelf (OCS) making the 

west coast more suitable to floating wind technology. This study shall assess current infrastructure 

requirements and projected changes to port facilities that may be required to support the OFW and MHK 

industry for Pacific west coast harbors and ports. The assessment of the infrastructure and available 

support facilities, vessels, and equipment necessary to support offshore renewable energy activities will 

aid in the environmental reviews and evaluations that will be required of future projects. Information 

obtained from this study and identified in this report will aid in the development of mitigation measures 

designed and initiated to minimize effects from offshore renewable energy activities to ensure 

environmentally safe and sound operations. Understanding the infrastructure needs of the offshore 

renewable industry will help to identify the port-related requirements for OFW and MHK development 

and assess the utilization of the available marine equipment and facilities along the U.S. West Coast. 

The capabilities of established port facilities to support OFW and MHK are assessed in this study by 

evaluation of the following objectives:

 Vessel Requirements and Characteristics of OFW and MHK

 Assessment of Infrastructure Needs on the Pacific West Coast and Hawaii to Support OFW and 

MHK

 Inventory of Pacific West Coast and Hawaii Candidate Port Facilities and Characteristics 

Findings of these objectives are described in the following chapters and are used to identify harbor and 

port facilities on the Pacific West Coast and islands of Hawaii that currently have capabilities, or can 

potentially have the capability with infrastructure improvements, to support large-scale (i.e., 30+ devices) 

OFW and MHK development. The capabilities of existing port infrastructure to support smaller 

demonstration-scale (i.e., 1-5) OFW and MHK projects are also included in this report. 

The OFW and MHK industries are both in early stages of development, with no floating large-scale

offshore energy farms yet deployed globally. The offshore wind energy market in Europe is well 

developed, but currently relies on shallower water, fixed foundation, installations. Small-scale OFW and 

MHK projects have been demonstrated and have generated electricity, but are not yet installed on a large 

commercial scale in the U.S. or elsewhere. Therefore, there is no existing industry to directly base 

evaluation criteria on for this study and instead, criteria must be developed based on existing information, 

similar industries, and assumed device characteristics. 

To establish parameters for the study and to describe evaluation criteria developed in lieu of existing 

industry, the Basis of Analysis is presented in Chapter 2. The basis of analysis describes the energy 

device technologies included in the study, the geographic region of study, and study assumptions. The 

basis of analysis was initially developed as a separate document, and due to the dynamic nature of a 

nascent industry it was continually refined as the study progressed. The evaluation criteria described in 

Chapter 2 establish different criteria dependent on the different functions port may provide to support 

OFW and MHK development. 
2

Ports were classified into the following categories based on available port, vessel, supply chain and 

assembly criteria presented in Chapter 2:

 Ports suitable for device assembly

 Ports suitable for device fabrication and construction facilities

 Quick Reaction Ports (located within 2 hours by vessel of a potential installation site)

The remaining chapters asses vessel and port infrastructure and develop findings for the study objectives. 

Vessel requirements to support OFW and MHK are assessed in Chapter 3. Findings related to estimated 

fleet requirements for the OFW and MHK technologies developed in turn support development of port 

facility infrastructure needs by establishing the vessels required to be accommodated by ports. Navigation 

requirements, port facility infrastructure, and supply chain characteristics of ports likely able to support 

OFW and MHK are described in Chapter 4. These requirements are based on review of the estimated 

vessel fleet, characteristics of offshore wind port facilities in Europe, literature review of potential 

requirements for fixed foundation offshore wind farms in the U.S., and other guidelines. 

Information on existing and potential port characteristics was collected during the course of the study and 

results of this data collection effort are included in database format within this report, as well as narratives

to capture non-quantitative aspects from the ports that may affect assessments. The information collected 

and presented in this study are not comprehensive, but include the information necessary to assess the 

capability of each port to potentially support OFW or MHK development. In Chapter 5, the ports in the 

study area are pre-screened into different classifications of providing potential port functions for further 

investigation, based on select information in the port database and several preliminary key navigation and 

facility characteristics developed for screening the ports. Results of this analysis aid in focusing an 

assessment of refined port navigation and facility characteristics in Chapter 6.

In Chapter 6, the ports are assessed against port facility, navigation, and supply chain criteria for different 

potential technologies and functions to support the industries, according to the classifications assigned in 

the pre-screening analysis. It is difficult to establish that ports can or cannot support specific OFW or 

MHK technologies in the near future because installation technology of these industries is still in 

development to improve the economics of installation globally. The study can therefore only assess port 

capabilities relative to existing proven technology. Based on existing technology, this study presents 

assessments of ports following a conceptual-level scoring matrix, relative to technology and function 

specific criteria. The scoring matrix is intended to estimate the relative levels of investment to support 

commercial-scale OFW and MHK, for existing installation technology. Results of port assessments are 

presented by region. Chapter 7 presents the conclusions and recommendations for the interpretation of 

port facilities to support the OFW and MHK industries on the Pacific West Coast and Hawaii. 
3

2. Basis of Analysis and Evaluation Criteria

2.1 Introduction

This chapter describes the basis for analysis and evaluation criteria used to assess the infrastructure and 

vessel requirements to support commercial development of OFW and MHK. The assumptions and criteria 

described within are used to both develop the database of existing West Coast and Hawaiian Ports, and 

evaluate those ports relative to infrastructure requirements.

In this chapter, different classifications of ports are identified (i.e., Assembly, Fabrication and 

Construction, and Quick Response). In this study, ports are assessed against the appropriate 

classifications for the port and the different potential technology to be supported. The basis of analysis 

outlines the scope and basis for the study and is described in the section that follows. The evaluation 

criteria (Section 2.3) outlines the criteria the ports are assessed relative to, including port criteria, vessel 

criteria, supply chain criteria, and assembly criteria. 

2.2 Basis of Analysis

The basis of analysis describes the OFW and MHK devices, geographic areas of interest evaluated in the 

study, and other relevant basic assumptions. Developing the components for analysis was the first step of 

the project development process and has been utilized as a basis for evaluation of port and vessel 

infrastructure for the study area. This section attempts to bracket the potential devices and installation 

technologies to provide a snapshot of the requirements at the present time, and potential technological 

developments required for commercial development. 

2.2.1 Device Type and Components

This section describes the device prototypes to be assessed in the study. OFW and MHK components 

have some similarities in material, but in general, components related to OFW are significantly larger. For 

this study it is assumed that the prototypical commercial OFW/MHK farm consists of 30 or more devices, 

and potentially more than 100 devices. At present no commercial-scale (i.e., 30+ units) OFW or MHK 

farms are operating worldwide. No fixed-foundation offshore wind farms are currently in operations in 

U.S. waters, though one is presently under construction in Rhode Island (five jacket foundations installed 

in 2015), as of February, 2016. The largest producing wind farm outside the U.S. consists of 175 turbines 

and is rated at 630 megawatt (MW) (London Array, United Kingdom), with larger farms planned. 

Demonstration-scale projects (approximately 1 to 5 devices) have different port infrastructure 

requirements than full commercial-scale projects, as the supply chain logistics and costs of scale will be 

significantly different. Scaling effects of demonstration-scale projects will be addressed in future phases 

of this study, however the primary focus will be on commercial-scale (30+ units) device energy farms.

2.2.1.1 Offshore Floating Wind

Turbine Selection and Components

OFW turbines are similar to the fixed-foundation offshore wind turbine technologies installed in Europe 

except that the foundation is floating rather than fixed to the seafloor. Floating wind turbine technology 

and sizes are similar to or larger than those used in the fixed-foundation turbine farms. The same turbine 

type may be used with different foundation technology (fixed or floating). For this study, it is assumed 

that commercial-scale offshore wind farms will utilize 6-8 MW or larger turbines. This size of turbine is 

selected as they are already being considered for similar installations including the Alpha Wind Energy 

Lease Application, WindFloat specifications, and Hywind Scotland Park Project. Based on industry 
4

research, and as a basis for the study, HMM developed prototypical turbine component geometries and 

weights for typical OFW turbine technology which are shown in Table 2-1.

Table 2-1. Prototypical floating and fixed offshore wind turbine geometry (6-8 MW)

Component Geometry Total Component Weight

Tower 250-460 ft. height, 13-21 ft. diameter. Typically

transported in 3-4 pieces.

~400 tons (in multiple pieces)

Hub 10-20 ft. Diameter, single piece. 50-85 tons

Blades 230-260 ft. length, single piece only. ~30-40 tons per blade

Nacelle

~50 ft. long

~20 ft. high

May be transported in pieces overland

350-400 tons

Floating Wind Turbine Foundation Selection and Components

Most OFW technologies can be classified into three technology types: Semi-submersible (Semi-Sub); 

Tension-leg platform (TLP); and Spar-buoy (Spar). Examples of the floating foundation types are shown 

in Figure 2-1, and briefly described in Table 2-3. Table 2-2 shows a summary of OFW foundation 

technologies in development in the U.S. and around the world. 

Table 2-2. Floating wind turbine foundation developers

Technology Name Type Location 

WindFloat – Principle Power Semi-submersible Seattle, USA

VolturnUS - UMaine Semi-submersible Maine, USA

Nautica Wind Power Semi-Submersible USA

PelaStar - Glosten Tension Leg Platform Seattle, USA

Hywind – Statoli/Siemens Spar-Buoy Norway

GOTO FOWT Semi-Submersible Japan

Fukishima Semi-Submersible Japan

Poseidon Floating Wind Semi-Submersible Denmark

WINFLO – Nass and Wind Semi-submersible France

FloatGen Semi-submersible France

Blue H TLP Tension Leg Platform The Netherlands

Floating Halidade - Alstom Tension Leg Platform International/M.I.T.

IDEOL Tension Leg Platform France

Hexicon Tension Leg Platform Sweden

GICON-SOF Tension Leg Platform Germany

Appendix J contains a more detailed table of commercial- and demonstration-scale OFW technology 

projects which have been installed, planned, or cancelled. The technologies are in some cases similar to 
5

floating-foundation technologies utilized for the offshore oil and gas industry. The study incorporates the 

three potential floating-foundation types. This study will not include fixed-foundation technologies, but 

due to similarities in fabrication requirements fixed-foundation projects are referenced as prototype 

examples.

Figure 2-1. Floating wind foundation types (Principle Power 2016)

Table 2-3. Summary of offshore floating wind device foundation characteristics 

Device Material Installation

Concept

Primary Installation 

Vessels

Other

Semi-Sub Steel Assembled in port & 

towed to site

Anchor Handling Tug, 

support tugs

May be constructed in dry 

dock

TLP Steel Assembled in port & 

towed to site

Multiple Ocean Tugs

Spar Steel In development. 

Prototype 

assembled in 

protected deep 

water location

Anchor Handling Tug, 

Crane Barge

May be towed horizontally 

to assembly site. 

Differences of the floating foundation types may require variations in assembly, transport, and 

installation, as shown in Table 2-1. Evaluation and assessments included in this study are based on the 

floating wind turbine geometries and characteristics outlined in Table 2-4. Assumed device characteristics 

were developed based on communication with technology developers, review of publicly available 

publications, and coordination with BOEM. The device geometries are critical to determine the required 

support vessels and port facility infrastructure. Device parameters are in continuous refinement due to the 

nature of a nascent industry, future technology developments may result in refinement of these 

parameters. Specific mooring and anchoring requirements differ for the types of floating foundations and 

geotechnical conditions found at the project sites, and these details are outside the scope of this document. 
6

Table 2-4. Floating wind foundation types and parameters

Component Semi-Sub Spar TLP

Power Rating 6-10 MW 6 MW 6-10 MW

Draft

(In Transit) ~10-12 m

~10 m to ~80 m, depending on 

installation method. ~8-10 m

Draft

(Installed)

~20 m ~80 m ~30 m

Width 

(Diameter) ~50 m ~8 m ~42-70 m

Air Draft

Up to ~200 m 

depending on installation method

Up to ~200 m 

depending on installation 

method

Up to ~200 m 

depending on installation 

method

Displacement ~6,000-8,000 tons ~13,000-15,000 tons ~4,000-8,000 tons

Mooring Lines 3-6 catenary lines (traditional) 3-6 catenary lines (traditional) 3-8 tension lines (tendons)

Anchors

Varies: Depends on seafloor 

(Suction piles, drag embedded 

anchors, grouted rock anchors, etc.)

Varies: Depends on seafloor 

(Suction piles, drag embedded 

anchors, grouted rock anchors, 

etc.)

Varies: Depends on seafloor 

(Suction piles, drag 

embedded anchors, grouted 

rock anchors, etc.)

Installation 

Depth ~40 m+ ~120 m+ ~60 m+

Location 3-200 nautical miles (nmi) offshore 3-200 nmi offshore 3-200 nmi offshore 

Component Manufacturing Locations

Components of the offshore wind system may be fabricated worldwide for assembly in Oregon, 

California, Washington, or Hawaii. These components may be transported via barge, bulk carrier vessels, 

truck, or rail, dependent on the most economical option. There already exists a large manufacturing base 

for on-shore wind farm components in the United States, as shown in Figure 2-2. This figure shows the 

active wind-related manufacturing facilities at the end of 2014, as well as wind energy generating 

capacity in MW by state. These facilities could potentially be used to fabricate components used to 

construct offshore turbines. However, because the sizes of commercial-scale offshore wind turbines (6-8

MW) are larger than the existing on-land windfarm turbines in the U.S., fabrication and transport 

requirements will be greater than the existing on-land U.S. wind industry. For this study, it is assumed 

that the turbine components will either be fabricated at the OFW assembly site or fabricated away from 

the assembly site at another port in coastal areas in the project area, along the Gulf of Mexico, the 

Atlantic Coast of the U.S. or be fabricated internationally (Europe, Asia). Due to the size of the larger 

fabricated components (i.e., blades, hubs, and tower sections) it is assumed that direct port access is 

needed for transport. Smaller electrical gear (i.e., transformers, switchgear, converters) are assumed to be 

reasonably transported by truck or rail, and existing manufacturing facilities are assumed to exist in the 

U.S. Due to the highly skilled and experienced workforce in the U.S., it is assumed that most repairs and 

replacement components will be competitively sourced domestically. Very large or highly specialized 

components (e.g., mechanical gear reducers) may still need to be supplied by international companies 

even in the event of unexpected component failures and damage.
7

Figure 2-2. Active wind-related manufacturing facilities at end of 2014 (AWEA

2015)

Mooring and Anchoring

Commercial-scale OFW farms will require substantial mooring and anchoring installations. Anchor type 

is dependent on design load and sediment characteristics at the seafloor. Mooring systems are assumed to 

utilize conventional catenary spread mooring systems. Divers or remote operated vehicles (ROVs) may be 

required for support of mooring system assembly, and will be evaluated at a later stage. Existing OFW 

projects (i.e., WindFloat) are known to have used drag anchors. 

2.2.1.2 MHK

MHK Technology Selection and Components

MHK technology is in a nascent stage of technology development, with few devices in the water, and 

none at commercial-scale development stage. The U.S. Department of Energy categorizes MHK into 

three categories: ocean wave energy; tidal stream; and ocean currents. 

For this study HMM focuses on deep water floating ocean Wave Energy Converters (WECs) for 

deployment in BOEM submerged lands due to the available energy resources in the project area. In-lieu 

of the ability to analyze existing MHK systems, HMM has identified four potential prototype WECdevice types for deployment into MHK-farms for use in this study based on a screening analysis. 

Prototype component geometry is summarized in Table 2-5, and examples are shown in Figure 2-3. 

Though not indicated in Table 2-5, air draft will be a consideration in the study. Location of deployment 

is assumed to be between 3 nautical miles (nmi) and 30 nmi offshore. Device parameters were developed 

based on review of publically available publications, communication with developers, and coordination 

with BOEM. 
8

Figure 2-3. Wave Energy Converters types to be included in study (Columbia Power 2016, 

OmniGlobal 2015, PNNL 2014, Langlee Wave Power 2016)

Table 2-5. Assumed MHK device types and characteristics 

Device

Type

Water 

Depth

Approximate

Displacement

Diameter Installed 

Draft

Transport

Draft

Floating Point-Absorber

(e.g., Ocean Power 

Technologies, Columbia 

Power Technologies, Carnegie 

Wave Energy)

>20 m

~2000-5000

tons ~20 m ~50 m ~5-10 m

Attenuator

(e.g., Pelamis) >20 m ~1300 tons

4 m

2-3 m

(~180 m 

length)

2-3 m

Wave Surge Converter

(e.g., Langlee Wave Power) >20 m ~700 tons 25 m 12 m 12 m

Floating Oscillating Water 

Column

(e.g., Ocean Energy Ltd)

>20 m ~1800 tons 50 m x 25 m 13 m 13 m

Tidal turbines are assumed to be the offshore device of choice in Washington (i.e., San Juan Islands), and 

infrastructure needs may be similar to the needs of MHK devices. However, this device type is not the 

focus of this study. Figure 2-4 shows an assessment of energy production potential based on ocean 
9

currents (including tidal currents) for the U.S., and indicates that the mean kinetic energy on the West 

Coast is significantly smaller than the Florida Coast. It is therefore assumed that ocean current energy 

production commercialization will most likely not be realized on the West Coast, and will not be a focus 

of this study.

Figure 2-4. Ocean Current Mean Annual Power Density (NREL 2015)

Mooring and Anchoring

Commercial-scale MHK device farms will require substantial mooring and anchoring installations and 

vessels. Anchor type is dependent on design load and sediment characteristics at the seafloor. Mooring 

systems are assumed to utilize conventional catenary spread mooring systems. Divers or ROVs may be 

required for support of mooring system assembly.

Manufacturing Locations

This study assumes that assembly or staging of the devices will be at a regional deep-water port 

(California, Oregon, Washington, Hawaii). Fabrication locations for the device components may be on 

the Pacific West Coast, Hawaii, elsewhere in the U.S., or located internationally. It is assumed that prior 

to installation of the devices, whether whole or in components, they will need to be transported (via ship 

or overland transport) to an assembly port on the Pacific West Coast or Hawaii. Limited MHK devices 

have been fabricated to date, and so supply chain logistics and manufacturing locations are less wellknown than for offshore wind. 

2.2.2 Geographic Location

2.2.2.1 Installation Locations

BOEM, as mandated by amendments to the Outer Continental Shelf (OCS) Lands Act Section 388(a) of 

the Energy Policy Act of 2005 (Pub. L. 109–58) was delegated authority by the Secretary of the Interior 

to regulate production, transportation, or transmission of renewable energy sources located on the OCS. 
10

Irrespective of financial constraints, energy farm installations could be potentially located on the OCS out 

to the 200 nmi Exclusive Economic zone. However, due to limitations on commercial feasibility, it is 

assumed for this study that the potential wind farm locations are located within 30 nmi of the coast, and 

outside the 3 nmi state submerged lands of Oregon, California, and Hawaii. In Hawaii the study will 

focus on the islands of Oahu, Maui, and Kauai. Recent offshore windfarms in Europe have been up to 45

km (28 nmi) offshore, for example the Noblewind windfarm in Belgium. 

On the West Coast, depths in the area of interest range from approximately 40 meters to over 1,000 

meters, and vary considerably based upon local bathymetry. Around the Hawaiian Islands depths are 

generally 200 to 1000 meters or greater with patches of shallower waters less than 200 meters. Based on 

interviews with developers and marine contractors, the offshore distance of the study may be revised for 

commercial reasons. 

2.2.2.2 Existing Ports

As part of this study, HMM reviewed existing harbor and port facilities on the Pacific West Coast to 

determine the capabilities required and available to support the adoption of commercial-scale OFW and 

MHK technologies. Facilities indicated in Figure 2-5 are assessed for existing infrastructure and potential 

future growth. Recommendations include candidate ports for each state on the Pacific West Coast which 

can serve a role supporting commercial deployment. The roles vary for different Ports depending on their 

available infrastructure and proximity to the energy farms.

Figure 2-5. Potential port locations

Port locations are shown as white dots on Hawaii (left panel), and the Pacific West 

Coast (right panel). Example military restricted zones (Marine Cadastre 2015) are 

shown in red.
11

The geographic study area for port facilities considered in this study are shown in Figure 2-5. Discussions 

with marine contractors on the west coast indicated that port facilities in Washington State should also be 

considered as support facilities for assembly and installation support due to available deep navigable 

depths and few air draft restrictions. 

2.2.2.3 Excluded Areas

The areas restricted by military use, marine sanctuaries, and other uses were considered during HMM’s 

review however the scale at which the study was conducted did not allow for detailed inclusion of 

specific zones. An example of exclusion zones are shown as red areas in Figure 2-5. Additional areas not 

shown on the map, such as marine sanctuaries, are assumed to be excluded from potential BOEM lease 

areas for submerged lands. 

2.2.3 Metocean Conditions

Safe environmental conditions during transit, assembly, installation procedures, and maintenance have 

been evaluated for this study. Metocean conditions used for this evaluation were sourced from National 

Oceanic and Atmospheric Administration’s (NOAA) National Data Buoy Center (NDBC). Representative 

general metocean conditions sourced from NDBC were used to aid in the evaluation of local wind, wave 

and ocean current conditions, though port specific conditions may vary. Based on data collected from 

NDBC, a preliminary database of typical annual and seasonal wave conditions for the West Coast and 

Hawaii has been developed. Example wave climate information to be utilized in the study is shown in

Figure 2-6 (Example data from NOAA Port Orford buoy). 

Figure 2-6. Example wave rose and wave height exceedance information

To be utilized in the study (example location – Port Orford, Central Oregon).

The data in this example consist of a wave rose (frequencies of occurrence of certain wave heights by 

direction, at left) and cumulative distribution of wave height occurrence (right). In this example, 

approximately 60 percent of all the data recorded a significant wave height of 2 meters or greater. This 

type of information has been collected for the California, Oregon, Washington, and Hawaiian coasts. 

Wind and wave conditions are an important consideration to determine if the metocean conditions may 

preclude or necessitate the use of certain marine infrastructure at sea. For example, the derrick barge 

initially used for installation of jackets at the Block Island Wind Farm in Rhode Island could not operate 

in the wave conditions encountered at site, and a jack-up barge was required to be mobilized. 
12

Metocean conditions have been used to evaluate operational limits of vessels for the following energy 

system development items: 

 Component transport

 Installation 

 Assembly

 Operations and Maintenance

The study findings of the metocean conditions are given in Section 3.3.

2.2.4 Jones Act

To access and construct OFW and/or MHK device farms, vessels will be required to transport material 

from support ports. The Jones Act regulates the transport of merchandise between points in the U.S., and 

requires the use of U.S.-built vessels owned and operated by U.S. citizens for the transportation of 

merchandise by water between these points (Douglas-Westwood 2014). 

The OCS Lands Act indicates that points under BOEM jurisdiction include anything that is permanently 

or temporarily attached to the seabed on the outer U.S. Continental Shelf (Papavizas). This would include 

fixed foundation offshore wind turbines and any barges that use temporary piles (spuds) to affix 

themselves to the sea floor. The first fixed foundation offshore wind-farm in the U.S. received an 

exception to the Jones Act to allow a European flagged specialty wind-farm installation barge to be used 

in construction, since such vessels were not yet available in the U.S. The exception was based on the use 

of feeder barges taking components from a shore based harbor to the jack-up vessel, however, the project 

could potentially use the jack-up vessel to transport components from the European Union (E.U.) and 

deliver them directly to the site for installation.

Floating windfarms will be installed in waters that are too deep to utilize spud barges which attach to the 

seafloor. The Jones Act does not presently preclude foreign vessels from accessing OFW farms or MHK 

farms which are not attached to the seafloor. This could potentially allow a foreign vessel to access the 

site. However, it is possible that the Jones Act may be modified to include OFW or MHK construction. 

For the purposes of this study it is assumed that all vessels involved in the commercial-scale construction 

and maintenance of OFW and MHK energy production farms will be subject to the Jones Act.

2.3 Evaluation Criteria

Evaluation criteria have been developed to aid in determining which port facilities meet the expected 

infrastructure requirements for future energy facility production and installation. Evaluation criteria are 

organized into several categories: Ports Functions, Supply Chain Logistics, Vessels, and Assembly and 

Installation Criteria 

2.3.1 Port Functions

The study considers pre-installation, installation and operation phases in the life cycle of an offshore 

renewable energy farm. Development of commercial-scale OFW and MHK requires a range of functions 

and activities to be conducted at marine facilities. The functions and activities would ideally occur 

primarily at a single Cluster Port which would provide facilities for fabrication, construction, staging, and 

assembly. Cluster Ports typically provide support to more than one windfarm and may have a significant 

number of purpose built facilities for catering to the requirements of each development phase. The 

different project phases and functions may also be provided across a Port Network, utilizing strengths 

among different ports. Demonstration-scale and early development OFW and MHK projects may utilize 
13

the Port Network framework rather than rely on development of a Cluster Port. Ports in the Port Network 

can be classified based on the functions they provide and include: 

 Quick Reaction Port (QRP)

 Fabrication and Construction Port (FCP)

 Assembly Port (AP)

Table 2-6 describes potential functions that each of these ports may provide. These functions are intended 

to generalize the scale of operations and infrastructure required for each port classification. A Cluster Port 

would incorporate features from each of these classifications. 

Table 2-6. Port classification functions

Port Functions

QRP FCP AP

 Crew Transfer

 Minor maintenance and repairs

 Operations homeport

 Homeport for pre-installation 

surveys (bathymetric, benthic)

 Construction, staging, 

and pre-assembly of 

device components

 Transport hub for device 

components and 

materials

 Fabrication of nacelle, 

blade, foundation, cable, 

generator, hub, cable

 Support final assembly of

OFW and MHK devices

 Provide staging and storage 

areas

 Marine tow to installation 

location

 Potential cable-laying and 

mooring installation and 

monitoring base

Fabrication of components may or may not take place at the FCP facility. This fabrication may occur far 

from the assembly port, similar to the floating platforms built for the oil and gas industry. In some cases 

the floating foundations may be built internationally and towed to the Gulf of Mexico where the 

production unit is assembled on top of the floating foundation at an AP or at the installation site. Wind 

turbine blades, tower pieces, and nacelles typically may use specialized purpose-built fabrication facilities 

as well. Some or all of these components may be fabricated internationally and transported to the AP.

Specific OFW and MHK projects may have project-specific needs that do not exactly match the functions 

listed in Table 2-6. Infrastructure requirements needed for the port functions in Table 2-6 are analyzed in 

a later section of this study for each port classification. 

The port classes will be utilized as a basis for the evaluation of port infrastructure requirements and will 

aid in conducting pre-screening of ports. This study will classify ports as meeting one or more 

classifications as part of a port network. In some cases the port may be classified as potentially supporting 

multiple port classifications (i.e., Cluster Port). Port classifications differ slightly from fixed-foundation 

offshore wind farms since much of the fixed-foundation assembly activities take place at sea rather than 

in a port. Differences between existing fixed-foundation offshore wind and floating offshore wind 

development are evaluated throughout this study. See Section 3.2 for a brief summary on 

fixed-foundation systems.

2.3.1.1 Quick Reaction Port (QRP)

QRPs are intended to be the homeport for operations and maintenance vessels. The ports must be close 

enough to the energy development site to allow vessels to reach the site in less than two hours. Operators 
14

may use the “floating hotel” concept for scheduled maintenance, negating the need for short site access 

times except when responding to unscheduled maintenance requirements. However, this concept has not 

yet been deployed in the Pacific and will be subject to further evaluation relative to metocean conditions 

in the Pacific. In this study, the floating hotel concept is considered, but is not assumed to preclude the 

need for development of QRPs. The following criteria have been used as the approximate requirements in 

the screening and evaluation efforts for QRPs. 

 Berthing requirements for quick response crew transfer vessels (CTVs) (see Figure 2-7)

 Facility navigation depth 

 Facility navigation width 

 Facility air draft 

 Number of berths (dependent on number of devices in energy farm, typically one 

vessel per ~30-40 devices)

 Reachable to energy development site within 2 hours

 Helipad infrastructure

Figure 2-7. Example Crew Transfer Vessel at port (Opus Marine 2013)

2.3.1.2 Fabrication and Construction Port (FCP)

This type of port will be utilized during the Installation or Construction Phase. FCPs may handle device 

components or serve as a transport hub for overland or marine transport. They may also provide 

fabrication of turbine or MHK components, or construction of the floating foundation. Staging areas may 

be required to construct or pre-assemble device components prior to transport to an Assembly Port. 

Overland transport (road/rail) connections are critical for FCPs in order to handle component delivery for 

fabrication and construction needs. Final assembly may not be feasible at FCPs due to navigation facility 

limits (e.g., air draft, channel depth, channel width, etc.). Berth and navigation criteria are determined by 

the vessels required to access the port. Vessels transporting device components required to access FCPs 

are assumed to be primarily break bulk carriers of Handymax or Handysize size, though shallower draft 

barges may be feasible for certain projects as shown in Figure 2-8. Cable-lay vessels may also require 

access to an FCP port, depending on the location of cable manufacturing. These vessels are of similar size 

to Handysize bulk carriers. Cable manufacturing may be located outside the project area and is assumed 

to be conducted at existing fabrication facilities. FCPs may also support large component repairs and 
15

therefore transport of the components to the project site. Early-stage projects will likely import turbine 

components from Europe until existing facilities are upgraded or new facilities are constructed to meet 

fabrication requirements. The following criteria have been used as minimum requirements in the 

screening and evaluation efforts of FCPs:

 Navigation channel geometry

 Navigation channel air draft 

 Berth length

 Number of berths

 Quayside bearing capacity

 Crane (lift) requirements

 Class of rail access

 Quayside rail access

 Upland laydown and use area

 Dry dock facilities

 Large component (e.g. blade, nacelle, hub, cable) manufacturing facility proximity

 Skilled labor

Figure 2-8. Example of Constructed Component Transport (Renewable Energy 

Focus 2009)

2.3.1.3 AssemblyPort (AP)

This type of port will be utilized during final assembly of the entire devices for marine tow out to the 

installation location. Navigation and berth restrictions for a fully assembled device follow the geometries 

outlined in Table 2-1, Table 2-2, and Table 2-5. Direct access to a high capacity deep water dock is 

required. Marine navigation access to the energy development site from the AP should be deep draft, and 

in the case of OFW not have any air draft restrictions. APs will likely be located as near as possible to the 

installation site. 
16

The following criteria have been used in the screening and evaluation efforts as the minimum 

 Navigation channel depth

 Navigation channel width

 Navigation channel air draft 

 Berth length

 Upland area for storage, staging, and assembly 

 Dry dock requirements

 Direct access to high load bearing deep water dock

 Quayside bearing capacity

 Upland laydown and use area

 Skilled labor 

 Number of berths

 Distance to installation

Some ports may meet the requirements for multiple classes. The pre-screening analysis and detailed 

evaluation criteria used the port classification system described above. This system was intended to 

organize the types of port facilities requirements, organize the port database, and identify the activities 

Pacific West Coast and Hawaiian ports are able to support. 

2.3.1.4 Cluster Port

Cluster ports are evaluated in accordance with the criteria listed above for QRPs, FCPs, and APs. Some 

efficiency in storage and staging land requirements may be achieved by co-locating fabrication and 

assembly. An example cluster port (Bremerhaven) is shown in Figure 2-9. Example offshore wind (fixed 

foundation) Cluster Port

Figure 2-9. Example offshore wind (fixed foundation) ClusterPort in 

Bremerhaven, Germany (Eurogate 2015)
17

2.3.2 Supply Chain Logistics

Details of the commercial ocean renewable energy supply chain will help drive the port infrastructure 

requirements for the industry. As shown by the map in Figure 2-2, wind farm components are presently 

manufactured across the continental United States. The different OFW and MHK device components will 

have different transport requirements and modes. Some device components (such as electrical) may be 

able to be transported overland via rail or road, but the economic feasibility is dependent on the geometry 

of the component and location of the manufacturing facility. A map of the continental North America 

Class 1 rail network is shown in Figure 2-10, and the project area is shown in yellow. The figure shows 

limited Class 1 rail connections on the coast between the Puget Sound and San Francisco Bay. Raw 

materials or fabricated components may be transported via this network. 

Figure 2-10. U.S. Class 1 railroads (Freight Rail Works 2010)

Project area displayed in yellow.

Oversize components may be subject to geometry restrictions during overland rail and road transport. If 

transported via rail, the maximum cargo geometry will be dependent on the available rail line 

classification. Transport by truck will have similar restrictions on geometry, and variable state-by-state 

oversize transport regulations. Additionally, many OFW and MHK developers are based outside the U.S. 

and may require marine transport on barges or bulk carriers. Additional details of limitations of road and

rail transport are located in Appendix F. 

HMM has evaluated the following criteria as they relate to commercial development of OFW and MHK 

farms: 

 Rail Transport

 Classification 

 Geometric limitations

 Road Transport

 Classifications
18

 Oversize Load Regulations

 Marine Transport

 Classification

 OFW component transport vessel characteristics

 MHK component transport vessel characteristics

 Geometric limitations

 Navigation channel depth, width, air draft 

2.3.3 Vessels

The study-specific vessel fleet required for OFW and MHK commercial development services and 

activities is assessed. Exact vessel type and class requirements will likely differ between MHK and OFW, 

as well as for different technology types within each (i.e., Spar vs. Semi-Sub). Developers always do 

motion/acceleration analysis during ocean tows to determine impact, if any, on usage of fatigue life of the 

components. The vessels can be categorized by the following stages and activities:

 Pre-Installation

 Marine surveying

 Geotechnical surveying

 Assembly/Transport

 Power cable laying

 Anchor and mooring system deployment

 Delivery of device components to assembly port (Figure 2-11. Example wind turbine 

component delivery vessel (AAL Shipping 2015))

 Device assembly support

 Device tow out

 Device installation

 Dive support 

 Maintenance/Operations

 Turbine maintenance

 Inspection and repair of shore and array power cables

 Mooring inspection and maintenance

Based on the above activities, the study will define the size, type, class and number of vessels required for 

each project stage. Ideally, vessels will be optimized (as they are in Europe) to provide multiple functions 

to reduce cost. Operation of these vessels will be dependent on industry criteria for safe operations within 

the environment they are working. For each vessel required the following criteria will be evaluated: 

 Vessel geometry – Draft, length overall (LOA), Beam, Air Draft

 Bunkering requirements
19

 Certification for open ocean operations

 Availability

 Marine construction equipment

 Metocean requirements

 Deployment depth

 Offshore distance limits

Figure 2-11. Example wind turbine component delivery vessel (AAL 

Shipping 2015)

2.3.4 Assembly and Installation 

Assembly and installation criteria of the energy farms are integral to the development and evaluation of 

vessel and port infrastructure requirements. The following criteria were developed to identify restrictions 

on activities such as wind limits during installation, crane lift requirements, and live load requirements on 

wharfs. An example gantry crane used for component maneuvering is shown in Figure 2-12.

Findings related to these criteria may preclude certain construction activities such as assembly at sea. 

Substation construction is assumed to be either located on-land or located at sea as a specialty operation 

utilizing existing global resources. The following criteria for assembly and installation will be evaluated: 

 Assembly/Transport Requirements

 Quayside crane requirements

 Quayside bearing capacity requirements

 Dry dock requirements/availability

 Metocean restrictions

 Installation Requirements
20

 Lift Requirements

 Height/reach

 Mass

 Land based crane operation

 Operational wind limits 

 Floating crane operation

 Operational wind, current, wave limits

 Other

 Support equipment

 Cable laying

 Mooring/Anchoring

 Assembly/Installation procedure (i.e., manufacturing port directly to installation 

location, or staging at AP)

Figure 2-12. Example offshore wind staging area with land-based crane >300 ft. in height (Harland 

and Wolff 2010)
21

3. Assessment of Vessel Requirements to Support Offshore Floating Wind 

and Marine Hydrokinetic Technology on the Pacific West Coast

3.1 Introduction

In this chapter, vessel requirements necessary to support the offshore renewable industry are described

relative to the criteria developed in Chapter 2. The vessels estimated to be required to support the 

development of offshore floating wind (OFW) and marine hydrokinetics (MHK) are based in part on a 

review of the existing OFW and MHK projects, the highly developed fixed-foundation offshore wind 

industry in Europe, and the Oil and Gas industry in the U.S. In addition to identifying vessel requirements

the findings presented in this memo will be utilized for:

 Determining the port facility and navigation infrastructure needed to support the required 

vessel fleet.

 Determining the availability of the required vessel fleet in the study region 

Vessel requirements were developed based on discussions with marine contractors and vessel captains, 

literature review, and review of prototype industries. Because the OFW and MHK industries are in a 

nascent stage of development, assumptions regarding transport needs were required, and are outlined in 

this chapter. Because existing industries for OFW and MHK technology are not developed, analyses of 

industries with similar marine requirements were conducted and used as prototypes. The prototype 

analyses for identifying vessel requirements include fixed foundation offshore windfarms, demonstrationscale projects, and floating production units (FPUs) in the oil and gas industry. 

3.2 Prototype Analysis

3.2.1 Existing Industry Prototypes

An analysis of existing industries with similar supply and installation requirements as the OFW and MHK 

technologies has been conducted. These similar industries have been labeled prototypes for the purposes 

of this study. Globally, installations of full-size OFW and MHK devices have been limited to 

demonstration-scale projects, which typically include a single device rather than the 30 or more devices 

likely required for a commercial farm. These demonstration projects have also been reviewed as part of 

this study as many of the installation requirements are similar. 

The offshore wind industry in Europe is presently highly developed for fixed-foundation turbines (i.e., 

those with structures attached to the seafloor). In the U.S., one demonstration offshore wind farm is 

currently under construction, and consists of five turbines supported by fixed-foundation jacket structures. 

Many of the vessels required for installation and operations/maintenance of fixed-foundation offshore 

wind will also be required for floating offshore wind, though not all due to the differences in installation 

methods. 

The oil and gas industry is highly developed in the U.S. and utilizes large-scale floating structures for 

production of oil and gas at sea where depths do not allow for fixed-foundation structures. Many of the 

same floating foundation technologies proposed for OFW are currently installed and used in the Oil and 

Gas industries. 

Vessel use examples from fixed-foundation offshore wind industry, MHK, and OFW demonstration 

projects, and the Oil and Gas industry will be used as prototypes in this study and are described in the 

following sections. 
22

3.2.1.1 Offshore Wind – Fixed Foundation

The offshore wind industry in Europe is highly developed with approximately 2500 turbines installed 

(Gringon et al. 2015). The average depth of the fixed foundation turbines is approximately 75 feet, 

compared to depths on the order of 1000 feet for some of the initial commercial-scale floating wind 

project applications (i.e., WindFloat). Construction of the first U.S. based fixed foundation offshore 

windfarm (5 devices) began in 2015 off Block Island, Rhode Island. Example project phases for fixedfoundation projects are shown in Figure 3-1 and includes pre-installation, installation, and 

operations/maintenance activities (sourced from the United Kingdom’s Crown Estate). 

Figure 3-1. Typical vessel activities for fixed foundation offshore wind turbine energy farms (The 

Crown Estate (U.K.) 2016)

While not all activities shown in this figure may apply to floating offshore wind and MHK, certain 

activities are common to any offshore renewable energy installation. The common activities include:

 Pre-installation surveys (bathymetric, benthic, geotechnical, metocean);

 Component transport;

 Shore-power and array-power cable laying;

 ROV assistance; and

 Technician and Equipment Transfer

Because the device is floating rather than fixed, several significant differences in installation procedures 

will exist. OFW does not require any installation of a fixed foundation to the seafloor, and therefore will 

not require a foundation installation vessel such as a crane barge (Figure 3-2). It is anticipated, based on 

review of OFW developer concepts, that the wind turbines will be affixed to the floating foundation at an 

assembly port. However, depending on the exact technology available, some OFW devices may be able to 

be assembled in a protected harbor using floating or jack-up crane barges similar to fixed foundation 

technology, so these vessels are still included in this evaluation. Assembly and/or installation of OFW and 

MHK energy farms are dependent on metocean environment in the Pacific and the availability of such 

vessels on the Pacific West Coast and Hawaii. Environmental limits for the specific vessel types are 

shown in Table 3-1, as available. 
23

Table 3-1 also outlines example vessels used for the activities listed above. Vessels in this table are 

intended to be indicative of the vessels currently in use in the fixed foundation offshore wind industry. 

Environmental limits are based on discussions with marine contractors and shipping companies (Foss, 

Crowley, Orion, Manson, Weeks, Global Marine, and Advanced American Construction), ports and 

literature review. The limiting sea state for marine equipment is a function of both wave height and wave 

period. Longer period waves (greater than 11 seconds), such as those found in the Pacific, have a greater 

effect on the operating window than shorter waves. Longer wave periods cause more vessel motion for 

the same wave height, therefore reducing the limiting wave height for operation. 

Table 3-1. Example vessels required for fixed foundation activities

Vessel Activity Prototype

Vessel

LOA

(Ft.)

Beam

(Ft.)

Draft

(Ft.)

Max. 

Depth

(Ft.)

Environmental 

Limit1

(Hs, Wind)

Cable Laying 

Vessel

Shore and Array 

Cable Install

C.S 

Sovereign 429 69 23 -

Hs <6-10 ft.2

Wind < ~17-27 

knots

Cable Laying 

Barge

Shore and Array 

Cable Install Networker 197 67.3 8.6 -

~6 ft. for 6 second 

wave period. 

Ocean Class 

Tug (~150 ton 

Bollard Pull)

Barge and Device 

Transport

Crowley 

Ocean 

Wind

150 46 21 - N/A

Anchor 

Handling Tug 

(120 ton bollard)

Anchor and 

Mooring 

Deployment

Maersk 

Chignecto 220 52 20 - N/A

Anchor 

Handling Tug 

(275 ton bollard)

Anchor and 

Mooring 

Deployment

Mærsk 

Attender 300 75 25 - N/A

Multi-Purpose 

Vessel

ROV support and 

Anchoring, Mooring

Fugro 

Symphony 428 79 24.6 - Hs < 3-5 ft.

Jack Up Barge

Assembly, 

Installation of 

Turbine at Sea

J/U Wind 181 60 10 150 Hs < 4 ft.

Jack Up Vessel

(with >500 ton 

crane)

In-water Assembly, 

Installation

Fred Olson 

Wind 

Carrier

430 125 N/A ~140 N/A

Floating Crane 

- 500 ton

In-water Assembly, 

Installation Weeks 531 420 90 8 -

4-5 ft., @ Tp 

<11 seconds

Floating Crane 

– 700 ton

In-water Assembly, 

Installation General 300 100 260 400-500 Wind<34 knots

Floating Crane 

– 1000 ton

In-water Assembly, 

Installation

Manson 

E.P. Paup 380 105 10 -

Hs < 4 ft.

Wind < 30 knots.

Floating Crane

(1000+ ton)

Substructure and 

Substation 

Installation

Rambiz 

3000 275 150 10 - N/A

Bulk Carrier Blade and turbine BBC. Maine 330- 66-75 21-32 - N/A
24

Vessel Activity Prototype

Vessel

LOA

(Ft.)

Beam

(Ft.)

Draft

(Ft.)

Max. 

Depth

(Ft.)

Environmental 

Limit1

(Hs, Wind)

component 

transport

470

Barge

Blade and turbine 

component 

transport

Nicon 

Industries 

UR96

300 90 16 - N/A

Crew Transfer 

Vessel (CTV)

O&M Personnel 

Transport TBA ~75 ~30 ~12 - ~2 m

1 Crane capacity may be significantly reduced prior to environmental limit due to vessel motion, limiting heavy lift 

operations. Component assembly may also have tighter restrictions due to the assembly tolerances required. 

2 Limits depend on activity. Laying cable on seafloor may occur with swell up to 4 m, while trenching requires calmer 

seas and winds. Hs = significant wave height. Tp = peak wave period.

Not shown is the “mothership” operation and maintenance (O&M) vessel concept, but would service 

windfarms located a long distance (i.e., greater than ~40 nautical miles [nmi]) from a quick reaction port 

(QRP), and remain in offshore deep-water wind farms. The vessel would provide a safe haven for 

catamaran workboats to carry engineers to service turbines (Seasteading 2011). It would also serve as a 

floating hotel for crew. One example of a floating hotel is the Atlantic Enterprise which can support two 

catamaran vessels in a “garage” area. These vessels may include a built-in stability system to aid in 

passenger comfort. Limited information is available, but literature review indicates vessels may be able to 

remain safely on site in waves up to eight feet (Offshore Ship Designers 2011).

Vessel fleet requirements for these activities are described in Section 4. Estimates of the vessel 

requirements for these activities was based up on review of the fixed foundation offshore wind industry, 

discussions with U.S. based marine contractors, and marine surveyors.

Figure 3-2. Floating Crane Barge

Rambiz 3000 installing a wind turbine (Wind Energy The Facts, 

2016).
25

3.2.2 Demonstration-Scale OFW and MHK 

The global floating wind and MHK industries are in a nascent stage of development, similar to the 

conditions in the U.S. The European Marine Energy Centre (EMEC) is located in the Orkney Islands in 

the U.K. and provides a grid connected testing site for MHK devices such as the Pelamis device. Several 

other MHK devices are grid connected throughout the world, but not on a commercial-scale (i.e., greater 

than five devices).

Vessel requirements for the installation of demonstration-scale OFW and MHK devices were reviewed 

for inclusion into this study. Requirements universal to the construction of an offshore energy farm are

discussed in Section 3.2.1.1. The demonstration projects reviewed in this study are limited and include 

only deployments of full-scale (or near full-scale) units deployed in deep water (i.e., not scaled down 

devices deployed in water depths greater than 150 ft.). It is important to note that though the size of the 

demonstration-scale OFW projects are on a similar order of magnitude to the proposed commercial 

projects, the numbers of the turbines and in some cases the size of the turbines (i.e., 2 megawatt [MW] vs. 

6 MW) in the OFW demonstration projects are smaller than proposed for commercial use. Example OFW 

and MHK projects are described in the sections that follow.

3.2.2.1 OFW Example Projects

Semi-Sub Example

The company Principle Power deployed and installed a semi-sub supported, 2 MW wind turbine device as 

a demonstration 5 km off the coast of Portugal in 2011, in approximately 150 ft. of water depth. 

Fabrication and assembly were completed in two separate onshore sites (metal fabrication facility and 

Lisnave shipyard). The assembled device was then floated out to sea through the navigation channel using 

a system to add buoyancy, and decrease draft requirements. The device was towed 225 nmi from the 

installation location by a single anchor handling tug (AHT) vessel. Installation required the AHT and 

three support tugs. The same AHT vessel also installed the anchors and mooring system at the final 

location. Images from the installation are shown in Figure 3-3.

Figure 3-3. Semi-Sub demonstration project installation (WindFloat, 2014)

Spar Example

Statoil Hywind installed one spar-supported 2.3 MW wind turbine device as a demonstration off the coast 

of Norway in 2009 in 650 ft. of water. The spar device was fabricated in Finland and towed 900 nmi to 

Norway in a horizontal orientation, as shown in the top left panel of Figure 3-4 by two ocean tugs. The 
26

spar was upended in semi-protected deep water (Åmøyfjorden, 400-ft. depth) using three tugs, with at 

least one having the capability to prepare the mooring chains via crane. Once upended and ballasted, the 

tower and rotor components were delivered to the floating assembly site via multi-purpose vessel (MPV). 

A floating crane was on site to install the components, with an additional moored barge providing 

stability during installation. The assembled turbine/spar system was towed upright to the final installation 

location by multi-purpose vessel (Normand Pioneer), and two assist tugs. The MPV hooked the spar up to 

the pre-installed mooring system.

Figure 3-4. Spar demonstration project installation example (Hywind 2015)

TLP Example

No commercial-scale offshore wind turbines supported by tension-leg platform (TLP) technology have 

yet been deployed at full-size scale, to the knowledge of Hatch Mott MacDonald (HMM). GICON, based 

in Germany, is planning a 2.3 MW Floating Offshore Foundation (GICON-SOF), a TLP, to be deployed 

in the Baltic Sea in 2016, and it is currently under construction. The commercial version of this specific 

device has a self-installing foundation, which is lowered to the seafloor once the entire assembled unit is 

towed to site. Construction of the demonstration will occur at Stralsund, Germany and assembly will 

occur at Sassnitz, Germany as depicted in Figure 3-5. The device will be towed to site by four ocean tugs, 

according to a GICON installation video. A spud barge appears to be proposed to be onsite for installation 

and ROV support. 
27

Figure 3-5. GICON-SOF TLP installation concept (GICON-SOF 2016)

OFW Installation Summary

A summary of vessels related to installation of the OFW demonstration-scale devices is shown in

Table 3-2. These do not include vessels required for cable laying and other activities typically required for 

ocean energy farms such as those described in Section 2.1.1. Instead this table highlights technology 

specific needs.

Table 3-2. Summary of Example Installation Vessels for OFW Demonstration Projects.

Technology Device Country Deployment Year Installation Vessels

OFW – Semi-Sub Principle Power -

WindFloat Portugal 2011 AHT, 3 support tugs

OFW - Spar Statoil – Hywind Norway 2009

Ocean tug, 2 crane 

barges, MPV, Anchorhandling Supply Vessel 

Tug, 2 assist tugs

OFW - TLP GICON-SOF Germany 2016 4 ocean tugs

3.2.2.2 MHK Example Projects

Pelamis and Wello Wave Energy Conversion (WEC) Devices

The European Marine Energy Center, located in the Orkney Islands, U.K. provides testing facilities for 

MHK devices, and includes a shore connected power cable. The shore connected cable was installed 

using a typical cable laying vessel (C.S. Sovereign). Two wave energy conversion (WEC) devices, the 

Pelamis and Wello Penguin, installed here have been reviewed for inclusion into this study, and are 

shown in Figure 3-6 and Figure 3-7.
28

The Pelamis was fabricated near the quayside, and loaded into the water via crane. Once in the harbor’s 

water it was assembled and towed to the installation site at EMEC for installation to the pre-installed 

mooring system as shown in Figure 3-6. Installation appears to have been conducted by two multicat tugs. 

Outside of EMEC, three Pelamis devices were installed in Portugal after fabrication and transport from 

the U.K. The devices were transported upon an MPV for final assembly and tow-out in Portugal, the 300

ft. length overall (LOA) vessel M/V Sea Power. The Wello device was also installed using multicat tugs 

as shown in Figure 3-7 Multicat tugs typically have a bollard pull capability of approximately 30 tons, 

and are outfitted with one or two cranes rated at 15-30 tons. Availability of muticats are limited in the 

project study area.

Figure 3-6. Example Multicat Vessel at a Pelamis device (Delta 

Marine 2013)

Figure 3-7. Wello Penguin Installation at EMEC by two multicat tugs (CEFOW 2015)

Table 3-3. Select Demonstration-scale MHK Device Installations.

Technology Device Location Deployment Year Installation Vessels

MHK –Wave 

Attenuator

Scottish Power 

Renewables -

Pelamis

Scotland 2012

2 Multicat tugs. MPV for 

long-haul device 

transport.

MHK - Wello - Penguin Scotland 2012 2 Multicat tugs
29

3.2.2.3 Literature Review

HMM included a 2012 study conducted by Slevin et al. as part of the literature review for this report. The 

study includes interviews with several offshore WEC developers to determine vessel requirements for 

installation. Their findings are summarized in Table 3-4 and are similar to observed vessels listed in

Table 3-4. WEC Vessel Requirements (summarized from Slevin et al. 2012)

Developer

Mooring 

Installation

Vessel

WEC 

Installation 

Vessel

Operations and 

Maintenance Developer

Wavebob AHT

Custom 

catamaran 

barge with 

100 ton winch 

and crane. 2 

support tugs

Tugboat with 

crane. Rigid 

inflatable for 

routine 

maintenance.

Wavebob

Pelamis AHT

Multicat Tug, 

30 ton bollard 

pull

Multicat Tug, 30 

ton bollard pull Pelamis

Ocean Energy AHT Tugboat and 

service boat

Tugboat and 

service boat Ocean Energy

Martinis (2015) identified the wind and wave access limits for WEC maintenance as approximately 5-6.5 

ft. and 15-20 knots. Operating limits in the field will depend on the selected maintenance vessels, but 

some repairs may require towing into port to conduct the required maintenance. 

Oregon State University has been conducting benthic habitat surveys at an MHK test site off the coast of 

Oregon, utilizing the vessel R/V Oceanus and the R/V Elakha. These vessels can be used as prototypes 

for potential benthic habitat survey requirements in future projects. Both are stationed in Newport, 

Oregon at the Hatfield Marine Science Center. Typically, benthic and other environmental surveys are 

conducted prior to environmental project approval and do not require specialized vessels.

3.2.2.4 MHK Summary

Based on this review of MHK existing projects, it appears that demonstration-scale MHK devices have 

typically utilized one or more tugboats, one of which may be outfitted with a crane (such as a multicat 

tug), for transport to the installation site from the assembly port, and installation of the device. Long 

distance transport of the devices appear to have been completed by towing the device in the water, 

placement of the device on a barge, or with the device as breakbulk cargo on a large (>300 ft.) vessel. The 

transport method of choice for each project may differ, and is subject to economic constraints. An 

example of port-to-port MHK transport is the 2007 transport of three Pelamis devices from Scotland to 

Portugal. In general, MHK devices have required less significant vessel infrastructure than OFW. 

OFW and MHK Demonstration Project Summary

Based on review of the noted, existing OFW demonstration projects, it appears that AHTS and additional 

support tugs were required for transport of the assembled devices. A summary of observed 

demonstration-scale installation vessels is shown in Table 3-5.
30

Table 3-5. Vessel dimensions.

Vessel Tech. Prototype LOA

(Ft.)

Beam

(Ft.)

AHTS (80 ton) OFW

Bourbon 

Liberty 200 

Class

200 50

Multi-Operation 

Service Vessel OFW Normand Pioneer 300 78

Assist Tug (~70ton 

Bollard) OFW Bourbon Kianda 105 40

Ocean Support Tug

(110 ton Bollard)

OFW Crowley 

Ocean Wind 150 46

Crane Barge (200 ton 

capacity) OFW, MHK Work Barge 130 50

Multicat Tug MHK Delta Marine 

Voe Viking 98 41

Harbor Support Tug 

(65 ton) MHK Signet Enterprise 105 34

Benthic Habitat 

Survey OFW, MHK R/V Oceanus

Sea Otter 54-177 16-33

3.2.3 Oil and Gas Industry – Floating Structures

The U.S. Oil and Gas industry utilizes large floating production units (FPU) for operations in deep waters 

such as in the Gulf of Mexico. This industry has been operating in deep waters for over 60 years (3U

Technologies 2009) and has significant marine assets. Because there are similarities in technology and 

scale, the distance from shore vessel requirements for this industry are considered as an additional 

prototype in this study. Similar to OFW, FPUs utilize Semi-Sub, Spar, and TLP floating structure 

technology which in the U.S. are deployed throughout the Gulf of Mexico and Alaska. MHK devices are 

typically of smaller scale and utilize different floatation technology therefore FPUs are not assumed to 

serve as a prototype example. 

Example dimensions of Semi-Sub, TLP, and Spar devices used for FPUs are shown in comparison to 

similar OFW technology in Table 3-6. Sizes are approximate and are intended only to provide an order of 

magnitude comparison. Based on this comparison, OFW structures are estimated to be smaller than some 

of the largest FPUs currently installed worldwide.
31

Table 3-6. Prototype oil and gas floating structures compared to OFW foundations

Foundation

Length/Width

(Ft.)

Transit Draft

(Ft.)

Displacement

(Tons) Foundation

Oil and Gas

Semi-Sub Unit 400 x 292 30 ~46,000 Semi-Sub Unit

Spar Unit 110 Diameter, 605 

Length ~30 ~23,000 Spar Unit

TLP Unit ~250 X 250 N/A ~55,000 TLP Unit

OFW

Semi-Sub OFW ~160 x 160 ~30-35 ~8,000 Semi-Sub OFW

Spar OFW ~30 Diameter, 

~300 Length ~30-250 ~15,000 Spar OFW

TLP OFW ~160 x 160 ~30 ~8,000 TLP OFW

Information on typical FPU installation and transport was collected from literature review and discussion 

with marine contractors. Figure 3-8 shows transport of two different types of FPU’s in the Gulf of Mexico 

utilizing two ocean tugs. Figure 3-9 shows installation of an FPU utilizing several tugs in a star formation.

Figure 3-8. Spar (left panel) and Semi-Sub (right panel) towed by two Crowley Ocean Tugs (150-ton 

bollard pull each), with a support tug as auxiliary (Crowley 2013)

The wave climate in the Gulf of Mexico is much different from the Pacific West Coast, the typically 

calmer seas allows for additional installation support from floating cranes. In some cases, the FPU

foundation is towed to site and installed, and then a floating crane may install the rig platform on top of 

the floating foundation (see Figure 3-10). A summary of the information collected on FPU installation 

procedures is presented in Table 3-7 and is intended to be representative of a fleet that may be used for 

the towing and installation of FPUs.
32

Table 3-7. Prototype fleet required for FPU transport and installation

Vessel Activity Prototype LOA

(Ft.)

Beam

(Ft.)

AHT (200 ton Bollard) Lead tug M/V Aiviq, Tor 

Viking II 275-360 60-75

Assist Tug (~45-80 

ton Bollard) Assist tug Garth Foss, Daniel Foss 95-155 32’46

Ocean Tug

(150 ton Bollard) Dual lead tugs Crowley 

Ocean Wind 150 46

MPV

Geotechnical, 

subsea inspection, 

ROV support

Fugro 

Symphony 428 79

Floating Crane (1000 

ton)

Rig Platform 

Installation E.P. Paup 380 105

Floating Crane

(3000 ton)

Rig Platform 

Installation Rambiz 3000 275 150

Figure 3-9. Installation of Semi-Sub FPU 

utilizing tugs in star formation (Crowley 2014)

Figure 3-10. Floating cranes, Manson 

1000 ton E.P. Paup (Manson, 2015)
33 

3.3 Metocean Environment Considerations 

3.3.1 Metocean Conditions 

Use of the vessels identified in the prototype analysis may be constrained by environmental operating 

limits. Vessel operating limits were identified in the tables in Section 2.1. A database of typical wind and 

wave conditions for the Pacific West Coast and Hawaii was generated to cross-reference with typical 

limiting operation conditions of vessels identified in Section 2. Generalized Southern and Northern 

Hawaii sea states are parameterized by the two buoys included in the summary A summary of typical 

wind and wave conditions in this database is shown in Table 3-8. 

Table 3-8. Metocean database summary 

Parameter Southern 

CA 

Northern

CA OR WA Southern 

HI 

Northern 

HI 

Min Deployment 

Depth ~200 ft. ~200 ft. ~200 ft. ~200 ft. ~200 ft. ~200 ft. 

Ave Wind Speed ~13 mph ~13 mph ~14 mph ~14 mph ~18 mph ~15 mph 

Ave. Significant 

Wave Height (Hs) ~6.5 ft. ~7.5 ft. ~7.5 ft. ~8 ft. ~8 ft. ~7.5 ft. 

Ave. Peak Wave 

Period (Tp) 11.6 sec 11.4 sec 10.8 sec 11.1 sec 10.1 sec 10.9 sec 

Ave. Summer1

Wind Speed ~13 mph ~11 mph ~12 mph ~12 mph ~18 mph ~14 mph 

Ave. Summer Hs ~5.5 ft. ~6 ft. ~5.5 ft. ~6 ft. ~7 ft. ~6 ft. 

Ave. Summer Tp 10.3 sec 9.9 sec 9.4 sec 9.9 sec 9.1 sec 9.6 sec 

Ave. Winter2 Wind 

Speed ~13 mph ~15 mph ~15 mph ~15 mph ~18 mph ~15 mph 

 Ave. Winter Hs ~7.3 ft. ~9.3 ft. ~9.0 ft. ~9.3 ft. ~ 9 ft. ~8 ft. 

Ave. Winter Tp 12.5 sec 12.4 sec 11.8 sec 12.0 sec 10.9 sec 11.7 sec 

NOAA Buoy # 46011 46022 46050 46029 51002 51001 

1 May – September 

2 October - April 

A comparative analysis of metocean conditions was conducted relative to operation restrictions of 

potential vessels to be used for OFW and MHK installation, and is shown in Table 3-9. In this table, a 

green “+” symbol indicates little to no potential issues with operating at the installation site, a yellow “+/-

” symbol indicates potential conflicts with metocean conditions at the installation site, and an orange “-“ 

indicates unfavorable conditions for the vessel at the installation site (i.e. significant downtime) but does 

not mean that all use is precluded. Not all the vessels in are required for installation of any specific OFW 

or MHK device. Vessels shown in Table 3-9 are only being analyzed for the potential use relative to 

installation site conditions and are not intended to be associated with a specific technology. 
34

Table 3-9. Vessel metocean considerations

Vessel

Type

Southern

CA

Northern

CA OR WA HI Comment

Jack-Up Barge - - - - -

Depths preclude use of jack-up spuds at installation sites. 

Hs< 4 ft. May be considered at intermediary assembly 

location.

Crane Barge

~500 tons

- - - - - Construction requires wave height < ~4-5 ft.

Crane Barge

> 500 tons

< 1000 tons

- - - - -

~500’ depth max. Long period waves in Pacific may limit lift 

capacity due to vessel motion.

Crane Barge

>=1000 tons

- - - - -

Construction may require wave height < ~4 ft. Special 

uses would need to be coordinated with weather window. 

Cable Laying 

Vessel + + + + +

Favorable in summer 

(Ave. wave height < 6 ft.)

Cable Laying 

Barge +/- +/- +/- +/- +/-

Reduced wave height limit for wave periods greater than 6 

seconds

Anchor/Mooring 

Installation +/- +/- +/- +/- +/- Should be coordinated with favorable seas, less than 4 ft.

CTV 

Mothership - - - - -

May support CTVs in offshore environment up to 

approximately 8-10 ft. wave height. Winter wave climate 

may preclude long term use. 

Not shown in this table is the impact of wind speed limitations during assembly of the turbine blades to 

the tower. A typical limit on wind speed for assembly of wind turbine blades is approximately 17 mph 

(Grignon et al. 2015). This limiting wind speed is approximately the same as average annual wind speed 

on the Pacific West Coast and Hawaii, which could result in significant at sea construction downtime due 

to excessive wind speed. 

The use of jack-up barges during installation may have significant downtime based on the metocean 

conditions present at the installation site relative to their operational limits, and depth limitations ~250 

feet). They may however, be used for assembly at an intermediary location, similar to the Hywind Spar 

demonstration project assembly. Floating crane barges may be used at the installation site, though some 

equipment is limited by depth since they require moorings, and may also be subject to long periods of 

downtime. However, it is not likely that large scale installations at sea will utilize floating barges due to 

the typical wave heights and long wave periods present in the Pacific Ocean (typical annual average wave 

height ~11 seconds).

Access to a safe harbor will be a requirement for those vessel types that have operational wind and wave 

limits. Additionally, if vessels are not certified to have living quarters, they will likely need to return to 

port to exchange crews. In the case that unfavorable wave conditions occur, the vessel must be able to 

find refuge in a protected harbor. Moored floating barges of this size have been utilized on the Pacific 

West Coast before for specialized construction (Point Loma Outfall Extension) in depths of 200-300 ft. 

Smaller crane barges may be utilized for MHK installation, but as with the larger crane barges they must 

be certified for open ocean use by the American Bureau of Shipping (ABS). Without proper certification, 

the United States Coast Guard does not allow the vessel to conduct operations in the open ocean. 
35

3.4 Prototype Industry Vessel Applicability and Availability Analysis

Vessels and vessel related activities found during the prototype analysis for fixed foundation offshore 

wind, demonstration-scale projects, and the oil and gas industry have been evaluated qualitatively for 

applicability to commercial-scale OFW and MHK as well as availability in the project area. Vessel-byvessel analysis can be found in Appendix D for each prototype industry. Ocean and coastal tugboats will 

be required, and are readily available in the project area. Larger required vessels, such as cable laying 

vessels and anchor handling vessels may not necessarily be available locally because of limited ocean 

construction in the project area, but may be mobilized from elsewhere in the U.S. Crane barges and large 

vessels such as MPVs are not necessarily required vessels on their own for OFW and MHK projects, but 

may be used on a project-to-project basis. Crane barges are available in the project area, but MPVs are 

limited. Ocean barges and bulk carriers are expected to be available for use, and will be required for 

transport of components. 

3.5 Vessel Infrastructure Requirements 

This section presents an overview of a project activity timeline from project start up to operation, and 

describes the potential fleet database to support OFW and MHK.

3.5.1 Vessel Activity Phases

Because at the time of this study no commercial floating offshore wind farms or MHK farms are in 

existence, a vessel activities timeline was developed based on our review of the existing practices for 

fixed foundation offshore windfarms, the operations in the U.S. of the oil and gas industry, and the farm 

technology specific construction constraints. Potential approximate phases which rely on vessel activities

for floating ocean energy projects (both OFW and MHK) are shown in Table 3-10. 

Typically, the first activity phase is a series of surveys conducted at the project site to establish baseline 

conditions for marine mammals, depths, geotechnical conditions, and metocean conditions. It is assumed 

that after the surveys are conducted, the anchors and mooring system will be installed prior to device 

arrival. In parallel to the mooring system installation, it is assumed that the power cable to shore and array 

power cables will be installed. Due to the limitations on construction and assembly at sea in the Pacific, it 

is expected that devices will be towed to site fully assembled. However, assembly may occur in an 

intermediary protected deep water location stationed between the port and installation area. Assembly of 

the generating devices may take several tugs in order to position the device. Once the devices begin 

generating power, routine maintenance and component replacement support is required. Section 3.2 

describes the potential vessel fleet and the required activities assumed in this study.

Table 3-10. Potential vessel activities (OFW and MHK)

Phase Activity

Pre-Installation

(Duration will vary with size of farm)

 Baseline Surveys:

o Bathymetric

o Geotechnical

o MetOcean

o Marine Mammals/Birds/Benthic

Assembly/Installation

(Duration depends on size of 

installation)

 Anchors and Mooring System Installation

 Power Cable Installation

 Array Power Cable Installation
36

Phase Activity

 Device and Foundation Component Transport

 Assembled Device Transport

 Installation Support

 ROV and Dive Support

Operations/Maintenance

 Maintenance Crew Transfer (needs may differ for MHK)

 Device Repair

 Inspection of shore and array power cables

 Inspection of mooring lines

 Towing to port for major repairs

Assumptions

 OFW and MHK devices likely transported to site fully assembled

 Major repairs to floating devices may require towing back to 

assembly port

 Anchors and mooring system will be installed prior to device 

arrival

 Routine maintenance and component replacement will be 

required during operations

3.5.2 Potential Vessel Fleet Database

Potential vessel fleet requirements for OFW and MHK devices have been developed based on a review of 

existing offshore wind farms, demonstration-scale ocean energy projects, the oil and gas industry, 

metocean and depth constraints, and device geometry. In this section, potential vessel requirements are 

categorized into the following activities:

 Survey

 Subsea work

 Towing/Transport

 Assembly

 Installation

 Maintenance and Operation

The vessels listed in these sections do not necessarily represent all of the vessels or the minimum number 

of vessels required. Many vessel combinations are possible that could provide the necessary capabilities 

for an OFW or MHK project. More than one vessel may provide several services, and in some cases 

vessels shown in each section provide the same function as others in the section. Exact vessel fleet will be 

dependent on developer technology, vessel availability, economics, timeline requirements, location, 

proximity to port, and metocean conditions. Additionally, because these industries are in a nascent stage, 

new vessels may be developed that are specific to the OFW and MHK industries. These potential new 

vessels are not included herein.

3.5.2.1 Survey

Preliminary estimates for survey activities (bathymetric, geotechnical, metocean) to support OFW and 

MHK development are described in Table 3-11. 
37

Table 3-11. Survey vessels

Vessel Activity Technology LOA

(Ft.)

Beam

(Ft.)

Draft

(Ft.)

Port

Survey Vessel Marine Surveying OFW, MHK 50-231 24-42 7-14.3 QRP

Research 

Vessel

Marine 

Mammal/Birds/Benthic 

Habitat Survey

OFW, MHK 54-177 16-33 5-17.5 QRP

Bathymetric Survey Vessels are typically available along the Pacific West Coast and Hawaii in a range of 

geometries.

Sub-Sea Work

Sub-sea work vessels are utilized primarily at the installation site, and may or may not be involved in the 

transport or installation of the devices. These vessels are able to provide specialty services such as ROV 

and dive support, cable lay, or geotechnical investigation. Preliminary estimates of required vessels for 

sub-sea work activities to be required to support OFW and MHK development are shown in Table 3-12.

Table 3-12. Sub-sea work vessels

Vessel Activities Technology LOA

(Ft.)

Beam

(Ft.)

Draft

(Ft.) Port

Cable-Laying 

Vessel

Shore Cable Laying,

Array Cable Laying, 

Trenching

OFW, MHK 305-425 60-75 21-33

FCP or

AP

OCV/MPV

Mooring Installation, 

Geotechnical Surveying, 

Meteorological Buoy 

installation, ROV, Cable 

Lay

OFW, MHK 200-425 50-80 18-25

FCP or

AP

Sub-sea work vessels are specialized equipment, which may not currently be available in the project study 

area. They are available however, in the global marketplace as “vessels of opportunity” (3U Technologies

2009). A single multi-purpose vessel may be able to provide cable laying, mooring, geotechnical survey, 

and ROV services given a “Swiss army knife approach.” This approach can provide a more costly option 

on a per day basis, but it does have advantages. With one primary vessel performing all stages of the 

installation process, risk of delays due to the coordination and availability of multiple assets is eliminated, 

minimizing potential for schedule growth. Offshore Construction Vessels (OCV) and MPVs are capable 

vessels for all types of offshore construction activity, including alternative energy projects. The typical 

MPV and OCV has a large flat deck area for mobilization of a variety of equipment and other resources 

depending on job requirements, and a crane, as shown in Figure 3-11. The downside to utilizing an MPV 

or OCV includes cost & schedule requirements for demobilization and re-mobilization of different deck 

layouts to perform different stages of the installation process. (3U Technologies 2009). 

Divers can be utilized in shallow water areas for inspection and installation services. Generally speaking, 

diver working depth for this type of work is limited to 75-150 ft. Divers are normally utilized in the near 

shore cable installation activities such as cable landing services, post lay inspection, and installation of 

cable protection in environmentally sensitive areas where burial may be prohibited. (3U Technologies

2009).
38

Figure 3-11. Example of Multi-purpose Vessel - Fugro Symphony

(Fugro Symphony 2016)

3.5.2.2 Towing/Transport

Towing and transport vessels are utilized to transport either components of the devices or assembled 

devices, and may or may not be involved in the assembly and installation of the devices. Preliminary 

estimates of required vessels for transport activities to be required to support OFW and MHK 

development are shown in Table 3-13. 

Based on discussion with marine contractors, it appears that vessels with bollard pull of 70 tons or greater 

will likely be required. However, any heavy tow will likely require a marine warranty survey to ensure 

adequate bollard pull is provided by the towing vessels in order to insure the voyage. The engineering 

work to complete the warranty is completed by a third party and includes assessment of the metocean 

environment and checking the resistance calculations. Bulk import cargo, such as nacelle and tower 

components, may be transported overland to the assembly port. 

Table 3-13. Towing and transport vessels

Vessel Activities Tech LOA

(Ft.)

Beam

(Ft.)

Draft

(Ft.) Port

Bulk Carrier

Blade transport, turbine 

and foundation 

component transport

OFW, 

MHK 330-470 66-75 21-32

FCP &

AP

Deck Barge

Blade transport, turbine 

and foundation 

component transport

OFW, 

MHK

343

300

76

90

18

16

FCP &

AP

Ocean Tug Assembled Device 

Transport

OFW, 

MHK 145 50 18

FCP &

AP

AHT Assembled Device 

Transport OFW 200-360 45-80 15-26

FCP &

AP

Multi-Purpose 

Vessel

Assembled Device 

Transport, Device 

component transport

OFW, 

MHK 200-425 50-80 18-25

FCP &

AP

Support Tugs Assembled Device 

Transport support

OFW, 

MHK 105 40 16

FCP &

AP
39

AHTs have been utilized to transport FPUs to and from the Puget Sound Area to Alaska, and may be 

available for towing OFW units in the study region. AHTs may be utilized to tow assembled OFW 

foundation structures to the U.S. from manufactures in Asia, prior to assembly of the turbine units. As 

shown with the spar and semi-sub demonstration-scale prototypes, OFW floating foundations are able to 

be towed a significant distance in the water if needed. AHTs are required to maintain ABS certification. 

Ocean tugs are typically available for use from marine contractors on the west coast such as Crowley, 

Foss, Harley Marine, and Sause Brothers. Multicat tugs are not typically available in the study area, but 

are widely available in Europe and may be procured for installment of commercial-scale MHK farm 

installation. All ocean going tugs require ABS certification.

MPVs may or may not be required for transport of OFW and MHK devices depending on the selection of 

other vessels which may provide similar functions. Should the developer select a MPV, for assistance 

during installation or assembly, it may also be able to provide tow or device component transport 

services. 

Ocean going barges are designed for the transportation of cargo in open sea states. The deck barges 

provide advantages with open deck space for over-sized cargo, as well as shallow port access. Deck 

Barges are available from regional marine contractors such as Crowley, Sause Brothers, Foss, Manson, 

Kiewit, and Dutra. These barges are built to the requirements set by the U.S. Coast Guard and the ABS, as 

the building Class Society. The Class Society is charged with vessel inspection, construction parameters, 

and verification of standards. The corresponding Class Society documents are required to be carried on

board the vessel at all times.

Bulk carriers are presently used to move wind turbine components on the U.S. West coast and elsewhere 

around the country. The size of the bulk carrier will be dependent on blade length and storage 

arrangement, and carriers operating in the open ocean environment will require appropriate ABS 

certification.

3.5.2.3 Assembly

Assembly support vessels are utilized in the assembly of the device, but not necessarily the installation at 

the project site. Assembly may occur on land, or in the water. As shown in Table 3-9, jack-up barges are 

not feasible for installation at the required depths, therefore, many of the specialized at-sea assembly 

vessels utilized for fixed-foundation offshore wind assembly are not able to be utilized and are not 

included as assembly vessels for this study. Table 3-14 summarizes vessels that may be utilized to 

conduct assembly procedures of wind turbines or MHK devices. This table includes only vessels already 

available and not OFW foundation specific vessels that may develop in the future to aid in installation of 

semi-sub, spar, or TLP foundations. 
40

Table 3-14. Assembly support vessels

Vessel Activities Tech. LOA

(Ft.)

Beam

(Ft.)

Draft

(Ft.) Port

Crane Barge 

(1000+ ton) Substation Assembly OFW1

, 

MHK 275 150 10 QRP & FCPor AP

Crane Barge (700-

1000 ton) Turbine Assembly Spar, OFW 380 105 10 QRP & FCPor AP

Crane Barge 

(~100-500 tons) MHK installation MHK 100-200 40-70 5-10 QRP & FCPor AP

Ocean Tug Device transport OFW 145 50 18 AP

Multicat Tug Device Assembly MHK 85 38 8 AP

MPV

Device component 

transport, Assembled 

device transport, Device 

assembly

OFW, MHK 200-425 50-80 18-25

FCP &

AP

Support Tugs Assembly Support OFW, MHK 105 40 16 AP

1 Unless otherwise noted, OFW label applies to all three of Semi-sub, TLP, and Spar foundation technologies

Crane barges may or may not be required for OFW and MHK assembly, depending on the technology and 

installation location and depth. For example, the Spar may require a floating crane for installation of the 

turbine to the foundation, whereas a semi-sub technology may be fully assembled in dry dock and floated 

out. 

Floating cranes are most feasible for use in assembly in a protected or semi-protected sea environment, 

rather than the open ocean of the Pacific Ocean. The longer period waves (i.e., >11 second peak wave 

period [Tp]) typically encountered in the Pacific Ocean affect motion of floating cranes greater than the 

shorter period waves typically encountered in the Gulf of Mexico due to a longer fetch length. It could 

therefore be difficult to assemble the wind turbine in exposed seas. Additionally, any crane barge used at 

sea must be properly ABS certified.

If in-water assembly of the turbine is not feasible, the turbine may need to be assembled on the floating 

foundation by a land-based crane in a dry dock or quayside. Should a jack-up barge or floating crane be 

deployed to open ocean sites, the barges must be in close proximity to a safe harbor that can

accommodate it.

A cursory review of floating cranes availability on the west coast was conducted and found some, though 

limited, availability. Transport of the cranes may be required from the Gulf of Mexico or elsewhere in the 

U.S., and the marine contractors contacted for this study indicated that it could be done. In lieu of the 

availability of multicat vessels, crane barges may be required for installation of MHK devices. Smaller 

crane barges for support of MHK installations (if needed) are typically available on the west coast by 

marine contractors such as Manson and Kiewit.

MPVs have been utilized in demonstration projects in Europe, possibly due to their availability in the 

region. Depending on the project, MPVs may or may not be required for assembly of OFW and MHK 

devices, as many of their capabilities can be provided by a combination of vessels. However, if a 

developer decides to utilize an MPV for assembly of an OFW or MHK device, significant port facilities 

may be required. 
41

3.5.2.4 Installation

Installation support vessels are utilized at the installation site, and may or may not be involved in the 

transport or assembly of the devices. A combination of vessels shown in Table 3-15 is expected to be 

required for installation of OFW and MHK devices. Exact vessel choice will vary and is dependent on the 

selected installation procedure for the selected device. However, at a minimum an AHT will be required 

for installation of the Semi-Sub OFW device. The towing vessel may be the same vessel that installs 

moorings for the device.

Table 3-15. Installation support vessels

Vessel Activities Tech. LOA

(Ft.)

Beam

(Ft.)

Draft

(Ft.) Port

AHT Installation Support OFW 200-360 45-80 15-26 AP

Ocean Tugs Installation Support OFW 105 40 16 AP

MPV/OCV

ROV Installation 

Inspection, Dive 

support, MHK Device 

Installation, OFW 

Installation Support

OFW, 

MHK 200-425 50-80 18-25 FCP or AP

Crane Barge 

(<500 tons) MHK installation MHK 100-200 40-70 5-10 FCP or AP

Multicat Tug Device Installation MHK 85 38 8 FCP or AP

Support Tug Device Installation MHK 85 38 8 FCP or AP

3.5.2.5 Operations and Maintenance (O&M)

Table 3-16 summarizes vessels that may be required to support OFW and MHK development. At the time 

of this study there is not an O&M industry yet developed for OFW and MHK so assumptions are 

required. The majority of vessels supporting O&M requirements will likely be stationed at a QRP. It is 

expected that repair and maintenance will be either performed at sea or quayside. Unlike construction, 

repairs may be required to be conducted in winter wave conditions. The winter wave climate and depth of 

deployments may preclude repairs from being conducted at sea and therefore may require towing back to 

shore. Large repairs to OFW devices may not be able to be conducted in a QRP, and so long distance 

towing by an anchor handling supply vessel tug is another possible requirement. 

According to one study, to support OFW O&M, one crew transfer vessel (CTV) vessel may be required 

for every 30 to 40 turbines, and for major repairs one MPV or offshore support vessel may be required for 

approximately every 80 turbines (ORRECA, 2014). Therefore, for a large windfarm (~80 turbines), two 

CTV vessels and one MPV or offshore support vessel may be required. In practice, one CTV vessel may 

be able to support an energy farm of 80 or more devices. Larger workboats or offshore support vessels 

may also be utilized, which can provide walk-to-work access via motion-compensating gangway. 

Motherships to support CTV vessels at OFW or MHK farms that are far from any potential QRP may or 

may not be feasible with the wave climate in the study area (annual average significant wave height of 

approximately 7.5 ft.). 

In order to conduct repairs in protected waters or in dry dock, MHK devices may be hauled on a barge or 
42 

in the water. Device removal may be on the order of every 2 to 5 years for scraping, repainting, 

maintenance, and repair (Advanced Research 2009). At sea repairs may be conducted via multicat vessel 

or a medium size workboat (Sandia 2014). Depending on the MHK technology, the vessel may require 

the following characteristics (Sandia 2014): 

 Sufficient deck-space to handle mooring lines and cable repair; 

 Dynamic positioning to allow for more effective operation; and 

 Crane lifting capacity of 5 tons at 20-ft. radius. 

Table 3-16. Operation and maintenance vessels 

Vessel Activities Technology LOA 

(Ft.) 

Beam 

(Ft.) 

Draft 

(Ft.) Port 

CTV Operations and Maintenance OFW 65 22 7 QRP 

MPV (or barge) Larger repairs OFW 200-

425 50-80 18-25 AP 

Repair Barge Larger repairs OFW, MHK 343 

300 

76 

90 

18 

16 

AP 

AHT Tow to port for major repairs OFW 200-

360 45-80 15-26 AP 

Crane Barge 

(700-1000 ton) Turbine Repairs OFW 380 105 10 AP 

Crane Barge 

(<500 tons) MHK installation MHK 100-

200 40-70 5-10 FCP or AP 

Multicat Tug Device Maintenance/Repair MHK 85 38 8 QRP 

Workboat or 

Offshore Support 

Vessel 

Device Maintenance/Repair MHK 85-200 30-50 - QRP 

Support Tug Device Repairs, barge towing MHK 85 38 8 QRP 

3.6 Key Findings 

A potential vessel database was developed based on the analysis of project prototypes and existing 

industries, metocean conditions, and vessel related activities identified for OFW and MHK development. 

Availability of vessels relative to specific OFW and MHK needs will be further addressed in Chapter 6 

and have been preliminarily assessed as described in Appendix D. Example photographs of the vessels 

described in this chapter are located in Appendix E. 

A summary of potential vessels for each port classification has been developed based on the potential 

vessel fleet and functions, and is shown in Table 3-17. A check mark indicates that the select vessel may 

need to be accommodated by each QRP, FCP, or AP for OFW and MHK. The navigation and berth 

requirements developed for assessment in Chapters 4 and 5 are based in part on the geometry of the 

vessels listed in Table 3-17. The vessels do not represent all vessels required for a single project; several 

of the same vessels in Table 3-17 can provide the same function. Ideally, and in most cases, one vessel 

may provide several functions (such is the case in Europe). Exact vessel selection will be dependent on 

project-specific variables not available at this time. 
43

Table 3-17. Potential vessel fleet shown by port classification

Port Technology

Potential Vessel QRP FCP AP OFW MHK Comment

Bathymetric Survey Vessel     QRP or AP

Research Vessel     QRP or AP

Cable Laying Vessel/Barge    Special-use

Offshore Construction Vessel (OCV)    

Function may overlap with

AHT/MPV

Multi-Purpose Vessel (MPV)    

Function may overlap with

AHT/MOCV

Bulk Carrier    

May overlap with Deck 

Barge

ABS Certified Deck Barge     

May overlap with Bulk 

Carrier

Ocean Tug    

Multiple tugs may be 

required, project 

dependent

Support Tug     

Multiple tugs may be 

required, project 

dependent

Multicat Tug    MHK only

AHT  

May overlap with MPV, 

OCV

O&M Mothership    

May not be required or 

feasible. Safe harbor 

needed. 

Crew Transfer Vessel (CTV)  

Operations and 

Maintenance. 

Workboat or Offshore Supply Vessel   

May be utilized for large 

component repairs

Crane Barge (100-500 ton)   

Use depends on 

assembly procedure

Crane Barge (700-1000 ton)  

Use depends on 

assembly procedure

Crane Barge (1000+ ton)   

Use depends on facility 

power production

Key findings from the assessment of vessel requirements to support OFW and MHK on the Pacific West 

Coast are summarized below in primary, and secondary key findings:

Primary Findings OFW and MHK

 Many vessel combinations are possible that could provide the necessary capabilities for an 

OFW or MHK project. More than one vessel may provide several services and in some cases 

vessels shown in each section provide the same function as others in the section. The exact 

vessel fleet for installation work will be dependent on developer technology, vessel availability, 

economics, timeline requirements, location, proximity to port, and metocean conditions.
44

 Metocean conditions and depths in the study area most likely will preclude the use of certain 

marine equipment (or will be subject to downtime) during assembly and installation activities 

when subject to open ocean sea state (such as floating cranes, jack-up barges, and CTV 

motherships). 

 Demonstration-scale energy farms will likely only use the vessel fleet already in use across the 

United States with potentially some limited specialty vessel charters for specific tasks. 

Manufacturing of new vessels is not expected be financially feasible for use in demonstrationscale projects.

 Specialty cable laying vessels or barges will be required to lay the shore and array power cables 

for most grid connected OFW and MHK projects unless a power cable is already in place. 

 Specialized vessels may require mobilization from elsewhere in the U.S., such as floating 

cranes, MPVs, AHTs, and Cable Laying Vessels.

 Specialty anchor-handling vessels will likely be required to install the moorings for OFW and

MHK. may also provide tow out of OFW devices. Vessel fleet findings for each port (QRP, 

FCP, and AP type) and technology (OFW, MHK) will be utilized to determine port berth and 

navigation requirements.

Primary Findings OFW

 Anchor-handling vessels which install moorings may also provide tow-out of OFW devices. 

 The fixed foundation offshore wind market in Europe is highly developed and select vessel 

functions to be required for the OFW and MHK industries carryover to the U.S. HMM 

anticipates that individual vessels may be subject to Jones Act restrictions.

Primary Findings MHK

 MHK mooring installations will likely require a vessel capable of anchor handling and mooring 

installation. 

 Installation vessel requirements for MHK technology may vary significantly due to variations 

in device geometry between MHK technologies. Vessels presented in this study are intended to 

be within the same order of magnitude for any MHK project; however, device specific vessels 

may be constructed for installation of the MHK devices.

 Vessels that have been used to install and maintain MHK in Europe (multicats) are not typically 

available in the study area, and therefore other vessels outfitted with cranes will likely be 

required for development of demonstration-scale projects. Multicats may be fabricated for 

commercial-scale MHK development. 

Secondary Findings

 Project specific towing of OFW and MHK devices will likely be subject to a marine warranty 

survey in order to be insured during transport, based on similar tows in the oil and gas industry. 

This process requires detailed analysis to determine required bollard pull of the towing vessels. 

 Vessel related activities for floating ocean energy development typically includes, at a 

minimum, the following: 

 Pre-installation surveys (bathymetric, marine mammal/birds, benthic, geotechnical, 

metocean)
45

 Shore-power and array-power cable laying

 Mooring installation

 Energy device installation

 Technician and equipment transfer including regular maintenance

 Similar floating foundation technology has been utilized for FPUs in the Oil and Gas Industry 

(Spar, Semi-Sub, TLP), though the FPU substructures appear to typically be larger. Because of 

the similarities, installation and transport requirements of these units has been considered as 

prototypes for this study, while also considering differences in magnitude.

 Demonstration projects may opt to utilize a single MPV vessel which could be modified to 

conduct cable laying, ROV, mooring installation, and device install in order to reduce costs.

 OFW Assembly ports should be able to accommodate an AHT.

 OFW QRPs must be able to accommodate CTVs. 

 Floating cranes may be utilized for OFW or MHK demonstration projects, but due to downtime 

associated with the wave and wind climate in the pacific, alternative methods may be 

developed for commercial-scale projects.

 Vessels utilized for installation will be required to have certification through the U.S. Coast 

Guard for use in open ocean conditions outside of protector harbors.

 Safe harbor must be accessible within close proximity for vessels utilized which are sensitive to 

sea state conditions.
46 

4. Assessment of Port Infrastructure Characteristics Needed to Support 

Floating Offshore Wind and Marine Hydrokinetic Technologies 

4.1 Introduction 

In this chapter, port infrastructure characteristics for classifications of port functions to support offshore 

floating wind (OFW) and marine hydrokinetic (MHK) industry development are described. Results from 

this analysis are used to assess existing port facility infrastructure and develop a gap analysis. Similar to 

Chapter 3, port infrastructure requirement findings are based on prototype analysis of similar industries, 

literature review, project assumptions, and operational and facility restrictions. In addition to higher 

volume commercial-scale ports, requirements for demonstration and smaller scale wind and MHK 

projects will be addressed. Analysis and findings in this chapter are divided into the following subsections: 

 Identifying functions and activities that the ports need to provide the capability to support OFW 

and MHK technology development; 

 Conducting a prototype analysis and literature review for fixed-foundation offshore wind ports; 

 Describing the regulations and restrictions that apply to the port functions and activities; and 

 Determining a range of port infrastructure facility requirements, depending on technology type. 

The potential vessel requirements developed in Chapter 3 are critical to determining harbor entrance and 

berth geometries required for OFW and MHK development. These vessels are shown by port 

classification and technology in Table 4-1. 

4.2 Prototype Analysis 

A review of existing ports providing facilities for offshore wind development and literature review of 

studies evaluating U.S. ports was conducted. Additionally, a cursory review of port infrastructure and 

procedures was conducted. Several studies have been developed to assess port infrastructure requirements 

for fixed-foundation offshore wind farm development in the U.S., which are referenced in this report. In 

addition, several ports in Europe currently provide services for offshore wind farm construction. These 

studies and existing ports have been reviewed for their applicability to OFW. Several demonstration-scale 

MHK devices have been deployed, as described in Chapter 3 for vessel-related aspects and will be 

described below as they relate to port infrastructure requirements. 

4.2.1 Fixed Foundation Offshore Wind 

This prototype analysis for offshore wind port facilities is divided between existing offshore wind port 

facilities in Europe, literature review of several studies for fixed-foundation wind estimating port facility 

requirements to support future U.S. offshore wind development, and a review of port facilities utilized for 

the deployment of demonstration-scale projects (existing and proposed). 

4.2.1.1 European Wind Farm Port Facilities 

Many ports and private facilities in Europe presently support construction and maintenance of offshore 

wind farms due to the highly developed nature of the industry in the area. To conduct a prototype analysis 

two ports were selected that provide different functions. The two selected ports are located in 

Bremerhaven, Germany (see Figure 4-2) and the Breakbulk and Offshore Wind (BOW) Terminal in 

Vlissingen, The Netherlands (see Figure 4-1). 
47

Figure 4-1. BOW Terminal handling foundations (BOW Terminal 

2014, Renews 2014)

Figure 4-2. Existing Bremerhaven port terminal.

(Bremerhaven Port 2016)

Bremerhaven is used as an example of an existing offshore wind cluster location (FCP and AP); whereas, 

BOW terminal is an example of a fabrication site terminal (FCP). Bremerhaven is planning for an 

additional offshore-specific terminal to be constructed in the near future in addition to its existing 

facilities. Both of these ports provide for commercial-scale offshore wind and are not representative of the 

scale of facilities required for demonstration-scale projects.

The fixed-foundation turbines are typically assembled offshore at the project site after installation of the 

foundation. The ports supporting offshore wind in Europe are often referred to as “Staging Ports,” as the 

major components are staged for transport and assembly at site. These ports are typically used to transport 

the major components (foundations, nacelles, etc.) onto vessels or barges that will assist or conduct the 

assembly of the complete unit at sea using jack-up technology. Though the foundation technology is 

different (i.e., fixed vs. floating), material and assembly requirements may be similar to floating 

foundations, and so should be considered similar for commercial-scale staging needs for OFW. Because 

the turbines are assembled at sea, foundations and turbine components may be fabricated and mobilized 
48

from different ports, only meeting at the installation location at sea. 

Characteristics of these terminals are shown in Table 4-1. The characteristics shown below will be used to 

aid in establishing a range of expected assembly port infrastructure characteristics for OFW. The future 

offshore terminal at Bremerhaven is expected to be able to handle assembly and load out of 

approximately 160 turbines per year.

Table 4-1. Prototype port characteristics

Bremerhaven Proposed Offshore 

Terminal Facilities (Bremenports 2011) BOW Terminal (BOW 2016)

Throughput Capacity 160 turbines/year Fixed Foundations

Navigation Channel 

Width N/A 250 m

Navigation Channel 

Depth 46 ft. 34 ft.

Air Draft Unlimited Unlimited

Berth

1640 ft. quay length

2-3 berths

230 ft. heavy duty slab

1110 ft. + 4590 ft. berth length

35 ft. draft

Accommodates jack up vessels

Harbor Location ~25 miles to open sea

1 hour to open sea.

Project sites > 500 miles

Crane Multiple 750 metric ton (mt) Crawler Cranes

(Existing Terminal)

1200 mt fixed crane

Mobile telescopic cranes up to 400 mt

Mobile harbor cranes 100-400 mt

Cherry pickers

Other Equipment

24/7 access

Logistics center

SMPTs for loads up to 1000 mt

Trailers, Offices, Scaffolding

Heavy lift personnel

24/7 access

Breakbulk terminal on site

Area

60 acres

Staging areas for 6 foundation structures, 18 

tower segments, 6 hubs, 6 nacelles and 18 

rotor blades, 6 “rotor stars”

Assembly area for the erection of jackets and 

tower segments, transformer substation

50 acres of storage

Covered Storage

Typically does not stage turbine 

components, foundations only.

Road/Rail Transport routes > 300 ft. in length > 100 ft. in 

width

Railway siding on terminal

Direct Highway Access

4.2.1.2 Literature Review

To estimate existing and future port infrastructure needs in the U.S. and Europe to support offshore wind, 

a number of studies have been conducted for various entities (U.S. Dept. of Energy, State of Maryland, 
49

Massachusetts Clean Energy Center, New Jersey Dept. of Transportation, Federal Highway 

Administration, and European Commission). The studies focus primarily on fixed-foundation offshore 

wind as this technology is already in use in Europe on a wide scale, unlike OFW, which is not in use. 

Selected notes from several of these studies is found in Appendix H, and a summary of the notes is shown 

in Table 4-2. The characteristics shown below will be used to aid in establishing a range of expected 

infrastructure characteristics for the three OFW port classifications used in the current study.

Table 4-2. Literature review notes of fixed-foundation offshore wind characteristics as applied to 

OFW assembly ports (FCP, QRP as noted)

Criteria Minimum Requirement

Throughput Capacity Commercial-scale: 30+ turbines.

Demonstration-scale: <5 turbines.

Navigation Channel Width Approximately 300 ft.

400 ft. horizontal clearance for transport of blades. 

Navigation Channel Depth 24 -32 ft. minimum depth.

Air Draft Unlimited

Berth 

450 ft. length, 24-ft. depth minimum.

Ideally more than 1 berth 450 ft. long.

Ideally one 80-ft. berth. 

~1000 ft. quayside length. 

~100 ft. clear width on the berth for maneuvering.

1000 pounds per square foot (psf) minimum bearing capacity (potentially les for 

MHK).

Ideally 2000 psf bearing capacity.

Harbor Location

QRP within 2 hours of devices.

Staging port may be hundreds of miles from installation location.

Larger distance from port will result in lower throughput rate

Crane

1000 ton crane. Preferred to be on rails.

Other smaller cranes needed for component assembly/movement.
50

Criteria Minimum Requirement

Area

Studies provide a wide range of upland acreage requirements (i.e. 11, 20, 60,100, 

and 200 acres. 

Upland acreage requirements based on size of the project, co-located manufacturing 

facilities, and efficiency of installation. 

Demonstration projects likely will likely used existing facilities and not buy projectspecific land. 

10 acres for MHK assembly and staging. 

0.5-2.5 acres for offices (QRP).

Offices may be located remotely (QRP).

Tower manufacturing: 3 to 50 acres

Nacelle manufacturing: 15 to 25 acres

Blade manufacturing: 37 to 62 acres

Generator manufacturing: 15 to 19 acres

Foundation manufacturing and staging: 30 to 50 acres

Submarine cable: 20 to 22 acres

Substation construction: Specialty constriction in existing shipyard

Construction Staging: 40-50 acres

Air Draft Unlimited

Other Equipment Crawler cranes, forklifts, cherry pickers, multiple axle trailer, self-propelled modular 

trailers (SPMTs) 

Road/Rail

Highway and Rail connections needed. 

90-ton limit typically, up to 400 tons on rail. Curvature limits exist and may restrict 

blade transport.

First generation vertical rail clearance is 19 feet above the top of rail (ATR). Second 

generation generally 22.5 feet ATR. Lines to ports may differ.

Most OFW components can be transported by rail.

MHK likely to be designed for transport over rail/road. Otherwise barges needed. 

Dock/Quayside Bearing 

Capacity

1000 psf minimum with mitigation measures. 2000 psf preferred. 

2000 psf usually not feasible on pile supported wharves. 

1000 psf may be required at QRP.

SPMTs likely required for larger OFW turbine components to meet allowable bearing 

capacity. 

Offshore substation

May be in excess of 1300 tons for large scale projects

Specialized crane required. 

Smaller projects may not require substation at sea

Typically ~6.5 tons per MW at substation. 

Manufacturing/Labor Secondary criteria. Few specifics on requirements. 

Vessels

Accommodate vessels 450 ft. LOA, 22-27 ft. draft, and 75-150 ft. beam.

1 Crew Transfer Vessel per 35-40 turbines.
51

4.3 Demonstration-scale Projects

Some existing demonstration-scale projects were identified in Chapter 3 as the Hywind Spar Buoy device 

in the North Sea of the coast of Norway and the WindFloat Semi-Submersible device in the Atlantic 

Ocean off the coast of Portugal. The two projects utilized similar size wind turbines, but varied greatly in 

assembly procedure. A brief description of the two projects follows. Currently, a three-device project is 

planned for the Oregon Coast outside Coos Bay utilizing the WindFloat technology.

4.3.1.1 Hywind Spar

The 2.3 MW Hywind Spar Buoy was constructed and deployed in 2009. The main spar was constructed 

by Technip in Pori, Finland (see Figure 4-3). The Technip yard constructs spars and other floating 

foundations for the oil and gas industry, which are transported to the Gulf of Mexico for final assembly. 

The Technip facility can be considered an example of a construction port (FCP) since the final assembly 

took place elsewhere. The construction facilities at Technip include the following (Technip 2016):

 9-acre heated covered workshop space.

 Main assembly hall ~500 ft. x 100 ft. x 100 ft., with 80-ft. hook height.

 ~4 acres of office and heated storage areas.

 330-ton, 160-foot assembly crane, and 2,400 ton lifting system.

 Two (2) heavy (450 t/m and 280 t/m) assembly and loadout rails for spar hull loadout.

 Purpose built 11,000-ton barge.

The Hywind demonstration device was towed 650 nautical miles (nmi) to intermediary sheltered deep 

water near Gotheburg, Sweden where it was uprighted. Once uprighted in water depth of approximately 

350 ft., the turbine tower, nacelle, and rotor were assembled by floating crane (example of assembly port). 

The assembled unit was towed upright 250 nmi to the final installation location. It is located 10 km off 

the coast of Norway in approximately 650 ft. of water, and displaces approximately 5300 m3 of water 

(Hywind 2015). 

Figure 4-3. Hywind construction location in Pori, Finland (Technip

2013)
52

Due to constraints the deep draft (>250 ft.) of the Hywind floating foundation has on installation and 

assembly procedure, the developer (Statoil) is interested in developing technology specific marine 

infrastructure to aid in deployment of the technology. The technology would allow installation in 

locations where sheltered water areas with depth greater than 300 ft. is limited (such as the West Coast of 

the U.S.). Statoil conducted a competition to develop new methods for installation and assembly of wind 

turbines on the Hywind technology. Three winners were announced in August 2015 (Atkins, MODEC, 

and Ulstein), but limited information is available on the type of infrastructure that would be required. 

Figure 4-4 shows visualizations of the potential installation types. This potential change installation 

methodology is an example of how technology in this industry is still in development. 

Figure 4-4. New potential Hywind installation procedures (Statoil 2015)

4.3.1.2 WindFloat 

The WindFloat demonstration project in 2009 was constructed in Lisbon, Portugal, and used a 2.6 MW 

device. The components were fabricated by a metal fabricator in the area and assembled at dry dock in the 

Lisnave Shipyard. The primary crane at the dry dock where the device was constructed has a capacity of 

500 tons. The entire unit was assembled in dry dock including the floating foundation, the tower, nacelle, 

and rotor. The dry dock used has a width of approximately 250 ft.. In addition to the 500 ton crane, 

several 100 ton cranes were used. The assembled unit was floated out of the dry dock using additional 

floats to reduce the draft for transportation in the river. It was then towed out to the Atlantic where it was 

installed in 150 ft. of water, 225 miles from port. 

The WindFloat technology is also proposed to be installed offshore of Coos Bay, Oregon in a 

demonstration-scale project. It is proposed to construct the floating foundations at a construction port, and 

then tow the foundations to an assembly port (transit draft approximately 23-27 ft. without turbine 

affixed). At the assembly port the tower, nacelle, hub, and blades will be assembled and affixed to the 

floating foundation using a temporary mobile crane. Required hub height is approximately 330 ft. and 

requires lifting a 400 ton nacelle. Minimum depth requirements once assembled are approximately 32-40 
53

ft., dependent on project specifics. In order to handle the blades quayside, a clear space of 120 ft. wide by 

650 ft. in length may be required. 

Larger commercial-scale projects will likely require larger permanent infrastructure. In order to be 

constructed in dry-dock, the facility must meet minimum width requirements for the device (exact device 

dimensions may vary for each project need). Construction of the foundation may be located in a different 

port than the final device assembly location. 

4.3.2 Marine Hydrokinetic

Example MHK demonstration projects were identified in Chapter 3 and vessels used for installation and 

assembly were discussed. This section describes port facility infrastructure used in these prototype 

example projects. 

4.3.2.1 Pelamis

The Pelamis device deployed off the coast of Scotland was constructed in Leith, Edinburgh, U.K., as 

shown in Figure 4-5 (Yemm et. al. 2011). According to these authors, “Land-based modular construction 

requiring minimal weather windows for rapid offshore installation is an essential engineering feature 

necessary for viable commercialization.” and “The harsh offshore environment prohibits general access 

for repairs and maintenance, so a method is required to enable rapid removal and installation of machines 

across a range of sea conditions commonly available throughout the year. As Pelamis has a long, thin 

shape, it can be easily towed by small vessels, and its shallow draft requires only a few meters of water 

depth to enter sheltered facilities.” (Yemm et. al. 2011). Inspection and maintenance work is currently 

carried out at the village of Lyness, on the Orkney Islands, where the machine is located when not at the 

wave test site, ready for redeployment in suitable weather windows (European Marine Energy Center

2011). The pier at Lyness was previously a naval facility. 

The major device components (similar to those shown in Figure 4-5) were transported from the 

fabrication facility to the quayside area by use of a self-propelled modular trailer (SPMT) by Mammoet. 

At the quayside location the device was lifted into the harbor in tandem by two 500 metric ton (mt) cranes 

lifting in tandem (i.e., four sections, each section weighs approximately 190 mt) (Renewable Energy

World 2011). 

Figure 4-5. Pelamis device installation (Yemm et al. 2011)

4.3.3 Ocean Power Technologies

The Ocean Power Technologies (OPT) Power Buoy device was constructed at Oregon Iron Works, and 
54

had been planned for deployment off the coast of Reedsport, Oregon. Though the device (Figure 4-6) 

completed construction, it was not deployed in Oregon. OPT had planned to use the services of several 

companies in Oregon: American Bridge of Reedsport, Oregon; Northwest Underwater Construction 

(mooring); and Knutson Towboat Company. The buoy was transported via barge, with the largest 

component 18-ft. wide, 117-ft. long and weighing 150 tons (Northwest Structural Moving (NWSM

2013)). NWSM was contracted to move the components from the fabrication site to the pier where they 

would be loaded onto two barges. The three smaller components consisting of the “heave plate,” “float,” 

and “bridge assembly” were loaded onto the first barge. The main component known as the “spar” was 

loaded onto the second barge. NWSM used its remote control self-propelled transport system to ensure 

smooth and level movement of the components without the use of a truck. Use of the SMPT is shown in

Figure 4-7.

Figure 4-6. Example of staged full-size MHK device using 

scaffolding (Hug Energy Inc. 2015)

Figure 4-7. MHK barge loading at Oregon Iron Works (NWSM 2013)

4.3.4 Oil and Gas Industry

Semi-subs, Spars, and tension-leg platform (TLP) devices which are installed in the Gulf of Mexico are 

typically constructed in the Gulf of Mexico (Brownsville, Houma, Ingleside), or constructed 

internationally (Asia, Europe) and transported to an assembly port on the Gulf of Mexico. 

An example of this is the facility where the Hywind prototype was constructed. A Technip facility was 

responsible for construction of the Heidelberg foundation, a 110-ft. diameter, 600-ft. long, Truss Spar 
55

which was installed in the Gulf of Mexico. The device was towed to Ingleside, Texas, and final assembly 

of the topside took place in the Gulf of Mexico (see Figure 4-8). This device is approximately twice as 

long and three times the width as the Hywind prototype. 

Figure 4-8. Gulf Island Fabrication Company, Ingleside, Texas.

(Center for Land Use Interpretation 2016)

4.4 Regulations and Guidelines

To estimate infrastructure requirements based on required port functions and activities, the regulations 

and restrictions that govern these requirements need to be considered in order to be properly evaluated. 

The following regulations, restrictions, and organizational standards were reviewed for incorporation into 

port facility infrastructure assessment: 

 The World Association for Waterborne Transport Infrastructure (PIANC)

 United States Department of Transportation

 Occupational Safety and Health Administration (OSHA)

 American Bureau of Shipping (ABS) Building and Classing Standards for Offshore 

Floating Wind

4.4.1 PIANC

The World Association for Waterborne Transport Infrastructure (PIANC) provides guidelines for the 

design of navigation channel depth and width in their publication Harbour Approach Channels - Design 

Guidelines Report n° 121 – 2014 (PIANC 2014). PIANC has Technical Commissions concerned with 

inland waterways and ports (InCom), coastal and ocean waterways (including ports and harbors) 

(MarCom), environmental aspects (EnviCom) and sport and pleasure navigation (RecCom). Report n° 

121 was produced by an international Working Group convened by the Maritime Navigation Commission 

(MarCom). Members of the Working Group represent several countries and are acknowledged experts in 

their profession. The objective of the report is to provide information and recommendations on good 
56

practice. Conformity is not obligatory and engineering judgement should be used in its application, 

especially in special circumstances (PIANC 2014). Guidelines in this report were developed to provide 

conceptual level estimates of navigation channel access requirements for the design vessels and devices 

for the study. 

4.4.2 U.S. Department of Transportation 

4.4.2.1 Helipad Requirements

The advisory circular Heliport Design #150/5390-2C (Federal Aviation Administration 2012) provides 

standards for the design of heliports serving helicopters with single rotors. The helicopter landing and 

takeoff pad (TLOF) and other safety parameters for the helipad are shown in Appendix I. 

4.4.2.2 Overland Transport Regulations and Standards 

Overland transport regulations and standards were discussed in Chapter 2 and are summarized in 

Appendix F.

4.4.3 Occupational Safety and Health Administration

OSHA provides guidance on port lighting restrictions, which can impact the ability to handle very long 

cargo. Based on 29 C.F.R. 1917.123, areas where employees are working must provide at least 5 candles 

of light, and must not be in the line of sight of workers. Typically this results in light pole spacing of 250-

400 ft., depending on the power and height of the lights.

4.4.4 American Bureau of Shipping

ABS is one of the major classification societies in the marine industry. In addition to classifying vessels, 

ABS has developed certification criteria for OFW structures. 

In order for the floating wind turbine to be ABS certified as an “A1 Offshore Wind Turbine Installation 

(Floating)”, the installation must follow guidelines in the ABS document, Guide For Building and 

Classing Floating Offshore Wind Turbine Installations (ABS 2013). 

In this document, periodic minimum periodic inspections are required as follows:

 An Annual Survey of the Floating Offshore Wind Turbine Installation is to be carried out.

 A Special Periodical Survey of the Floating Offshore Wind Turbine Installation is to be carried 

out within five (5) years of the initial Classification Survey, and at five-year intervals thereafter. 

 Underwater inspections can be considered as an alternative to the dry-docking surveys. A 

minimum of two underwater inspections is to be carried out during each five-year period of 

Special Periodical Survey. 

4.5 Vessel Navigation and Berthing

4.5.1 Navigation

Based on an assessment of the potential vessel fleet which may be required to support these industries, 

conceptual-level navigation horizontal channel geometry requirements were estimated based on 

international guidelines (PIANC 2014) and the United States Army Corps of Engineers (USACE 2006) to 

support the fleet. Additionally, conceptual-level analysis of the navigation requirements for OFW and 
57

MHK devices was conducted. Figure 4-9 shows a visualization of the cross-section of a navigation 

channel. 

The channel dimensions are defined not only by its geometric characteristics but also by its aids to 

navigation, its limiting operating conditions and by any need to use the assistance of tugs or patrol vessels 

to safely navigate the channel. A more detailed design phase is required to assess the adequacy of the 

navigation channel, and may result in less conservative requirements. 

Figure 4-9. Navigation channel width (left panel) and depth (right panel) diagrams (USACE 2006)

Some vessels shown have a range of sizes based on potential geometry discussed in Chapter 3. USACE 

document EM 1110-2-1613 states a value (navigation channel width) of 2.5 times the design ship beam 

for canals with negligible currents should be conservative (USACE 2006). Therefore, an approximate 

lower bound of potential navigation channel width requirements is assumed to be 2x vessel (or device) 

beam (herein referred to as “ideal”), for 1-eay traffic for channels with negligible currents. Appendix G

shows conceptual level limiting navigation channel geometry in ideal conditions. Ideal conditions were 

selected as to not preclude certain ports from being considered, even if only accessed with ideal 

conditions.

4.5.2 Berthing

Based on an assessment of the vessel fleet that may be required to support OFW and MHK conceptuallevel berth requirements were estimated. The assessment is based on national (USACE 2006) and

international standards (ABS 2014, PIANC 2002) and the potential vessel fleet. A more detailed design 

phase is required to assess the adequacy of the facility, which considers specific metocean conditions to 

the location of the facility, and may result in less conservative requirements. Furthermore, it is assumed 

that should a port state the capability to support a certain length vessel, that the port facilities meet 

standards. General requirements for shore parallel berths include the clearance between vessels at berth, 

width of dredged tidal berth, and the length of the dredged area, as shown in Figure 4-10. Conceptuallevel vessel berthing diagram More detailed analysis of berthing requirements for the potential vessel fleet 

is located in Appendix G. 

OFW foundations, and some MHK devices, have significant beam, and berthing width requirements, 

greater than most of the support vessels that will be using the ports. If berthed quayside at an Assembly 

Port, Construction Port, or Cluster Port, the device should have a clearance from the edge of the nearby 

navigation channel (and passing vessels) that meets local USACE requirements. The specific offset 
58

distance may vary by restriction, but based on initial review the required offset distance is approximately 

100 ft. 

Figure 4-10. Conceptual-level vessel berthing diagram

4.6 Port Infrastructure Requirement Criteria Results

Port facility infrastructure requirements for commercial-scale and demonstration-scale OFW and MHK 

development is assessed in this section and is based on the prototype analysis, vessel analysis, review of 

existing studies, and discussions with developers. Port facility requirement criteria will differ for each 

port classification and technology as the functions and vessel requirements are different. Because the 

industry is early-stage, and deployment technologies and methodologies are still in development, the 

requirements presented in this section are intended only as a broad review of likely port facility 

requirements based on available data and technology. Technology yet to be developed that is device or 

project specific cannot be estimated or included in the study at this time. Specific projects will have 

individual needs that will need to be analyzed in more detail prior as part of project planning, and which 

may differ from the criteria presented herein. Additionally, the requirement criteria presented is not 

necessarily applicable to demonstration-scale projects, unless otherwise noted. Demonstration and other 

early stage projects will likely rely on available infrastructure and will not have the resources to develop 

technology specific facilities that would increase production efficiency to the level needed for 

commercial-scale projects.

Primary and secondary facility requirement criteria are presented for each port. Primary criteria include 

port characteristics that are very difficult to mitigate, whereas secondary criteria represent port 

characteristics that may be mitigated by redevelopment, construction of new infrastructure, or 

procurement of equipment. 

Because each port classification provides different functions, the primary and secondary criteria may 

differ for each port classification. Estimated requirements for the port classifications are divided between 

OFW and MHK for the QRP and FCP ports since these requirement criteria were found to differ between 

the technologies. The estimated requirements for AP ports are divided between two tables: one for OFW 

which details the different OFW technologies separately (Semi-Sub, Spar, TLP); and one that 

parameterizes requirements for MHK.

4.6.1 Quick Reaction Ports

4.6.1.1 Navigation and Berthing

It is likely that bathymetric, benthic, and other pre-construction surveys will be based out of the QRP for 

both OFW and MHK projects. The crew transfer vessels (CTVs) will be based out of the QRP for OFW 

projects and must be able to reach the windfarm within 2 hours. This may limit the available location of 

windfarms to being sited near a QRP. The number of berths required is dependent on the number of 
59

turbines in the array. Navigation requirements are based on conceptual-level navigation channel analysis. 

MHK operation and maintenance requirements are less well known than that of the OFW devices since 

the industry is in its nascent stage. It has been assumed that MHK maintenance will be conducted by a 

coastal or multicat tug, and may require towing of the device to shore for repairs. 

4.6.1.2 Upland Infrastructure

Operations and maintenance will require service parts and other equipment to be delivered to the QRP. To 

meet this demand, the QRP should have at a minimum highway access. 

Rail may not be required since major repairs will be conducted out of either the construction port or the 

assembly port. Based on review of existing QRPs and literature, 1-2 acres of upland space will be needed 

to serve as a base of operations. 

The WindFloat device is outfitted with a helipad, and maintenance work may be accessed via helicopter. 

Helicopter access may also be available by landing on top of the nacelle. The helipad at the QRP must 

meet FTA standards. Cranes should be available to load the crew transfer vessel with minor repair 

components. Floating wind devices will require periodic maintenance and inspection of the structure, 

which may include towing to port (not to QRP) or dive inspections. Depending on the device type, MHK 

technology may need to be towed to port for maintenance and repair (i.e., Pelamis)

Table 4-3. Quick Reaction Port facility criteria shows navigation and facility infrastructure divided 

between primary and secondary criteria. 

Table 4-3. Quick Reaction Port facility criteria

Criteria OFW MHK Comment

Throughput Capacity 30+ 30+ Demonstration-scale project 

requirements may differ.

Primary Criteria

Navigation Channel 

Width 100 ft. 100 ft. CTV and coastal tug.

Navigation Channel 

Depth 12 ft. 12 ft. CTV and coastal tug.

Air Draft ~100 ft. ~100 ft. CTV and coastal tug.

Max Vessel Length 75 ft. LOA 75-85 ft. LOA CTV and coastal tug.

Max Vessel Draft 10 ft. draft 10-11 ft. draft CTV and coastal tug.

Number berths 1 berth 1 berth 

Assume similar vessel count 

requirements for MHK farms 

and OFW.

Harbor Location <40 nmi from the project 

site

<40 nmi from the project 

site

Must be within 2 hours of project 

site.

Area 1-2 acres 1-2 acres

MHK may be remotely 

operated, but staging area for 

repair and maintenance facility 

required.
60

Criteria OFW MHK Comment

Secondary Criteria

Other Equipment Forklifts, crawler cranes, 

cherry pickers.

Forklifts, crawler cranes, 

cherry pickers

Transport of minor repair 

components and maintenance 

equipment.

Skilled Labor Pool and 

Manufacturing

Base of skilled technicians 

required.

Base of skilled 

technicians required.

Helipad 84 ft. Safety Zone Likely not required

Quayside Bearing 

Capacity N/A N/A

Major components not handled 

at QRPs. Significant repairs will 

occur at assembly port.

Road/Rail Highway connection Highway connection Repair and maintenance 

components.

Crane ~5 ton ~5 ton

Could be purpose-built. If the 

device needs to be lifted out of 

the water for repairs, a larger 

crane may be required.

4.6.2 Fabrication and Construction Ports

4.6.2.1 Navigation and Berthing

Navigation and berthing requirements at FCP OFW ports are likely to be limited by the vessels utilized to 

transport large components (blade, nacelle, etc.) and the transport of constructed OFW foundations (not 

including the turbine). 

Table 4-6 shows likely port facility characteristics for fabrication, construction, and transport of floating 

foundation in one column, and floating foundations in another column. Port facility characteristics for 

MHK technologies are shown in the right column. Transport of components will likely be conducted 

either by bulk carriers or deck barges. Bulk carrier vessels may be up to approximately 500 ft. in length, 

and FCP OFW ports should be able to accommodate these vessels. Alternatively, the manufactured 

components may be shipped via barge. A higher throughput rate may require larger-scale bulk carrier 

vessels, which may require deeper channel dimensions than those shown in Table 4-6. 

Transport of constructed foundations will require adequate navigation depth, navigation channel width. 

Navigation depth required to tow the floating foundation at the FCP is less than at the AP because the 

turbine is not yet affixed, similar to a light draft vessel with a light load. Another consideration is berth 

clearance from nearby passing vessels. The beam (width) of the OFW devices is considerably larger than 

vessels of the same tonnage. Berthing of the device quayside should allow approximately 100 ft. from the 

edge of the structure to the edge of the navigation channel (specific requirements vary based on USACE 

district). 

MHK port navigation and berths are likely to be controlled by either bulk carrier vessels or deck barges. 

MHK device components are assumed to be transported to the assembly port location for final assembly. 

Marine towing of fully assembled devices will occur from the AP port only. Demonstration-scale MHK 

projects may not require deep draft bulk carrier for transport of MHK components. 
61

4.6.2.2 Upland Infrastructure

FCPs include manufacturing and construction of the OFW and MHK units, and component import/export. 

Based on review of the existing offshore wind industry in Europe, studies conducted evaluating potential 

U.S. facilities, and discussions with developers, significant manufacturing capability is required for the 

construction of OFW foundations and turbines. Significant upland area is required to house the 

manufacturing facilities required to support OFW. Different manufacturing and construction activities 

will likely have different component specific transport and upland area requirements. Each element of the 

turbine (blades, nacelle, tower), could require 10-20 acres, or more, for commercial-scale fabrication 

facilitates. Staging and transport could require another 10-50 acres depending on the throughput and 

component type. Facility requirements in 
62

Table 4-4 indicate the likely minimum facility requirements for a port to produce a single component 

type. Array and shore cables are assumed to be fabricated at existing facilities elsewhere. 

Figure 4-11. Example of specialized upland equipment to 

maneuver blades (Siemens 2014)

Dry dock capability may preferred by developers for construction of the floating foundation. Depending 

on project specifics the dry dock may need to accommodate a device (Semi-Sub, Spar) width between 

175 and 225 ft. or greater. The Principle Power pilot project in Portugal showed an example of 

construction of the foundation co-located with assembly in dry dock. Alternatively the foundations and 

turbine components may be constructed upland or in other purpose-built facilities, as found in Europe at 

ports like Blexen, Cruxhaven, and Bremerhaven. Early stage or demonstration projects will likely utilize 

available construction and fabrication facilities rather than purpose built facilities. 

To manage movements of the raw material and smaller components required for fabrication and 

construction of the foundation and turbine components adequate overland transport connections are 

required. This could be a combination of road and rail, or direct rail access. The size of the larger 

constructed components (nacelle, tower, etc.) precludes the use of truck transport. The components need 

to be transported from the fabrication facility to the assembly port via either rail or marine transport. 

Ideally the fabrication facilities are co-located with the assembly port as a cluster. 

Table 4-6 shows navigation and facility infrastructure divided between primary and secondary criteria. 
63

Table 4-4. Fabrication and Construction Port facility criteria

Criteria OFW 

Foundations

OFW Turbine MHK Comment

Throughput Capacity 30+ 30+ 30+ The number and rate of 

turbines constructed.

Primary Criteria

Navigation Channel 

Width

Spar: <200 ft.

Semi-Sub: ~330 

ft.

TLP: 300-450 ft.

~150-200 ft. 150-200 ft.

MHK components assumed 

to be transported via barge or 

bulk carrier. 2x device width 

(beam) as ideal conceptual 

minimum:

Navigation Channel 

Depth

28 ft. minimum. 

Specific devices 

may have slightly 

different values.

25 ft. minimum. 

38 ft. ideal.

25 ft. minimum. 

38 ft. ideal.

Constructed foundation 

transport and bulk carrier.

Harbor Location Worldwide Worldwide Worldwide May be limited by Panama 

Canal (106 foot beam).

Skilled Labor Pool 

and Manufacturing

Significant skilled 

labor pool 

required

Significant skilled 

labor pool 

required

Significant 

skilled labor 

pool required

Area

~50 acres, 

depending on 

throughput. 

10-20 acres 

minimum to 

provide an 

element of 

construction. May 

be up to ~100-

200 acres for 

multiple 

fabrication 

facilities. ~650 feet 

of quayside length 

may be required 

for blade 

maneuvering

1-5 acres

Dependent on size of project. 

Not counting assembly 

staging. Demonstration-scale

area requirements are 

smaller.

Road/Rail

Highway 

connection 

required. Rail 

preferred.

Transport of 

constructed 

turbine 

components via 

rail require nonstandard rail cars

Highway 

connection 

required. Rail 

preferred.

Required for delivery of raw 

materials. Next generation of 

wind components likely not 

transportable via road.

Secondary Criteria

Max Vessel Length ~470 ft. vessel

Device moored 

appx. >100 ft. 

from Nav. 

Channel

~470 ft. vessel

Bulk carrier. Demonstrationscale projects will likely use 

smaller barges.

Air Draft 150 ft. 150 ft. 150 ft. Bulk carrier. Less if barges 

are utilized. 

Berth Depth/ Max 28 ft. berth depth 25 ft. berth depth 25 ft. berth Minimum for bulk carrier. 
64

Criteria OFW 

Foundations

OFW Turbine MHK Comment

Throughput Capacity 30+ 30+ 30+ The number and rate of 

turbines constructed.

Vessel Draft minimum. 38 ft. 

ideal.

minimum. 38 ft. 

ideal.

depth 

minimum. 38 ft. 

ideal.

Larger carriers up to 38 ft. 

Demonstration-scale projects 

will likely use smaller barges.

Number of Deep 

Draft Berths

1 (minimum) - 2 

(ideal) 1

1 (minimum) - 2 

(ideal)

Assume deep draft is 25 ft. or 

greater.

Crane ~500-1000 ton ~500-1000 ton ~500-1000 ton

Dependent on construction 

procedure and technology. 

Mobile crane may be 

sufficient. SPMT to dry dock 

may be utilized to bypass 

crane requirement. 

Dry dock and 

Shipyard

Dry dock may be 

preferred. 

Width/length 

varies by 

technology

Spar: ~300 ft. 

length

Semi-Sub: 

~175 ft. width

TLP: ~175-230 ft. 

width

Dry dock not 

required for 

turbine 

component 

fabrication and 

transport

Dry dock does 

not appear to 

be required, 

though may be 

beneficial for 

efficiency.

Demonstration-scale projects 

may prefer dry dock but not 

necessarily required.

Other Equipment

Forklifts, crawler 

cranes, cherry 

pickers.

Specialized 

equipment, 

Forklifts, crawler 

cranes, cherry 

pickers, SPMT

Forklifts, 

crawler cranes, 

cherry pickers, 

SPMT.

Blade movements require 

specialized equipment.

Quayside Bearing 

Capacity 1000 psf. 1000 psf. N/A

Berth Length/ Max 

Vessel Length

575 ft. berth 

length /~470 ft. 

vessel

Device moored 

appx. >100 ft. 

from Nav. 

Channel

575 ft. berth 

length /~470 ft. 

vessel

Bulk carrier. Demonstrationscale projects will likely use 

smaller barges.

Berth Depth/ Max 

Vessel Draft

28 ft. berth depth 

minimum. 38 ft. 

ideal.

25 ft. berth depth 

minimum. 38 ft. 

ideal.

25 ft. berth 

depth 

minimum. 38 ft. 

ideal.

Minimum for bulk carrier. 

Larger carriers up to 38 ft. 

Demonstration-scale projects 

will likely use smaller barges.
65

4.6.3 Assembly Ports

4.6.3.1 Navigation and Berthing

Assembly Ports must have the capability to handle import of constructed components and tow-out of 

assembled devices to the installation site. Depending on the location and the technology assembly may 

occur quayside, in dry-dock, or offshore in a sheltered or semi-sheltered deep-water. Table 4-5 and Table 

4-6 describe the port facility characteristics assumed to be required to act as an Assembly Port for OFW 

and MHK, respectively. 

Table 4-5. OFW Assembly Port facility criteria

Criteria OFW Comment

Semi-Sub Spar TLP

Throughput 

Capacity 30+ 30+ 30+ Assumed commercial-scale

Primary Criteria

Navigation 

Channel Width >=~330-440 ft. ~200-300 ft. >~300-440 ft.

If berthed quayside, device 

must have 100 ft. minimum 

offset from navigation 

channel.

Navigation 

Channel Depth

32-39 ft.

(conceptual)

~20-30 ft. if 

assembled at 

sea 

(depending on 

vessel).

~ 300 ft. if 

assembled in 

protected 

waters.

32-39 ft.

Air Draft Unlimited Unlimited Unlimited

Area

10-15 acre minimum

50-100 acre ideal

10-15 acre 

minimum

50-100 acre 

ideal

10-15 acre 

minimum

50-100 acre ideal

Assembly only. Depends 

on size of windfarm.

Secondary 

Criteria

Quayside Bearing 

Capacity Minimum 1000 psf Minimum 1000 

psf

Minimum 1000 

psf

Crane 1000 ton 1000 ton 1000 ton

Road/Rail Highway connection 

required. Rail 

preferred.

Highway 

connection 

required. Rail 

preferred.

Highway 

connection 

required. Rail 

preferred.

Max Vessel Length ~470 ft. vessel ~470 ft. vessel ~470 ft. vessel
66

Criteria OFW Comment

Semi-Sub Spar TLP

Throughput 

Capacity 30+ 30+ 30+ Assumed commercial-scale

Max Vessel Draft 39 ft.

(conceptual)

25 ft. 

(minimum)

39 ft. (ideal)

Not available

Based on device transit 

draft (Semi-Sub) and bulk 

carriers (Spar),

Number of Deep 

Draft Berths 1-2 1-2 1-2 Deep draft >25 ft.

Other Equipment Specialized 

equipment, Forklifts, 

crawler cranes, 

cherry pickers, 

SPMT or marine 

railway

Specialized 

equipment, 

Forklifts, 

crawler cranes, 

cherry pickers. 

SPMT or 

marine railway

Specialized 

equipment, 

Forklifts, crawler 

cranes, cherry 

pickers. SPMT or 

marine railway

Component maneuvering 

requires specialized 

equipment.

Skilled Labor Pool 

and Manufacturing

Skilled Labor 

needed.

Skilled Labor 

needed.

Skilled Labor 

needed.

Dry dock Use and 

Width May be assembled in 

dry dock. ~175+ ft. 

width. May also be 

assembled quayside.

Demonstration 

project did not 

use dry dock.

~150-250 ft. width 

May also be 

assembled 

quayside. Dry 

dock not planned 

for demonstration 

project 

Table 4-6. MHK Assembly Port facility criteria

Criteria MHK Comment

Throughput Capacity 30+

Navigation Channel Width 210-300 ft. Information on Floating Oscillating Water Column device width is 

conceptual only. Width required may be ~330 ft. 

Navigation Channel Depth 25 ft. minimum, 

39 foot ideal

Information on Floating Oscillating Water column draft is conceptual 

only. Depth Requirement may be up to 50 feet for such a device. 

Road/Rail

Highway 

connection 

required. Rail 

preferred. 

Components will be assembled at the port. Depending on location of 

fabrication facility, components may be shipped overland via truck or 

rail. 

Secondary Criteria

Berth Length/ Max Vessel 

Length

~470 ft. vessel Bulk carrier

Berth Depth/ Max Vessel 

Draft

25 ft. 

(minimum)

39 ft. (ideal)

Bulk carrier. Device specific draft requirements of devices in 

development may exceed bulk carrier draft. If barges are used 

instead, draft may be less. 
67

Number of Deep Draft 

Berths

1

Crane 500-1000 ton Depends on Technology

Area 10 acres Source: ORECCA Report. May differ for specific devices and 

projects. 

Air Draft

150 ft. Potential bulk carrier air draft requirements. Bulk carrier assumed to 

move more components on commercial-scale. If barge used instead 

air draft would be reduced 

Other Equipment

SMPT, 

Forklifts, 

crawler cranes

Marine railway may also be utilized. 

Skilled Labor Pool and 

Manufacturing

Skilled Labor 

needed.

The height of the assembled OFW devices (>600 ft.) does not allow for any bridges or other air draft 

obstructions seaward of the assembly location. Assembly locations may also occur at private terminals. 

Semi-Sub and TLP devices will likely be towed out from port fully assembled and therefore the 

navigation channel must be able to accommodate the draft of the assembled device, the width of the 

assembled device, and the clear width needed for the wingspan of the blades. Assembly procedure for 

Spar technology is still in development and specific navigation requirements for the newest developments 

have not yet been tested in the field. The Hywind demonstration project was assembled in deep water

offshore of an assembly port where turbine components were staged, which is the assumption for this 

study. For this study it is assumed that cable laying vessels will not require access to the Assembly Port. 

4.6.3.2 Upland Infrastructure

OFW Assembly Ports must have the capability to store, maneuver, and attach turbine components to the 

foundation. MHK assembly ports must accommodate component import, have lay-down area for 

component assembly, and have crane capability to move the device to either a barge or into the water. 

MHK devices may be fully constructed at the FCP port, but require staging at the AP prior to deployment. 

Weight of the components requires a heavy-slab for storage, movement, and staging of the components, 

likely on the order of 1000 pounds per square foot (psf). Some components may require additional 

capacity, but actions such as SPMTs or spreaders may be used to mitigate. Other specialized equipment 

will be required to maneuver the blades and other components. 

Assembly of Semi-Subs and TLPs may occur in dry dock if available. Spars may be constructed in dry 

dock, but due to draft requirements, assembly is not likely (given existing technology. Crane capability 

will likely need to be on the order of 1000 ton capacity (ideally) to assemble the heavier components (i.e. 

nacelle) for the scale of turbines anticipated for OFW (6 MW+). Marine railways may be utilized. 

Staging and assembly area estimates vary based on review of existing literature and fixed-foundation

staging ports. The area will also vary depending on the throughput and proximity to the installation 

location. It’s assumed in this study that a minimum area will be approximately 10-15 acres for assembly 

and staging, with 50-100 acres as the ideal. 

Skilled labor is necessary but not at the same scale as needed for the FCPs. Depending on the assembly 

location (private/public) labor from the longshoreman unions may be available. 
68

4.6.4 Cluster Ports

In this study Cluster Ports are assumed to typically contain fabrication, construction, staging, and 

assembly functions. There is additional efficiency in co-locating upland staging and transport 

requirements that can be utilized by co-locating functions from the FCPs and APs, however, the amount 

of land required is extensive and may be difficult to find with adequate navigation geometry. The ideal 

OFW Cluster Port would have no air draft restrictions, deep draft navigation channel (~38 ft.), significant 

manufacturing capabilities and a large skilled workforce, over 100 acres of upland space available for 

development, highway and rail connections, a 1000 ton crane, multiple deep draft berths, 1000-2000 psf 

bearing capacity, a dry dock, and be located near several OFW installation locations. The ideal MHK 

cluster port would have a deep draft navigation channel, significant manufacturing capabilities, a large 

skilled workforce, 10-20 acres of upland space available for development, and be located near MHK 

installation sites. It is assumed that power cable manufacturing will utilize existing facilities, and may 

require mobilization from outside the project area. 

4.7 Summary and Next Steps

Recommended parameters outlined described in this chapter for the QRPs, FCPs, and APs will be used to 

conduct a gap analysis against facilities currently available on the West Coast. This will include facilities 

available at public ports as well as private facilities such as dry docks and other shipyards. Specific OFW 

and MHK projects requirements may differ from what was presented in this report due to the dynamic 

nature of the industry and very specific needs for each technology type, but information presented in this 

study is intended to be representative of the expected facility requirements based on available information 

and the direction of the industry. 

4.8 Key Findings

A range of port facility and navigation requirements was developed for OFW and MHK development and 

the different activities to support the industries. Findings in this assessment will be used to develop the 

gap analysis and port facility assessment in the following chapter. 

Key findings are summarized below: 

Primary Findings OFW and MHK

 Depending on the throughput, commercial-scale fabrication facilities may require approximately 

10-50 acres or more of upland area, depending on the component and number of components 

being fabricated on site. 

 APs and FCPs will likely accommodate either a deck barge or bulk carrier to transport OFW and 

MHK components to the Assembly Port, since jack-up vessels are likely not likely to be used.

 A large skilled labor pool is required for commercial-scale OFW and MHK fabrication and 

construction. Skilled labor is needed at the assembly site as well, but more critical for fabrication 

and construction. A single fabrication facility could require as many as 1,000 skilled workers. 

Primary Findings OFW

 In Europe, the offshore wind turbine foundations and turbine components are typically mobilized 

directly to the installation location site from the fabrication or construction port using jack-up 

vessels. The foundations may be constructed at the same port as the wind turbine, but is not 

required to be staged at the same port.
69

 Because OFW is most likely to be assembled at port, unlike fixed foundation wind, the port 

requirements for floating offshore wind have some differences. Instead of requiring large jack-up 

vessels to assemble the turbines at sea, offshore floating wind turbines will likely be assembled in 

port and then towed to site. While this reduces the amount of vessel infrastructure required (i.e. 

no large jack-up vessels), the port should be able to provide adequate infrastructure to assemble 

the turbine on site, such as a heavy duty crane, assembly area, and deep draft berth, dry dock or 

marine railway. 

 Ports supporting OFW require significant area with high bearing load capacity for staging of the 

materials. Because of the size of the components, especially for the next generation of 6-8MW+ 

turbines, direct port access is required from the fabrication facilities. Overland transport 

restrictions will likely preclude many of the fabricated components from being transported over 

road or rail due to the size of the components required for 6-8 MW turbines. 

 Ports supporting OFW assembly must have no air draft restrictions between the assembly site and 

the open ocean, with existing assembly technology. 

 To assemble OFW components it appears a crane with capacity of approximately 1000 tons at a 

height of 300 ft. may be required.

 Because the turbine is assumed to be assembled in or near port, navigable waterways must also 

provide adequate depth and air draft for transport of the assembled device (foundation with 

turbine affixed) to open sea. 

 Quayside bearing capacity of approximately 1000 psf or more appears to be characteristic for 

staging, storage, and transport of OFW components. 

 In order to co-locate commercial-scale OFW fabrication and construction at a Cluster Port could

require a significant amount of land (potentially 100+ acres) with bearing capacity above 1000 

psf, deep (~38 ft.) draft navigation channel access greater than 300 feet wide, a large skilled 

workforce, multiple deep draft berths, and a 1000 ton lift capacity. The on-site facilities and 

cranes would need to be optimized for the type of technology.

Primary Findings MHK

 MHK device installation procedures will vary depending on the technology type. Crainage 

requirements may differ for each technology type in development. 

 Prototype MHK projects have used SPMTs and mobile cranes to transport fabricated components 

on land. 

 Berth bearing capacity analysis relative to specific MHK device loads will need to be conducted

 MHK commercial-scale cluster ports would likely need to have a deep draft navigation channel, 

significant manufacturing capabilities, a large skilled workforce, 10-20 acres of upland space 

available for development, and be located near MHK installation sites.

Secondary Findings OFW and MHK

 Minimum navigation channel width for Semi-Subs and TLPs (with turbine affixed, and not 

affixed) is approximately 300-350 ft., in ideal conditions. Navigable channel width requirements 

may differ for specific devices and towing operations. 

 Floating wind foundation installation procedures are still in the developmental stage. New 
70

technologies may be developed to improve economy and efficiency of installation which could 

affect the port infrastructure requirements associated with them. 

 Transport of OFW and MHK components will likely require self-propelled modular transporters 

to distribute the loads. Though fabrication and construction ports may be located worldwide, if 

they are located closer, or at the assembly port, throughput is likely to be higher.

 With existing technology, Spars require approximately 250 ft. of water depth for assembly, which 

is significantly deeper than most seaports. If the Spar is affixed with the turbine outside the port, 

the navigation channel geometry required from the port to the installation site will be limited by 

component transport vessels and installation support vessels rather than the device. 
71

5. Candidate Port Pre-Screening Analysis

5.1 Introduction

In this Chapter, port requirements are short-listed down to a smaller set of criteria for the purpose of 

conducting a pre-screening analysis in advance of the complete assessment. During the course of the 

study the pre-screen analysis was conducted in parallel with the vessel and port infrastructure 

requirements outlined in Chapters 3, and 4. Because of the timing of the work, there are slight differences 

between the preferred criteria used to group ports in this analysis and the more detailed requirement 

criteria developed in previous chapters. These differences are due to refinement of the criteria, based in 

part on the results of pre-screening analysis presented in this chapter. The purpose of the pre-screening 

analysis is to assist in differentiating the identified port facilities on the Pacific West Coast and Hawaii 

from each other relative to each of the three port classifications (Assembly, Fabrication and Construction, 

and Quick Response). The screening analysis results were used to focus subsequent work on those ports 

which are the most applicable to each port classification. Results of this analysis do not necessarily 

represent whether or not a port can provide the functions required by the different port functions, but

instead guide the analysis to determine how each port should be evaluated, and to what set of criteria. 

5.2 Screening Classifications

As outlined in Chapter 2, port functions have been organized relative to three potential port 

classifications. Each combination of port classification and technology type requires unique 

consideration. The pre-screening analysis considers the following technologies for each port 

classification: offshore floating wind (OFW); Spar; Semi-Submersible (Semi-Sub); tension-leg platform 

(TLP) and; marine hydrokinetic (MHK).

5.3 Preliminary Port Screening Criteria and Database

This section outlines preliminary limiting criteria for navigation access and port infrastructure required to 

be classified as a quick reaction port (QRP), fabrication and construction port (FCP), and assembly port 

(AP) for OFW and MHK technologies in the pre-screen analysis. These characteristics were selected as 

representative port characteristics, which indicate the general capacity of the port. These criteria were 

developed based on a selection of references and conceptual-level analysis. Preliminary limiting criteria 

requirements were found to vary between technologies, and as such, have been evaluated differently. The 

study does not intend to screen ports based on restrictions of a single technology. 

The navigation and infrastructure characteristics described in the following sections have been collected 

for each port within the geographic region of study described in Chapter 2 (California, Oregon, 

Washington, Hawaii), and have been incorporated into the project database. The data organized 

specifically for the pre-screening analysis is located in Appendix A. The following sub-sections describe 

the evaluation criteria and present the preliminary port navigation and infrastructure databases separately. 

The result of the pre-screening analysis, which cross-references available infrastructure and criteria, is 

provided on a state by state basis. 

5.3.1 Navigation Access

Navigation access characteristics are a critical measure of the port classification each port may be able to 

provide, and are difficult to mitigate without substantial lost time and re-development if conditions are not 

met (such as air draft). The following navigation access criteria were developed for use in the prescreening analysis in order to characterize the available navigation access for each port. Preliminary 

assumptions for marine transport are required in order to develop the navigation restrictions. Detailed 

vessel requirements were described in Chapter 2, and will be utilized in the more detailed port 

assessment. Descriptions of the criteria are listed below in Section 5.3.1.1. 
72

5.3.1.1 Pre-Screening Navigation Access Characteristics

Navigation Depth

This is the representative facility access depth used to estimate restrictions to vessels and device towing.

Assumed vessel characteristics to be used in the analysis are shown in Table 5-1. Pre-screen navigation 

access characteristics

Navigation Width

This is the representative facility access width of facility depth used to estimate restrictions on vessels and 

device towing. Assumed vessel characteristics to be used in the analysis are shown in Table 5-1. Prescreen navigation access characteristics

Air Draft

Available air draft limit assembled device towing and potentially vessel access. This includes bridges 

such as Golden Gate Bridge and other coastal bridges. In some cases a portion of the port may have 

restricted air draft, but the entrance area of the port does not (i.e., Coos Bay, San Diego). In these cases 

the air draft restriction is reported as the air draft at then entry to the port, so the port is not screened 

against criteria which do not apply to the port as a whole. Assumed vessel characteristics to be used in the 

analysis are shown in Table 5-1. Pre-screen navigation access characteristics

Transit Time to Site

In order to provide quick response to the energy facility, the QRP ports need to be within approximately 2 

hours of vessel transit to the site. Typical quick response vessels in Europe have a transit speed of 

approximately 20-25 knots. Therefore, QRPs should be located within approximately 40 nmi of the 

project site. 

Navigation Access Criteria Summary

Navigation criteria described above are summarized for each port classification and technology type 

combination in Table 5-1. The navigation criteria outlined in Table 5-1 represent preliminary navigation 

access requirements in ideal conditions, and is meant at this stage only to focus the study. Values shown 

in this Table 5-1 should not be interpreted as a final analysis. At this stage in analysis it is assumed that 

the OFW devices must be fully assembled at or near the AP. Assembly of components at sea and not 

sheltered in harbor is not assumed to be feasible for the screening analysis due to metocean conditions 

and depths in the Pacific. 

Table 5-1. Pre-screen navigation access characteristics

Port Type Limiting 

Vessel/Device

Vessel/Unit 

Dimensions 

(Ft)

Navigation 

Width

(Ft)

Navigation 

Depth

(Ft)

Air 

Draft 

(Ft)

Transit 

Time

Quick Reaction Catamaran Crew 

Vessel

36 Beam

65 Length 

Overall (LOA)

100 12 100

40 

nautical 

miles 

(nmi)

(2 hours)

Import/Export And 

Construction
73

Port Type Limiting 

Vessel/Device

Vessel/Unit 

Dimensions 

(Ft)

Navigation 

Width

(Ft)

Navigation 

Depth

(Ft)

Air 

Draft 

(Ft)

Transit 

Time

OFW Handysize Vessel

75 Beam

500’ LOA 150 30 100-

150 N/A

MHK Handysize Vessel

75 Beam

500 LOA 150 30 100-

150 N/A

Assembly

OFW Spar Spar Device/ 

Handysize

75 Beam

500 LOA 150 300 650 N/A

OFW Semi-Sub Semi-Sub 

Device/Handysize

165 Beam

500 LOA 330 32 650 N/A

OFW TLP TLP Device/ 

Handysize

230 Beam

500 LOA 450 32 650 N/A

MHK MHK device/

Handysize

75 Beam

500 LOA 150 30 100 N/A

5.3.1.2 Port Navigation Access Characteristics

Navigation characteristics for ports in the project area (Navigation Depth, Height, Air Draft, and 

Proximity to Open Ocean) were collected for ports on the West Coast and Hawaii for cross-reference to 

the preliminary criteria developed for this analysis. Port data used in the pre-screening analysis is found in 

Appendix A. Additional port information is required to determine capability at a finer scale, as was 

outlined in Chapter 2, and is addressed in Chapter 6.

5.3.2 Port Facility Infrastructure

Preferred port facility infrastructure characteristics were evaluated for the pre-screening analysis. Table 

5-2 describes the port facility infrastructure evaluation criteria used in the analysis. Descriptions of the 

criteria are listed below in Section 5.3.2.1

5.3.2.1 Port Facility Infrastructure Criteria 

Berth Length

The berth lengths recorded and referenced for the pre-screen analysis are intended to be representative of 

the facility berths in order to determine capability to moor different size vessels only, and is not 

necessarily representative of the berth which may be used by an OFW or MHK installation or 

maintenance vessel. Preliminary vessel assumption for each port class and technology is listed in Table 

5-1. Additional berth length may be required for staging areas and or multiple vessels. Ranges of berth 

length requirements are based on literature review and conceptual level analysis. 

Upland Area

For the purposes of pre-screen analysis this is the representative area of potentially available upland area 

for staging and fabrication based on cursory review of the facility. Potentially available land area is 

refined in Chapter 6 for assessment purposes. Bearing capacity of quayside areas is critical for the 
74

offloading and loading of components. Ground investigations and strengthening of quaysides may be 

required at some locations, for component laydown and crainage considerations. 

Road and Rail Access

Oversize components may be subject to geometry restrictions during overland rail and road transport.

Road/Rail score was determined by assigning a rating to road and rail access types. Class 1 rail is rated as 

very high, interstate access and Class 3 (Secondary) rail is rated as high, U.S. highway access only is 

rated as medium, and state roads access only is rated as low.

Dry dock Facilities

Partial or full assembly of device components may be required to occur within a dry-dock facility. OFW 

assembly may require a dry dock at either the FCP for partial construction or the AP. At this stage ports 

are rated either high, as having significant dry-dock facilities, and low for smaller dry-docks. If no drydock facilities are known at this time to exist, Appendix A indicates this with a “-“ symbol. 

Manufacturing Capability and Workforce

A significant skilled labor pool will be required for construction and assembly of the devices. Skilled 

workforce and manufacturing capability are rated from low to high based on a cursory review of 

manufacturing capabilities in the area, and the size of the metropolitan area. 

Port facility infrastructure criteria described above are summarized for each port classification and 

technology type combination in Table 5-2. The criteria outlined in Table 5-2 represent preliminary 

infrastructure requirements, and is meant at this stage only to focus the study. Values shown in this table 

should not be interpreted as a final analysis.
75

Table 5-2. Pre-screen port infrastructure characteristics

Port Type

Berth

Length

(Feet)

Upland 

Area

Road and 

Rail 

Access 

Rating1

Dry-dock 

Facility

Manufacturing and 

Workforce

Rating

Quick Reaction ~250 1-2 Acres Medium None Medium

Import/Export And Construction

OFW 500-1000 5-10 Acres Very High Preferred High

MHK 500-1000 2-5 acres High Preferred Medium

Assembly

OFW Spar 500-1750 10-25 Acres Very High Preferred Medium

OFW Semi-Sub 500-1750 10-25 Acres Very High Preferred Medium

OFW TLP 500-1750 10-25 Acres Very High Preferred Medium

MHK 500-750 2-5 acres High Preferred Medium

1 Road/Rail score was determined by assigning a rating to road and rail access types. Class 1 rail is rated as very 

high, interstate access and Class 3 (Secondary) rail is rated as high, U.S. highway access only is rated as medium, 

and state roads access only is rated as low.

5.3.2.2 Port Facility Infrastructure Database

The port facility characteristics shown in Appendix A were collected for ports on the West Coast and 

Hawaii for cross-reference to the preliminary criteria developed for the pre-screening analysis shown in 

Table 5-1 and Table 5-2. Additional port information is required to determine capability with more at a 

finer scale, as was outlined in Chapter 2, and is addressed in Chapter 6.

5.4 Pre-Screening Analysis and Results

The following sub-sections present the pre-screening analysis and result by state in table format. Results 

of the analysis identify preliminary port classifications for each port to be considered for detailed 

evaluation in Section 6. Identification of potential port classification establishes the port classification

criteria each port is evaluated against in Chapter 6. Results shown in this section should be interpreted as 

preliminary analysis results only. Ports were evaluated on a three tier basis, appearing to meet port 

classification characteristics (“+”), not yet meeting all characteristics but may with mitigation measures 

(“+/-“), and not appearing to meet characteristics without substation changes (“-“). Ports screened with a 

“+” or “+/-“ for the different classifications are assessed as a potential port for that classification in 

Chapter 6. A summary of abbreviations (Table 5-3), and symbols (Table 5-4) is provided below.
76

Table 5-3. Pre-screening analysis key abbreviations

Ports Technology

QRP - Quick Reaction Port OFW - Offshore Floating Wind

FCP - Import/Export &Construction Semi-Sub – Semi-Submersible OFW supported device

AP- Assembly TLP – Tension Leg Platform OFW supported device

Spar – Spar (80m draft) OFW supported device

MHK – Marine Hydrokinetic devices

Table 5-4. Pre-screening analysis legend

Symbol Definition

+ Appears to meet Port Classification Characteristics

(+/-)

May be able to meet Port Classification Characteristics, but may require additional site development or 

mitigating procedures

- Does not appear to meet Port Classification Characteristics without substantial changes
77

5.4.1 California

5.4.1.1 Pre-Screen Analysis

The pre-screening analysis for California Ports is shown in Table 5-5. 

Table 5-5. California ports pre-screening analysis

California QRP FCP AP

Port OFW/MHK OFW MHK SemiSub TLP Spar MHK Comment

San Diego + + + (+/-) (+/-) - +

Upland Acreage seaward of 

Coronado Bridge to be 

confirmed

Los Angeles + + + + + - + Spar requires ~280 ft. depth

Long Beach + + + + + - + Spar requires ~280 ft. depth

Hueneme + + + + + - +

Navigation Channel Width may 

limit TLP

Morro Bay + - - - - - -

Limited Navigation Depth and 

width.

Oakland + + + - - - + Air Draft: Golden Gate Bridge

Richmond + + + - - - + Air Draft: Golden Gate Bridge

Stockton - (+/-) (+/-) - - - - Air Draft: Antioch Bridge (~135 ft.)

San Francisco + + + - - - +

Air Draft: Golden Gate Bridge. 

Dry dock. 

West 

Sacramento - (+/-) (+/-) - - - -

Air Draft Benicia Martinez Bridge 

(~138 ft.)

Benicia (+/-) - (+/-)

Redwood City - - - - - - -

Air Draft: Antioch Bridge (~135

ft.). Limited upland Area available

Humboldt Bay + (+/-) (+/-) + + - + Limited overland connections. 

5.4.1.2 Pre-Screen Results

The following subsections present the results for each port type (QRP, FCP, and AP).

Quick Reaction Ports (QRP)

Based on the pre-screening analysis, the following ports are classified as a potential QRP for the purposes 

of focusing the study: 

 San Diego

 Los Angeles

 Long Beach

 Morro Bay
78

 Hueneme 

 Oakland

 Richmond

 San Francisco

 Humboldt Bay

Distance from BOEM waters for the Stockton and West Sacramento ports preclude their use as QRPs 

(<40 nmi). It should be noted, that although many of the ports located in California can serve as a QRP, 

many of the ports are focused in one area. There may be regions off the coast of California that are not 

within 40 nmi of any suitable port, which could require either new infrastructure to be built, or the 

feasibility of a larger floating service vessel permanently moored near the site would need to be 

investigated. 

Fabrication and Construction Ports (FCP)

Based on the pre-screening analysis, the following are classified as a potential FCP for either OFW or 

MHK technologies, for the purposes of focusing the study:

 San Diego

 Los Angeles

 Long Beach

 Hueneme 

 Oakland

 Richmond

 San Francisco

 Humboldt Bay

 Benicia

 West Sacramento

The ports appear to meet preliminary requirements of labor force, manufacturing ability, supply chain 

connections, and navigation access to be analyzed as potential FCPs. At Humboldt Bay the supply chain 

connections will need to be analyzed further to determine if it is a viable port for this need. Its remote 

location and lack of rail connection may be an issue. Overall, the Bay Area and Southern California may 

be expected to provide the majority of the import/export, fabrication, and construction services, as ports 

located here are among the largest in the world.

Assembly Ports (AP)

Based on the pre-screening analysis, the following ports are classified as a potential AP for OFW 

technologies, for the purposes of focusing the study:

 San Diego

 Los Angeles

 Long Beach

 Hueneme 

 Humboldt Bay

These ports are not restricted by air draft for transit of assembled OFW devices, such as is the case for 

ports in the San Francisco Bay which are affected by the Golden Gate Bridge and as well as other bridge 
79

crossings. San Francisco, Oakland, and Richmond have been classified as potentially providing assembly 

services for MHK devices as the air draft restrictions will be significantly less for these technologies. 

5.4.2 Oregon

5.4.2.1 Pre-Screen Analysis

The pre-screening analysis for Oregon Ports is shown in Table 5-6. 

Table 5-6. Oregon ports pre-screening analysis 

Oregon QRP FCP AP

Port OFW/MHK OFW MHK SemiSub TLP Spar MHK Comment

Brookings (+/-) - - - - - -

Sufficient nav. depth for QR, but 

limited berth length

Gold 

Beach - - - - - - -

Recreational Marina. Insufficient 

depths

Port 

Orford - - - - - - -

Small Unsheltered Berth

Bandon - - - - - - - Recreational Marina. 

Coos Bay + (+/-) (+/-) (+/-) (+/-) - +

Limited overland supply chain 

connections. Additional land 

available for development

Umpqua (+/-) - - - - - -

Sufficient nav. depth for QR, but 

limited berth area and located 10 nmi

inland. 

Siuslaw - - - - - - - Recreational Marina

Newport + - (+/-) - - - (+/-)

May be limited on air Draft and 

ground connections

Toledo (+/-) - (+/-) - - - -

Located 12 nmi inland. 300 ton dry 

dock. Services commercial and 

scientific fleets. 

Tillamook 

Bay - - - - - - -

Recreational Marina

Garibaldi (+/-) - - - - - - Port may be limited by berth length. 

Nehalem - - - - - - - Recreational Marina

Astoria + (+/-) + + + - +

Some rail, upland area may limit 

construction/assembly

St. Helens - (+/-) (+/-) - - - (+/-)

Limited existing infrastructure. 

Requires development. Located on 

Columbia River. Air Draft limited by 

bridges. 

Portland - + + - - - +

Air Draft limited by bridges on the 

Columbia River
80

5.4.2.2 Pre-Screen Results

The following subsections present the results for each port type (QRP, FCP, and AP). 

Quick Reaction Ports (QRP)

Based on the pre-screening analysis, the following ports are classified as a potential QRP for the purposes 

of focusing the study: 

 Brookings

 Coos Bay

 Umpqua

 Newport

 Garibaldi

 Astoria

 Newport

Many of the ports located on the Oregon Coast are intended for recreational use or for commercial fishing 

vessels, and do not meet the needs for quick reaction vessels and infrastructure. The ports listed above 

will be evaluated more closely to evaluate their existing facilities, and potential improvements required. 

There may be regions off the coast of Oregon that are not within 40 nmi of any suitable port, which could 

require either new infrastructure to be built, or the feasibility of a larger floating service vessel 

permanently moored near the site would need to be investigated.

Fabrication and Construction Ports (FCP)

Based on the pre-screening analysis, the following ports are classified as a potential FCP for either OFW 

or MHK technologies, for the purposes of focusing the study:

 Coos Bay

 Newport

 Astoria

 St. Helens

 Portland

These ports will be investigated further to determine capabilities to support OFW and MHK technology 

component import/export and construction. Newport does not have the infrastructure required to support 

OFW, but may be able to support MHK, depending on the size of the energy farm and device. St. Helens 

does not currently have the capability to provide as an FCP, but appears to have significant upland 

acreage for development along the Columbia River. Coos Bay may or may not be able to provide FCP

services for OFW and MHK devices due to limited supply chain connections, manufacturing base, and 

upland area. There is a potential for new terminal development downriver of the bridge at Coos Bay, 

which is where an OFW terminal may be proposed. 
81

Assembly Ports (AP)

Based on the pre-screening analysis, the following ports are classified as a potential AP for OFW 

technologies.

 Coos Bay

 Astoria

Many of the ports in Oregon are limited by either size, or air draft restrictions, and are not able to provide 

the facilities needed for device assembly and tow out. Parts of Coos Bay, downriver of the bridge, may be 

developed for OFW assembly in order to remove air draft restrictions for device transport via tow. 

However, navigation width provided at the mouth of Coos Bay may not be sufficient for OFW device 

tow-out without additional analysis or safety procedures, as the devices may be greater than 150 ft. wide

and the navigation channel is twice that width (300 ft.). 

The Newport, Portland, and St. Helens areas may be able to provide MHK assembly services since the 

MHK devices have significantly less air draft restrictions and are not limited by the bridges on the 

Columbia River.

Figure 5-1. Port of Astoria and Astoria Bridge (Longshore Shipping News 2012)
82

5.4.3 Washington

5.4.3.1 Pre-Screen Analysis

The pre-screening analysis for Washington Ports is shown in Table 5-7. 

Table 5-7. Washington ports pre-screening analysis 

Washington QRP FCP AP

Port OFW/MHK OFW MHK SemiSub TLP Spar MHK Comment

Vancouver - + + - - - +

Currently handles land-based wind 

farm components. Limited by 

bridges on the Columbia River

Bellingham - (+/-) + - - - (+/-)

Draft may limit AP for MHK. Limited 

upland space

Woodland - (+/-) (+/-) - - - -

Limited existing port facilities, may 

be developed as Columbia River 

Port

Kalama - (+/-) + - - - +

Supply chain connections and 

berth length. Access to Columbia 

River

Longview - (+/-) + - - - +

Supply chain connections and 

berth length. Access to Columbia 

River

Ilwaco - - - - - - -

Limited navigation depth and berth 

facilities

Grays 

Harbor - + + + + - +

Protected harbor, rail connection, 

upland acreage and no air draft 

restriction. Dry dock may be 

available. 

Port Angeles - (+/-) + + + - (+/-)

No Air draft restrictions. No rail or 

interstate highway connection

Anacortes - (+/-) (+/-) (+/-) (+/-) (+/-) (+/-)

No Air draft restrictions. No rail or 

interstate highway connection

Everett - + + + + (+/-) +

Specializes in over dimensional

cargo. No air draft restrictions 

Seattle - + + + + (+/-) +

No air draft restrictions. Dry dock at 

Port. Skilled workforce available. 

Tacoma - + + (+/-) (+/-) (+/-) +

No air draft restrictions. Skilled 

workforce available

Olympia - (+/-) + - - - +

Air draft restriction. Rail and 

interstate highway connections. 

May be limited by berth length. 
83

5.4.3.2 Pre-Screen Results

The following subsections present the results for each port type (QRP, FCP, and AP). 

Quick Reaction Ports (QRP)

Most QRP facilities will not be located in Washington State, which is outside the criteria of 40 nmi from 

an installation site. Illwaco is a possibility, but the effort required to cross the Columbia River Bar likely 

precludes this location as an option 

Fabrication and Construction Ports (FCP)

Based on the pre-screening analysis, the following ports are classified as a potential FCP for either OFW 

or MHK technologies, for the purposes of focusing the study:

 Vancouver

 Bellingham

 Kalama

 Woodland

 Longview

 Grays Harbor

 Port Angeles

 Anacortes

 Everett

 Seattle

 Tacoma

 Olympia

These ports will be investigated further to determine capabilities to support OFW and MHK technology 

component import/export and construction. Several of these ports already handle wind farm components 

for transport overland to sites in the state interior (i.e., Vancouver, Everett). Some sites, such as 

Woodland and Kalama, may not have the existing facility infrastructure to handle OFW devices, but are 

located on the deep draft Columbia River, and may have the potential to serve as an FCP. Grays Harbor is 

located in southwest Washington, is approximately 13 miles from the Pacific Ocean 40 miles north of 

Oregon, and contains a dry dock, Class 1 rail, and significant upland staging area, as well as no air draft 

restrictions. Pontoons for the State Route (SR) 520 Floating Bridge in Washington were constructed here 

between 2011-2015, in a 4-acre casting basin, as shown in Figure 5-2.
84

Figure 5-2. Grays Harbor Casting Basin for SR 520 Pontoons (Washington 

State Department of Transportation 2013)

Assembly Ports (AP)

Based on the pre-screening analysis, the following ports are classified as a potential AP for OFW 

technologies, for the purposes of focusing the study:

 Grays Harbor

 Port Angeles

 Anacortes

 Everett

 Seattle

 Tacoma

The ports listed above do not have any air draft restrictions and therefore may be feasible for assembly 

and transport of fully constructed OFW devices. Because the Puget Sound is able to provide depths 

greater than 90 m in places, it may be feasible to construct and assemble the Spar technology in protected 

deep waters offshore of select Washington Ports. Figure 5-3 shows the available depths in the Puget 

Sound region. Refined analysis will be conducted in later phases of the work to determine feasibility of 

passage of the Spar through Admiralty Inlet.
85

Figure 5-3. Available depths and assembly ports in Puget Sound region

(NOAA 2003)

The following ports are classified as a potential AP for MHK technologies, in addition to the OFW 

classified ports:

 Olympia

 Vancouver

 Bellingham

 Kalama 

 Longview

The above ports will be investigated further for their capability to provide as an AP for MHK technology. 

5.4.4 Hawaii

5.4.4.1 Pre-Screen Analysis

The pre-screening analysis for Hawaiian Ports is shown in Table 5-8.
86

Table 5-8. Hawaiian ports pre-screening analysis

Hawaii QRP FCP AP

Port OFW/MHK OFW MHK SemiSub TLP Spar MHK Comment

Honolulu + + + (+/-) (+/-) - + Largest port in the State

Barbers 

Point + (+/-) (+/-) (+/-) (+/-) - - Berth length may restrict use

Kewalo - - - - - - -

Depth and berth length not 

sufficient

Kahului + (+/-) (+/-) (+/-) (+/-) - (+/-)

Potentially limited fabrication 

support

Nawiliwili + (+/-) (+/-) (+/-) (+/-) - (+/-)

Potentially limited fabrication 

support

Port Allen + - - - - - - Upland space limitations

5.4.4.2 Pre-Screen Results

The following subsections present the results for each port type (QRP, FCP, and AP). 

Quick Reaction Ports (QRP)

Based on the pre-screening analysis, the following ports are classified as a potential QRP for the purposes 

of focusing the study: 

 Honolulu

 Barber’s Point

 Kahului

 Nawiliwili

 Port Allen

The above ports will be investigated further for the capability to serve as QRPs. 

Fabrication and Construction Ports (FCP)

Based on the pre-screening analysis, the following ports are classified as a potential FCP for either OFW 

or MHK technologies, for the purposes of focusing the study:

 Honolulu

 Kahului

 Nawiliwili

The above ports will be investigated further for the capability to serve as FCPs. Honolulu is the largest 

port with the most capabilities on the islands by a significant amount, and has over 30 berth facilities. 

Nawiliwili Harbor serves as the primary commercial harbor for Kaua’i. Kahului Harbor is the only 

commercial harbor on Maui and handles overseas containers, cruise ships, and inter-island cargo. 
87

Assembly Ports (AP)

Based on the pre-screening analysis, the following ports are classified as a potential AP for OFW and 

MHK technologies, for the purposes of focusing the study:

 Honolulu

 Kahului

 Nawiliwili

The above ports will be investigated further for the capability to serve as APs.

5.5 Key Findings

The pre-screen analysis classified ports as potentially providing different roles to be assessed in Chapter 6 

against more specific criteria. In addition to providing focus to the port assessment), results of this 

analysis were useful in focusing detailed data collection and communications with Ports. Below are key 

findings by region. 

 Southern California

o Southern California appears to have several ports meeting cursory level requirements for 

further investigation of fabrication and construction ports for OFW and MHK. 

o Several ports in Southern California may be able to provide facilities for OFW and MHK 

assembly, but require further assessment. 

 Northern California

o OFW assembly port capability is limited by the presence of the Golden Gate Bridge, 

which precludes OFW assembly in the San Francisco Bay.

o Northern California Southern California appears to have several ports meeting cursory 

level requirements for further investigation of fabrication and construction supporting 

OFW and MHK. 

 Oregon Coast

o Many of the ports located on the Oregon Coast are intended for recreational use or for 

commercial fishing vessels, and do not meet the needs for OFW or MHK development, 

including quick reaction ports. 

o There may be regions off the coast of Oregon that are not within 40 nmi of any suitable 

port, which could require either new infrastructure to be built, or the feasibility of a larger 

floating service vessel permanently moored near the site would need to be investigated.

o Coos Bay and Astoria are pre-screened as potential QRPs, FCPs, and APs. These are the 

only ports directly on the coast that are pre-screened as a potential FCP or AP. 

 Columbia River

o Ports along the Columbia River are limited by air draft restrictions (~200 ft.), and are not 

classified as potential OFW APs, but may be suitable as FCPs. 

o The distance from BOEM waters precludes the ability of the ports to provide quick 

reaction services to OFW or MHK installations. 

 Washington

o Grays Harbor is classified as a potential FCP and AP, and is connected to the Pacific by a 

deep-draft navigation channel. 
88

o The Puget Sound has significant opportunity for fabrication, construction and assembly

since many of the ports in Washington do not have any air draft restrictions, have a large 

skilled labor pool, and are in semi-sheltered bays and harbors. 

o Due to available depths, the Puget Sound may be able to accommodate Spar assembly. 

 Hawaii

o Honolulu is the largest port in the state and will be assessed as a potential QRP, FCP, and 

AP.

o Nawiliwili Harbor serves as the primary commercial harbor for Kaua’i. 

o Kahului Harbor is the only commercial harbor on Maui and handles overseas containers, 

cruise ships, and inter-island cargo. Maui is dependent on throughput of good through 

this harbor. 

o Barbers Point is potentially suitable as an FCP or AP. 

o In general, ports in Hawaii have less available upland space than mainland ports. 

 General

o Bearing capacity of quayside areas is critical for the offloading and loading of 

components. Ground investigations and strengthening of quaysides may be required at 

some locations, for component laydown and crainage considerations.
89

6. Inventory of Pacific West Coast and Hawaii Candidate Port Facilities and 

Characteristics

Port characteristics on the West Coast and Hawaii have been assessed against the criteria developed in 

Chapter 4. This chapter summarizes the findings of the detailed port-by-port assessments by region 

(detailed assessments located in Appendix A). Ports have been scored relative to the capabilities to 

support OFW and MHK development. The scoring system was developed parameterize port capabilities 

and to assess ports equally across the study region in order to be able to characterize port capability across 

the study area. Scores are relative only to the assumptions and criteria developed for this study. Port 

capabilities relative to specific OFW or MHK projects may differ. 

The assessment was conducted according to the potential port classifications identified in Chapter 5. Each

port was scored relative to the readiness and future capability to accommodate commercial- and 

demonstration-scale development offshore floating wind (OFW) and marine hydrokinetic (MHK) 

technologies for quick reaction port (QRP), fabrication and construction port (FCP), and assembly port 

(AP) functions, based on an approximation of infrastructure required to accommodate commercial-scale 

development. The key port facility and navigation characteristics that are strengths and those that are 

potential limitations, are described within each assessment. In addition, a cursory gap analysis was 

conducted for each to estimate the types of facilities that would be required to support OFW and MHK 

development if the port was not scored as such. Both the scores and gap analysis were conducted with 

respect to existing technology at the time of this study, future installation technology developments (such 

as modular turbine blades, lighter components) may result in different port characteristics. 

6.1 Port Assessments

Each port has been assessed and scored relative to the scoring matrix in Table 6-1 for each port 

classification and technology type. The primary criteria are first assessed for each port classification. If 

the port does not meet all of the primary criteria it would receive either a score of a zero or a one. If the

primary criteria are not met for commercial-scale projects (which require significant upland area for 

staging), but smaller demonstration-scale may be feasible by requiring less land, the ports are scored as a 

“1”. In many cases the port was not assessed for a certain classification because primary criteria were not 

met in the pre-screening analysis, and these cases are indicated by a gray “-“ as the score.

Because of the amount of information developed during the individual port assessments, the existing port 

characteristics, scoring, and gaps are have been summarized regionally in the following sections. Scoring 

for OFW FCP ports has been broken down between turbine components and foundation construction 

since they may occur at different types of port facilities. As previously mentioned, these scores are based 

on existing technology only, as well as existing port characteristics and strategic plans. Scores are 

summarized for each region by port. 

The scoring is intended to describe the readiness to support, and investment of facility improvements 

needed to support OFW or MHK development at each port. In demonstration-scale projects OFW turbine 

fabrication is assumed to be sourced from outside the region, and not necessarily fabricated within the 

study area. To construct the turbine components (e.g., blades, hub, nacelle), large permanent factories are 

required and temporary fabrication facilities are not assumed to be economically feasible. 

Additional port characteristics not shown in these key characteristics tables are included in 0. Results 

from this appendix are summarized in Chapter 6.
90

Table 6-1. Port assessment scoring matrix

Score Definition

- Was not assessed based on results of Pre-screening analysis

0 Does not meet primary criteria and is not suitable with existing technology due to not meeting one or 

more of the primary criteria (e.g. air draft restriction, upland area restrictions)

1 May not meet all primary criteria (such as available upland area), but temporary use of facilities will 

allow demonstration-scale project (e.g. staging area for 1 device is temporarily cleared at port). 

2 Meets primary criteria. Land redevelopment, new purpose built marine terminal or berth required. 

3 Meets primary criteria, and some secondary criteria. Moderate level of improvements needed, such 

as new high capacity (500+ tons) crane, existing berth upgrades, or berth bearing capacity 

investigation

4 Meets all primary criteria and most if not all secondary criteria. Minimal improvements are needed 

such as new small cargo crane (<10 tons), warehouses, helipad. 

Associated with each score in the detailed assessment of each port, the gaps in key navigation and 

infrastructure which are likely needed to support the port classification for each technology type are 

included. For each region, the key gaps in facility characteristics is described which would likely be 

required to support the commercial-scale OFW and MHK industries. Assigning a score to each region is 

not appropriate since the port network to support OFW or MHK development could potentially include 

multiple regions. For example, MHK fabrication in the San Francisco Bay area and assembly in Hawaii. 

Port assessments and regional key gaps are included in the following subsections: 

 Southern California;

 Northern California;

 Oregon and Northern California Coast;

 Columbia River;

 Southwest Washington; and

 The Puget Sound

For all regions it was found that permanent and floating crane infrastructure would not be able to support 

OFW assembly requirements. The need is equal across all regions and so is not a focus of the regional gap 

analysis. Similarly, sheltered deep water with no air draft restrictions is not found anywhere except for the 

Puget Sound region and is, therefore, not addressed in the gap analysis. 

Several assessment assumptions are important to note, and include the following: 

 Facilities related to container shipping are not included;

 The assessment of existing port facilities focuses on general, project and breakbulk cargo 

facilities; 

 Because commercial-scale OFW development will require significant upland land to support 

fabrication, construction, and assembly, the potential for available upland area for development is 

included; 

 Smaller equipment specific to OFW or MHK transport needs is assumed to be included in project 

specific procurements, and is not assessed; and 
91

 Data sources for port characteristics are based on communication with port 

representatives, review of port fact sheets, review of port facilities, and direct 

observation. 

6.1.1 Southern California

6.1.1.1 Overview

In the pre-screening analysis Southern California ports were screened as potentially providing ports to 

support quick reaction, fabrication and construction, and assembly of OFW and MHK devices. The ports 

in the region are typically accessed by deep navigation channels and are protected from large swell waves 

on the Pacific Ocean by either breakwaters or natural harbors. Long Beach and Los Angeles are both 

major container ports, and have large amounts of land, with much of the available land being used to 

handle throughput. San Diego has significant shipyard facilities and has two marine terminals at the port 

which handle a mix of cargo. Portions of San Diego Bay and the Long Beach and Los Angeles ports have 

bridges crossing the navigable waterways. 

6.1.1.2 Assessment

Capabilities of Southern California ports to support development of OFW and MHK are summarized in 

Table 6-2. Scoring summary: Southern California Detailed assessments are located in Appendix A. The 

significant shipbuilding capability in San Diego, cargo import/export facilities in Los Angeles/Long 

Beach, and potential for development at Port of Hueneme position Southern California well for OFW and 

MHK development. Port facilities are located near BOEM waters and will likely be able to provide QRP 

services, depending on the location of the development. Depending on the dimensions, the shipbuilding 

facilities in San Diego may able at to support some OFW foundation and MHK device construction, but 

the facilities are primarily used for defense contracts and cannot necessarily be relied upon to construct 

devices on a commercial-scale. The total amount of land at the ports of Long Beach and Los Angeles is 

very high and would likely be able to accommodate fabrication, construction, and assembly of OFW and 

MHK devices if existing use is repurposed. Presently available upland area is limited due to the high 

demand for container cargo throughput. Port Hueneme appears to have upland land available, has no air 

draft restrictions, has multiple deep draft berths, has rail access, and appears to be a good candidate for 

accommodating OFW and MHK development. Though the Los Angeles and Long Beach ports are major 

international ports and likely have high quayside bearing capacities to accommodate the large container 

cranes, berth specific bearing capacity investigations should be conducted, as well as San Diego and 

Hueneme prior to handling of OFW components. Overall, to support OFW fabrication requirements for 

multiple component types it is likely that at least some new land development and marine terminal 

facilities will need to be built; Hueneme may not be able to accommodate fabrication and transport of 

blades, nacelles, hubs, tower sections, and foundations which would require 100-200 acres of upland area. 
92

Table 6-2. Scoring summary: Southern California

Port 

Classification Technology San Diego Los Angeles Long Beach Hueneme

Quick 

Reaction OFW & MHK 4 4 4 4

Fabrication & 

Construction

OFW 

Turbine 2 2 2 3

OFW 

Foundation 3 2 2 3

MHK 4 3 3 4

Assembly

OFW SemiSub 2 2 2 3

OFW 

Tension-leg 

Platform 

(TLP)

2 2 2 3

OFW Spar - - - -

MHK 4 3 3 3

Table 6-3. Regional gap analysis: Southern California

Port Classification Technology Potential Gap

Quick Reaction OFW & MHK No major gaps

Fabrication & 

Construction

OFW Turbine

Total amount of available land is high, but currently available land is 

very low at Los Angeles and Long Beach. Upland redevelopment and 

berth specific bearing capacity investigations should be conducted. . 

OFW Foundation

OFW may require wider dry docks than available in San Diego and use 

will also be a function of shipyard availability (dependent on throughput).

Otherwise purpose-built facilities may be required. At Los Angeles and 

Long Beach land redevelopment would be required. Berth-specific 

bearing capacity investigations should be conducted.

MHK No major gaps. Berth bearing capacity investigation dependent on 

technology. 

Assembly

OFW Semi-Sub

Terminal re-use at Los Angeles and Long Beach likely required. 

Channel or berth deepening may be required at Hueneme depending 

on technology. 

OFW TLP Identical to Semi-Sub.

OFW Spar Depth limitations (may require ~300 ft.) and open ocean swell waves 

preclude assembly with existing technology in protected waters. 

MHK No major gaps. Berth bearing capacity investigation dependent on 

technology.
93

6.1.2 Northern California

6.1.2.1 Overview

The Northern California ports were screened as potentially supporting OFW manufacturing and 

construction, and MHK fabrication and construction, and assembly. Air draft heights are limited to 220 ft. 

or less due to the Golden Gate Bridge, and other bridges crossing waterways. Similar to Southern 

California, Northern California ports provide high volume cargo throughput and have few navigation 

restrictions. Ports in the bay are protected from Pacific Ocean swell waves and do not require 

breakwaters. The total amount of area at Port of Oakland is very high, but is primarily used for container 

terminals currently. 

6.1.2.2 Assessment

Capabilities of Northern California ports to support development of OFW and MHK are 

summarized in 
94

Table 6-4. Detailed assessments are located in Appendix A. Northern California has a network of ports 

which have characteristics that may be able to support future OFW and MHK Fabrication and 

Construction activities. A potential limitation of ports in the San Francisco Bay area is the present 

availability of developed upland areas which have direct quayside access for transport of the large OFW 

components. Ports such as Oakland have substantial upland area with marine access, and should it 

become available for a change in use, these areas would be a good candidate for OFW or MHK 

fabrication site. Overall, to support OFW fabrication requirements for multiple component types it is 

likely that at least some upland or terminal redevelopment is required, or marine terminal facilities will 

need to be built. The dry dock facilities within San Francisco Bay may be able to support OFW and MHK 

fabrication and are among the largest on the West Coast, but the width may not be large enough to 

support all OFW technologies. QRPs within San Francisco Bay and Humboldt Bay may have reduced 

range in the open ocean due to the transit distance from the ports to the Pacific. Though not assessed, the 

ports of Stockton and West Sacramento may be able to provide FCP functions. Although many of the 

ports located in California appear to be able to serve as a QRP, many of the ports are focused in one area. 

There may be regions off the coast of California that are not within 40 nautical miles (nmi) of any suitable 

port, which could require either new infrastructure to be built, or the feasibility of a larger floating service 

vessel permanently moored near the site would need to be investigated. Smaller harbors such as Crescent 

City, Seal Beach, Moss Landing, Half Moon Bay, and Monterey may be suitable as quick reaction sites in 

addition to those listed in this report.
95

Table 6-4. Scoring summary: Northern California

Port 

Classification Technology Oakland San Francisco Richmond Benicia

Quick Reaction OFW & MHK 4 4 4 0

Fabrication & 

Construction

OFW Turbine 2 2 2 0

OFW 

Foundation 2 1 2 0

MHK 2 3 2 3

Assembly

OFW SemiSub

- - - -

OFW TLP - - - -

OFW Spar - - - -

MHK 2 2 2 0

Table 6-5. Regional gap analysis: Northern California

Port Classification Technology Potential Gap

Quick Reaction OFW & MHK No major gaps

Fabrication & 

Construction

OFW 

Turbine

Total amount of land is high, but land re-development is likely required since 

much of upland land areas are already leased. Berth specific bearing 

capacity investigations may be required. 

OFW 

Foundation

Though dry-dock facilities are available, OFW may require wider dry docks 

and use will also be a function of shipyard availability (dependent on 

throughput). Otherwise purpose-built facilities may be required. Total 

amount of land is high, but land re-development is likely required since 

much of upland land areas are already leased. 

MHK

No major gaps. Dry-dock use dependent on throughput. Land redevelopment may be required since much of upland land areas are already 

leased. 

Assembly

OFW SemiSub

Golden Gate Bridge Air Draft (Bay Area)

OFW TLP Golden Gate Bridge Air Draft (Bay Area)

OFW Spar Golden Gate Bridge Air Draft (Bay Area)

MHK

No major gaps. Dry-dock use dependent on throughput. Land redevelopment may be required since much of upland land areas are already 

leased. 

6.1.3 Oregon and Northern California Coasts

6.1.3.1 Overview

Although there are deep draft ports in this region, there are no major international ports. The deep draft 

ports on the Oregon and Northern California Coasts without air draft restrictions are Astoria, Coos Bay, 
96

and Humboldt Bay. Coos Bay and Humboldt Bay have large protected harbors and land potentially 

available for development. Astoria is located just seaward of the Astoria-Megler Bridge and has several 

terminals. As compared to Coos Bay and Humboldt, Astoria has less land available with direct port 

access. The Coos Bay area has the largest population on the coast with approximately 26,000 people. 

Newport is a dep draft harbor and is the home for the NOAA Pacific Fleet as well as a commercial fishing 

harbor. 

6.1.3.2 Assessment

Capabilities of Oregon and California coastal ports to support development of OFW and MHK are 

summarized in Table 6-6. Detailed assessments are located in Appendix A. The Oregon and Northern 

California Coasts have a network of ports that appear to be able to support MHK construction and 

assembly, primarily in Coos Bay, Humboldt Bay, and Newport. OFW fabrication and construction 

appears technically feasible. For example, the Port of Coos Bay owns a significant amount of land with 

rail access near the water, but is dependent and requires major marine terminal development. There is 

likely enough land to develop multiple fabrication facilities (nacelle, foundation, etc.) in the region, but 

the skilled labor pool may not be populous enough to support the amount of fabrication facilities which 

are needed to support all aspects of OFW. Without the implementation of the Lower Coos Bay Channel 

Modification project, device transport in and out of Coos Bay may be difficult. OFW Assembly appears 

feasible at Astoria, but throughput will be limited by terminal acreage available. Humboldt Bay has the 

upland area and navigation characteristics to support OFW and MHK development, but will require 

purpose-built upland facilities and berth infrastructure. Overland connections to Humboldt may limit 

feasibility of a large OFW manufacturing facility. Several ports along the coast can provide QRP services, 

but there are large areas outside the range of a 2 hour response by QRP vessels between the ports in the 

Pacific that may limit installation locations. MHK commercial fabrication and assembly could feasibly be 

supported in Newport without additional significant port infrastructure, but other options on the coast are 

somewhat limited. 

Table 6-6. Scoring summary: Oregon and Northern California coasts

Port 

Classification Technology Astoria Coos 

Bay

Newport 

Toledo

Brookings Umpqua Garibaldi Humboldt

Quick 

Reaction

OFW & 

MHK 3 3 4 2 2 2 4

Fabrication & 

Construction

OFW 

Turbine - 2 - - - - 2

OFW 

Foundation - 2 - - - - 2

MHK 2 2 3 - - - 2

Assembly

OFW SemiSub 1 2 - - - - 2

OFW TLP 1 2 - - - - 2

OFW Spar 0 - - - - - -

MHK 2 2 3 - - - 2
97

Table 6-7. Regional gap analysis: Oregon and California coastal ports

Port Classification Technology Potential Gap

Quick Reaction OFW & MHK New exclusive use berths and facilities may be required. Facilities are 

not equally distributed along the coast. 

Fabrication & 

Construction

OFW Turbine

Improvements to un-developed land is likely required. New or modified 

marine terminal required. Larger labor pool would likely be required in 

order to provide all manufacturing needs. Limited rail connections may 

limit supply chain capabilities. 

OFW Foundation

Improvements to un-developed land is likely required. New or modified 

marine terminal required. Larger labor pool would likely be required in 

order to provide all manufacturing needs. Limited rail connections may 

limit supply chain capabilities. 

MHK Existing facilities may require berth capacity investigations. 

Assembly

OFW Semi-Sub Purpose built facility required (berth, upland development) at deep draft 

port with no air draft restriction. 

OFW TLP Purpose built facility required (berth, upland development) at deep draft 

port with no air draft restriction. 

OFW Spar Depths preclude assembly in region with existing technology. 

MHK Existing facilities may require berth capacity investigations.

6.1.4 Columbia River

6.1.4.1 Overview

Ports along the Columbia River are accessed by the 43 ft. deep, 600 ft. wide deep draft Columbia River 

Navigation Channel. Ports at Vancouver and Portland are both major international ports. Marine traffic 

between the Pacific and ports upriver must pass under the Astoria-Megler Bridge, with an air draft 

restriction of approximately 200 ft. The region has a large manufacturing base and capability, as well as a 

major shipyard in Portland. The widest dry dock on the West Coast is located at Vigor Shipyards in 

Portland. Several ports along the Columbia have significant land available for re-development. 

6.1.4.2 Assessment

Capabilities of Ports along the Columbia River to support development of OFW and MHK are 

summarized in Table 6-8. Detailed assessments are located in Appendix A. The Columbia River region is 

well suited to support development manufacturing of OFW and MHK components, with minor or major 

modifications to existing facilities based on component type. The deep draft navigation channel of the 

Columbia River, existing infrastructure, labor pool, and available land provide for a good opportunity to 

support OFW and MHK. Though existing manufacturing is significant, overall, to support OFW 

fabrication requirements for multiple component types it is likely that at least some new land 

development and marine terminal facilities will need to be built. The existing dry dock capabilities at 

Vigor Shipyard, though the widest on the West Coast, may not be wide enough to support all commercialscale OFW technologies. The region is similar to some of the purpose-built fabrication sites in Europe, 

which are located on inland waterways where land and workforce is available. It is possible that multiple 

components could be fabricated at a single facility with a new marine terminal. The bridges crossing the 

Columbia River preclude assembly of the devices at the ports in this region, given existing technology; as 

such the ports were not assessed for that function. The ports are located too far inland (i.e., greater than 40

nmi) to serve as QRPs. 
98

Table 6-8. Scoring summary: Columbia River

Port 

Classification Technology Portland Vancouver St. 

Helens Woodland Longview Kalama

Quick 

Reaction

OFW & 

MHK

- - - - - -

Fabrication & 

Construction

OFW 

Turbine

2 3 2 2 2 0

OFW 

Foundation

2 2 2 2 2 0

MHK 3 3 2 2 3 3

Assembly

OFW SemiSub- - - - - -

OFW TLP - - - - - -

OFW Spar - - - - - -

MHK 3 3 2 2 3 3

Table 6-9. Regional Gap Analysis: Columbia River.

Port Classification Technology Potential Gap

Quick Reaction OFW & MHK Distance from Pacific Ocean precludes use as QRP 

Fabrication & 

Construction

OFW Turbine

Land development or re-use of existing facilities is likely 

required to provide necessary upland area. At existing 

facilities berth-specific bearing capacity investigations 

should be conducted. 

OFW Foundation

Dry dock, though widest on West Coast, may not be wide 

enough for all OFW technology types. Depending on 

throughput requirements, and device width, a purposebuilt marine terminal with developed uplands is likely be 

required

MHK Existing facilities may require berth capacity investigations. 

Shipyard availability may affect throughput. 

Assembly

OFW Semi-Sub Columbia River Bridge Air Draft precludes assembly with 

existing technology. 

OFW TLP Columbia River Bridge Air Draft precludes assembly with 

existing technology. 

OFW Spar Columbia River Bridge Air Draft and depths preclude 

assembly with existing technology. 

MHK Existing facilities may require berth capacity investigations. 

Shipyard availability may affect throughput.
99

6.1.5 Southwest Washington

6.1.5.1 Overview

Major coastal seaports in Washington are limited to Grays Harbor. The Grays Harbor Federal Navigation 

Channel connects port facilities to the Pacific Ocean, and is dredged regularly. At the port there are 

several terminals with various levels of land development over approximately 250 acres of land. The port 

has no air draft restrictions to its main terminals. The port has a marine terminal rail system with access to 

the terminals. The Washington State Department of Transportation (WSDOT) built and owns a graving 

dock (~ 175 ft. x 800 ft.) used to construct pontoons for a state highway project, and the facility may be 

available for sale after the project is completed (WSDOT 2010).

6.1.5.2 Assessment

Along with no air draft restrictions, the significant upland areas with marine access could be developed to 

support OFW or MHK construction and assembly. To support OFW fabrication requirements for multiple 

component types it is likely that at least some new land development and marine terminal facilities will 

need to be built. Navigation channel depth (36 ft. Mean Low Lower Water [MLLW]) may require phasing 

of device tow-out with favorable tides, or de-ballasting of the devices. Further investigation of the 

WSDOT graving dock should be conducted to assess viability for re-use as an OFW or MHK assembly 

facility. In some cases, additional upland infrastructure, such as paved storage areas, may be required. The 

port has strong rail connections to support OFW and MHK fabrication. Major construction and 

fabrication projects (State Highway 520 Pontoons) have shown that a large skilled workforce is available.

Table 6-10 Scoring summary: SW Washington

Port Classification Technology Grays Harbor

Quick Reaction OFW & MHK -

Fabrication & 

Construction

OFW Turbine 3

OFW Foundation 2

MHK 3

Assembly

OFW Semi-Sub 2

OFW TLP 2

OFW Spar 0

MHK 3
100

6.1.6 Puget Sound

6.1.6.1 Overview

Ports in the Puget Sound region were classed as potentially supporting development of OFW and MHK 

fabrication, construction, and assembly. In general the ports exhibit good deepwater, protected port 

facilities with access to upland infrastructure and workforce with no air draft limitations. The Puget 

Sound has depths up to over 300 ft. The region has a large population and manufacturing base. The two 

largest ports in the state, Tacoma and Seattle, handle primarily container cargo, but also move breakbulk 

and project cargo. 

6.1.6.2 Assessment

Capabilities of Washington ports, outside the Columbia River, to support development of OFW and MHK 

are summarized in Table 6-11. Detailed assessments are located in Appendix A. Because of the available 

labor pool, total land with marine access, and navigation conditions, the Puget Sound has potential to 

provide support to the development of OFW and MHK facilities. The region could potentially support 

manufacturing as well as assembly, with devices towed over a longer distances to the installation sites, 

since towing is potentially more economical than building major infrastructure elsewhere. Existing 

facilities will likely be able to support MHK development without significant land re-development. Due 

to the acreage required to support OFW component manufacturing and assembly, it’s likely that the 

available upland areas with deep water access will need to be developed for these purposes, or repurposed 

from existing uses. Puget Sound regions Ports could be a good option for a prototype development due to 

the low cost for infrastructure investment combined with good unrestricted navigable access.

Table 6-11. Scoring summary: Puget Sound

Port 

Classification Technology Seattle Tacoma Everett Anacortes Olympia

Port 

Angeles

Bellingham

Quick 

Reaction

OFW & 

MHK

- - - - - - -

Fabrication & 

Construction

OFW 

Turbine

2 3 2 1 - 2 3

OFW 

Foundation

2 2 2 1 - 2 1

MHK 3 4 3 3 3 3 3

Assembly

OFW SemiSub

2 2 1 1 - 2 -

OFW TLP 2 2 1 1 - 2 -

OFW Spar 2 2 1 1 - - -

MHK 3 3 1 3 0 2 3
101

Table 6-12. Regional gap analysis: Washington

Port Classification Technology Potential Gap

Quick Reaction OFW & MHK N/A

Fabrication & 

Construction

OFW Turbine

Land redevelopment or re-purposing in Tacoma, Seattle, or 

elsewhere with marine access is likely required to support 

fabrication.

OFW Foundation

OFW will require wider dry docks than available in the Puget Sound 

area. A purpose-built marine terminal with developed uplands is 

likely be required for foundation construction and deployment. 

MHK Berth specific bearing capacity investigations is likely required. 

Assembly

OFW Semi-Sub

Purpose built facility required (berth, upland development), or major 

renovations to Terminal 5 at Port of Seattle or elsewhere. Berth 

specific bearing capacity investigations.

OFW TLP

Purpose built facility required (berth, upland development), or major 

renovations to Terminal 5 at Port of Seattle, or Grays Harbor 

Graving Dock. Berth specific bearing capacity investigations.

OFW Spar Assembly in deep protected water may be possible, but would 

require procurement or long term lease of floating crane. 

MHK Berth specific bearing capacity investigations likely required. 

6.1.7 Hawaii

6.1.7.1 Background 

The Port of Honolulu is a major port, is by far the largest port in the state, and handles the majority of the 

cargo from the mainland U.S. and international locations. The other ports in Hawaii’s network have 

significantly reduced throughput in comparison, but with some providing services not available in 

Honolulu. Most of the ports in Hawaii are referred to as “just-in-time” ports, which highlight the quick 

turnarounds of vessels and heavy traffic through the ports to ensure a constant stream of supplies to the 

island population and its industries. Though air draft restrictions do not exist on the islands, availability of 

upland areas at the ports is sparse; with Barbers Point being the exception.

6.1.7.2 Assessment

Capabilities of Hawaiian ports to support development of OFW and MHK are summarized in Table 6-13. 

Detailed assessments are located in Appendix A. All the Hawaiian ports described in this report are well 

positioned as QRPs if this region is selected for OFW and MHK energy development. Shipyard facilities 

located at Pearl Harbor may be able to provide demonstration-scale OFW or MHK construction, but is 

subject to availability and size of specific technologies. The Port of Honolulu has the navigation 

parameters to support OFW and MHK, but land with direct port access is very limited, and it would be 

difficult to find enough land to build permanent exclusive-use facilities in the port. The islands rely 

heavily on the seaports to transport goods. Additionally, the ports in Hawaii have very limited port land to 

re-purpose, unlike major international ports on the mainland where currently available land may be 

limited but total land in use by the port is large. Barbers Point is likely the most attractive candidate for 

development of assembly and fabrication facilities for both OFW and MHK due to the depth, size of the 

harbor, and available land. It, however, does not have the upland area to provide for fabrication and 

assembly for all OFW development stages. Overall, Hawaii will likely be able to provide some 

manufacturing or assembly services, but will likely rely on manufacturing outside the state as well due to 
102

limited quayside area availability. As Barbers Point appears to be the only port available to support 

commercial-scale OFW fabrication and assembly or MHK assembly, it would not likely be able to 

accommodate multiple exclusive use facilities, and the scores presented in Table 6-13 should be 

considered independent of each other. The remote location requires all supplies and components for OFW 

and MHK technology having to arrive by ship or air. A large supply of skilled labor outside of Oahu is 

unlikely. Many, if not all, of the ports also require project specific solutions for handling heavy-lift and 

project cargoes of the scale associated with current OFW and MHK technology. 

Table 6-13. Scoring summary: Hawaii

Port Classification Technology Honolulu Barbers Point Kahului Nawiliwili Port Allen

Quick Reaction OFW & MHK 4 4 4 4 3

Fabrication & 

Construction

OFW Turbine 0 2 1 1 -

OFW Foundation 1 1 1 1 -

MHK 3 3 1 1 -

Assembly

OFW Semi-Sub 1 2 1 1 -

OFW TLP 1 2 1 1 -

OFW Spar - - - - -

MHK 3 3 1 1 -

Table 6-14. Regional Gap Analysis: Hawaii.

Port Classification Technology Potential Gap

Quick Reaction OFW & MHK No major gaps

Fabrication & 

Construction

OFW Turbine

Larger labor pool and additional upland areas with marine 

access would be needed for full fabrication requirements. 

Likely that import of at least some components are 

required to assembly location. Total land with marine 

access is limited. 

OFW Foundation Purpose-built marine terminal with developed uplands is 

required, but total land with marine access is limited

MHK Berth-specific bearing capacity investigations likely 

required. 

Assembly

OFW Semi-Sub

Major land redevelopment is required for staging. Limited 

redundancy in potential locations. Limited protected deep 

water areas. Total land with marine access is limited.

OFW TLP

Major land redevelopment is required for staging. Limited 

redundancy in potential locations. Limited protected deep 

water areas. Total land with marine access is limited.

OFW Spar Harbor depths preclude assembly with existing 

technology. 

MHK Berth-specific bearing capacity investigations likely 

required. 
103

7. Key Study Findings and Conclusions

The primary key findings in the study are described in Section 7.1. The key findings are used to develop 

the study conclusions in Section 7.2

7.1 Key Findings - Ports and Navigation

Because floating offshore wind is most likely to be assembled at port, the port requirements for floating 

offshore wind have some differences. Instead of requiring large jack-up vessels to assemble the turbines 

at sea, offshore floating wind turbines will likely be assembled in port and then towed to site. While this 

reduces the vessel fleet requirements (i.e., no large jack-up vessels), the port should be able to provide 

adequate infrastructure to assemble the turbine on site, such as a heavy duty crane, assembly area, and 

deep draft berth, high capacity and potentially a dry dock. Similar to fixed foundation staging ports, the 

quayside bearing capacity must be adequate (e.g. 1000 psf or greater) to accommodate the point loads 

from OFW components. 

The primary key findings in the study are described in the following sub-sections. The key findings are 

used to develop the study conclusions in Section 7.2. 

7.1.1 OFW and MHK – General Findings

 Available wharf and vessel fleets to support large offshore structure fabrication is generally 

not as available on the Pacific West Coast as the U.S. Gulf and East Coasts or Europe. 

 Commercial- and demonstration-scale developments will likely use different facilities as a 

result of economies of scale, investment requirements for infrastructure, and availability of 

upland space relative to requirements. 

 The exact vessel fleet for installation work for both OFW and MHK will be dependent on 

developer technology, vessel availability, economics, timeline requirements, location, 

proximity to port, and metocean conditions. 

 Ports that have excess land and no air draft restrictions, typically have more navigation 

channel restrictions (e.g., Humboldt, Hueneme, Coos Bay, Grays Harbor).

 Many of the high volume ports in California, Oregon, and Washington have large total port 

and terminal acreage areas, which could later be re-purposed for OFW or MHK. However, 

presently available developed land is limited for medium (10+ acre) or large (50+ acre) 

exclusive use OFW and MHK terminals. 

 Inland Columbia River Ports (Portland, Vancouver, St. Helens, Woodland, Longview) and 

ports in the San Francisco Bay (Oakland, San Francisco, Richmond) are good candidates for 

supporting manufacturing and fabrication of MHK and OFW, but are not in a position to 

support OFW assembly due to restrictions on air draft. 

 Several Ports along the Columbia River (e.g.., St. Helens) have land with marine access 

available for MHK purpose built fabrication and assembly, with existing deep draft berths. 

 Considering presently available non-leased area, the high-volume ports (e.g., Los Angeles, 

Long Beach, Seattle, Tacoma, Oakland) will likely not be able to serve as a major assembly 

or fabrication facility port, but may be able to accommodate one or several fabrication 

facilities as part of a larger port network. However, because the existing terminals have large 

areas, if they were re-purposed to OFW or MHK the ports could likely provide multiple 

functions with appropriate crane and wharf bearing capacity improvements. 
104

7.1.2 OFW – Primary and Secondary Findings

7.1.2.1 Primary Findings

 OFW installation requirements at the portside is different than fixed-foundation wind 

requirements portside. Fixed foundation is typically assembled at sea, where OFW is likely to 

be assembled at port (semi-sub, TLP). 

 Spars may be assembled at sea, but will likely require assembly operations to occur in 

protected waters with adequate depths, which are not common to the West Coast.

 Offshore wind turbine fabrication requires specialty manufacturing, unless shipped from 

overseas. 

 Offshore wind components for 6 to 8 megawatt turbines are expected to be too large to 

transport over road or rail and will likely be fabricated where there is access to quayside 

areas. Therefore, a network of ports may likely need to be developed, with different ports 

providing different functions; for example, fabrication at a particular port and assembly at

another. 

 Crainage requirements to support OFW assembly are not currently commonly found on the 

Pacific West Coast (e.g., ~1000 ton, with lift height of approximately 300 feet), either land or 

water-based. MHK components will not require the same crainage requirements for assembly 

as OFW components because MHK components are not required to be lifted and affixed atop 

a tower and are generally available.

 Quayside bearing capacity to support OFW components is likely a minimum of 1,000 psf, 

and may require use of Self-Propelled Modular Transporters to distribute loads. 2,000 psf 

quayside bearing capacity will likely be preferred. 

 A large skilled labor pool is required for commercial-scale OFW fabrication and construction.

 Commercial-scale OFW assembly and construction will likely require exclusive use terminals 

depending on the size of the wind farm development. 

 Ports supporting OFW assembly must have no air draft restrictions (i.e., bridges) between the 

assembly site and the open ocean. 

 Many of the high volume ports in California have limited land available for medium (10+ 

acre) or large (50+ acre) exclusive-use OFW terminals and ports that have excess land and no 

air draft restrictions typically have more navigation channel restrictions. 

 The width of potential future OFW foundations could exceed the maximum width of existing 

dry docks on the West Coast and Hawaii, necessitating fabrication elsewhere (such as Asia), 

modification of existing facilities, or construction of new facilities. 

7.1.2.2 Secondary Findings

 Ports supporting offshore windfarms in Europe are not necessarily the ports with the highest 

throughput volume, and may be located in more rural areas to accommodate the requirements 

for exclusive-use area acreage and quayside bearing capacity. Facilities at these ports appear 

to be tending towards purpose-built upland development and quayside facilities (e.g. Port 

Hull, Bremerhaven, Cuxhaven). Similar developments could occur on the Pacific West Coast. 

 At the time of this study, no multiple device (e.g. commercial-scale) OFW energy 
105

developments had yet been installed globally. Therefore, no existing industry was available 

for direct-comparison to facilities in the study area. 

 Floating wind foundation installation procedures are still in the developmental stage. New 

technologies may be developed to improve economy and efficiency of installation which 

could affect the port infrastructure requirements, and result in different capabilities for 

existing ports in the study area to support OFW. 

 Location of Assembly Ports and Fabrication and Construction Ports is of less importance than 

access to upland space, infrastructure, and protected harbor. Towing longer distances is 

feasible and requires less investment in infrastructure and is currently commonplace in other 

similar industries deploying large offshore floating structures. 

7.1.3 MHK Findings

 MHK technology has not advanced to the same level of refinement as offshore wind 

technologies. Assumptions were required for the types of devices being deployed and new 

technologies are in continuous development and refinement.

 Ideally all of the MHK supporting functions would occur at the same port (cluster port). 

However, the cluster port concept requires more land (30+ acres) which also must provide 

marine access. A port network may be developed instead, with different ports providing 

different functions. For example, fabrication on the Columbia River, assembly in Coos Bay. 

 Though MHK technology components could potentially weigh over 100 tons each, they will 

not require the same crainage requirements for assembly as OFW since components are not 

required to be lifted to be affixed atop a tower. 

 A large skilled labor pool is required for commercial-scale MHK fabrication and 

construction.

 Dry-dock and existing fabrication facilities are capable to support most demonstration-scale 

projects. 

 The port network on the West Coast and Hawaii appears capable to support commercial-scale 

MHK without significant land redevelopment or purpose built marine terminal. 

7.1.4 Marine Navigation Assessment

Several major port facilities in the study area are subject to regional restricted air draft, and others are 

subject to air draft restrictions with in select areas of the ports. Ports with no air draft restrictions are 

candidates for supporting OFW assembly with appropriate quayside and upland improvements. MHK 

assembly sites are not likely to be limited by air draft restrictions of the devices. 

 Major Ports without any Air Draft Restrictions

o Hueneme, Humboldt Bay, Grays Harbor, Port Angeles, Bellingham, Everett, Seattle, 

Tacoma, Anacortes, Honolulu, Barbers Point. 

 Major Ports with no regional Air Draft restrictions, but select areas of the port are limited in 

air draft. 

o San Diego, Los Angeles, Long Beach, Coos Bay

 Regional Air Draft Restrictions

o San Francisco Bay, Columbia River, Newport (OR)
106

7.2 Key Findings - Vessels

This section presents a summary of vessel availability and likelihood of use in the study area, and 

associated key findings. Table 7-1 shows a summary of the vessel fleet assessment to support OFW and 

MHK. Availability of vessels which are used in similar industries to OFW and MHK development was 

assessed in Chapter 3, and Appendix D. The potential vessel fleet to support OFW and MHK 

development was identified in Chapter 4. A selection of representative specialty vessels available on the 

West Coast and Hawaii was developed, and is included in Appendix K. 

Because OFW and MHK specific fleets do not yet exist, and may vary depending on future technology 

development, not all vessels may be required, or have equal likelihood of being required. The likelihood 

of use assessment is based on vessel capabilities, required vessel functions described in Chapter 3, 

existing cargo transport methods observed for prototype industries, and device component 

characteristics. The availability assessment is based on the findings in the representative database, vessel 

availability published by the U.S. Department of Transportation Marine Administration (MARAD, 

2016), and discussions with marine contractors.

Table 7-1. Vessel fleet assessment to support OFW and MHK

Vessel Likelihood of 

Use

Availability 

(CA, OR, WA, HI)

Comment

Bathymetric Survey Vessel High High Typically available in study area

Research Vessel High High Typically available in study area

Cable Laying Vessel/Barge High Low Most likely will mobilize from outside study area.

Offshore Construction 

Vessel

Medium Low Not typically utilized on West Coast

Multi-Purpose Vessel Medium Medium May require mobilization from outside study area.

Bulk Carrier High Medium Limited U.S. Flagged Bulk Carriers 

ABS-Certified Deck Barge High High Many marine transport companies in study area.

Ocean Tug High High Many marine transport companies in study area.

Support Tug High High Many marine transport companies in study area.

Multicat Tug Low Low. Not typically available in U.S. presently, primarily 

in Europe. 

AHT High Medium May require mobilization from outside study area. 

MPV may also provide service

O&M Mothership Low Very low Likely a purpose-built vessel

Crew Transfer Vessel High (OFW) Low First CTV delivered to East Coast in 2016. 

Offshore Service Vessel

High Medium Offshore Supply Vessels currently available in 

CA, and other parts of U.S. Wind-specific 

offshore service vessels in Europe only. 

Crane Barge (100-500 ton) Low High Available in NW and CA. May mobilize from Gulf.

Crane Barge (700-1000 ton) Low Medium Available in NW and CA. May mobilize from Gulf.

Crane Barge (1000+ ton) Low Low Limited availability worldwide for special-use
107

7.2.1 Vessels – Primary Findings

 Demonstration-scale OFW or MHK energy developments will likely only use the vessel fleet 

already in use across the U.S. with potentially some limited specialty vessel charters for 

specific tasks.

 It is unlikely that large scale open ocean installations will utilize floating barges due to vessel 

motions associated with the typical wave heights and long wave periods present in the Pacific 

Ocean (typical annual average wave period ~11 seconds, significant wave height ~7-8 ft.).

 Depths at potential installation sites in the project area will likely preclude the use of jack-up 

vessels, and the wave climate likely precludes the use of other floating cranes on a 

commercial-scale. It is most likely that OFW devices will be fully assembled at the port 

facility then towed to site by tugs. Therefore jack-up vessels or barges with spuds would not

be needed, and U.S. flagged vessels should be capable of doing all installation activities.

 Current availability of vessels potentially required to support MHK and OFW is varied, as 

follows:

 Vessels not presently common to West Coast and Hawaii

 Anchor Handling Tugs and Service Vessels

 Offshore- Wind Service Vessels

 Multi-Purpose Vessels

 Crew Transfer Vessels

 Cable-Laying Vessels

 Multicat Tugs

 Vessels common on the West Coast and in Hawaii

 Bathymetric, geotechnical, and benthic survey vessels 

 Coastal, Ocean, and Harbor Tugs

 ABS Certified Barges

 Bulk Carriers

7.2.2 Vessels – Secondary Findings

 Installation vessel requirements for MHK technology may vary significantly due to 

significant variations in device geometry between MHK technologies. Vessels presented in 

this study are intended to be within the same order of magnitude for any MHK project; 

however, device specific vessels may be constructed for installation of the MHK devices.

 Cable-laying vessels will require mobilization from elsewhere or be purpose built 

(commercial-scale) for OFW and MHK projects. 

 Ocean tugs are available from companies like Foss, Crowley, and Sause Brothers for towing 

of devices long distances. 

 Multi-purpose vessels may provide similar towing services as anchor handling tugs. If 

mobilized, multi-purpose vessels could potentially serve several purposes for demonstrationscale, and potentially larger, projects. 
108

 The first crew transfer vessels in the U.S. are being constructed for the Block Island Wind 

Farm development in Rhode Island. It is expected that purpose built CTVs would be 

constructed for OFW developments in the study area. 

 Similar to CTVs, purpose built vessels to service MHK developments would likely be 

constructed to fit the needs for a commercial-scale MHK development. 

 Offshore wind development specific service vessels (used for larger repairs and personnel 

transfer) are not currently available on the west coast, and would likely need to be purpose 

built to meet the demand of the high swell conditions in the Pacific. Offshore wind service 

vessels would not be stationed at QRPs, and would likely be moored at either the AP or FCP. 

Offshore service vessels not specific to wind development are present on the West Coast and 

presently service the oil platforms in California 

7.3 General Study Conclusions

Ports on the Pacific West Coast and islands of Oahu, Maui, and Kauai have various levels of existing and 

potential suitability to support OFW and MHK. Although the Pacific West Coast currently has very good 

Port infrastructure, there is no single Port facility that currently has the infrastructure which would allow 

the full fabrication, construction and assembly of OFW technology at one location. Commercial-scale 

development will most likely utilize a network of ports to provide fabrication and assembly support. 

Because commercial-scale OFW development requirements would exceed the current capabilities of port 

facilities, investment in new wharf and upland infrastructure would be required. A majority of these 

improvements would be related to wharf structures, laydown areas, storage, heavy-load high-reach cranes 

and potentially dredging of any new berth facilities. Navigation, rail and road access to the mid to major 

ports and availability of workforce is relatively good for the development of commercial scale project on 

the mainland U.S. Implementation of demonstration-scale OFW may require the use of port facilities 

farther away (within or outside the study area) from the installation site to take advantage of existing 

infrastructure for fabrication and construction then shipped to a more local port facility for final assembly.

Considering existing technology, regional height limits preclude OFW assembly in many areas of the 

Pacific West Coast, though these regions are still good candidates for supporting offshore renewable 

technology fabrication. Existing high-volume ports have the total land area to support OFW and MHK, 

but most of the land is currently in use for other purposes. Terminals may become available for use at a 

later date at market rates. A greater number of ports can accommodate MHK fabrication and assembly

without significant redevelopment as compared to OFW, primarily because less land is anticipated to be 

required. 

Ports in Washington and Southern California could eventually support OFW and MHK fabrication and 

assembly, due to the large manufacturing bases, deep-draft navigation channels, and no regional height 

restrictions on marine traffic. However, these ports would likely require either additional terminal 

development or re-purposing of exiting terminals. Ports in Hawaii generally have limited space available 

for long-term staging, storage, and manufacturing, which likely precludes their capability to support 

commercial-scale OFW or MHK fabrication. 

Port facilities for servicing an operational demonstration- or commercial-scale development would be 

limited to the nearby coastal areas in which the OFW and MHK facilities are developed to provide the

assumed response time of two hours. Port facilities are not uniformly located along the coasts of Oregon

and California. For areas outside the maximum distance to a port, use of a large floating tender vessel to 

provide the necessary support services has been investigated in Europe. The type and size of these vessels 
109

is in development and may require project-specific design to be operational throughout the winter months 

in the Pacific Ocean due to the very large average wave climate that exists for the study area.

The Pacific West Coast has good availability of marine vessel technologies relative to the existing 

industries in those areas, but it varies from availability that exist in other areas of the U.S. The marine 

vessel technologies currently found on the Pacific West Coast have an emphasis on protected water 

marine construction, vessel shipping industry, and cross-Pacific navigation, but less emphasis on offshore 

construction, operations, and service. Specialty construction equipment will require large lead time for 

either mobilization from other regions (Gulf Coast and East Coast) or to be purpose built for a larger 

commercial scale project. Additionally, the offshore ocean operating conditions are significantly more 

energetic on the Pacific West Coast on a year-round basis relative to the Gulf Coast or East Coast of the 

U.S., which will limit the available time periods for both installation and support service 

operations. Specialty vessels for assembly and installation of OFW or MHK farms have not yet been 

developed in the U.S. or Europe and may be further limited as a result of Jones Act vessel restrictions 

prohibiting foreign-flagged vessels. Existing European wind farm installation jack-up vessels may not be 

available for long-term use in the U.S. as a result of Jones Act vessel restrictions or may not be suitable 

due to water depths in the study area. Water depths at potential installation sites in the study area and the 

wave climate likely precludes the use of floating cranes. Therefore, it is most likely that OFW devices 

will be fully assembled at the port facility then towed to site by tugs. Jack-up vessels or barges with spuds 

would not be needed, and U.S. flagged vessels should be capable of performing all installation activities.

7.4 Port Classifications Conclusions

In order to provide quick reference to study conclusions relative to specific technologies, the following 

subsections were developed and provide a brief overview of the port infrastructure capabilities to support 

each technology and support function. 

7.4.1 Quick Reaction

Throughout many reaches on the Pacific West Coast and Hawaii, QRP locations leave gaps in coastline 

which cannot be reached by vessel in two hours. The wave climate in the Pacific may preclude the 

feasibility of floating hotels to serve the energy installations with continuous deployment at sea to 

mitigate the gaps in coverage.

7.4.2 Fabrication and Construction

7.4.2.1 OFW Turbine

The size and weight of 6 to 8 MW wind turbine generator (WTG) components will require fabrication 

facilities with direct port access, deep draft channels, a skilled workforce, supply chain connections, and 

significant upland space available for exclusive use operations. Many of the major ports optimize space to 

maximize throughput and facilities may need to be built either at smaller ports as part of a port network. 

Facilities to fabricate the different components may be constructed on undeveloped or redeveloped land 

directly adjacent to new purpose built marine terminals. Demonstration-scale and other early-stage 

projects will likely import components directly to the assembly port from existing facilities outside the 

port network since purpose-built facilities are not economical for smaller projects. Likely locations for 

this type of development are Port Hueneme, the San Francisco Bay area, the Columbia River, Grays 

Harbor, and the Puget Sound. The larger ports in Southern California could likely support OFW 

fabrication should land become available. If all the WTG components are fabricated at the same port, up 

to 100 acres of space or more is required. 
110

7.4.2.2 OFW Foundations

Similar to WTG components, the size and weight of the foundations will require fabrication facilities with 

direct port access, a skilled workforce, supply chain connections, and significant upland space available 

for exclusive use operations. Demonstration-scale projects may likely use existing fabrication shops or 

shipyards, but commercial-scale projects will require long-term commitments, which could require 

exclusive use construction facilities. Exclusive use facilities will require a significant amount of land (50+

acres). Developed land area of this size with the necessary berth and quayside bearing capacity is not 

commonly available, or is currently used for another purpose. Available land is more likely to be found at 

one of the medium-size ports (e.g., Hueneme) or yet to be developed land. The major international ports 

in California, Oregon, and Washington have the land required for fabrication, but would require re-use of 

existing terminals. The foundations may be constructed in existing dry docks, but would be limited in 

throughput if using existing facilities and are limited to approximately 180 ft. in width. Semi-subs and 

TLPs could potentially be as wide as 230 feet, which would preclude the use of existing dry docks in the 

project area. 

7.4.2.3 MHK

Because MHK fabrication and staging requirements are assumed to require less upland area, more ports 

have the capability to support the industry with moderate to minimal infrastructure improvements as 

compared to OFW. Candidate ports that could support MHK fabrication with a moderate level of 

infrastructure improvements exist in CA, OR, WA and HI, though opportunities in HI appear limited to 

one port only, as opposed to several ports in CA, OR and WA. Smaller MHK components that can be 

transported overland can be considered project cargo and served are served by many ports in the study 

area.

7.4.3 Assembly

7.4.3.1 OFW - Semi-Submersible

Ideally assembly of Semi-sub foundations would occur at the fabrication facility, which requires 

substantial upland infrastructure and area. No facilities exist in the study area that can currently assemble 

devices on a commercial scale due to the crainage (1000 ton, 300 ft. height), upland staging area, 

quayside bearing capacity, and marine navigation requirements. Redeveloped or newly developed land at 

existing deep draft ports, with construction of a new crane and a high capacity quayside area would be 

needed to support Semi-sub assembly. In some cases berth dredging would be required. New or repurposed berths could potentially support assembly in Southern California, the Oregon Coast, Grays 

Harbor, and Puget Sound. With existing technology and considering the wave climate of the Pacific, 

assembly of devices in and around the San Francisco Bay area does not appear feasible due to air draft 

limitations in the bay. 

7.4.3.2 OFW – Tension-Leg Platform

Conclusions related to TLP foundation assembly align with Semi-Sub conclusions described above.

7.4.3.3 OFW – Spar Buoy

Existing technology does not allow for assembly of spar devices quayside at any port in the project area. 

The wave climate of the Pacific Ocean appears to preclude assembly at the installation site area with 

existing technology. Assembly is potentially feasibly with water-based cranes and staging barges in the 

Puget Sound since it is protected from ocean swell and typically has depths greater than 300 feet. New 

installation technology intended to improve existing spar assembly methods is in development.
111

7.4.3.4 OFW – MHK

Because MHK assembly and staging requirements are assumed to require less upland area, more ports 

have the capability to support the industry with moderate to minimal infrastructure improvements as 

compared to OFW. Existing port facilities will likely require new or temporary quayside crane 

infrastructure, unless the devices are constructed and assembled in dry dock. Bearing capacity of the 

wharf should be assessed prior to use. 

7.5 Current state of Port Infrastructure to support demonstration- and commercialscale OFW and MHK

In order to provide quick access to the current state of port infrastructure to support future demonstrationscale and commercial-scale developments by region, a brief summary of state-by-state capabilities are 

summarized below. In all states, additional crane infrastructure at ports appears to be required to support 

OFW assembly. For demonstration-scale projects land-based mobile cranes can potentially be rented for 

short-term use. 

7.5.1 Demonstration-scale

 California – California ports are the largest on the West Coast, and have a good workforce, 

overland connections, and existing upland infrastructure. Ports in Southern California could

support temporary assembly staging. Ports in the San Francisco Bay do not have the capability to 

support any OFW assembly with existing technology. Humboldt Bay would likely require 

quayside upgrades in order to support staging and transport of materials. 

 Oregon – Ports on the Columbia River could be good candidates for supporting manufacturing of 

OFW foundations, or MHK devices due to capable existing manufacturing facilities, but are not 

suitable for OFW assembly due to air draft. OFW manufacturing on the Columbia River could be 

coupled with assembly at one of the Coastal Ports with no air draft restrictions. 

 Washington – Good deepwater, protected port facilities with access to upland infrastructure and 

workforce with no air draft limitations. Puget Sound regions Ports could be a good option for a 

prototype development due to the low cost for infrastructure investment combined with good 

unrestricted navigable access.

 Hawaii – Ports on the island are heavily relied upon for movement of necessary goods from the 

mainland. Available space is limited, but may be available at Barber’s point. This site could be a 

good option for prototype development due to navigation access and area available for upland 

staging. Investigations on available temporary cranes and quayside bearing capacity would be 

required. Fabrication of devices could also be supported by the shipyard in Pearl Harbor.

7.5.2 Commercial Scale

 California – Ports in the San Francisco Bay do not have the capability to support any OFW 

assembly with existing technology due to air draft restrictions. Humboldt Bay would likely 

require quayside upgrades in order to support staging and transport of materials. Upland staging 

area is currently limited in availability at the larger Southern California Ports, but land could 

potentially be available with re-use of existing terminals. The Port of Hueneme may be able to 

provide MHK or OFW fabrication, construction, or assembly services. 

 Oregon – Ports on the Oregon Coast have limited developed upland area available to support 

assembly staging. New development would be required in Coos Bay to support OFW assembly. 
112

Land for development is available along the Columbia River which could potentially support 

OFW and MHK fabrication and construction. 

 Washington – Good deepwater, protected port facilities with access to upland infrastructure and 

workforce with no air draft limitations. Puget Sound region ports could be a good option for 

commercial-scale OFW component fabrication, and assembly due to the potential for low-cost 

infrastructure investment, good unrestricted navigable access, overland connections, and a large 

skilled workforce.

 Hawaii – Limited upland area will likely require at least several OFW or MHK components to be 

fabricated outside the state. Assembly may be feasible at Barber’s Point but other ports on the 

islands, including Honolulu, do not have the available upland areas required for staging. There is 

also limited room available for potential future expansion at the ports.
113

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Appendix A. Inventory of Pacific West Coast Candidate Port Facilities 

and Characteristics
120

Introduction

Analysis presented in this appendix builds on the preliminary database information and analysis which was 

presented during the pre-screening analysis in Chapter 2. For each port, the facility infrastructure characteristics are 

presented and assessed relative to infrastructure estimated to be required to support offshore floating wind (OFW) 

and marine hydrokinetic (MHK) development. At each port, key characteristics are presented as strengths and 

potential limitations. Not all table cells are populated since key characteristics are different for each port. 

Additional port characteristics not shown in these key characteristics tables are included in 0, and contributed to the 

assessment. Ports are assessed and scored relative to their relative readiness to support the various OFW and MHK 

activities. Scores are summarized in a scoring summary table for each port and classification. The potential gaps 

between existing facility characteristics and infrastructure needed to support industry development is shown next to 

the score for each port score. Results from this appendix are summarized in Chapter 6.

Assessment Assumptions

In some cases, multiple sites within a single port are assessed. Facilities related to container shipping are not 

included. The assessment of existing port facilities focuses on general, project, and breakbulk cargo. Because 

commercial-scale OFW development will require significant upland land to support fabrication, construction, and 

assembly, the potential for available upland area for development is included. Small and specialty equipment is 

assumed to be included in project specific procurements and not assumed to be already available (such as forklifts, 

etc.). Data sources for port characteristics are based on communication with port representatives, review of port 

fact sheets, review of port facilities, and direct observation. 

A.1. California

A1.1 San Diego

Existing Facilities

The Port of San Diego is a natural deep water harbor located approximately 96 miles southeast of Los Angeles and 

10 miles north of the United States-Mexico border. San Diego Bay is protected from the Pacific Ocean by two 

peninsulas, and the area’s temperate climate makes it conducive to year-round cargo handling. It contains a full 

service shipyard, and two ship repair yards. The port operates two primary cargo marine terminals, Tenth Avenue 

and National City and specializes in breakbulk cargo (CalTrans 2016). The Tenth Avenue Terminal has previously 

handled wind farm components such as hubs, blades, and nacelles. To support breakbulk cargo handling and 

staging the terminal has 25 acres of open space and a 100-ton mobile crane, as well as 24 hour operations. National 

City Marine Terminal is south of the Coronado Sand Diego Bay Bridge, which as a clearance of 200 ft. NASSCO 

General Dynamics and BAE Systems shipyards are also located inland of the bridge. Dry docks at the shipyards 

have a maximum width of approximately 175 ft., with a lift capability of 650 tons. 

Table A-1. San Diego key characteristics 

Characteristic Strength Potential Limitation

Harbor Location Sheltered harbor and near BOEM waters

Navigation Wide (600 ft) deep navigation channel (~42 ft.)

Air Draft Some facilities are seaward of Coronado bridge 

(~200 ft. clearance)

Shipyards are inland of Coronado bridge 

(~200 ft. clearance)

Upland Area 135 acres of potential port upland use. Limited upland area not presently in use 

for new fabrication facilities with access to 

the water seaward of the Coronado 

Bridge. 

Crane 650 ton shipyard crane 100 ton mobile crane
121

Characteristic Strength Potential Limitation

Shipyard Large shipyard Shipyard is primarily located inland of air 

draft restriction

Road & Rail Access Highway access. Class 1 and Shortline Rail access.

Quayside Facilities Quayside clear area is limited due to 

proximity of buildings or existing uses. 

Helipad Airport located near seaport. 

Workforce & Fabrication Significant manufacturing and shipbuilding capability. 

Large metropolitan population and manufacturing 

base.

Other Previous experience importing wind turbine 

components.

24 hour operations

Assessment

The port is a major harbor and meets many of the criteria for quick reaction port (QRP), fabrication and 

construction port (FCP), and assembly port (AP) classification for OFW and MHK technologies. Because of the 

significant shipbuilding capability, San Diego would likely be able to support fabrication and construction of OFW 

foundations and MHK devices, if the facilities have availability. Shipyard crane capacity would be able to support 

fabrication of Semi-sub, tension-leg platform (TLP foundations if the devices are narrow enough). Semi-sub and 

TLP width is expected to be between 140 ft. and 230 ft., so the larger devices would be wider than the dry docks. 

Spars and MHK devices geometry would likely allow fabrication within the dry dock. Existing crane capability 

outside shipyard does not meet requirements for wind turbine assembly. Limited (i.e., demonstration-scale) OFW 

assembly is potentially feasible at Terminal 10, however, quayside staging area appears to be limited and may not 

provide the necessary space needed for commercial-scale OFW assembly without change in use at the terminal. 

Land with water access is already highly developed in San Diego Bay, especially seaward of the Coronado Bridge, 

and though possible, it is unlikely that enough area is available for purpose built fabrication, assembly, or cluster 

port facilities for OFW, which would be on the order or 50+ acres. MHK assembly is technically feasible at one of 

the shipyards (BAE/NASSCO). The existing terminals could potentially fit as a QRP, and appear to have adequate 

upland infrastructure. Purpose built berths for crew transfer vessels (CTVs) may be required. The port could likely 

also support the larger offshore wind farm service vessels with existing infrastructure (such as berths, upland area, 

available cranes, etc.). 
122

Figure A-1. Port of San Diego 

Table A-2. San Diego port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap

Quick Reaction OFW & MHK 4 No major gaps. Vessel specific moorage may be required.

Fabrication & 

Construction

OFW Turbine 2

Quayside land (10+ acres) for exclusive use deep draft berth. 

Requires change in terminal use.

OFW Foundation 3

Shipyard availability.Wider dry dock or exclusive fabrication 

terminal (50 acres +) required if wider than ~175 ft. 

MHK 4 Shipyard availability.

Assembly

OFW Semi-Sub 2

Quayside land (10+ acres) for exclusive use deep draft berth

seaward of bridge. Requires change in terminal use.

OFW TLP 2

Quayside land (10+ acres) for exclusive use deep draft berth

seaward of bridge. Requires change in terminal use.

OFW Spar - N/A

MHK 4 Shipyard availability.

- = Was not assessed based on results of Pre-screening analysis.

0 = Does not meet criteria and is not suitable due to not meeting primary criteria.

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects.

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed.
123

A1.2 Los Angeles

Existing Facilities

The Port of Los Angeles (POLA) is located on San Pedro Bay, 20 miles south of downtown Los Angeles (LA), at 

the south end of Interstate (I-) 110. The Port is the busiest container port in the U.S. (ranked 1st since 2000) and the 

16th busiest container port in the world (CalTrans. 2016). The port has 23 cargo terminals, 270 berths, and 85 

gantry cranes over an area of 1600 terminal acres. Of interest to OFW and MHK development, the port operates 

three (3) breakbulk terminals, with a total of seven (7) berths, and a total of 76 acres (POLA 2016). Existing crane 

capacity is approximately 45 tons. The Port does not have a major dry dock, though some ship repair facilities are 

in the area (e.g., Al Larson Boat Shop). The existing breakbulk terminals currently handle steel and are located 

landward of the Vincent Thomas Bridge, which has a clearance of 184 ft. Expansion of breakbulk facilities is 

included in the port master plan, but is primarily located inland of the bridge. The port has significant overland 

connections (Interstates, Class 1 rail, shoreline rail) as a result of the cargo volume handled. 

Table A-3. Los Angeles key characteristics

Characteristic Strength Potential Limitation

Harbor Location Sheltered harbor and near BOEM waters -

Navigation Deep (53 ft.) and wide (750 ft.) primary navigation 

channel

-

Air Draft No regional restrictions Some areas of the port which may be 

available are located inland to air draft 

restriction (184 ft.)

Upland Area Appx. 1600 total acres Limited upland area with direct access to the 

water seaward of the Vincent Thomas 

Bridge.

Crane - 45 ton crane

Dry Dock - Some shipbuilding and waterside 

manufacturing facilities. 

Road & Rail Access Class 1 and Shortline Rail access, Interstate 

access.

-

Quayside Facilities 7 existing breakbulk berths Quayside berth loading capacity not known.

Helipad Helipad located at the port -

Workforce & Fabrication Large metropolitan population and manufacturing 

base.

-

Other 24 hour operations -

Assessment

The port is a major harbor and was classified as potential FCP, AP, and QRP for OFW and MHK. Because the 

existing breakbulk terminals are located inland of the bridge, OFW assembly at these facilities likely is not feasible 

due to air draft restriction. Assembly may be feasible seaward of the bridge in the port, but would likely need to 

displace existing uses and may require project-specific infrastructure development. MHK assembly may be feasible 

at the port, but will likely require construction or rental of a crane with appropriate lifting capacity. To support 

fabrication of several components (such as blades, hubs, and towers), additional land may need to be developed. 

Five acres are currently available at Berths 153-155 (Pasha 2016). Because steel is currently handled at the port, 

heavy slabs are available for storage and transport may be sufficient for storage of OFW and MHK components. 

The port appears to have facilities to support CTVs for OFW and MHK. CTVs and offshore wind farm service 

vessels can both likely be stationed at the port.
124

Figure A-2. Port of Los Angeles and Long Beach aerial view

Table A-4. Los Angeles port assessment and cursory gap analysis 

Port 

Classification Technology Score Potential Gap

Quick Reaction OFW & MHK 4 No major gaps. Vessel specific moorage may be required. 

Fabrication & 

Construction

OFW Turbine 2 Quayside land (10+ acres) for exclusive use deep draft 

terminal seaward of bridge. Requires change in terminal use.

OFW Foundation 2 Quayside land (50+ acres) for exclusive use deep draft 

terminal seaward of bridge. Requires change in terminal use.

MHK 3 Fabrication facility (1-5 acres). Crawler cranes may be 

required. Water access may not be required.

Assembly

OFW Semi-Sub 2 Quayside land (10+ acres) for exclusive use deep draft 

terminal seaward of bridge. Requires change in terminal use.

OFW TLP 2 Quayside land (10+ acres) for exclusive use deep draft 

terminal seaward of bridge. Requires change in terminal use.

OFW Spar - N/A

MHK 3 10 acre facility with new crane.

- = Was not assessed based on results of Pre-screening analysis.

0 = Does not meet criteria and is not suitable due to not meeting primary criteria.

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects.

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed.
125

A1.3 Long Beach

Existing Facilities

The Port of Long Beach (Port) is located at the south end of the I-710 Freeway and approximately 25 miles south 

of downtown LA. It has one of the deepest harbors of any seaport in the world and handles approximately 5,000 

vessel calls a year (CalTrans 2016). The port is located directly adjacent to the Port of Los Angeles. Five breakbulk 

terminals are located at the Port, two (Pier F, Pier T) of which are located seaward of the Gerald Desmond Bridge 

(clearance of 155 ft.). Existing breakbulk crane capacity is approximately 40 tons. 

Table A-5. Long Beach key characteristics

Characteristic Strength Potential Limitation

Harbor Location Sheltered harbor and near BOEM waters -

Navigation One of the deepest harbors in the world 

(76 ft.)

-

Air Draft Appx. 1600 total acres Several terminals located inland of air draft restriction 

(155 ft.)

Upland Area - Limited undeveloped upland area for new fabrication 

facilities with access to the water. 

Crane - 40 ton crane

Shipyard - Minor shipbuilding and waterside manufacturing 

facilities. 

Road & Rail Access Interstate Highway and Class 1 rail -

Quayside Facilities -

Helipad Located at Port -

Workforce & Fabrication Large metropolitan population and 

manufacturing base. 

-

Other Experience with wind turbine components -

Assessment

The port is a major harbor and was classified as potential FCP, AP, and QRP for OFW and MHK. Because of the 

significant vessel traffic the port already accommodates, few to no navigation restrictions will likely be present. 

The significant road and rail connections would be able to provide the necessary overland connections for 

fabrication and assembly support. Limited vessel fabrication is available in this area and may limit experience and 

available facilities for construction of OFW foundations, and MHK devices. Because the port currently handles a 

large volume of containers and other cargo, space is limited for new fabrication facilities (requiring over 10 acres 

each), and foundation construction facilities (~50 acres). The port has significant amount of land that, if repurposed, could support OFW and MHK manufacturing and assembly. The existing crane capacity is not sufficient 

for handling wind turbine components for 6 MW devices or larger, or for assembly of wind turbines.
126

Table A-6. Long Beach port assessment and cursory gap analysis

Port Classification Technology Score Potential Gap

Quick Reaction OFW & MHK 4 No major gaps. Vessel specific moorage may be required.

Fabrication & 

Construction

OFW Turbine 2

Quayside land (10+ acres) for exclusive use deep draft 

terminal seaward of bridge. Requires change in terminal use. 

OFW Foundation 2

Quayside land (50+ acres)for exclusive use deep draft 

terminal seaward of bridge. Requires change in terminal use.

MHK 3

Fabrication facility (1-5 acres). Crawler cranes may be 

required. Water access may not be required.

Assembly

OFW Semi-Sub 2

Quayside land (10+ acres) for exclusive use deep draft 

terminal seaward of bridge. Requires change in terminal use.

OFW TLP 2

Quayside land (10+ acres) for exclusive use deep draft 

terminal seaward of bridge. Requires change in terminal use.

OFW Spar - N/A

MHK 3 10 acre facility with new crane.

- = Was not assessed based on results of Pre-screening analysis.

0 = Does not meet criteria and is not suitable due to not meeting primary criteria.

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects.

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed.

Figure A-3. Port of Long Beach map 
127

A1.4 Hueneme

Existing Facilitates

Port of Hueneme is the only deep draft harbor between Los Angeles and San Francisco Bay. The Ports specializes 

in handling automobiles, produce, and bulk cargo. It also provides support services for the offshore oil industry. 

(CalTrans 2106). The port has 6 deep draft berths, which appear to be supported by concrete piles, and handles 

break bulk cargo at the south terminal. It is known as a handler of automobiles and fresh produce. The port has 

outdoor storage capacity of 50 acres, 165 acres of maritime operations, and 210 acres of industrial land. Shortline 

rail access is available at the port, but not direct to dock. The port can handle vessels up to 800 ft. in length. At 

present, it has approximately 130 acres up for commercial lease and 280 acres in additional private parcels. In 2013 

Ports America, a terminal operator at the port purchased a LHM 420 mobile harbor crane with a maximum lifting 

capacity of 136 tones and a radius of approximately 150 ft. Existing cargo storage bearing capacity appears to be 

approximately 600 psf (findthedata 2015). Presently the navigation channel is maintained at 35 ft. mean lower low 

water (MLLW), and is planned for deepening to 40 ft.

Table A-7. Hueneme key characteristics

Characteristic Strength Potential Limitation

Harbor Location Sheltered harbor and direct ocean access -

Navigation - 35 ft. MLLW navigation depth

Air Draft No air draft restrictions -

Upland Area Over 100+ acres of land available for lease -

Crane 110+ ton crane -

Shipyard - -

Road & Rail Access Shortline Rail access No direct highway access

Quayside Facilities Multiple deep draft berths Quayside berth loading capacity 

investigation may be required. 

Helipad Helipad located near the port -

Workforce & Fabrication Large metropolitan area to draw from Few shipbuilding and waterside 

manufacturing facilities. 

Other Experience with wind turbine components -

Assessment

The port was classified as potential FCP, AP, and QRP for OFW and MHK. Because of the large amount of 

leasable land that appears to be available, no restrictions on air draft, and deep draft navigation, Port of Hueneme is 

a good candidate to support fabrication, construction, assembly, and operations of floating offshore wind farms and 

marine hydrokinetic technologies. Purpose built facility construction would be required with water access for 

fabrication, construction, and assembly and bearing capacity of the berths and storage areas may need to be 

improved to support OFW. Blade handling may be difficult depending on location of facility if importing from 

fabrication facility. Channel depth dimension may restrict tow out operations to high tide conditions only, but may 

be remediated by the planned channel-deepening project. Because the south channel is approximately 400 ft. wide, 

staging an OFW foundation in this area would likely not allow any other operations in the channel.
128

Figure A-4. Port of Hueneme

Table A-8. Hueneme port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap

Quick Reaction OFW & MHK 4 No major gaps. Vessel specific moorage may be required.

Fabrication & 

Construction

OFW Turbine 3

Crane capacity improvements may be required. Quayside 

bearing capacity investigation. 

OFW Foundation 3

Crane capacity improvements may be required. Quayside 

bearing capacity investigation.

MHK 4

Fabrication facility (1-5 acres) may not be required to be on 

water. Quayside bearing capacity investigation.

Assembly

OFW Semi-Sub 3

Exclusive use of 1-2 berths. Crane capacity improvements. 

Quayside bearing capacity investigation.

OFW TLP 3

Exclusive use of 1-2 berths. Crane capacity improvements. 

Quayside bearing capacity investigation.

OFW Spar - N/A

MHK 3 Crane capacity improvements may be required. 

- = Was not assessed based on results of Pre-screening analysis.

0 = Does not meet criteria and is not suitable due to not meeting primary criteria.

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects.

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed.
129

A1.5 Port of Oakland

Existing Facilities

Port of Oakland is the largest port in San Francisco Bay by volume, and is located on the east side of San Francisco 

Bay, approximately 16 nmi from BOEM waters, inland of the Golden Gate Bridge (220 ft. clearance). Because it is 

a major container port; most berths are designed for container cargo. The Port is dredged to a depth of 50 feet 

annually, and has 1300 acres of maritime area over seven marine terminals, and 20 deep water berths. The Union 

Pacific and BNSF railroad facilities are located adjacent to the marine terminal facilities. Presently the 18.5 acre, 

700 ft. long, Berth 33 is available for lease (Port of Oakland 2016), and has previously handled breakbulk cargo 

(seaport.findthedata.com 2016). In February 2016, Ports America terminated their lease at the 200+ acre Outer 

Harbor Terminal. Oakland port officials also said they’d consider other uses for the soon-to-be-vacant terminal 

apart from container operations (Wall Street Journal 2016). There does not appear to be a helipad at the port or in 

the vicinity. The Left Coast Lifter crane barge had been used to construct the Bay Bridge, and is now located in 

New York State after being moored at Pier 7 at the Port of Oakland (Mercury News, 2013)

Table A-9. Oakland Key Characteristics

Characteristic Strength Potential Limitation

Harbor Location Sheltered harbor -

Navigation 50 ft. dredge depth, accommodates major 

container ships. 

-

Air Draft - San Francisco Bay Bridge (190 ft.)

Upland Area 200 acres may be available for redevelopment. Existing quayside area is limited and used 

primarily for container throughput. 

Crane - Primarily container cranes

Shipyard - Significant dry docks not on site. 

Road & Rail Access Interstate Highway and Class 1 Rail -

Quayside Facilities Multiple deep draft berths -

Helipad - -

Workforce & Fabrication Large workforce population to pull from Few shipbuilding and waterside 

manufacturing facilities. 

Other Potentially large (200+ acre) facility for repurpose 

from container use.

Historically a container port

Assessment

The Port of Oakland was classified as a potential QRP for OFW and MHK, a FCP for OFW and MHK, and an AP 

for MHK. The Port was not developed with the intent to handle large quantities of breakbulk cargo or 

manufacturing on site. Supporting a new industry would be a significant shift from existing operations. The port 

could feasibly support construction and some fabrication, especially if the Ports America Terminal is repurposed, 

but it would be a major change in the type of operations that are conducted at the port. Due to air draft restrictions 

of the Bay Bridge and the Golden Gate Bridge, assembly of OFW devices is not possible in the San Francisco Bay 

Area. Assembly of MHK devices could occur, but may require purpose built facilities and a new crane. It is not 

ideally suited to be a QRP since it is located almost an hour (via boat) to BOEM waters but could serve wind farms 

outside the San Francisco Bay to reach ocean energy sites within 2 hours. 
130

Figure A-5. Port of Oakland 

Table A-10. Oakland port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap

Quick Reaction OFW & MHK 4 No major gaps. Vessel specific moorage may be required.

Fabrication & 

Construction

OFW Turbine 2

Requires major change in type of operations conducted at 

Port. Quayside bearing capacity investigation. Crane capacity 

improvements.

OFW Foundation 2

Exclusive fabrication terminal. Quayside bearing capacity 

investigation. Crane capacity improvements.

MHK 2

Fabrication facility (1-5 acres), may not be required to be on 

water. Quayside bearing capacity investigation. Purpose built 

facility.

Assembly

OFW Semi-Sub - N/A 

OFW TLP - N/A 

OFW Spar - N/A 

MHK 2

Requires major change in type of operations conducted at 

Port. Facility redevelopment with water access with new 

crane.

- = Was not assessed based on results of Pre-screening analysis.

0 = Does not meet criteria and is not suitable due to not meeting primary criteria.

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects.

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed.
131

A1.6 Port of Richmond

Existing Facilities

The Port of Richmond is a deepwater port located approximately nine miles from the Golden Gate Bridge in 

Contra Costa County on the east shore of the San Francisco Bay at the end of Canal Boulevard in South Richmond. 

The port is accessible through the 38 ft. deep Richmond Harbor Channel. Currently, the port ranks #1 in liquid bulk 

and automobile tonnage among the five ports on the San Francisco Bay. The port has five city-owned terminals 

and ten privately owned terminals for handling bulk liquids, dry bulk materials, vehicle and break-bulk cargoes. 

The port does not handle containers (CalTrans 2016). The port has interstate highway access, shortline rail, and 

Class 1 rail Access. There are 5 public terminals and 10 private terminals over 200 acres, and 32 miles of shoreline. 

Pt. Potero Marine Terminal has approximately 130 acres of land, a concrete wharf and pier, multiple berths, two 

warehouses, and multiple graving docks (four docks measuring 575 ft. x 100 ft. and one dock measuring 750 ft. x 

100 ft.). The graving docks are currently flooded. 

Figure A-6. Port of Richmond. 
132

Table A-11. Richmond key characteristics

Characteristic Strength Potential Limitation

Harbor Location Protected Harbor Not directly on ocean

Navigation 38 ft. Navigable Depth. Accommodates 500 ft. 

LOA vessels. 500 ft. wide Navigation Channel. 

-

Air Draft - Air draft limited by Golden Gate Bridge 

Upland Area Potentially available land available for 

redevelopment (130 acres)

Much of available upland appears to be used 

for roll-on roll-off automobile cargo

Crane - 55 ton breakbulk crane capacity. 

Shipyard Existing graving docks Graving docks are presently flooded

Road & Rail Access Interstate Highway and Class 1 Rail -

Quayside Facilities Existing breakbulk cargo handling -

Helipad Helipad in vicinity -

Workforce & Fabrication Large workforce population to pull from -

Other - -

Assessment

The port was classified as a potential QRP for OFW and MHK, and fabrication and construction port for OFW and 

MHK, and an assembly port for MHK. Because the port is located inland of the Golden Gate Bridge, OFW 

assembly is not feasible at this location. Crane capacity at the port is limited because cargo at the Port of Richmond 

is primarily Liquid Bulk and Automobile, which do not require the use of large cargo cranes. To support OFW or 

MHK new crane or cranes would need to be procured. An investigation of bearing capacity would need to be 

conducted for the concrete wharves to ensure the area is suitable for handling heavy cargo. The graving docks 

which are on site (5 graving docks) would likely not be large enough to support OFW foundation construction, but 

could potentially be modified to an adequate width or depth for specific devices. Existing graving dock geometry is 

likely suitable for MHK assembly, but would likely require major rehab of the flooded docks. The site has good 

overland connectivity with Class 1 rail and interstate access. The port currently accommodates vessels over 500 ft. 

in length, and would be able to handle cargo vessels and barges required to transport OFW and MHK components. 

Table A-12. Richmond port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap

Quick Reaction OFW & MHK 4 No major gaps. Vessel specific moorage may be required.

Fabrication & 

Construction

OFW Turbine 2

Exclusive upland area development (10+ acres depending on 

throughput), and bearing capacity investigation. Graving dock 

rehabilitation may be conducted. New crane/SPMT. 

OFW Foundation 2

Exclusive upland area development (50+ acres depending on 

throughput), and bearing capacity investigation. Graving dock 

rehabilitation may be conducted. New crane/SPMT.

MHK 2

Berth bearing capacity investigation. New crane/SPMT. 

Graving dock rehabilitation may be conducted.

Assembly

OFW Semi-Sub - N/A 

OFW TLP - N/A 

OFW Spar - N/A 
133

Port Classification Technology Score Potential Gap

MHK 2

10 acre facility with water access and new crane. May be 

conducted in rehabilitated graving dock.

- = Was not assessed based on results of Pre-screening analysis.

0 = Does not meet criteria and is not suitable due to not meeting primary criteria.

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects.

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed.

A1.7 San Francisco

Existing Facilities

The Port of San Francisco, located in the City and County of San Francisco, lies on the western edge of the San 

Francisco Bay. The port has 145 acres of paved cargo staging area (Port of San Francisco 2016). It has six 

deepwater berths, covers 7.5 miles of waterfront, and has four gantry cranes. The port specializes in noncontainerized cargo, which includes experience handling wind turbine component. The port is unable to develop 

container trade due to poor rail access, inability to move double-stack container trains due to tunnel height 

restrictions, and limited room for expansion. Major State Highway System routes serving the Port include US 101, 

I-80, I-580, I-680, I-880, SR-84, SR-92 (CalTrans 2016)

The Port is also known for having a large floating dry dock dedicated to ship repair (CalTrans 2016).The dry docks 

are operated by BAE systems, and have approximate dimensions of 530 ft. by 90 ft., and 900 ft. by 150 ft. Crane 

capacity at the dry dock is approximately 15 tons, and 60 tons, respectively. In addition to the floating dry docks, 

four full-service layberths, and small boat shops are located nearby. 

The Pier 80 breakbulk terminal is 69 acres, with 1000 psf bearing capacity, 2,700 ft. lineal length, multiple 40 ton 

cranes, and a depth of 40 ft. MLLW. The Pier 94/96 breakbulk terminal has 3 berths, 2,450 feet of lineal length, 

800 psf bearing load capacity, on dock rail access, a 40 ton crane, 15 acres of paved land, and a berth depth of 40 

ft. MLLW. Behind Piers 90-94 there are approximately 23 acres of unimproved land which the port is planning to 

re-develop for new uses (Port of San Francisco 2016). 

Table A-13. San Francisco key characteristics

Characteristic Strength Potential Limitation

Harbor Location Sheltered harbor No direct access to Ocean

Navigation 38 ft. depth, 600 ft. width navigation channel. -

Air Draft - Restricted by regional bridges

Upland Area - Limited available land available for 

redevelopment (~25 acres)

Crane - 60 ton crane

Shipyard 900 ft. by 150ft dry dock -

Road & Rail Access - No class 1 Rail

Quayside Facilities Multiple deep draft berths

800-1000 psf load bearing capacity

-

Helipad - -

Workforce & Fabrication Large workforce population to pull from -
134

Characteristic Strength Potential Limitation

Other Existing breakbulk cargo handling. Experience with 

wind turbine components. 

-

Assessment

The port was classified as a potential QRP for OFW and MHK, and fabrication and construction port for OFW and 

MHK, and an assembly port for MHK. Because of the ship repair facilities at BAE systems shipyard, and the large 

metropolitan area skilled labor is readily available. The cranes on the dry dock are likely sufficient to aid in 

construction of MHK or OFW devices. The size of the dry docks would likely be able to accommodate 

construction and assembly of an MHK device, but staging area may be limited for assembled devices, and longterm availability may be difficult to obtain. The width (~150 ft.) of the dry dock may not be wide enough for 

construction of Semi-sub or TLP foundations, which could be ~175 ft. or greater. Construction and staging of 

OFW foundations on the uplands appears difficult due to the limited amount of potentially available quayside. 

Construction of the OFW foundations or fabrication of OFW components would also likely require procurement of 

a new heavy lift crane to transfer to a transport vessel. Upland area availability, navigation channel geometry, and 

proximity to BOEM waters should allow for a QRP facility to be constructed. Because the port is located inland of 

the Golden Gate Bridge and Bay Bridge, OFW assembly is not feasible at this location.

Figure A-7. Port of San Francisco.

Table A-14. San Francisco assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap

Quick Reaction OFW & MHK 4 No major gaps. Vessel specific moorage may be required.

Fabrication & 

Construction

OFW Turbine 2

Exclusive-use area (10+ acres) with direct quayside access. 

Crane/SPMT. 

OFW Foundation 1

New Crane, exclusive upland area development (50+ acres 

depending on throughput). Dry dock width expansion may be 

required. 

MHK 3 Fabrication and quayside facility (1-5 acres).
135

Port Classification Technology Score Potential Gap

Assembly

OFW Semi-Sub - N/A 

OFW TLP - N/A 

OFW Spar - N/A 

MHK 2

Quayside facility (~10 acres acres), exclusive quayside 

access. Crane/SPMT.

- = Was not assessed based on results of Pre-screening analysis.

0 = Does not meet criteria and is not suitable due to not meeting primary criteria.

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects.

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed.

A1.8 Benicia

Existing Facilities

The private Port of Benicia is located in Solano County on the northern bank of the Carquinez Strait approximately 

19 miles northeast of the Port of Oakland and 25 miles northeast of the Port of San Francisco. Cargo at the port is 

primarily automobiles, but it also handles break-bulk and other heavy lift cargo. The Port is accessed by a single 

2,400 ft. long pier deep-water pier with three berths on a 38 ft. depth navigation channel. The port is located one 

mile from Interstate access. Union Pacific railroad operations provide on-terminal rail service. Marine operations 

cover 645 acres, and appears to be primarily auto staging. The Benicia Industrial Park is an additional 4,000 acres 

(CalTrans 2016). A number of private facilities are located across the Strait, including the C&H Sugar docks at 

Crockett, while other installations are located to the east at Pittsburgh and Antioch, one of the largest being the 

USS-POSCO complex at Pittsburgh which handles steel coils. (Pacmar 2015)

Table A-15. Benicia key characteristics

Characteristic Strength Potential Limitation

Harbor Location Protected Not directly on Pacific Ocean

Navigation Deep wide natural channel. 

Accommodates 500 ft. LOA vessels. 

-

Air Draft - 140 ft. limited by bridges. 

Upland Area Appx. 650 acres with marine access. Primarily auto staging. 

Crane - Limited crane infrastructure. 

Shipyard - -

Road & Rail Access Interstate Highway, Class 1 Rail -

Quayside Facilities 2,400 ft. long pier Appx. 80 ft. wide pier

Helipad - -

Workforce & Fabrication Large metropolitan population -

Other Large paved area exists -
136

Figure A-8. Benicia

Assessment

The port appears to be developed ideally for small cargo and autos, and large cargo may be difficult to maneuver 

from uplands to the pier, limiting manufacturing and capability for OFW and MHK, though less so for MHK. The 

pier is less than 100 feet wide is not likely to be wide enough to handle the larger OFW components. To 

accommodate OFW fabrication and constriction, a new wharf/pier would need to be constructed, and a change in 

terminal uses would be required. Due to its location and berth arrangement, it is not well suited for QRP. 

Assembly of OFW is not feasible due to air draft restrictions from the Golden Gate Bridge. The industrial park may 

be able to provide manufacturing services for MHK devices, but an appropriate crane may be required if shipping 

components via vessel. 

Table A-16. Benicia port assessment and cursory gap analysis

Port Classification Technology Score Potential Gap

Quick Reaction OFW & MHK 0 Distance from BOEM waters

Fabrication & 

Construction

OFW Turbine 2

New pier/wharf, access route, and redevelopment of upland 

areas from auto staging. 

OFW Foundation 2

New pier/wharf, access route, and redevelopment of upland 

areas from auto staging. 

MHK 3 High capacity cranes or SMPTs likely required. 

Assembly

OFW Semi-Sub -

Spar draft does not allow for assembly with existing 

technology within the port. 

OFW TLP -

Spar draft does not allow for assembly with existing 

technology within the port. 

OFW Spar -

Spar draft does not allow for assembly with existing 

technology within the port. 
137

Port Classification Technology Score Potential Gap

MHK 0

10 acre facility. New crane.Enough maneuvering area on 

pier. 

- = Was not assessed based on results of Pre-screening analysis.

0 = Does not meet criteria and is not suitable due to not meeting primary criteria.

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects.

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed.

A1.9 Port of Morro Bay

Existing Facilities

The Port of Morro Bay is a small harbor located on the California coast, approximately 200 miles Northwest of Los 

Angeles. The harbor is home to a commercial fishing fleet and full-service marina with launch ramp. The port also 

provides a harbor patrol and Coast Guard station. There appears to be limited upland area available for staging 

operations. There is no crane or helipad infrastructure at the port.

Table A-17. Morro Bay key characteristics

Characteristic Strength Potential Limitation

Harbor Location Protected. Directly on Pacific Ocean -

Navigation Channel Depth = 18 ft.

Channel Width = 250 ft. 

-

Air Draft No air draft -

Upland Area - -

Crane - Limited crane infrastructure

Shipyard - -

Road & Rail Access - -

Quayside Facilities - -

Helipad - -

Workforce & Fabrication - -

Other Coast Guard Station Remote area
138

Figure A-9. Morro Bay

Assessment

The port was classified as a potential QRP for OFW and MHK. Due to its proximity to BOEM waters (3 miles), 

POMB is physically well positioned as a QRP. Existing available quayside staging area appears to be limited (<1

acre) with most of the harbor surrounded by parking and public recreational boating and commercial fishing 

facilities. A purpose built crane may be required for cargo transfer. Purpose built berths for CTVs may be 

required.

Table A-18 Morro Bay port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap

Quick Reaction OFW & MHK 2 New quayside exclusive-use berth likely required. 

Fabrication & 

Construction

OFW Turbine - Not assessed 

OFW Foundation - Not assessed 

MHK - Not assessed 

Assembly

OFW Semi-Sub - Not assessed 

OFW TLP - Not assessed 

OFW Spar - Not assessed 

MHK - Not assessed 

- = Was not assessed based on results of Pre-screening analysis.

0 = Does not meet criteria and is not suitable due to not meeting primary criteria.

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects.

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed.
139

A1.10 Humboldt Bay

Existing Facilities

The Port of Humboldt Bay, located in Humboldt County, is California’s northernmost deep-water shipping port 

and the only port between San Francisco (258 miles south) and Coos Bay, Oregon (180 miles north). Forest 

products continue to dominate this Port, but a recent drop in trade (by more than 50 percent) has had a substantial 

impact on the Port. The Port can accommodate Panama Canal-class (Panamax) vessels. The Harbor entrance is 48 

ft. deep and the Shipping Channel is 38 ft. deep. The port contains 9 deep draft berths. 15 percent of Humboldt 

Bay’s 33 miles is considered appropriate for harbor facility development. (humboldtbay.org). According to 

CalTrans, truck length is limited due to highways (US 1010 and SR 299), and cargo handling facilities are in 

disrepair. The Redwood 1 terminal has 35 ft. depth, 1100 ft. length berth, wood dock, 60 acres of storage, 2 

warehouses, and a 2 ton crane. It is currently being used for various purposes. The Redwood 2 terminal has a 38’ 

depth, 1200 ft. length berth, warehouses, 89 acres of storage, and 20 acres of tarmac. This terminal is presently in 

hazard cleanup process. The long-term goal for the terminal is to repurpose the area into a National Marine 

Research and Innovation Park. Schneider Dock is located at the old Pacific Affiliates Dock and according to port 

specifications has unlimited Load, 400 ft. berth length, 35 ft. depth, 11 acres upland storage. Fields Landing 

boatyard can accommodate boats up to 100 ft. in length for open air storage, and has a 150 ton capacity lifting 

hoist. An indoor facility is available for boat repair for vessels up to 80 ft. in length. 

Table A-19. Humboldt Bay strengths and potential limitations to support OFW and MHK

Characteristic Strength Potential Limitation

Harbor Location Sheltered harbor -

Navigation 38 ft. Depth, 400 ft. width Navigation Channel. 

Accommodates 500 ft. LOA vessels. 

-

Air Draft No air draft restrictions -

Upland Area Quayside land available for redevelopment(~170 

acres). 

-

Crane - 2 ton crane

Shipyard - 150 ton capacity lifting hoist

Road & Rail Access - No rail access and no Interstate Highway 

Access

Quayside Facilities Multiple deep draft berths -

Helipad - No helipad in vicinity

Workforce & Fabrication Minor boat repair facilities No major manufacturing facilities. Small 

metropolitan area with remote location. 

Other Historically active port

Assessment

The port was classified as a potential QRP for OFW and MHK, a potential fabrication and construction port for 

OFW and MHK, and an assembly port for OFW Semi-Sub and TLP, and MHK. The port’s biggest assets related to 

OFW and MHK development (land, no air draft restriction, and navigation channel geometry, proximity to the 

ocean), show that assembly and quick reaction facilities appear feasible with some significant facility upgrades. 

Anchor handling tugs, bulk carriers, and other offshore construction vessels would likely be able to be 

accommodated, but may require upgrades to upland facilities such as crane capability. Manufacturing and 

fabrication at the port is less likely due to the remote location and limited overland transport connections. OFW 

assembly could potentially be conducted quayside at one of the Redwood terminals, but would potentially require 
140 

purpose built facilities such as construction of a new concrete wharf, and potential berth dredging. Channel depth 

may limit tow-out operations to high tide. Schneider dock may require lengthening and other various upgrades 

prior to use. MHK construction and assembly at these sites is also possible, but would likely require wharf 

upgrades (bearing capacity, crane). 

Figure A-10. Humboldt Bay shipping terminals map (left), and log transport vessel at 

the port (right) 

Figure A-20. Humboldt Bay assessment and cursory gap analysis. 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK 3 May require berth rehabilitation. Vessel specific moorage may 

be required. Helipad may be required 

Fabrication & 

Construction 

OFW Turbine 2 Exclusive-use area (10+ acres) with direct quayside access. 

New berth. Crane/SPMT. 

OFW Foundation 2 New Crane, exclusive upland area development (50+ acres 

depending on throughput). New berth. Crane/SMPT. 

MHK 2 Fabrication facility (1-5 acres). Likely a new berth. 

Crane/SPMT. 

Assembly 

OFW Semi-Sub 2 

Berth dredging may be required. New crane. Rehabilitation 

and strengthening of existing docks or construction of new 

facility. 

OFW TLP 2 

Berth dredging may be required. New crane. Rehabilitation 

and strengthening of existing docks or construction of new 

facility. 

OFW Spar 0 Spar draft does not allow for assembly with existing 

technology within the port. 

MHK 2 10 acre facility with berth. Likely a new crane. Berth may need 

rehabilitation and strengthening. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 
141 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

A.2. Oregon 

A2.1 Brookings 

Existing Facilities 

The Port of Brookings Harbor (POBH) is a shallow draft harbor located at the meeting point of the Chetco River 

and Pacific Ocean, approximately 5 miles north of the Oregon-California border. It owns approximately 60 acres of 

marine property. The harbor is home to a commercial fishing fleet and features a full-service marina, six-lane 

launch ramp and TravelLift services for haul out. POBH is listed as a “Harbor of Refuge” by the U.S. Coast Guard. 

According to the POBH strategic plan, commercial marina enlargement is a potential port project opportunity. The 

port owns a vacant piece of property used for parking and another warehouse type building which is vacant. 

Table A-21. Brookings key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered harbor with direct ocean access - 

Navigation 14 ft. draft available. - 

Air Draft No air draft restriction - 

Upland Area Additional port property may be developed Limited existing available staging area. 

Crane - No Crane 

Shipyard Minor ship repair facilities. - 

Road & Rail Access - State Road access only. 

Quayside Facilities 130 ft. berth length - 

Helipad - No helipad located at the port 

Workforce & Fabrication - Limited supply skilled workforce. 

Other - - 

Assessment 

The port was classified as a potential QRP for OFW and MHK. Due to its proximity to BOEM waters (3 miles), 

the port is physically well positioned as a QRP. Existing available quayside staging area appears to be limited (<1 

acre) with most of the harbor surrounded by parking, dry dock, or staging for the current commercial fishing fleet. 

Enlargement of the marine could provide for a QRP facility. A purpose built crane may be required for cargo 

transfer. Although not located at the harbor, there is a helipad at the Brookings State Airport, approximately 5 

miles away. 
142 

Table A-22. Brookings port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK 2 Additional quayside area is required for maintenance and 

operational support. 

Fabrication & 

Construction 

OFW Turbine - Not assessed 

OFW Foundation - Not assessed 

MHK - Not assessed 

Assembly 

OFW Semi-Sub - Not assessed 

OFW TLP - Not assessed 

OFW Spar - Not assessed 

MHK - Not assessed 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

Figure A-11. Port of Brookings harbor 

A2.2 Coos Bay 

Existing Facilities 

The Port of Coos Bay is located 95 miles north of the Oregon-California border and 18 miles from BOEM waters, 

is the largest deep-draft port between San Francisco and Washington State. Maintained by the USACE, the channel 

(37 ft. deep) is 1,150 ft. wide at the entrance mark, reducing to 700 ft. by Channel Mile 0, and further reducing to 

300 ft. at Channel Mile 1. There is a horizontal clearance of 197 ft. at the railroad bridge spanning from Jordan 

Point to North Point (Channel Mile 9.2) and a vertical clearance restriction of 149 ft. at the U.S. 101 Bridge 
143 

(Channel Mile 9.5). The Port owns more than 1,000 acres of land on the North Spit area of lower Coos Bay. Port 

jurisdiction currently includes seventeen terminals, five of which are located seaward of both bridges and their 

associated horizontal or vertical clearance restrictions. It appears that no crane infrastructure currently exists at the 

port. The port has access to U.S. Hwy 101 and Class 3 rail network. A rail spur runs down the west and west bank 

of the bay. Helipad infrastructure can be found nearby at the Southwest Oregon Regional Airport. Developed 

upland area appears to be available (~20 acres), primarily at the 5 port facilities seaward of the rail and Hwy. 101 

bridges. The port currently services vessels on the order of 500 ft. in length. Shipyard facilities can be found nearby 

the port at Charleston Shipyard. The Jordan Cove project proposed on Coos River's North Spit in North Bend 

includes an application for a new access channel and marine slip. Southern Oregon Marine, Inc. operates a 40-

hectare marine oriented construction and repair facility located 16 km upstream from the harbor entrance 

(Advanced Research, 2009). Port is considering the feasibility of developing a General Purpose Cargo Terminal. 

Such a terminal could be utilized by break bulk, project or similar cargos, and could also serve as a staging, 

assembly, and deployment area for offshore wind energy platforms. 

Figure A-23 Coos Bay key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered harbor and near BOEM waters (13 

miles). 

- 

Navigation Deep-water draft port. Currently serves +500 ft. 

vessels – limited vessel navigation restrictions 

anticipated 

The existing navigable depth (37 ft.) is less 

than the conceptual-level estimate for 

required depth for assembled Semi-sub and 

TLP tow out, though with favorable tides, 

(diurnal tide range of approximately 7.6 ft.), 

tow-out may be possible. 

Air Draft 150 ft. 

5 terminals without horizontal and vertical 

clearance restriction 

Horizontal and vertical clearance restrictions 

at 12 of 17 terminals 

Upland Area Approximately 1000 acres of potential 

development area owned by the port. 

Limited developed staging area available. 

Crane - - 

Shipyard Ship repair services available nearby. include haul 

out services are available for vessels up to 60 tons 

- 

Road & Rail Access Access to Hwy. 101 and Class 3 rail network - 

Quayside Facilities - 

Helipad - No helipad located at the port 

Workforce & Fabrication Coos Bay is manufacturing hub for central/south 

Oregon coast. Southwestern Oregon Community 

College 

- 

Other Potential development at Jordan Cove to support 

OFW. 

- 

Assessment 

The port was classified as a potential QRP for OFW and MHK, a potential fabrication and construction port for 

OFW and MHK, a potential assembly port for Semi-Sub and TLP, and an assembly port for MHK. Port proximity 

to BOEM waters (14 miles) is within the 40 mile criteria for quick reaction ports. Available upland areas appear 

sufficient to meet quick reaction operation criteria (1-2 acres). Shipyard facilities appear to be appropriate for 

repair and maintenance of quick reaction vessels. Because the port currently services vessels 500 ft. in length, few 

navigation issues should arise as an fabrication and construction port seaward of the highway and rail bridges. 
144 

However, Semi-Sub and TLP OFW foundations channel width guidelines (~330 ft.) are not met by the limiting 

width of the channel (300 ft.), and so more detailed navigation analysis would be required to allow transport of 

specific devices. The horizontal clearance of 197 ft. at the rail bridge will likely preclude the fabrication and 

construction of OFW foundations to/from ports landward of the bridge due to the width restriction. The vertical 

clearance of 149 ft. at the Hwy. 101 Bridge will affect the fabrication and construction of OFW Foundations and 

MHK units. Fabrication, construction, and assembly facilities would be best suited seaward of the bridges. Though 

privately held land is potentially available, commercial-scale facilities would most likely require land 

redevelopment for component storage and transport, as well as a new heavy load wharf. The proposed Jordan Cove 

project which proposes creation of a new slip with access to the navigation channel could also potentially serve as 

access for OFW or MHK construction and assembly. Required development is similar in scope to Humboldt Bay. 

The existing navigable depth (37 ft.) is less than the conceptual-level estimate for required depth for assembled 

Semi-sub and TLP tow out, though with favorable tides, (diurnal tide range of approximately 7.6 ft.), tow-out may 

be possible. The Lower Coos Bay Channel Modification project is planned, and would increase available navigable 

depths which would improve navigation conditions for OFW foundations. 

Table A-24. Coos Bay port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK 3 Small crane, helipad may be required. Vessel specific 

moorage may be required. 

Fabrication & 

Construction 

OFW Turbine 2 Exclusive-use area (10+ acres) with direct quayside access. 

New berth. Crane/SPMT. 

OFW Foundation 2 Exclusive-use area (50 acres) with direct quayside access. 

New berth. Crane/SPMT. 

MHK 2 Fabrication facility (1-5 acres). Likely a new berth. 

Crane/SPMT. 

Assembly 

OFW Semi-Sub 2 

Berth dredging may be required. New crane. Rehabilitation 

and strengthening of existing docks or construction of new 

facility. Detailed navigation analysis. 

OFW TLP 2 

Berth dredging may be required. New crane. Rehabilitation 

and strengthening of existing docks or construction of new 

facility. Detailed navigation analysis. 

OFW Spar - Spar draft does not allow for assembly with existing 

technology within the port. 

MHK 2 10 acre facility with berth. Likely a new crane. Berth may need 

rehabilitation and strengthening. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 
145 

Figure A-12. Port of Coos Bay 

A2.3 Umpqua

Existing Facilities 

The Port of Umpqua, located on the Umpqua River, is a small port with docking facilities mainly catering to 

commercial fishing vessels. The port has shipyard facilities nearby at Fred Wahl Marine Construction Inc. and 

Reedsport Machine & Fabrication LLC., located in Reedsport and Salmon Harbor Marina respectively. The 

commercial dock has a crane with a 2,200 lbs capacity. Upland staging area appears to be limited without 

redevelopment. Winchester Bay Marina is located approximately 2 miles inland from the Pacific. 

Table A-25. Umpqua key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered Harbor 

Close to BOEM waters (14 miles) 

- 

Navigation Channel Depth = 22 ft. 

Channel Width = 200 ft. 

- 

Air Draft No air draft. - 

Upland Area - Limited upland area (~1 acre) 

Crane - 1 ton crane 

Shipyard 2 shipyard facilities nearby. No dry dock 

Road & Rail Access State Road access No Hwy/Interstate access. No rail access. 

Quayside Facilities - - 

Helipad - No helipad on-site. 

Workforce & Fabrication - Remote area 

Other - - 
146 

Assessment 

The port was classified as a potential QRP for OFW and MHK. Because the port has facilities close the Pacific. 

Since the area meets the primary criteria a QRP facility could potentially be constructed at Winchester Bay or in 

Reedsport. CTV vessel maintenance appears to be available with two local shipyards in the near vicinity of the 

port. No helipad infrastructure is available at the port or at nearby airport facilities. 

Table A-26. Umpqua port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK 2 Purpose built berth for CTV, Helipad, and upland development 

likely to be required 

Fabrication & 

Construction 

OFW Turbine - N/A 

OFW Foundation - N/A 

MHK - N/A 

Assembly 

OFW Semi-Sub - N/A 

OFW TLP - N/A 

OFW Spar - N/A 

MHK - N/A 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

Figure A-13 Port of Umpqua Area 
147 

A2.4 Newport 

Existing Facilities 

The Port of Newport, located in Yaquina Bay 113 miles south of the Columbia River Mouth, is one of three deep 

draft ports on the Oregon Coast. The port’s Newport International Terminal primarily deals with fabrication of 

forest products. Ten (10) acres of industrial land is currently vacant and features utilities in addition to 30 acres of 

bulk cargo storage adjacent to the terminal. The cargo docks at the terminal are 1.5 miles from the ocean entrance. 

A 30-ton mobile crane is available for use at the terminal. The port also features a small port with both commercial 

and recreational marina facilities. With moorage for approximately 200 commercial fishing vessels, the 

commercial marina also features a 300 ft. service berth with 4 hoists (1-5 ton) and a 200 ft. floating dock for 

dockside vessel repair. Shipwright services are available on-site and marine supplies can be found nearby. 

Although no helipad facility is found at the port, one is located at the Newport Municipal Airport, less than 5 miles 

from the port 

Table A-27. Newport key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered Harbor. Close to BOEM waters (5 

miles). 

- 

Navigation Channel Depth = 30 ft., Channel Width = 300 ft., 

Deep-draft berth 

- 

Air Draft - 135 ft. 

Upland Area Upland staging area and possible development 

available (~40 acres). 

- 

Crane 30 tom mobile crane - 

Dry Dock Shipwright on-site. No dry-dock 

Road & Rail Access Access to Hwy. 101. No rail access. 

Quayside Facilities - - 

Helipad - No Helipad on-site. 

Workforce & Fabrication - Remote area 

Other - - 

Assessment 

The port was classified as a potential QRP for OFW and MHK, as well as a potential fabrication and construction 

port and assembly port for MHK. The close proximity of the port to potential BOEM waters, lack of navigation 

issues and available upland staging area makes its location attractive as a quick reaction port and a potential 

fabrication and construction port and assembly port for MHK. Considerations for air draft requirements for MHK 

import-export port (IEP) and AP should be carefully assessed due to the 135 ft. air draft of the Hwy. 101 bridge 

seaward of the port. Barges may be required for component transport rather than bulk carriers. Additional crane 

capacity may be required for MHK construction and assembly operations (depending on technology type), but the 

30 ton crane on site is sufficient for quick response crew transfer vessels. 
148 

Figure A-14 Port of Newport 

Table A-28. Newport port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK 4 No major gaps. Helipad may be required. Vessel specific 

moorage may be required. 

Fabrication & 

Construction 

OFW Turbine - N/A 

OFW Foundation - N/A 

MHK 3 Crane upgrades may be required. 

Assembly 

OFW Semi-Sub - N/A 

OFW TLP - N/A 

OFW Spar - N/A 

MHK 3 Crane upgrades required. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

A2.5 Toledo 

Existing Facilities 

The port of Toledo, located on the Yaquina River, upstream of Newport, is a small port mainly catering to 

recreational use and commercial fishing vessels. Although currently limited, waterfront property is available for 

development from the port. The port is located 16 miles from BOEM waters. Vessel repairs are located just south 

of the port at the Port of Toledo Boatyard which, appears to have haul-out facilities, ship repair services, and 

limited on-land vessel storage. A 54 ft. vertical clearance restriction exists at the entrance to the marina facilities 

where moorage is available. 
149 

Figure A-15 Port of Toledo 

Table A-29. Toledo key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered Harbor. Close to BOEM waters (16 

miles). 

- 

Navigation Channel Depth = 10 ft. 

Channel Width = 150 ft. 

- 

Air Draft - 135 ft. 

Upland Area - Limited upland area. 

Crane - No Crane. 

Dry Dock Ship repair services. Vessel haul-out. No Dry-dock. 

Road & Rail Access State Road access No Hwy/Interstate access. No rail access. 

Quayside Facilities - - 

Helipad - No Helipad on-site. 

Workforce & Fabrication - Remote area 

Other - - 

Assessment 

The port was classified as a potential QRP for OFW and MHK, as well as a potential fabrication and construction 

port for MHK. Available developed upland areas are limited and would likely require redevelopment for quick 

reaction (OFW and MHK) and fabrication and construction port for MHK. Purpose built berths for CTVs may be 

required if used as a home port. Ship repair services are likely available to service CTV vessels for vessels in 

Newport or Toledo. Both QRP and IEP operations at the port would require purpose built crane facilities. 

Development at or adjacent to the existing marina would be restricted by the 54 ft. vertical clearance identified by 

the port. 
150 

Table A-30. Toledo port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK 2 Developed upland area. Small cargo crane. 

Fabrication & 

Construction 

OFW Turbine - N/A 

OFW Foundation - N/A 

MHK 0 Upland staging area requirements. Crane upgrades required. 

Assembly 

OFW Semi-Sub - N/A 

OFW TLP - N/A 

OFW Spar - N/A 

MHK - N/A 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

A2.6 Garibaldi 

Existing Facilities 

Port of Garibaldi, located on Tillamook Bay directly adjacent to the Pacific Ocean, is a small shallow draft port 

that serves the charter, lumber, and commercial fishing industries. The port has moorage for 277 vessels. There is 

currently no crane at the port. A helipad is available at the port with a 100 ft. wide octagonal safety zone. The 

Corps maintains an 18 ft. deep channel over the ocean bar at the entrance to Tillamook Bay; an 18 ft. deep, 200 ft. 

wide, three-mile-long channel to Miami Cove; a turning basin at Miami Cove; and a 12 ft. deep access channel to 

the Garibaldi small-boat basin. Existing area around the port may be limited at this time, but the port may have the 

option to purchase additional land around the marine to increase upland area available. 

Table A-31. Garibaldi key characteristics

Characteristic Strength Potential Limitation 

Harbor Location Sheltered Harbor. Close to BOEM waters (6 miles). - 

Navigation Channel Depth = 10 ft., 

Channel Width = 100 ft. 

- 

Air Draft No air draft restriction - 

Upland Area Additional upland area may purchase by the port. Limited existing upland area. 

Crane - No crane. 

Shipyard Big Tuna Marine and at Greg’s Marine Service in 

the marina 

- 

Road & Rail Access Hwy. access No rail access. No Interstate access. 

Quayside Facilities - - 

Helipad Helipad on-site - 

Workforce & Fabrication - Limited supply in skilled workforce. 

Other - - 
151 

Figure A-16. Port of Garibaldi 

Assessment 

The port was classified as a potential QRP for OFW and MHK. Due to its proximity to BOEM waters (6 miles), 

POG is physically well positioned as a QRP. Available quayside staging area appears to be limited with most of the 

harbor surrounded by parking or staging for the current commercial fishing and lumber industries. With the 

purchase of additional land for storage and offices, the port would be a good option for a QRP. Because crane 

availability appears limited, a small cargo crane to support quick response operations is likely required. Garibaldi 

meets the navigation requirements for QRP, has an existing marina is suitably close to BOEM waters, and has 

suitable overland connections for QRP ports, but may be lacking in available quayside staging and storage area 

without redevelopment. 

Table A-32. Garibaldi port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK 2 Limited upland staging area. Crane upgrades likely required. 

Fabrication & 

Construction 

OFW Turbine - N/A 

OFW Foundation - N/A 

MHK - N/A 

Assembly 

OFW Semi-Sub - N/A 

OFW TLP - N/A 

OFW Spar - N/A 

MHK - N/A 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 
152 

A2.7 Astoria 

Existing Facilities 

Located just upstream from the meeting of the Columbia River and Pacific Ocean, but seaward of any air draft 

restrictions (such as the Astoria Bridge), the Port of Astoria is a deep water draft port with three piers, servicing the 

cruise ship, commercial fishing, and lumber industries. The 7.35 acre Pier 1 supports Astoria Forest products (Pier 

1 West), as well as port-of-call berthing for cruise ships (Pier 1 North). Pier 2 (13.2 acres) serves the bulk fishing 

fleet with 3 faces: North, East and West (2,990 ft. total length). Pier 3 is used as a debarking and storage facility for 

Astoria Forest products as well as upland storage for boat haul out and vessel storage. However, Pier 3 is not 

currently a deep water berth. It is planned to upgrade Pier 3 into a deep draft terminal. The port has access to 

highway, state road and Class 3 rail facilities. Permanent on-dock crane equipment doesn’t current exist at any of 

the piers. 

Table A-33. Astoria key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered Harbor. Close to BOEM waters (15 

miles). 

- 

Navigation Channel Depth = 43 ft. 

Channel Width = 600 ft.. Deep-draft port 

- 

Air Draft No air draft restrictions - 

Upland Area - Pier 1 – 7 acres 

Pier 2 – 13 acres 

Crane - No permanent crane. 

Dry Dock - - 

Road & Rail Access Hwy. and state road access. Class 3 rail. - 

Quayside Facilities - - 

Helipad Helipad nearby – Astoria regional airport. No helipad on-site 

Workforce & Fabrication - Remote Area 

Other - - 

Assessment 

The port was classified as a potential QRP for OFW and MHK, a potential fabrication and construction port for 

OFW, a fabrication and construction port for MHK, and an assembly port for OFW Semi-Sub, OFW TLP and 

MHK. Because of the large cruise ship vessels the port already accommodates, few to no navigation restrictions 

will likely be present for vessels associated with QR, IEP, and AP operations. Existing rail and road access would 

be able to provide adequate overland access to support fabrication, construction and assembly at the port. Although 

Pier 2 has 13.2 acres of area, its orientation and present use for the fishing industry may not leave enough room for 

commercial-scale fabrication and assembly support, or limit throughput capacity. A project crane would be 

required to support transport of fabricated components and assembly because no crane equipment is currently in 

place at the terminal. Demonstration-scale assembly is likely feasible, but would require temporary staging area 

and crane investigations. Considering other uses at the port, though Astoria is well positioned geographically to be 

an assembly Port, however, the total area at the port appears to limit the capability to provide full commercial scale 

assembly and staging infrastructure, based on study assumptions for commercial-scale development. 
153 

Figure 8-17. Port of Astoria 

Table A-34. Astoria port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK 3 Small cargo crane and helipad. Vessel specific moorage may 

be required. 

Fabrication & 

Construction 

OFW Turbine - N/A 

OFW Foundation - N/A 

MHK 2 

Re-use of exiting port land required with crane or SPMT. 

Berth bearing capacity would need to be evaluated relative to 

specific MHK technology. 

Assembly 

OFW Semi-Sub 1 Limited area to develop an exclusive-use terminal. Crane 

required. 

OFW TLP 1 Limited area to develop an exclusive-use terminal. Crane 

required. 

OFW Spar 0 Limited area to develop an exclusive-use terminal. Crane 

required. 

MHK 1 Limited area to develop an exclusive-use terminal. Crane 

required. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 
154 

A2.8 St. Helens 

Existing Facilities 

Approximately 25 miles north of Portland, Port of St. Helens is 98 miles upriver of the entrance to the Columbia 

River. There is 800 acres available for upland staging activities. Located at River Mile 53, the port’s Westward 

Industrial Park features an existing deep draft berth with a 1200 ft. wharf. An additional 700 acres of land at Port 

Westward is on the process of being rezoned for use. The existing deep water wharf at Port Woodward does not 

appear to have a crane, and is primarily used for liquid bulk. The wharf was not built for heavy component 

transport. The Columbia City Industrial Park has 40 acres available and a draft between 24 ft. and 29 ft. The 

Highway 101 Bridge near the outlet of the Columbia River, which all OFW and MHK units would have to pass 

under, has a vertical clearance of 197 ft. 

Figure A-18 St. Helens 

Table A-35. St. Helens key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered harbor. Far from BOEM waters (98 miles). 

Navigation Channel Depth = 43 ft. 

Channel Width = 600 ft. 

Deep-draft berth available 

- 

Air Draft - 197 ft. 

Upland Area 1500 acres of potentially available upland area. - 

Crane - No crane. 

Dry Dock - No dry-dock. 

Road & Rail Access Hwy 30 – 10 mins. 

Interstate 5 – 35 mins. 

On-site rail access for unit trains 

- 
155 

Characteristic Strength Potential Limitation 

Quayside Facilities - Likely in need of upgrade for OFW/MHK 

use. 

Helipad - No helipad 

Workforce & Fabrication - -

Other - -

Assessment 

The port was classified as a potential fabrication and construction port for OFW and MHK, and an assembly port 

for MHK. Because of the existing upland area availability and existing and potential for marine terminals, St. 

Helens is likely we suited to provide for MHK and OFW fabrication with significant upland and marine terminal 

development. The existing deep draft wharf should be adequate to accommodate vessels on the order of at least 

500 ft. in length, but to accommodate heavy components (and potentially a crane), the wharf will most likely 

require strengthening. Ports upstream of St Helens such as the Port of Portland regularly service large vessels 

(~500 – 1000 ft.) so few if any navigations restrictions are anticipated. The regional air draft restrictions preclude 

assembly at the port. 

Table A-36. St. Helens port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK - N/A 

Fabrication & 

Construction 

OFW Turbine 2 Quayside area (10+ acres) to develop an exclusive-use 

terminal. Crane/SPMT likely required. 

OFW Foundation 2 Quayside area (50+ acres) to develop an exclusive-use 

terminal. Crane/SPMT likely required. 

MHK 2 Quayside area (1-5 acres) to develop an exclusive-use 

terminal. Crane/SPMT likely required. 

Assembly 

OFW Semi-Sub - N/A 

OFW TLP - N/A 

OFW Spar - N/A 

MHK 2 Quayside area (10+ acres) to develop an exclusive-use 

terminal. Crane/SPMT likely required. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

A2.9 Portland 

Existing Facilities 

The Port of Portland, located 100 miles upstream of the Pacific Ocean at the confluence of the Columbia and 

Willamette Rivers, handles over 17 million tons of marine cargo per year. The port owns several large industrial 

parks (Rivergate, Troutdale, Swan Island) totaling over 3,500 acres. Terminals 5, and 6 handle dry and liquid bulk 

materials, grain and mineral bulk, and multi-user container cargoes at the Rivergate Industrial District. Terminal 4 

is multipurpose, 262-acre facility features seven ship berths capable of handling a variety of cargoes including 
156 

autos, forest products, steel, and dry and liquid bulks. Terminal 2 (53 acres, with open storage areas of 14.5 and 

13.0 acres) is directly managed by the Port of Portland and features 2 cranes with 40 and 50 ton capacities. It has 

the deepest (29-37 ft.) berth, has multi-cargo capability with previous experience handling: forest products, steel, 

project cargo, bulk cargo, and roll-on/roll-off (Ro-Ro) cargo. It has direct ship-to-rail transfer with connections to 

Class 1 rail networks. The port also has significant dry-dock and ship building/repair capabilities at the Vigor drydocks located at Swan Island Industrial Park. The largest dry dock at the Vigor shipyard has a width of 186 ft. and 

length of 960 ft. and a capacity of 90,000 tons. Along the Willamette and Columbia River, private or other 

governmental parcels with water access exist for potential purchase and redevelopment (Such as the 15 acre 

Terminal 1 property owned by the City of Portland, which includes a pier). 

Table A-37. Portland key characteristics

Characteristic Strength Potential Limitation 

Harbor Location Sheltered harbor. Far from BOEM waters (103 miles). 

Navigation Channel Depth = 43 ft. 

Channel Width = 600 ft. 

Deep-draft port 

- 

Air Draft - 197 ft. 

Upland Area 28 acres of developed land with open storage. 

Rivergate industrial district 

- 

Crane 600 ton gantry crane at Vigor Shipyard. 200 ton 

cranes at Gunderson Marine. 

40 & 50 – ton capacity cranes 

Dry Dock Vigor Shipyard at port 

Dry-dock: 960 x 186 ft. 

- 

Road & Rail Access Interstate access. Direct rail to ship transfer. Class 

1 rail access. 

- 

Quayside Facilities - - 

Helipad - No Helipad on-site. 

Workforce & Fabrication Major metropolitan area. Strong supply of skilled 

workforce. 

- 

Other Gunderson Marine manufactures barges and has 

the West Coast’s longest side-launch. 

- 
157 

Figure A-19 Portland 

Assessment 

The port was classified as a potential fabrication and construction port for OFW and MHK, and an assembly port 

for MHK. Due to the size and amount of vessel traffic the port already accommodates, few (if any) navigation 

restrictions are likely to be encountered other than the regional 197 ft. vertical clearance restriction. The 

significant shipbuilding capability would likely be able to support construction of OFW and MHK construction, if 

there is availability at the facilities. However, the width of future OFW foundations still in development may also 

exceed the width available in the dry dock, and throughput would require a dedicated facility for an extended 

period of time. To maneuver OFW, and potentially MHK components at existing port facilities, cranes with greater 

lift capacity will likely be required than existing cranes (50 tons). SPMT technology is available for rent in the 

area, though for commercial-scale, SPMTs may be required to be purchased. Land use with direct quayside access 

on the existing terminals and industrial parks is be near capacity, though additional land appears to be potentially 

available in the region. If land with marine access becomes available, the industrial parks areas are large enough to 

support development of an exclusive use facility and wharf. The Terminal 1 property in Portland may be suitable 

for a component fabrication facility, and has been used in the past as a construction and staging facility for port and 

fabrication related activities, though the property is scheduled for redevelopment for urban residential and 

commercial purposes.

Table A-38. Portland port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK - N/A 

Fabrication & 

Construction 

OFW Turbine 2 Quayside area (10+ acres) to develop an exclusive-use 

terminal. Crane/SPMT likely required. 

OFW Foundation 2 Quayside area (50+ acres) to develop an exclusive-use 

terminal. Crane/SPMT likely required. 
158 

Port Classification Technology Score Potential Gap 

MHK 3 Crane/SPMT likely required. 

Assembly 

OFW Semi-Sub - N/A 

OFW TLP - N/A 

OFW Spar - N/A 

MHK 3 Crane/SPMT likely required. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

A.3. Washington 

A3.1 Vancouver 

Existing Facilities 

The Port of Vancouver, located directly across the Columbia River from Portland and 100 miles upstream of the 

Pacific Ocean. The port features 5 terminals with 13 deep draft vessel berths. Class 1 rail access to the port is 

serviced by the BNSF, Union Pacific, CN, and CPR rail networks. The port is situated within 2 miles of I-5 and 10 

miles of I-84 providing trucking routes to the north, east, and south. Air draft is restriction by the regional 197 ft. 

bridge heights. Port of Vancouver has previous experience handling wind energy components and large 

modularized components for the oil and gas industry. Terminals 2 (Berth 3) and Terminal 3 (Berth 8 & 9) are 

designated by the port as project cargo berths with 550 and 1250 ft. of berth length respectively. Terminal 2 has a 

dock capacity of 1000 psf. Terminal 3 has a dock capacity of 750 psf, an open storage area of 65 acres, and 

covered storage of 360,000 sq. ft. Terminal 5 features a dedicated heavy lift rail track specifically for heavy lift 

cargo and has 54 acres for on-port storage. The port has two 155 ton mobile cranes with a combined lift capacity 

(when used in tandem) of 230 tons. 

The Port of Vancouver USA’s Columbia Gateway is the largest contiguous tract of undeveloped industrial property 

in Southwest Washington. The approximately 530-acre property, located just west of the port’s current operations, 

is zoned heavy industrial and has nearly a mile of direct waterfront on the Columbia River. A portion of the 

property will be available for industrial tenants with the potential uses of advanced manufacturing, assembly, 

warehousing and fabrication operations (Port of Vancouver 2015). 

Table A-39. Vancouver, Washington key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered harbor. Far from BOEM waters (103 miles). 

Navigation Channel Depth = 43 ft., Channel Width = 500 ft. 

Deep-draft port 

- 

Air Draft - 197 ft. 

Upland Area Terminal 3 – 65 acres, Terminal 5 – 54 acres. Up to 

650 acres potentially available with development. 

- 

Crane Two 155 ton mobile cranes, combined lift capacity of 

230 tons. 

- 

Shipyard Vigor shipyard nearby. - 
159 

Characteristic Strength Potential Limitation 

Road & Rail Access Interstate access. Class 1 rail access - 

Quayside Facilities Terminal 2 – 1000 psf. 

Terminal 5 heavy lift rail track 

- 

Helipad Several heliports within 10 miles. No helipad at port. 

Workforce & Fabrication Major metropolitan area. Strong supply of skilled 

workforce. Oregon Iron Works facility located near 

port. 

- 

Other Experience manufacturing demonstration-scale MHK. 

Experience handling wind turbine components. 

- 

Figure A-20 Vancouver 

Assessment 

The port was classified as a potential fabrication and construction port for OFW and MHK, and an assembly port 

for MHK. Previous experience handling wind energy components and heavy lift project cargoes demonstrates the 

Port of Vancouver’s suitable infrastructure for fabrication and construction operations for OFW and MHK projects. 

Available upland storage space appears suitable for staging areas with supporting heavy cargo rail systems 

(Terminals 3 and 5). Although heavy lift mobile cranes are available at the port, the weight of 6-8 MW components 

may require higher capacity cranes (~400 tons). Terminal 3 has adequate bearing capacity (1000 psf) for most 

fabrication operations, with appropriate weight distribution measures. Terminal 2 may be sufficient (750 psf) for 

demonstration-scale efforts. The port already serves vessels 500 ft. or larger in length and few if any navigations 

restrictions are anticipated other than the 197 ft. clearance at the Highway 101 Bridge near the outlet of the 

Columbia River. Terminal 5 may be an appropriate location for fabrication facility leasing, and has been previously 

used for wind turbine component staging. 

Table A-40. Vancouver port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK - N/A 

Fabrication & 

Construction 

OFW Turbine 3 New Crane/SPMT likely required. Land development may be 

required. Quayside bearing capacity investigation. 

OFW Foundation 2 Quayside area (50+ acres) to develop an exclusive-use 

terminal. Crane/SPMT likely required. 

MHK 3 New Crane/SPMT likely required. Land development may be 

required. 
160 

Port Classification Technology Score Potential Gap 

Assembly 

OFW Semi-Sub - N/A 

OFW TLP - N/A 

OFW Spar - N/A 

MHK 3 Crane/SPMT likely required. Land development may be 

required. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

A3.2 Woodland 

Existing Facilities 

The Port of Woodland is situated between the Columbia River and Lewis River, approximately 20 miles down the 

Columbia River from the Port of Vancouver. The port sits adjacent to the I-5 corridor and has access to the BNSF 

Class 1 rail network. The port does not appear to have any currently developed on-river berths, with most port 

activities focused on industrial sites located within the City of Woodland. However, the port does have property 

available for development along the Columbia River; Austin Point (located in Cowlitz County), features 200 acres 

of zoned industrial use land with deep draft feasibility. Austin Point is located 7 miles from Interstate 5 and is 1.5 

miles from the BNSF Class 1 rail line. No crane, berth, or upland staging facilities currently exists at the site. 

Table A-41. Woodland key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location - No on-water berths. 

Navigation Channel Depth = 43 ft. 

Channel Width = 600 ft. 

- 

Air Draft - 197 ft. 

Upland Area 200 acres of zoned industrial land available at 

Austin Point. 

Significant development required. 

Crane - No crane. 

Dry Dock - No dry-dock 

Road & Rail Access Interstate Access. Class 1 rail within 2 miles, but no direct 

access to Austin Point. 

Quayside Facilities - No berth currently. Significant development 

required. 

Helipad - - 

Workforce & Fabrication - - 

Other - - 
161 

Figure A-21 Woodland 

Assessment 

The port was classified as a potential fabrication and construction port for OFW and MHK. Current deep water 

draft berths required for OFW and MHK fabrication and construction ports do not currently exist at the port of 

woodland. However, there is significant available on-river land at Austin Point (already zoned) for a possible 

purpose built facility for OFW and MHK construction. This development would require the constructions of 

appropriate berthing facility with heavy lift crane capacity. With the amount of land available, Austin Point could 

potentially be used as a site for a cluster of manufacturing and fabrication related to OFW and MHK, but in 

addition to a purpose built facility, improvements to rail access may be required. 

Table A-42. Woodland port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK - N/A 

Fabrication & 

Construction 

OFW Turbine 2 Quayside area (10+ acres) to develop an exclusive-use 

terminal. Crane/SPMT likely required. 

OFW Foundation 2 Quayside area (50+ acres) to develop an exclusive-use 

terminal. Crane/SPMT likely required. 

MHK 2 Quayside area (1-5+ acres) to develop an exclusive-use 

terminal. Crane/SPMT likely required. 

Assembly 

OFW Semi-Sub - N/A 

OFW TLP - N/A 

OFW Spar - N/A 

MHK 2 Quayside area (10 acres) to develop an exclusive-use 

terminal. Crane/SPMT likely required. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 
162 

A3.3 Kalama 

Existing Facilities 

The Port of Kalama, located on the Columbia River and directly adjacent to Interstate-5 (30 miles northwest of 

Portland), is a deep water port with 5 terminals. Four of five terminals are privately operated with the North Port 

Marine Terminal available for public use. The North Port Marine Terminal a total dock length of 900 ft. (including 

dolphins), a 43 ft. water depth, and a live load bearing capacity of 1000 psf. The port has a helipad on site and 

access to Class 1 rail network (BNSF and Union Pacific) adjacent to the port. There appears to be no breakbulk 

crane infrastructure currently at the port. The port has 13 acres of upland property available for development at 

their Kalama River Industrial park, situated south of the North Port Marine Terminal, though the Kalama River 

does physically separate the two sites. The North Port area is 200 acres in total, and the northern part of the area 

has been leased to Northwest Innovation Works, which is currently in the permitting phase for construction of a 

methanol production plant (Port of Kalama 2015). 

The Central Port Industrial district is located just south of the Kalama Export facility and north of the marina 

channel, and is nearly fully occupied. The port may construct a lay berth facility as an interim use site. 

Redevelopment of facilities in this area will be evaluated as opportunities arise. A large portion of the Emerald 

Kalama Chemical property is undeveloped, consisting primarily of wetlands. The South Port area is also fairly well 

utilized by industry and marine terminals. The largest share of this property is leased to the TEMCO grain export 

elevator. This site also includes a vacant parcel the Port intends to develop for light industrial or other business use. 

Table A-43. Kalama key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered River Location. 70 miles from open ocean. 

Navigation Columbia River Navigation Channel is maintained at 43 ft. 

depth, 600 ft. width. 

- 

Air Draft - 197 ft. 

Upland Area - 13 acres currently available for 

development beyond long-term 

leases. 

Crane - Not located on site. 

Dry Dock - N/A 

Road & Rail Access Interstate Highway and Class 1 Rail. - 

Quayside Facilities Concrete wharf. Appx. 600ft. by 100ft. Bearing capacity 1000 

psf. 

- 

Helipad - N/A 

Workforce & 

Fabrication 

Steel manufacturer on site. - 

Other Additional lands may be available for development in the future. - 
163 

Figure A-22 Kalama 

Assessment 

The port was classified as a potential fabrication and construction port for OFW and MHK. Port of Kalama appears 

to be a busy port with low vacancy rates. Purpose-built OFW and MHK fabrication and construction facilities may 

be limited by available upland area. Existing shipbuilding and iron works facilities may preclude fabrication of 

demonstration-scale MHK devices since these are likely to be built at existing facilities, but the port could likely 

accommodate purpose built MHK fabrication facilities and transport. 

Table A-44 Kalama port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK - N/A 

Fabrication & 

Construction 

OFW Turbine 0 Additional land required 

OFW Foundation 0 Additional land required 

MHK 3 New Crane/SPMT likely required. Land development may be 

required. Quayside bearing capacity investigation. 

Assembly 

OFW Semi-Sub - N/A 

OFW TLP - N/A 

OFW Spar - N/A 

MHK 3 Crane/SPMT may be required (technology dependent) 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 
164 

A3.4 Longview 

Existing Facilities 

The Port of Longview, located on the Columbia River 66 miles from the Pacific Ocean, features eight deep-draft 

marine terminals. The port has previous experience handling wind energy components and heavy lift cargo. 

Terminals at the port currently accommodate Panamax size vessels. Terminals 6, 7 and 8 handle breakbulk cargos, 

with 35 acres of uncovered storage at terminals 6 and 7 and 4.5 acres at Terminal 8. Terminal 6 and 7 have rail 

access, both of which have connections to both major Class 1 rail networks (BNSF and Union Pacific). A barge 

only terminal handles Ro-Ro breakbulk cargo. The port maintains a relationship with the International Longshore 

and Warehouse Union Local #21, which provides a strong workforce for cargo handling, equipment operation, and 

on-site setup and fabrication. Two parcels (35-45 acres) at the port may be available for lease in the future, with 

access to the marine terminals. In 2010 the Port purchased 280 acres of additional land four miles downriver at 

Barlow Point to supplement the 353 acres of industrial property at the port, which is nearing capacity In its 2011 

Master Planning report, several other large potential acquisition sites (totaling over 700 acres) were identified for 

port development within the Port District. According to the 2015 Comprehensive Scheme of Harbor Improvements 

(Port of Longview 2015) the Port plans for approximately 60,000 tons of wind energy related cargo per year. 

Table A-45. Longview key characteristics 

Characteristic Pros Cons 

Harbor Location Protected. 66 miles from open ocean. 

Navigation Columbia River Navigation Channel is maintained 

at 43 ft. depth, 600 ft. width. 

- 

Air Draft - 197 ft. 

Upland Area 35-40 acres of existing developed storage. 

Potentially up to 800 acres of land available. 

- 

Crane - 114 ton mobile cranes. 

Dry Dock - Not on site. 

Road & Rail Access Interstate Highway and Class 1 Rail. - 

Quayside Facilities Accommodates Panamax vessels. - 

Helipad - N/A 

Workforce & Fabrication Windfarm component handling experience. - 

Other Land available for redevelopment. 

Experience handling wind turbine components 

- 

Assessment 

The Port of Longview is well positioned to provide facilities for development of purpose built-development of 

fabrication and construction facilities for OFW and MHK due to the potential of land area with river access that 

has the potential for redevelopment or acquisition in the Port District. Existing facilities at the port are near 

capacity, and may not be able to accommodate an additional 10+ acres of exclusive use area with direct quayside 

access required for OFW or MHK fabrication and construction. Air draft restrictions on the Columbia River 

preclude OFW assembly at the port with existing technology. Depending on the technology and scale, MHK 

fabrication and assembly may be able to be supported by existing facilities without major redevelopment (e.g. no 

new berths). The Columbia River Navigation Channel is able to accommodate vessels expected to be required to 

transport OFW and MHK components, and would also likely be able to accommodate Semi-Sub, TLP, and Spar 

transport prior to affixing the turbine. 
165 

Table A-46. Longview port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK - N/A 

Fabrication & 

Construction 

OFW Turbine 2 Quayside area (10+ acres) to develop an exclusive-use 

terminal. Crane/SPMT likely required. 

OFW Foundation 2 Quayside area (50+ acres) to develop an exclusive-use 

terminal. Crane/SPMT likely required. 

MHK 3 New Crane/SPMT likely required. Land development may be 

required. Quayside bearing capacity investigation. 

Assembly 

OFW Semi-Sub - N/A 

OFW TLP - N/A 

OFW Spar - N/A 

MHK 3 Crane may be required. Berth bearing capacity investigation 

may be required. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

Figure A-23. Longview 
166 

A3.5 Grays Harbor 

Existing Facilities 

The Port of Grays Harbor boundaries include all of Grays Harbor County, on Washington State's Pacific 

Coast. The Grays Harbor Federal Navigation Channel connects port facilities to the Pacific Ocean, and is dredged 

regularly. The port has a marine terminal rail system to terminals 1, 2 and 4. Terminal 4 is the Port’s main general 

cargo terminal. It features over 100,000 sq. ft. of dried, covered warehouse space; a rail loop with on-dock rail 

access and 120 acres of paved cargo yard. Terminal 3 is a 150 acre site with a deep water, 600 ft. length allconcrete marine terminal, and is currently available. Terminal 3 has on site rail with access to both Class 1 

railroads. Privately owned property adjacent to Terminal 3 is currently available for purchase. The IDD-1 

Riverfront property in Hoquiam is owned by the port and has 45 acres of developable land along the Federal 

Navigation Channel. The Washington State Department of Transportation (WSDOT) built and owns a graving 

dock (appx 175 ft. x 800 ft. used to construct pontoons for a state highway project, and the facility may be 

available for sale after the project is completed (WSDOT, 2010). Additional private lands on the Chehalis River 

appear to be potentially available for redevelopment. The bascule bridge upriver of the port has a horizontal 

clearance of 150 ft. The Port also owns Westport Marina near the mouth of the harbor, and has berths up to 350 ft. 

Table A-47. Grays Harbor key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Protected. Westport Marina is located ~1 nmi from 

open ocean. 

- 

Navigation 36 ft. depth, 350 ft. min width. Tide range of 9.2 ft. - 

Air Draft Port facilities unrestricted. - 

Upland Area Approximately 200 acres for potential development - 

Crane - Limited crane infrastructure 

Dry Dock Graving dock - 

Road & Rail Access Class 1 and 4-lane highway - 

Quayside Facilities Concrete dock Undeveloped quayside areas 

Helipad Port owns Boweman Airport. Also a helipad 

located at Westport Marina. 

- 

Workforce & Fabrication Existing workforce for pontoon construction - 

Other Graving dock at HWY 520 Pontoon Construction 

site. 

- 

Assessment 

The Grays Harbor area appears to be able to support fabrication and assembly of OFW and MHK devices, with the 

development of purpose-built facilities. There are several locations in the harbor with water access and the 

necessary upland acreage requirements. Navigation channel geometry is sufficient for OFW and MHK fabrication 

and construction, though is near the conceptual-level depth limitations for assembled Semi-sub and TLP device 

tow out. Assembled devices may require tow out during favorable tides or other mitigation actions (to be 

determined). Major construction and fabrication projects (State Highway 520 Pontoons) have shown that a large 

skilled workforce is available. New quayside facilities may be required to be constructed (or upgraded) to meet the 

heavy-load demands of OFW components and cranes, depending on the exact location of a facility. Terminal 3 

geometry may require modification to support maneuvering of OFW and MHK components. Further investigation 

of the WSDOT graving dock should be conducted to assess viability for re-use as an OFW or MHK assembly 
167 

facility. In some cases, additional upland infrastructure, such as paved storage areas, may be required. The port has 

strong rail connections to support OFW and MHK fabrication. 

Figure A-24. Grays Harbor 

Table A-48. Grays Harbor port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK - N/A 

Fabrication & 

Construction 

OFW Turbine 3 Berth bearing capacity investigation. Crane/SPMT. 

OFW Foundation 2 Purpose built facility required (berth, upland development). 

MHK 3 Berth bearing capacity investigation. Crane/SPMT. 

Assembly 

OFW Semi-Sub 2 Purpose built facility. Crane/SPMT. 

OFW TLP 2 Purpose built facility. Crane/SPMT. 

OFW Spar 0 Existing technology does not allow for assembly at Port. 

MHK 3 Crane or other assembly facility. Berth bearing capacity 

investigation may be required. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

A3.6 Port Angeles 

Existing Facilities 

The Port of Port Angeles is located on the Strait of Juan de Fuca, is the first full-service port en route to Puget 

Sound through the Strait of Georgia. The port has three deep draft terminals; T1, T3, and T7 which handle a 

variety of cargo such as forest products, container cargo, and heavy-lift cargo. Terminal 1 is used for general cargo 

loading/unloading but also has ship repair facilities with a skilled workforce on-site (PoPA). Terminal 3 is used for 

forest product transfers and has a 5 acre log yard. Terminal 3 is also the heavy lift pier. Terminal 7 accommodate 

cranes up to 200 tons, and primarily is used as a lay berth and has 4 acres of upland storage. Vigor Shipyards has a 
168 

facility with 2 piers and 5 cranes with up to 200 ton capability where they perform topside repairs. Rayonier Pier, a 

75 acre former pulp mill facility, has been a Washington State Ecology Cleanup site since 2000 (Peninsula Daily 

News, 2011), and is located approximately 2 miles to the East of the port. 

Table A-49. Port Angeles key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered harbor Far from BOEM waters (73 miles) 

Navigation 35 ft. depth, no channel width restrictions (Strait of 

Juan de Fuca) 

- 

Air Draft No air draft - 

Upland Area Rayonier Site - 75 acres contaminated 3 – 5 acre log yard, T7 – 4 acres, 

Crane - Crane available up to 200 tons 

Shipyard Topside repairs at Vigor No dry dock 

Road & Rail Access Highway & State Road access No rail access 

Quayside Facilities All berths 35ft. deep or greater. - 

Helipad - No helipad on-site 

Workforce & Fabrication Ship repair services available - 

Other Large, deep protected harbor. - 

Figure A-25. Port Angeles 

Assessment 

The port was classified as a potential fabrication and construction port for OFW, a fabrication and construction port 

for MHK, an assembly port for OFW Semi-Sub, TLP and a potential assembly port for MHK. Current upland areas 

(~5 acres) are not sufficient for OFW construction (foundation and turbine) or OFW (Semi-Sub, TLP, and Spar) 

and MHK assembly operations. MHK demonstration-scale could likely be accommodated. Port Angeles appears to 

be able to accommodate MHK construction. The Rayonier site would provide acreage necessary for OFW and 

MHK fabrication or assembly, but would require significant cleanup and dredging. Outside of this there does not 

appear to be room for expansion of port facilities in the surrounding areas for a purpose built facility. Cranes are 
169 

available at the port, but lift capacities relative to MHK device lift needs would have to be confirmed for use in 

MHK construction. OFW assembly could potentially occur in the bay with an appropriate crane barge and 

development of a staging facility on-land. 

Table A-50. Port Angeles port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK 

Fabrication & 

Construction 

OFW Turbine 2 Rayonier site cleanup, development, and rebuilt pier. 

OFW Foundation 2 Rayonier site cleanup, development, and rebuilt pier. 

MHK 

3 Depending on throughput requirements and location of 

fabrication facility (i.e. on-site, off-site). Crane/SPMT may be 

required 

Assembly 

OFW Semi-Sub 2 Rayonier site cleanup, development, and rebuilt pier. 

OFW TLP 2 Rayonier site cleanup, development, and rebuilt pier. 

OFW Spar - N/A 

MHK 2 Rayonier site cleanup, development, and rebuilt pier. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

A3.7 Anacortes 

Existing Facilities 

Located halfway between Seattle and Vancouver, British Columbia, the Port of Anacortes is a natural deep-draft 

port with three berths. Pier 1, with a dock-side depth of 23 ft., is home to Dakota Creek Industries, a full service 

shipbuilding and repair facility with dry-dock (314 x 90 ft.) and numerous cranes. Pier 1 has a yard area of 13 acres 

and its dock is capable of handling live loads of 400 lbs. per square foot. Pier 2, with a dock-side depth of 37 ft., is 

used primarily for the fabrication of dry-bulk cargo. Pier 2 has a yard area of 13 acres and its dock is capable of 

handling live loads of 750 lbs. per square foot. Curtis Wharf, with a dock-side depth of 24 ft., is used for periodic 

vessel moorage and staging areas for project cargoes, with an area of 1 acre, and has a live load capacity of 1,200 

lbs. 

Table A-51. Anacortes key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered harbor Far from BOEM waters (113 miles) 

Navigation Channel Depth = 36 ft. limiting 

Channel Width = N/A 

- 

Air Draft 39 ft. air draft at Pier 2 

Upland Area - -Pier 1 – 13 acres 

Pier 2 – 13 acres 

Curtis Wharf – 1 acre 

Crane 500 ton Module Transport System Lifting Equipment — 260 & 175 ton 

Manitowoc Crawler Cranes, 150 ton P&H 
170 

Characteristic Strength Potential Limitation 

Crawler Crane, RT90 & 700E 60 ton Grove 

Cranes, 2- 18- 233 ton Kamag Transporters 

Shipyard Dakota Creek Industries. 314′ x 90′ – 9,000 ton 

lifting capacity

- 

Road & Rail Access State road access. No interstate/Hwy access. No rail access. 

Quayside Facilities - Berthing capacities too low for OFW 

construction and assembly. 

Helipad - - 

Workforce & Fabrication Experienced marine fabricators available - 

Other Fabrication Building — 300′ x 100′ – radiant 

heating, environmental exhaust system and 2- 10 

ton overhead cranes 

- 

 Assessment 

The port was classified as a potential fabrication and construction port for OFW and MHK, and a potential 

assembly port for OFW and MHK. The Port of Anacortes has only one berth (Pier 2) with suitable depths (37 ft.) 

for most bulk carrier vessels, but has an air draft restriction of 39 ft., which would preclude these vessels, but not 

necessarily deck barges. Pier 2 also has adequate upland area (13 acres) for limited OFW and MHK fabrication, but 

not for OFW foundations. Pier 2 is currently configured primarily for dry-bulk cargo, which suggests 

redevelopment of the pier would be required to handle project and heavy-lift cargo. The live load bearing capacity 

at Pier 2 of 750 lbs. per square foot does not meet the 1000 psf. required for OFW construction and assembly. 

MHK construction and assembly appear feasible with the current bearing capacity at Pier 2. If constructed offsite, 

the port could most likely accommodate export of the device or device components, with the appropriate crane. 

Because of the shipbuilding and repair facilities there is a skilled workforce available. Dry dock facilities at the 

port (314 x 90 ft.) do not meet criteria for OFW foundation construction (175 – 230 ft. width). Curtis Wharf depths 

would not allow for OFW assembly with existing technology, but could accommodate some MHK technologies. 

Table A-52. Anacortes port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK - N/A 

Fabrication & 

Construction 

OFW Turbine 0 

Additional quayside upland area (10+ acres) and increased 

berth bearing capacity. 

OFW Foundation 1 

Additional quayside upland area required (50+ acres) and 

increased berth bearing capacity. 

MHK 3 

Depending on throughput requirements and location of 

fabrication facility (i.e. on-site, off-site). Crane/SPMT may be 

required 

Assembly 

OFW Semi-Sub 1 

Additional quayside upland area required (10+ acres) and 

increased berth bearing capacity. 

OFW TLP 1 

Additional quayside upland area required (10+ acres) and 

increased berth bearing capacity. 
171 

Port Classification Technology Score Potential Gap 

OFW Spar 1 Additional quayside upland area required (10+ acres) and 

increased berth bearing capacity. 

MHK 3 Crane improvements. Berth redevelopment. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

Figure A-26. Anacortes 

A3.8 Everett 

Existing Facilities 

Located 25 miles north of Seattle on Puget Sound, the Port of Everett is a deep-draft port specializing in oversize 

and project cargos. The port provides an important link for Boeing as it handles parts for their jetliners. The port is 

on the BNSF Class 1 rail network and has easy access to Interstate 5. The port features five designated berths. 

South Terminal, with a yard space of 15 acres, handles conventional, breakbulk, and Ro-Ro cargo, with two berths 

measuring 900 and 700 ft. in length. Pacific terminal, also with a yard space of 15 acres, handles container and 

breakbulk cargo, with a berth length of 650 ft. and features two Panamax gantry cranes. Pier 1, with a yard space of 

15 acres, handles conventional, breakbulk, Ro-Ro, and container cargoes. Pier 3, with a yard space of 13 acres, 

handles Bulk, breakbulk, and log cargoes. Vigor Shipyard, specializing in vessel repair and refit, sits adjacent to 

Pier 3 and has 7 cranes with lifting capacities up to 45 tons. The port also has a mobile crane with a 100-ton lifting 

capacity. In total the port owns 3,000 acres of property, 100 acres of which are the seaport. 
172 

Table A-53. Everett key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered harbor. Far from BOEM waters (125 miles) 

Navigation Channel Depth = 40 ft. MLLW. 

Channel Width = N/A, natural bay 

- 

Air Draft No air draft restrictions - 

Upland Area Existing developed port staging area is in 

high demand due port cargo throughput 

volumes. ~56 acres at the seaport terminals 

Crane 150 ton mobile crane 

Shipyard Vigor shipyard and ship repair No dry-dock at Vigor shipyard. 

Road & Rail Access Interstate access. Class 1 rail access. - 

Quayside Facilities - - 

Helipad - - 

Workforce & Fabrication Major metropolitan area. Strong supply of skilled 

workforce. Significant aerospace 

manufacturing/design presence. 

- 

Other Previous experience in handling wind turbine 

components. Specializes in non-standard cargo. 

- 

Assessment 

The port was classified as a fabrication and construction port for OFW and MHK, an assembly port for OFW 

Semi-Sub and TLP, a potential assembly port for OFW Spar, and an assembly port for MHK. The upland storage 

and staging areas at the Port of Everett are high use areas, with approximately 15 acres at each terminal. Each 

terminal’s upland areas appear to be potentially technically feasible to accommodate OFW turbine and MHK 

construction. However, cargo is often staged in the upland area, and the port has experience handling wind turbine 

components. However, designating a large sector of the land an individual terminal may not be feasible due to the 

throughput and storage/staging requirements from normal port operations. Demonstration-scale assembly may be 

feasible at the port, with a special-use crane, but commercial-scale assembly is unlikely at the port. Although ship 

repair facilities are available at the Vigor shipyard, they do not have dry-docks preferred for OFW foundation 

construction. A variety of cranes are available at the port, but suitability for handling MHK components will need 

to be evaluated on a case by case a basis. The port is well suited for transport of MHK components manufactured at 

facilities outside the port, since it specializes in non-containerized cargo. 

Table A-54. Everett port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK - N/A 

Fabrication & 

Construction 

OFW Turbine 2 Purpose built facility required with new land development (10+ 

acres) 

OFW Foundation 2 Purpose built facility required with new land development (50+ 

acres) 

MHK 2 

Purpose built facility required with new land development (10+ 

acres). Note, if components delivered from overland transport, 

port would likely be able to accommodate with existing 

infrastructure. 
173 

Port Classification Technology Score Potential Gap 

Assembly 

OFW Semi-Sub 1 Staging area availability 

OFW TLP 1 Staging area availability 

OFW Spar 1 Staging area availability 

MHK 1 Staging area availability 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

Figure A-27. Everett 

A3.9 Seattle 

Existing Facilities 

The Port of Seattle contains 1,543 acres of waterfront land and nearby properties, and is the largest port in the state. 

The port is now in a partnership with Port of Tacoma, known as the Northwest Seaport Alliance. Though the port 

handles primary container cargo, it has over 8,000 ft. of moorage used for breakbulk cargo. The primary breakbulk 

terminal is located at Terminal 115, which has 70 acres of yard space, and a controlling water depth of 30 ft. 

MLLW. Terminal 5 is currently being used as a non-containerized terminal but is being modernized for containers. 

The Duwamish Waterway extends upriver of the port, but is restricted by bridges (Horizontal Clearance: 150 ft., 

Vertical Clearance: 150 ft.), and navigation depth (varies).Some private property may be available on the 

Duwamish Waterway, which includes many private barge berths, but large parcels may be difficult to obtain since 

the area is high-use. An example is the former Silver Bay Logging Site, which includes a barge dolphin and dock 

with 3 acres of land. 
174 

Vigor Shipyards has a 27-acre facility near Terminal 5. The two dry docks have a capacity of 13,000 tons and 

18,000 tons. The facility has 12 cranes, with up to 150 ton capacity, and a 170,000 square foot covered fabrication 

and shop area. The shipyard has performed upgrades to drill rigs, including the 266 ft. x 230 ft. Kulluk semisubmersible drill rig. 

Table A-55. Seattle key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered - 

Navigation Deep draft Puget Sound, few limitations. - 

Air Draft Unlimited - 

Upland Area 70-200 acres of breakbulk. Other opportunities 

along Duwamish. 

Terminal 5 (~200 acres) planned to be 

converted to container. 

Crane Float cranes - 155 ton mobile crane 

Shipyard Vigor Shipyards. 2 dry docks with a maximum 

width of 93 ft.. 

- 

Road & Rail Access Interstate and Class 1 Rail - 

Quayside Facilities 600 psf, 103 ft. wide apron at Terminal 115. - 

Helipad - 

Workforce & Fabrication Shipyard and other manufacturing facilities area 

available in region. 

- 

Other - In general quayside facilities are high use 

with limited areas available. 

Assessment 

The port was classified as a fabrication and construction port for OFW and MHK, an assembly port for OFW 

Semi-Sub and TLP, a potential assembly port for OFW Spar, and an assembly port for MHK. The Port of Seattle 

has a strong manufacturing base, deep-water access, and no height restrictions, and so if upland area became 

available seaward of the West Seattle Bridge, the port would be a good candidate for supporting OFW fabrication 

and construction as well as assembly. Terminal 5 would be a potential location to construct and assemble OFW 

foundations and turbines, with support by Vigor Shipyards. Though the existing dry-docks at this Vigor location 

would not likely meet the size requirements for OFW, they would meet the requirements for some MHK 

technologies. A large floating dry-dock, similar to the Vigorious in Portland could potentially be located near 

Terminal 5 to support construction. In order to assemble the devices and stage the components, a significant 

portion of Terminal 5 may be required. A precedent for servicing floating units of this size in the Port was set by 

the Kulluk oil rig. It is possible that assembly could occur in the West Waterway (width ~800 ft.). The most critical 

potential limitation at Port of Seattle is available upland area. Based on existing technology, it appears that depths 

outside the Port may be available for assembly of Spars, depending on ballast, though a detailed up-righting and 

transit study would be required. If constructed off-site and transported overland, MHK component export could 

likely be accommodated, with the appropriate crane. 
175 

Figure A-28. Seattle 

Table A-56. Seattle port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK - N/A 

Fabrication & 

Construction 

OFW Turbine 2 

Purpose built facility required (berth, upland development). 

Area is potentially limited if Terminal 5 is converted to 

container cargo. 

OFW Foundation 2 

Purpose built facility required (berth, upland development). 

Area is potentially limited if Terminal 5 is converted to 

container cargo. 

MHK 3 Depending on throughput requirements and location 

selection. Crane/SPMT may be required 

Assembly 

OFW Semi-Sub 2 Exclusive use facility. Redevelopment of a portion of Terminal 

5, including wharf strengthening. 

OFW TLP 2 Exclusive use facility. Redevelopment of a portion of Terminal 

5, including wharf strengthening. 

OFW Spar 2 Floating Crane or new Spar assembly technology may be 

required. 

MHK 3 Crane/SPMT may be required. Berth bearing capacity 

investigation may be required. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

 
176 

A3.10 Tacoma 

Existing Facilities 

The port was classified as a fabrication and construction port for OFW and MHK, an assembly port for OFW 

Semi-Sub and TLP, a potential assembly port for OFW Spar, and an assembly port for MHK. The Port of Tacoma 

contains approximately 820 acres of terminal area, and through its partnership with the Port of Seattle, known as 

the Northwest Seaport Alliance, is part of the largest port in Washington State. Like Seattle the port handles 

primary container cargo, but has 53 acres of land area and 7,400 ft. of moorage for breakbulk cargoes. Primary 

breakbulk cargo operations occur at the East Blair Terminal which has 25 acres of upland area, 1,100 ft. of 

moorage, and a 51 ft. berth depth. East Blair Terminal has on-dock rail service with connection to Class 1 rail 

networks. There are no air draft concerns to any of the ports major container or breakbulk terminals, except for the 

West Hylebos Facility. Several other port properties are available for lease with water access (Port of Tacoma, 

2016), such as 1203 East D street (20 acres), 1171 Taylor Way (20 acres), 3009 Taylor Way (12 acres). Vigor 

Shipyards has a 5-acre facility at the APM Terminal. 

Table A-57. Tacoma key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered - 

Navigation Deep draft Puget Sound (>300 ft.) 

Blair Waterway: ~49 ft. 

Hylebos Waterway: ~27 ft. 

Thea Foss Waterway: ~30 ft. 

- 

Air Draft Unlimited - 

Upland Area Multiple terminals with 12 – 25 acres upland area. 

Waterside properties for lease ranging between 

10-20 acres each. 

- 

Crane - 55 ton cranes at Vigor Shipyard. 155 ton 

mobile crane. 

Shipyard 40,000 sq. ft. shop area for fabrication and vessel 

upgrades (Vigor) 

No dry-dock 

Road & Rail Access Interstate Access. Class 1 rail access - 

Quayside Facilities 1200 ft. at East Blair Terminal Terminal hours of operation are typically 

Mon-Fri. 

Helipad N/A 

Workforce & Fabrication Shipyard and other manufacturing facilities area 

available in region. 

- 

Other Numerous properties with developable land. Some 

are graveled for heavy lift 

In general quayside facilities are high use 

with limited areas available. 
177 

Figure A-29. Tacoma 

Assessment 

The Port of Tacoma has a strong manufacturing base, deep-water access, and no height restrictions, therefore 

upland area became available, the port would be a good candidate for supporting fabrication, construction, and 

assembly operations. Of the existing terminals, East Blair Terminal is likely the best candidate for OFW turbine 

construction, or MHK construction and assembly. It has with 25 acres of upland space total, but also must 

accommodate other cargo such as autos, which would affect long-term use potential. The numerous other 

properties owned by the port have good potential to be developed, and have adequate area to potentially construct 

OFW and MHK component fabrication facilities. Construction of an OFW foundation fabrication facility is 

feasible, though available space may restrict throughput to demonstration-scale without additional land 

development or terminal re-purposing. Assembly operations in one of the navigation channels could be 

compromised by the current high traffic of cargo vessels through the port, since the waterway width is restricted 

and the device width could be approximately 175 ft. wide. However, based on existing technology, it appears that 

depths outside (i.e. Commencement Bay) the Port can accommodate assembly of OFW devices with a water based 

crane, including Spars (depending on ballast, though a detailed up-righting and transit study would be required). 

Table A-58 Tacoma port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK - N/A 

Fabrication & 

Construction 

OFW Turbine 3 Land-use change from terminal storage to manufacturing, Berth bearing capacity investigation 

may be required. 

OFW Foundation 2 Upland area development size, channel width may 

preclude certain technologies. 

MHK 3 Berth bearing capacity investigation may be required. 

Assembly OFW Semi-Sub 2 May require crane barge. New supporting staging 

facilities required on land for all components. 
178 

Port Classification Technology Score Potential Gap 

OFW TLP 2 May require crane barge. New supporting staging 

facilities required on land for all components. 

OFW Spar 2 May require crane barge. New supporting staging 

facilities required on land for all components. 

MHK 3 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

A3.11 Olympia 

Existing Facilities 

The port of Olympia, located at the head of Puget Sound, is a busy 66 acre terminal facility with three (3) deep 

draft berths and an 800 ft. wide turning basin. Long-term leases at the port (Port of Olympia, 2015) include 

Weyerhaeuser (24.5 acres) and PLS (10.6 acres). The port is located one mile from interstate-5 and has on-dock 

rail service with connection to both the Union Pacific and BNSF Class 1 rail networks. On-site container, bulk, 

and breakbulk yard handling equipment, including top-picks, yard tractors, yard chassis, front-end bucket loaders, 

forklifts, and log handlers (Port of Olympia, 2015). Vessels of at least 500 ft. LOA are currently accommodated by 

port facilities. Access to the Pacific Ocean requires transit under the Tacoma Narrows Bridge (vertical clearance of 

179 ft.). 

Table A-59. Tacoma key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Protected. Puget Sound - 

Navigation 30 ft. MLLW Channel - 

Air Draft 179 ft. 

Upland Area 76,000 sq. ft. warehouse 66 acres total. 

Crane - 155 ton mobile crane 

Dry Dock - N/A 

Road & Rail Access Class 1 Rail, one mile from Interstate Highway and - 

Quayside Facilities load capacities of 1,000 psf. Berth depths of 39 ft. - 

Helipad - No 

Workforce & Fabrication - - 

Other Experience with wind farm components. 24/7 

operation. 

- 
179 

Figure A-30. Olympia 

Assessment 

Because of limited upland area due to long-term leases, and existing port needs it’s not likely that MHK assembly 

and staging facilities on site would be likely to fit at the marine terminal. Depending on MHK type, the port may 

be able to provide as an MHK export facility if components are constructed off site. The Tacoma Narrows Bridge 

does not allow for assembly inland of bridge. 

Table A-60. Olympia port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK - N/A 

Fabrication & 

Construction 

OFW Turbine - N/A

OFW Foundation - N/A

MHK 3 Crane/SPMT. Berth bearing capacity investigation. 

Assembly 

OFW Semi-Sub - N/A 

OFW TLP - N/A

OFW Spar - N/A

MHK 0 Not enough upland area with marine access 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 
180 

A3.12 Bellingham 

Existing Facilities 

The Port of Bellingham, located on Puget Sound approximately 70 miles north of Seattle, specializes in break bulk 

and clean bulk cargoes. The port’s deep water berth has a total length of 1250 ft. and 15 acres of upland staging 

area located at the shipping terminal with an additional 20 acres at a nearby log yard. The port also provides cruise 

terminal facilities. Dry-dock facilities are available at Fairhaven Shipyard, including a 107 by 460 ft. semisubmersible dry-dock. Industrial fabrication capabilities are also available within 10 miles of the port, such as 

Greenberry Industrial. No crane infrastructure appears to exist at the port berths. There is on-site Class 1 rail access 

and direct access to I-5 is within 2 miles of the port. 

Table A-61. Bellingham key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered harbor. Far from BOEM waters (133 miles). 

Navigation Channel Depth = 32 ft. 

Channel Width = open navigation 

Deep-draft berth available. 

- 

Air Draft No air draft - 

Upland Area 35 acres - 

Crane 140 ton crane capacity 

Dry Dock Fairhaven Shipyard 

Dry-dock: 130 ft. by 470 ft. 

- 

Road & Rail Access Interstate access. Class 1 rail access. - 

Quayside Facilities - - 

Helipad - - 

Workforce & Fabrication Skilled workforce with fabrication capabilities 

nearby. 

- 

Other - - 
181 

Figure A-31. Bellingham 

Assessment 

The port was classified as a potential fabrication and construction port for OFW, a fabrication and construction port 

for MHK, and a potential assembly port for MHK. Rail and road access are sufficient for fabrication and 

construction, as well as assembly operations. Upland staging areas appear adequate for OFW Turbine construction, 

MHK construction, and MHK assembly (35 acres available total), but likely will preclude OFW foundation 

construction on site. There are no air draft restrictions at the port and the port is capable of servicing vessels at least 

500 ft. in length, with few if any vessel navigation restrictions anticipated associated with IEP and AP operations. 

The presence of industrial fabrication contractors near the port demonstrates the presence of a skilled workforce. 

Current dry dock facilities (107 by 460 ft.) do not meet the possible width (175 – 230 ft.) and length (300 ft.) 

required by OFW foundation units. A purpose built crane would be required at the port to support OFW assembly. 

Berthing capacity at the port berths needs further investigation. 

Table A-62. Bellingham port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK - N/A 

Fabrication & 

Construction 

OFW Turbine 3 Crane upgrades or SPMT/Barge required. Berth bearing 

capacity investigation may be required. 

OFW Foundation 1 Additional upland staging required. Berth bearing capacity 

investigation may be required. Crane/SPMT required. 

MHK 3 Crane upgrades or SPMT/Barge required. Additional upland 

staging required. Berthing capacity unknown. 

Assembly 

OFW Semi-Sub - N/A 

OFW TLP - N/A 

OFW Spar - N/A 

MHK 3 Crane upgrades required. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed 
182 

A.4. Hawaii 

A4.1 Honolulu 

Existing Facilities 

The Port of Honolulu, located on the southern shore on the Hawaiian Island Oahu, is a 200 acre facility with 30 

berths and over five miles of total berth length. Break-bulk cargo handling is done at Piers 39 and 40 (Inter-island 

cargo terminal), with yard areas of 16.1 and 10.8 acres respectively. All other piers primarily accommodate 

container cargo, cruise terminals, commercial fishing, liquid and dry bulk cargo, Ro-Ro, and pipeline cargo; these 

piers (other than 39 and 40) have an average yard area of approximately 5 acres and operate close to or at their 

current capacity. Both Pier 39 and 40 have a berth depth of 30 ft. (MLLW). Piers 24-29 also handle general cargo, 

and have depths between approximately 30-35 ft., with upland area between half an acre to 8 acres. The port 

accommodates vessels of at least 500 ft. in length. Small passenger and miscellaneous vessels are accommodated 

out of Piers 5, 6, 8, and 9 with berth lengths of 200 to 630 ft. and berth depths of 15 to 34 ft. Sand Island (Piers 51-

53) is the largest terminal by size, and is used primarily for autos and domestic containers. Pacific Shipyards at Pier 

41 has dry-docks, ship repair facilities with a draft of 22 – 34 ft. (MLLW), and two 50-ton mobile cranes on-site. 

Dry-dock facilities are also potentially available at BAE Systems Ship Repair in Pearl Harbor, which appear to be 

navy oriented, and is currently executing a seven-year multi-ship contract (BAE, 2016). There are several crane 

and rigging companies on the island with cranes for rent up to at least approximately 250 tons. Cranes have been 

used to construct smaller component on-land windfarms on the island. 

Table A-63. Honolulu key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered harbor near BOEM waters - 

Navigation Channel width = 400 ft. 

Channel Depth = 40 ft. 

Port accommodates vessels >=500 ft. 

- 

Air Draft No air draft restriction. - 

Upland Area Pier 39 - 16.1 acres (breakbulk) 

Pier 40 - 10.8 acres (breakbulk) 

- 

Crane - Mobile cranes for rental ~250 tons. 

Shipyard Pearl Harbor and Dry dock is (~1000 x 150 ft.) and 

Pacific Shipyards. 

- 

Road & Rail Access - No mainland USA Rail & Road access 

Quayside Facilities - 30 ft. berth depth at existing breakbulk 

terminal 

Helipad Helipad nearby at Honolulu Airport No helipad on-site 

Workforce & Fabrication Large marine industry workforce with Naval Shipyard, 

metropolitan population 

- 

Other - - 

Assessment 

The port was classified as a QRP for OFW and MHK, a potential fabrication and construction port for OFW and 

MHK, and as a potential assembly port for OFW Semi-Sub, TLP, and an assembly port for MHK. The close 

proximity of the Port of Honolulu to potential BOEM water makes it well positioned as a QRP. Current 

accommodation of vessels 500 ft. or longer suggest few (if any) navigation restrictions are anticipated associated 

with QR, IEP, and AP vessel operations. Safe navigation width for OFW Semi-Sub units may approach or exceed 
183 

the limiting width of the navigation entrance channel (400 ft.) depending on the specific technology requirements 

and tug selection. Existing berth depth at the bulk cargo terminal would likely be sufficient for OFW turbine 

marine towing, but without the turbine affixed. With the turbine affixed existing depths at the berth may require 

additional mitigation for device draft. In general the port is a dense, high-use facility with limited available 

property for fabrication or commercial-scale land-based assembly. Yard areas at piers 39 and 40 are technically 

large enough for fabrication for a portion of OFW components, or MHK construction and assembly, but would 

require exclusive use of a majority of the marine facilities used for inter-island cargo, which is not feasible. The 

area requirement for OFW foundation construction does not appear to allow construction at the port, depending on 

throughput. Depending on project timeline, assembly method, and throughput, demonstration-scale assembly of the 

devices may be possible within the port. Dry-dock width at Pacific shipyard (105 ft.) is less than the requirements 

of OFW foundations for Spar, Semi-Sub, and TLP technology (175 -300 ft.). Crane procurement or rental appears 

to be required for heavy lift during construction and/or assembly operations. It is assumed that fabrication and 

assembly is not feasible on military property. 

Table A-64. Honolulu port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK 4 No major gaps. Vessel specific moorage may be required. 

Fabrication & 

Construction 

OFW Turbine 0 Exclusive use upland area (10+ acres minimum) 

OFW Foundation 1 Exclusive use upland area (50+ acres depending on 

throughput). Demonstration-scale area is temporary. 

MHK 3 Crane/SPMT upgrades likely required and long-term 

exclusive use berth lease obtained. 

Assembly 

OFW Semi-Sub 1 Exclusive use upland area (10-15 acres minimum) for 

purpose-built development 

OFW TLP 1 Exclusive use upland area (10-15 acres minimum) for 

purpose-built development 

OFW Spar - N/A 

MHK 1 Exclusive use upland area (10 acres) for purpose-built 

development 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 
184 

Figure A-32. Honolulu 

A4.2 Barbers Point 

Existing Facilities 

Port of Barber’s Point is located on the southwest corner of the Hawaiian Island Oahu and services specialized 

cargo needs not found at the Port of Honolulu. The port currently has 6 berths in its current configuration: a barge 

basing, a ferry/tug pier, Pier P-3, P-5, P-6, and P-7. The barge basin handles liquid bulk cargo and pipelines, as 

well as scrap metal and sand cargo. Pier P-3 is the former berth for a dry-dock facility. Pier P-5 handles neo-bulk, 

liquid-bulk, petroleum, and scrap metal cargo. Pier P-6 handles neo-bulk, dry-bulk, liquid-bulk, and scrap metal 

cargo. Pier P-7 handles dry bulk cargo. The berths have dock-side storage areas ranging from 3.1 to 30 acres. As 

part of the port’s 2040 Master Plan, the Port of Barber’s Point has zoned 23 acres of land for development of 

maritime support services, as well as 30 acres of multi-purpose yard space. There appears to be no crane 

infrastructure currently at the port. There is no helipad at the port but helicopter facilities appear to be available 

nearby at Kalaeloa Airport. 

Table A-65. Barbers Point key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered harbor near BOEM waters - 

Navigation Channel width = 400 ft. 

Channel Depth = 40 ft. 

Port accommodates vessels >=500 ft. 

- 

Air Draft No air draft. - 
185 

Characteristic Strength Potential Limitation 

Upland Area Barge Basin – 4.4 acres, P-5 – 4.7 acres, P-6 – 30 

acres, P-7 – 3.1 acres. Additional Upland area 

zoned (~50 acres) 

- 

Crane No crane 

Shipyard Honolulu facilities ~20 miles away. No dry dock 

Road & Rail Access - No mainland USA Rail & Road access 

Quayside Facilities Barge basin: ~16 ft. depth 

P-3 – P7, ~38 ft. 

Bearing capacity not defines. 

Helipad Helipad nearby at Kalaeloa Airport No helipad on-site 

Workforce & Fabrication - - 

Other - - 

Assessment 

The port was classified as a QRP for OFW and MHK, a potential fabrication and construction port for OFW and 

MHK and as a potential assembly port for OFW Semi-Sub, TLP, and MHK. The close proximity of the Port of 

Barber’s Point to potential BOEM water makes it well positioned as a QRP. Current accommodation of vessels 500 

ft. or larger suggest few (if any) navigation restrictions are anticipated associated with QR, IEP, and AP vessel 

operations. New cranes will be required for heavy lifts during construction and/or assembly operations. Pier 6 has 

30 acres of yard area which would be able to support fabrication of an OFW turbine component. MHK 

construction and assembly, but may restrict throughput for OFW foundation construction. However, if available, 

the additional 50+ acres currently zoned by the port for maritime support services and multi-purpose yard space 

could potentially be used for OFW foundation construction operations, but would require significant material 

import to the island. No dry-dock facilities are currently at the port, but dry-docks have been previously situated in 

the port suggesting suitable berthing for dry-docks and a local supply of a skilled workforce. 

Table A-66. Barber’s Point port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK 4 No major gaps. Vessel specific moorage may be required. 

Fabrication & 

Construction 

OFW Turbine 2 High bearing capacity quayside area, with staging area 

development (10+ acres) with Crane or SPMT. 

OFW Foundation 2 High bearing capacity quayside area, with staging area 

development (50+ acres) with Crane or SPMT 

MHK 3 Quayside bearing capacity investigation, with new crane or 

SPMT 

Assembly 

OFW Semi-Sub 2 No dry-dock 

OFW TLP 2 

OFW Spar - N/A 

MHK 3 Quayside bearing capacity investigation, with new crane or 

SPMT 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 
186 

Figure A-33. Barbers Point 

A4.3 Kahului 

Existing Facilities 

Located on the north shore of the Hawaiian Island Maui, the Port of Kahului Harbor is the only commercial harbor 

on the island. The port is a 45 acre secured facility with three (3) piers, handling container, liquid and dry bulk, RoRo, and break bulk cargo. Pier 1 is primarily used by tenants Matson, Pasha, and cruise vessels. Pier 1 has 23 acres 

of upland area used for container handling and storage. Piers 2 and 3 have a combined storage area of 

approximately 21 acres. Pier 2 (2A, 2B, 2C) provides facilities for container and cement and propane handling. 

Young Brothers, a Hawaiian inter-island shipping company, currently uses Pier 2 but at limited efficiency as a 

result of Pier 2B being unable to support forty-ton lifts. Pier 3 supports bulk cargo and fuel operations. There 

appears to be no permanent crane infrastructure at any of the piers at the Port of Kahului Harbor. There is no 

helipad at the port but helicopter facilities appear to be available nearby at Kahului Airport. The port is currently 

called on by vessels of at least 500 ft. in length. 

Table A-67. Kahului key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered harbor near BOEM waters - 

Navigation Channel width = 660 ft. 

Channel Depth = 35 ft. 

Port accommodates vessels >=500 ft. 

- 

Air Draft No air draft - 

Upland Area 44 acres total (Pier 1 – 21 acres, Pier 2 & 3 – 21 

acres) 

- 

Crane - No permanent crane 

Dry Dock - No dry-dock 
187 

Characteristic Strength Potential Limitation 

Road & Rail Access - No mainland USA Rail & Road access 

Quayside Facilities - Exact bearing capacities unknown 

Helipad Helipad at Kahului Airport No on-site helipad 

Workforce & Fabrication - Small population 

Other - - 

Figure A-34. Kahului 

Assessment 

The port was classified as a QRP for OFW and MHK, a potential fabrication and construction port for OFW and 

MHK and as a potential assembly port for OFW Semi-Sub, TLP, and MHK. The close proximity of the Port of 

Kahului to potential BOEM water makes it well positioned as a QRP. Purpose built berths for CTVs may be 

required. Current accommodation of vessels 500 ft. or larger suggest few (if any) navigation restrictions are 

anticipated associated with QR, IEP, and AP operations. There are no air draft clearance concerns at the port. 

Although all three piers have a combined upland storage area of approximately 40 acres, most of these areas appear 

to be in heavy use by current port tenants Pasha and Young Brothers and to import necessary island supplies. It is 

unlikely that upland areas would be available to long-term construction and assembly operations. 

Table A-68. Kahului port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK 4 No major gaps. Vessel specific moorage may be required. 

Fabrication & 

Construction 

OFW Turbine 1 Additional quayside upland area. Crane upgrades required. 

Bearing capacity upgrades 

OFW Foundation 1 Additional quayside upland area. Crane upgrades required. 

Bearing capacity upgrades likely. 
188 

Port Classification Technology Score Potential Gap 

MHK 1 Additional quayside upland area. Crane upgrades required. 

Bearing capacity upgrades likely. 

Assembly 

OFW Semi-Sub 1 Additional quayside upland area. Crane upgrades required. 

Bearing capacity upgrades likely. 

OFW TLP 1 Additional quayside upland area. Crane upgrades required. 

Bearing capacity upgrades likely. 

OFW Spar - N/A 

MHK 1 Limited upland availability. Crane upgrades required. Bearing 

capacity upgrades likely. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

A4.4 Nawiliwili 

Existing Facilities 

Located on the southeast coast of the Hawaiian Island Kauai, the Port of Nawiliwili Harbor has 3 piers; the port is 

also home to the Nawiliwili Small Boat Harbor. The existing terminals are used for inter-island cargo, petroleum 

storage, cement storage, and a container terminal. The inter-island terminal includes a RO-RO facility. There is no 

helipad at the port but helicopter facilities appear to be available at the nearby Lihue Airport. The port is currently 

called on by vessels of at least 500 ft. in length. Upland storage areas appear to be used currently for container 

storage and port parking. 

Table A-69. Nawiliwili key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered harbor near BOEM waters - 

Navigation Channel width = 600 ft. 

Channel Depth = 36 ft. 

Port accommodates vessels >=500 ft. 

- 

Air Draft No air draft - 

Upland Area Piers 1, 2, and 3 have yard areas of 20.5, 2.6, and 

16.6 acres respectively. 

Upland areas exists but appears limited in 

availability 

Crane - No crane infrastructure 

Shipyard - No shipyard facilities 

Road & Rail Access - No mainland USA Rail & Road access 

Quayside Facilities berth length over 1,800 ft. Pier-side depths are 35 

ft. 

- 

Helipad Helipad nearby at Lihue Airport No on-site helipad 

Workforce & Fabrication - Small population. 

Other - - 
189 

Assessment 

The port was classified as a QRP for OFW and MHK, a potential fabrication and construction port for OFW and 

MHK and as a potential assembly port for OFW Semi-Sub, TLP, and MHK. The close proximity of the Port of 

Nawiliwili to potential BOEM water makes it well positioned as a QRP. Current accommodation of vessels 500 ft. 

or larger suggest few (if any) navigation restrictions are anticipated associated with QR, IEP, and AP operations. 

The Nawiliwili Small Boat Harbor may be able to accommodate quick response vessels or provide a suitable 

setting for such purpose built CTV berths. Upland staging areas required for construction and assembly operations 

are limited due to other port uses. Crane infrastructure appears to be required for quick response, construction, and 

assembly port operations. 

Table A-70. Nawiliwili port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK 4 No major gaps. Vessel specific moorage may be required. 

Fabrication & 

Construction 

OFW Turbine 1 Additional quayside upland area. Crane upgrades required. 

Quayside bearing capacity investigation. 

OFW Foundation 1 Additional quayside upland area. Crane upgrades required. 

Quayside bearing capacity investigation. 

MHK 1 Additional quayside upland area. Crane upgrades required. 

Quayside bearing capacity investigation. 

Assembly 

OFW Semi-Sub 1 Additional quayside upland area. Crane upgrades required. 

Quayside bearing capacity investigation. 

OFW TLP 1 N/A 

OFW Spar - N/A 

MHK 1 Limited upland availability. Crane upgrades required. Quayside 

bearing capacity investigation. 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 
190 

Figure A-35. Nawiliwii 

A4.5 Port Allen 

Existing Facilities 

Located on the south shore on Hawaiian Island Kauai, Port Allen Harbor is the second commercial harbor available 

on the island with 2 berths situated on either side of a single pier. The port has approximately 0.7 acres of upland 

storage area available. Primary cargoes for the port include liquid-bulk cargo and pipelines, as well as mooring for 

military vessels and charter boats. The port also houses the Port Allen Small Boat Harbor. The port is currently 

called on by vessels of at least 500 ft. in length. 

Table A-71. Port Allen key characteristics 

Characteristic Strength Potential Limitation 

Harbor Location Sheltered harbor near BOEM waters - 

Navigation Channel width = 500 ft. 

Channel Depth = 35 ft. 

Port accommodates vessels >=500 ft. 

- 

Air Draft No air draft - 

Upland Area - Limited upland area available 

Crane - There appears to be no crane infrastructure 

Dry Dock - No dry dock 

Road & Rail Access - No mainland USA Rail & Road access 

Quayside Facilities - - 

Helipad Helipad nearby at Port Allen Airport - 

Workforce & Fabrication - - 

Other - - 
191 

Assessment 

The port was classified as a QRP for OFW and MHK. The close proximity of the Port Allen to potential BOEM 

water makes it well positioned as a QRP. Current accommodation of vessels 500 ft. LOA suggest few (if any) 

navigation restrictions are anticipated associated with QRP operations since quick response CTVs are anticipated 

to be on the order of 70 ft. in length. Purpose built crane infrastructure appears to be required for quick response 

operations. The 0.7 acre of upland storage does not meet the required criteria of 1-2 acres for QRPs. Purpose built 

berths for CTVs may be required. 

Table A-72. Port Allen port assessment and cursory gap analysis 

Port Classification Technology Score Potential Gap 

Quick Reaction OFW & MHK 3 Vessel specific moorage may be required. Limited upland 

area may require redevelopment. 

Fabrication & 

Construction 

OFW Turbine - 

OFW Foundation - 

MHK - 

Assembly 

OFW Semi-Sub - 

OFW TLP - 

OFW Spar - 

MHK - 

- = Was not assessed based on results of Pre-screening analysis. 

0 = Does not meet criteria and is not suitable due to not meeting primary criteria. 

1 = May not meet all primary criteria for long-term use, but may be used for demonstration –scale projects. 

2 = Meets primary criteria. Land redevelopment or purpose-built marine terminal or berth required. 

3 = Meets primary criteria, and some secondary criteria. Moderate level of improvements needed. 

4 = Meets all primary criteria and most if not all secondary criteria. Minimal improvements needed. 

Figure A-36. Port Allen
192

Appendix B. West Coast and Hawaii Port Database
193

STATE PORT Nav.

Depth 

(ft.)

Nav.

Width 

(ft.)

Regional 

Height 

Limit (ft.)

Proximity 

to BOEM 

Waters

Potential Upland 

Area (acres) 

w/Marine Access

California San Diego 42 600 999 3 135

California Los Angeles 53 750 999 3 1600

California Long Beach 76 600 999 3 1600

California Hueneme 35 333 999 3 130

California Oakland 50 480 190 14 771

California Richmond 38 500 220 16 130

California San Francisco 38 600 190 12 76

California Humboldt Bay 38 400 999 3 170

California Benicia 38 500 140 35 650

California Morro Bay 18 250 999 3 1

Oregon Brookings 14 120 999 3 1

Oregon Coos Bay 37 300 999 16 1000

Oregon Umpqua 22 200 999 13 1

Oregon Newport 30 300 135 5 40

Oregon Toledo 10 150 135 16 1

Oregon Garibaldi 18 200 999 6 18

Oregon Astoria 43 600 999 15 20

Oregon St. Helens 43 600 197 98 1500

Oregon Portland 43 600 197 103 893

Washington Vancouver 43 500 197 103 650

Washington Woodland 43 600 197 84 200

Washington Kalama 43 600 197 73 1000

Washington Longview 43 600 197 66 800

Washington Grays Harbor 36 350 999 16 250

Washington Port Angeles 39 999 999 73 85

Washington Anacortes 36 999 999 113 27

Washington Everett 40 999 999 125 56

Washington Seattle 50 700 999 148 600

Washington Tacoma 48 330 999 173 820

Washington Olympia 30 350 179 203 66

Washington Bellingham 32 999 999 133 35

Hawaii Honolulu 40 500 999 3 200

Hawaii Barbers Point 38 400 999 3 80

Hawaii Kahului 35 400 999 3 21

Hawaii Nawiliwili 36 600 999 3 21

Hawaii Port Allen 35 500 999 3 1
194

STATE PORT Access 

Interstate

Access 

Highway

Access 

State 

Route

Rail Class 

Access

Metropolitan Area 

Skilled Labor 

Workforce 

Population

California San Diego I - SR 1 High

California Los Angeles I H SR 1 High

California Long Beach I H SR 1 High

California Hueneme - - SR 3 High

California Oakland I - - 1 High

California Richmond I H - 1 High

California San Francisco I H SR 3 High

California Humboldt Bay - H SR - Medium

California Benicia I H SR 1 High

California Morro Bay - - SR - Low

Oregon Brookings - H - - Low

Oregon Coos Bay - H - 3 Medium

Oregon Umpqua - H - - Low

Oregon Newport - H - - Low

Oregon Toledo - - SR - Low

Oregon Garibaldi - H - - Low

Oregon Astoria - H SR 3 Medium

Oregon St. Helens - H - - Medium

Oregon Portland I - - 1 High

Washington Vancouver I - - 1 High

Washington Woodland I - - 1 Medium

Washington Kalama I - - 1 Medium

Washington Longview I - - 1 Medium

Washington Grays Harbor I - - 1 Medium

Washington Port Angeles - H SR - Medium

Washington Anacortes - - SR - Medium

Washington Everett I - - 1 High

Washington Seattle I - - 1 High

Washington Tacoma I - - 1 High

Washington Olympia I - - 1 High

Washington Bellingham I - - 1 Medium

Hawaii Honolulu - - - - High

Hawaii Barbers Point - - - - High

Hawaii Kahului - - - - Low

Hawaii Nawiliwili - - - - Low

Hawaii Port Allen - - - - Low
195

STATE PORT Approximate 

Crane Capacity 

(tons)

Dry 

Dock 

Dry

Dock 

Width 

(ft.)

Dry Dock 

Length (ft.)

Presently 

Accommodates 

500 ft. LOA 

Vessel

California San Diego 650 YES 174 1000 YES

California Los Angeles 45 NO - - YES

California Long Beach 40 NO - - YES

California Hueneme 136 NO - - YES

California Oakland - YES 75 390 YES

California Richmond 55 YES 100 750 YES

California San Francisco 60 YES YES

California Humboldt Bay 2 NO - - YES

California Benicia - NO - - YES

California Morro Bay - NO - - NO

Oregon Brookings - NO - - NO

Oregon Coos Bay - NO - - YES

Oregon Umpqua 1 NO - - NO

Oregon Newport 30 NO - - NO

Oregon Toledo - NO - - NO

Oregon Garibaldi - NO - - NO

Oregon Astoria - NO - - YES

Oregon St. Helens - NO - - NO

Oregon Portland 600 YES 186 960 YES

Washington Vancouver 230 YES - - YES

Washington Woodland - NO - - NO

Washington Kalama - NO - - YES

Washington Longview 114 NO - - YES

Washington Grays Harbor - YES - - YES

Washington Port Angeles 200 NO - - YES

Washington Anacortes 260 YES 90 314 YES

Washington Everett 150 NO - - YES

Washington Seattle 155 YES 93 552 YES

Washington Tacoma 155 NO - - YES

Washington Olympia 155 NO - - YES

Washington Bellingham 140 YES 130 470 YES

Hawaii Honolulu 250 YES 150 1000 YES

Hawaii Barbers Point - NO - - YES

Hawaii Kahului - NO - - YES

Hawaii Nawiliwili - NO - - YES

Hawaii Port Allen - NO - - YES
196

Appendix C. Preliminary Port Navigation Access and 

Infrastructure Databases used for Pre-Screen Analysis
197

Preliminary Port Navigation Access Database (Superseded by Appendix B)

Port

(State)

Nav. Depth

Limit (Ft)

Nav. Width

Limit (Ft)

Air Draft

Limit (Ft)

Proximity to

Open Ocean

(nmi)

California

San Diego 42 600 - <1

Los Angeles 53 1,050 - <1

Long Beach 76 1,050 - <1

Hueneme 35 333 - <1

Morro Bay ~18 ~250 - <1

Oakland 50 600 220 11

Richmond 38 200 220 13

Stockton 35 250 135 90

San Francisco 38 600 190 9

West Sacramento 30 200 138 90

Redwood City 30 300 135 29

Benicia 38 200 140 32

Humboldt Bay 38 400 - 0

Oregon -

Brookings 14 170 - <1

Gold Beach 13 300 - <1

Port Orford 12 100 - <1

Bandon 16 150 - <1

Coos Bay 37 300 - 13

North Bend 37 300 - 6

Umpqua 22 200 - 10

Siuslaw 16 200 - 4

Newport 30 300 135 2

Toledo 10 150 135 13

Tillamook Bay 18 200 - <1

Garibaldi 10 100 - 3

Nehalem 8 300 28 12

Astoria 43 600 197 12

St Helens 43 600 197 95

Portland 43 600 197 100

Washington

Vancouver 43 600 197 100
198

Port

(State)

Nav. Depth

Limit (Ft)

Nav. Width

Limit (Ft)

Air Draft

Limit (Ft)

Proximity to

Open Ocean

(nmi)

Woodland 43 600 197 81

Kalama 43 600 197 70

Longview 43 600 197 63

Ilwaco 17 150 - 7

Grays Harbor 36 350 - 13

Port Angeles 39 n/a - 70

Anacortes 36 n/a - 110

Everett 40 n/a - 122

Seattle 50 700 - 140

Tacoma 48 330 - 165

Olympia 30 350 179 200

Hawaii -

Honolulu 40 500 - <1

Barbers Point 38 400 - <1

Kewalo 20 ~200 - <1

Kahului 35 660 - <1

Kawaihae 35 500 - <1

Nawiliwili 36 600 - <1

Port Allen 35 500 - <1

Preliminary Port Facility Infrastructure Access Database (Superseded by Appendix B)

Port

(State)

Berth 

Length 

(ft.)

Preliminary 

Upland Area 

Estimate

(Acres)

Road 

Access

Rail 

Access

Dry Dock 

Facility

Cursory 

Manufacturing 

and Workforce 

Rating

California

San Diego 1502 1 I, SR 1 Yes High

Los Angeles 2100 24 I, H, SR 1 - High

Long Beach 3000 100 I, H, SR 1 - High

Hueneme 1000 130 H, SR 3 - High

Morro Bay 400 0 SR - - Low

Oakland 3129 166 I 1 - High

Richmond 1620 130 I, H 1 - High

Stockton 2400 76 I, H, SR 3 Yes High
199

Port

(State)

Berth 

Length 

(ft.)

Preliminary 

Upland Area 

Estimate

(Acres)

Road 

Access

Rail 

Access

Dry Dock 

Facility

Cursory 

Manufacturing 

and Workforce 

Rating

San Francisco 1200 0 I, H, SR 1 - High

West Sacramento 855 0 I, H, SR 1 - High

Redwood City 3129 166 I 1 - High

Benicia 2400 4000 (car 

storage) I, H, SR 1 - High

Humboldt Bay 1136 60 H, SR 0 - Medium

Oregon -

Brookings 130 0 SR 0 - Low

Gold Beach 100 0 SR 0 - Low

Port Orford 300 0 SR 0 - Low

Bandon No 

Berth 0 SR 0 - Low

Coos Bay 500 20 SR 3 - Medium

North Bend 500 - SR 3 - Medium

Umpqua 330 0 SR - - Low

Siuslaw No 

Berth 0 SR - - Low

Newport 620 10 SR - - Low

Toledo No 

Berth 0 SR - - Low

Tillamook Bay No 

Berth 0 0 - - Low

Garibaldi 120 0 0 - - Low

Nehalem No 

Berth 0 0 - - Low

Astoria 1300 13 H, SR 3 - Medium

St Helens 300 0 0 - - Medium

Portland 780 53 I 1 Yes High

Washington

Vancouver 1250 65 I 1 - 1250

Woodland 1250 30.5 I 1 Yes 1250

Kalama 0 200 I - - 0

Longview 1088 0 I 1 - 1088

Ilwaco 850 0 I 1 - 850
200

Port

(State)

Berth 

Length 

(ft.)

Preliminary 

Upland Area 

Estimate

(Acres)

Road 

Access

Rail 

Access

Dry Dock 

Facility

Cursory 

Manufacturing 

and Workforce 

Rating

Grays Harbor 150 0 0 - - 150

Port Angeles 1400 120 I 1 - 1400

Anacortes 950 0 H, SR - - 950

Everett 570 0 SR - Yes 570

Seattle 650 13 I 1 Yes 650

Tacoma 350 0 I 1 Yes 350

Olympia 1200 25 I 1 - 1200

Hawaii -

Honolulu 1850 8.9 I - Yes High

Barbers Point 250 4.9 0 - - High

Kewalo - 0 0 - - Low

Kahului 1658 15.9 0 - - Low

Kawaihae 1150 30.6 0 - - Low

Nawiliwili 704 20.5 0 - - Low

Port Allen 1200 0.7 0 - - Low
201

Appendix D. Vessel Applicability Cursory Availability Assessment
202

The vessels have been assessed relative to the applicability to offshore floating wind (OFW) and marine 

hydrokinetic (MHK) developments within this study. Additionally, a cursory assessment of the 

availability of the vessels in the project areas and across the U.S. has been conducted. A refined 

availability assessment relative to OFW and MHK needs is provided in Chapter 5. Ratings follow the key 

table shown below. 

Vessel Applicability and Availability Analysis Key

Low Medium High

Applicability

The functions and 

capabilities provided by this 

vessel may not be required 

for OFW and MHK 

development

The functions and 

capabilities provided by this 

vessel may be required for 

OFW and MHK 

development

The functions and capabilities 

provided by this vessel are 

very likely to be required for 

OFW and MHK development

Preliminary 

Availability

Mobilization from outside 

the U.S. may be required. 

May be subject to Jones 

Act. 

May be available in project 

area, but mobilization from 

elsewhere in U.S. may be 

required

Typically available in project 

study area or elsewhere in 

the U.S.

Fixed Foundation Vessel Summary

Vessel Activity Applicability Preliminary Availability

Cable Laying Vessel Shore and Array Cable Install High

Medium,

specialized use

Cable Laying Barge Shore and Array Cable Install Medium, depending 

on sea state

Medium,

specialized use

Assist Tug Barge and Device Transport High High

Ocean Class Tug Barge and Device Transport High Medium. May be mobilized 

from elsewhere in U.S.

Anchor Handling Tug 

(~125 ton bollard)

Anchor and Mooring 

Deployment High Medium. May be mobilized from elsewhere in U.S.

Anchor Handling Tug 

(>250 ton bollard)

Anchor and Mooring 

Deployment

Medium, may be 

oversized

Medium. May be mobilized 

from elsewhere in U.S.

Multi-Purpose Vessel ROV support and Anchoring, 

Mooring High Medium. Special use available. 

Jack Up Barge Assembly, installation

Low,

intermediary 

assembly only

Medium May be mobilized 

from elsewhere in U.S.

Jack Up Vessel

(>500 ton crane) Assembly, installation

Low,

intermediary 

assembly only

Low. Europe Only. Jones Act 

exception Required at 

present.

Floating Crane Assembly, installation

Medium,

intermediary 

assembly (Spar, 

MHK)

Medium. May be mobilized 

from elsewhere in U.S.

Floating Crane Substructure and Substation 

Installation

Low, may be 

oversized. (Spar) Low. Highly specialized Use
203

(1000+ tons)

Bulk Carrier Blade and turbine component 

transport High Medium

Barge Blade and turbine component 

transport High High

CTV O&M access High, OFW only Low. New vessel fabrication 

may be required. 

OFW/MHK Demonstration Project Vessel Summary

Vessel Activity Applicability Preliminary Availability

Anchor Handling Tug Anchor and Mooring 

Deployment, Device towing High Medium. May be mobilized from elsewhere in U.S

Multi-Purpose Vessel

Lead Tug, Cargo Transport, 

Geotechnical investigation, 

Anchor and Mooring 

Deployment

High Medium. Special use 

available.

Assist Tug Assist Tug, Lead Tug High High

Ocean Support Tug

Device towing High High

Floating Crane Assembly, installation High Medium. May be mobilized 

from elsewhere in U.S.

Multicat Tug

Assembly, installation, 

device tow, anchor 

deployment

High Low. Fleet typically flagged as 

European

Research Vessel Benthic and Marine 

Mammal Survey High High

Oil and Gas Floating Production Unit Installation Vessel Summary

Vessel Activity Applicability Preliminary Availability

Anchor Handling Tug Lead tug High Medium. May be mobilized 

from elsewhere in U.S

Assist Tug Assist tug High High

Ocean Tug

(150 ton Bollard) Dual lead tugs High High

Multi-Purpose Vessel Geotechnical, subsea 

inspection, ROV support High Medium. Special use available.

Cable Laying Vessel Shore and Array Cable 

Install High Medium. May be mobilized from elsewhere in U.S.

Floating Crane Rig Platform Installation

Medium. 

intermediary 

assembly (Spar)

Medium. May be mobilized 

from elsewhere in U.S

Floating Crane

(1000+ tons) Rig Platform Installation Medium. Potential 

substation assembly Low. Highly specialized Use
204

Appendix E. Vessel Fleet
205

Appendix E contains photographs of the potential vessel required for OFW and MHK development. Not 

all vessels may be required as certain vessels can provide several services. Exact vessel fleet will be 

dependent on developer technology, vessel availability, economics, timeline requirements, location, 

proximity to port, and metocean conditions. The table below lists the vessel types which are shown in this 

appendix.

Vessel List

Vessel Picture #

Survey Vessel 1

Research Vessel 2

Cable Laying Vessel 3

Cable Laying Barge 4

Offshore Service Vessel 5

Multi-Purpose Vessel 6

Bulk Carrier 7

ABS Certified Deck Barge 8

Ocean Tug 9

Support Tug 10

Multicat Tug 11

Anchor Handling Tug 12

O&M Mothership 13

Workboat or Offshore Supply Vessel 14

Crane Barge (100-500 ton) 15

Crane Barge (700-1000 ton) 16

Crane Barge (1000+ ton) 17

Jack-Up Vessel 18
206

Survey Vessel 1 - 54' Diesel Catamaran Survey Boat – Armstrong Marine

[http://armstrongmarine.com/i-16235949-54-diesel-catamaran-survey-boat.html]

Research Vessel 2 - Benthic Habitat Survey – R/V Oceanus 

[https://www.whoi.edu/page.do?pid=8158]

Cable Laying Vessel 3 - C.S Sovereign

[https://www.fleetmon.com/vessels/cs-sovereign_891829_44595/photos /79169/]

Cable Laying Barge 4 - CB Networker

[http://www.cablesm.fr/CB%20Networker.pdf]
207

Offshore Supply Vessel 5 – 130719-VA

[http://www.workboatbrokers.com/product/1356/130719-va]

Multi-Purpose Vessel 6 - Fugro Symphony [http://www.fugro.com/docs/defaultsource/Expertise-docs/Our-World/ Vessels/fugro-symphony.pdf?sfvrsn=4]

Bulk Carrier 7 - BBC Maine

[http://www.boatnerd.com/news/newsthumbs/images-08-4/8-BBC-Maine-11-07-08-jm.jpg]

ABS Certified Deck Barge 8 - Gray Barge Company – Gwendolyn

[http://www.graybarge.com/abs-offshore-ocean-barges/gwendolyn]
208

Ocean Tug 9 - Crowley Ocean Wind

[http://www.crowley.com/ocean]

Support Tug 10 - Garth Foss

[https://www.flickr.com/photos/-jon/8576779172]

Multicat Tug 11 - Delta Marine Voe Viking

[http://www.maritimejournal.com/news101/industry-news/voe_jarl_ready_to_catch_the_ wind]

Anchor Handling Tug 12 - Tor Viking II

[http://gcaptain.com/2015/09/04/ship-photos-of-the-day-shells-arctic-fleet/#.Vpf6tPkrJhE]
209

O&M Mothership 13 - IMT9180 Windfarm Mothership

[http://www.offshoreshipdesigners.com/offshore-vessel-design/renewable-energy-supportvessels/imt9180-windfarm-mothership/]

Offshore Service Vessel 14 – Havyard 832 SOV

[http://www.offshorewind.biz/2015/02/13/havyard-delivers-wind-farm-service-vessel-to-esvagt/]

Crane Barge (100-500 ton) 15 Weeks 532

[http://www.weeksmarine.com/equipment/equipment-details/weeks---532]

Crane Barge (700-1000 ton)16 Manson Crane

[http://www.liftech.net/all-galleries/wharf-galleries/cemex-wharf-gallery/]
210

.

Crane Barge (1000+ ton) 17 Floating Crane E.P Paup

[http://www.mansonconstruction.com/ep-paup/]

Jack-Up Vessel – 18 Fred Olsen Wind Carrier Brave Tern

[http://fredolsen-energy.com/brave-tern?WAF_IsPreview=true]
211

Appendix F. Road and Rail Transport Evaluation Criteria
212

 Rail Transport

 Classification 

 Class 1 Mainline port connection

 Typically, 143 tons, up to 400 tons with modifications

 May apply to exceed in some cases

 Shortline Rail

 Limits vary

 Geometric limitations

 Class 1 Rail

 Double stack containers

 Segments vary due to tunnel and bridge limitations

 Height (typically ~20.5 ft.)

 Width (typically ~13 ft.

 Length (typically 43-45 m)

 Secondary Shortline

 Clearances: ~17 ft. height, 10.6 ft. wide (Typical, Oregon)

 Road Transport

 Classifications

 State Highways

 Rural Roads

 Oversize Load Regulations

 Dimensional cargo limits (Oregon)

 ~14 ft. wide on two lane highways

 ~17 ft. height

 ~150 ft. length

 Weight limits

 ~98,000 lbs

 Pilot car requirements

 Loads exceeding 12 ft. wide on two-lane highways must use a front pilot vehicle.

 Carriers with Single Trip Over-Dimension Permits for loads over 14 ft. 6 inches 

high must wither use a pilot car escort with an over-height pole in front of the 

high load throughout the trip or sign a waiver that carrier liable for damage 

(Oregon)

 State-variable regulations 

 Geometric limitations 

 Bridge and tunnel clearances
213

Appendix G. Vessel Navigation and Berthing Analysis
214

Minimum geometry (for ideal conditions) is based on a U.S. Army Corps of Engineers (USACE) report, 

Deep-Draft Coastal Navigation Entrance Channel Practice which states, “For one-way ship traffic, values 

for channel width vary from 2 to 7 times the design ship beam.” (USACE 1999). USACE document EM 

1110-2-1613 states a value (navigation channel width) of 2.5 times the design ship beam for canals with 

negligible currents should be conservative (USACE 2006). Therefore, an approximate lower bound of 

potential navigation channel width requirements is assumed to be 2x vessel (or device) beam (herein 

referred to as “ideal”), for 1-eay traffic for channels with negligible currents. Requirements for 2-way 

vessel traffic result in wider navigation channel widths. 

The Permanent International Association of Navigation Congresses (PIANC) guidelines were used to 

develop a range of navigation channel design geometry for each vessel in favorable and un-favorable 

conditions, which are more conservative that the 2x beam assumption listed above. PIANC is generally 

used as a guideline when designing new navigation channels, but does not necessarily indicate existing 

navigation channels are unsafe should they not meet geometry recommended by PAINC. Favorable 

environmental conditions for protected water navigation and vessel characteristics have been considered 

to provide a value of the estimated horizontal geometry margin for the waterway to support the fleet of 

vessels. The higher value of the margin includes unfavorable conditions that assess higher environmental 

conditions values and vessel speeds that generate a more conservative geometry requirement. 

Assumptions utilized to estimate favorable and un-favorable conditions using PIANC guidelines are 

shown below. 

PIANC analysis assumptions.

Conditions Favorable Conditions Unfavorable Conditions

Ship Maneuverability "Good" "Moderate"

Vessel Speed Slow [ 5 kts ≤ v < 8 kts] Moderate [8 kts ≤ v <12 kts]

Cross Winds Mild [v < 15 kts] Moderate [ 15 kts ≤ v < 33 kts]

Cross-current Low [0.2 kts ≤ v < 0.5 kts] Moderate [0.5 kts ≤ v < 1.5 kts}

Longitudinal current Low [v < 1.5 kts] Moderate [1.5 kts ≤ v < 3 kts]

Wave Heights <1 m <1 m

Aids to Navigation (AtoN) "Excellent" "Moderate"

Depth of waterway > 1.15 (draft)

1.5 T > h ≥ 1.15 T - Considered 1.5 T > h ≥ 1.15 T - Considered

[Ideal ≥ 1.5 T] [Non-ideal h < 1.15 T]

*T = vessel draft

A more detailed design phase is required to validate, develop, and refine the conceptual-level geometry 

estimated in this assessment. Positive developments regarding horizontal dimensions and reduction of the 

risk of accidents are the improvements to the navigation channel depths, restricted vessel operations, and 

the latest navigation technology such as differential global positioning systems and Vessel Traffic 

Services, and Automatic Identification Systems. All these aspects and technologies provide enhanced 

knowledge of vessel location; early drift detection, nearby traffic and fairway environment, and vessel 

controlled operations, which may result in affordable reductions in the horizontal geometry estimated 

herein. 
215

Summary of conceptual navigation channel requirements for potential vessel fleet

Devices of interest to this study (offshore floating wind [OFW], marine hydrokinetic [MHK]) were 

evaluated to estimate conceptual level navigation requirements, similar to the potential vessel fleet. In 

some cases the MHK devices may be transported via barge; however, the navigation requirements should 

they be towed in water are presented. 

 Nav. 

Channel 

Depth (Ft)

Vessel Activity LOA 

(ft)

Beam 

(ft)

Draft 

(ft)

PIANC: 

Conceptuallevel

PIANC 

Favorable

PIANC UnFavorable USACE 

Ideal

Technology Port

Small 5 0 2 4 7 1 0 6 5 101 4 8 OFW, MHK QR or AP

Large 231 4 2 14.3 1 8 114 177 8 4 - -

Small 5 4 1 6 5 7 4 4 6 8 3 2 OFW, MHK QR or AP

Large 177 3 3 17.5 2 1 9 0 139 6 6 - -

Small 305 6 0 2 1 2 5 162 252 120 OFW, MHK AP

Large 425 7 5 3 3 3 9 203 315 150 - -

Small 330 6 6 2 1 2 5 179 278 132 OFW, MHK IEP, AP

Large 470 7 5 3 2 3 8 203 315 150 - -

Small 300 9 0 1 6 2 0 261 378 180 OFW, MHK IEP, AP

Large 343 7 6 1 8 2 2 221 320 152 - -

Ocean Tug Assembled Device 

Transport 

145 5 0 1 8 2 2 135 210 100 OFW AP

Small 200 4 5 1 5 1 9 122 189 9 0 OFW, MHK AP

Large 360 8 0 2 6 3 1 216 336 160 - -

Small 200 5 0 1 8 2 2 135 210 100 OFW, MHK IEP, AP

Large 425 8 0 2 5 3 0 216 336 160

- -

Support Tug Assembled Device 

Transport 

105 4 0 1 6 2 0 108 168 8 0 OFW, MHK IEP, AP

Crane Barge 

(700-1000 ton) Turbine Assembly 380 105 1 0 1 3 284 441 210 OFW AP

Small 100 4 0 5 7 108 168 8 0 MHK AP

Large 200 7 0 1 0 1 3 189 294 140 - -

Multicat Tug Device 

Install/Maintenace 8 5 3 8 8 1 1 103 160 7 6 MHK IEP, AP

Crew Tranfer 

Vessel (CTV)

Operations and 

Maintenance

6 5 2 2 7 1 0 6 0 9 3 4 4 OFW QR

Research Vessel 

Marine Habitat 

Survey

Vessel Particulars

Anchor Handling 

Tug 

Assembled Device 

Transport 

Multi-Purpose 

Vessel/Offshore 

Construction

Assembled Device 

Transport, Mooring 

Geotech, Survey

Cable-Laying 

Vessel Cable Laying

Bulk Carrier Blade transport 

Deck Barge Blade transport 

Navigation Channel Width (ft) Classification

MHK installation

Survey Vessel Marine Surveying

Crane Barge 

(~100-500 tons)
216

Device navigation channel parameters

Vessel and Device Berthing Analysis

Based on an assessment of the vessel fleet that may be required to support these industries, conceptuallevel port infrastructure requirements were estimated. The assessment is based on national (USACE 2006) 

and international standards (American Bureau of Shipping [ABS] 2014, PIANC 2002) and the potential 

vessel fleet outlined in Technical Memorandum #3, Assessment of Vessel Requirements. A more detailed 

design phase is required to assess the adequacy of the facility, which considers specific metocean 

conditions to the location of the facility, and may result in less conservative requirements. Furthermore, it 

is assumed that should a port state the capability to support a certain length vessel, that the port facilities 

meet standards. 

OFW foundations, and some MHK devices, have significant beam, and berthing width requirements, 

greater than most of the support vessels that will be using the ports. If berthed quayside at an Assembly 

Port, Construction Port, or Cluster Port, the device should have a clearance from the edge of the nearby 

navigation channel (and passing vessels) that meets local USACE requirements. The specific offset 

distance may vary by restriction, but based on initial review the required offset distance is approximately 

100 ft. 

General requirements for shore parallel berths include the clearance between vessels at berth, width of 

dredged tidal berth, and the length of the dredged area. The dredged width of the berth should allow for 

approximately 1.50 times the beam of the vessel and 1.25 times Length Overall (LOA) for the length of 

the dredged area when tug assisted. Guidelines for the conceptual-level assessment recommend that the 

diameter of the turning basin, if the vessels are required to perform such maneuvers, should allow for a 

minimum clearance of approximately 1.60 times the LOA of the largest vessel. For areas with low 

currents this value may be reduced to 1.2 LOA (USACE 2006) 

 Nav. Channel 

Depth (Ft)

Device Technology Draft 

(ft)

Beam 

(ft)

Air Draft 

(ft)

PIANC: 

Conceptual

PIANC 

Favorable

PIANC UnFavorable USACE 

Ideal

Port

33 230 656 39 621 874 460 A P

23 164 35 28 443 624 328 IEP, AP

263 27 656 296 73 103 54 A P

20 27 20 24 73 103 54 IEP, AP

33 230 656 39 621 874 460 A P

27 164 35 32 443 624 328 IEP, AP

33 66 NA 39 179 251 132 IEP, AP

17 66 NA 21 179 251 132 IEP, AP

10 14 NA 13 38 54 28 IEP, AP

7 14 NA 10 38 54 28 IEP, AP

Wave Surge 

Converter

MHK 40 82 NA 39 222 312 164 IEP, AP

Floating 

Oscillating 

Water 

Column

MHK 43 164 NA 50 443 624 328 A P

Vessel Particulars Navigation Channel Width (ft)

MHK

Semi-Sub OFW

Spar OFW

TLP OFW

Floating PointAbsorber

MHK

Attenuator 
217

Example of conceptual-level berthing analysis.

Conceptual-level minimum berth characteristics

Vessel Activity LOA (ft) Beam 

(ft)

Draft 

(ft)

Depth 

(ft.)

Width 

(ft.)

Length 

(ft.)

Turning Basin 

Diameter (ft.) Technology Port

Small 50 24 7 9 36 63 80 OFW, MHK QR or AP

Large 231 42 14.3 17 63 289 370 - -

Small 54 16 5 6 24 68 87 OFW, MHK QR or AP

Large 177 33 17.5 21 50 222 284 - -

Small 305 60 21 25 90 382 488 OFW, MHK AP

Large 425 75 33 38 113 532 680 - -

Small 330 66 21 25 99 413 528 OFW, MHK IEP, AP

Large 470 75 32 37 113 588 752 - -

Small 300 90 16 19 135 375 480 OFW, MHK IEP, AP

Large 343 76 18 21 114 429 549 - -

Ocean Tug 

Assembled Device 

Transport 

145 50 18 21 75 182 232 OFW AP

Small 200 45 15 18 68 250 320 OFW, MHK AP

Large 360 80 26 30 120 450 576 - -

Small 200 50 18 21 75 250 320 OFW, MHK IEP, AP

Large 425 80 25 29 120 532 680 - -

Support Tug 

Assembled Device 

Transport 

105 40 16 19 60 132 168 OFW, MHK IEP, AP

Crane Barge 

(700-1000 ton) Turbine Assembly 380 105 10 12 158 475 608 OFW AP

Small 100 40 5 6 60 125 160 MHK AP

Large 200 70 10 12 105 250 320 - -

Multicat Tug Device Assembly 85 38 8 10 57 107 136 MHK IEP, AP

Crew Tranfer 

Vessel (CTV)

Operations and 

Maintenance

65 22 7 9 33 82 104 OFW QR

Small 400 90 20 23 135 500 640

Large 600 130 25 29 195 750 960

O&M 

Mothership

Operations and 

Maintenance for 

Classification

OFW AP or QR

Anchor Handling 

Tug 

Assembled Device 

Transport 

Multi-Purpose 

Vessel/Offshore 

Construction

Assembled Device 

Transport, Mooring 

Geotech, Survey

Crane Barge 

(~100-500 tons) MHK installation

Cable-Laying 

Vessel Cable Laying

Bulk Carrier Blade transport 

Deck Barge Blade transport 

Survey Vessel Marine Surveying

Research Vessel Marine Habitat 

Survey

Vessel Particulars Berth Characteristics (Marginal Berth)
218

Appendix H. Offshore Wind and Marine Hydrokinetic Port Facility 

Literature Review Notes
219

Maryland Study (Kinetic Partners 2011).

Topic

Crane  1000 ton on tracks from vessel 

to storage (ideal)

 1000 ton recommended requirement

Area  200 acres for assembly and 

storage (ideal)

 112-150 acres (US East coast)

 50-75 acres of dock, plus 100-

150 acres for assembly, 

storage, inventory

 Bremerhaven has 62 acre dock and 450 

acre supplier park (multiple developers, 

cluster, up to 160 turbines per year

 60 acres dockside, 30 acres adjacent, 

100 acres for other operations

 Dockside width of 98 ft. for crawler cranes

Depth  24 ft. (Europe)  24 ft. (Recommended)

Berth  2 berths, 450 length each 

(Europe)

 450’ min length (5 MW)

 Should be parallel to port area. Finger 

piers would need to be at least 100 ft.

wide and accommodate 2,000 psf

 Separate 80 ft. berth

Air Draft  Could exceed 650 ft.

Other necessary 

equipment

 Large crawler cranes

 Medium crawler cranes

 Truck mounted cranes

 Cherry pickers

 Forklifts

 Transport vehicles

 Trailers

 Low loaders

Dock Load 

Bearing

 May exceed 2,000 psf

Offshore 

substation

 May exceed 1300 MT

Prototype:  BREMERHAVEN PORT

 Capacity up to 160 turbines 

per year

 10 acres for staging immediate 

loading

 27 acres for assembly

 2000 psf dock load

 Crawler cranes up 100’ turning radius

 Transportation needs: 17 acres

Vessels  Turbine import/delivery: large open-hatch cargo vessel: 470 ft. LOA, 75 ft. Beam, 32 

ft. draft

Overland 

Transport

 Not discussed
220

New Jersey Study (Yahalom et al. 2014)

Topic

Crane  750-1000 tons

Area  100 acres open storage yard area plus additional storage area (typical)

Depth  28 channel depth (Recommended)

 Horizontal clearance: 400 ft.

Berth  35 ft depth (typical)

 1260 ft. Length (typical)

 580 ft. Width (typical)

 Protected Harbor

 720 ft. (2-3 vessel lengths)

 22 ft. berth depth (Recommended

Air Draft  None (typical)

Other necessary equipment  Ship repair services

 Fuel, oil, other supplies needed

Dock Load Bearing  1000 psf is not enough for Offshore wind

Offshore substation  N/A

Prototype:  N/A

Vessels 

Overland Transport  Road: Yes

 Rail: Yes
221

Massachusetts Study (Tetra Tech 2010)

Topic

Crane  Over 320 tons @ ~300 ft.  Ideal crane is 1000 ton

Area  10 acres minimum, maybe up to 

17 acre minimum

 15-15 acres desired

 To store 110 turbines would 

need 200 acres, but not all 

needed at one time.

 9-12.5 acres for storage

 1.5-2.5 acres for access, parking, offices

 Total site area 11-17.5 acres

 For approximately 20 turbines on site at one 

time, need 8.5 acres. 

 1.5-2.5 acres for assembly

Depth  Horizontal clearance: 130 ft.  24 ft. navigation channel depth

Berth  24 ft. depth

 450 ft. length

 500 ft. – 1000 ft. quayside length

Air Draft  No restriction

Other 

necessary 

equipment

 Shipyard availability for repair 

and specialized vessel 

construction? 

 Large crawler crane, 2,500 mt as 

250 mt at 10 m radius

 Medium crawler crane (600-800 

tm)

 Truck mounted crane

 Cherry picker

 Forklift

 Triple axel trailer to move blades

 Self-propelled low loader for tower transport, 

150-200 MT

 Terrain moving telescopic forklift (3 mt (3.5 

ton) capacity) 

 Terrain moving telescopic forklift with 

turntable

 Terrain moving transport vehicle

Dock Load 

Bearing

 Need 2000 psf. May be 

mitigated with placement of 

load spreading slabs/mats

 2000 psf not typically found on pile support 

structures

 Typical cargo wharves have capacity of 600 

psf, with some up to 1000 psf.

Offshore 

substation

 N/A

Prototype:  N/A

Vessels  Turbine import vessels: 330-470

ft. LOA, 66-75 ft. beam, 22-32 

ft. draft

 Jackup barges (installation 

vessels): 300-450 ft. LOA, 100-

130 ft. beam, 12-16 ft. draft. 

 Barge transport of nacelle with blades: 150 ft.

air draft, 450 ft. horizontal clearance. 

 Deck capacity typical ocean barges is ~2,000 

psf

Overland 

Transport

 Rail limit is typically 90 tons, but 

up to 400 tons with bolster load. 

The bolster is the part of a 

railroad car body underneath 

that connects the truck's pivot 

to the body

 In general, most pieces can be transported by 

rail. 

 First generation rail clearance is 19 ft.. 

Second generation generally 22.5 ft. ATR. 

Lines to ports may differ.
222

Virginia Study (BVG Associates 2015)

Topic

Crane  N/A

Area  Tower manufacturing: 3 to 50 acres

 Nacelle manufacturing: 15 to 25 acres

 Blade manufacturing: 37 to 62 acres

 Generator manufacturing: 15 to 19 acres

 Foundation manufacturing and staging: 30 to 50 acres

 Submarine cable: 20 to 22 acres

 Substation construction: Specialty constriction in existing shipyard

 Construction Staging: 40-50 acres

Depth  16 ft. depth (minimum)

Berth  16 foot depth (minimum)

 420 ft. quay length

Air Draft  65 ft.

Other necessary equipment  N/A

Dock Load Bearing  1,000 – 4,000 psf

Offshore substation  N/A

Prototype:  N/A

Vessels  Jack-up vessel

 General cargo vessel 

 Tug 

 Barge

 Cable Lay Vessel

 Offshore heavy-lift derrick

Overland Transport  N/A
223

DOE US PORT READINESS (GL Garrad Hassan 2014)

Topic

Crane  Spreader arms needed if single arm for blade lift.

 Fabrication of nacelles may need up to a 75 ton crane

 Trolley cranes can be used for transport on the berth.

Area  Quayside storage area

 Fabrication workshop length 80-95 m. 

 200-270 m3 storage area for each nacelle

 500-700 m3 storage area for each blade

 340-430 m3 storage area for each tower

Depth  The access channel width requirement should be qualified by stating 

that port access widths are customarily quoted as being the widest 

beam of two equally sized vessels which can pass through the 

narrowest part of the port approaches,

Berth  N/A

Air Draft  N/A

Other necessary equipment  N/A

Dock Load Bearing  Can assume SPMT used

 1500 – 2000 psf for nacelle, tower pieces, and substation

 Common SPMT are 33 mt per axle. Commonly used in Europe to 

transport wind components, such as nacelle

 10-12 tons per axle, 2000 psf. 

 15-20 axles per nacelle for SPMT

Offshore substation  Approximate 6.5 tons per MW in the wind farm

Prototype:  N/A

Vessels  N/A

Overland Transport  N/A
224

ORRECA Report (Bard and Thalemann n.d.)

Topic

Crane  1,000-1,5000 tons

Area  To handle 100 turbines per year (per BVG associates)

 20 acres for lay down and pre-assembly (construction port)

 Additional 75 acres for sites with greater weather restrictions

(construction port)

 1200 acres for manufacturing 

 ~10 acres for MHK

 heavy lift capacity for MHK of 1000 tons

 QRP port: 0.5 acre

Depth  27 ft. draft

Berth  700-1000 ft. quayside high capacity dock

 Access to accommodate vessels, 450 foot LOA, 27 ft. draft, 150 ft.

beam. 

 500 m length at manufacturing ports

 Quayside length of ~650 ft.

 QRP port, 260 ft. min, 11.5 ft. draft

Air Draft  300 ft. for vertical shipment of towers

Other necessary equipment  Office space

Dock Load Bearing  ~2,000 psf. Quick Reaction Ports ~1,00 psf

Offshore substation  N/A

Prototype:  N/A

Vessels  N/A

Overland Transport  N/A
225

Oregon MHK Report (Advanced Research Corporation 2009)

Topic

Crane  N/A

Area  Dedicated land for assembly 

and deployment

 Test center will only for short 

term basis (days or weeks). 

 Waterfront space needed for 

repair

 Available areas for site 

assembly are limited in ports 

along the Oregon coast. In 

some cases land surrounding 

ports is privately owned. In 

other cases land is owned by 

the port, but may be allocated 

for different purposes.

 Offshore developers moving the device 

from the land to the water can either 

be accomplished via crane from a 

strong dock or bulkhead or, in the case 

of large devices, via a marine railway. 

Very large devices will be built in a dry 

dock or on a custom barge that is also 

used to transport the device to the final 

site and deploy it.

Depth  N/A

Berth  N/A

Air Draft  N/A

Other necessary 

equipment

 Local workforce.

 Knowledgeable and adaptable

 Developers have indicated 

staffing needs from no onsite 

personnel (autonomous 

operation) to 10 or more 

personnel available to support 

power monitoring and 

management

 The typical assembly area will resemble 

a large building construction site. 

There will be a need for an office 

building, staging and storage of parts 

and equipment, utility hookups, and 

even covered work areas for some 

devices.

Dock Load Bearing  Devices range from several tons to several thousand tons. 

Offshore substation  N/A

Prototype:  In one sense, offshore devices 

are akin to medium scale 

ocean going vessels. 

 Devices range in diameter from 6 to 20 

meters and in mass from 100 to 2,000 

tons.

Vessels  Demonstration: Standard 

barges, with coastal tugs 

 Coastal tugboat – to tow either 

the device or barge

 Anchor handling tug – to deploy 

the anchors and mooring 

system

 Cable deployment vessel – to 

install the power cable coming 

ashore and burry where 

necessary

 Custom barge – designed to 

haul and deploy wave energy 

devices

 Dive support vessel – to support divers 

to assemble and hook up the mooring 

system

 Survey vessel – to map out and 

determine bottom composition and 

topography

 Fred Devine Diving and Salvage 

Company operates a variety of 

equipment including their M/V Salvage 

Chief located in Astoria 

 No offshore deployment vessels with 

dynamic positioning are stationed 

along the Oregon coast.

Overland Transport  Truck, rail 

 Developers designing devices for transport over truck or rail. If doesn’t fit, will 

need barge. Final assembly may occur on barge.
226

Appendix I. Helipad Requirements
227

Helicopter landing pad geometric restrictions

Helipad geometry following USDOT heliport design for example OFW design helicopter

Helipad Parameter Width

TLOF (A/B) 34 ft.

FATO (C/E) 60 ft.

Safety Area 84 ft.
228

Appendix J. – Floating Wind Projects, Including Demonstrationscale Projects
229

Project Country Operation

since

Developer / 

Designer

Turbine 

Manufacturer

WTG Design 

concept

Water 

depths

Blue H Italy 2008 to 

2009

Blue H Blue H 1 x 80 kW TLP 113 m

Hywind Norway 2009 Statoil Siemens 1 x SWT2.3 MW

Spar 220 m

Poseidon 

P37

Denmark 2010 - 2013 Floating 

Power Plant

GAIA 3 x 11 kW Semisubmersi

ble

2 m

WindFloat Portugal 2011 Principle 

Power

Vestas 1 x V80 –

2.0 MW

Semisubmersi

ble

45 m

SeaTwirl 

P3

Sweden 2011 SeaTwirl SeaTwirl 1 x P3 –

20 kW 

(vertical 

axis)

Spar 7 – 8 m

Keuka USA 2011 - 2012 Keuka Energy Keuka 5 x Keuka –

30 kW

Semisubmersi

ble

2 m

GOTO 

FOWT 1

Japan 2012 - 2013 TODA/Kyoto 

University

Fuji 1 x Fuji 

100 kW

Spar 91 m

SWAY 

Prototype

Norway 2012 - 2013 SWAY Sway 1 x 15 kW Spar Not 

disclosed

Kyushu Japan 2012 Kyushu 

University

Wind Lens 2 x Wind 

Lens 3 kW

Semisubmersi

ble

3 m

GOTO 

FOWT 2

Japan 2013 TODA Fuji Heavy 

Industry

1 x Subaru 

80 –

2.0 MW

Spar 91 m

Fukushima Japan 2013 Marubeni JV Hitachi 1 x HTW 

80 –

2.0 MW

Semisubmersi

ble

120 –

125 m

DeepCwin

d

USA 2013 - 2014 DeepCWind 

Consortium

Renewegy 1 x VP –

20 kW

Semisubmersi

ble

18 m

Spinwind 1 Norway 2014 Gwind Spinwind 1 x 10 kW Spar 16 m

SeaTwirl 

S1

Sweden 2015 SeaTwirl SeaTwirl 1 x S1 – 30 

kW (vertical 

axis)

Spar 31 m

SEM REV France 2015 SEM REV Not decided Hub 

Platform

Semisubmersi

ble

33 m

VertiWind France 2015 Technip, EDF 

Consortium

VertiWind 1 x 2.6 MW Semisubmersi

ble

70 m
230

Project Country Operation

since

Developer / 

Designer

Turbine 

Manufacturer

WTG Design 

concept

Water 

depths

GICON -

SOF

Germany Planned, 

2016

GICON Siemens 1 x SWT -

2.3 MW 

TLP 26 m

FloatGen France Planned, 

2016

FloatGen Gamesa 1 x G87 –

2 MW

Semisubmersi

ble

30 m

Hywind 

Scotland

Scotland Planned, 

2017

Statoil Siemens 5 x SWT –

6.0 MW 

Spar 95 –

120 m

WindFloat 

Pacific

USA Planned, 

2017

Principle 

Power

Unknown Unknown Semisubmersi

ble

Unknown

Kincardine UK Planned, 

2018

KOWL Senvion (not 

confirmed)

6 to 8 MW 

(Not 

decided)

Semisubmersi

ble

Sea Reed -

Groix

France Planned DCNS/Alstom Alstom 1 x Haliade 

– 6.0 MW

Semisubmersi

ble

Unknown

PelaStar 

Wave Hub

UK Cancelled1 ETI/Glosten Alstom 1 x Haliade 

– 6.0 MW

TLP 48 – 58 m

Dounreay UK Cancelled2 Highlands 

and Islands 

Enterprise/DB

D

Not decided Up to 

30 MW 

capacity

Tension 

Leg 

Platform

60 –

110 m

1 Pelastar pulled out of the Wave Hub demonstrator due to an unresolved Ministry of Defence objection (the site falls 

within a MoD and NATS Safeguarding Zone) that reportedly prevented the developer from securing required investment

2 The project was cancelled in December 2015. The reasons for cancellation are not yet clear.
231

Appendix K. Selected U.S. Fleet Location Snapshot
232

Vessel Name Vessel Type State Flag Deadweight (tons)

Coastal Navigator Fire Fighting AK USA 2,364

Coastal Progress Reefer AK USA 206

Coastal Trader General Cargo AK USA 2,590

Sea Trader General Cargo AK USA 1,496

Tanker 200 Replenishment CA USA 28,002

Melville Research/Survey CA USA 1,597

Thomas G. Thompson Research/Survey CA USA -

Adele Elise Offshore Supply CA USA 1,959

Sikuliaq Research/Survey CA USA 1,556

Hos Dominator Offshore Supply CA USA 2,102

Piper Inness Crew Boat CA USA -

Intl Freedom Tug CA USA -

Klihyam Tug CA USA -

Joseph Sause Tug CA USA -

Arthur Brusco Tug CA USA -

Rachel Carson Offshore Supply CA USA 428

Drew Foss Tug CA USA -

Clean Ocean Offshore Supply CA USA 750

Ocean Liberty Offshore Supply CA USA 120

Edward Brusco Tug CA USA -

Sea Venture General Cargo CA USA 5,654

Cape Mohican Barge Carrier CA USA 39,027

Ocean Grand General Cargo CA USA 19,436

Go Searcher Offshore Supply FL USA 576

Walnut Buoy-Laying HI USA 350

Nunui Tug/Supply HI USA -

Persistance Lab Offshore Supply HI USA 508

Hawaii Responder Pollution Control HI USA 1,258

Polar Ranger Tug HI USA -

Natoma Tug HI USA -

Henry Sr. Tug HI USA -

Hoku Kea Tug HI USA -

Mary Catherine Tug HI USA 336

Niolo Tug HI USA -

Ocean Pathfinder Tug HI USA -

American Contender Tug HI USA -
233

Vessel Name Vessel Type State Flag Deadweight (tons)

Global Sentinel Cable Layer Int. USA 8,527

Ocean Freedom General Cargo Int. USA 14,359

Capt. Steven L. Bennett Replenishment Int. USA 39,766

Coastal Venture General Cargo Int. USA 1,383

Geysir General Cargo Int. USA 2,000

Houston General Cargo Int. USA 7,700

Norfolk General Cargo Int. USA 17,478

Ocean Crescent General Cargo Int. USA 8,097

Ocean Giant General Cargo Int. USA 17,590

Seattle General Cargo Int. USA 20,406

Transatlantic Cargo/Container Int. USA 5,055

Miss Marilene Tide Offshore Supply LA USA 6,100

Seacor Vanguard Tug/Supply LA USA 3,314

Damon B Bankston Offshore Supply LA USA 4,070

George Edward General Cargo LA USA -

Sea Service 1 General Cargo LA USA -

Katherine Walker Buoy-Laying NY USA 200

Yukon Replenishment OR USA 27,955

Salishan Tug OR USA 150

Ocean Globe General Cargo TX USA 16,576

Aiviq Multi-Purpose WA USA 4,129

Nanuq Offshore Supply WA USA 4,363

Arrowhead Offshore Supply WA USA 2,838

Ross Chouest Tug/Supply WA USA 2,500

Montana Tug WA USA 650

Silver Arrow Offshore Supply WA USA 2,770

Hunter D Tug WA USA -

Pacific Titan Tug/Supply WA USA -

Commitment Tug WA USA 798

Calvin Tug WA USA -

Discovery Offshore Supply WA USA 1,422

Barbara Foss Tug WA USA -

Sidney Foss Tug WA USA -

John Glenn General Cargo WA USA 77,021

Coastal Nomad Reefer WA USA 2,881
234

Appendix L. Geodatabase Overview
235 

L.1. Introduction 

Information obtained from the study, Determining the Infrastructure Needs to Support Offshore Floating 

Wind and Marine Hydrokinetic Facilities on the Pacific West Coast and Hawaii, has been used to 

develop a geodatabase that will aid in the development of mitigation measures designed and initiated to 

minimize effects from offshore renewable energy activities. The geodatabase was developed to store 

spatial and non-spatial information associated with port infrastructure, to be queried along a port 

assessment criterion or any combination of criteria, to allow for simple data migration, and for editing 

capabilities. 

The geodatabase may serve a number of functions such as standard mapping, web-mapping, and analysis. 

The geodatabase also provides both a spatial and non-spatial organized record of attribute data obtained 

during the study and built into the geodatabase. The geodatabase may also be utilized for: 

 Customizing the display based on attribute data 

 Providing a geodatabase that includes domains to preserve the attribute data accuracy for data 

obtained during the port assessment process 

 Serving as a central data depository that can be utilized for future work 

L.2. Layers and Attributes 

The geodatabase contains three layers: 1) Port Infrastructure; 2) Port Ratings; and 3) Regions with Gap 

Info. Figure 1 depicts the skeleton of geodatabase. 

Figure 1. Geodatabase Skeleton Depiction 

L.2.1. Port Infrastructure Layer 

The Port Infrastructure layer of the geodatabase includes records for 36 individual ports with data for 18 

attributes developed during the study. These include port facility infrastructure, navigation access, and 

supply chain criteria for different potential technologies and functions to support the industries, according 

to the classifications assigned in the pre-screening analysis of the study. The attribute data was collected 

between September 2015 and February 2016 and includes sources such as National Oceanic and 

Atmospheric Administration navigation charts, publically available port fact sheets, aerial and satellite 

imagery (e.g., Google Earth), available port facilities documents and strategic plans, communication with 

ports, and state transportation departments. 

Table 1 below includes the name, general description, and domain data for the attributes included in the 

Port Infrastructure layer. 
236 

Table 1. Port Infrastructure geodatabase layer information 

Attribute Name Description No

Nav_Depth_ft Quantifies the water depth (in feet) of the navigation channel accessing 

the port. Depths are relative to mean lower low water. 

Depth may be variable wintended to be representaavailable for navigation to each port. 

Nav_Width_ft Quantifies the available width (in feet) of the navigation channel 

accessing the port. 

Nav Width is intended to widths available for navigwithin each port. Specific may have different availa

Regional_Height_Limit_ft Quantifies is approximate limiting vertical clearance (in feet) that is 

required to access the port, relative to mean high water. 

Height limits may be variawhich case the higher lim

Prox_BOEM_Waters Quantifies minimum distance from the port (in nautical miles) to federal 

water outside of state control, approximately 3 nautical miles from shore. 

Ports with direct ocean achave a value of 3 nautica

Potential_Upland_AC Quantifies potential land areas (in acres) that are either currently 

developed, may become available for development, or could be redeveloped for use in device or component fabrication, staging, or assembly. 

Access_Interstate Indicates presence of Interstate access leading to a port property. 

Values include “I” indicating the presence of Interstate access or “NONE“ indicating the absence of Interstate access. 

To be included, existing Iport property must providfor fabrication and assem

Access_Highway Indicates presence of Highway access leading to a port property. 

Values include “H” indicating the presence of Highway access or “NONE“ indicating the absence of Highway access. 

To be included, existing Hport property must providfor fabrication and assem

Access_StateRoute Indicates presence of State Route access leading to a port property. 

Values include “SR” indicating the presence of State Route access or “NONE “ indicating the absence of State Route access. 

To be included, existing Sport property must providfor fabrication and assem

Rail_Class_Access Identifies railroad classification with existing access to port facilities. Does 

not necessarily require access direct to quayside areas. Values include “1” for Class 1 Rail, “2” for Class 2 Rail, and “3” For Class 3 Rail. 

Class 1 rail are railroads wof $250 million or more. Cwith operating revenues omillion. Class 3 rail are rarevenues of $0 to $20 mi

Workforce Identifies potential population of skilled workforce available for 

manufacturing, fabrication, assembly of renewable energy device 

Scoring is qualitative and the population of the met
237

Attribute Name Description Notes

components. Values include “High”, “Medium”, and “Low”. general fabrication and marine industry 

capabilities.

Break_Bulk Identifies if the port currently imports or exports general, project, or break 

bulk cargo. Values include “YES” and “NO”.

Crane_Capacity_tons Quantifies approximate crane capacity (in tons) currently existing at the 

port or other known facility in vicinity of the port.

Does not include cranes which may be rented for 

specific cargo or uses on a temporary basis.

Dry_Dock Indicates if there is an active dry-dock in the vicinity of the port able to 

contain a ship and to be drained or lifted so as to leave the ship free of 

water with all parts of the hull accessible. Values include “YES” and 

“NO”. 

In some cases multiple port facilities are in the 

vicinity of a dry dock, in which case the dry dock 

was associated with the closest port.

Dry_Dock_Width_ft For ports that include an existing dry dock facility, quantifies maximum 

interior width of widest dry dock associated with the port (in feet).

Dry_Dock_Length_ft For ports that include an existing dry dock facility, quantifies maximum 

interior length of longest dry dock associated with the port (in feet).

Accommodate_500ft_Vessel Identifies if a port can presently accommodate a vessel measuring 500 

feet in length at dock/berth. Values include “YES” and “NO”.

Wind_Experience Identifies if wind turbine operations have occurred at a port. Values 

include” “YES” where wind turbine component handling is known to 

occur and “UNKNOWN“ where wind turbine component handling is not 

known, but may have still occurred.

Information presents a cursory review of known 

wind turbine operations at each port, which is not 

intended to identify ports as never accommodating 

wind turbine components, only to note known 

occurrences.

Helipad_Vicinity Identifies if a helipad for helicopter landing and take-off is located within 

approximately 10 miles of the port property. Values include: “YES”,

“NO”, and “NA”.
238

L.2.2. Port Ratings Layer

The Port Ratings layer of the geodatabase includes the port assessment scores developed during the study. 

Based on existing technology, the Port Ratings layer of this geodatabase presents results of the 

assessments of ports following a conceptual-level scoring matrix, relative to technology- and functionspecific criteria. 

Each port was scored relative to the readiness and future capability to accommodate commercial- and 

demonstration-scale development Offshore Floating Wind (OFW) and Marine Hydrokinetic (MHK)

technologies for Quick Reaction Port (QRP), Fabrication and Construction Port (FCP), and Assembly 

Port (AP) functions, based on an approximation of infrastructure required to accommodate commercialscale development. Table 2 identifies the attributes included in this layer, provides a description of each, 

and identifies the port infrastructure criteria considered in developing ratings for each port. 

Table 2. Port Ratings geodatabase layer information

Attribute Name Description Port Infrastructure 

Criteria Used in Rating

QR Scores indicate the suitability of the port to function as 

a QRP. QRPs are intended to be the homeport for 

operations and maintenance vessels. The ports must 

be close enough to allow vessels to reach OFW and 

MHK energy installations site in less than two hours.

NavWidth, Nav Depth, 

Regional Height Limit, 

Proximity to BOEM 

Waters, Potential Upland 

Area w/ Marine Access

FCP_OFW_Wind_Turbine Scores indicate the suitability of the port to function as 

an FCP to support fabrication and construction of 

OFW turbine device components, and import/export 

of materials and components.

NavWidth, Nav Depth, 

Metropolitan Area Skilled 

Labor Workforce 

Population, Proximity to 

BOEM Waters, Road and 

Rail Access, Potential

Upland Area w/ Marine 

Access

FCP_OFW_Foundation Scores indicate the suitability of the port to function as 

an FCP to support OFW foundation fabrication and 

construction applications. 

NavWidth, Nav Depth, 

Metropolitan Area Skilled 

Labor Workforce 

Population, Proximity to 

BOEM Waters, Road and 

Rail Access, Potential 

Upland Area w/ Marine 

Access

FCP_MHK Scores indicate the suitability of the port to function as 

an FCP to support MHK applications. 

Nav Width, Nav Depth, 

Metropolitan Area Skilled 

Labor Workforce 

Population, Proximity to 

BOEM Waters, Road and 

Rail Access, Potential 

Upland Area w/ Marine 

Access

AP_Semi_Sub Scores indicate the suitability of the port to function as 

an AP to OFW applications utilizing a semisubmersible foundation. This type of port will be 

utilized during final assembly of the entire devices for 

marine tow out to the installation location.

NavWidth, Nav Depth, 

Regional Height Limit, 

Potential Upland Area w/ 

Marine Access
239

Attribute Name Description Port Infrastructure 

Criteria Used in Rating

AP_TLP Scores indicate the suitability of the port to function as 

an AP to OFW applications utilizing a tension-leg 

platform foundation. This type of port will be utilized 

during final assembly of the entire devices for marine 

tow out to the installation location.

NavWidth, Nav Depth, 

Regional Height Limit, 

Potential Upland Area w/ 

Marine Access.

AP_Spar Scores indicate the suitability of the port to function as 

an AP to OFW applications utilizing a spar foundation. 

This type of port will be utilized during final assembly 

of the entire devices for marine tow out to the 

installation location. In this study, port capability to 

support spars is dependent on existing technology 

only.

NavWidth, Nav Depth, 

Regional Height Limit, 

Potential Upland Area w/ 

Marine Access

AP_MHK Scores indicate the suitability of the port to function as 

an AP to MHK applications. This type of port will be 

utilized during final assembly of the entire devices for 

marine tow out to the installation location.

NavWidth, Nav Depth, 

Road and Rail Access, 

Upland Area w/ Marine 

Access

Specific projects or future technological developments may have different requirements and, therefore,

different criteria may be needed for rating the level of capabilities each port may be able to provide. 

Future developments may have project-specific needs or efficiencies not assessed within the study and not 

reflected in this geodatabase.

The scoring matrix presented in Table 3 below and utilized in the Port Ratings layer is intended to 

estimate the relative levels of investment to support commercial-scale OFW and MHK, for existing 

installation technology. These ratings were developed to parameterize capabilities in the study area and to 

assess ports uniformly. The geodatabase layer also includes a field for color, with color values 

corresponding to the rating scores shown in Table 3. 

Table 3. Port Rating geodatabase layer scoring matrix

Score Definition

0 Was not assessed based on results of Pre-screening analysis

1 Does not meet primary criteria and is not suitable with existing technology due to not meeting one or 

more of the primary criteria (e.g. air draft restriction, upland area restrictions)

2 May not meet all primary criteria (such as available upland area), but temporary use of facilities will 

allow demonstration-scale project (e.g. staging area for 1 device is temporarily cleared at port). 

3 Meets primary criteria. Land redevelopment, new purpose built marine terminal or berth required. 

4 Meets primary criteria, and some secondary criteria. Moderate level of improvements needed, such 

as new high capacity (500+ tons) crane, existing berth upgrades, or berth bearing capacity 

investigation

5 Meets all primary criteria and most if not all secondary criteria. Minimal improvements are needed 

such as new small cargo crane (<10 tons), warehouses, helipad. 
240

L.2.3. Regions with Gap Info Layer

As part of the port assessment carried out for the study, the gaps in key navigation access and 

infrastructure that would likely need to be addressed to support the port classification for each technology 

type were identified and included in the Regions with Gap Info layer of the geodatabase. For six study 

regions, the layer includes key gaps that would likely need to be addressed in order for the region to 

support commercial-scale OFW and MHK industries. Gaps for port classifications and technologies 

included in this layer were based on the regional gap identified during the study and identified in Chapter 

6 of the Final Report. Figure 2 below provides an example map depicting the port rating and regional 

gaps for Fabrication and Construction Ports to support MHK created using the Regions with Gap Info

layer. 

Figure 2. Example map presenting regional gap information and port rating for 

Fabrication and Construction Ports to support Marine Hydrokinetic development
The Department of the Interior Mission

As the Nation's principal conservation agency, the Department of the Interior 

has responsibility for most of our nationally owned public lands and natural 

resources. This includes fostering sound use of our land and water resources; 

protecting our fish, wildlife, and biological diversity; preserving the 

environmental and cultural values of our national parks and historical places;

and providing for the enjoyment of life through outdoor recreation. The 

Department assesses our energy and mineral resources and works to ensure that

their development is in the best interests of all our people by encouraging

stewardship and citizen participation in their care. The Department also has a 

major responsibility for American Indian reservation communities and for

people who live in island territories under US administration.

The Bureau of Ocean Energy Management

As a bureau of the Department of the Interior, the Bureau of Ocean Energy 

Management’s (BOEM) primary responsibilities are to manage the mineral

resources located on the Nation's Outer Continental Shelf (OCS) in an

environmentally sound and safe manner.

The BOEM Environmental Studies Program

The mission of the Environmental Studies Program (ESP) is to provide the 

information needed to predict, assess, and manage impacts from offshore 

energy and marine mineral exploration, development, and production activities 

on human, marine, and coastal environments.