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James River Partnership XXIThe Mariners Museum
100 Museum Drive, Newport News, VirginiaNovember 30, 2017
Vision: “To Foster Navigational, Economic, and Environmental Cooperation and Stewardship of the James River Navigation Channel."
Goal: “To Achieve UNRESTRICTED NAVIGATION on the James River, while providing for good environmental stewardship of its resources.”
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“Welcome, Opening Remarks”
Mr. Whiting ChismanVice President
Virginia Pilot Association
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“Introduction of Guests”
Mr. Keith LockwoodChief Operations Branch
U.S. Army Corps of Engineers
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“Commander’s Perspective”
Colonel Jason Kelly, PMPCommander, Norfolk District
U.S. Army Corps of Engineers
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James River Partnership
30 November, 2017
Colonel Jason Kelly, PMPCommander, Norfolk District
U.S. Army Corps of Engineers
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“Navigation Program”
Mr. Thomas SheaProgram Manager
U.S. Army Corps of Engineers
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James River Partnership30 November 2017
Newport News, VA
Thomas Shea, PMP
O&M Appropriation Program Manager
North Atlantic Division
U.S. Army Corps of Engineers
U.S. ARMY CORPS OF ENGINEERS
NAVIGATION PROGRAM UPDATE
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USACE Navigation Assets
INLAND NAVIGATION
27 Inland River Systems
218 Lock chambers @ 176 lock sites
12,000 Miles of inland river channels
COASTAL NAVIGATION
1,067 Navigation projects
23 Lock chambers
13,000 Miles of channels
929 Navigation structures
844 Bridges
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KEY CHALLENGES• Continued pressure on budget
• Competition for funds remains keen
• Flat budgets – increasing costs
• 21st century needs different or greater than those of last century
• Extreme weather events: hurricanes, droughts
• Age of infrastructure
• Seasonal “no dredge” periods due to threatened and endangered
species reduces available dredging time
Impacts:
• Sustainability and reliability of assets
• Channel availability
• Low use channels
• Locks level of service
• Decreased navigation structure reliability
• Impediments to commerce
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Performance-Based Budgeting• Budgets focus on highest-performing projects
• Other factors: Subsistence harbors
Critical harbors of refuge
National security (Navy, Coast Guard)
Energy supply
Public transportation
Life safety
Commercial fishing
Channel Type Coastal Inland
High Commercial Use: > 10M tons per year > 5B ton-miles per year
Moderate Commercial Use: 1M-10M tons per year 1B-5B ton-miles per year
Low Commercial Use: < 1M tons per year < 1B ton-miles per year
Use Type High Moderate Low
No. Projects 59 100 908
% of Commerce 90% 9% 1%
% of PRESBUD 62% 25% 7%
USACE Navigation O&M
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Budget Trends and Comparisons
• Nationally, the Navigation Program is relatively constant
• Navigation accounts for 55% of total O&M
• Congressional Funding Pots adds about 25%
$0
$500
$1,000
$1,500
$2,000
$2,500
$3,000
$3,500
FY 10 FY 11 FY 12 FY 13 FY 14 FY 15 FY 16 FY 17 FY 18
USACE O&M Funding($Mil)
All Civil Works O&M Navigation O&M Flood Risk Mgt O&M Navigation Funding Pots
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12
OTHER TRENDS IMPACTING FUNDING
• O&M 20/20
• Administration's Infrastructure Initiatives
• Recent or upcoming deepening projects
NY & NJ Harbor, Savannah, and Charleston
– new O&M requirements
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USACE NAVIGATION DATA CENTER
• USACE Web Page
• Waterborne commerce
• Vessel characteristics
• Port facilities
• Dredging information
• Locks
http://www.navigationdatacenter.us/index.htm
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“James River Project Status”
Mr. Michael AndersonChief Design Management
U.S. Army Corps of Engineers
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217217217
200200200
255255255
000
163163163
131132122
2396553
110135120
1129256
62102130
1025648
130120111
237237237
8011927
252174.59
“The views, opinions and findings contained in this report are
those of the authors(s) and should not be construed as an
official Department of the Army position, policy or decision,
unless so designated by other official documentation.”
James River Project Update
Michael L. Anderson, PE
Project Manager
30 November 2017
NORFOLK DISTRICT
JAMES RIVER PARTNERSHIP XXI
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James River Federal Navigation Project
Fiscal Year (FY) President's Budget Amount ($) Appropriation Amount ($) Capability Amount ($)
2008 4,320,000 4,655,000 5,730,000
2009 3,667,000 3,336,000 8,788,000
2010 4,479,000 4,257,000 10,392,000
2011 4,180,000 4,180,000 7,370,000
2012 4,363,000 4,234,230 7,096,000
2013 3,948,000 3,948,000 7,600,000
2014 3,801,000 4,698,000 7,600,000
2015 3,696,000 5,696,000 7,600,000
2016 4,006,000 5,506,000 9,265,000
2017 4,100,000 7,900,000 7,900,000
2018 2,729,000 7,929,000
10 year average = 4,328,900 4,841,023 8,727,000
Supplemental Funds
ARRA = 3,314,000
Storm Sandy = 3,050,000
Hurricane Matthew = 500,000 for the RDWT
James River Funding
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Fiscal Year (FY)
President's
Budget Amount
($)
Appropriation
Amount ($)
Capability Amount
($)
2017 4,100,000 7,900,000 7,900,000
2018 2,729,000 Pending 7,929,000
10 year average = 4,328,900 4,841,023 8,727,000
Hurricane Matthew =
500,000 for the
RDWT
James River Funding
Continued
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INDEFINITE DELIVERY INDEFINITE
QUANTITY (IDIQ) CONTRACT
W91236-15-D-0053
Contract to Cottrell Contracting Corporation includes a
base year and two option years (3 years total)
Status:
Base Contract awarded 29 September 2015
Option Year 1 awarded on 29 September 2016
Option Year 2 awarded and started on 29 September 2017
Six Task Orders awarded to date
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COTTRELL CONTRACTING CORPORATION
THE ROCKBRIDGE DREDGE
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Accomplishments
Maintenance Dredging Completed:
• Task Order 4 $2,089,036.00
Dancing Point - Swann Point & Goose Hill Channels
10 January 2017 – 14 February 2017
290,000 Cubic Yards of Pay Volume removed
• Task Order 5 $4,832,944.50
Dancing Point - Swann Point & Goose Hill Channels
20 July 2017 – 21 December 2017 (work ongoing)
800,000 Cubic Yards of available Pay Volume
(scope reduced from 26’+1 to 25’+1 dredging depths)
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Accomplishments
Continued
Maintenance Dredging Completed:
• Task Order 6 $2,770,250.00
Dancing Point - Swann Point & Tribell Shoal Channels
Task Order awarded on 21 November 2017
485,000 Cubic Yards of available Pay Volume
Dancing Point - Swann Point to 26’+1
Tribell Shoal to 25’+1
Condition Surveys on Demand
Engineering Research Development Center
• Continued work on the James River to evaluate sediment transport and fate
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DANCING POINT- SWANN POINT, GOOSE HILL,
& TRIBELL SHOAL CHANNELS
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FY 2018 Activities and Goals• Task Order 7 pending Congressional appropriations
• Development and award of a new IDIQ contract prior
to end of September 2018
• Continued Condition Surveys
• Schedule periodic Stakeholder meetings to prioritize
dredging work based on limited funding scenario.
(schedule execution of the Matthew Supplemental
funds)
• Continued Engineering Research Development
Center Work
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A few notes on De-authorization of
Inactive Projects and Backlog
Prevention……• Water Resources Reform and Development Act of 2014
Sections 6001 and 6003 – provided a streamlined approach to
de-authorize CW project elements, not yet constructed.
• General Criteria – Five full fiscal years with no obligations (FY
2013 through FY 2017)
• James River elements to be de-authorized. Deepen the -25 foot
channel to -35 feet and enlarge the turning basin at Richmond
Deepwater Terminal.
• Project elements to be de-authorized on 1 October 2019
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“Projects, Initiatives at RMT”
Mr. Patrick JeffersonGeneral Manager Multi-Use Terminal Operations
Virginia Port Authority
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26Stewards of Tomorrow
RICHMOND MARINE TERMINAL
Patrick Jefferson, General Manager, Multi-Purpose Terminal
Operations for The Port of Virginia
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27Stewards of Tomorrow
OUR TERMINALS
VIRGINIA INLAND PORT
RICHMOND MARINE TERMINAL
VIRGINIA INTERNATIONAL
GATEWAY
PORTSMOUTH MARINE TERMINAL
NEWPORT NEWS MARINE TERMINAL
NORFOLK INTERNATIONAL
TERMINALS
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28Stewards of Tomorrow
INLAND TERMINAL ADVANTAGE
• Reduced emissions
• Chassis Pool
• Start/Stop for equipment
• Full Service container yard
• Ancillary services
• Strategic location to
primary/secondary markets
VIRGINIA INLAND PORT
RICHMOND MARINE TERMINAL
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29Stewards of Tomorrow
RICHMOND MARINE TERMINAL
Land acreage: 121
Wharf: 1,600 feet Rail service via Class 1 Railroad
Barge service with NIT and VIG
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30Stewards of Tomorrow
HOW WE MOVED THE CARGO: FY2017
RMT Barge Service
+ 37.6%
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31Stewards of Tomorrow
Mobile Harbor Crane
Mobile Generator
52k forklift
Container handling equipment
CAPITAL INVESTMENTS
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32Stewards of Tomorrow
ADDITIONAL INVESTMENTS
RMT: Rail track enhancements
Terminal upgrades
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33Stewards of Tomorrow
RMT CURRENT CUSTOMERS
Customers currently
utilizing barge
Expeditors
CrossGlobe
R1 Rubber
Lidl
Carolina Ocean Lines
Evergreen Enterprises
Plow & Hearth
Avail Vapor
Scoular Grain
Customers located near
Richmond to utilize barge
Expeditors
CrossGlobe
R1 Rubber
Lidl
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34Stewards of Tomorrow
WE ARE A CATALYST FOR COMMERCE.
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35Stewards of Tomorrow
Thank youACCESSIBILITY
FORTITUDE
HELPFULNESS
INNOVATION
MINDFULNESS
SUSTAINABILITY
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“Model Results Dancing Point”
Dr. Tahirih LackeyEngineering Research Development Center
U.S. Army Corps of Engineers
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Dr. Tahirih C. Lackey
James River Partnership MeetingNovember 30, 2017
37
Project Team Members:
ERDC: Joe Gailani, Susan Bailey, Sung-Chan Kim,
Jarrell Smith, Dave Perkey, and Earl Hayter
NAO: Chris Turner, Robert Pruhs, Michael Anderson,
Walter Trinkala
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The James River federal navigation channel is maintained to 25 feet deep and 300 feet wide from the mouth to Hopewell, Va., and 25 feet deep by 200 feet wide from the Richmond Deepwater Terminal to the Richmond Lock.
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“In 2013, more than $66 billionin goods moved in and out ofThe Port of Virginia and agrowing portion of that cargois moving across The Port ofRichmond.
Maintaining the channels ofthe James (River) that serveRichmond is critical to itshealth and expansion of thatfacility and the regionaleconomy.”
-Virginia Port Authority. (U.S. Army photo/Patrick Bloodgood)
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We dredge about 1M CY
of material on the James
River annually
When dredging cannot
occur, load restrictions
are placed on vessels,
ultimately resulting in
economic losses
Objective: Investigate channel shoaling in the area and determine if there are potential methods to reduce dredging and/or dredging costs without increased risk.
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Is the placed material going back into the channel?
Is there significant risk to nearby species?
If either of these answers is yes, do we need to investigate strategic placement options?
oyster sturgeon
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60% of the 1M CY of material dredged comes
from Dancing Point-Swann Point reach.
This shoal needs to be dredged twice a year.
Dredge
Place
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HydrodynamicModeling (CH3D)
How is the water moving?Velocity, Salinity, etc
Pipeline Placement ModelsWhen sediment is placed, how
much is immediately available for transport?
Farfield Fate (PTM)Where does the immediately
available material go?
Morphology (LTFATE)Does the mound migrate back into
the channel?
HydrodynamicModeling (CH3D)
How is the water moving?Velocity, Salinity, etc
Short-term Concerns (2-4 weeks) Long-term Concerns (6 months)
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A one month long simulation period was modeled for three pipeline locations using the Particle Tracking Model.
Dredging occurs over the first 17 days (approximately 100,000 CY of material).
The simulation continues for an additional two weeks to allow the finer sediment to either deposit or be transported away from the system.
Pt 1 Pt 2 Pt 3
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Maximum values outside of
the immediate release site
are less than 30 mg/l.
The downstream point Pt 3
shows that most sediment
is transported away from
the placement site.
Pt 1 Pt 2
Pt 3 SSC(mg/l)
1008978675645342312
1
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A six month simulation was run to understand
morphology change after dredging.
The USACE model LTFATE (Long-Term Fate)
was used to simulate sediment transport
LTFATE is a fully 3D hydrodynamic and
sediment transport model.
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Erosion occurs at the
eastern portion of the
placement mound. This
is counter-intuitive
which suggests that
sediment ultimately
depositing there comes
from another source.
The sediments appear
to have moved to
middle of the mound
and across the channel
as well.
Some sediment moves
downstream of the
mound and deposited in
the southern shoals.
Six months after placement
Approximately 5% of placement mound
sediments are eroded and about 3% of the
placed material migrates back into the
channel.
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Short-term concerns
◦Results show that the majority of suspended material immediately released into the water column during placement remains in the placement area or is transported out of the area of interest downstream.
◦ Sediment concentration and deposition values remain relatively small outside of the placement area. Most likely too small to present risk in the area of interest.
Long-term concerns
◦A small fraction of sediment from the placement mound migrates into the channel after placement.
◦The fine-grained nature of these sediments precludes these small volumes of sediment from depositing in the channel where the currents are strong.
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From the Dancing Point-Swann Point results, bulk of sediment placed does not get transported back to the channel within 6 month period.
Most likely sediment is coming from another source
Regional approach is needed to understand sediment transport.
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Is the placed material going back into the channel?
Is there significant risk to nearby species?
If either of these answers is yes, do we need to investigate strategic placement options?
What is the impact of the upstream suspended load on sedimentation?
Does sediment resuspended from one placement site impact other sites over time?
What are the overall transport mechanisms in this system?
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2 year hydrodynamic modeling of James River
Field Data Collection effort for James River
Risk assessment of dredging within Goose Hill placement site (short term modeling)
2 year sediment transport modeling simulation
51
Previously we focused solely on
placed material and it’s ultimate
fate. Now we are looking at
transport over the entire James
River system
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Velocity (m/s)
Contours of near surface velocity (vectors show
direction)
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Fifteen day field data collection effort. Samples were collected over approximately 95 river miles.
Surface grab samples
Core samples – erosion testing
Particle settling velocity sampling
Physical samples for concentration and grain size analysis
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camera
LED array
settling column
LED array
LED Light Sheet ≈3
mm thick
Camera
LISST
A. PICS
Camera
B. PICS LED Light Source
C. Example Image with suspended flocs
≈14 mm
≈10 m
mD. Settling Flocs from Station PICS01.
James River near Dancing Point- Swan Point
Shoal Channel
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Testing the durability of eroded sediment clasts (clumps).
Informs the study on the likelihood that eroded aggregates could travel long distances and re-deposit in the channel.
BEFORE AFTER 10-MINUTES
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Complete analysis of Field Data
Complete risk assessment of resuspendedplaced material at Goose Hill
Complete sediment transport modeling of system
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Norfolk District
Regional Sediment Management (RSM)
Dredging Operations and Environmental Research Program (DOER)
We understand the importance of the James River and are partnering to gather the information we need to help support the USACE navigation mission.
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A systems approach to deliberately manage sediments in a manner that maximizes natural and economic efficienciesto contribute to sustainable water resource projects, environments, and communities = Healthy Systems
Navigation, Flood Risk Mgmt, Ecosystem, Emergency Mgmt:
- Short and long-term sustainable, resilient solutions
- Coastal and Inland
Recognizes sediment as a valuable regional resource
Work across multiple projects, authorities, business lines
Tools and technologies for regional approaches
Relationship building for decision making & implementation
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Provides project managers with knowledge and technology for:
Cost effective operations
Risks associated with management alternatives
Environmental compliance
Increased Beneficial Use, RSM, and Engineering With Nature
Research to meet the complex economic, engineering
and environmental challenges of dredged material
management in support of the navigation mission
https://doer.el.erdc.dren.mil/
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The stern of the cutter suction dredge Marion on
the James River ~International Dredging Review
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“Overview Of Coast GuardOperations on the James River”
LCDR Barbara WilkChief Waterways Management
U.S. Coast Guard Sector Hampton Roads
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Sector Hampton Roads
James River Partnership Meeting
November 30, 2017
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Navigational Safety
Marine Safety Information Bulletins (MSIB)
Broadcast Notice to Mariners (BNM)
Local Notice to Mariners (LNM)
Sector Hampton Roads Command Center: 24/7
757-638-8555
Sector Hampton Roads Waterways Division
757-668-5580
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Surry-Skiffes Creek Transmission
Lines
14 November 2017 - 14 Feb 2018
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Chickahominy-Surry
Transmission Lines
PAR Electrical Contractors will replace 4 structures along the
existing Chickahominy-Surry Line
Starting at Willcox Wharf in Charles City to Windmill Point in
Prince George County
December 15, 2017 through January 20, 2018, new
transmission lines will be pulled into place (MSIB 17-130)
No closure of navigation channel expected.
Request 2 hour advance notice of vessels transiting the area
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Aids to Navigation Maintenance Responding to
Discrepant
Aids to
Navigation
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Search and Rescue:
Fire at Richmond Yacht Basin
Two 50’ docks, 12-15 recreational vessels, and
Henrico Fire Boat
Coast Guard provided patrol boat and
helicopter
York, Virginia, and James City Fireboats
responded
No persons in water so then shifted to response
as a Marine Casualty due to potential oil
discharge.
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Bridges
Coordinate with Bridge
Owners – VDOT, local
municipalities
USCG Fifth District
Bridge Branch: 30-day
advance notice for work
that requires closed to
navigation
Sector Hampton Roads
disseminates info for any
closures
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Questions
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“Current and Projected Vessel Perspective”
Mr. David HostPresident Host Shipping Company
T. Parker host, Inc.
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James River Partnership XXI
Vessel Traffic UpdateDavid Host
November 30, 2017
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Commercial Users of the James River
(Formerly Honeywell)
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Annual Average:Roundtrips on the James River: Ships
Piers Cargo Total
AdvanSixAssociated AsphaltDupont
Ammonium SulfateCaustic SodaLimestone 60
Note: Does not include the Ready Reserve Fleet, Fort Eustis, Pleasure Boats, dredges, or tugboats
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Annual Average:Roundtrips on the James River: Barges
Piers Cargo TotalAdvanSixAssociated AsphaltDominionDupontJames River Barge LineKinder MorganLuck StonePort of Richmond
OilAmmonium SulfateAggregatesAsphaltCaustic SodaContainersDredge SpoilsGrainGypsumLimestonePhenol 1,140
Note: Does not include the Ready Reserve Fleet, Fort Eustis, Pleasure Boats, dredges, or tugboats
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18
19
20
21
22
23
24
25
8/3
0/1
3
10/
30/
13
12/
30/
13
2/2
8/1
4
4/3
0/1
4
6/3
0/1
4
8/3
1/1
4
10/
31/
14
12/
31/
14
2/2
8/1
5
4/3
0/1
5
6/3
0/1
5
8/3
1/1
5
10/
31/
15
12/
31/
15
2/2
9/1
6
4/3
0/1
6
6/3
0/1
6
8/3
1/1
6
10/
31/
16
12/
31/
16
2/2
8/1
7
4/3
0/1
7
6/3
0/1
7
High Water Any Time
Dredge Restrictions
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Current Situation
• Unrestricted navigation on the James River is critical to the movements of inbound and outbound cargoes being competitive to other options such as truck and rail.
• Major Virginia companies have set up their base operations basis the ability to move their product by ship and barge on the James.
• The James River is unique to other waterways in Hampton Roads. • The nature of the River requires annual maintenance dredging of locations
such as Dancing Point, Swann Point, Jordan Point, Windmill Point, TribellShoals, and Richmond Deepwater Terminal.
• All this has to be done during the 6 month environmental window. • The long term wish list is a wider and deeper river to attract new business. • However, in order to keep present users whole, annual funding to meet
the current and future maintenance dredging needs is a must to restore the James to unrestricted navigation.
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Conclusion
We all need to work together as a cohesive team to support the Army Corps of Engineers in order to meet the navigational needs of vessels on the
James River, thereby increasing commercial benefits.
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“Keynote remarks”
Mr. Scott DaviesDirector of the Office of Ports & Waterway Development
USDOT, Office of Marine Highways Maritime Administration
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U.S. Department of Transportation Maritime Administration
James River Partnership
November 30, 2017
Integrating Waterborne Freight into the National Transportation Network
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America’s Marine Highways
VisionThe full integration of reliable,
regularly scheduled, competitive, and sustainable Marine Highway services into the surface transportation system that are a routine choice for shippers.
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Ma
riti
me
Ad
min
istr
ati
on
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Growing Congestion and the Marine Highway Solution
• International trade growth will only increase congestion
• Roads and railroads are near capacity and take decades to expand
• The U.S. moves about 6% of freight by water; Europe moves about 40%
• 29,000 miles of coastal and inland waterways that are operating well below capacity
U.S. Coastal & Inland Waterways
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M-5 M-90
M-5
(AK)
M-49
M-87
M-5 (AK)
M-64
M-A1
M-580
M-2
Marine Highway Projects and Grants
LEGEND
MH Routes
U.S. Interstate
MH Projects
MH Grants
M-5
M-90NE Expansion Project
Tenn-Tom
Freight Project
Cross Gulf Container Expansion
M-55/M-35
COB Project
BR–NOLA
M-55 Shuttle
M-55 COB
Shuttle
M-55
M-40
M-84
Lake Erie
Shuttle Service
M-90
Detroit
Windsor
Ferry
M-35
M-55
M-65
M-69M-10
M-70
James River
Container
Project
M-70
M-495
Potomac River
Commuter Ferry
M-95
M-95
Trans-Hudson Connector
NY Harbor COB Service
Cross Sound Enhancement
Gulf Atlantic MHP
M-146
Paducah-
McCracken
Co COB
M-29
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Critical Elements for Creating Marine Highway Services
103
• Proposed Projects must be located on a designated Marine Highway Route
• A public/private partnership between MPOs, vessel owners, labor, and freight owners
• A solid business case including analysis of competing modes (truck and rail)
• Adequate capital for start up and initial operations
• A coordinated promotion effort between key stakeholders
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64 Express Marine Highway Service
104104104
MARAD Marine Highway Grant Funds provided for purchase of barges, container handling equipment, and power pack.
Service started in 2008
Moves approx. 45,000 TEUs annually
Provides relief of congested I-64 corridor
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The 64 Express – a model of success
105
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
50000
2011 2012 2013 2014 2015 2016 2017 2018
TEU Transported
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VPA & America’s Marine Highway Program
106
2008 – Weekly service between Richmond and Hampton Roads
2010 - Awarded $1.1M AMH Grant for barges & MHE- Weekly service continues – 4820 TEU transported
2012 - Service increased to 2X per week- 16,442 TEU transported
2013 - Service increased to 3X per week- 20,618 TEU transported
2016 - Awarded $400K Grant for generator and forklift- 46,050 TEU transported
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James River Reserve Fleet
107
MARAD’s designated East Coast ship anchorage
Provides vessel husbandry services and military/civilian maritime
training support (5000 training days annually)
Testing ground for maritime related technology (e.g., Lawrence-
Livermore National Labs, Naval Post Graduate School, Massachusetts
Institute of Technology)
Cited by the Hampton Roads Military and Federal Facilities Alliance
(HRMFFA) as an asset to the Hampton Roads
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James River Reserve Fleet
108
Contributes $4.75M directly into the economy, which stimulates $8+
million locally.
Contracts with more than 15 local vendors, including small and
disadvantaged local businesses.
JRRF community contributions include an average of $7k annually to
CFC, and donations to food banks and other charities.
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AMH Updates – The Rule
109
• America’s Marine Highway Rule – published Nov 30, 2017– Original Rule was published in 2010.
• Updated to reflect the legislative changes to the Program since 2010– Expands the definition of eligible cargo to include discrete units or packages that are
handled individually, palletized, or unitized as well as freight vehicles carried aboard commuter ferries
• Renames ‘corridors, connectors, and crossings’ as ‘routes’
• Clarifies criteria for Project Designation and Route Designation and discusses the evaluation process.
• Adds a sunset clause for Projects that will allow MARAD to request removal of Designation status from dormant projects. It also requires Project sponsors make a request to retain a designation after five years.
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AMH Updates – Project Designation
110
• MARAD issued a Call for Projects via Federal Register notice dated April 18, 2016 with future submission dates of:
o December 31, 2017
o June 30, 2018
o December 31, 2018
• The Project Designation application process is found in the Marine Highway Rule.
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AMH Updates – Grants
111
• $5 million Notice of Funding Opportunity (NOFO) in early December, 2017
• Applications due by January, 2018
• Estimated award timeframe - February, 2018
• 20% non-Federal match required
• Eligibility:– Applicants must have a Designated Marine Highway Project
– Grant request must support, “the development and expansion of documented vessels and port & landside infrastructure”, or
– Planning grants that support the above criteria
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Questions?
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The Power of Partnership • Savannah, GA
• Historic, charming city
• Key industry: Tourism
• With a port
• Richmond, VA• State capital
• Key industries: Finance, university, law, & government center
• With a port
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“Closing Remarks”
Colonel Jason Kelly, PMPCommander, Norfolk District
U.S. Army Corps of Engineers