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Port of Coeymans News


Thursday, August 18 2011


A weekly trade newsletter.



operating railroads + ports, intermodal facilities, and government environment

Issue 11#07A 16 August 2011




in the Town of Coeymans, the facility does business as ‘Port of Coeymans Marine Terminal’ though it is often referred to as the ‘Port of Coeymans’. {terminal website}

On 15 June, Stephen Kelly , vice p resident of port operations, said that in 2009, the first full year of operation, Coeymans handled around 80,000 tons of cargo; in its second full year, 2010, the total volume increased to around 900,000 tons. The target growt h rate is 10-15% per year. {Discussion with ANR&P correspondent Laurel Rafferty 6.May.11 and 15.June.11}

Located in the Town of Coeymans on the west bank of the Hudson south of Albany , the terminal has 125 acres, heavy industrial zoning, and no conflicts with adjacent properties. The site was formerly Powell & Minnock Brick Works.

History: Brick plant to terminal

Part of the now-gone Hudson River brick industry, Powell & Minnock was owned by General Dynamics from 1981 to 1985, and then a division of Isiklar Holding, Istanbul, Turkey to 2001. Two business partners, Elias Weis a real estate develop er,1 and Carver Laraway2, formed P&M Brick LLC and purchased the brick yard in 2001. {}

The two intended to continue brick manufacturing. However, ‘when it became clear that the capital investment necessary to make the [brick] plant viable again proved too high,’ the partners repurposed the site as the Port of Coeymans Marine Terminal. {port website}

The decision to do recycling

Aware of the recycling market , Laraway and Weis saw the potential for more than simply a terminal. According to Stephen Kelly, vice president of port operations, “they were seeing everything [in manufacturing and logistics] go green.”

For example, in 2006, New York City announced passage of a new plan for barging of the City’s waste. Under the plan, nearly 90% of the City’s residential solid waste would move by barge or rail for ultimate disposal at an out-of-state facility, a modal shift from 84% truck transport. {News from the Blue Room 19.July.06}

Laraway and Weis decided on recycling as the terminal’s act ivity. By bringing land-based recycling industry to a water location, they would define a niche for the site, including water access to export recycled cargo. {Kawasaki Focus 4th Issue 2010; Kelly in discussions with ANR&P correspondent Laurel Rafferty, 12.April.11, 6.May.11, 16.June.11}

Co-owner and chief port manager Laraway articulated the vision: “I can see 30 companies here at the Port, each with 30-plus employees working for them. That’s a thousand people working here. And then the Port will be untouchable, because the chances of 30 comp anies going under are much slimmer than one mas s ive company going under.” (discussion with ANR&P correspondent Laurel Rafferty 12.April.10}

Subsequent state push for recycling and marine traffic

The port’s vision was rewarded. In 2010, New York introduced a solid waste management framework intended to reduce solid waste by 15% every two years by recycling, as well as waste prevention and other measures {Department of Environmental Conservation press release 10.May.10; Beyond Waste, DEC 20.Dec.10}

Also that year a study for the New York State Energy Research and Development Authority and New York State Department of Transportation looked at the feasibility of a container-on-barge service to transport the City’s waste to s t at e municipal solid wast e landfills, all in upstate New York, or to recycling facilities, via the state’s canal system (the Erie and three other linked canals connecting the Hudson River, Lake Champlain, Finger Lakes, Lake Ontario, and Lake Erie, now a designated Marine Highway Corridor under the US Marine Highway Program). According to the study, port infrastructure near these landfills or recycling sites would be needed. {New York State Canal System Modern Freight-Way 5.10}


Following the purchase, the owners constructed improvements to serve their target market. These include a new 1000-foot berth with heavy load capacity and a depth alongside of 32 feet. On the land side, they restructured and reclaimed the site, renovat ed the existing warehouses to creat e covered storage of about 168,000SF, and adapted an existing structure to create office space. {Coeymans website; Construction Equipment Guide 27.Oct.10}

With the completion of site improvements, the Port became op erat ional in 2008. The port has not been dependent on public subsidies.

“No grant money was used to fund the project,” Coeymans Vice-president Kelly noted. {discussion with ANR&P correspondent Laurel

Rafferty 1.June.10}

Location and access

The terminal lies on the Hudson 110 miles north of New York City and 10 miles south of Albany. Highway acces s is four miles south at I-87.

The 31-foot channel depth of the Hudson provides good waterside access.

Rail access is lacking at this point. However, CSXT’s Selkirk yard lies only 2.3 miles away. Furthermore, Lafarge’s cement facility near the Coeymans terminal has rail [see map ]. However, the Lafarge marine terminal on the Hudson lacks rail, using instead a cement conveyor to move cement from the facility to the marine terminal. {editor}

Kinds of facilities

Some of the operations by tenant manufacturers:

Glass recycling. A new division of Glass Processing Solutions has a facility at Coeymans. using the Andela Pulverizer System to p rocess all types of post-consumer mixed glass. According to Cynthia Andela, president of Andela Products, “Mixed glass from single-stream material recycling facilities is accepted along with dual-stream glass, drop-off center glass, and mixed glass from other commercial establishments.

“Phase 2 of plant development will include the newly-developed CleanGlass Technology and is planned for [2012].” (‘New Glass Processing Plant in the Hudson Valley,’ Cynthia Andela, 23.Aug.10 in; discussion with Andela by Rafferty 19.July.11}

Concrete and asphalt recycling. Cargoes of waste concrete and asphalt move to the port by water. Port tenant s accept the material, then screen, crush, and rep roces s the material for use by concrete, paving, and construction industries. Tenants who handle asphalt and concrete products include DA Collins, Fort Miller, Kingston Block , Allocco Re 3 cycling, and Stony Recycling.4

Construction and demolition debris.

Auto shred and scrap metal. R.K. Freedman & Son Inc, a current tenant, expects a new shredder to double the amount of tonnage it processes within the shredder’s first year of op erat ion. Location of the shredder at the Port will reduce truck trips and costs for materials delivery. {Recycling Today 29.July.10}

Kingston Block manufactures sustainable concrete products. It is an authorized manufacturer of newly invented post-consumer Supplementary Cementitious Material (SCM) derived from post-consumer recycled glass recovered within the U.S. {terminal website} 4Construction Equipment Guide 27.Oct.11; terminal website

The shredder has not arrived and is not expected for one to two years, General Manager Rodney Fillers said on 19 June 2011. “They are waiting on power.” {discussion with Rafferty}

Project cargo. From 2009 t o 2010, a company built a 2400-ton bridge at the Port. In mid-July 2010 stevedores loaded it onto a barge for transport first to Bayonne, and then in August to its destination: the Willis Avenue crossing of the Harlem River.

Similarly, the Megrant Corporation manufactured huge cooling towers at the Port for a p ower generation station in New York City which were barged to their destination, the Astoria power plant in Queens.

Transloads. Tenants at the port receive by barge and transload to truck many commodities:

road (Appalachee) and specialty salt (Scotwood ice melt), gypsum, bauxite (aluminum ore), brick chips and dust, cement (including Holcim) and topsoil. {port website}

Not competing with anyone else

Kelly emphasized t he t erminal’s re-use/recycle tone. Not only is it transforming products at the end of their useful lives, but also major wasting assets such the brickyard land fallen int o disus e, t he underutilized maritime infrastructure, idling human capital, and damaged natural resources. All this transforms the image of the community itself.

Nor is Coeymans poaching from nearby public ports such as Albany. Laraway said: “We’re not trying to capture the Port of Albany’s business. Nobody gets successful by stealing somebody else’s stuff.” {Pam Allen in Albany Business Review 16.Mar.09}3,4

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