J. Knox Singleton, the longtime CEO of Inova Health System, announced Friday that he will retire July 1, 2018.
Singleton, 69, has led the hospital system since he was 35. He oversaw the evolution of Inova from a three-hospital, $500 million enterprise with 1,000 employees to a $3.5 billion healthcare system with five hospitals, a health insurance company and more than 17,000 employees.
“I want to move to the next chapter of my life while Inova is at its peak, fully engaged in implementing our strategic plan,” Singleton said in a statement. “This is the best time for Inova to recruit and transition to a new leader.
“I want to start my post-Inova life while I am able to devote my full passion after 35 years to my personal priorities of social entrepreneurship and health-care technology. I also want to spend more time with my family, especially my seven kids.”
Tony Nader, chair of the Inova Board of Trustees, credited Singleton with advancing Inova’s vision of becoming a global center for the discovery and application of genomics and bio-informatics to the care of patients. “Knox Singleton is the real builder of one of the most advanced healthcare systems and research centers serving the mid-Atlantic region. All of us owe him a debt of gratitude, admiration and best wishes for his leadership as he continues to be a vital participant in our community and the healthcare industry.”
In a statement, Singleton said the most satisfying accomplishment was the shift Inova made from simply treating those who are ill to conducting cutting-edge research into how the new science of genomics and precision medicine is applied to new treatments and prevention. “The new Applied Research Institutes in Cancer, Cardiac Care, Neurosciences and Women’s and Children’s services are all up and running under exceptional clinical and administrative leadership,” Singleton said.
In 2015, Inova announced its plans to transform the former Exxon Mobil campus into the Inova Center for Personalized Health (ICPH), a campus envisioned for researchers, clinicians, educators and patients — designed around the growing field of personalized medicine. Singleton was responsible for spearheading a number of important collaborations with universities to be located on the Inova Center for Personalized Health.
During his tenure, a partnership was created with the University of Virginia to establish a regional campus of the university and nine research projects focused on predicting, preventing and treating cancer and other diseases. The Inova-Mason Proteomics Center at the Center for Personalized Health was established in partnership with George Mason University. Several Shenandoah University health profession education programs will be located in the Center.
Boston-based Iron Mountain Inc. on Friday announced the opening of the first of four data centers planned for an 83-acre campus in Prince William County.
Iron Mountain’s new data center is a 165,000-square-foot, 10.5-megawatt multitenant, cloud facility. Located at 11650 Hayden Road in Manassas, the facility was built to handle security and compliance requirements of large companies, cloud-service providers and government agencies.
Prince William represents Iron Mountain’s fifth U.S. data-center market, joining Boston, Denver, Kansas City and western Pennsylvania.
“This data center, like our others, is especially suited for heavily regulated enterprises, cloud providers and government agencies who seek a highly secure, highly compliant environment for hosting their data-center operations,” William L. Meaney, president and CEO of Iron Mountain, said in a statement.
“With this new facility, we enter the hottest data center market in the U.S. and add further capacity for serving existing and new governmental customers, a group where our brand for security, service and compliance resonates particularly well,” he said. “Together with our existing data centers and recent acquisitions, this data center helps to further accelerate our fastest-growing business segment.”
Iron Mountain invested more than $80 million in the first phase of this data center, which opens as an Uptime Institute Tier III-certified facility for design and construction. With two additional phases to come in the first data center and plans to develop three other facilities on the campus, Iron Mountain’s total investment for the site is expected to be more than $350 million.
The new data center also opens with more than half of its first phase capacity preleased, including customers like Virtustream, a Dell Technologies business.
Koinonia Ltd., a Brazilian-based manufacturer of foam and tape solutions for the automotive, refrigeration (HVAC), marine, construction and heavy-machinery industries, is planning to open its first North American manufacturing operation in Pulaski County.
The $4.9 million investment is expected to create 40 jobs. The company will establish its operations in the ShaeDawn Industrial Park.
Virginia competed against Indiana, North Carolina, Ohio, and Tennessee for the project.
“After searching different U.S. states for our plant, we at Koinonia decided to open our doors in Virginia for various reasons, including the great support from state and local authorities, lower cost of living, lower cost of energy, and the talented workforce from local colleges and universities,” Koinonia Chief Operating Officer Marcio Lopes said in a statement.
Founded in 2016, Koinonia (also known as Koi Foams) is a subsidiary of Koinonia Fitas e Pecas Tecnicas e Espumas Ltda, a Sao Paulo, Brazil-based company founded in 2009.
Gov. Terry McAuliffe approved a $100,000 grant from the Commonwealth’s Opportunity Fund for the project.
The Port of Virginia had its busiest August on record last month.
The port handled 240,605 TEUs, or 20-foot equivalent units, last month. That is a 2.2 percent increase over August 2016.
On a year-to-date basis, total TEU volumes are up 7.4 percent and containers up 7.7 percent. During the same time period, cargo moved via rail was up 4.7 percent, trucks up 9 percent and barge up 26 percent.
The port is undergoing construction projects at its two largest terminals that ultimately will expand capacity of the port by 40 percent. Construction also is ongoing at the port’s Virginia International Gateway terminal in Portsmouth. Civil work is taking place at Norfolk International Terminals. The port said Friday that heavy construction on the south-side container stack will begin toward the end of peak season.
The numbers from August:
Loaded export TEUs, down 11 percent
Loaded import TEUs, up 5.5 percent
Containers, up 3 percent
Virginia Inland Port Containers, down 10 percent
Truck containers, up 5 percent
Rail containers, down 0.7 percent
Total barge containers, up 1.5 percent
Richmond Marine Terminal barge containers, up 16 percent
Newport News Marine Terminal Automobile imports, up 101 percent
Education technology company PowerSchool is planning to move its Roanoke operations and add 96 jobs.
The company will spend $1.8 million to relocate to 110 Franklin Ave., where it will occupy two floors, or about 40,000 square feet in the former Norfolk Southern Building. A group of local investors purchased the bulding after Norfolk Southern moved operations to Norfolk and Atlanta in 2015.
Virginia competed against California, Pennsylvania and Texas for the project. PowerSchool currently has 85 employees.
Headquartered in Folsom, Calif., PowerSchool is an education technology platform for K-12. It established its Roanoke presence in 2016 with the acquisition of local start-up Interactive Achievement. Roanoke competed against California, Pennsylvania and Texas for the project.
“We are excited about staying and expanding our presence in Roanoke,” Mark Oldemeyer, PowerSchool’s chief financial officer, said in a statement. “PowerSchool’s mission is to improve the K-12 education experience with innovative software that helps drive student success. The Roanoke team is passionate about the work we do …”
Damon Williams, chairman of the Roanoke Economic Development Authority, said, “Keeping PowerSchool in Roanoke and growing is important for our region and for Virginia. It’s a great win for everyone.”
Beth Doughty, executive director of the Roanoke Regional Partnership, said the expansion would result in “exceptional new economy jobs. The company’s confidence in our region is further proof that we are competitive for technology jobs, talent, and investment.”
PowerSchool serves more than 32 million students, 66 million parents, and 100 million users in over 70 countries around the world.
Gov. Terry McAuliffe approved a $250,000 grant from the Commonwealth’s Opportunity Fund for the project. The company also will receive funding and services form the Virginia Jobs Investment Program. The company is a 2016 graduate of VEDP’s award-winning Virginia Leaders in Export Trade (VALET) Program.
Construction on its new space will begin immediately. The company expects to be in its new offices in 2018. Barry L. Ward of Cushman & Wakefield/Thalhimer handled lease negotiations for PowerSchool and is the exclusive representative for the One Ten Franklin building located at 110 Franklin Rd. SE.
Oran Safety Glass will expand its manufacturing business in Greensville County, creating 55 jobs and retaining 75 existing positions.
OSG makes specialty glass for buses, military vehicles and trains. The company will spend $4.45 million to expand its Greensville operation. Virginia competed against Wisconsin for the project.
OSG, an Israeli-headquartered manufacturer, develops a wide range of glass products, including armored safety glass, such as bullet-resistant windows.
Gov. Terry McAuliffe approved a $150,000 grant from the Commonwealth’s Opportunity Fund. The Virginia Tobacco Region Revitalization Commission also approved $235,000 in Tobacco Region Opportunity Funds. The company is eligible to receive state benefits from the Virginia Enterprise Zone Program. The company also will receive funding from the Virginia Jobs Investment Program.
“OSG Inc. has had a very successful growth curve since launching our US operations in 2006,” Louis Mitchener, senior vice president, North America Division, Oran Safety Glass, said in a statement. “Greensville County, Virginia has been a vital part of that growth so expanding here made good business sense.”
A fast-growing Fairfax County company’s technology is at the heart of an ambitious nationwide health study to collect and analyze data from 1 million people.
Vibrent Health won a $74 million, five-year contract in 2016 from the National Institutes of Health (NIH) and has received an additional $5 million in funding for the program since.
The goal of NIH’s All of Us Research Program is to accelerate research and to improve health outcomes by creating a first-of-its-kind database. It would take into account differences in lifestyle, environment and biology of Americans across the country.
Vibrent will supply data collection methods, such as wearable devices and web-based platforms, and the ability to analyze the data.
Volunteers will have access to their own information. So while the program won’t provide medical advice, it may, for example, help a participant identify diet triggers for migraines. “Our job is to convert their data into insight using machine learning and algorithmic approaches,” says CEO Praduman Jain. Providing useful data may persuade volunteers to submit even more data, he adds.
Jain started Vibrent Health in 2009 after holding executive roles at Sprint Nextel, AOL, Time Warner and VTech. He saw a need to develop a consumer-centered platform to collect and interpret health data.
The company received $6.5 million in grants from the federal Small Business Innovation Research (SBIR) program to develop its platform and started to work with several clients.
When NIH was looking for a platform for its personalized medicine program, Vibrent Health applied for its first federal contract, beating out several major research institutions. “We applied against all odds, which were heavily against us,” says Jain.
Since then, the company has won contracts with the Department of Defense and the National Cancer Institute to provide readiness information for active-duty military personnel and care management for cancer survivors, respectively.
Vibrent, which employs about 65 people, expects to have a total of 100 by the end of the year. It also plans to expand into a larger headquarters of between 20,000 and 25,000 square feet. Vibrent seeks IT workers skilled in areas such as machine learning, data sciences, analytics, product management and user interface design. “I can’t hire fast enough,” Jain says.
Hilton Worldwide Holdings Inc. announced Monday that Melanie L. Healey has been named to its board of directors.
Healey was group president of The Procter & Gamble Co. from 2007 until 2015.
Healey held several leadership roles at Procter & Gamble, including group president and adviser to the chairman and CEO, group president, North America, and group president, Global Health, Feminine and Adult Care Sector.
Healey also serves as a director on the boards of PPG Industries, Verizon Communications and Target Corp.
In about 20 minutes, she’ll guide a ship longer than three football fields through the channels of Hampton Roads.
The harbor pilot leans calmly against the side of the pilot boat, a coffee cup in one hand, as the boat zips to meet the 1,200-foot-long ship five miles off the coast of Virginia Beach. The massive ship is larger and has more capacity than the largest vessel Collins has ever steered.
Training, though, breeds confidence. “We did training down in Louisiana to prepare for these larger vessels,” Collins says of Virginia’s 45 harbor pilots who guide ships of all sizes through Hampton Roads’ channels. The Maritime Pilots Institute gave them a feel for piloting these massive vessels through manned-scale models and simulations.
That program came on top of years of extensive training required for Virginia’s licensed harbor pilots. Collins is the commonwealth’s only woman pilot. As apprentices, these men and women rarely leave the Virginia Pilot Association’s brick headquarters in Virginia Beach, which includes dormitories.
By the time pilots become fully licensed after six years of training, they have steered or accompanied a master pilot on more than 2,300 vessels. They also have memorized every buoy, shoreline, water depth and obstruction along the waterways leading to Virginia’s marine terminals to pass Virginia’s rigid exams. And they have attended training programs around the world.
The OOCL Malaysia — the vessel Collins is about to board — is part of a class of container ships that first began visiting the East Coast in May. These massive vessels bring goods from Asia through the newly widened Panama Canal. The OOCL Malaysia has a cargo capacity of 13,208 TEUs or 20-foot-equivalent units.
Before May, the largest ship the port had handled was around 11,500 TEUs.
The port now handles ships of 13,000 to 14,000 TEUs on a weekly basis — and likely will see them more often.
The arrival of these ships highlights the maritime community’s push to deepen and widen its channels. These ultra-large container vessels (ULCVs) require a section of the port’s busy channels to be restricted to one-way navigation as they enter or leave Hampton Roads, which can back up traffic in the port. “[The widening and dredging project] is by far Hampton Roads’ number one priority,” says Art Moye, executive vice president of the Virginia Maritime Association. “If we’re to have a future, and we’re to take full advantage of what’s happening as far as the global shipping world is concerned, deepening and widening our channels is of the utmost importance.”
Bringing the ships in
The average size of container ships has grown rapidly since Collins joined the pilots’ program in 2006. “Sometimes I don’t have an appreciation for how big they are until I’m standing right next to them,” she says.
Now it’s time for a close-up. As the pilot boat approaches the OOCL Malaysia, Collins snaps on her sunglasses, throws on a collared life vest and picks up a backpack carrying a high-tech navigation system. The water is calm this morning, and Collins climbs up the side of the big ship with ease.
The huge ships require pilots to make many adjustments as they guide the vessels into port. They carry so many cargo containers that the bridge, where the navigation system is housed, is now in the front of the ship. That means that about 800 feet of the ship is behind Collins as she navigates the channel.
From the time Collins climbs aboard, the 28-mile journey to a berth at the Port of Virginia’s Norfolk International Terminals on the Elizabeth River takes four hours. These ships are so big, in fact, a tug boat is attached to the back of the massive vessel on the final few miles to slow it down. (A docking master is charged with parking the ships at terminals’ berths.)
The largest impact of these giant ships, though, is currently not at the terminals but along a 12-mile stretch of waterway known as Thimble Shoal channel. Extending east and west of the Chesapeake Bay Bridge-Tunnel, the channel is too narrow to allow another ship traveling in the opposite direction to pass. “These ships are displacing enormous amounts of water,” says Bill Cofer, president of the Virginia Pilot Association. “And the water has nowhere to go, so it pushes back against the ship. And the rudders just aren’t big enough that you can correct for that, so you just have to have wider channels to safely get two-way navigation.”
Cofer also points out that harbor pilots often have to compensate for the wind when coming through a channel by navigating at a slight angle. That means that if a pilot needs to steer the ship at an 8-degree angle, the width of the ship (about the width of a football field) has effectively doubled.
The port community has been working to accommodate the restrictions needed to handle the massive vessels, and maritime executives say the coordination has gone well.
Through stakeholder committees of the Virginia Maritime Association, the Coast Guard is leading discussions to develop rules for managing ship traffic when these large vessels call on the port. “As we experience more of these and as we get a better handle on what the turnaround time will be for these vessels, I think that we’re getting fairly close to coming up with some practices that the port community accepts,” says David White, vice president of the Virginia Maritime Association.
Yet coordination can go only so far. The morning the OOCL Malaysia was scheduled to come in, two ships were adjusting their schedules to accommodate for channel restrictions, Cofer says.
Closing down a portion of the channel is not unusual. Many other ports on the East Coast face similar schedule restrictions.
The situation also isnt’ completely unusual locally. The Hampton Roads channels are busy. Not only do they handle container ships, but grain, coal, bulk and breakbulk, and Naval ships. For security purposes, channels close down when aircraft carriers move in and out of the port.
With ocean carriers deploying more big ships to the East Coast, the Port of Virginia could face bottlenecks. “It’d be like somebody saying, ‘Let’s shut down Interstate 95 and just do one way,’” says Cofer.
Deeper and wider channels To prevent bottlenecks, the maritime community is trying to accelerate a project to deepen the Elizabeth River channel to 55 feet and widen Thimble Shoal from 1,000 to 1,400 feet.
The Port of Virginia and the U.S. Army Corps of Engineers are funding a study to re-evaluate the economics and engineering of dredging the river. The Hampton Roads channel received congressional approval to dredge to 55 feet in 1986, but the new study is required for the project to move forward.
The study’s final review is expected to be ready by the summer of 2018, but the port and the corps plan to begin the engineering and design phase of the project before then. They were expected to reach a “tentatively selected” plan by Aug. 25 after this story went to press.
The design process would run concurrently to the corps’ final review on recommendations for the correct water depth and channel widths needed. “We are aware that we may have to pivot along the way in some areas, which is to be expected,” says Joe Harris, spokesman for the Port of Virginia.
The engineering and design phase is expected to take 12 to 18 months to complete and construction could begin as soon as the second quarter of 2019, says Harris. Construction would take another three to five years.
One challenge could be the cost of the project. The dredging and widening is estimated to cost $300 million to $400 million. Responsibility for funding such projects typically is split between the state and the federal government.
The port says that, while it understands that federal resources are limited, funding from Washington is appropriate because the dredging project would have benefits for businesses inside and outside Virginia. “The investment would drive growth and productivity in various industries as they would be able to import/export their products, components and raw materials quicker; and consumers would benefit from an increasingly efficient logistics and supply chain,” says Harris.
Moye of the Virginia Maritime Association, says the state should be willing to put up funds if federal money isn’t approved. “It needs to happen regardless of what the feds tell us they are able to do at the time the project is ready to get started,” says Moye. “We need to be prepared to find and secure that funding without any further delays, and that may be looking to the state.”
So far, the ULCVs coming to the Port of Virginia have been loaded relatively lightly, says Cofer, which means they haven’t come close to the channel’s 50-foot depth yet. But that situation is likely to change, says Cofer. Massive ships are likely to arrive more fully loaded as ocean carriers adjust to new service lines and slot-sharing agreements.
The rise of bigger ships
The world’s shipping lines saw a major change in April when the number of alliances involving different companies was reduced from four to three. The alliances allow the ocean carriers to put containers on each other’s ships.
The Ocean Alliance, which includes ocean carriers CMA CGM, Evergreen, OOCL and Cosco Shipping, started a new service line that is deploying ULCVs to the East Coast in May.
The main impetus behind bigger ships was the widening of the Panama Canal, says Bill Ralph, a maritime consultant with R.K. Johns and Associates in New Jersey. “With the expansion of the Panama Canal, that’s kind of equalized the opportunity for the carriers to get their ships the most efficient, cost-effective way to the East Coast,” says Ralph.
The locks of the Panama Canal previously could handle only ships that were about 5,000 TEUs in size. Following an $5.4 billion expansion completed last year, the canal now can handle ships as large as 14,000 TEUs. “The Panama Canal business [in terms of larger ship size] is coming faster than we thought it would,” Ralph says.
He says that last year’s bankruptcy by the South Korea-based ocean carrier Hanjin Shipping raised a red flag for the industry, pushing carriers to find ways to rein in their costs. Hanjin, Ralph points out, represented about 8 percent of the volume of its ocean carrier alliance. “When you look at someone who had 8 percent of the trade go bankrupt, the other carriers were forced to make dramatic changes,” he says.
Compared with 4,500-TEU ships, the ULCVs visiting the port today can generate a 25 percent cost saving for carriers, he says.
Another pivotal event occurred earlier this year when the Bayonne Bridge leading into the Port of New York and New Jersey was raised. That bridge previously blocked large ships from reaching the East Coast’s busiest port.
The ocean carrier alliances have not made any public changes to their rotations since the bridge was raised, but experts believe the development will drive more cargo and ships to other East Coast ports. Ships typically visit multiple East Coast ports, so opening the largest container port on the coast could attract more of these ships.
The amount of cargo brought in will depend in part on each port’s ability to manage the large amount of cargo coming off these vessels all at once, says Ralph. “It will really be a function of how terminals operate their facilities because there will be a lot more containers offloaded at once,” says Ralph.
On the land side, the Port of Virginia, which handled a record 2.76 million TEUs of cargo last year, is growing capacity of its two largest container terminals 40 percent, with projects totaling $670 million. “We know the cargo loads on these vessels are going to increase, and we are already planning to ensure that we have the appropriate processes, cargo conveyance equipment, communications network and labor force in place to maintain our efficiency for when that moment arrives,” says Harris.
While the level of cargo has increased, the number of ships calling on the port is falling because of the deployment of larger vessels. “If you look at the size of ships being built, as older ships are replaced, soon we’re only going to have big ones left,” says Cofer.
The state-owned port authority is handling a record number of cargo containers. Officials, however, also see an opportunity to move more cargo that doesn’t fit into the standard 20-foot or 40-foot-long shipping containers.
This type of kind of cargo includes: ceiling-high steel tanks for breweries such as Stone Brewing in Richmond and Ballast Point in Botetourt County; steel construction coils weighing 3,000 to 4,000 tons each; and solar panels and wind turbines for energy projects.
Most of these items— including breakbulk and ro-ro (roll-on, roll off) cargo — now are handled at the state’s Newport News Marine Terminal, with some shipped through the Portsmouth and Richmond marine terminals. The Newport News terminal has the space needed to stage and move huge pieces of equipment.
The port says this type of cargo gives it a chance to diversify its portfolio while boosting existing revenue streams. “We’re increasing our resiliency as an enterprise,” says David Harriss, the Port of Virginia’s director of breakbulk and ro-ro sales. “We’re creating more jobs because this kind of stuff is labor intensive — not just [jobs] inside the fence but outside the fence as well because the warehousing and trucking communities have to grow with it.”
Chesapeake-based Atlantic Core Building Products saved about $150,000 bringing 168 galvanized steel coils — the largest weighing 46,000 pounds — from Europe through Newport News terminal. The coils are used for steel studs and track in commercial buildings. “Breakbulk offered an alternative to trucking from domestic mills or other ports,” Ryan Smith, president of the Atlantic Core Building Products, says in an email. “Our costs were about three to four times less.”
The port has found that handling breakbulk cargo also can help its other businesses. When General Electric was working on Dominion Energy’s Greensville County Power Station outside Emporia, the company used the equivalent of eight ships to bring in equipment to build the plant.
In addition to the massive equipment like pressure drums, heat recovery steam generators and a steam turbine generator, the power station project also created plenty of containerized cargo. “When a company or an engineering procurement company has a project, one of the things they value is that all their cargo is moving to one spot,” says Harriss. “They feel like they have greater command and control over things.” It also could help save money on the inland transportation.
Breakbulk commodities also may help develop the port’s warehousing business. While container business makes headlines, Virginia maritime executives say breakbulk cargo already represents an important part of shipping in the Hampton Roads region.
Lambert’s Point, for example, is a Norfolk Southern-owned breakbulk facility in Norfolk that has been operating since 1920. The railroad purchased the facility in the 1980s.
The terminal features 1.2 million square feet of storage space and rail that reaches its dock. “We handle some of your traditional cargoes, such as crude rubber, paper, and some steel products,” says Corine Barbour, general superintendent at Lambert’s Point. The terminal also exports locomotives that are made in the U.S.
In addition to handling breakbulk, Lambert’s Point is one of the world’s largest coal-handling terminals. Coal is considered a bulk commodity.
In addition, Portsmouth-based Crofton Industries has recently purchased several heavy-lift cranes for breakbulk cargo, including one capable of lifting 600 tons, that can be used at terminals in the region. “These breakbulk assets keep your port viable,” says Art Moye, executive vice president of the Virginia Maritime Association. “Many of these commodities are very labor intensive, which obviously is important for the health of our labor force and the programs that support them. It’s very high revenue freight.”
The port hired Harriss two years ago to help grow its breakbulk business. Harriss previously led the breakbulk, tanker and ro-ro business at Maersk Line Ltd., where he worked under John Reinhart, now the executive director and CEO of the Port of Virginia.
The port has made organizational and pricing changes while expanding the expertise of operations managers. “One of the challenges is developing and keeping a workforce that’s familiar with this type of cargo,” says Harriss. “We have a lot of people who know a lot of things about containers. We have a much smaller cadre of experts that understand breakbulk. But we’re getting there.”
The port’s strategic plan includes doubling its breakbulk business in four years. The port currently handles about 600,000 revenue tons a year, a shipping measurement for breakbulk freight that reflects either a cubic meter or a metric ton.
Because of the nature of large projects involving breakbulk cargo, volume from the business often reflects the spikes like an electrocardiogram, says Harriss. That is why the port is looking to grow its handling of commodities as well as finding logistics solutions for major construction projects.
Currently, executives say breakbulk volume is down in Hampton Roads and throughout the country, but business is likely to pick up in the future. Harriss sees big opportunities as trade increases in response to demand from a growing middle class around the world. “There’s some growth for us that might be achieved through just grabbing market share from competitors like Baltimore or Charleston, but I think we have our sights set on more [untapped market] opportunities as the middle class around the world grows.”
Definitions Bulk: Commodities that are transported unpackaged in large quantities, including grain and coal. Breakbulk: General cargo that does not fit into standard containers or cargo bins. Examples include construction equipment, manufacturing materials and ship propellers. Ro-ro (roll-on/roll-off): Vessels designed to carry wheeled cargo, such as cars and trucks.
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