WATERWAYS OVERVIEWbrownwateruniversity.org/1_Waterway_Overview.pdf · Barge and Towing Industry...
Transcript of WATERWAYS OVERVIEWbrownwateruniversity.org/1_Waterway_Overview.pdf · Barge and Towing Industry...
Waterways Overview
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WATERWAYS OVERVIEW
I n l a n d R i v e r s a n d G u l f C o a s t – 2 0 1 3
Section 1
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Topics
1.1 U.S. Coast Guard Organizational Overview
1.2 U.S. Coast Guard / Industry – Then and Now
1.3 U.S. Inland Waterways System – Knowledge
1.4 U.S. Inland Waterways System – Geography
Section 1
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Waterways Overview
1.1 U.S. Coast Guard Organizational Overview
1.1 U.S. Coast Guard Organizational Overview
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MSU Lake Charles
Station Lake Charles
Station Sabine ANT Sabine
USCGC HERON
MSU Texas City SFO Galveston Station Galveston
ANT Galveston USCGC CLAMP
USCGC HATCHET USCGC MANOWAR USCGC SKIPJACK
Station Freeport USCGC MANTA
Sector Houston-Galveston Area of Responsibility
1.1 U.S. Coast Guard Organizational Overview
Sector Houston-Galveston
Station Houston
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The Big Three
Safety
Lone Star Harbor Safety Committee (LSHSC)
Course flows from NAVOP’s
Security
Area Maritime Security Committee (AMSC)
Issues such as TWIC and Security Plans
Stewardship
Central Texas Coastal Area Committee (CTCAC)
Spill response and environmental issues
1.1 U.S. Coast Guard Organizational Overview
MSU Texas City
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Deputy Sector Commander
MSU Port Arthur
1.1 U.S. Coast Guard Organizational Overview
Organization – Sector
Sector Commander Air Station Houston
SFO Galveston
MSU Lake Charles
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Planning
Response Prevention
Command Center Logistics
1.1 U.S. Coast Guard Organizational Overview
Organization – Houston
Deputy Sector Commander
Vessel Traffic Service
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Domestic Port State
Control
1.1 U.S. Coast Guard Organizational Overview
Organization – Houston (Prevention)
Investigations
Prevention
Inspections
Casualty Investigators
Facilities Inspections
Waterways Management/ATON
Regional Exam Center
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Construction Tenders
Aids to Navigation
Teams
1.1 U.S. Coast Guard Organizational Overview
Organization – Houston (Waterways Management)
Waterways Management
Lone Star Harbor Safety
Committee
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Stations Patrol Boats
1.1 U.S. Coast Guard Organizational Overview
Response
Incident Management Enforcement
Organization – Houston (Response)
Pollution Response and Investigation
Search and Rescue
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Organization – Houston (Watch)
Manned 24 hours a day
Linked to VTS watch
Duty Officer (SAR and LE)
Situation Controller (COTP, OCMI Issues)
Radio Watch (Communications)
Command Center
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A Day in the Life of the Houston-Galveston Sector
35 Aids to Navigation Discrepancies
20 Vessel Inspections
3 Lives Saved/Assisted
2 Law Enforcement Violations
1 Security Boarding
3 Marine Investigations
3 Pollution Responses
4 Facility Inspections
350 Total Tow Movements
96 Vessel Arrivals
22 Merchant Mariner Credentials Issued
1.1 U.S. Coast Guard Organizational Overview
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All Threats All Hazards Always Ready
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1.2 U.S. Coast Guard / Inland Towing Industry – Then and Now
1.2 U.S. Coast Guard / Industry – Then and Now
When did the Coast Guard Really Get Involved?
Actual regulatory oversight into the operation of tugs and towboats is a relatively recent endeavor for the Coast Guard
1900: 46 US Code 405 stated, “The Hull and boiler of every tugboat, towboat and ferry shall be inspected”. (Boilers had a tendency to Explode: Hence the Steamboat Inspection Service)
Courts later ruled (1913) the US Code did not apply to diesel Tugs/towboats. After that ruling not many Steam Powered Tugs were built. Diesels were State of the Art and operators of diesel tugs used this “modernization” as leverage against regulation.
By WWII, nearly all Tugs/Towboats were diesel.
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Regulation of the Towing Industry
Regulation of safe operations and manning levels of Towing Vessels has been attempted several times before in U.S. history:
1920’s: 2 Bills made it to the House of Representatives. Both defeated
1931: Representative La Guardia (NY) started H.R. 337….Failed. (Fishing Vessels)
Again in 1936, 1951 (Tug SACHEM explosion) and 1965….All Failed in part
Unions (MEBA, MM& P) were always in favor
Opposition was from Operators, Dredges, Fishing Industry, Yacht Owners.
Depts of Commerce and Treasury said “the CG could not support the regulatory burden”
In 1965 there was some movement. AWO finally supported the Licensing of Pilots.
Note: Casualty data supported collisions NOT engineering failures as the root cause of accidents
Now the new opposition came from the Oil and Gas Industry and Senator Huey Long (LA)
OSV’s were omitted in the eventual Pilothouse Licensing Act of 1973 and Congress gave additional Billets to the Coast Guard for the new initiative.
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Uninspected does not mean Unregulated
1970: 46 CFR Chapter I, Subchapter “C” set forth minimum requirements for Towing Vessels
Prior to 1970 safety meant “one man=one lifejacket”
One fire extinguisher per deck
Navigation Lights could be “seen” by an approaching vessel
1973: Licensing of Pilots
1970’s: Physicals for Licensed Mariners during Licensing
1987: Drug Testing of Licensed Mariners
1990: Criminal background checks of Mariners
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Oil and chemical pollutants were routinely spilled into waterways
Accidents routinely went unreported and uninvestigated unless extreme circumstances existed
Multiple injuries involving the public (Titanic…)
Disruption to communities (Texas City Explosion)
No clear laws existed regarding the Coast Guard’s jurisdiction over issues beyond checking for lifejackets and fire extinguishers
What about Marine Casualties and oil spills prior to the 1970’s?
1.2 U.S. Coast Guard / Industry – Then and Now
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Ports and Waterways Safety Act and The Federal Water Pollution Control Act of 1972
1970’s was an era of sweeping environmental regulation
Ports and Waterways Safety Act of 1972 (Creation of the COTP)
EPA created 1970
Federal Water Pollution Control Act of 1972
Results: Coast Guard given new missions
Accident Investigations and Analysis standards
Environmental Safety
Safeguarding Waterways
1.2 U.S. Coast Guard / Industry – Then and Now
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The Coast Guard and Safety 1970s and 1980s
Vessel Traffic Systems instituted in major traffic and incident areas
The Coast Guard and Industry both recognized the need for better standards
More attention paid to the requirements for navigational devices, lights, whistles, bells, and time required for advancement
Pollution incidents still significant
1.2 U.S. Coast Guard / Industry – Then and Now
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The Coast Guard and Safety The Oil Pollution Act of 1990-OPA 90
March 24, 1989, the EXXON VALDEZ grounded in Prince William Sound, spilling ~500,000 barrels of crude
With passage of the Oil Pollution Act of 1990 (OPA 90):
Vessels, crews, and owners held to higher standards of conduct
Stiffer penalties and criminal charges faced those who would operate in a negligent manner
Specific dates were written into law, requiring double-hull vessels to replace the fleet of aging, single-skins
1.2 U.S. Coast Guard / Industry – Then and Now
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The Coast Guard and Safety September 22, 1993
On September 22, 1993, a tow boat lost in the fog laid against a railroad trestle crossing Big Bayou Canot, in Mobile. “Pilot testified he was looking to catch a tree.”
The impact was enough to move the train tracks 6 inches out of alignment…minutes before the arrival of the Sunset Ltd Passenger Train.
47 dead 103 Injured
1.2 U.S. Coast Guard / Industry – Then and Now
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The Coast Guard and Safety September 22, 1993
As a result, Congress ordered:
More stringent requirements for training
Inland vessels to carry additional navigational and safety equipment
Rules to govern Piloting were strengthened:
Formalized the advancement process
Instituted more training (Charts and Radar)
Compelled additional time requirements and experience before obtaining a license
Required simulations and a show of practical ability
1.2 U.S. Coast Guard / Industry – Then and Now
Questions?
Conclusions:
Accidents continue to occur that drive the creation of new regulations
Regardless of the law, it takes commitment and partnership to ensure the continued safety of maritime commerce.
Commander Gary Messmer
713-671-5100
x5186
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1.3 U.S. Inland Waterways System – Knowledge
1.3 U.S. Inland Waterways System – Knowledge
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The Inland Waterways System serves 38 of the continental United States
Corps of Engineers maintains:
Over 12,000 miles of Waterways
Approximately 240 locks
The United States Inland Waterways System
1.3 U.S. Inland Waterways System – Knowledge
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U.S. Inland Waterways System History
Began as series of canals dug to move commerce from eastern states to inland states
At turn of 19th century:
Lock and dam system not established on major rivers
GIWW not yet constructed
Significant commerce conducted along Gulf Coast through interconnected bayous, lakes, and rivers
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Primary Waterways in U.S. Inland Waterways System
Mississippi, Upper Mississippi, Ohio rivers, and the GIWW
Major tributaries
Illinois, Missouri, Allegheny, Monongahela, Kanawha, Cumberland, Tennessee, Arkansas, Red, Ouachita rivers, Tenn-Tomm Waterway, Atchafalaya River, Black Warrior Tombigbee
East and West Coast Systems:
Columbia River System on west coast
Atlantic ICW, Delaware River System, and New York Harbor on the east coast
The United States Inland Waterways System
1.3 U.S. Inland Waterways System – Knowledge
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1.4 U.S. Inland Waterways System – Geography
1.4 U.S. Inland Waterways System – Geography
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United States Ports and Navigable Waterways
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Importance of the Waterways to the Population
Look at the population distribution
Overlay Waterways system on population map
Most major population centers across the country located on or near major Waterways or coastal ports
1.4 U.S. Inland Waterways System – Geography
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Simple Conclusion
The Inland Waterways System has a significant importance to the population:
Attracts industries with no way of transporting products other than by water
Provides the catalyst for establishing other modes of transportation in those areas
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Who Uses the Inland Waterways System? What do They Ship?
Typical shippers using Inland Waterways System and GIWW:
Petroleum and chemical refineries
Steel, aluminum, and scrap producers
Coal-mining operations
Agricultural interests
Typical cargos are:
Bulk commodities
Some demand to move container cargo by barge
1.4 U.S. Inland Waterways System – Geography
GIWW is 108 years old, spans 1100 miles St. Marks to Brownsville
Barge and Towing Industry Statistics Inland Waterways
(USACE Waterborne Commerce Statistics 2011)
• Towing Industry transports roughly 624 million tons of cargo per year on our inland waterways system - represents 62% of all domestic waterborne commerce nationwide.
• GIWW traffic accounted for 112 million tons. • Estimated value of that cargo is about $45 Billion
• Only the Mississippi and Ohio Rivers accounted for more waterborne cargo traffic
than GIWW.
• On the GIWW, cargo leaders are: Petroleum / Petroleum Products 51% Chemicals 17% Crude Materials 17% Coal 6%
GIWW Cargo – Where’s it go?
GIWW Cargo – Here, too
Chemical Plants
GIWW Areas of Concern
• USACE Dredging Funds for FY 2014 – Need to maintain depth • Advanced maintenance
• Mooring Basins – Additional Buoys – Especially important in TX
• Aged Infrastructure • Brazos River Floodgates • Colorado Locks • IHNC Lock – ALGIERS! • Bayou Sorrel
• Encroachment – Need to maintain width • USACE effort to establish revised, realistic setback policies
• Hurricane Storm Damage Risk Reduction System (HSDRRS) impacts
Canal Concerns
High Island to Brazos Realignment, Bayou Sorrel Replacement, IHNC Replacement , Maintenance Dredging, Brazos Modernization
Coastal Protection and Restoration Challenges to Navigation
HSDRRS Sites
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National Importance
Rail service and roads becoming more congested; approaching maximum capacity:
Lost time and money
Increased environmental damage
Increasing maintenance cost
More and more, looking to Inland Waterways System to stay connected to World Market
1.4 U.S. Inland Waterways System – Geography
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Comparative to Other Countries
No other Waterways systems at present have capacity capabilities similar to U.S.
Rhine River in Central Europe has developed system approaching 80% capacity
Some European Union nations moving to develop the Danube River system (now approximately 15% capacity)
Argentina and China have systems not yet developed to meet capacity
Lack of infrastructure to feed these systems
Highways
Rail
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Environmental Gain
The Inland Waterways System allows for:
Savings in fuel consumption
Reduced greenhouse gas emissions
Less air pollution
Reduced traffic congestion
Fewer accidents on the highways and railroads
Less noise and disruption in cities and towns
1.4 U.S. Inland Waterways System – Geography
Advantages of Inland Waterways Transport:
Easing Rail and Highway Congestion in Our Communities
One loaded
covered hopper
barge carries
58,333 bushels
of wheat, enough
to make almost
2.5 million loaves
of bread.
Units to Carry
1,750 Short Tons of Dry Cargo
1 barge
16 rail cars
70 trucks
Advantages of Inland Waterways Transport:
Easing Rail and Highway Congestion in Our Communities
A loaded tank
barge carries
27,500 barrels of
gasoline, enough
to keep about
2,500 automobiles
running for an
entire year.
Units to Carry
27,500 Barrels of Liquid Cargo
1 barge
46 rail cars
144 trucks
Advantages of Inland Waterways Transport:
One 15-Barge Tow Equals 216 Rail Cars or 1,050 Trucks
One 15-Barge Tow
216 Rail Cars + 6 Locomotives
1,050 Large Semi Tractor-Trailers
Transporting freight
by water is also the most
energy-efficient choice.
Barges can move one ton of
cargo 616 miles per gallon of
fuel. A rail car would move the
same ton of cargo 478 miles,
and a truck only 150 miles.
Advantages of Inland Waterways Transport:
Moving Freight Efficiently Throughout America
Ton-miles Traveled per Gallon of Fuel
616
478
150
Barges have the smallest
carbon footprint among
other transportation
modes.
To move an identical amount of
cargo by rail generates 30%
more carbon dioxide than by
barge, and 1,000% more
emissions by trucks than by
barge.
Advantages of Inland Waterways Transport:
The Greener Way to Move America’s Cargoes
Inland waterways transport moves hazardous materials safely.
Overall, spill rates remain low. Trucks lose 10.41 gallons per one million ton-
miles, rail cars 4.89 gallons and barges 2.59 gallons per one million ton-miles.
Advantages of Inland Waterways Transport:
Safeguarding Our Health and the Environment
Rate of Spills in
Gallons per Million Ton-miles
Spills of
More Than
1,000 Gallons
2.59
10.41
4.89
Inland waterways transport has a low injury record compared to rail or truck.
Advantages of Inland Waterways Transport:
Safeguarding Our Health and the Environment
95.3
1.0
1,609.6
For each injury involving barge
transportation, there are 95.3
injuries related to rail and
1,609.6 truck-related injuries.
Ratio of Injuries in Freight Transportation
Inland waterways transport has a low fatality record compared to rail or truck.
Advantages of Inland Waterways Transport:
Safeguarding Our Health and the Environment
Ratio of Fatalities in Freight Transportation
For each barge transportation
fatality, there are 18.1 fatalities
related to rail and 132 truck-
related fatalities.
1
18.1
132
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Waterways Overview
Coming up next: The Business of Towing