Inland Port
March/April 2010
The Panama Canal A Key to the Future of America’s Inland Waterway System?
Interviews with Policy Makers US Sec. of Transportation Ray LaHood And Iowa Senator Chuck Grassley
IP Editorial Board
INLAND PORT MAGAZINE Jennifer Carpenter American Waterways Operators Sr. Vice President-National Advocacy, AWO www.americanwaterways.com
March/April 2010 Volume II, Number II
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Keith Garrison National Waterways Conference Executive Director, Arkansas Waterways Commission www.waterways.org www.waterways.dina.org
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Inland Port March/April 2010 • Volume II, Issue II
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Strengthening US Government Support of Marine Highways
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The Panama Canal: A Critical Link in Agriculture’s Logistics Chain
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NWC Tackles Water Resource Issues
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US Secretary of Transportation Ray LaHood addressed the recent National Port Summit in San Diego. Wayne McCormick, of America’s Marine Highways, conducted the following interview.
Soy Transportation Coalition Executive Director Mike Steenhoek shares his thoughts on their visit to the Panama Canal.
The National Waterways Conference met in Washington, DC, March 8-10 for its annual Legislative Summit. Keith Garrison, Executive Director of the Arkansas Waterways Commission, filed this report.
Pittsburgh USACE Saves Vital Navigation Dam
By the USACE Pittsburgh District’s Brian H. Greene and Joseph W. Premozic.
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Senator Chuck Grassley Fights the Good Fight
Iowa Senator Chuck Grassley recently received WCI’s 9th Annual Leadership Service Award. The Senator graciously agreed to this exclusive interview with Inland Port Magazine.
20 Modern Infrastructure Critical to Future of US Ports and Waterways When addressing modern inland waterways and port infrastructure, a look back in history is helpful to truly understand and appreciate their origins. By WCI President & CEO Cornel Martin.
30 Industry Notebook 32 Interview with Dennis Wilmsmeyer THE LAST WORD
General Manager, Tri-City Regional Port District, Illinois
28 On The Cover How does the Panama Canal fit into the future of America’s inland port and waterway system? IP looks ahead on p.8.
Inland Port
March/April 2010
The Panama Canal a Key to the Future of america’s Inland Waterway System?
Interviews with Policy Makers US Sec. of Transportation Ray LaHood And Iowa Senator Chuck Grassley
Strengthening US Government Support of Marine Highways
US Secretary of Transportation Ray LaHood addressed the recent National Port Summit in San Diego. Wayne McCormick, of America’s Marine Highways, conducted the following interview.
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problems, addresses several of the Adminobvious benefits of Marine Highways, ort leaders from throughout the istration’s priorities. It can help reduce including energy savings, pollution reducUnited States converged on San congestion on our surface transportation tion, congestion mitigation and safety. I Diego in early February for the US also pointed out how the benefits of Marine corridors, improving the delivery of freight Department of Transportation’s National and passengers. Highways naturally meshed with President Port Summit. The summit was held at the This is good for economic recovery and Obama’s top transportation priorities: San Diego Convention Center and featured jobs. It helps us conserve energy, especially improving transportation safety, investing remarks by Acting Maritime Administraour use of foreign oil, and it can help us for the future, and promoting livable comtor, David T. Matsuda, and a town hallreduce greenhouse gas emissions. This is munities, which he had just testified about style meeting led by Secretary of Transporone of the few programs that can contriba couple of days prior to our meeting. tation Ray LaHood. ute to all these objectives without having a One thing that really grabbed his attenPort of San Diego President and Chief downside. tion was some of the eye-popping statistics Executive Officer, Charles D. Wurster, While the FY 2011 budget proposal I shared with him comparing the safety of welcomed officials at a morning session on using water versus its other modal counter- contains no specific line item funding for Feb. 4 at the San Diego Convention Center, Marine Highways, other funding mechaparts. Although he probably already knew where three panel presentations took nisms can help advance this program. For the safety advantages, he commented that place. Topics included National Freight example, the TIGER Discretionary Grants this information “needed to get out there.” Policy and Planning, Shifting to a More we announced last month included three Secretary LaHood was very gracious Environmentally Sustainable Transportaand accommodating and said I could follow projects that directly support Marine Hightion System, and System Infrastructure Requirements. On Friday, Feb. 5, Secretary LaHood discussed challenges and opportunities in marine transportation in a town hall-style discussion. Later that day, the Port of San Diego hosted a harbor tour to give summit attendees an up-closeand-personal view into the Port of San Diego’s operations. The National Port Summit provided a forum for a comprehensive discussion on the issues facing the nation’s port system. A vital lifeline linking the United States and its territories to other nations, the nation’s system of ports serves as a main link for sustaining and improving the economic prosperity of communities within the The National Port Summit brought together (L-R) Acting Maritime United States. Administrator David Matsuda; Congresswoman Susan Davis; Port leaders are rallying to Orlando Gotay, Senior Maritime Advisor for Maritime Policy, US have the port system recognized Department of Transportation; Port of San Diego President Charles Wurster; and Port of San Diego Board of Port Commissioners as a distinct and vital coastal and Chair Dukie Valderrama. waterway resource that requires protection and preservation at ways, which is discussed below. up after our meeting with a few questions the local, regional and national levels. This We will also continue to leverage the FY about his views on the future of America’s includes developing legislation to protect 2010 funding to support the grant recipiMarine Highways. After a month with just ports, as well as designating funds for vital ents and help them demonstrate success of a few minor obstacles to overcome (Winter port infrastructure and transportation these transportation services. snowstorms, a DOT furlough, etc.), I projects. Gatherings like the National Port In addition, we will work at the national received the following answers. I only bring Summit help further these goals. level to remove impediments to the Marine up the delay because one of the questions Highway, develop and propose incentives, was regarding the TIGER Grants, which INTERVIEW WITH US TRANSPORTATION and conduct research that can help us get were yet to be announced at the time he SECRETARY RAY LAHOOD more sustainable and efficient services in answered the questions. After his speech I had a brief meetplace in the future. ing with Secretary LaHood to specifically The 2011 Budget doesn’t include funding discuss the US Maritime Administration’s Marine Highway services create and for the ‘Marine Highway Program’, how Marine Highway Program. I was also able sustain long term high paying jobs. Did important is the program to this adminto share with him some of the initiatives the Tiger Grants Program include funding istration and what resources will USDOT and progress that the America’s Marine to expand and create Marine Highway give the program? Highway’s advocacy website (www.ameriservices? Expanding the use of our under-utilized casmarinehighways.com) has made since Yes. There were 51 projects funded by the Marine Highways, while not the answer its launch in February 2009. TIGER Grants and seven of them were to all freight and passenger transportation During our meeting we discussed the March/April 2010
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(Above and right) Chair Valderrama welcomes the distinguished attendees to the National Port Summit in San Diego. At the table are Congresswoman Davis, Mayor Sanders, and David Matsuda.
maritime-related. Three projects, totaling about $58.3 million, specifically support Marine Highway projects. This money will buy cranes, improve Marine Highway terminals and road and rail connectors and even purchase a barge. There is another round of TIGER Grants for the current Fiscal Year for $600 million and I hope to see more competitive Marine Highway applications again – they offer benefits that speak directly to the TIGER Grant criteria. 6
Your counterparts in Europe are taking an aggressive approach to boosting marine transport as part of a plan to reduce congestion on land and reduce freight emissions. They also are exploring using alternate fuels such as LNG and fuel cell technologies. This administration has started to emulate the high speed rail investments overseas. Are you in favor of a comparable investment in America’s Marine Highways? There is strong precedent for effective govwww.inlandportmagazine.com
ernmental action in this area. The European Union (EU) is faced with many of the same issues as is the US regarding surface transportation congestion, environmental impacts of transportation systems, and energy conservation. The EU recognizes the benefits of greater reliance on waterborne transportation as an important means of reaching its goals regarding sustainability and competitiveness. It has an active and longstanding policy of promoting short-sea shipping and March/April 2010
(L-R) Port of San Diego President Charles Wurster, Board Chair Dukie Valderrama, Congresswoman Susan Davis, San Diego Mayor Jerry Sanders, and Orlando Gotay.
has invested millions of Euros to that end. As a result, container and barge transport has seen tremendous growth over the last few decades, with annual European traffic crossing the one million TEU (twenty-foot equivalent unit) level by 1991, two million TEU by 1996, and three million TEU by 2000. Estimated barge traffic in 2004 reached four million TEU. Short sea shipping currently represents 40 percent of intra-EU exchanges in terms of tonkilometers. But it should also be noted that there are differences between freight transportation systems of Europe and the United States. Europe’s freight rail system is less efficient than the US system and many of their largest industrial centers are in close proximity to water. Nonetheless, the remarkable growth of short-sea shipping in Europe highlights both the viability and the potentially high payoff of government support to this mode. We are looking closely at the European example as we consider our own policy and funding options. The private sector most always is the innovator and principle investor in new vessels. However, one of the challenges for vessel operators, especially new market entrants, is the high cost of getting their designs for more efficient vessels constructed or to finance innovations in fuel and “green” technologies. What can the federal government do to help stimulate those investments and a shift to greener vessels? Creating demand for water-borne transportation should be the first priority, as it March/April 2010
effectively serves an incentive for vessel owners to build new ships, as well as providing incentives for the ports themselves. With increased demand, capacity will follow. And as we build new ships, they will meet or exceed today’s emissions standards, making them far more environmentally sustainable than our current fleet of older ships. Incentives for cargo owners and surface transportation service providers can be aimed at inducing the redirection of freight and passengers that better utilizes the excess capacity of our Marine Highways. We are looking at potential incentives that do this while we continue traditional programs, like Title XI loan guarantees, to help remove barriers to new vessel acquisition. Additionally, in 2007, Marine Highway vessel owners became eligible to utilize Capital Construction Funds for vessel construction, which also helps make new vessels more affordable. The Energy Independence and Security Act of 2007 also directs the Secretary of Transportation, in consultation with the Environmental Protection Agency, to conduct research on the environmental benefits of Marine Highways, including research on new technology and vessel designs. The goal is to reduce emissions, improve energy efficiency and lower transportation costs. While no specific funding has been provided to conduct this research, the Maritime Administration is incorporating Marine Highways into its overall research and development strategy and will make the most of existing resources and research www.inlandportmagazine.com
relationships to advance this very important component of the Marine Highway Program. IP For more information, visit www. americasmarinehighways.com, a fantastic online resource for the industry. Or you can email Wayne McCormick at wmccormick@americasmarinehighways.com.
The author with acting Maritime Administrator David Matsuda (above) and US Secretary of Transportation Ray LaHood (below).
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The Panama Canal A Critical Link in Agriculture’s Logistics Chain
A tanker ship transiting the Miraflores Locks at the Panama Canal.
The Soy Transportation Coalition recently participated in an expedition to Panama and Brazil to highlight the pivotal role of transportation in the profitability of the soybean industry. STC Executive Director Mike Steenhoek shares his thoughts on their visit to the Panama Canal.
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he Soy Transportation Coalition (STC) is an organization established by eight state soybean boards, the American Soybean Association, and the United Soybean Board. The participating states encompass 63% of total US soybean production. In addition, the National Grain and Feed Association and the National Oilseed Processors Assocation serve as ex-officio members on the Soy Transportation Coalition’s board. The goal of the STC is to promote a cost-effective, reliable, and competitive transportation system for the soybean industry. The STC acted as a co-sponsor of Top Producer magazine’s 2010 Frontier Tour to Panama and Brazil. One of the primary focuses of the trip was to highlight the role of transportation to the profitability of the soybean industry. STC Chairman Dean Campbell (Coulterville, Illinois), Vice-Chairman Dennis Feiken (LaMoure, North Dakota), Secretary-Treasurer Ed Ulch (Solon, Iowa), board member Scott Gauslow (Colfax, North Dakota), and myself were participants on the trip. QUESTIONS AND ANSWERS During our time in Panama, the group visited the canal and met with a group of officials from the Panama Canal Authority to discuss the role of the canal in facilitating agriculture exports and to hear an update on the Panama Canal’s expansion. What follows is a brief sampling of our questions for the officials, and their paraphrased answers. Why is the Panama Canal being expanded? While much investment over the years has been allocated for canal operations and maintenance, the number and size of the
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lock chambers have remained the same since the canal’s opening in 1914. Currently many of the largest ocean vessels exceed the size of the canal locks. To maintain its role as a key artery for global commerce in the future, expansion became necessary.
STC Chairman Dean Campbell at Miraflores Locks, Panama Canal.
How is the Panama Canal being expanded, and when will it be completed? An additional third channel with a new set of locks is being constructed, doubling the size of ships able to transit the canal. The project is scheduled to be completed in 2014. The approximate cost of the expansion project is $5.2 billion. What are the largest ships currently able to transit the canal? A Panamax vessel is the maximum-sized category of ocean vessel able to transit the Panama Canal: 965 ft long × 106 ft width (beam) × 190 ft high. The draft cannot exceed 39.5 ft. This size is primarily determined by the dimensions of the canal’s lock chambers: 1,050 ft long × 110 ft wide × 85 ft deep. Panamax vessels can transport two million bushels of soybeans. How does the Panama Canal expansion project affect US agriculture? Why should farmers care about this initiative? There is broad consensus that the completion of the Panama Canal expansion in 2014 will have a sizable impact on the flow of agricultural products in the United States. What earlier may have flowed to a west coast port may, in the future, gravitate to the Gulf of Mexico ports due to the larger ships the expanded Panama Canal will accommodate. A BRIGHTER FUTURE If US agriculture is facing a significant change to how grain flows in this country, it is important to understand it more thoroughly than we currently do. This change in flow will certainly impact our current infrastructure. Some corridors may be further exhausted. The bottleneck that often occurs at the Panama Canal may simply shift, once the expansion is completed, to US ports or
our interior waterways. On the other hand, the pressure on other corridors may be relaxed. If greater bottlenecks occur at the Gulf ports or in the interior waterway system, it becomes all the more critical for farmers to be engaged in promoting a well-financed, efficient lock and dam and port system in this country. IP Mike Steenhoek is executive director of the Soy Transportation Coalition (STC), an initiative established in 2007 by the United Soybean Board, the American Soybean Association, and eight state soybean boards. The Soy Transportation Coalition exists to promote a cost effective, reliable, and competitive transportation system that serves the agriculture industry. You can read Mike’s journal from the trip at www.soytransportation.org/STC. The United Soybean Board was the lead sponsor of the Frontier Tour (www.unitedsoybean.org/Programs/Frontier_Study_ Tour_Program.aspx).
Panama Canal Facts • 48 miles in length • Over 14,000 (40 per day) ships handled annually • 36.8 million metric tons of US grain transported through Panama Canal in 2009 • 57% of US grain exported from the Gulf of Mexico travels through the Panama Canal. March/April 2010
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NWC Tackles Water Resource Issues
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The National Waterways Conference (NWC), embracing a broadened array of water interests, met in Washington, DC, March 8-10 for its annual Legislative Summit. Keith Garrison, Executive Director of the Arkansas Waterways Commission, filed this report.
(Above) The Honorable Jeff Sessions (US Senator-AL) joins NWC Counsel Bill Satterfield and NWC members to congratulate Satterfield as he receives the title “Counsel Emeritus” for his tireless efforts on behalf of NWC and the water resources industry.
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he annual event, previously known as the Budget Summit because of its coincidence with the Congressional budget process, was renamed this year to, as NWC Chairman of the Board Fred Caver put it, “Shine a light on the broader issues of water resources which affect us all.” Reflecting the expanded scope of NWC’s membership and mission, speakers came from positions in the administration, Congress, the Army Corps of Engineers, industry, state government and the private sector. Congressman John Mica, ranking member of the House Committee on Transportation and Infrastructure, said in his keynote address, “We’ve got to make infrastructure investments and speed them up,” decrying red tape and excessive regulations that add cost and time to needed improvements. He cited the emergency rebuild of the Mississippi River/I-35 bridge at Minneapolis as evidence that major projects can be built expeditiously. “It normally takes at least seven to eight years to undertake an infrastructure project of that magnitude, but the new I-35 bridge was contracted to be designed and completed in 437 days,” he said, adding that by following that pattern in other projects costs could be dramatically lowered. Gary Loew echoed the sentiment: “When we are funded inefficiently, we waste money.” Loew, Chief of the Programs Integration Division, and his boss, Steve Stockton, Director of Civil Works, provided and insider’s look at Corps of Engineers headquarters thinking and process in spending the nation’s civil works budget. Loew seemed to acknowledge stakeholders’ latent frustration by noting that Corps projects are indeed moving forward, citing the rehabilitation of five major locks and dams among the many and diverse civil works projects. But he advocated for an innovative process of evaluating and prioritizing Corps projects in a more holistic way, explaining that often the message heard by Congress is “too much about us” when it should be more about the needs of those served by water infrastructure. He noted that by 2015, if current spending and inflation trends hold, we’ll see a $1 Billion shortfall in civil works funding. Stockton expanded on the theme of effectively communicating the water infrastructure message, calling for “re-thinking how we do it, who we do it for.” He advocated an “integrated, systems approach” to water resource management, noting that “collaboration is a product of necessity” in seeking support for federal water infrastructure funding. Deputy Commanding General for Civil and Emergency Operations, US www.inlandportmagazine.com
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Army Corps of Engineers, Major General William Grisoli, encouraged the group to “tell the story of water infrastructure in toto, not piecemeal… embracing other organizations and looking forward in a more strategic manner.” He noted that in the “big dam era,” water infrastructure was approximately five percent of the President’s budget dwarfing today’s typical fraction of a percent. Grisoli said the single most important action the NWC could take is making known the nation’s water infrastructure needs to the right people. Legislation and acoustic guitars Two former Assistant Secretaries of the Army for Civil Works, John Paul Grisoli said the Woodley, Jr. and Robert K. Dawson, single most enlivened the meeting with humor and important action song before a panel on water resources, “The Path Forward.” Dawson charmed the NWC could take the audience, accompanying himself on is making known guitar as he sang a humorous prelude the nation’s to his spoken remarks. Woodley, now a water infrastructure consultant in private practice, sprinkled needs to the his remarks with humor—revealing that there is life after a career as a presidenright people. tial appointee. In his remarks, Congressman Mica stated that he is “committed to a robust reauthorization” of a new Water Resources and Development Act. “Don’t bet on it soon,” advised Roger Cockrell, professional staff member of the Senate Subcommittee on Energy and Water Development. Noting a drop from last year’s $16.2 billion for the Corps of Engineers, to $5 billion this year in the administration budget, Cockrell predicted that the Corps would again operate on a continuing resolution. Cockrell’s candor revealed the nuances that distinguish Senate budgeting from that of the House, the administration, the Corps and the Office of Management and Budget. He praised the work of the Inland Waterways Trust Fund but described as “challenging” the translation of their work into legislation. Cockrell quipped that there is “no normal way for a bill to become law.” Murphie Barrett, US Chamber of Commerce, asserted that her organization believes that infrastructure is at the core of economic health. She announced development by the Chamber of an index tool to assess economic performance and invited input from NWC members. Consultant Dan Delich updated the group on the levee safety initiative by the Federal Emergency Management Agency. Carolyn Brittin, with the Texas Water Development Board, cited challenges faced by her state as it struggles to provide for future water needs. In her description of federal overrides of Texas water planning, she set the stage for Congressman John Mica’s later remarks advocating the primacy of state and local government in land-use planning. Jason Albritton, an advisor to the Senate Environment and Public Works Committee, said his information indicates that a WRDA bill will be forthcoming as early as this spring. He hinted at “significant changes” for the Corps in Principles and Guidelines, Independent Review, and mitigation requirements. Despite the faltering of Cap and Trade legislation, he included climate change in the list of issues that will reshape the Corps’ civil works activity under the current administration. The conference provided a unique opportunity for participants to gain insight into varied perspectives of players in the water resources arena. First-time attendee James Firestone summed up his impression: “I don’t know where else you could go to find that many excellent speakers with that much inside knowledge in one place. I was very impressed.” IP March/April 2010
(Above) Former Assistant Secretaries of the Army (Civil Works), The Honorable John Paul Woodley, Jr. and the Honorable Robert K. Dawson, with Fred Caver.
(Right) Gary Loew, Chief, Programs Integration Division, Civil Works Directorate, US Army Corps of Engineers.
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(Left) Roger Cockrell, Professional Staff Member, US Senate Committee on Appropriations, Subcommittee on Energy and Water Development.
(Below) NWC 2010 Legislative Summit Keynote Speaker, The Honorable John L Mica, Ranking Member, Committee on Transportation and Infrastructure, US House of Representatives, with NWC Chairman Fred Caver.
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Pittsburgh USACE Saves Vital Navigation Dam By the USACE Pittsburgh District’s Brian H. Greene and Joseph W. Premozic
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hrough the diligence of the Pittsburgh District of the US Army Corps of Engineers, the emergency repairs at Allegheny River Lock and Dam 6 were completed ahead of the 2010 recreation/ navigation season. The project was completed under budget. The emergency work at Allegheny River Lock and Dam 6 was performed using Economic Stimulus (ARRA) funding from last year. Had the work not been undertaken, inland navigation at this facility, located 36.6 river miles above Pittsburgh, Pennsylvania, could have been suspended because of loss of pool. Hydropower generation at the site would have also ceased. The District completed the repairs of the fixed crest navigation dam under difficult winter
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conditions and high water levels. Originally constructed in 1928, Allegheny Dam 6 has held up well for most of its design life and maintains a pool as a key component of the navigation lock and dam structure. It is a concrete gravity, fixedcrest weir that is supported by timber piles driven into the river bottom soils. The dam includes a downstream concrete apron that originally had the lateral support of stonefilled timber cribs, protected by large rock. In 1989, a 9.5 MW hydropower facility was installed by a private developer at the abutment side of the dam. This addition to the project required the developer to submit engineering drawings for approval by the Pittsburgh District and the Federal Energy Regulatory Commission (FERC)
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prior to excavating into the extreme left side of the dam. Excavation was required for the cofferdam construction of the hydropower facility. Scoping OUT the Problem During a divers’ inspection conducted in the summer of 2008, it was discovered that the scour protection at the toe of the dam, adjacent to the power plant, had been washed out resulting in a void beneath the concrete dam and apron that had a depth of up to 18 feet. Where the worst of the scouring occurred, the void was found to extend upstream beneath the dam a distance of 29 feet. Because the dam is only 46 feet wide, this meant that almost twothirds of the dam was undercut.
March/April 2010
Due to the scour that had developed over several years, the original 1928 timber piles (which had been, and should always be, fully embedded in the foundation soils) were unsupported for as much as 18 feet of their lengths. An analysis was conducted to evaluate the impact of this scour on the stability of the dam. It was found that the downstream-most row of timber piles was overstressed (under normal river flow conditions). The analyses indicated that this downstream-most row of piles would likely fail if substantial additional loads were to be imposed on the dam (e.g., resulting from the development of ice behind the dam or high water levels in the upper pool). If the downstream-most pile row were to fail, the loads that were previously resisted by these piles would be transferred to the remaining piles. This would likely cause progressive failure of the remaining rows of piles and result in collapse of the dam, loss of the upper pool, exposure of upstream water intakes (used for public water supply), loss of hydropower generation and damage to the hydropower-generation plant. Project Design Features The primary focus of the design effort was to devise a means of filling the void beneath the dam to re-establish support to the timber foundation piles. District engineers decided that highly flowable concrete would be used as the filling material. Justification for this decision was that the bottom of the dam, where the void is situated, is permanently under water. Also, the shape of the void was expected to be irregular, possibly containing obstructions (such as timber and large size rock placed during the original construction), which would also warrant the use of flowable concrete. These conditions made normal backfilling approaches unfeasible. To accomplish the injection of underwater (tremie) flowable concrete required the construction of a bulkhead (or formwork) at the downstream toe of the dam. The bulkhead would be placed approximately three feet downstream of the apron face, providing a small gap which would later act as an access for pouring the flowable concrete into the void. The bulkhead would serve to contain the injected concrete in the area beneath the dam and prevent the concrete from being washed downriver. The bulkhead consists of interlocking sheets of high strength steel (sheet
March/April 2010
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Placing piling for the bulkhead with a vibratory hammer.
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piles) driven into the river bottom by a pile-driving crane resting on a barge. The sheets were each 40 feet long and were to be driven at least 15 feet into the river bottom. This type of specialized wall was required because conventional wall types are not suitable or buildable under water, with river currents passing through the work area. The sheetpile bulkhead wall was designed to withstand the pressures imposed by the flowable concrete, which was to be placed in two stages. During the first stage, the concrete would be injected through the gap between the downstream edge of the dam and the sheetpile bulkhead. This initial stage would fill about three-quarters of the void’s depth and provide crucial early support to the overstressed timber piles. The second stage of the flowable concrete placement would be made through multiple holes drilled through the dam. This second stage would be done to ensure complete and effective filling of the void, considering the irregular shape of the void and the possibility of isolated pockets of void space. The concrete was a special mix that is used by the Pittsburgh District for applications where good flowability is required. In addition to the normal components of concrete – water, cement, sand and gravel – the flowable concrete on this project required special ingredients. The mix
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Placement of concrete into void beneath the dam.
contained anti-washout agents (to prevent the cement portions of the concrete from being washed away by water currents) and a super plasticizing admixture to keep the concrete flowable until the void is completely filled. The concrete was designed to have a minimum strength of 800 psi. Following the second stage of concrete placement, the areas of the scour-damaged river bottom just downstream of the dam would be repaired. The repair would consist of replacing river bed material (sand and gravel) in the affected areas and covering these areas with very large rock called derrick stone. Each piece of derrick stone used for this project would be approxi-
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mately 3 feet by 4 feet by 5 feet in size. Once the design was completed, an expedited contract was prepared and a number of contractors with experience in river construction were solicited to provide sealed bids to the District. Given that winter was fast approaching when the scour problem was identified - a time of the year when high river levels and destabilizing ice flows are common on the Allegheny River in Western Pennsylvania - the contract called for a swift construction schedule mandating completion of all work within 45 days of the notice to proceed. When the bids were opened, local contractor Brayman Construction Corporation was awarded the contract for dam repairs at a cost of $2.9 million. Work started on November 17th, some 7 days after issuance of the notice to proceed. The first item of work was to set up survey control and begin driving H-piles and sheetpiling to isolate the void on the downstream side of the dam. The purpose of the sheetpiling was to create a form for the placement of underwater flowable concrete that would be placed later. Repair Construction A critical aspect of the dam repairs occurred on December 7th when approximately 600 cubic yards of concrete was placed by 4-yard buckets into the void. This work was conducted very efficiently and
March/April 2010
under extremely harsh weather conditions, requiring 18 hours of concrete delivery by truck and subsequent placement using a crane resting on a river barge. The concrete used to fill the void required a specialty high performance concrete mix. The project required that the concrete be highly flowable, self-consolidating and low bleed. The concrete included normal weight coarse aggregate to be placed underwater and was specifically designed to be washout resistant. The process of the concrete placement was facilitated by the cooperation of the independent hydropower producer, Sithe Energies, who allowed the contractor easy access to the repair area using its property and easements. The dam has been determined to be stable and able to withstand the worst effects of all river load conditions. The flowable concrete has established strength well above the 800 psi required by the design and serves as a non-erodible fill encapsulating and supporting the original timber pile foundation. The conditions at Allegheny Dam 6 and their repairs have highlighted the need for national investment to maintain aging, but critical infrastructure in order to guarantee reliability and performance to the citizens of our nation. The swift reaction of the Pittsburgh District in remedying the emergency condition
March/April 2010
highlights the Corps of Engineers’ number one priority of public safety and the commitment of the District and its partners to public service under difficult conditions. IP Brian Greene is an engineering geologist with the Pittsburgh District, US Army Corps of Engineers. Dr. Greene has worked for the Corps of Engineers since 1977 and has been involved with a variety of geotechnical and dam related projects. He is Chairman of the Dams National Working Group of the Association of Environmental and Engineering Geologists Joe Premozic is a civil engineer within the Dam Safety and Geotechnical Section at the Pittsburgh District. Mr. Premozic has worked as a USACE engineer since 2007. Prior to that, he was a Principal Engineer at the consulting firm D’Appolonia in Monroeville, PA, where he had worked since 1991.
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Senator Chuck Grassley Fights the Good Fight Iowa Senator Chuck Grassley, a leader in the effort to get the Navigation and Ecosystem Sustainability Program (NESP) authorized in the Water Resources Development Act (WRDA) of 2007, recently received Waterways Council’s 9th Annual Leadership Service Award. Senator Grassley keeps his eyes on America’s inland port and waterway system, and agreed to this exclusive interview with Inland Port Magazine.
BARGES: The Greener Way to Go Inland barges produce less carbon dioxide while moving America’s important cargoes.
Inland barge transportation produces far fewer emissions of carbon dioxide for each ton of cargo moved. Transport by rail emits 39% more CO2, and by truck emits 371% more CO2 compared to barges, according to a recent study by the Texas Transportation Institute.
Waterways Council, Inc. 801 N. Quincy St., Suite 200 | Arlington, Virginia 22203 703-373-2261 | www.waterwayscouncil.org 16
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brings together a conglomeration of stakeholders for one common interest. With South American countries investing in their transportation network, what is the urgency for the US to upgrade its river system? Our international competitors are making major investments in their transportation systems. During a 2006 trip to Brazil, I saw firsthand a new outloading facility nearly 400 miles up the Amazon River, and there is another barge facility another 200 miles beyond the one I saw. This infrastructure will allow Brazil to be cost-competitive with our own exports. It’s imperative that we also invest in
major improvements to our river infrastructure. If we don’t, US industry, agriculture and labor will pay the price. Is Congress discussing the implications of Panama Canal’s expansion poised to be completed by 2014, and how the US could benefit from that potential to increased river commerce? The Panama Canal expansion can be a benefit to the United States. The modernization of the canal will allow for continued growth of, for instance, the containerized segment of traffic through the canal. Also, US trade policy and its effects on exports, and in particular agricultural exports, have a major impact on the US
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aterways Council chose to honor Senator Grassley for his steadfast commitment to our nation’s critically important waterways and port system. Senator Grassley is a member of the Senate Finance Committee, serving as its Ranking Member; the Committee on the Judiciary, the Committee on the Budget, and the Committee on Agriculture, Nutrition and Forestry, as the only working family farmer serving on the Committee. He is also a member of the Joint Committee on Taxation. As you can see from the following interview, he remains firmly committed to aiding our various industry segments in every way possible. What does this award from Waterways Council mean to you? It is an honor to be recognized by the Waterways Council. Inland Waterways are very important to my home state of Iowa, being bordered by the Missouri and Mississippi Rivers. During my time in Congress I have worked hard toward the goals of maintaining a vital inland waterways network, keeping America working, and moving critical commodities in a cost effective, fuel efficient, and environmentally friendly way. The Waterways Council is recognized as a leader in educating the public about the importance of our inland waterways, so receiving the Leadership Service Award is a privilege. How effective can groups like WCI be in guiding policy for the industry? The Council’s efforts to educate and advocate on behalf of inland waterways and ports are very important. The Waterways Council knows the subject matter and the task at hand. They are a tremendous benefit to policymakers because the group March/April 2010
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Senator Grassley (second from left) receives the Waterways Council, Inc. Leadership Service Award from (left to right) Rick Calhoun (Chairman, Waterways Council, Inc.); Cornel Martin (President & CEO, Waterways Council, Inc.) and Rick Tolman (CEO, National Corn Growers Association, and member of Waterways Council’s Board of Directors).
water transportation industry. The US is the world’s largest agricultural exporting country. About one out of three acres in our country are planted for export. Agricultural exports account for about a quarter of farm cash receipts. In 2008, 79 percent of US agricultural exports were carried on US waterways. The United States has the opportunity to even further expand its agricultural exports, and thus increase traffic on its waterways, by implementing trade agreements with Colombia, Panama, and South Korea. These agreements would provide major benefits for farmers in the United States, including those in Iowa. According to the American Farm Bureau Federation, our trade agreements with Colombia, Panama, and South Korea - once fully implemented - could result in $2.5 billion in additional US farm exports each year. Is this Congress prepared to put the US in a position to benefit from the Panama Canal’s improvements? It is vital that we implement the trade agreements with Colombia, Panama, and South Korea. Boosting our exports, and expanding trade, would help to get our economy moving again and benefit from the ability to move more goods worldwide. My highest trade priority this Congress, as ranking member of the Senate Finance Committee, is to implement these agree18
ments. However, the ball is in President Obama’s court. He has yet to send implementing bills for these agreements to Congress. Until he does, Congress cannot vote to implement them.
Senator Grassley mingled with attendees at the event celebrating his Waterways Council Leadership Service Award.
With environmental, industry and economic development, agriculture producer groups, organized labor and other organizations all pushing for funding to the Upper Miss River System improvements, what is the biggest impediment? Timing and funding remain hurdles in continuing our efforts to make improvements to the Upper Mississippi River system. Congress must be cognizant of the amount of debt we are piling on our children and grandchildren. Remember, the Water Resources Development Act enjoyed broad, bipartisan support and it still took 7 years to pass. I look forward to continuing to work with my www.inlandportmagazine.com
colleagues in Congress, the industry, and the Corps in finding ways to move forward on these much needed navigation improvements. What would the future of Iowa’s agriculture exports look like with our existing river infrastructure? There’s no question our agriculture exports need our inland waterway system to get products to export markets. It’s forecasted that both our exports and imports will continue to grow in the coming years. We must be able to efficiently and economically move these goods. Nearly two-thirds of all grain and soybean exports are moved through the Mississippi and Illinois Rivers. I’ve seen studies saying that unless the Army Corps of Engineers modernizes the lock and dam system on the Upper Mississippi and Illinois rivers, the cost of transporting corn would rise 17 cents per bushel. As a result, corn and soybean exports would decline by 68 million and 10 million bushels per year respectively. The decline in corn and soybean exports would reduce farm income by $246 million. Loss from lower prices and decreased inter-state corn demand would equal $316 million. Improvements are necessary if our agriculture producers and manufacturers are able to compete in a global market in the future. IP March/April 2010
Ports of Indiana Busier in 2009 T
he Ports of Indiana handled 7.2 million tons of cargo in 2009, a 7 percent increase from the previous year which was primarily driven by increased shipments of coal, grain, salt and steel. “This past year was one of the most difficult business environments anyone can remember,” said Rich Cooper, CEO for the Ports of Indiana. “Thanks to our innovative and determined port companies, and some hard work by our team, we were able to see some moderate increases in overall shipments. Indiana’s three ports handled more cargo in the last quarter of 2009 than in any other quarter since 2006, so hopefully that’s a harbinger for 2010.” In 2009, the Port of Indiana-Mount Vernon handled a 20-percent increase in shipments ver-
sus the previous year and its highest tonnage in 15 years. Growth in coal and grain movements, coupled with steel volumes that were six times the previous year’s, helped the Ohio River port reach its third highest year-end tonnage since opening in 1976. About 230 miles upstream at the Port of Indiana-Jeffersonville, salt imports reached an all-time high, up 62 percent, and grain increased 18 percent from the previous year. On Lake Michigan, the Port of Indiana-Burns Harbor shipped nearly six times as much grain in 2009 as the previous year and increased salt shipments by 42 percent. The Ports of Indiana operates a system of three ports on the Ohio River and Lake Michi-
gan. Their mission is to develop and maintain a world-class port system that operates as an agile, strategically-driven, self-funded enterprise dedicated to growing Indiana’s economy. More than 60 companies operate at Indiana’s three ports. The Ports of Indiana manages approximately 2,600 acres of property along the Ohio River and Lake Michigan – and has 800 acres available for future development. “We believe Indiana has the premier inland port system in North America,” Cooper said. “Where else can you find a statewide system of ports connected to both the Atlantic Ocean and the Gulf of Mexico? Our goal is to create a sustainable competitive advantage for our customers and the state of Indiana.” IP
Tulsa Welding School Competition a Success From California to North Carolina and everywhere in between, 317 high school welders descended on Tulsa Welding School campuses in Oklahoma and Florida, all vying for a scholarship to the top welding school in America. Over 1,000 people, including instructors and parents, attended the competitions at both campuses. Some instructors brought several high school welding students to compete. Many students traveled hundreds of miles to compete and show off the welding skills they have learned. Also at the events were several vendors, including welding supply company Lincoln Electric with their VRTEX 360, a high-tech virtual welding simulator that gained a lot of attention. Top Honors at the Tulsa campus went to a high school student from St. Louis, who received a full tuition scholarship to Tulsa Welding School. Missouri students took 3rd and 4th places as well, while a Louisiana senior received 2nd place. A student from Arizona took 5th. Top Honors at the Jacksonville campus went to Daniel Nelms Jr., a high school student from Georgia who received a full tuition scholarship to the welding school. A Pennsylvania senior took 2nd, while 3rd and 4th places went to students from Kentucky and Florida, respectively. The top 25 students from both campuses took home various scholarships and prizes. Over $150,000 in scholarships and prizes were awarded at each event. Several high school welding instructors received equipment as well. Tulsa Welding School was founded in 1949 and has grown into the largest accredited private welding school in the United States. The school offers training for students pursuing jobs as professional welders at two locations; Tulsa, OK, and Jacksonville, FL. Both schools are accredited by the Accrediting Commission of Career Schools and College. Tulsa Welding School is also a member of the American Welding Society and the Career College Association. Visit www.weldingschool.com. IP March/April 2010
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GUEST COLUMN
Modern Infrastructure Critical to Future of US Ports and Inland Waterways When addressing modern inland waterways and port infrastructure, a look back in history is helpful to truly understand and appreciate their origins. By Cornel Martin President and CEO Waterways Council, Inc.
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hen Lewis and Clark explored new corridors for commerce, it was not by land, but by water. And as the explorers reported back to President Jefferson on their discovery, it became clear to President Jefferson that the potential for our burgeoning nation was exponential. The President immediately understood that our waterways could become pathways for increased trade, commerce, growth and quality of life for the early settlers. And even earlier than Lewis & Clark, George Washington was among the first to suggest improved navigation of the Ohio River and its tributaries. Just after the end of the American Revolution, Washington developed a map showing routes of proposed roads and canals to connect the eastern and western waters. Later, a definite plan for the improvement of the Ohio River and its chief tributaries was proposed, with the use of dikes and dams to deepen channels and make the waterways more navigable. Later, neighboring states of Pennsylvania, Virginia, Ohio and Kentucky recommended the construction of a canal around the Falls at Louisville and to generally improve the condition of the Ohio River. The Mississippi and Missouri rivers were similarly developed, along with the more than 12,000 miles of
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March/April 2010
the system in a more equitable manner the modern, commercially active portion than recent White House proposals which of our national inland waterways system. would more than triple the tax levied on Bordering 38 states, America’s rivers clearly were – and remain – the main thor- freight moving on our inland waters. For all our assets and strengths, the oughfare of commerce, just as Jefferson United States takes for granted its inland had anticipated. The later creation of waterways and port system the inland port system led to and all that they provide to untold possibilities and growth the nation in terms of comthat continues today. merce, recreational uses, The past, present and future hydropower, flood control, of commerce on our nation’s sources of clean drinking rivers and through our inland water, and a haven for birds, ports has offered and continfish and wildlife habitats. ues to supply myriad benefits Shipping the commodithat help American consumers ties our nation and the world with competitive prices for the depend on – soybeans, corn, products and services allowed wheat, fertilizer, petroleum, by this low-cost US waterways Cornel Martin, President and CEO of WCI coal and aggregate materitransportation. als like salt for our roads But today our nation faces a and concrete for building – at the lowest problem. More than half of the 240 Army transportation cost among other modes Corps of Engineers-operated inland naviallows consumers to enjoy these essentials gation locks have outlived their economic for less. This is especially important in difdesign lives by more than 50 years. In fact, ficult economic times. the American Society of Civil Engineers’ Waterborne transportation is better recent report card graded the inland waterfor the environment and our consumption ways a D-. of energy. Just one barge has the same But there may be an answer on the way to try to raise the grade and the efficiencies capacity as 70 trucks or 16 rail cars, with the lowest carbon (C02) emissions among of our locks and dams in order for Americans to reap the many benefits of consumthe three modes. Moving a typical 15-barge er goods transported on the waterways. tow means 1,050 less truck transits on our Last December, a set of recommendations were made public. These recommendations would prioritize, over a 20-year period, navigation projects across the entire inland waterways system, improve Corps of Engineers’ project management and processes to deliver projects on time and on budget, and recommend an affordable funding mechanism to meet system’s needs. The recommendations were prepared by the Inland Marine Transportation System Investment Strategy Team, comprised of key US Army Corps of Engineers personnel and members of the congressionally established Inland Waterways Users Board, a federal advisory committee that provides advice to Congress and the Assistant Secretary of the Army for Civil Works. If adopted by Congress, these recommendations will help improve the reliability of our waterways so that our nation continues to benefit from our energyefficient, congestion-relieving waterways transportation system. New funding parameters included in the proposal will necessitate an increase in the 20-cents-per-gallon fuel tax currently paid by industry, the only segment of system users who are taxed, but it is viewed as worth the investment to improve the future viability of America’s inland waterways system. And, if adopted, it would tax March/April 2010
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highways. And towboats pushing barges have the best energy efficiency record among all transportation options, traveling 576 miles on one gallon of fuel as compared to 413 for train or 155 for truck. In fact, Waterways Council has created and is airing on television within the Washington, DC market a 30-second commercial extolling these statistics and focusing on congestion relief, environmental benefits, energy efficiencies and jobs. We are committed to working to sustain and modernize our inland navigation infrastructure to allow for efficient delivery of critical commodities, and raise the grade from a D- to an A+. This proposal in Congress will help us to achieve that improvement far more quickly. Modern lock and dam infrastructure is essential to the economic health of our nation –from US competitiveness in world markets, to energy efficiency, to congestion relief, to environmental protection, to modal competition and to the sustainment of jobs. This is good public policy for our nation and its future. We urge Congress to adopt these recommendations to improve America’s inland waterway transportation system to help keep America – and its cargo -- on the move on our rivers and through our ports. IP
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Former Entergy New Orleans Chief Executive Appointed to Port of New Orleans Board
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ouisiana Governor Bobby Jindal has appointed Daniel Packer to the Board of Commissioners of the Port of New Orleans.The former Entergy New Orleans Chief Executive will serve a five-year term, succeeding James O. Campbell, one of four Orleans Parish members on the regional Board, which governs operations in Orleans, Jefferson and St. Bernard parishes. Packer, who retired from Entergy in 2006, is currently President and CEO of
Urban Solutions Inc., a multi-faceted firm involved with projects associated with an urban environment. He began his career with Entergy in 1982 as Waterford 3 Nuclear training manager. He later served as Waterford’s plant manager, becoming the first African-American to manage a nuclear plant in the United States. He was named the company’s CEO in 1998 and led the company through the aftermath of Hurricane Katrina.
Prior to joining Entergy, Packer was a senior engineer with General Physics Corp. and worked as a training coordinator with Connecticut Yankee Atomic Power Co. He also served in the US Nuclear Navy Program from 1969 until 1975. In 2005, Packer was honored as one of the “Most Powerful African-American Executives in Corporate America” by Black Enterprise, a leading business and investment publication. In 2001, he was the first African-American to become chairman of the New Orleans Regional Chamber of Commerce. “I’m looking forward to this as a real opportunity to learn and to continue to serve the people of Louisiana,” Packer said. Port President and CEO Gary LaGrange welcomed Packer to the Board and lauded his selection. “Mr. Packer will serve as a strong voice for the Port of New Orleans,” LaGrange said. “He works tirelessly for this region and I believe he will be a great asset to the entire Port community.” A native of Mobile, Ala., Packer holds a bachelor’s degree in business studies from Charter Oaks College and a master’s degree in business administration from Tulane University. He served in the US Navy from 1969 to 1975. Packer was honored with the YMCA Black Achievement Award in 1988, Tulane University’s Weiss Award in 2001 and the Boy Scouts of America, Southeast Louisiana Council, Whitney Young Service Award in 2004. He is active in civic, social service and business groups and serves as chairman of the New Orleans Aviation Board for the Louis Armstrong International Airport. He serves as a board member of First Guaranty Bank, and is a former member of the board of trustees for Loyola University New Orleans. IP 22
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March/April 2010
Norwegian Will Cruise from New Orleans Year-Round
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orwegian Cruise Line will sail seven-day cruises all year long from New Orleans starting November 2010. The decision will effectively double the number of passengers NCL can move through the Crescent City. The 2,018 passenger Norwegian Spirit, which normally sails from New Orleans in the winter cruise season from November to April and then is repositioned to another US cruise port, will now maintain a weekly presence at the Port of New Orleans’ Erato Street Cruise Terminal throughout the year. “What better way to congratulate the city that hosts the 2010 Super Bowl Champions than to bring Norwegian Spirit to New Orleans year-round,” said Kevin Sheehan, chief executive officer of Norwegian Cruise Line. “We’ve seen a strong interest in Freestyle Cruising from the Gulf Coast and have decided to double our capacity.” “This is a huge vote of confidence for the Port of New Orleans and our city from a company that has been our strategic partner since 2003. New Orleans is a great destination in its own right. When you add a Freestyle cruise on top of all New Orleans has to offer, you make it a truly unique travel experience,” said Gary LaGrange, President and CEO of the Port of New Orleans. About 61% of passengers who cruise from New Orleans elect to spend time in the city. “The cruise industry is a key driver of Louisiana’s economy, accounting for an average of $163 million in direct spending each year. This increase in cruise line passengers will enhance our ability to create jobs while attracting more visitors,” said Mitch Landrieu, who oversees culture, recreation and tourism as Louisiana’s Lieutenant Governor and is Mayor-Elect of the City of New Orleans. The Norwegian Spirit currently sails seven-day cruises to Costa Maya and Cozumel, Mexico; Santo Tomas De Castillo,Guatemala; and Belize City, Belize. In 2011, Norwegian will replace Santo Tomas De Castillo, Guatemala with Roatán, Honduras. The Port and Norwegian currently have an agreement that the cruise line will sail 22 times from New Orleans. By the time Norwegian Spirit’s 2009-2010 winter cruise season ends in April, it will have completed 23 sailings from New Orleans. It will have one more hiatus, before resuming in New Orleans year-round in November. With a ship positioned year round, Norwegian will have the capacity to move an additional 58,500 passengers through New Orleans or roughly 117,000 passenger embarkations and disembarkations. In 2009, Norwegian logged 103,392 passenger embarkations and disembarkations through the Port of New Orleans. Cruise industry spending generates more than 3,100 jobs and $121 million in income for Louisiana workers, according to stats from the Cruise Lines International Association. IP
March/April 2010
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New E-Dredger from E-Crane
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-Crane’s new E-Dredger features their renowned super-balanced equilibrium principle for smooth, efficient, energy saving operation in dredging and related applications. These includes operations such as piling, ship salvaging, heavy construction with dynamiting, classic dike works, construction of breakwaters, land reclamation, and beach and embankment preservations. The unique, balanced counterweight design keeps the boom, stick, and grab in near perfect balance in all positions. This minimizes tipping so the unit can be
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mounted on virtually any type of barge, with or without spud poles. The low E-Dredger height allows maximum mobility under bridges and overhead obstructions. Tail swing is less than 25 feet. The all-electric E-Dredger operates on only 300hp and is designed and constructed for easy disassembly and reassembly. The grab has greater closing power to remain clamped shut when filled and above the water level. The Automatic Superlift Mode helps reduce the need to discharge material from the overloaded grab when exiting the water. The grab
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rotator, load cell, and all connections and greases are designed and fitted for underwater applications. The unique open stick construction eliminates buoyancy problems and improves placement accuracy. E-Dredgers are available in a variety of outreach, downreach, and lifting capacities. Hydraulically adjustable operator cab provides optimum visibility. The crane monitoring system includes readout screens in the cab with remote access connections for troubleshooting and reporting, plus integrated software for visualization and guidance. IP
March/April 2010
JW Fishers Magnetometers Aid Panama Canal Expansion A
lmost 100 years after the Panama Canal was first opened, a major expansion project is underway. The 50-mile passageway was originally designed to accommodate vessels up to 965 feet long, 106 feet wide, with a maximum draft of 39 feet. Today a new generation of megaships is making the canal obsolete. To handle these larger hulls a seven-year development program will add a third lane to accept ships up
to 1,200 feet long, 160 feet wide, with drafts up to 50 feet. The massive project, expected to cost in excess of $5 billion, involves constructing new locks, miles of new waterways, and deepening and widening some existing passageways. On shore, giant earth movers are busy excavating a new path for the ships, while at sea, huge dredges are working to increase the size and depth of the channels.
The expansion project is yielding some interesting artifacts. A number of railroad wheels and a dredge bucket dating to the early 20th century were recently uncovered. Encountering this debris during dredging operations can dramatically impede progress, and equipment can be damaged running into these underground obstructions. To counter the problem officials at the Panama Canal Authority have brought in two JW Fishers Proton 4 magnetometers. These super sensitive metal detectors can locate large iron and steel targets at a range of hundreds of meters. Before excavating an area, a team surveys the sector with the magnetometer. If any ferrous metal objects are buried there, the Proton 4 will sound an alarm and show a change in the readout. Tracker software allows the mag data and GPS coordinates to be displayed and stored on a laptop. On the computer screen the mag operator can see the track of the survey boat as it moves over the search area to ensure no part is missed. Once the survey is complete, the team can quickly relocate the metal targets and remove them before dredging operations begin. Armed with the new equipment, authorities are confident the project will progress according to schedule and be finished on time. For more on the canal expansion project go to www.pancanal.com. For more on Fishers complete line of underwater search equipment go to www.jwfishers.com. IP
Law Enforcement Chooses Fishers Metal Detectors
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number of US Navy dive teams are putting JW Fishers underwater metal detectors to work in their search and recovery operations. The detector of choice for all of these teams is JW Fishers’ Pulse 8X, a commercial-grade machine ideal for underwater operations in and around inland ports, harbors, and open waterways. The Federal Bureau of Investigation (FBI) is also using underwater detectors in their search operations. The Bureau’s divers are often called to assist state and local law enforcement agencies in their search for a weapon thrown in a waterway. Criminals mistakenly believe if they dispose of a gun or knife in the water, it will be lost forever. FBI dive teams prove them wrong time and again by recovering the weapons, even when they’re buried deep in mud. In one case the team managed to find all the pieces of a hand gun that was completely disassembled before being tossed into a river. The ATF (Alcohol, Tobacco, and Firearms) Explosive Training Branch recently added a detector to their arsenal. ETB conducts programs for local, state, and federal law enforcement agencies to teach identification and location of explosives, and how to properly handle and dispose of them. With the threat of a terrorist attack on US ports and harbors, officers need to know how to search for, and locate, explosive devices that are attached to ships, bridges, piers, and other underwater structures. US Army Corps of Engineers (USACE) use these instruments to locate metal objects when doing site inspections for environmental clean ups. The Corps’ HTRW (Hazardous, Toxic, and Radiological Waste) branch recently picked up a couple of underwater detectors to assist in their restoration operations at former defense sites. IP March/April 2010
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Waterways Council News & Notes President Obama’s Budget Underscores Need for Revitalizing Inland Navigation System
On the heels of the release of the President’s FY 2011 budget, Waterways Council, Inc. (WCI) is urging Congress to adopt a new comprehensive, consensus-based package of recommendations formulated by an industry and US Army Corps of Engineers working group to ensure the continued vitality of the US inland navigation system for the next 20 years. If adopted, these recommendations would better address the needs of the entire system and provide more dollars for greatly needed infrastructure improvements.
This proposal is supported by industry and government as a way to fund the navigation system in lieu of the imposition of a lockage fee unsuccessfully offered in the last two fiscal year budgets and strongly opposed by WCI and Members of Congress. The recommendations were developed over a year-long period by the Inland Marine Transportation System Investment Strategy Team, comprised of key US Army Corps of Engineers personnel and members of the congressionally established Inland Waterways Users Board, a federal advisory committee that provides advice to Congress and the Assistant Secretary of the Army (Civil Works).
Many in Congress have been very supportive of the process to create this set of recommendations. The proposed recommendations prioritize navigation projects across the entire system, improve the Corps of Engineers’ project management and processes to deliver projects on time and on budget, and recommend a funding mechanism that is affordable and meets the system’s needs.
New WCI Television Commercial
WCI is airing a new 30-second TV commercial in the Washington, DC market. Called “Keep America Moving,” it highlights the critical value of the inland waterways system to jobs, the environment, energy efficiency, and traffic congestion relief. WCI has also developed a 3-minute video presentation outlining many other reasons to appreciate the benefits that America’s waterways provide to commerce and to our quality of life. You can see both on WCI’s website at www.waterwayscouncil.org or on www. youtube.com.
Greenup Locks & Dam Gate Failure
WCI President & CEO Cornel Martin issued the following statement regarding the January 27, 2010 failure of the miter gate at the main lock chamber at Greenup Locks and Dam on the Ohio River near Huntington, West Virginia. The estimated value of the losses to operators from this closure of both chambers was roughly $2 million a week. According to the USACE, this latest incident is one of seven major closures at Greenup over the last 13 years, totaling more than $26 million in transportation delay costs. As a result of an eight-week main chamber closure in 2003, transportation delay costs were $13.2 million, and ripple-effects from the closure totaled $30 million. Currently, 25% of locks and dams on the Ohio River have exceeded their design life. Within 10 years, that number will double. The Greenup closure is on the heels of a September 27, 2009 failure of the miter gate at Markland Locks and Dam on the Ohio River near Cincinnati that required the main, 1,200-foot lock chamber to close, leaving only the 600-foot auxiliary chamber to accommodate traffic until the repair is completed. That 1,200 foot chamber is still closed four months later impeding traffic. WCI urges attention to the critical problem of aging waterways’ infrastructure, and higher funding levels for Operations and Maintenance In a speech at a recent town hall meeting in Ohio, President Obama said, “We made the largest investment in infrastructure since the creation of the Interstate Highway System, putting Americans to work rebuilding our roads, bridges, waterways -- doing the work that America needs to be done.” WCI urges President Obama and Congress to continue to invest in America’s waterways. We must invest in America’s waterways to keep America moving. IP
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March/April 2010
Office of Naval Research Tests L-3 Klein’s New 5900 Port Security Sonar L
-3 Klein continues to work on the insertion of its advanced side scan sonar technologies into an ever increasing family of high performance sonar products, the most recent being the System 5900 Multi Beam Side Scan with Swath Bathymetry. The System 5900 was developed for critical port and harbor security applications, as well as mine and route clearance survey applications. This sonar uses advanced Interferometric signal processing to produce simultaneous estimates of the seabed topography and Side Scan data. The 5900 employs a higher number of acoustic channels and a higher frequency to produce superior images and alongtrack resolution. This is extremely advantageous when performing critical missions involving littoral waters, as found in ports and harbors. L-3 Klein’s proprietary beam steering and image stabilization has been introduced to overcome angular perturbations and artifacts caused by motion.
March/April 2010
In February 2010, the full capability of the new L-3 Klein System 5900 was successfully demonstrated to the US Office of Naval Research in the Portsmouth, New Hampshire harbor. The 5900 demonstrated that if an explosive device, whether it was a mine or an UIED (Underwater Improvised Explosive Device) were deployed in a port or harbor, it can be identified and the data automatically transported, via a wireless RF link, to the local port security office. L-3 Klein teamed with Fidelity Comtech, Inc. a commercial-off-the-shelf supplier of wireless local area network (WLAN) technology using their Phocus steerable phased array system to transmit the Side Scan Sonar imaging data from the moving vessel to the land based office. L-3 Klein then coupled this Side Scan technology with its commercially available HarborGuard System, which provides detection and tracking of all surface vessels
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and floating objects in the area of interest. The HarborGuard system, with its Small Target Detection Radar, combined with the System 5900 sonar, provides detection and classification of surface and submerged mine or UIED objects. The system’s command and control facilities will provide alerts to nearby vessel and direct any rapid response teams. L-3 Klein continues to work with the US Office of Naval Research on projects such as this. This type of demonstration allows L-3 Klein to validate its position in the market as the leading innovator in the Side Scan Sonar technology. IP
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Sennebogen Helps Kinder Morgan Cut Offloading Times
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he transportation of bulk commodities is a vital aspect of shippers who depend on affiliated terminal facilities for the efficient transfer of their commodities. So when Kinder Morgan Terminals went looking for a way to reduce offloading times from cargo barges at its Amory, Mississippi terminal, it looked no farther than the Sennebogen 870 M material handling machine. Kinder Morgan’s Amory terminal sits on 24 acres of land and has a storage capacity of 65,000 metric tons in seven domed buildings. It operates one continuous dock where it handles commodities such as bulk ores, petcoke, steel, lumber and rock coming from cargo barges in the Tenn-Tom Waterway, a 234-mile artificial waterway that provides a connecting link between the Tennessee and Tombigbee Rivers. Jim Strawn, Terminal Manager for Kinder Morgan, says that part of the dock 19 feet higher off the water and the hydraulic elevating cab on the 870 M gives his crew the ability to see as they reach into the barges. But more importantly, it has a purpose-built undercarriage with rubber tires. “Mobility is the key for us and since this unit is on rubber tires, we can move it a lot easier. This was a major factor in our decision to get this machine,” says Strawn. To reduce the ground pressure of the machine, Sennebogen delivered special outrigger pads to lower ground pressure and protect the dock surface. The company purchased the 870 M from Power Equipment Company, an equip-
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ment distributor serving parts of Tennessee, Eastern Arkansas and Northern Mississippi. The machine was ordered with a six-yard clamshell bucket and a generator package. “In the future, we are looking at doing a few more things with it like attach a magnet and grapple to give us a little more versatility,” says Strawn, adding that the company is also looking to expand the terminal to handle scrap. “There are several different markets out there we hope to get into, and this machine gives us the option of doing that.” The 870 M is primarily used for unloading coal but it can be outfitted with another clamshell if the terminal gets a rock contract. Prior to settling on the Sennebogen model, Strawn says that he looked at other machines. We visited the steel mills here and other terminals up the river from us like the Hickman Terminal, that run Sennebogen machines. They liked them and I know the steel mills were keen on them. We talked to the folks at Power Equipment who showed us the lifting charts on them and they gave us outstanding service. That was one of the things that drove the decision… the service we get from them,” says Strawn. Strawn and his technicians have not had any downtime with the 870 M since they purchased it in October 2008. Since then it has logged about 800 hours without any problems. “From a serviceability standpoint, it can’t get any simpler,” he says. For more information, visit them online at www.sennebogen-na.com. IP March/April 2010
New LED Underwater Light Idea for Port Security Applications B
uilt to withstand the rigors of marine applications, the versatile new Birns Aquila-LED underwater light provides incredible illumination in a compact, lightweight silhouette that can be seamlessly customized to fit a wide range of uses. Part of Birns’ acclaimed new “L” series, this powerful LED light delivers high performance under pressure with a small yet powerful design. It weighs in at a mere 7.4oz. in air, or 2.3oz. in water, and features a 60mm housing with a brilliant, 60° beam − effectively piercing the depths with a potent 4,500K white light. Its wire-free construction combines advanced design characteristics with a streamlined 3.8” profile that makes it simple to relamp – just 30 seconds, with no tools needed. The design includes new features that provide increased heat dissipation, like four conduit channels that enhance water flow across the lens and specially engineered cooling fins to help sink heat into the water. The Birns Aquila’s new ergonomicallydesigned mounting diameter is compact, with a coarse diamond knurled surface for easy hand gripping or positioning on a
March/April 2010
mounting bracket. It’s made of lightweight 6061 hard black anodized aluminum, has a depth rating of 200M. Birns has been lighting the way to innovation in the industry for decades, having pioneered the concept of embedding lamp sockets in underwater connectors with its renowned Birns Snooperette line more than 25 years ago. “We’re proud to launch this next generation of underwater lighting technology,” says Eric Birns, company President and CEO. “The Birns AquilaLED was created to meet the changing needs of the underwater enthusiasts and professionals alike. From design elements like Birns Smart Seal O-rings that seal the lamp automatically, reducing user error during set up and preventing leaks, to the powerful new cooling features that dramatically extend lamp life − this is the most user-friendly, versatile light available.” Birns has a long history of ‘shining’
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achievements in creating unique lighting solutions for a diverse suite of markets. In 1954, Birns developed the first underwater camera housing to accept 400-foot film magazines, and its engineers went on to set the industry standard by creating the very first closed-reflector underwater light. Today, Birns high performance lights are in use globally, from offshore oil rigs to NASA projects, and are found in more than
83 percent of all nuclear power plants in the country. Each Birns Aquila-LED goes through a rigorous set of testing, including hydrostatic pressure and insulation resistance. Plus, Birns’ popular lines of marine grade lighting products exceed the safety and design standards of both Lloyd’s of London and Underwriters Laboratories. IP
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Industry Notebook
Email your company or organization news to djones@inlandportmagazine.com
Inland Port Magazine Editorial Board Member Michael McQuillan recently joined Hanson Professional Services as a vice president. Mike is responsible for serving maritime business and waterway clients, providing business development and project management services nationwide. Hanson is a national, employee-owned consulting firm providing engineering, architecture, planning and allied services. Clients served include port authorities, economic development organizations, transportation interests, private sector industries, and local, state and federal government agencies. His prior experience emphasized strategic planning, market development, project management and financial analysis. For 15 years he served as the president of a consulting firm, providing services to public and private port interests, transportation companies, and financial institutions. He also previously served as the deputy port director for the Port of Shreveport-Bossier in Shreveport, La., and executive vice president of Osprey Line LLC in Houston. McQuillan has a bachelor’s degree in marine transportation from the US Merchant Marine Academy and a MBA from the University of Houston, Clear Lake. He is a member of Inland Rivers Ports and Terminals Inc., National Waterway Conference, Ports Association of Louisiana, Tennessee Tombigbee Waterway Development Authority, and Tennessee River Valley Association.
Crescent Pilots and the cruise ship industry that is so essential to safely navigating passenger vessels during poor visibility. Capt. Ed Stanton, Coast Guard Captain of the Port of New Orleans also addressed the conference. “As pilots we are responsible for navigating vessels over 100 miles in one of the busiest port complexes in the world. Implementation of these safety procedures is vital if New Orleans is to expand its cruise ship business, where even small delays in arrivals have significant social and economic consequences,” said Capt. Allen J “AJ” Gibbs, President of the Crescent River Port Pilots’ Association and Member of the Board of Commissioners of the Port of New Orleans. The conference program discussed the implementation of the latest technology and safety protocols for the navigation of passenger vessels during times of reduced visibility and fog. The seminar was facilitated by Walt Megonigal of the Maritime Institute of Technology and Graduate Studies (MITAGS). Attendees included cruise ship captains and mariners, US Coast Guard personnel and the Crescent River Pilots, who navigate ocean-going vessels in the Mississippi River between Pilot Town and New Orleans. The Pilots work closely with the US Coast Guard and shipping agencies to safely navigate more than 5,296 vessels a year and protect the citizens and environment of the state.
USCG Rear Admiral Mary Landry, Commander of the Eighth Coast Guard District, recently addressed the Cruise Ship Safety Conference, sponsored by the Crescent River Port Pilots. The Eighth Coast Guard District is headquartered in New Orleans and covers all or part of 26 states throughout the Gulf Coast and heartland of America. Rear Admiral Landry emphasized the importance of the cooperative relationship between the Coast Guard,
Indiana’s Tranco Industrial Services announced that Mark A. Deardorff, PE, LS, has joined the company as an Engineer/Estimator. Deardorff brings eight years of experience in construction, engineering, 3-dimensional high definition laser scanning, high-precision laser tracking and survey services to Tranco. Prior to joining Tranco, Deardorff was Project Manager – Civil Engineering Department, with Falk PLI Engineering & Surveying, Inc., where he was responsible for day-to-day business development, client interaction, contracting, estimating and project scheduling. Deardorff holds bachelor’s degrees in civil engineering and land surveying from Purdue University, and is also a Registered Indiana Professional Engineer and Registered Indiana Professional Land Surveyor. A leading insurance provider to the transport and logistics industry, TT Club has issued its updated guide to risk management; the International Maritime Dangerous Goods Code’s (IMDG Code - amendment 34) classification of dangerous goods. “The importance of compliance in the handling of packaged dangerous goods for international transit can’t be over-emphasized,” said Peregrine Storrs-Fox, TT Club’s Risk Management Director. “As specialist providers of liability cover to the global logistics sector, TT Club continually seeks to inform and advise operators on how best to manage their risks, minimise accidents and reduce claims. Adherence throughout the supply chain to the IMDG Code is of a high priority in achieving these aims.” This latest guide, jointly produced by TT Club and ICHCA International, provides a quick reference to the marking and summary documentary requirements based on Amendment 34-08 of the IMDG Code, which became mandatory on 1 January 2010. A high proportion of international packaged cargoes are deemed to have the potential to be dangerous to those who work in the supply chain. Despite this, millions of tons of such goods are safely transported every year, primarily due to international standards specifying how these commodities, whose properties vary widely, can safely be handled during packing, loading and unloading and in transit via different modes of transport. Codes have been developed for individual modes under an overall United Nations umbrella and the IMDG Code is the applicable publication for sea carriage. Up-dated every two years by the International Maritime Organization (IMO), this Code specifies the ways in which dangerous goods are classified, packaged, marked and labelled, documented, stowed, secured and segregated inside freight containers and ro-ro vehicles; plus
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the relevant ‘placarding’ on the outside as well as stowage and segregation on the terminal and on-board the ship. A basic essential is for the goods to be properly classified and there are nine classes in the UN classification system. Once identified, the Code then specifies in detail the correct way of handling each substance. Compliance with the IMDG Code by all the parties concerned is crucial to the safe receipt, handling, stowage and conveying of packaged dangerous goods. ICHCA International first published an explanatory document for its members on the IMDG Code in 1992 and has updated it every two years in line with amendments to the Code. Together with TT Club it has now re-published two pocket cards, as part of this latest guide and these appear under their appropriate covers. The first card (coded ‘IIL/1’) deals with documentation and specifies what detailed description must be included in declarations made by the shipper, according to the class of the substance or article. The second card (‘IIL/2’) shows all the various labels/placards, signs and marks that are appropriate in each case. Both pocket cards are intended to be carried and used as a reference during the working day. The guide comes both in printed form and as a PDF, the latter providing links to related information. The PDF is downloadable from the publications menu on the Home page of the TT Club website at www.ttclub.com. It is also possible to request the printed version free of charge however; a contribution to production costs may be required for larger orders. Please follow the instructions on the website for ordering printed copies. The guide is also available from ICHCA International Ltd at www.ichca.com. As previously highlighted by TT Club, the latest amendment to the IMDG Code includes a mandatory provision for the training of shore-side workers, critically for personnel working for shippers, agents, forwarders, consolidators and others dealing with the goods and documents prior to entering the supply chain. The TT Club and ICHCA International have both advised their members to inform their shipper customers of this requirement and have highlighted the Exis Technologies e-learning package as one way of supporting appropriate function-specific training. Marine lighting pioneers Carmanah Technologies Corporation and Sabik Oy have joined forces to deliver a complete range of marine lighting solutions under the Carmanah/Sabik brand. Under the terms of the agreement, both Carmanah and Sabik will expand their marine product families to include the other company’s marine lighting solutions and will leverage each others’ sales and distribution channels to deliver a complete range of marine lights to their respective global customer bases. L-3 Klein Associates has appointed Bill Charbonneau as Regional Sales Manager for their Side Scan Sonar Systems. Charbonneau will be responsible for implementing Klein’s strategy to multiply its sales of domestic and international Multi-Beam Side Scan and Bathymetric Sonar Systems. With over 20 years experience in hydrographic and oceanographic markets, both as a salesman and as a field engineer, Charbonneau is ideally suited to further expand and enhance L-3 Klein’s valued customer network. He was most recently with Coda Octopus Products in St. Petersburg, Florida as Vice President of Operations responsible for product and revenue growth within the Americas. He earned an ASEE degree from Massasoit Community College. TPG Green Solutions’ most recent project is located in Jeffersonville, Indiana. TPG Green Solutions has partnered with US Army Corps of Engineers, MVBS Jeffersonville, North American Green, D2 Land, Water Resource, Inc., and Kruer Hydroseeding to resolve a stop work order issued by IDEM. Kruer Hydroseeding installed D2 Coir Logs 16” 9lb Poly Net at the toe and applied NAG Hydra CX2 with native mix on 650 feet of shoreline in a protected harbor on the Ohio River. This is a solution that saved MVBS Jeffersonville from further construction delays and possible fines. IP March/April 2010
ICHCA International Safety Panel Meets in Geneva I
CHCA International is the only dedicated non-governmental, independent, non-profit making, world-wide organization dealing specifically with the handling and movement of cargo. The organization’s International Safety Panel recently held its 59th meeting at the Headquarters of the International Labor Organization (ILO) in Geneva and a core part of the meeting was given over to the twin problems faced by container handlers and container carriers arising from lack of correct information being given by the originators of the cargo. This involves both weight and contents. At present, there is considerable concern regarding the misdeclaration of container weights and the Panel emphasized that the basic obligation to provide the correct information rested with the shipper or consolidator. Although the scale of the problem was not accurately known, the report on the MSC Napoli clearly indicated that, if there were sufficient ‘under declarations’ on the deck, the stability and even safety of the ship could be affected and that the Napoli was carrying a considerable number of such ‘under declarations’. Accordingly, the Panel considered that shippers must be made aware of their obligations and that this was best done by the shipping company when the booking for the voyage was taken. Secondly, terminals and shipping companies should together decide whether there was a need to check the weight of containers and, if so, how that might be done. It was considered that in some instances, a weighbridge certificate could be provided with the goods as they come to the terminal whilst in other circumstances a weight check on the terminal via a terminal weighbridge or terminal equipment using sensing devices might be possible. The Panel was very clear that this problem was best tackled by the marine supply chain itself. The other aspect was concerned with dangerous goods and the Panel acknowledged that with the 34th amendment of the International Maritime Dangerous Goods Code (IMDG Code) becoming mandatory from 1 January, the provision relating to the training of shore-side workers was also mandatory and it reaffirmed the strategy that ICHCA International had previously proposed to its members. As a first step this involved informing the shipper customers of the requirement to train their staff and, later, seeking confirmation that this had or was being done and the Panel advised ICHCA International to place emphasis on both these issues in its
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forthcoming regular bi-monthly electronic newsletter due out at the end of February. ICHCA International recommends the Exis Technologies e-learning package and there is a discount available for its members. The International Safety Panel was established in 1990 and it consists of 70 experts from around the world on cargo handling, training, insurance, terminal developments, lifting gear, plant and equipment and associated matters and it meets three times per year. A core part of its strategy to assist cargo handlers and terminal operation companies is to develop advice documents and it has published 59 such documents so far with others being developed. Other matters considered by the Panel at its latest meeting included international initiatives on container handling, crane safety, dangerous goods, solid bulk cargoes, timber deck cargoes and enclosed spaces and it received a presentation on the outcome of the MARIN project on stresses and strains imparted to container ships, deck containers being conveyed and the lashings that keep them in place. The next two meetings will be in Casablanca on 28 April associated with ICHCA International’s Biennial Conference there and in Japan during the week of 18 October. Further information on ICHCA International and its International Safety Panel can be found at www.ichca.com. ICHCA International is dedicated to the promotion of safety and efficiency in the handling and movement of goods by all modes and throughout the supply chain. Originally established in 1952 and incorporated in 2002, it operates through a series of Local, National and Regional Chapters, Panels, Working Groups and Correspondence Groups and represents the cargo handling world at various international organizations, including the International Maritime Organization (IMO), United Nations Conference on Trade and Development (UNCTAD), International Labor Organization (ILO) and the International Standards Organization (ISO). ICHCA International members include ports, terminals, transport companies and other groups associated with cargo handling and coordination. Members of its Panels represent a substantial crosssection of senior experts and professionals from all sectors of the cargo transport industry globally. Members benefit from consulting services and informative publications dealing with technical matters, “best practice” advice, and cargo handling news. IP www.inlandportmagazine.com
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The Last Word
Dennis Wilmsmeyer
General Manager, Tri-City Regional Port District (Madison, Granite City and Venice, Illinois) When did you first become acquainted with this industry? I’d have to say that was in 1986 when I was shovelling sand in the hull of a deck barge on the Mississippi River at St. Louis. I spent that college summer working around the water, painting a barge, clearing debris from around the boats, and going home each night very tired. One of the guys I was working with slipped overboard near a logjam and fortunately was pulled out of the water before the undertow got him. I learned pretty quickly that the river, while very tranquil, is terribly unforgiving. I’ve been doing transportation planning for the last 22 years; 11 of that with the Tri-City Regional Port District. What was a favorite project or assignment you’ve been involved in, and why? Hands down it would have to be the redevelopment of the former US Army Base in southwestern Illinois that is now owned by the Tri-City Port District. Few people have an opportunity to be involved with taking a closed military installation and making it into something where private businesses would like to locate. I have been fortunate to work with a great team of talented individuals who have helped to attract over $300 million in private investment in the property in the last five years. It’s a dream job for those like me who get bored easily. No two days are alike and that keeps it interesting. What was your least favorite? Handling employee disciplinary issues is the worst. Neither of us wants to be in the room, and both of us wish whatever it was that brought us there, wouldn’t have happened in the first place. God bless those who go to school for Human Resources, and especially those who are currently in the HR field and actually like it. What accomplishments, both professional and personal, are you most proud of? From a professional standpoint, it would have to be being promoted to General Manager of the Tri-City Port District. I started out there as a planner in 1999, and have been fortunate enough to have been promoted to this position. It’s challenging and tiring, but very fulfilling and rewarding. From a personal standpoint, I have been blessed with a wonderful wife and eight children whom I admire and adore. They are my life. I thank God every day for these gifts He has given me and pray that I can use my abilities to make the world a little bit better. If you could go back and tell your teenage self one thing, what would that be? I think it would be don’t settle for just good enough. Keep working and keep striving to be the best you can be. My parents tried to tell me, but as a teenager, I didn’t listen. I slacked off in school when I could have been working harder and taking on so much more. Now I see it in others. People who are extremely bright or talented who are wasting their abilities. I say push forward until you are satisfied that you have done everything humanly possible on a particular project. Unfortunately we waste many of the abilities that are given to us. Without naming names to protect the innocent (or guilty), what is the single most unbelievable
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A Revealing Look at our Industry Leaders
thing you have seen happen on a project in your career? Wow, where do I start? I think if I had to pick one it would be when I was told by a former boss to fabricate a change order so that we could get more money out of one of our clients. I told him no and then quit before he had a chance to fire me. He was one of the most unethical people I think I’ve ever come across. That moment was probably when I first realized the harsh realities of the business world. What do you want to be when you grow up? A CEO of a large company that has hit rock bottom. I would love the challenge of rebuilding the company, slashing costs, introducing unique ideas and concepts, gaining market share and bringing it back to a profitable venture. It would be either that or someone who walks the beaches of Florida to make sure the waves are still coming ashore! What exciting things are happening with the TriCity Regional Port District these days? The Port was just awarded $6 million in TIGER grant funding to go toward construction of its new south harbor and rail track loop. We’re coming off of our best year ever in terms of private development on the property: in total, about $220 million spent for new development in 2009. We added four major new tenants that built new buildings or plants last year, and had a fifth that relocated to their new 70,000-square-foot building from elsewhere on our property. This year, we are looking at enhancing our rail system, implementing a new five-year capital improvement program, and determining how best to construct the new harbor. It will be another busy year. If you could make those in power at the local, state, and federal levels understand one thing about your industry segment, what would it be? Floods can happen anywhere, so don’t penalize those people who live or work behind levees. Many of our major cities were formed on rivers because that is how the goods were (and should be) moved. Today, FEMA is taking advantage of its strong federal position and the vulnerabilities of local levee districts throughout the country, to force expensive flood insurance on people when they can least affort it. Many of our levee systems were designed and constructed by the federal government 50 years ago. But now, due to Hurricane Katrina, the safety standards were changed and many of the country’s levees may not meet the new requirements. Residents are being told to fix their levees to the new standards, or pay for the flood insurance. This will have a chilling effect on economic development... again, at the worst possible time. If you could make the general public understand one thing about your industry segment, what would it be? We preach it all of the time: Barge transportation is the safest, most economically-friendly and energy-efficient transportation mode when compared to rail or truck transport. If everyone understood this, our nation’s rivers would not be under-utilized, and our highways would be in a lot better shape than they are today. www.inlandportmagazine.com
What is your favorite movie, book, TV show, and sport? For the last 10 years, and probably for the next 10 years, my favorite movie and book are whatever my children want to watch and whatever they want me to read to them! My current favorite TV show is The Mentalist. I enjoy watching the main character analyze people, and tell whether they are being truthful or not. I wish we all had some of those traits. It would make life a little easier. My favorite sport is soccer. I grew up with it. I still enjoy playing soccer with my children and watching their games. What is the most significant piece of equipment you have seen come along during your career? That would have to be the combination cell phone/computer system that is packaged into an electronic device called a Blackberry or iPhone. The amount of information that can be stored on these devices, access to email, GPS, Internet, applications that can be accessed, etc are incredible. My first pager in the 1980s was about as large as my Blackberry is today. They’re incredible and terrible at the same time. Trying to get away from the phone calls and emails on vacation is difficult. What piece of equipment has not been invented yet, but will revolutionize your industry segment when it is? I would like to see a website for truck, rail and water transportation (similar to an airline’s website) that provides real-time pricing for freight transportation anywhere in the world. The user could pick and choose the length of time for shipment and delivery, mode of transportation, shipper and the pricing associated with each option. Tariff, duty rates and third-party logistics’ pricing would be itemized. You could even have an option of putting the product in a foreign trade zone. From your computer, you could literally purchase 3,000 tons of soybeans and pick the methods of moving them anywhere in the country or the world. The best thing is you wouldn’t be charged for overweight baggage. If you could change one thing about yourself, what would it be? To be more organized. I get busy with several projects going at once and don’t take the time to file away the papers and organize my desk as I should. This hinders my ability to find things quickly and more often than not causes me lost time. I admire organization and hope that I’m actually able to achieve it one of these days! Give us your thoughts on the inland port and waterways industry, where it has been, and where it is going. We had the distinct pleasure of attending the National Port Summit with US DOT Secretary Ray LaHood and Maritime Administrator David Matsuda in February (for more on this significant event, see p.8 of this issue). We met with seaports and other inland ports to discuss issues and help form federal policies for water transportation. The resounding theme was that we are over-regulated. Some ports have had projects held up for seven or more years due to the environmental permitting process. In that same time, our neighbors to the south are constructing their new facilities and are grabbing the lion’s share of the business before we can even put a shovel in the ground in this country. We have to change the way we do business before we are all out of business. These last two years have been as tough on water transportation as it has on just about any other industry sector out there. Things will improve, but slowly. IP March/April 2010