WATERWAYS OVERVIEWbrownwateruniversity.org/1_Waterway_Overview.pdf · Barge and Towing Industry Statistics Inland Waterways (USACE Waterborne Commerce Statistics 2011) • Towing

Waterways Overview

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WATERWAYS OVERVIEW

I n l a n d R i v e r s a n d G u l f C o a s t – 2 0 1 3

Section 1

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Topics

1.1 U.S. Coast Guard Organizational Overview

1.2 U.S. Coast Guard / Industry – Then and Now

1.3 U.S. Inland Waterways System – Knowledge

1.4 U.S. Inland Waterways System – Geography

Section 1

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MSU Lake Charles

Station Lake Charles

Station Sabine ANT Sabine

USCGC HERON

MSU Texas City SFO Galveston Station Galveston

ANT Galveston USCGC CLAMP

USCGC HATCHET USCGC MANOWAR USCGC SKIPJACK

Station Freeport USCGC MANTA

Sector Houston-Galveston Area of Responsibility


Sector Houston-Galveston

Station Houston

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The Big Three

Safety

Lone Star Harbor Safety Committee (LSHSC)

Course flows from NAVOP’s

Security

Area Maritime Security Committee (AMSC)

Issues such as TWIC and Security Plans

Stewardship

Central Texas Coastal Area Committee (CTCAC)

Spill response and environmental issues


MSU Texas City

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Deputy Sector Commander

MSU Port Arthur


Organization – Sector

Sector Commander Air Station Houston

SFO Galveston

MSU Lake Charles

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Planning

Response Prevention

Command Center Logistics


Organization – Houston

Deputy Sector Commander

Vessel Traffic Service

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Domestic Port State

Control


Organization – Houston (Prevention)

Investigations

Prevention

Inspections

Casualty Investigators

Facilities Inspections

Waterways Management/ATON

Regional Exam Center

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Construction Tenders

Aids to Navigation

Teams


Organization – Houston (Waterways Management)

Waterways Management

Lone Star Harbor Safety

Committee

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Stations Patrol Boats


Response

Incident Management Enforcement

Organization – Houston (Response)

Pollution Response and Investigation

Search and Rescue

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9/10/2013 1.1 U.S. Coast Guard Organizational Overview

Organization – Houston (Watch)

Manned 24 hours a day

Linked to VTS watch

Duty Officer (SAR and LE)

Situation Controller (COTP, OCMI Issues)

Radio Watch (Communications)

Command Center

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A Day in the Life of the Houston-Galveston Sector

35 Aids to Navigation Discrepancies

20 Vessel Inspections

3 Lives Saved/Assisted

2 Law Enforcement Violations

1 Security Boarding

3 Marine Investigations

3 Pollution Responses

4 Facility Inspections

350 Total Tow Movements

96 Vessel Arrivals

22 Merchant Mariner Credentials Issued


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All Threats All Hazards Always Ready


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Waterways Overview

1.2 U.S. Coast Guard / Inland Towing Industry – Then and Now


When did the Coast Guard Really Get Involved?

Actual regulatory oversight into the operation of tugs and towboats is a relatively recent endeavor for the Coast Guard

1900: 46 US Code 405 stated, “The Hull and boiler of every tugboat, towboat and ferry shall be inspected”. (Boilers had a tendency to Explode: Hence the Steamboat Inspection Service)

Courts later ruled (1913) the US Code did not apply to diesel Tugs/towboats. After that ruling not many Steam Powered Tugs were built. Diesels were State of the Art and operators of diesel tugs used this “modernization” as leverage against regulation.

By WWII, nearly all Tugs/Towboats were diesel.

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9/10/2013 1.2 U.S. Coast Guard / Industry – Then and Now

Regulation of the Towing Industry

Regulation of safe operations and manning levels of Towing Vessels has been attempted several times before in U.S. history:

1920’s: 2 Bills made it to the House of Representatives. Both defeated

1931: Representative La Guardia (NY) started H.R. 337….Failed. (Fishing Vessels)

Again in 1936, 1951 (Tug SACHEM explosion) and 1965….All Failed in part

Unions (MEBA, MM& P) were always in favor

Opposition was from Operators, Dredges, Fishing Industry, Yacht Owners.

Depts of Commerce and Treasury said “the CG could not support the regulatory burden”

In 1965 there was some movement. AWO finally supported the Licensing of Pilots.

Note: Casualty data supported collisions NOT engineering failures as the root cause of accidents

Now the new opposition came from the Oil and Gas Industry and Senator Huey Long (LA)

OSV’s were omitted in the eventual Pilothouse Licensing Act of 1973 and Congress gave additional Billets to the Coast Guard for the new initiative.

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Uninspected does not mean Unregulated

1970: 46 CFR Chapter I, Subchapter “C” set forth minimum requirements for Towing Vessels

Prior to 1970 safety meant “one man=one lifejacket”

One fire extinguisher per deck

Navigation Lights could be “seen” by an approaching vessel

1973: Licensing of Pilots

1970’s: Physicals for Licensed Mariners during Licensing

1987: Drug Testing of Licensed Mariners

1990: Criminal background checks of Mariners

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Oil and chemical pollutants were routinely spilled into waterways

Accidents routinely went unreported and uninvestigated unless extreme circumstances existed

Multiple injuries involving the public (Titanic…)

Disruption to communities (Texas City Explosion)

No clear laws existed regarding the Coast Guard’s jurisdiction over issues beyond checking for lifejackets and fire extinguishers

What about Marine Casualties and oil spills prior to the 1970’s?


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Ports and Waterways Safety Act and The Federal Water Pollution Control Act of 1972

1970’s was an era of sweeping environmental regulation

Ports and Waterways Safety Act of 1972 (Creation of the COTP)

EPA created 1970

Federal Water Pollution Control Act of 1972

Results: Coast Guard given new missions

Accident Investigations and Analysis standards

Environmental Safety

Safeguarding Waterways


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The Coast Guard and Safety 1970s and 1980s

Vessel Traffic Systems instituted in major traffic and incident areas

The Coast Guard and Industry both recognized the need for better standards

More attention paid to the requirements for navigational devices, lights, whistles, bells, and time required for advancement

Pollution incidents still significant


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The Coast Guard and Safety The Oil Pollution Act of 1990-OPA 90

March 24, 1989, the EXXON VALDEZ grounded in Prince William Sound, spilling ~500,000 barrels of crude

With passage of the Oil Pollution Act of 1990 (OPA 90):

Vessels, crews, and owners held to higher standards of conduct

Stiffer penalties and criminal charges faced those who would operate in a negligent manner

Specific dates were written into law, requiring double-hull vessels to replace the fleet of aging, single-skins


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The Coast Guard and Safety September 22, 1993

On September 22, 1993, a tow boat lost in the fog laid against a railroad trestle crossing Big Bayou Canot, in Mobile. “Pilot testified he was looking to catch a tree.”

The impact was enough to move the train tracks 6 inches out of alignment…minutes before the arrival of the Sunset Ltd Passenger Train.

47 dead 103 Injured


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The Coast Guard and Safety September 22, 1993

As a result, Congress ordered:

More stringent requirements for training

Inland vessels to carry additional navigational and safety equipment

Rules to govern Piloting were strengthened:

Formalized the advancement process

Instituted more training (Charts and Radar)

Compelled additional time requirements and experience before obtaining a license

Required simulations and a show of practical ability


Questions?

Conclusions:

Accidents continue to occur that drive the creation of new regulations

Regardless of the law, it takes commitment and partnership to ensure the continued safety of maritime commerce.

Commander Gary Messmer

713-671-5100

x5186

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The Inland Waterways System serves 38 of the continental United States

Corps of Engineers maintains:

Over 12,000 miles of Waterways

Approximately 240 locks

The United States Inland Waterways System


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U.S. Inland Waterways System History

Began as series of canals dug to move commerce from eastern states to inland states

At turn of 19th century:

Lock and dam system not established on major rivers

GIWW not yet constructed

Significant commerce conducted along Gulf Coast through interconnected bayous, lakes, and rivers


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Primary Waterways in U.S. Inland Waterways System

Mississippi, Upper Mississippi, Ohio rivers, and the GIWW

Major tributaries

Illinois, Missouri, Allegheny, Monongahela, Kanawha, Cumberland, Tennessee, Arkansas, Red, Ouachita rivers, Tenn-Tomm Waterway, Atchafalaya River, Black Warrior Tombigbee

East and West Coast Systems:

Columbia River System on west coast

Atlantic ICW, Delaware River System, and New York Harbor on the east coast

The United States Inland Waterways System


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United States Ports and Navigable Waterways


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Importance of the Waterways to the Population

Look at the population distribution

Overlay Waterways system on population map

Most major population centers across the country located on or near major Waterways or coastal ports


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Simple Conclusion

The Inland Waterways System has a significant importance to the population:

Attracts industries with no way of transporting products other than by water

Provides the catalyst for establishing other modes of transportation in those areas


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Who Uses the Inland Waterways System? What do They Ship?

Typical shippers using Inland Waterways System and GIWW:

Petroleum and chemical refineries

Steel, aluminum, and scrap producers

Coal-mining operations

Agricultural interests

Typical cargos are:

Bulk commodities

Some demand to move container cargo by barge


GIWW is 108 years old, spans 1100 miles St. Marks to Brownsville

Barge and Towing Industry Statistics Inland Waterways

(USACE Waterborne Commerce Statistics 2011)

• Towing Industry transports roughly 624 million tons of cargo per year on our inland waterways system - represents 62% of all domestic waterborne commerce nationwide.

• GIWW traffic accounted for 112 million tons. • Estimated value of that cargo is about $45 Billion

• Only the Mississippi and Ohio Rivers accounted for more waterborne cargo traffic

than GIWW.

• On the GIWW, cargo leaders are: Petroleum / Petroleum Products 51% Chemicals 17% Crude Materials 17% Coal 6%

GIWW Cargo – Where’s it go?

GIWW Cargo – Here, too

Chemical Plants

GIWW Areas of Concern

• USACE Dredging Funds for FY 2014 – Need to maintain depth • Advanced maintenance

• Mooring Basins – Additional Buoys – Especially important in TX

• Aged Infrastructure • Brazos River Floodgates • Colorado Locks • IHNC Lock – ALGIERS! • Bayou Sorrel

• Encroachment – Need to maintain width • USACE effort to establish revised, realistic setback policies

• Hurricane Storm Damage Risk Reduction System (HSDRRS) impacts

Canal Concerns

High Island to Brazos Realignment, Bayou Sorrel Replacement, IHNC Replacement , Maintenance Dredging, Brazos Modernization

Coastal Protection and Restoration Challenges to Navigation

HSDRRS Sites

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National Importance

Rail service and roads becoming more congested; approaching maximum capacity:

Lost time and money

Increased environmental damage

Increasing maintenance cost

More and more, looking to Inland Waterways System to stay connected to World Market


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Comparative to Other Countries

No other Waterways systems at present have capacity capabilities similar to U.S.

Rhine River in Central Europe has developed system approaching 80% capacity

Some European Union nations moving to develop the Danube River system (now approximately 15% capacity)

Argentina and China have systems not yet developed to meet capacity

Lack of infrastructure to feed these systems

Highways

Rail


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Environmental Gain

The Inland Waterways System allows for:

Savings in fuel consumption

Reduced greenhouse gas emissions

Less air pollution

Reduced traffic congestion

Fewer accidents on the highways and railroads

Less noise and disruption in cities and towns


Advantages of Inland Waterways Transport:

Easing Rail and Highway Congestion in Our Communities

One loaded

covered hopper

barge carries

58,333 bushels

of wheat, enough

to make almost

2.5 million loaves

of bread.

Units to Carry

1,750 Short Tons of Dry Cargo

1 barge

16 rail cars

70 trucks


Easing Rail and Highway Congestion in Our Communities

A loaded tank

barge carries

27,500 barrels of

gasoline, enough

to keep about

2,500 automobiles

running for an

entire year.

Units to Carry

27,500 Barrels of Liquid Cargo

1 barge

46 rail cars

144 trucks


One 15-Barge Tow Equals 216 Rail Cars or 1,050 Trucks

One 15-Barge Tow

216 Rail Cars + 6 Locomotives

1,050 Large Semi Tractor-Trailers

Transporting freight

by water is also the most

energy-efficient choice.

Barges can move one ton of

cargo 616 miles per gallon of

fuel. A rail car would move the

same ton of cargo 478 miles,

and a truck only 150 miles.


Moving Freight Efficiently Throughout America

Ton-miles Traveled per Gallon of Fuel

616

478

150

Barges have the smallest

carbon footprint among

other transportation

modes.

To move an identical amount of

cargo by rail generates 30%

more carbon dioxide than by

barge, and 1,000% more

emissions by trucks than by

barge.


The Greener Way to Move America’s Cargoes

Inland waterways transport moves hazardous materials safely.

Overall, spill rates remain low. Trucks lose 10.41 gallons per one million ton-

miles, rail cars 4.89 gallons and barges 2.59 gallons per one million ton-miles.


Safeguarding Our Health and the Environment

Rate of Spills in

Gallons per Million Ton-miles

Spills of

More Than

1,000 Gallons

2.59

10.41

4.89

Inland waterways transport has a low injury record compared to rail or truck.



95.3

1.0

1,609.6

For each injury involving barge

transportation, there are 95.3

injuries related to rail and

1,609.6 truck-related injuries.

Ratio of Injuries in Freight Transportation

Inland waterways transport has a low fatality record compared to rail or truck.



Ratio of Fatalities in Freight Transportation

For each barge transportation

fatality, there are 18.1 fatalities

related to rail and 132 truck-

related fatalities.

1

18.1

132

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Waterways Overview

Coming up next: The Business of Towing

Documents

WATERWAYS OVERVIEWbrownwateruniversity.org/1_Waterway_Overview.pdf · Barge and Towing Industry Statistics Inland Waterways (USACE Waterborne Commerce Statistics 2011) • Towing