Vol.42 No.1 JUL‑SEP 2013

V O L U M E 4 2 Ballast water solution . Iron ore pricing . Scrubber technology . Shipboard recycling J U L Y – S E P T E M B E R 2 0 1 3 N U M B E R 1 GREAT LAKER Interlake Steamship b www.greatlakes-seawayreview.com Phone: 440-260-6900 .. 800-327-3855 FAX: 440-260-6945 Email: boconnor@interlake-steamship.com Website: www.interlakesteamship.com Anchored in the tradition of men and ships with names like Mather, Coulby, Dalton, Sherwin, and Hoyt, The Interlake Steamship Company has been a recognized leader in Great Lakes transportation for one hundred years. Harry Coulby, who combined several fleets into Interlake Steamship in 1913, was followed by other forward-thinking men who built new ships, modernized the fleet, and carried on the tradition of superior customer service. Over the years, Interlake Steamship has celebrated milestones such as the .. MV James R. Barker – the first 1000-foot ship built entirely on the Great Lakes in 1976; .. MV Paul R. Tregurtha – the longest Great Lakes vessel built (as William J. DeLancey) in 1981; .. Streamlined Inspection Program – implemented as a prototype aboard one ship in 1996, SIP is now a fleetwide standard; .. Tug/barge DorothyAnn-Pathfinder – self-unloading barge converted from the idle ship J. L. Mauthe in 1998 paired with Z-drive tug Dorothy Ann built in 1999; .. Certification to ISO standards – first US-flag Great Lakes fleet certified to the ISO 9002 standard in 2000; .. Diesel engine repowering – three steamships and one motor vessel have received new highly-automated, environmentallyfriendly diesel power plants between 2006 and 2012. Interlake’s commitment to providing safe, reliable, responsive and environmentally responsible customer service now extends into the next 100 years. 100 Years Committed to Excellence Delivering a Tradition of Service The Interlake Steamship Company 7300 Engle Road Middleburg Heights, Ohio 44130 GREAT LAKES/SEAWAY REVIEW July-September, 2013 1 The international transportation magazine of Midcontinent North America Fednav tests ballast treatment approaches aboard Federal Venture. Page 7. Iron ore market remains unpredictable. Page 27. CSL celebrates 100 years while bringing back vintage vessel names. Page 62. www.greatlakes-seawayreview.com Great Lakes/Seaway Review 221 Water Street, Boyne City, Michigan 49712 USA (800) 491-1760 FAX: (866) 906-3392 harbor@harborhouse.com Between issues of Great Lakes/Seaway Review, stay current with our free weekly news service, Digital Dateline, at www.greatlakes-seawayreview.com/digdateline/ A R T I C L E S 100th Anniversary CONTINUING TO EVOLVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 CSL welcomes newest vessels while celebrating 100 years in business. Maritime Heritage DIVING INTO HISTORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Maritime archaeologists map the Adriatic’s final resting place. Meet the Fleet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 Laker Library . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 On The Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Ballast Water Management THE FEDNAV SOLUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 A potential freshwater ballast water solution from within the Great Lakes/St. Lawrence Seaway system. Commodities GROWTH POTENTIAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Investment in transportation infrastructure needed to expand agricultural exports. Interview A BALANCING ACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Corps General discusses funding vs. needs for Great Lakes region. Commodities MARKET INSTABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Iron ore’s volatile passage into the 21st Century. Emissions STEPPING UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Details on the exhaust gas cleaning system being used on Algoma’s new Equinox Class vessels. Environment PERCEPTION vs. REALITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Separating the Great Lakes from Chicago Area Waterway System requires information beyond media reports. QUESTIONING eDNA RESULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Federal study finds the technology unreliable for tracking Asian carp. Commodities GROWING INTEREST IN BIOMASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Market opportunities being explored as North America notes Europe’s demand for biofuel. Training & Recruitment MAKING THE GRADE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Regional maritime academies adapt to new international standards. Environment SHIPBOARD RECYCLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Camilla Desgagnes is the first vessel to receive certification for recycling. GREAT LAKER J U LY- S E P T E M B E R 2 0 1 3 D E P A R T M E N T S Dateline: Great Lakes/St. Lawrence Seaway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 The Administrator’s Outlook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Guest Editorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Business and Editorial Office 221 Water Street Boyne City, Michigan 49712 USA (800) 491-1760 FAX: (866) 906-3392 harbor@harborhouse.com www.greatlakes-seawayreview.com www.greatlaker.com EDITORIAL AND BUSINESS STAFF Jacques LesStrang Publisher Emeritus Michelle Cortright Publisher Janenne Irene Pung Editor Cris Shankleton Creative Director Lisa Liebgott Production Manager Tina Felton Business Manager Amanda Korthase Circulation Manager ADVERTISING DEPARTMENT Kathy Booth Account Manager Rex Cassidy Account Manager James Fish Director of Sales Patricia A. Rumpler Account Manager Ellen Trimper Account Manager William W. Wellman Senior Account Manager EDITORIAL ADVISORY BOARD John D. Baker, President, Great Lakes District Council, International Longshoremen’s Association; Mark Barker, President, The Interlake Steamship Company; Noel L. Bassett, Vice President-Operations, American Steamship Company; Dale Bergeron, Maritime Transportation Specialist and Educator, Minnesota Sea Grant; David Bolduc, Executive Director, Green Marine; Stephen Brooks, President, Chamber of Marine Commerce; Joe Cappel, Director of Cargo Development, Toledo-Lucas County Port Authority; Steven A. Fisher, Executive Director, American Great Lakes Ports Association; Anthony G. Ianello, Executive Director, Illinois International Port District; Peter Kakela, Ph.D., Professor, Department of Community, Agriculture, Recreation and Resource Studies, Michigan State University; Robert Lewis-Manning, President, Canadian Shipowners Association; Mark Pathy, President & Co-CEO, Fednav Limited; John Vickerman, Founding Principal, Vickerman & Associates, LLC; Mike Wallace, Member of Parliament, Burlington, Ontario; James H.I. Weakley, President, Lake Carriers’ Association; Greg Wight, President & CEO, Algoma Central Corporation. SUBSCRIPTIONS – (800) 491-1760 or www.greatlakes-seawayreview.com www.greatlaker.com Published quarterly. One year $32.00; two years $53.00; three years $75.00. Foreign: One year $47.00; two years $68.00; three years $100.00. One year digital edition $20. Payable in U.S. funds. Back issues available for $7.50. Article reprints are also available. Reprints and scans produced by others not authorized. ISSN 0037-0487 SRDS Classifications: 84, 115C, 148 Great Lakes/Seaway Review and Great Laker are published quarterly in March, June, September and December. Postmaster: Send address changes to Great Lakes/ Seaway Review, Great Laker, 221 Water Street, Boyne City, Michigan 49712 USA. © 2013 Harbor House Publishers, Inc., Boyne City, Michigan. All rights reserved. No article or portion of same may be reproduced without written permission of publisher. Great Lakes/Seaway Review Cover: Algona Equinox is sailing in the system. Photo courtesy of Algoma Central. Great Laker Cover: CSL’s Baie St. Paul passes through the Panama Canal during delivery. Photo courtesy of CSL. THE INTERNATIONAL TRANSPORTATION MAGAZINE O F M I D C O N T I N E N T N O R T H A M E R I C A VOLUME 42 JULY-SEPTEMBER 2013 NUMBER 1 Groupe Ocean 2 Fmax F X . . t t Axe = Fdt = Fmax t . . 1 2 ( . (Hyp. : variation force) . t ) t t G R E A T L A K E S / S T . L A W R E N C E S E A W A Y GREAT LAKES/SEAWAY REVIEW July-September, 2013 3 Walter John McCarthy, Jr. passes The namesake for Great Lakes self-unloader, Walter J. McCarthy, Jr., died July 24 at the age of 88. Walter McCarthy was honored with the renaming of the 1,000-footer shortly after retiring as CEO for DTE Energy, formerly Detroit Edison, in 1990. A native New Yorker, born April 20, 1925, McCarthy was a pioneer in the nuclear energy industry. He spent much of his childhood riding on the former Dykeman Street Ferry, which his father owned and operated. He earned a degree in engineering from Cornell University in 1949 and was selected to serve on the Enrico Fermi Breeder Reactor Project, a group of utilities exploring the potential of nuclear energy. He spearheaded the development of the nation’s first operational nuclear power plant, Fermi 1 in Monroe, Michigan, which began operations in 1963. Over the next 37 years, McCarthy held various management positions at DTE, culminating in his tenure as CEO from 1981- 1990. He enjoyed a ride on the Walter J. McCarthy, Jr. every summer. The ship is now owned by American Steamship Company. . Cat Island restoration nears completion The U.S. Environmental Protection Agency, the U.S. Army Corps of Engineers, the U.S. Fish and Wildlife Service, the State of Wisconsin and Brown County are wrapping up work on the foundation for the Cat Island chain restoration project in Lower Green Bay. “This foundation will serve as a barrier to shield wetlands that protect water quality in Green Bay and provide important habitat for wildlife,” said Susan Hedman, EPA Region 5 Administrator and Great Lakes National Program Manager. When completed, the $20 million project will restore three barrier islands and protect 1,400 acres surrounding Duck Creek, a Green Bay tributary. Dredge materials are being used to build the foundation for the islands. . Duluth Seaway Port Authority awarded $10 million grant With a $10 million TIGER grant from the U.S. Department of Transportation, the Duluth Seaway Port Authority embarks on a major adaptive reuse and redevelopment project on Garfield Pier (Dock C&D) to re-establish the dock’s structural integrity and to connect the 28-acre site to existing road access and rail infrastructure. The new platform will expand the port’s general cargo handling capacity. The project will offer strategic support to serve expansions in multiple core industries in the years ahead from the region’s nonferrous, iron mining and steel industries to the pulp and papermaking sectors, while further incentivizing new entrepreneurial investment. “We’re rehabbing the platform of what was once a grain elevator—setting the table, so to speak, for future growth and development. Once complete, the port will have a new, competitive platform from which to address future business opportunities as they present themselves,” said Adolph Ojard, Port Authority Executive Director. This project represents a major undertaking for the Duluth port. The total price tag is $16 million. In addition to the $10 million in federal funding awarded, nearly $3 million will be covered by the Minnesota Port Development Assistance Program, with the balance committed by the port authority. Project highlights include: • Dock reconstruction (replacing corroded sheet piling and deteriorated wooden dock walls) • Resurfacing the property • Renovating a roll-on/rolloff dock • Dredging adjacent waters for ship berths • Installing road and rail infrastructure links • Making safety and security enhancements Bids on the project will be requested this fall, with construction scheduled for spring. . Betty Sutton sworn in as Seaway Administrator U.S. Transportation Secretary Anthony Foxx administered the oath of office August 19 to former U.S. Congresswoman Betty Sutton, who becomes the 10th Administrator of the U.S. Department of Transportation’s Saint Lawrence Seaway Development Corporation (SLSDC). “We are pleased to welcome Betty Sutton to the Department as the new Administrator of the Saint Lawrence Seaway Development Corporation,” said SLSDC Deputy Administrator Craig H. Middlebrook. “She brings a wealth of experience from her years of service at the city, county, state and federal levels of government. She is well versed in the issues of maritime commerce and will be an innovative leader of the SLSDC.” Administrator Sutton represented Ohio’s 13th Congressional District in the U.S. House of Representatives from 2007- 2012. Among her Congressional accomplishments, she spearheaded the successful “Cash for Clunkers” program that created or saved more than 60,000 auto industry jobs. Sutton was a member of the Energy and Commerce Committee and cochair of the Congressional Jobs Task Force. From 2001-2006, she worked as an Attorney at Faulkner, Muskovitz & Phillips LLP. Sutton was a Representative in the Ohio State House of Representatives from 1993-2000. From 1991-1993, she was a member and then Vice President of the Summit County Council. Sutton served as a member of the Barberton City Council from 1990-1991. She received a B.A. from Kent State University and a J.D. from the University of Akron School of Law. To read Betty Sutton’s column, please turn to page 17 for The Administrator’s Outlook. . Betty Sutton DATELINE Port Calcite purchases crane An employee for the Port Calcite Collaborative uses its new Manitowoc 16000, a 440- ton crawler crane, to lower the Sacre Bleu during its recent rebuild at the port. The vessel, owned by Shepler’s Mackinac Island Ferry, has been rechristened and returned to operation. The crane was purchased to load steel-fabricated components onto barges for delivery to customers in the mining and energy sectors from the Lake Huron port. Adonis D A T E L I N E ed and compliant with the policy. “This award shows that the EPA recognizes and appreciates the successful, necessary and productive partnerships that are continuing to develop between the maritime industry and the EPA,” said Dale Bergeron, Maritime Transportation Specialist and Extension Educator with Minnesota Sea Grant and an active participant in the collaborative. “We are very fortunate to have Craig’s thoughtful participation, sensitive communication skills and effective representation.” Middlebrook has also earned the Presidential Rank Award for Distinguished Service by President Barack Obama and Silver and Gold medals within the Department of Transportation. . Major milestone achieved in development of Maher Melford Container Terminal The District of Guysborough finalized the sale of waterfront acreage at Melford September 16 and transferred it to Melford International Terminal Inc. The Government of Nova Scotia has confirmed the sale and conveyance of the property. Melford International Terminal Inc. (MITI) and its partners will construct a new, state-of-the-art container terminal, intermodal rail facility and a logistics park on the property. Located on the great circle route, Maher Melford will be the closest east-coast port to Europe and Asia via the Suez Canal. With no air or water draft restrictions, icefree and navigational depth exceeding 90 feet (60 feet at the berth), the terminal will be capable of handling the world’s largest container ships. The terminal and intermodal rail facility will be located on a 14,000-acre industrial reserve on the Strait of Canso, Nova Scotia. Similar to Maher Prince Rupert, the terminal is designed as a high-volume intermodal container transfer facility, with on-deck access to the CN Rail network. “This land transaction supports efforts to make Nova Scotia more globally competitive by strengthening its presence as a North American gateway,” said Deputy Minister of Natural Resources Duff Montgomerie. “On behalf of Melford International Terminal Inc. and our partners, I want to thank the Council of the Municipality of the District of Guysborough and their residents for doing the heavy lifting to ensure that these properties were secured and I also want to thank the province for their cooperation in working with MITI on the purchase of the appropriate properties from the Melford Industrial Reserve,” said Paul Martin, President of MITI. . Middlebrook receives EPA award Craig Middlebrook, Deputy Administrator of the Saint Lawrence Seaway Development Corporation, was awarded the U.S. Environmental Protection Agency’s (EPA) Partner of Office of Water Award for 2012. According to the EPA, Middlebrook assisted in ballast water regulatory efforts, spearheading the formation of the Great Lakes Ballast Water Collaborative to facilitate communication and information sharing between industry, state and federal regulators. Scientists specializing in invasive species also attend the meetings. He played a pivotal role in developing and implementing programs to protect the Great Lakes, helping to develop system requirements mandating saltwater flushing. He leveraged resources with Canadian partners and the U.S. Coast Guard to ensure all vessels entering the Great Lakes are inspect- 4 www.greatlakes-seawayreview.com Craig Middlebrook Bring your ships and shore together in one integrated system A Complete Maritime Human Resource System: For more information, visit our website: www.adonis.no Tailor-made for the Great Lakes x Full US Payroll with built-in ta a Requirements .. Documents sc Crew Management .. Crew Pla Crew Portal with Ti and social security .. All AMO, SIU a canning .. Mail Merge .. Web Recruitm anning .. Course Planning .. Competen me & Attendance U and USW ment Portal nce Matrix and www payroll information System interfaces .. E-mail int calculations and reporting .. C w.terface .. Automatic ship-shore replic Check printing .. Direct Deposit interfa ation of crew and aces .. Accounting Port of Duluth-Superior REGIONAL CALENDAR GREAT LAKES/SEAWAY REVIEW July-September, 2013 5 REGIONAL CALENDAR D A T E L I N E New legislation on deck to replace Harbor Maintenance Tax U.S. Senators Patty Murray and Maria Cantwell have prepared legislation impacting the Harbor Maintenance Trust Fund. The senators are addressing the shortfall in appropriations with legislation to create a more equitable playing field for American ports, called the Maritime Goods Movement Act for the 21st Century: The act would: • Repeal the Harbor Maintenance Tax and replace it with the Maritime Goods Movement User Fee, the proceeds of which would be fully available to Congress to provide for port operation and maintenance. This would double the amount of funds available for American ports. • Ensure shippers cannot avoid the Maritime Goods Movement User Fee by using ports in Canada and Mexico. • Set aside a portion of the user fee for low-use, remote and subsistence harbors that are at a competitive disadvantage for federal funding. • Create a competitive grant program using a percentage of the collected user fees to improve the U.S. intermodal transportation system so imported goods and goods for export can more efficiently reach their intended destinations. • Pay for expanded infrastructure investments by closing loopholes that allow the largest oil and gas companies in America to receive billions of dollars in taxpayer subsidies every year, even though they enjoy profits in excess of $100 billion annually. The act has received strong support from large and small ports and key stakeholders. A formal introduction is expected soon.. SEPTEMBER 26-27 Ballast Water Management Technology Conference North America Trump International Beach Resort Miami, Florida www.informaglobalevents.com/event/ ballast-water-management-technologyconference- usa/booking/form/2485 OCTOBER 2-4 33rd WISTA International Conference Fairmont Queen Elizabeth Hotel Montreal, Quebec www.wistacan.net/registration.html 9-10 2013 Indiana Logistics Summit Indiana Convention Center Indianapolis, Indiana www.indianalogistics.com/summit/registration/ 13-17 American Association of Port Authorities Annual Convention JW Marriott Grande Lakes Hotel Orlando, Florida aapa.getregistered.net/registration 22 Quebec Marine Day Quebec National Assembly Quebec City, Quebec www.st-laurent.org 22-24 Fleet Optimization Conference Sheraton Stamford Hotel Stamford, Connecticut www.shippinginsight.com/ event-registration/ NOVEMBER 6-8 SNAME 2013 Annual Meeting & Expo & Ship Production Symposium Hyatt Regency Bellevue Bellevue, Washington Alana Anderson, (201) 499-5066 alana@sname.org, www.sname.org 13-14 9th Annual HWY H2O Conference Toronto Marriott Airport Hotel Toronto, Ontario www.hwyh2o-conferences.com/ The freighters that ply the Great Lakes stay as busy as delivery trucks on the road. But, shuttling shuttle through PORT of DULUTH-SUPERIOR Crews know the and their customers like backyard neighbors. Most lakers average 45 roundtrips a year. And on each leg, performance counts. No tips. No time for sightseeing. Just a well-deserved salute. 218.727.8525 | www.duluthport.com BUSIER THAN YOUR DELIVERY MAN P izza RT PO limestone, cement and s carriers like these shuttl But, instead of shuttl f D r d salt across the Lakes, most t e tens of thousands of tons of i ing pepperoni-topped crusts a e routes like the backs of their h SUPE hrough the… s iron ore, coal, s across town, r hands ERIOR w tip e laker cus 218.727. t ps. n counts rs yea stomers neighb 8525 . ar. ors. SLSMC The Discounts Just Got DEEPER with the Service Incentive Program! If you Qualify as New Business on the Seaway you can save up to 20% on tolls. Carriers who also qualify as a New Service on the Seaway could save up to an additional 20% for a 40% total savings on tolls! These add to the savings of shipping via the Great Lakes St. Lawrence Seaway System. Visit our website for details or call Market Development at 905-641-1932 x5438 www.hwyh20.com/tollincentives.html SAVE UP TO 40% Departure BWE Final Sampling Destination TRIP 1 Port Alfred, Canada to Sao Luis, Brazil B A L L A S T W A T E R M A N A G E M E N T GREAT LAKES/SEAWAY REVIEW July-September, 2013 7 GEORGES ROBICHON Special Counsel Fednav Limited HUGH MacISAAC Professor and Director, NSERC Canadian Aquatic Invasive Species Network II Great Lakes Institute for Environmental Research University of Windsor In 2000, Georges Robichon was given a copy of Michigan State Senator Ken Sikkema’s ballast water bill and was asked by his company, Fednav Limited, to “deal with it.” The bill, among other things, required the sterilization of ballast water onboard ocean-going ships transiting Michigan waters. His first reaction to the bill: “It was not only absurd but unconstitutional— not a surprising position for a lawyer.” So began the company’s long-term commitment to dealing with aquatic invasive species (AIS)/ballast water issues. There have been a myriad of U.S. and Canadian federal, state, provincial and international convention, legislative and regulatory initiatives and environmentalist challenges facing international shipping in the Great Lakes/St. Lawrence Seaway system. From Senator Sikkema’s ballast water bill to today, with lawsuits (initiated and defended), numerous appearances before legislative committees and regulatory agencies and lobbying, reason has finally prevailed among all but one of the Great Lakes states and U.S. and Canadian federal authorities. The problem posed by the introduction of AIS in the ballast water of ocean-going vessels trading in the system is now generally seen as well on its way to being successfully addressed. Retained from Fednav’s initial exposure to Michigan’s legislation were three conditions Senator Sikkema insisted be demonstrated in order for his committee to adopt a version of his bill acceptable to our industry (which is what happened in 2001): attitude, commitment and timeframe. Fednav has satisfied these three conditions and is rightly viewed among federal, state and provincial Great Lakes regulators, environmentalists and politicians as a leader in international shipping’s efforts to lessen its environmental footprint. Attitude. Fednav has led the way in: • Introducing and installing new ballast water treatment (BWT) concepts and onboard treatment systems for testing in its Seaway-size bulk carriers (Copper Ion Generator and the first two components of the OceanSaver BWT System) • Court challenges of unrealistic Great Lakes state ballast water regulations • Cooperating with the scientific and academic communities in making the ballast tanks in our ships available to test for AIS A potential freshwater ballast water solution from within the Great Lakes/St. Lawrence Seaway system The Fednav solution A map of the route taken by the Federal Venture during recent tests for a ballast water management solution. The Great Lakes Group • Forging alliances with other oceangoing shipping companies in the Great Lakes to work with state and federal authorities to help craft credible, realistic and effective regulatory solutions to address the AIS/ballast water problem. From the outset, Fednav has recognized the AIS problem and the industry’s interest and role in helping to address the problem. It has exhibited that attitude consistently and openly in presentations made to federal and state House and Senate committees, in the lawsuits launched and defended, in public pronouncements over the last 13 years and in opposing simplistic, politically motivated and unrealistic “solutions.” Fednav has never sought to deflect responsibility by pointing fingers at other vectors or other sectors of the shipping industry. Commitment. Fednav has also demonstrated its commitment to finding solutions to the AIS/ballast water problem. It has been involved in acquiring, installing and allowing the independent testing of promising ballast water treatment systems (BWTS) and in collaborating with the scientific and academic communities in Canada and the U.S. in allowing unfettered access to its vessels’ ballast tanks to examine and ultimately confirm the efficacy of ballast water exchange/ saltwater flushing in significantly reducing the threat of new introductions of AIS in the Great Lakes. When it became evident that ballast water exchange was an effective deterrent to the introduction and spread of AIS, the shipping industry committed to it in late 2007. First it requested a “regulatory” process from the U.S. Coast Guard. When the Coast Guard’s process was found to be too cumbersome and lengthy, the two Seaway corporations were approached to turn our custom of conducting BWE in the 8 www.greatlakes-seawayreview.com B A L L A S T W A T E R M A N A G E M E N T Bleach is injected into ballast water as a source of chlorine. Ballast water exchange is now generally accepted as successfully addressing the problem of introduction of AIS in the Great Lakes from ocean-going vessels with success up to 98 percent. Andrie, Inc. ballast tanks of our vessels destined for the Great Lakes into the adoption of regulations requiring that every ocean-going vessel seeking to enter the system have each and every ballast tank authoritatively tested by U.S. and Canadian federal authorities to ensure a salinity level of at least 30ppt before the vessel could proceed through the Seaway. Those regulations took effect at the opening of the 2008 season and have remained in force without interruption since that time. The report of the Great Lakes Seaway Ballast Water Working Group (comprising the two Seaway Corporations, Transport Canada and the Coast Guard) released in February, 2013 confirms 100 percent compliance with this regulation. Ballast water exchange is now generally accepted as successfully addressing the problem of introduction of AIS in the Great Lakes from ocean-going vessels with success up to 98 percent. Good but not good enough. Once more Fednav challenged us to bridge the gap and work with the scientific and academic communities to find an effective, ready and commercially reasonable solution to address the last plus or minus 2 percent. This challenge is what brought us to Dr. Hugh MacIsaac, a Professor and Director of the Canadian Aquatic Invasive Species Program at the University of Windsor. Rather than adhere to the International Maritime Organization (IMO) Ballast Water Convention’s emphasis on developing ballast water treatments that replace Ballast Water Exchange, why not retain BWE and supplement its proven effectiveness with the addition of a known and commonly accepted biocide. In other words, enhance what nature already accomplishes. Timing. IMO’s Marine Environment Protection Committee has recommended to the IMO Assembly that ships constructed before the 2004 IMO Ballast Water Convention comes into effect need not comply with the D-2 Standard until “their first renewal survey following that date,” which is unlikely to be well received by the environmental community in the Great Lakes. Questions remain, such as: • Will the Coast Guard, U.S. Environmental Protection Agency (EPA) and Great Lakes states follow suit by modifying the entry into force dates for the installation of BWTS? • What will Canada, which has adopted the IMO Ballast Water Convention, choose to do? • After the industry has expended so much time and effort to encourage the U.S. GREAT LAKES/SEAWAY REVIEW July-September, 2013 9 B A L L A S T W A T E R M A N A G E M E N T The Great Lakes premiere marine transportation company offering: • Asphalt & fuel oil transportation • Vessel & fleet management • Project management • Ice breaking • Ship assistance • General towing Stan Andrie President 231.332.9227 Mike Caliendo Vice-President—Transportation 231.332.9243 P.O. Box 1548 Muskegon, MI 49443 Fax 231.726.6747 www.andrie.com Senior scientist Dr. Esteban Paolucci measures environmental data at the forepeak of the Federal Venture. Chamber of Marine Commerce and Great Lakes states to harmonize treatment system installation dates and treatment standards with those of Canada and the world, do we risk, once more, facing inconsistent requirements as to timing for the installation of BWTS in the Great Lakes? Some environmentalists and politicians claim it’s taken too long to find solutions, the industry has been too slow to act, it appears content to challenge state and federal ballast water initiatives rather than address the problem over the last 13 years. This is simply not true. Much has been done that is really effective—not only perceived to be effective—and the fact that no new AIS have been discovered in the Great Lakes since 2006 is positive proof. Fednav has held firm to its position that its vessels transiting the Great Lakes have to await Coast Guard type approval of BWTS before systems can be installed in its vessels. (The U.S. Coast Guard Rule establishing ballast water treatment standards was only finalized in March, 2012, followed by the U.S. EPA’s VGP2 in April, 2013.) To date, not a single BWTS has received Coast Guard approval. Without questioning the relevance of the IMO BWTS type approval process, for Fednav, indeed presumably any shipowner whose vessels intend to transit U.S. waters, Coast Guard Type Approval of onboard BWTS is a prerequisite to using those systems. Testing. A BWTS has been conceived by Fednav to address the last plus or minus 2 percent needing to be addressed regarding AIS introductions. Dr. MacIsaac and a team from the University of Windsor/Great Lakes Institute for Environmental Research and the Canadian Aquatic Invasive Species Network have undertaken to design, operate and test the system aboard a Fednav vessel trading on a dedicated run from a freshwater 10 www.greatlakes-seawayreview.com B A L L A S T W A T E R M A N A G E M E N T Much has been done that is really effective—not only perceived to be effective—and the fact that no new AIS have been discovered in the Great Lakes since 2006 is positive proof. The final sample of macroplankton is processed by Marco Hernandez. Control Chlorine BWE BWE + Chlorine VIEW OF BALLAST TANKS THROUGHTOUT THE TESTING. Four treatment approaches were used. FORE AFT FORE AFT B A L L A S T W A T E R M A N A G E M E N T GREAT LAKES/SEAWAY REVIEW July-September, 2013 11 port in Canada to a saltwater port with a long enough deep-sea leg in ballast conducive to conduct the proper testing. All tanks were filled with freshwater in Quebec before the Federal Venture traveled to Sao Luis or Belem, Brazil. The team undertook a study to determine if there were added benefits to conducting ballast water exchange plus treatment, a hybrid approach, rather than just treating with chlorine or BWE alone, testing tanks using four different approaches: • Control with no intervention • Mid-ocean ballast water exchange • Chlorination • Ballast water exchange plus chlorination The various combinations of treatments were simultaneously tested aboard the Federal Venture, a bulker with 12 ballast tanks, two ballast pumps and five cargo holds. While control ballast tanks received no treatments, others were treated with chlorine, were flushed with saltwater mid-ocean or received the hybrid treatment of ballast water exchange and chlorination. The process involved five experimental trials from the early spring of 2012 through the winter of 2013. Samples were taken from the ship’s tanks at different times: initial tests, mid-transit tests and final tests to assess the abundance of live and dead organisms such as bacteria, zooplankton and phytoplankton. Treated tanks were chlorinated (at either 20 or 10 ppm) when ballast was loaded, while treatments with both ballast water exchange and chlorination, the hybrid treatment, were chlorinated when ballast was initially loaded and again when exchange occurred. The team measured physical and chemical properties of the ballast water, as well as biological measures included in the IMO D-2 regulations for viable organisms. The results show: • The hybrid treatment provided synergistic benefits beyond either chlorination or ballast water exchange alone for bacterial indicators (Enterococcus or Escherechia coli). • Zooplankton abundances were below IMO D-2 prescribed levels in both chlorination and hybrid treatments. • Mean phytoplankton concentration was lower in the hybrid treatment than in chlorine-only treatment, although both were below the prescribed IMO D-2 levels. • The hybrid treatment always had mean abundances equal to or lower than those of all other treatments for all indicator organisms. • Ballast water exchange alone sometimes yielded higher abundances of bacteria or zooplankton than untreated control tanks. • No consistent difference was observed for trials conducted at 20 and 10ppm initial chlorine. Residual chlorine and trihalomethane levels were usually, but not always, below permissible EPA drinking water levels. • The hybrid treatment appeared to provide better protection against species invasions than any other treatment analyzed and should be explored further. Fednav has patented the Hybrid BWT system. Because Fednav is not in the business of developing, manufacturing and marketing BWTS, it is hoping to generate interest among credible firms to facilitate appropriate IMO/U.S. Coast Guard (Alternate Management System)/Transport Canada approvals and to help develop and commercialize the concept. Now more than ever, with the timing for the installation of type approved systems expected to be relaxed under the IMO BW Convention, the Hybrid BWT System may be an appealing and effective measure to treat ballast water in ocean-going ships destined for freshwater bodies like the Great Lakes. . Length . . . .176.37 m Width . . . . . . .29.5 m Depth . . . . . . .14.9 m Ballast pumps . . . . .2 Ballast tanks . . . . .12 Cargo holds . . . . . . .5 FEDERAL VENTURE STATS Port of Cleveland Full service, fast, access, high quality and low cost. The Port of Cleveland is the only choice. Businesses around the world rely on the Port of Cleveland. You too, can give your business a lift with the Port of Cleveland’s maritime services including: • 9 berths and 6,500 linear feet of dock space maintained at full Seaway depth of 27 ft. • Heavy-lift crane capacity of 150 short tons. • More than 350,000 square feet of warehouse space and one million square feet of open storage. • Connections to all major interstates and direct access to two major railroads (CSX and Norfolk Southern). The Port of Cleveland… More Than a Working Waterfront 1100 West 9th Street Suite 300 Cleveland, Ohio 44113 216.241.8004 phone 216.241.8016 fax www.portofcleveland.com C O M M O D I T I E S GREAT LAKES/SEAWAY REVIEW July-September, 2013 13 Growth potential Investment in transportation infrastructure needed to expand agricultural exports JIM BYRUM President Michigan Agri-Business Association Agriculture as an industry is growing rapidly to meet increased consumer demands for food and agricultural commodities. This growth is largely possible due to changes in science, technology and climate that drive higher crop yields per acre and the expansion of farming further north. While this is good news for agriculture, higher yields bring additional challenges. Making sure the industry has the necessary infrastructure to bring products to markets and the tools and common-sense regulations to allow farmers to boost exports and find new markets will be critical in the coming years. New technology and scientific advancements are driving growth in the industry in a variety of ways. Improved shorter-season crop varieties, better crop nutrition materials and strategies, targeted pest management, more crops planted per acre and new technology allows farmers to grow more with fewer inputs, which is contributing to this trend. Climate change is one of the major factors in the future of agricultural production. Michigan has experienced clear increases in average temperatures, extreme weather and above average variations in both summer and winter precipitation. Crop yields are highly sensitive to changes in temperature, carbon dioxide (CO2), water availability and the frequency and intensity of extreme weather. Toledo Lucas County Port Authority The Port of Toledo C O M M O D I T I E S 14 www.greatlakes-seawayreview.com The coupling of new seed varieties, especially shorter-season crop varieties, with warming temperatures and longer growing seasons is making farming in Northern Michigan a lucrative opportunity for expansion. This shift opens the possibility of farming further north in areas previously untapped by agriculture. As a result, crops typically planted in more southern areas of the state—where 80 percent of Michigan farms have been located—will now be planted farther north, including corn and soybeans. Expected volumes. One effect of farming further north is a likely explosion in output. In 1970, the average corn yield in Michigan was just 81 bushels per acre, harvested from 1.73 million production acres. By 2025, it is predicted that the average corn yield will reach 250 bushels per acre. Soybeans could top 65 bushels per acre by 2025, more than double the 27 bushels per acre of 1970. Dealing with this increased volume of agricultural products will require investments in transportation infrastructure, including rail, roads, bridges and shipping to allow agriculture to transport and export goods and reach new markets. Up to 30 percent of Michigan’s annual grain production is transported by rail and that will likely increase with the projected growth in production. Rail is a reliable and cost-effective way of transporting bulk products and inputs, such as fertilizer, especially when compared to trucks. However, in Michigan, between the 1970s and the 1990s, hundreds of miles of Michigan railroads were abandoned and sold for scrap, resulting in dead-ends throughout the state. The railroad infrastructure, including the rails themselves and the railroad bridges, need to be upgraded to handle the 286,000-pound cars to which Class One railroads are transitioning. Roads and bridges are another place where upgrades and maintenance are necessary to support a growing agriculture industry. It’s not just about highways. The county roads connecting rural areas to markets are critically important. Michigan’s overall road and highway infrastructure investments have been largely focused on urban areas for the past several decades. With the majority of rural roads still being used beyond their projected life span and carrying more and heavier traffic, the damage and deterioration are profound. Bridges are in the same predicament. In some cases, even empty trucks cannot use some of these rural bridges, many built in the 1930s and 1940s. With no other option than to detour around aging and crumbling Dealing with this increased volume of agricultural products will require investments in transportation infrastructure, including rail, roads, bridges and shipping to allow agriculture to transport and export goods and reach new markets. ……………………………… …………………………………………………………………………………………………………………………………… ………………………………………………………………………………………………………………………………………. …………………………………………………………………………………………………………………………………….. ………………………………………………………………………………………………………………………. ………………………………………………………………………………………………………………………. ………………………………………………………………………………………………………………………….. ……………………………………………………………………………. ………………………………………………………………………….. ………………………………………………………… …………………………………………………. ………………………………………………………… …………………………………………………………………. ………………………………………………………….. ……………….. …………………. West Michigan Port Operators C O M M O D I T I E S GREAT LAKES/SEAWAY REVIEW July-September, 2013 15 bridges, drivers are forced to add miles to their trips, which means higher costs for producers and consumers. Waterborne commerce. Water transportation is also a big part of the puzzle in Michigan. Good water transportation options are critical to opening up possibilities for expanded agricultural exports from the state, both nationally and internationally. In Michigan, four major issues are holding back the water transportation industry: the lack of regular dredging necessary for several ports, the most restrictive ballast water discharge legislation of any state or province on the Great Lakes, Coast Guard regulations limiting barge traffic on the Great Lakes and the age and availability of vessels and barges operating on the Lakes. These issues limit export and growth possibilities for all industries in Michigan, including agriculture. Michigan’s ballast water rules are particularly troubling because they effectively make it impossible for any exports to leave Michigan’s ports. Surrounding states and provinces have weaker regulations than Michigan and many have no regulations at all. In order to do business in Michigan, ships have to install special equipment to treat ballast water before it is discharged. Shipowners realize it is not profitable to install that equipment for just one state. As a result, they bypass Michigan and take their business to other ports. While Michigan has more ports than any other state, according to the Michigan Department of Agriculture and Rural Development (MDARD) there have been no outbound agricultural shipments by water and limited inbound freight in recent years. Fixing these infrastructure shortcomings will be the key to unlocking the economic growth potential available in agriculture and boosting export opportunities to other states and countries. According to MDARD, Michigan currently exports nearly one-third of everything grown in the state. The top five international destinations for the agriculture products are Canada, Mexico, Japan, Korea and China. With world populations expected to reach 9.1 billion by 2050, there is certainly more room to grow to meet new demand. Michigan is uniquely positioned to take advantage of this situation. The state is one of the most agriculturally diverse in the nation. It produces more than 200 different commodities while being surrounded by water, which means there are vast opportunities for shipping. Michigan agriculture is ready to rise to the challenge of feeding a skyrocketing world population. Making sure there is strong transportation infrastructure in place will be one of the deciding factors in how much of that growth possibility can be realized. . Good water transportation options are critical to opening up possibilities for expanded agricultural exports from the state, both nationally and internationally. The largest port on the coast of West Michigan Providing your Lake Michigan bulk storage needs 75 years of cargo and material handling experience (231) 722-6691 westmichiganportoperators.org • e-mail inquiries to info@wmpo.com Internationally Accessible Marine Freight Corridors FERRYSBURG | HOLLAND | MUSKEGON Ports of Indiana T H E A D M I N I S T R A T O R ’ S O U T L O O K BETTY SUTTON Administrator Saint Lawrence Seaway Development Corporation GREAT LAKES/SEAWAY REVIEW July-September, 2013 17 friendly mode of transportation. I’m honored to serve as the new Seaway Administrator for many reasons. Coming from Ohio, I know first-hand the importance of the Great Lakes/St. Lawrence Seaway system to our national transportation system and to the economic vitality of the United States and Canada. The value of the system to the public is worth bragging about. Seaway programs positively impact 227,000 U.S. and Canadian jobs, $34 billion in transportation-related business revenue, $14 billion in personal income and $5 billion in federal, state, provincial and local taxes each year. The Seaway makes a vital economic impact and I want to help that effort. The Seaway is a model of international partnership and proves that two countries can work harmoniously to operate and maintain a complex international waterway in a safe, efficient and seamless manner. Big things are happening in the system. The Seaway entities and its users are engaged in an unprecedented period of infrastructure reinvestment, which includes the rehabilitation of the U.S. and Canadian lock and channel infrastructure and the construction of dozens of new Seawaysized vessels. Existing vessels on the Great Lakes are being repowered and retrofitted in unprecedented numbers and ports are upgrading their infrastructures. The size and scope of these public and private infrastructure investments are enormous and will have significant positive impacts for decades to come. The future holds exciting new challenges and possibilities for the Seaway. The Great Lakes region is at the epicenter of a radically changing energy landscape and the Seaway will play a key role in the transportation decisions accompanying these transformative changes. The commercial navigation sector already plays a central role in supporting the development of the Midwest’s energy resources—both traditional and renewable— and it will continue to do so in the near and long term. I believe in public service and the SLSDC Administrator position offers a unique opportunity to make a real and long-lasting difference in the lives of the many individuals who depend on the Great Lakes/St. Lawrence Seaway system. I hope to increase the utilization of the Seaway, to spur economic development and to broaden the general understanding of the economic importance of the system. As I make the rounds through the locks, the ports and the system, I hope to have the opportunity to meet many of you. I ask for your continued support of our shared efforts and hope I can count on your assistance as we address the challenges and capitalize on the opportunities confronting the binational waterway. Together we can accomplish a great deal. . As the newly installed Administrator of the U.S. Saint Lawrence Seaway Development Corporation (SLSDC), this is my first opportunity to reach a large audience of the maritime industry and Seaway system stakeholders who are regular readers of the Great Lakes/Seaway Review. As a native of the Great Lakes region, I grew up with an appreciation for the water and the significance of the Great Lakes to commerce and to people’s daily lives. So I was honored when President Obama chose me to take the helm of the SLSDC. U.S. Transportation Secretary Anthony Foxx made it ‘official’ when he administered the oath of office to me on August 13. I received a warm welcome from the Department of Transportation (DOT), telling those who attended my swearing-in ceremony how thrilled I was to be joining the DOT team. Under former Secretary Ray LaHood’s leadership, the DOT achieved a great deal, particularly in livability and sustainabilityin- transportation initiatives. To that end, I was proud to have sponsored the “Cash for Clunkers” program that removed nearly 700,000 gas-guzzling older cars from the roads and replaced them with newer, cleaner and more efficient models—an effort that helped both the environment and the auto industry. That effort, by the way, also had a positive impact on the Seaway—by increasing the demand for steel needed to make new cars. Now with Secretary Foxx leading the way, the department is at the forefront of other innovative approaches to our nation’s transportation challenges. With safety as the department’s top priority, I will work to improve the Seaway’s already impressive record of safety and efficiency. While we have a mission to keep the Seaway operating safely and efficiently, we also have a responsibility to do that in an environmentally sound way. It is important that we continue to promote marine commerce as an efficient, environmentally- The Seaway is a model of international partnership and proves that two countries can work harmoniously to operate and maintain a complex international waterway in a safe, efficient and seamless manner. LOOKING AHEAD New Seaway Administrator appreciates system’s value Great Lakes Fleet Since 1901, Great Lakes Fleet has efficiently carried more than a billion tons of dry bulk cargoes along our nation’s fourth seacoast, between U.S. and Canadian ports extending from the Midwest prairie and throughout the Great Lakes. Our record for service has been achieved by continuously upgrading vessels, exploring new opportunities for service, being responsive to customers and building long-term relationships with satisfied customers. We’d like you to be our next satisfied customer! CONTACT: Gregg A. Ruhl, Director of Sales, Marketing & Traffi c Great Lakes Fleet 218.723.2406 FAX: 218.723.2455 If there were a well-beaten path across the Great Lakes, it would be ours. I N T E R V I E W GREAT LAKES/SEAWAY REVIEW July-September, 2013 19 Great Lakes/Seaway Review: Since taking command of the Corps’ Great Lakes and Ohio River Division, what is your impression of the Great Lakes/St. Lawrence Seaway shipping industry? Burcham: Actually, I’m a product of the Great Lakes. I was born in Detroit. My dad is from Canada and my mom’s family is from Lansing and all over Michigan. We worked for GM [General Motors], so I grew up in Dayton, Ohio and went to high school in Milwaukee. It’s been interesting to learn more about where I grew up. As a kid, I probably didn’t have a great appreciation for the Lakes as a water resource and their economic importance. Interestingly enough, I have seven districts under me, with three of them being oriented on the Great Lakes. I probably spend 70 percent of my time on Great Lakes issues. The complexity of the issues and the passion of the people who are dependent of the Great Lakes stand out to me. Great Lakes/Seaway Review: Seeing the region as a professional, what is your approach to supporting the economic importance of the Lakes? Burcham: A few things stand out in terms of the economic wellbeing and importance of the Great Lakes: shipping commodities, the dependence of the region on recreation and water supply and making sure it’s clean and safe for the people depending on that water supply. Because of the different needs and the large volume of people who depend on the Great Lakes, it is important to try to balance the needs, which is the Corps of Engineers’ mission. That’s why we engage with stakeholders as much as we do. We need a clear understanding of what’s important to them and why it’s important to get that balance. We have to stay oriented on being two nations and balancing the needs with the other nation as well. Great Lakes/Seaway Review: What do you believe is the Corps’ primary objective in serving stakeholders of this regional shipping industry? Burcham: We have many different missions and purposes that we serve. They are all important. In terms of commercial shipping, which is clearly very important, our desire and our mission is to continuously improve the reliability and the resiliency of our critical infrastructure— the Soo Locks, dredging the harbors and maintenance of the breakwaters, which helps us maintain those harbors. I’m reminded that anything you do toward navigation is going to have some kind of impact on the environment and, without a doubt, the environment is very important A balancing act Corps General discusses funding vs. needs for Great Lakes region Brig. Gen. Margaret Burcham took command of the Great Lakes and Ohio River Division of the U.S. Army Corps of Engineers September 19, 2011. The division has seven engineer districts with over 4,800 people operating in 17 states. It is charged with directing federal water resource development in the Great Lakes and Ohio River basins with infrastructure valued at more than $80 billion. With an annual operating and construction budget exceeding $2 billion, missions include planning, construction and operations of navigation structures and flood damage reduction, hydropower, environmental restoration, water conservation, recreation and disaster assistance. Burcham also serves on the International Joint Commission. Great Lakes/Seaway Review Editor Janenne Irene Pung discussed regional issues with Burcham during a recent interview. Brig. Gen. Margaret Burcham I N T E R V I E W 20 www.greatlakes-seawayreview.com to the Great Lakes stakeholders. We are not shippers, so we work hand in hand with the shipping industry and those who support shipping to ensure we’re prioritizing what we do to best meet the needs of the industry. The industry has been good partners with us. Personally, I’ve had some neat experiences meeting them, getting out on the ships and seeing what it’s like from their perspective. They are accommodating in getting information to us. Great Lakes/Seaway Review: Is there anything the shipping industry can do to better assist you in your mission? Burcham: I encourage stakeholders to continue to work with their Congressional representatives to ensure they know the importance of the industry’s needs. Last August, when middle Mississippi was having trouble with low water levels, they made their voices heard and everyone acted— from the President on down. They got the attention they needed. I know some industry representatives have been engaged with their Congressional representatives, but I want to encourage them to continue on in that vein. My main role is one of providing engineering expertise and advice and then executing what our elected representatives have decided. I have to limit my role to that, so we have to depend on others to do what you might call lobbying. I often see, in all matters, where several different stakeholders take different angles to a solution and that can often be divisive. You see the benefit if folks collaborate together. A single voice tends to be louder, where different voices tend to drown each other out. This is important to remember as we look forward to what will probably be declining resources. As stress goes up, the rhetoric gets harsher and it needs to be the opposite. It needs to be more collaborative. Great Lakes/Seaway Review: Please explain how operations and maintenance is handled for each region you represent: the Great Lakes and the Ohio River systems? We have to stay oriented on being two nations and balancing the needs with the other nation as well. Committee leaders introduced bipartisan water resources reform legislation September 11 that is expected to change the way the U.S. Army Corps of Engineers is funded. H.R. 3080, the Water Resources Reform and Development Act of 2013 (WRRDA), will cut federal red tape and bureaucracy, streamline the infrastructure project delivery process, promote fiscal responsibility and strengthen water transportation networks, according to House Transportation and Infrastructure Committee Chairman Bill Shuster (R-PA). The bill was introduced by Shuster, Committee Ranking Member Nick J. Rahall, II (D-WV), Water Resources and Environment Subcommittee Chairman Bob Gibbs (R-OH) and Subcommittee Ranking Member Tim Bishop (D-NY). Through WRRDA, Congress authorizes the U.S. Army Corps of Engineers to carry out its missions to develop, maintain and support the nation’s port and waterways infrastructure needs, as well as flood protection and environmental restoration. Although Congress should pass such legislation every two years, no bill has been signed into law since 2007. “WRRDA 2013 is the most policy and reform focused legislation of its kind in the last two decades,” Shuster said. “This is not a regional issue. It’s a national priority. A strong, effective water transportation network is essential to keeping pace with other nations that are improving their own infrastructure networks and gaining ground in an increasingly competitive global marketplace.” “This bill is about jobs,” Rahall said. “It boosts our ports, strengthens our maritime economy and allows commodities to move more efficiently, saving time and money. When we invest in these corridors of commerce we are investing in a more competitive nation and enabling our water transportation network to support increased economic opportunity.” “This bill changes the way the Corps of Engineers does business,” said Gibbs. “We have been literally studying infrastructure projects to death. While it once took the Corps three to five years to complete a study, it has become normal for this process to take 10 to 15 years. WRRDA cuts the red tape, streamlines reviews and accelerates the lengthy process, saving us precious time and money and allowing infrastructure improvements to move forward.” “Investments in America’s water infrastructure creates jobs and lays the foundation for sustained economic growth in a global economy,” said Bishop. “This bipartisan legislation is an important first step in addressing the challenges facing our nation’s harbor and inland waterway infrastructure and I will continue to work with my colleagues to enhance the levels of investment we make to support American competitiveness.” One element of the bills allows for the increase of funding provided from the Harbor Maintenance Trust Fund, from 65 percent allocation in 2014 to 80 percent in 2020. Other highlights include: • Setting hard deadlines on the time and cost of studies • Consolidating or eliminating duplicative or unnecessary studies and requires concurrent reviews • Streamlining environmental reviews • Deauthorizing $12 billion of old, inactive projects that were authorized prior to WRDA 2007 • Fully offsetting new authorizations with deauthorizations • Sunseting new authorizations to prevent future project backlogs • Reducing the inventory of properties that are not needed for the missions of the Corps • Establishing a new, transparent process for future bills to review and prioritize water resources development activities with Congressional oversight • Maximizing the ability of non-federal interests to contribute their own funds to move authorized studies and projects forward • Expanding the ability of non-federal interests to contribute funds to expedite the evaluation and processing of permits • Establishi

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