Southern Region Summer Meeting Business Session · Joe Devall (2011) Devall Towing & Boat Services,...

The national advocate for the tugboat, towboat and barge industry.

Southern Region Summer Meeting

Business Session

September 2, 2010 Beau Rivage Resort & Casino

875 Beach Boulevard

Biloxi, MS 39530

Table of Contents

Sponsors 4

Agenda 9

Attendee List 11

Directors Representing the Southern Region 17

Priorities 19

National 20

Southern Region 21

AWO Organizational Chart 22

National Issues 24

AWO Comments: Coastal and Marine Spatial Planning 25

AWO Newsletter: EPA Final Rule on MARPOL Annex VI 27

AWO Newsletter: Proposed Oil Spill Liability Trust Fund Reforms 28

AWO Newsletter: AWO Testifies on Liability Limits 30

AWO Newsletter: P&G Comments to CEQ 32

AWO Newsletter: MA No Discharge Zone Petition 33

Executive Summary from DePaul University Study 34

Southern Region Issues 36

AWO Newsletter: Sector New Orleans Regulated Navigation Area 37

Air Emissions:

AWO Memorandum: AWO’s Air Emissions Initiatives 38

LDEQ Barge Study Report 42

AWO Newsletter: TN Barge Emissions Study 43

AWO Newsletter: TX Barge Emissions Study 44

No Discharge Zones by State 45

Map of Alternative Energy Proposed Projects 48

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Coast Guard Contacts for Towing Vessel Bridging Program (TVBP) 49

Biographies 50

CAPT Peter Troedsson 51

CAPT Kathy Moore 52

CAPT Donald J. Rose 53

CAPT Edwin M. Stanton 54

CAPT Marcus E. Woodring 55

Mark Your Calendar 56

Notes Page 57


Business Discussion

September 2, 2010

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SPONSORS

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Your Generosity is Greatly Appreciated

Platinum Reception Sponsors

AEP River Operations

Turn Services, LLC

JANTRAN, Inc.

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Gold Reception Sponsor

Stepp & Sullivan, P.C.

Platinum Reception Sponsor

Harbor Towing & Fleeting, Inc.

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Water Quality Insurance Syndicate

Breakfast Sponsors


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Business Session Sponsors

Magnolia Marine Transport Company, Inc.

LeBeouf Bros. Towing, LLC

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AGENDA

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The American Waterways Operators Southern Region Summer Meeting

Business Session

Beau Rivage Hotel

Biloxi, MS

September 2, 2010

8:30 a.m. - 12:30 p.m.

Call to Order

Mr. Robert A. Fry, Jr., Kinder Morgan Ship Channel Services, LLC

Safety Briefing

Mr. Franklin Morton, Turn Services, Inc.

Southern Region Chairman’s Report


Chairman’s Remarks

Mr. George Foster, JB Marine Service, Inc.

U.S. Coast Guard Eighth District Remarks

CAPT Peter Troedsson, Eighth District Chief of Staff

Regional Report

Mr. Mark A. Wright, The American Waterways Operators

U.S. Coast Guard Sector Reports

CAPT Kathy Moore, Sector Corpus Christi

CAPT Donald Rose, Sector Mobile

CAPT Edwin Stanton, Sector New Orleans

CAPT Marcus Woodring, Sector Houston-Galveston

National Report

Mr. Thomas A. Allegretti, The American Waterways Operators

Potential Effects of the Deepwater Horizon Spill and Response

Ms. Jennifer A. Carpenter, The American Waterways Operators

Mr. Richard H. Hobbie III, Water Quality Insurance Syndicate

Mr. Spencer Murphy, Canal Barge Company, Inc.

Adjournment


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ATTENDEE LIST

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The American Waterways Operators

2010 Southern Region Summer Meeting

Biloxi, MS

Attendees

Ahlemeyer, Lynn

Marine Systems, Inc.

Alexis, Perry

Perry & Son Towing, Inc.

Allegretti, Tom


Autry, Gene

Bay-Houston Towing Co.

Badeaux, Shannon

McDonough Marine Service

Banta, Frankie

Chem Carriers, LLC

Boffone, Frances

Progressive Barge Line, Inc.

Boudreaux, Barry

Intercoastal Marine Repair Co., Inc.

Bourgeois, Mark

LeBeouf Bros. Towing, L.L.C.

Boyd, William


Broussard, Andre

Enterprise Marine Services, LLC

Buky, Jim

Turn Services, LLC

Calhoun, CAPT Jim

Bisso Marine Co., Inc.

Carpenter, Jennifer


Carr, Mark

Channel Design Group

Champagne, Jeremiah

LeBeouf Bros. Towing, L.L.C.

Cole, Chris

Trinity Marine Products, Inc.

Creppel, Carl

Rodgers Marine Towing Service, Ltd.

Criddle, Renee

Henry Marine Service, Inc.

Cyr, Paul

Edoc Systems Group Ltd

DeLoach, Z. David

DeLoach Marine Services

Devall, Alfred

Devall Towing & Boat Service, Inc.

Devall, Joe


Devall, Mike


Dinger, Josh

C & J Marine Services, Inc.

DuChaine, Taylor

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Biloxi, MS

Attendees

Duval, David


Echols, Tommy

Echo Marine, Ltd./Echo Towing Service Inc.

Ellis, Michael

Settoon Towing, LLC

Evans, Ronnie

Key Equipment Finance

Faherty, Tom


Farley, Jim

Kirby Inland Marine, LP

Fay, Angie

Blessey Marine Services, Inc.

Felder, Cherrie

Channel Shipyard Company, Inc.

Firmin, Roman

SGS Petroleum Service Corporation

Flynn, Mark

Higman Marine Services, Inc.

Foreman, Dave

AccuTrans, Inc.

Foret, David

the ACTion group companies

Foster, George

JB Marine Service, Inc.

Fry, Jr., Bob

Kinder Morgan Ship Channel Services, LLC

Furlong, Kent

Hines Furlong Line, Inc.

Giardina, Mike

Machine Support, Inc.

Golding, Austin

Golding Barge Line, Inc.

Golding, Melody


Golding, Steve


Harmon, Chetan

Marine Solutions, Inc.

Harris, Roger

Magnolia Marine Transport Company

Haun, Charlie

Parker Towing Company, Inc.

Hidalgo, Kimberly

Florida Marine Transporters, Inc.

Hobbie, Richard

Water Quality Insurance Syndicate

Hooper, CAPT Tom

U.S. Coast Guard

Hornsby, Red

Settoon Towing, LLC

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Biloxi, MS

Attendees

Isemann, Ray

Bollinger Shipyards, Inc.

Janoush, Paul

JANTRAN, Inc.

Jaubert, Marcel

Turn Services, LLC

Johnson, Phil


Kindl, Jeff


King, Chuck

Buffalo Marine Service, Inc.

Klix, Greg

U.S. Coast Guard

Knoepfler, Glenn

GE Capital Solutions

Kuehne, Mike


Lane, Merritt

Canal Barge Company, Inc.

Langdon, Neal


LeBoeuf, Angela

L & L Marine Transportation, Inc.

LeBoeuf, Lee

L & L Marine Transportation, Inc.

Matthews, Shaw

Matthews Brothers, Inc.

Matthews, Tom

Matthews Brothers, Inc.

McCaul, Brian

U.S. Coast Guard

McClelland, Jr., John

Martin Marine

McCormack, Robert

SeaRiver Maritime, Inc.

Mellor, Frank

Consolidated Grain & Barge, Inc.

Mickey, Scott

CGB Enterprises, Inc

Mickles, Rustin


Moore, CAPT Kathy

U.S. Coast Guard

Morton, Frank

Turn Services, LLC

Morton, Ginny

Turn Services, LLC

Mueller, Bob

Turn Services, LLC

Muench, Lynn


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Biloxi, MS

Attendees

Munoz, Mario

American Commercial Lines, Inc.

Murphy, Spencer


Nightingale, Jeff

Mississippi Marine Corporation

Nokes, Ron


O'Connell, Ged

Jeppesen Marine

O'Daniels, Brian

Florida Marine Transporters, Inc.

Oelkers, Susan

John W. Stone Oil Distributor, L.L.C.

Osorno, Gary

AccuTrans, Inc.

Perera, Donnie

Settoon Towing, LLC

Rohena, CAPT Ralph

ConocoPhillips Company

Rose, CAPT Donald

U.S. Coast Guard

Rowan, Jay

Cummins Marine

Rudder, Steven

ConocoPhillips Company

Settoon, Russ

Settoon Towing, LLC

Shearer, Ed

Shearer & Assoc., Inc.

Smart, Chris


Smith, Ashley


Smith, Tom


Socha, Robert


Stanton, CAPT Edwin

U.S. Coast Guard

Stepp, Jad

Stepp & Sullivan, P.C.

Swendsen, Bill

J.A.M. Marine Services, L.L.C.

Tabony, Rene


Todd, Clark


Troedsson, CAPT Peter

U.S. Coast Guard

Tyson, Joe


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Biloxi, MS

Attendees

Valerius, Steve

Valerius Interests

Veracruz, Ben

DG Marine Transportation, LLC dba GRIFCO

Vick, Randy

Cooper Marine & Timberlands Corp.

Vitt, Michael

E.N. Bisso & Son

Vorick, Tim

Settoon Towing, LLC

White, G.H.

G. H. White, Inc.

White, Mike

U.S. Coast Guard

Wilson, Michael

Kudzu Marine, Inc.

Wilson, Teresa

Kudzu Marine, Inc.

Wilson, Tim

John W. Stone Oil Distributor, L.L.C.

Woodring, CAPT Marcus

U.S. Coast Guard

Woodruff, Matt

Kirby Corporation

Wright, Mark


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DIRECTORS

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AWO Directors Representing the

Southern Region

Robert Fry (2011) – Regional Chairman (2011)

Kinder Morgan Ship Channel Services, LLC

Gene Autry (2012) Bay-Houston Towing Co.

Mark Bourgeois (2012)

LeBeouf Bros. Towing, LLC

Z. David DeLoach (2012)

DeLoach Marine Services

Joe Devall (2011)

Devall Towing & Boat Services, Inc.

Tommy Echols (2011)

Echo Marine, Ltd./Echo Towing Service, Inc.

Mark Flynn (2012)

Higman Marine Services, Inc.

Frank Morton (2012) – Regional Vice Chairman (2011)

Turn Services, Inc.

Roger Harris (2011)

Magnolia Marine Transport Company

Charles Haun (2012)

Parker Towing Company, Inc.

Paul Janoush (2011)

JANTRAN, Inc.

Clark Todd (2012)


Matt Woodruff (2011)

Kirby Corporation

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PRIORITIES

National

Southern Region

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Major Issue Challenges

and Objectives for 2010

Raise public awareness of the industry’s value to the nation and establish and maintain effective relationships with Congressional and Administration decisionmakers whose work impacts AWO members.

Promote Responsible Carrier Program compliance and provide forums and resources to assist AWO members in being leaders in marine safety.

Lead an effective and coordinated industry response to the Coast Guard notice of proposed rulemaking on towing vessel inspection.

Secure improvements to the inland waterways infrastructure project delivery process and ensure that industry contributions to the Inland Waterways Trust Fund are fair and affordable.

Secure a uniform and practical national approach to regulation of ballast water and other vessel discharges.

Ensure a practical, science-based approach to crew endurance, work and rest issues and promote widespread understanding and implementation of crew endurance management principles.

Prevent erosion of the cabotage laws and build support for the Jones Act with Congressional and Administration policymakers.

Eliminate the requirement for a second trip to the TWIC enrollment center and ensure that DHS regulations do not require TWIC card readers on towing vessels.

Ensure that vessel operations are regulated and governed by the federal government and oppose attempts by states to usurp the Coast Guard’s authority.

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SOUTHERN REGION 2010 PRIORITIES

Continue institutionalizing the congressional grassroots program as a key

component of AWO’s advocacy program. Work with AWO members in the

Southern Region to establish and strengthen relationships with targeted

members of Congress.

Continue to work with all key governmental agencies throughout the region

to strengthen partnerships, improve communication and facilitate access to

information of importance to the industry. The regional office will advocate

to critical agencies that affect the industry, including the U.S. Coast Guard,

the U.S. Army Corps of Engineers, the U.S. Fish and Wildlife Service and

the Environmental Protection Agency.

Manage industry engagement in all priority state and federally-proposed

regional initiatives that broadly affect AWO members.

Promote outreach to key media outlets in the Southern Region to enhance

the positive public awareness of the towing industry.

Assist with the management of the Mid-America Region Quality Steering

Committee of the Coast Guard-AWO Safety Partnership to ensure that

AWO’s safety goals and operational priorities are addressed.

Manage the AWO PAC program of Southern Region Board members to lead

and encourage AWO member support of the AWO PAC to achieve the

Board-approved goals for PAC participation.

Collaborate with the Gulf Intracoastal Canal Association as the U.S. Army

Corps of Engineers, other agencies and the states to address flood control

and coastal protection and restoration to ensure that the needs of navigation

are recognized and properly addressed.

Manage alternative energy projects in the Western Rivers and other local,

state or federal projects to ensure impacts on navigation are minimized.

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AWO ORGANIZATIONAL CHART

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Tom Allegretti

President & CEO

Jennifer Carpenter

Senior Vice President –National Advocacy

AWO Organizational Chart Updated 7/26/10

Lynn Muench

Senior Vice President –Regional Advocacy

Bob Clinton

Vice President – Safety

Nicole deSibour Vice President – Atlantic Region

Mark Wright

Vice President – Southern Region

Vickie Hammond

Assistant to the President

& AWO Secretary

Mary Mills

Office Manager & Receptionist

Full Charge Bookkeeper

Vacant

Jayson Larner Coordinator –Information

Technology & Training

Lynn Craig

Vice President – Finance &

Administration

Ashley Smith Coordinator –

Meetings & Membership

Caitlyn Stewart

Government Affairs Associate

Brian Vahey Government

Affairs Associate

Benjamin Rogers


Robert McCaw


Katelin Walker

Government Affairs Assistant

Chris Coakley

Vice President –Legislative Affairs

Anne Burns

Vice President – Public Affairs & Communications

Jason Lewis

Vice President – Pacific Region

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NATIONAL ISSUES

AWO Comments: Coastal and

Marine Spatial Planning

AWO Newsletter: EPA Final Rule on

MARPOL Annex VI

AWO Newsletter: Proposed Oil Spill

Liability Trust Fund Reforms

AWO Newsletter: AWO Testifies on

Liability Limits

AWO Newsletter: P&G Comments

to CEQ

AWO Newsletter: MA No Discharge

Zone Petition

DePaul University Study: Executive

Summary

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The Tugboat, Towboat and Barge Industry Association

February 18, 2010

Mr. Michael WeissDeputy Associate Director, Ocean and Coastal PolicyCouncil on Environmental Quality722 Jackson Place, N.W.Washington, DC 20503

RE: Interagency Ocean Policy Task Force -- Interim Framework……for Effective Coastal and Marine Spatial Planning

Dear Mr. Weiss:

On behalf of the American Waterways Operators (AWO), the national trade association for theinland and coastal tugboat, towboat and barge industry, thank you the opportunity to comment on theproposed Interim Framework for Effective Coastal and Marine Spatial Planning (CMSP). AWO’smembers account for approximately 80 percent of the barge tonnage and two-thirds of the towingvessel horsepower in the United States, moving coal, grain, petroleum products, chemicals, steel,aggregates and containers on the inland rivers, the Atlantic, Pacific and Gulf coasts, and on the GreatLakes. Tugboats also provide essential services, including shipdocking, tanker escort, andbunkering, in ports and harbors around the country. Transportation by barge is the most energy-efficient, economical and environmentally friendly means of surface transportation.

AWO approaches this proposed framework as an organization that is committed to leadership inmarine safety, security and stewardship. We support the development of a coordinated nationalapproach to marine spatial planning that recognizes the economic and environmental importance ofmarine transportation, while providing for other uses of the oceans and coasts such as thedevelopment of renewable energy resources (e.g., wind, wave, tidal, current, and thermal). WhileAWO strongly supports renewable energy, we are concerned that a patchwork of uncoordinatedalternative energy projects sited across the nation’s coasts and Great Lakes would threaten both thesafe navigation of tugboats and barges and their traditional shipping routes. We are encouraged thatthe proposed Interim Framework offers a mechanism to coordinate and recognize multiple uses ofthe ocean and coastline.

In this regard, we note that while the proposed Interim Framework encourages stakeholderparticipation in the CMSP process at the regional level, it recommends but does not mandate theestablishment of regional advisory committees. AWO urges the Task Force to require the formationof regional advisory committees to provide advice on the economic and environmental impacts ofCMSP decisions. Stakeholders should include representatives of the maritime transportationindustry.

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Mr. Michael Weiss…… February 18, 2010…….Page 2

Once again, thank you for the opportunity to comment. AWO would be pleased to answer anyquestions or provide further information to assist the CEQ in finalizing the Interim Framework forEffective Coastal and Marine Spatial Planning.

Sincerely,

Jennifer A. Carpenter

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EPA Publishes Final Rule Implementing MARPOL Annex VI

May 7, 2010

On April 30, the U.S. Environmental Protection Agency (EPA) published a final rule

implementing the engine and fuel requirements of MARPOL Annex VI. The rule also regulates

emissions from new Category 3 marine diesel engines, which are not used by tugboats and

towboats. As reported in the January 15 AWO Letter, EPA finalized the rule in December 2009

and released a prepublication version, which is identical to the rule published in the Federal

Register.

The following Annex VI engine and fuel requirements come into effect on July 1:

Engines over 130 kilowatts (175 horsepower) installed on vessels after January 1, 2000,

must obtain an Engine International Air Pollution Prevention (EIAPP) certificate from

the engine manufacturer.

Vessels over 400 gross tons (international tonnage) must burn fuel that meets Annex VI

sulfur requirements and carry a bunker delivery note and fuel sample from the fuel

provider to verify compliance with those requirements. Marine diesel fuel burned by

tugboats already meets these requirements.

The Coast Guard will issue International Air Pollution Prevention (IAPP) certificates to

demonstrate compliance with Annex VI requirements.

The final rule exempts vessels that only operate domestically from complying with the engine

and fuel requirements of Annex VI. A vessel is considered to operate domestically if it does not

enter waters subject to the jurisdiction or control of any foreign country, except for Canadian

portions of the Great Lakes. However, there are two caveats to this exemption. First, domestic

vessel owners will have to keep fuel receipts on board for three years in order to demonstrate that

they are burning fuel that complies with EPA’s standards. EPA has clarified that this will most

likely only apply to vessels burning residual fuel. Second, engines on vessels operating

domestically that would normally have to get an EIAPP will have to be labeled to clarify that no

EIAPP is required for that engine. EPA plans to publish clarifying guidance on these points in

the near future.

For more information, please contact Mary McCarthy at (703) 841-9300, extension 254, or via

email at [email protected].

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Administration and Congress Propose Oil Spill Liability Trust

Fund Reforms in Response to Gulf of Mexico Oil Spill

AWO to Testify Before Congress on Vessel Liability Limits

June 4, 2010

With the oil spill from the Deepwater Horizon rig surpassing the 1989 Exxon Valdez disaster,

Congress and the Administration are readying a legislative and regulatory response that has the

potential to impact tank and non-tank vessel owners as well as offshore oil rigs. AWO is working

to educate Congress and the Administration on the dramatic improvements in spill prevention

since the Oil Pollution Act of 1990 (OPA 90) and make the case that the current statutory and

regulatory framework for vessels is working well. On June 9, AWO will testify before the House

Transportation and Infrastructure Committee on liability and financial responsibility for oil spills

under OPA 90.

As reported in the May 21 edition of the AWO Letter, the Obama Administration has asked

Congress to consider an emergency package of legislative amendments that deal with how

federal, state and local authorities respond to oil spills. The Administration proposal seeks to

raise the cap on payouts from the Oil Spill Liability Trust Fund from $1 billion to $1.5 billion

per incident and raise the cap on natural resource damage assessments and claims from $500

million to $750 million. In addition, the proposal calls for as yet-unspecified increases on limits

of liability for responsible parties under the Oil Pollution Act, including both tank and non-tank

vessels.

Numerous Senate and House oversight committees have held investigative hearings on issues

associated with the spill, and multiple bills and amendments have been introduced by both

Democrats and Republicans in Congress. Elements of these bills and the Administration

proposals will likely be combined into one or two major pieces of legislation to be acted on

before Congress adjourns for its August recess. Several of the bills would have direct, negative

impacts on vessel owners and operators.

AWO has scheduled meetings with more than 25 House Transportation and Infrastructure

Committee Members’ offices to preview our testimony and propose questions for the record. In

addition, AWO is scheduling mid-June meetings with the Chairmen and Ranking Members of

the House and Senate committees of jurisdiction over OPA 90. The purpose of these meetings

will be to bring CEO’s of some of the largest coastwise tank barge operators face-to-face with

lawmakers to explain the real potential for current legislation to jeopardize taxpaying American

businesses and eliminate American jobs. AWO is also seeking a meeting with the White House

to express its concern with the Administration’s oil spill proposals.

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AWO is also working to ensure that the Jones Act is not breached as spill response operations in

the Gulf of Mexico continue. AWO is working closely with the Maritime Cabotage Task Force

and the U.S. Maritime Administration (MARAD) to reject unjustified waiver requests.

More information on AWO’s efforts to protect members from harmful legislative or regulatory

fallout from the Deepwater Horizon spill will be forthcoming in future issues of the AWO Letter.

For a list of oil spill bills introduced in Congress, click here. To read the Administration

proposal, click here. For more information on other aspects of this developing issue, please

contact Jennifer Carpenter or Chris Coakley at (703) 841-9300, extensions 260 or 297,

respectively, or via email at [email protected] or [email protected].

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Liability Limits on Vessels Should Not Change, AWO Testifies Before Congress

June 18, 2010

On June 9, AWO Atlantic Region Chairman Buckley McAllister, Vice President and General Counsel of

McAllister Towing, testified at a day-long hearing in front of the House Transportation & Infrastructure

Committee titled Liability and Financial Responsibility for Oil Spills under the Oil Pollution Act of 1990

(OPA 90). The hearing addressed proposed legislation that would lift liability caps for companies

involved in oil spills. Mr. McAllister’s testimony and his responses to questions from lawmakers made

very clear the distinction between oil carrying vessels and oil production facilities and it was evident that

the leaders of the Committee heard and understood the difference.

Mr. McAllister’s testimony highlighted the effectiveness of OPA 90 and the industry’s significant

leadership record in marine safety, its deep commitment to environmental stewardship, and the distinction

between vessels and offshore oil production facilities with regard to the possible extent of a worst-case

discharge. During questioning, Mr. McAllister urged the Committee to consider that “tank vessels are not

oil production facilities” and to be mindful of the potentially severe consequences of changes to the OPA

90 liability and financial responsibility regime for vessel owners. Mr. McAllister clarified that, “for a

vessel owner, unlimited liability is not insurable,” but [even] “a worst-case

discharge from a vessel is a quantifiable amount.” Mr. McAllister’s testimony reinforced the message that

legislative proposals to significantly raise liability limits on vessels would raise the costs of insurance to a

price that responsible small- and medium-sized companies could not afford.

Statements by Chairman James Oberstar (D-MN), Rep. Elijah Cummings (D-MD) and Rep. Frank

LoBiondo (R-NJ) and some other key members, all emphasized the contrast between the well-established

structure of liability limits and financial responsibility for vessels and the need to address legislative and

regulatory deficiencies in the liability limits for oil rigs. In his opening statement, Chairman Oberstar

specifically cited vessels as carrying a known quantity of oil and said that “there is a reasonable basis for

establishing the worst case of possible damages from the release of oil or all cargo from a vessel; this in

turn is the basis for establishing a liability cap.” The Chairman even cited the necessity of liability limits

for tug/barges carrying home heating oil in order to protect consumers from bearing the pass-through costs

of high insurance rates.

While both the House and Senate finalize separate legislative packages on the oil spill response, there is

still a chance that the industry could face unintended legislative consequences. In both chambers,

Democratic leadership has requested committees of jurisdiction submit oil spill related legislation before

July 4, with the goal of completing a bill to respond to the Gulf oil spill before lawmakers leave for the

August recess. In order to protect vessels from being unnecessarily included in the congressional response

to the Deepwater Horizon spill, AWO is engaging all the House and Senate committees that have

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jurisdiction over draft legislation and educating them on the effective preventative and punitive measures

for vessel operations established by OPA 90. AWO members who would like to reach out to their elected

lawmakers to educate them about the impact of proposed liability changes on their companies, should

contact Chris Coakley at (703) 841-9300, extension 297, or via email at [email protected].

To read Mr. McAllister’s testimony, click here. To read Chairman Oberstar's opening statement, click

here. To view the House Transportation and Infrastructure Committee’s coverage of the hearing, click

here. For more information on this issue, please contact Jennifer Carpenter or Chris Coakley at (703) 841-

9300, extensions 260 or 297, respectively, or via email at [email protected] or

[email protected].

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Principles and Guidelines Should Promote Environmental and Economic Benefits,

AWO Comments to CEQ

April 09, 2010

The Council on Environmental Quality’s (CEQ) proposed Principles and Guidelines (P & G) must

recognize the economic benefits of waterways transportation, flood control and water supply

infrastructure as the basic building blocks of a robust and expanding national economy, AWO told CEQ in

comments filed April 5.

AWO’s comments came in response to a December 9 notice regarding CEQ’s draft Principles and

Standards (P & S) Sections of the Economic and Environmental Principles and Guidelines for Water and

Related Land Resources Implementation Studies, the principles that will guide America’s water resource

planning. AWO’s comments asserted that the draft P & G does not fully recognize the economic benefits

gained from water resource infrastructure or the public uses of water resources. The Water Resources

Development Act of 2007 directed the Secretary of the Army to ensure that the nation’s water resources

project planning policy reflects current national priorities that would encourage economic development

and protect the environment. CEQ has taken the lead role in revising the P & G.

Lynn Muench, AWO Senior Vice President - Regional Advocacy, offered three overarching

recommendations to improve the draft P & G:

1. The P & G must ensure well defined planning procedures that promote the sustainable development of

our nation’s economy along with continued investment to maintain, update and modernize the water

resources infrastructure;

2. The P & G must place a strong emphasis on utilizing cost-benefit analysis and other proven methods

of economic analysis in the evaluation of proposed environmental and economic projects; and,

3. The P & G must establish a peer review process that offers balanced and unbiased consideration of all

benefits of water resource planning. The developments of flood control, navigation and water supply

projects have a long and impressive history of improving the lives of U.S. citizens and the economic

welfare of the entire nation.

For a copy of AWO’s comments, please click here. If you have any questions, please contact Lynn

Muench at (314) 446-6474 or via email at [email protected] or Robert McCaw at (703) 841-

9300, extension 279, or via email at or [email protected].

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mailto:[email protected]


AWO Comments on No Discharge Zone Petition for Massachusetts Waters

June 18, 2010 On June 7, AWO submitted comments to the U.S. Environmental Protection Agency (EPA) on its receipt

of a petition from the Commonwealth of Massachusetts to make the waters of Pleasant Bay/Chatham

Harbor, MA a no-discharge zone (NDZ). In its comments, AWO noted that, while tugboats and barges do

not regularly transit the waters of Pleasant Bay/Chatham Harbor, it is critical for EPA to ensure that

adequate facilities for the discharge of sewage from all types and sizes of vessels, both commercial and

recreational that transit the area are available when considering an NDZ designation application.

Commercial vessels have significantly different characteristics and operations than recreational vessels,

which are most often the focus of NDZ applications, AWO pointed out in its comments, and commercial

vessels often cannot access recreational vessel pumpout facilities such as marinas due to their:

Larger size and draft;

Larger storage tanks; and,

Continuous operations, 24 hours a day, year-round.

AWO concluded its comments with a caution that not taking the needs of commercial vessel operations

into account could require owners to pull their vessels out of state waters, thereby harming the local

economy and environment.

To read AWO’s comments, click here. AWO plans on submitting similar comments for the petition for an

NDZ or the waters of the Upper Shore, MA, on June 21. For more information, please contact Nicole

deSibour or Mary McCarthy at (703) 841-9300, extension 292 or 254, respectively, or via email at

[email protected] or [email protected].

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AN ANALYSIS OF THE ECONOMIC EFFECTS OF TERMINATING OPERATIONS

AT THE CHICAGO RIVER CONTROLLING WORKS AND O’BRIEN LOCKS ON

THE CHICAGO AREA WATERWAY SYSTEM

April 7, 2010

Joseph P. Schwieterman, Ph.D.* Professor, School of Public Service, and Director, Chaddick Institute for Metropolitan Development

DePaul University Chicago, IL 60604

[email protected] 312.362/5732

*The author would like to acknowledge the assistance of Alice Bieszczat,

Steve Field, Lauren Fischer, and Andrew Pizzano

Chaddick Institute Web Site: las.depaul.edu/chaddick

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1

Executive Summary

Concern about the migration of Asian Carp into the Great Lakes system has been the impetus for discussion about terminating operations at three facilities in the Chicago Area Waterway System: the Chicago Controlling Works, the Thomas J. O’Brien Lock and the Wilmette Pumping Station. To foster understanding about the implications of this method of partial ecological separation, this study explores the extent of the economic activity that would be affected by these actions and their potential influence on the region’s economic wellbeing.

The findings show that spending by consumers and commercial shippers on the barge and boat operations that would be affected by closure of the locks has an annual financial impact of $1.3 billion. This figure is inclusive of multiplier effects related to waterway use but not inclusive of certain employment-related effects, which can only be measured with further study. The economic value lost from permanent closure is estimated to be $582 million the first year, $531 annually over the subsequent seven years, and $155 million annually thereafter. The net present value of these costs, over a 20-year planning horizon at a four percent discount rate, is $4.7 billion.

For the first year after closures, the lost value consists of added transportation costs

($125 million; inclusive of social costs), losses to recreational boaters ($5 million), consumers of river cruises and tours ($20 million), municipal departments providing public protection ($6 million), property owners ($51 million), and regional agencies needing additional funds for flood-abatement systems ($375 million). A portion of these losses would be shouldered by industries outside the Chicago metropolitan area, particularly certain ports in the Mississippi River basin that serve the barge transportation industry.

Additional research is needed to develop more accurate estimates in a variety of areas, including the effects of closure on assets and activities that derive their value from the aesthetic qualities of the river system, such as riverfront property, boat tours and cruises. This study also does not consider the employment-related effects, which will require separate study. Nonetheless, it offers a framework to illustrate how closure would affect various sectors of the economy, and offers suggestions for a more detailed study that could be conducted in the future.

35 of 57

SOUTHERN REGION ISSUES

AWO Newsletter: Sector New Orleans

Regulated Navigation Area

Air Emissions:

AWO Memorandum: AWO’s Air

Emissions Initiatives

LDEQ Barge Study Report

AWO Newsletter: TN Barge

Emissions Study

AWO Newsletter: TX Barge

Emissions Study

No Discharge Zones by State

Map of Alternative Energy

Proposed Projects

Coast Guard Contacts for Towing

Vessel Bridging Program (TVBP)

36 of 57

AWO Submits Comments on Sector

New Orleans Regulated Navigation Area July 30, 2010

On July 8, AWO submitted comments on the U.S. Coast Guard’s proposed Regulated Navigation Area (RNA) for

Sector New Orleans. The RNA prohibits vessels from certain parts of the Gulf Intracoastal Waterway, Inner Harbor

Navigation Canal, Harvey Canal and Algiers Canal 24 hours in advance of certain wind and storm surge conditions

unless those vessels have a Coast Guard waiver based on an approved fleeting plan. The RNA was effective with

actual notice for purposes of enforcement on May 21.

In its comments, AWO thanked the Coast Guard for working with the towing and barge industry over the past year

as it modified the previous version of the proposed RNA, with which AWO had serious concerns. AWO strongly

supports this RNA’s waiver provision, as well as the provision allowing transient vessels to seek safe haven within

the RNA if they have a prearranged agreement with a facility or a Coast Guard waiver.

In the RNA’s preamble, the Coast Guard stated that the need for the RNA will be reevaluated once the U.S. Army

Corps of Engineers’ Inner Harbor Navigation Canal (IHNC) Surge Barrier and West Closure Complex projects are

completed, which is anticipated for June 1, 2011. Since these projects are designed to provide full protection

against storm surges and the resultant flooding, AWO urged the Coast Guard to remove the RNA once these

projects are completed.

For more information, please contact Mark Wright at (985) 674-3600 or via email at [email protected].

37 of 57


�

The Tugboat, Towboat and Barge Industry Association

January 25, 2010 Dr. Eben Thoma Office of Research and Development National Risk Management Laboratory U.S. Environmental Protection Agency 109 TW Alexander Drive Research Triangle Park, NC 27711

RE: AWO’s Air Emissions Initiatives Dear Dr. Thoma: The AWO membership greatly appreciates the opportunity to peer review EPA’s draft report, titled, “Investigation of Fugitive Emissions from Petrochemical Transport Barges Using Optical Remote Sensing.” AWO values the effort EPA has undertaken to ensure that the report is thorough, including the agency’s decision to reprint industry’s written concerns with the methodologies of the study in the appendix of the final report. Moving forward, the towing industry stands ready to continue to work with EPA to be a driving force in improving air emissions. AWO members have long prided themselves on being responsible environmental citizens and look forward to contributing their considerable amount of expertise to the work being done on air emissions across the country. As an industry, AWO members firmly believe that tugboats, towboats and barges are part of the solution to reducing air emissions, and we will continue to explore methods for achieving emissions reduction goals wherever possible. We would like to share with you the history of our multistate effort to reduce emissions. California In 2007, AWO began working with the California Air Resources Board (CARB) on its proposed harbor craft regulations. CARB had become concerned about the emissions from commercial harbor craft operating in California, and proposed a series of regulations that would both require harbor craft to use low-sulfur fuel and establish stricter emission limits for such vessels. AWO worked with CARB to discuss the impacts the regulations would have on industry operations and participated in public comment periods expressing concerns about industry’s ability to comply with the proposed regulations within CARB’s suggested timeline. When the regulations finally took effect in January 2009, AWO members operating in California were in compliance with the state’s requirement to use cleaner burning CARB diesel fuel.

38 of 57

Dr. Eben Thoma Page 2

Louisiana In 2006, AWO members created the Barge Emissions Working Group. This Working Group is made up of more than a dozen liquid carriers and was created for the express purpose of partnering with state agencies to address inadvertent emissions from tank barges. When infrared “HAWK” overflights conducted in 2005 and 2007 by the Louisiana Department of Environmental Quality (LDEQ) indicated potential emissions problems attributable to tank barges operating in Louisiana waters, AWO was able to respond quickly. The Working Group reached out to LDEQ and the U.S. Coast Guard to determine the amount of inadvertent emissions attributable to tank barges operating in Louisiana and to implement necessary changes to mitigate these emissions. In 2006, the Working Group developed an industry Best Management Practices (BMP) document to reduce and control inadvertent vapor emissions from barges. AWO reached out to LDEQ, the Texas Commission on Environmental Quality (TCEQ), the U.S. Coast Guard and the Chemical Transportation Advisory Committee (CTAC) to validate the document. The BMP now represents the standard practice for the AWO membership, and the Barge Emissions Working Group has agreed to amend the document as necessary to ensure that it remains an effective tool for reducing and controlling inadvertent vapor emissions. In April 2009, the AWO Inland Liquid Sector Committee joined with LDEQ in signing a Memorandum of Understanding (MOU) to study the effect of barge traffic on air quality in the Baton Rouge area. The MOU outlines an in-depth plan to determine if barges are impacting Volatile Organic Compound readings at LDEQ’s Carville air-monitoring site. The monitoring program ran from May 1 to September 30, and a report detailing the results of the program will be published soon. Initial results indicate that only 5% of emissions triggers may be attributed to barge, ship or other river sources. Tennessee With strong partnerships firmly established in Louisiana and Texas (see section below), AWO began working with the Memphis and Shelby County Health Department (MSCHD) on projects to reduce emissions in Tennessee. In 2007, MSCHD developed a draft report titled “An Evaluation of Hazardous Air Pollutants and Volatile Organic Compounds Emissions from Tank Barges.” The report outlined a proposal to evaluate inadvertent emissions from tank barges operating on McKellar Lake in Memphis. The Barge Emissions Working Group partnered with MSCHD to offer guidance on the methodologies proposed in the report and submitted official comments in February 2008. In September 2009 MSCHD began its study to quantify barge emissions in Memphis, and the agency has continued to engage AWO as a partner throughout this process. Texas One of AWO’s earliest state-based partnerships to address air emissions was with Texas. For the last 10 years, AWO members have participated in repower programs offered by the state. Through these programs, vessel operators can receive funds to reengineer auxiliary engines to reduce fuel consumption and emissions. In turn, operators are required to keep the repowered

39 of 57


vessels operating in Texas for a period of 5 years, ensuring that the state receives longer-term environmental benefits from its commitment to the program. In 2001, the Texas Waterway Operators Association (TWOA), currently led by AWO members Kirby Corporation, McDonough Marine Service and American Commercial Lines, signed a Memorandum of Agreement (MOA) with the EPA and the Texas Natural Resource Conservation Commission to improve air quality in the Houston-Galveston ozone nonattainment areas. TWOA continues to work closely with the Houston-Galveston Area Council to reduce emissions from tank barges operating in Texas, and the Barge Emissions Working Group strengthened this partnership by working with TCEQ in 2009 to include the BMP in the “Weight of Evidence” section of Texas’ State Implementation Plan (SIP). This inclusion further validates the BMP as an effective voluntary tool to reduce emissions in the state. Washington In 2007, AWO began working with the Port of Seattle to implement the group’s emissions reduction plan in Puget Sound. The opportunity afforded all stakeholders the chance to demonstrate innovative strategies for achieving emission reductions. AWO member companies operating in Puget Sound began using ultra-low sulfur diesel (ULSD) fuels in their vessels and tested the use of other types of clean-burning fuels as well. Vessels operating on Puget Sound also began reducing speeds to cut back on emissions. In turn, the Port accommodated industry by developing alternative docking procedures to help vessels limit idling time. AWO member Foss Maritime, operating out of Seattle, unveiled its Hybrid Tug in 2008. The tug design was given EPA’s Clean Air Excellence Award for Clean Air Technology that same year. Other AWO companies have also explored integrating hybrid technologies into their business models. While the hybrid tug is still an untested concept in many operating conditions, it has garnered considerable interest from tugboat companies as a way to further reduce their carbon footprints. Northeast and Mid-Atlantic Diesel Collaboratives In 2008, AWO became involved in the Northeast and Mid-Atlantic Diesel Collaboratives. These partnerships have given AWO the opportunity to communicate with EPA and other freight transportation sectors from 14 states along the Atlantic Coast. Until recently, most government-industry partnerships were built around surface transportation sectors like trucking and rail. The towing industry, which has a smaller carbon footprint per cargo moved than any other transportation sector, understands EPA’s focus on surface transportation. The Diesel Collaboratives have given AWO a forum to educate stakeholders about the tugboat, towboat and barge industry and keep AWO members informed about grant opportunities being offered to facilitate emission reductions. Beyond AWO’s work with the Diesel Collaboratives, many of our Atlantic Coast members have participated in engine repower programs offered in New York and Maryland. As in Texas, many operators consider these programs among the most efficient, cost-effective ways to reduce

40 of 57


emission levels from marine engines. AWO continues to encourage its members to take advantage of repowering grants. Future Initiatives In 2009, AWO members continued to work proactively on initiatives to reduce air emissions wherever possible. In addition to the support the Barge Emissions Working Group gave TCEQ in the development of Texas’ SIP in spring 2009 and its work with MSCHD on its barge emissions study this fall, AWO has worked to maintain productive relationships with state environmental agencies across the country. During AWO’s Spring Convention in Arlington, VA in April 2009, the Inland Liquid Sector Committee directed the Barge Emissions Working Group to review, update and improve the Tank Barge Emissions BMP in an effort to continue to be proactive on air emissions. In response, the Working Group developed a revised BMP matrix, which identifies areas of activity that can accomplish emission reductions. AWO plans to submit these revisions to Coast Guard and state partners for review in 2010. Attached to this letter I have included a list of AWO members whose participation on the Barge Emissions Working Group has been so vital to what we as an industry have been able to accomplish. The Texas Transportation Institute’s report, titled “A Modal Comparison of Domestic Freight Transportation Effects on the General Public,” found that waterways transportation is the most environmentally friendly mode of commercial freight transportation. This study highlights where we are now. The towing industry looks forward to future work to decrease air emissions. We greatly appreciate the opportunity to partner with state agencies on important environmental issues and to continue to work with EPA. It's through these dedicated efforts that we intend to improve our environmental record. Thank you very much for helping us to realize this goal. If you have any questions, please do not hesitate to contact me. Sincerely,

Lynn M. Muench

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http://www.americanwaterways.com/press_room/news_releases/NWFSTudy.pdf

http://www.americanwaterways.com/press_room/news_releases/NWFSTudy.pdf

For Immediate Release Contact: Rodney Mallett

Feb. 4, 2010 Telephone: 225.219.3964

Barge Study Report Released

BATON ROUGE – The Louisiana Department of Environmental Quality and the American Waterways Operators (AWO), the

national association for the tugboat, towboat, and barge industry, partnered to conduct a study of barge traffic on the Mississippi

River and the possible effects on air quality. Today the results of the Carville Barge Monitoring Project, a five-month long study,

were released.

The Baton Rouge area is currently classified as moderate nonattainment for the pollutant ozone. The goal of the study was to

determine what, if any, impact barge traffic has on air quality. DEQ would use this data to enhance its air modeling and determine

if barge emissions were impacting the monitor. It was determined that the air monitor at DEQ’s Carville site would be the best

location from which to base the study. An air sampler at the monitoring location automatically took air samples for real-time

speciation analysis when volatile organic compounds (VOCs) reached a predetermined level in the air. AWO gathered vessel

traffic information regarding barge positions on the Mississippi River and information in regard to barge owners and cargoes

when the Carville monitor was triggered. The primary purpose of the project was to determine if marine traffic contributed to

elevated levels of VOC in the air around the Carville site.

The focus of the project was to develop a set of emissions profiles and identify the chemical compounds present in the Carville

area. This information was compared to the barge traffic and meteorological data and then used to determine whether any of the

profiles could be attributed to sources on the river. A total of 76 triggered samples were collected in the study, which ran during

ozone season (May 1 to Sept. 30).

It was concluded that approximately five percent of triggered samples could be attributed to barge, ship, or other river sources.

The small number of triggered samples is consistent with past DEQ observations at the Carville site. While this study does not

directly correlate tank barge emissions to ozone exceedance days, it may be prudent to continue studying potential sources of

ozone precursors at the Carville monitor and in the Baton Rouge area to better understand the true cause ozone exceedances.

―This project is an example of DEQ and private industry working together to solve problems,‖ said DEQ Assistant Secretary Paul

Miller. ―The American Waterways Operators used its technology and expertise to help quantify emissions from river traffic,

which has been suspected of contributing to the ozone problems in the Baton Rouge area. Louisiana has seen its air quality

improve immensely over the years. Working together as a team with organizations like the American Waterways Operators helps

the state find solutions.‖

The entire report is available at www.deq.la.gov.

. --30—

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http://www.deq.la.gov/

AWO Questions Scientific Validity of

Tennessee Barge Emissions Study April 23, 2010

On April 12, AWO submitted comments challenging the scientific validity of a Memphis and Shelby County

Health Department (MSCHD) study to quantify inadvertent emissions from tank barges operating on McKellar

Lake in Memphis, TN, echoing the same comments AWO provided during a working group meeting and in written

comments in 2007 and 2008. The MSCHD tank barge emissions study was conducted from September 28 to

October 16, 2009. In response, AWO reached out to the Starcrest Consulting Group, a third-party environmental

expert, in November to fully examine the industry’s concern that the methodologies of the study were inherently

flawed and would not yield reliable results.

Starcrest Consulting’s work revealed that shoreside measurements from the summa canisters and infrared cameras

could not realistically allow MSCHD to discriminate between tank barge emissions and other possible sources of

emissions in the McKellar Lake area. “It is our belief that the sampling methodology used in the Memphis Barge

Emissions Project Final Report, Revision 0.0 (March 2010) is fatally flawed and will not provide information that

could be incorporated into a State Implementation Plan or health risk assessment,” Starcrest wrote.

The MSCHD study is the second major ongoing emissions project AWO has been involved with since 2006. The

previous study, a monitoring program conducted by a joint effort of AWO and the Louisiana Department of

Environmental Quality (LDEQ), found less than a 5 percent correlation between Volatile Organic Compound

(VOC) readings in the Baton Rouge, LA area and maritime traffic operating there. Though efforts to find a link

between VOC emissions and inadvertent tank barge emissions on McKellar Lake were similarly inconclusive,

AWO is not inclined to promote any findings from the MSCHD study with so many outstanding questions

regarding the scientific soundness of the report. AWO remains open to continuing to work with MSCHD on air

emissions issues, noting in the letter to MSCHD since “AWO and MSCHD have a mutual commitment to

environmental stewardship.”

To read the Starcrest comments, click here. MSCHD has tentatively planned to publish a final version of its report

sometime in late April or early May. AWO will alert members of its publication through the AWO Letter. For more

information, please contact Lynn Muench at (314) 446-6474 or via email at [email protected]; Mark

Wright at (985) 674-3600 or via email at [email protected]; or Brian Vahey at (703) 841-9300

extension 251, or via email at [email protected].

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http://www.americanwaterways.com/index/TN_Emissions_Comments_Memo.pdf




TCEQ to Study Tank Barge

Emissions in Texas Ozone

Nonattainment Areas

June 18, 2010

On May 14, the Texas Commission on Environmental Quality (TCEQ) announced to industry its plans to undertake

a study on tank barge emissions. The study is a “first pass” at evaluating the emissions contribution of tank barges

in South Texas and how it factors into the State Implementation Plan (SIP). The study will focus specifically on the

ozone nonattainment zones at Houston/Galveston/Brazoria, Beaumont/Port Arthur and Corpus Christi. TCEQ plans

to complete its report by August 31, at which time their recommendations will be distributed to industry

stakeholders and the U.S. Environmental Protection Agency.

In response, on June 3, the AWO Tank Barge Emissions Working Group convened via conference call to develop a

plan to work proactively with TCEQ to ensure that the recommendations in the report are informed by the best

possible science and industry knowledge. The working group plans to mobilize its expertise to offer any assistance

TCEQ needs as it undertakes the weeks-long process of collecting information on tank barges operating in Texas

nonattainment areas. On June 10, AWO led a coalition of working group members to a meeting with TCEQ in

Austin to lay the initial groundwork on industry-agency collaboration for this study. For more information on the

details of this meeting, see the Behind the Scenes story on page 17 of the newsletter.

Unlike recent tank barge emissions studies in Louisiana and Tennessee, TCEQ has outlined no plans to monitor

emissions from barges or board barges for the purpose of inspection or use the findings of the study to implement

any specific control measures. The AWO Barge Emissions Working Group will work with TCEQ throughout this

process and keep members abreast of any developments. If you have any questions about the TCEQ emissions

study or the June 3 meeting in Austin, please contact Mark Wright at (985) 674-3600 or via email at

[email protected].

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No-Discharge Zones by State

State Waterbody Date

California Mission Bay 8/13/1976

California Oceanside Harbor 8/13/1976

California Dana Point Harbor 8/13/1976

California San Diego Bay 8/13/1976

(<30 ft. deep at MLLW)

California Channel Islands Harbor 5/8/1979

California Avalon Bay Harbor 5/8/1979

California Newport Bays 1/15/1976

California Sunset Bay 1/15/1976

California Richardson Bay 9/2/1987

California Huntington Harbor 1/15/1976

Connecticut Pawcatuck River, Little

Narragansett Bay, Portions of

Fishers Island Sound and all of

Stonington Harbor

8/22/2003

Connecticut Mystic River and Pine Island 9/24/2004

Connecticut Eastern Point in Groton to

Hoadley Point in Guilford,

Hammonasset,

Menunketesuck, Niantic, and

Thames Rivers.

5/12/2006



Connecticut Branford, East Haven, New

Haven, West Haven,

Orange, Milford, Stratford,

Bridgeport, Fairfield,

Westport, Norwalk,

Darien, Stamford,

Greenwich, Housatonic

River from Derby Dam and

the Quinnipiac River from

the southern border of

North Haven

6/15/2007

Florida Destin Harbor 1/21/1988

Florida City of Key West waters 8/25/1999

Florida State waters within the

Florida Keys National

Marine Sanctuary

5/21/2002

Maine Casco Bay 6/27/2006

Maine Boothbay Harbor, ME 3/25/2009

Maine Kennebunk,

Kennebunkport, and Wells,

ME

6/10/2009

Maine Southern Mount Desert -

Mount Desert, Southwest

Harbor, portions of

Cranberry Isles, and

Tremont

7/15/2009

Maryland Herring Bay 1/10/2002

Maryland Northern Coastal Bays 1/10/2002

Massachusetts Westport Harbor and East

& West Branches of

Westport River

9/2/1994

Massachusetts WellFleet 6/9/1995

Massachusetts Waquoit Bay 5/13/1994

Massachusetts Nantucket Harbor 9/25/1992

Massachusetts Wareham Harbor

1/22/1992

45 of 57

http://www.dbw.ca.gov/Environmental/pump24/html/index.htm










http://www.ct.gov/dep/cwp/view.asp?a=2705&q=323816




http://www.dep.state.fl.us/law/Grants/CVA/CVAFAQsBoaters.htm



http://www.state.me.us/dep/blwq/topic/vessel/nda/index.htm



http://www.dnr.state.md.us/boating/pumpout/ndz.html

http://www.mass.gov/czm/nda.htm






Massachusetts Stage Harbor Complex 3/24/1997

Massachusetts Harwich 8/18/1998

Massachusetts Buzzards Bay 7/31/2000

Massachusetts Three Bay/Centerville

Harbor Area

7/6/2001

Massachusetts Plymouth Bay, Plymouth

Harbor, Kingston Bay, and

Duxbury Bay

7/20/2006

Massachusetts Scituate, Marshfield,

Cohasset

5/22/2008

Massachusetts Salem Sound 6/24/2008

Massachusetts Boston Harbor 7/24/2008

Massachusetts Cape Cod** 7/24/2008

Massachusetts Swampscott, Nahant,

Lynn, Saugus, and Revere

3/18/2009

Michigan All 1/15/1976

Minnesota Boundary Waters Canoe

Area

8/31/1977

Minnesota Minnesota River (part) 6/30/1977

Missouri All (except Miss. River,

Missouri River, part of

Bull Shoals Lake)

11/24/1975

New Hampshire All except tidal waters 8/22/1975

New Hampshire All New Hampshire

coastal waters as defined in

the Federal Register Notice

7/27/2005



New Jersey Barnegat Bay 6/12/2003

New Jersey Shark River 3/12/1998

New Jersey Manasquan River 3/12/1998

New Jersey Shrewsbury River 5/22/2000

New Jersey Navesink River 5/12/1999

New Mexico All 4/27/1976

New York Lake Champlain 6/17/1976

New York Mamaroneck Harbor 11/19/1997

New York Lake George 1/19/1976

New York Parts of Hudson River 10/9/2003

New York Hudson River (part) 12/13/1995

New York East Hampton (7 water

bodies)

2/12/1999

New York Greater Huntington-North

Port Bay Complex

6/14/2000

New York Port Jefferson Harbor

Complex

10/11/2001

New York Peconic Estuary 6/10/2002

New York Hempstead Harbor 11/6/2008

Rhode Island Great Salt Pond, Block

Island

6/1/1993

Rhode Island All within 3 mile territorial

limit.

8/10/1998

Texas 24 Freshwater bodies 11/21/1977

Vermont All (including parts of Lake

Champlain and Lake

Memphremagog)

9/11/1975

Virginia Lynnhaven River 2/21/2007

Virginia Smith Mountain Lake

10/16/2000

46 of 57











http://www.nextstep.state.mn.us/res_detail.cfm?id=274

http://www.nextstep.state.mn.us/res_detail.cfm?id=274

http://www.dnr.mo.gov/env/wrc/index.html

http://www.des.state.nh.us/factsheets/wmb/wmb-22.htm

http://www.des.state.nh.us/factsheets/wmb/wmb-22.htm

http://www.state.nj.us/dep/fgw/cvahome.htm#no%20discharge




http://www.dec.ny.gov/outdoor/7840.html










http://www.dem.ri.gov/programs/benviron/water/shellfsh/pump/index.htm

http://www.dem.ri.gov/programs/benviron/water/shellfsh/pump/index.htm

http://www.anr.state.vt.us/dec/waterq/wqdhome.htm

http://www.vdh.virginia.gov/EnvironmentalHealth/Wastewater/MARINA/nodischargezones.htm

http://www.vdh.virginia.gov/EnvironmentalHealth/Wastewater/MARINA/nodischargezones.htm



Wisconsin All (except Lake Superior,

Mississippi River, part St.

Croix River)

3/22/1976

States with Shared No-Discharge Zones Designations for

a Specific Waterbody


California /

Nevada

Each have shorelines on

Lake Tahoe.

11/15/1977

Kentucky /

Tennessee

Share shoreline on Dale

Hollow Lake.

10/3/2006

Minnesota /

Wisconsin

Share shoreline along the

Saint Croix River.

6/18/1996

7/25/1977

South Carolina

/ North

Carolina /

Georgia

Share shoreline on Broad

Creek, Lake Keowee, Lake

Murray, Lake Thurmond,

and Lake Wylie.

3/4/1999

South Carolina

/ Georgia

Share shoreline on Lake

Hartwell.

5/11/1995

Utah / Arizona Share shoreline on Lake

Powell

9/19/2000

47 of 57

48 of 57

Coast Guard Unit Phone Number for Bridging Program

Sector New Orleans (504) 565-5056 [email protected]

MSU Houma (985) 632-8079

MSU Morgan City (985) 380-5336

MSU Baton Rouge (225) 298-5400 x293

Sector Houston (713) 671-1075

MSU Galveston (409) 978-2718

MSU Port Arthur (409) 723-6545

MSU Lake Charles (337) 491-7823

Sector Corpus Christi (361) 888-3162 EXT 502

Sector Mobile (251) 441-5276 [email protected]

Sector Lower Mississippi (901) 521-4811

MSU Chicago (630) 986-2155

MSD Greensville (662) 332-0964

MSD Fort Smith (479) 484-7021

MSD Vicksburg (601)636-5516

Sector Upper Mississippi (314) 269-2686

MSD Peoria (314) 269-2686

MSD Quad Cities (309) 737-2131

Sector Ohio Valley (502) 893-8186 ext. 2105

MSU Paducah (270) 442-1621 x 2112

MSU Huntington (304) 733-0198

MSU Pittsburgh (412) 644-5808 EXT 2106

MSD Cincinnati (513) 921-9033

MSD Nashville (615) 736-5421

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BIOGRAPHIES

CAPT Peter Troedsson

CAPT Kathy Moore

CAPT Donald J. Rose

CAPT Edwin M. Stanton

CAPT Marcus E. Woodring

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Captain Peter Troedsson

U.S. Coast Guard District 8 Chief of Staff

Captain Peter Troedsson has served as Chief of Staff of the

Eighth Coast Guard District since July 2010. Prior to this

assignment he served as Chief of the Response Division, Eighth

Coast Guard District, managing the Eighth District’s programs

in search and rescue, security, law enforcement, and oil and

hazardous materials spill response. He reported to this position

from Astoria, Oregon where he commanded Coast Guard Group/Air Station Astoria.

Previously he commanded Air Station Savannah, Georgia, and served as Executive Officer at

Air Station San Francisco, California..

Captain Troedsson received his commission from Officer Candidate School in 1984. He is a

designated Naval Aviator, earning his “wings” in 1987, and was designated an Instructor Pilot

in the HH-65 helicopter. Aside from numerous operational tours prosecuting a wide range of

Coast Guard missions and managing boat and aviation forces and their associated logistics,

Captain Troedsson has also served as an exchange pilot with the Royal Navy’s 771 Squadron,

and as a management analyst on the staff of the Coast Guard’s Resource Director where he

was responsible for developing and communicating the Coast Guard’s capital investment

plan. Captain Troedsson has accumulated over 5000 hours as a pilot in Coast Guard, Navy

and Royal Navy aircraft.

A native of Los Angeles, California, Captain Troedsson holds Bachelor of Arts degrees in

Political Science and Scandinavian Languages from UCLA, a Masters in Public

Administration from George Washington University, (1998 MPA Honor Graduate from the

GWU School of Business and Public Management) and a Masters in National Security

Studies (with highest honors) from the US Air Force Air War College in Montgomery,

Alabama.

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Captain Kathy Moore

Deputy Sector Commander

Sector Corpus Christi

Captain Kathy Moore became the Deputy Sector Commander, Sector Corpus Christi in June

of 2010. Her 20 year Coast Guard career includes field tours in inspections, and investigations

positions in Los Angeles-Long Beach, San Juan, Puerto Rico and Honolulu, Hawaii. She has

extensive experience in operational responses to critical incidents including vessel salvage and

natural disasters. Her staff tours include her first tour as a Staff Engineer at the Marine Safety

Center and at Coast Guard Headquarters as Chief, Environmental Standards Division. Prior

to reporting aboard Sector Corpus Christi, she established the Coast Guard’s Investigations

National Center of Expertise designed to build the capacity and competency of marine

casualty investigators across the Coast Guard. She has a Bachelor’s of Science Degree with

Honors in Mechanical Engineering from the University of Maryland, a Master’s of Science in

Engineering Management from the University of Maryland and a Master’s in Marine Affairs

from the University of Rhode Island.

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CAPTAIN DONALD J. ROSE

Captain Don Rose comes to Coast Guard Sector Mobile,

Alabama, from Alameda, California, where he has been assigned,

since April 2009 as Staff Judge Advocate, Coast Guard Pacific

Area and Coast Guard Force Readiness Command, and from

June 2007 until April 2009 as the Chief of the Legal Division and

Staff Judge Advocate for Coast Guard Maintenance and

Logistics Command Pacific. While in Alameda, Captain Rose

concurrently served for two years as a special court-martial

military judge.

Captain Rose’s previous duty assignments in the Coast Guard

have been as Coast Guard Liaison to U.S. Transportation

Command, Scott Air Force Base, Illinois, from 2005-2007; Group Commander, Coast Guard

Group Fort Macon, North Carolina, from 2003-2005; International Law instructor at the U.S.

Naval War College in Newport, Rhode Island, from 2001-2003; Deputy Group Commander,

Coast Guard Group Portland, Maine, from 1998-2001; Assistant Legal Officer, Seventeenth

Coast Guard District, Juneau, Alaska, from 1994-1998; and Public Affairs Officer, Fifth Coast

Guard District, Portsmouth, Virginia, from 1986-1989. Captain Rose's afloat tours have been

as Executive Officer, USCGC BLACKHAW (WLB-390), San Francisco, California, from

1989-1991, and Operations Officer, USCGC PAPAW (WLB-308), Charleston, South

Carolina, from 1984-1986.

Captain Rose is a graduate of the U.S. Coast Guard Academy and Georgetown University

Law Center and is a member of the Virginia State Bar.

Captain Rose is a native of St. Louis, Missouri. He and his wife, Cynthia, have three sons:

Chris, an eighth grader, Danny, an eleventh grader, and Andrew, a freshman at Waynesburg

University in Waynesburg, Pennsylvania.

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Captain Edwin M. Stanton

Captain Stanton enlisted in the Coast Guard in 1975, serving aboard Coast Guard Cutter

WESTWIND and at Marine Safety Office Sturgeon Bay, WI. He graduated from Officer

Candidate School in 1981. His first tour following OCS began at Marine Safety Office,

Mobile, during which he trained as a Marine Investigator, Marine Inspector, and Port

Operations Officer. He next participated in Port Safety Industry Training at the Port of New

Orleans. Upon completion, he was assigned to the Eighth District Office, in New Orleans,

where he performed duties reviewing penalty cases, managing spill response activities,

coordinating explosive loading operations, recording secretary for the Lower Mississippi

Waterway Safety Advisory Committee and managing Vessel Traffic Systems New Orleans,

Houston and Morgan City.

From 1989 to 1992, he served as Executive Officer of the Atlantic Area Strike Team, a

specialized oil and hazmat response team, in Mobile. He responded to major oil spills in St.

Croix, U.S. Virgin Islands, following Hurricane Hugo and the major spill from the Tank

Barge APEX, in Galveston Bay, Texas. He was responsible for providing oil and hazardous

materials response training for all Coast Guard Marine Safety Offices in Atlantic Area. From

1992 to 1997, Captain Stanton served as Operations Officer and Executive Officer of Marine

Safety Office San Juan, Puerto Rico. He was the Operations Section Chief and Deputy

Incident Commander for the major oil spill from the barge MORRIS J. BERMAN, in Puerto

Rico. The Commandant of the Coast Guard has described this spill response as a model

response.

Captain Stanton returned to Eighth District staff in 1997, as the Response Division Chief,

serving as the Coast Guard Co-Chair for Regional Response Teams in Federal Regions 6, 7,

and 8. In 2000, he became Commanding Officer of Coast Guard Gulf Strike Team, Mobile.

His command and he responded to the anthrax incidents in Florida; the major oil spill from

the tankship JESSICA in the Galapagos Islands; the aftermath of the World Trade Center

attack; the crash of the orbiter COLUMBIA; and the ricin attacks on Congressional office

buildings. He transferred to Coast Guard Headquarters in 2003, to serve as Chief of Response

Division and Chief, Office of Response. He served as Vice Chair of the National Response

Team.

In 2005, Captain Stanton was selected as Deputy Commander, Sector Mobile. He arrived just

in time for the infamous hurricane season of 2005, and was instrumental in Sector Mobile's

outstanding response to Hurricane Katrina. He led the Coast Guard Reserve Incident

Management Team that FEMA tasked with cleaning marine debris from 500 square miles of

coastal Mississippi waterways, removing 300,000 cubic yards of debris at a cost well below

estimates, while successfully meeting all other Sector mission demands. In 2007, he took

over the helm as Sector Commander, Mobile. In 2008 and 2009, he was selected to represent

the U.S. Coast Guard at the North Atlantic Coast Guard Forum as a subject matter expert in

Environmental Response.

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Captain Marcus E. Woodring

Commander

U. S. Coast Guard Sector Houston-Galveston

Captain Woodring assumed command in June 2009, after

serving for three years as the Deputy Commander. He serves

as the Officer in Charge of Marine Inspections (OCMI),

Captain of the Port (COTP), Federal Maritime Security

Coordinator (FMSC), Search and Rescue Mission

Coordinator (SMC), and Federal On-Scene Coordinator

(FOSC) for an area spanning from Matagorda Bay, TX, to

Lake Charles, LA. Sector Houston-Galveston encompasses

seven major port complexes, including five in the top 25

nationally. The daily economic impact of these ports and

waterways to our nation’s economy is over $412 million

dollars.

A native of Plandome, NY, he is a 1983 graduate of

Brown University in Providence, RI, earning a degree in Geologic Sciences. He attended

the Coast Guard’s Officer Candidate School in 1984, followed by assignments to USCGC

BEAR as a Deck Watch Officer, and then as Commanding Officer of USCGC POINT

JACKSON in Woods Hole, MA.

After serving in the First District Operations Center in Boston as a Rescue Coordination

Center controller, he went back to sea in 1991 as the Operations Officer onboard USCGC

DURABLE, homeported in St. Petersburg, FL.

Captain Woodring attended Cornell University in Ithaca, NY, earning a Masters Degree

in Public Administration (Public Affairs) in 1995. The post-graduate training was put to use

as the Public Affairs Officer for the Seventh Coast Guard District in Miami, FL, appearing

on Larry King Live, Good Morning America, The Weather Channel, and The Today Show,

as well as several other national and local news programs. He then served as the Operations

Officer at Group Key West, FL, from 1999 until 2002, coordinating all operational missions

including Migrant Enforcement, Search and Rescue, Law Enforcement, and Homeland

Security. From 2002 until 2006, Captain Woodring was the Chief of Law Enforcement for

the Seventeenth District in Juneau, AK, deploying to Baton Rouge for five weeks as the

Chief and Deputy Chief of ESF-15 (External Affairs) during the national response to

Hurricanes Katrina and Rita, supervising over 1,000 responders across three states in all

aspects of public relations.

Captain Woodring's awards include five Meritorious Service Medals, and various other

personal, unit, and team citations. He is authorized the permanent Cutterman Insignia and

the Advanced Boat Forces Insignia.

He is married to the former Kim Renee Fleming of Texas and they have three grown

sons; Matthew, Nathan and Adam. He is a golfer, trap shooter, and avid lacrosse player.

55 of 57


MARK YOUR CALENDAR!

2010 Fall Convention

October 13 – 15, 2010

The Fairmont

San Francisco, CA For Reservations, call the global reservations center at (800) 441-1414

and reference The American Waterways Operators Fall Convention.

The deadline to receive the AWO $269.00 group rate is

September 11, 2010.

*Registration Information to follow

Midwest, Ohio Valley and Southern Regions Joint

Annual Meeting

January 27 – 28, 2011

The Westin New Orleans Canal Place

New Orleans, LA For Reservations, call (888) 627-8180 and reference The American

Waterways Operators, Midwest, Ohio Valley and Southern Regions

Joint Annual Meeting. The deadline to receive the AWO $149.00 group

rate is January 7, 2011.

*Registration Information to follow

Please contact Ashley Smith at [email protected] or at (703) 841-9300,

Extension 291, with questions about upcoming meetings.

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Business Session

September 2, 2010

57 of 57

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