southern region summer meeting business session · joe devall (2011) devall towing & boat...
TRANSCRIPT
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
Southern Region Summer Meeting
Business Discussion
September 2, 2010
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SPONSORS
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Southern Region Summer Meeting
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Your Generosity is Greatly Appreciated
Platinum Reception Sponsors
AEP River Operations
Turn Services, LLC
JANTRAN, Inc.
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Your Generosity is Greatly Appreciated
Gold Reception Sponsor
Stepp & Sullivan, P.C.
Platinum Reception Sponsor
Harbor Towing & Fleeting, Inc.
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Your Generosity is Greatly Appreciated
Water Quality Insurance Syndicate
Breakfast Sponsors
Harbor Towing & Fleeting, Inc.
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Your Generosity is Greatly Appreciated
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
Mr. Robert A. Fry, Jr., Kinder Morgan Ship Channel Services, LLC
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
Mr. Robert A. Fry, Jr., Kinder Morgan Ship Channel Services, LLC
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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
The American Waterways Operators
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
AEP River Operations
Broussard, Andre
Enterprise Marine Services, LLC
Buky, Jim
Turn Services, LLC
Calhoun, CAPT Jim
Bisso Marine Co., Inc.
Carpenter, Jennifer
The American Waterways Operators
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 Towing & Boat Service, Inc.
Devall, Mike
Devall Towing & Boat Service, Inc.
Dinger, Josh
C & J Marine Services, Inc.
DuChaine, Taylor
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The American Waterways Operators
2010 Southern Region Summer Meeting
Biloxi, MS
Attendees
Duval, David
Enterprise Marine Services, LLC
Echols, Tommy
Echo Marine, Ltd./Echo Towing Service Inc.
Ellis, Michael
Settoon Towing, LLC
Evans, Ronnie
Key Equipment Finance
Faherty, Tom
Trinity Marine Products, Inc.
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 Barge Line, Inc.
Golding, Steve
Golding Barge Line, Inc.
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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The American Waterways Operators
2010 Southern Region Summer Meeting
Biloxi, MS
Attendees
Isemann, Ray
Bollinger Shipyards, Inc.
Janoush, Paul
JANTRAN, Inc.
Jaubert, Marcel
Turn Services, LLC
Johnson, Phil
SGS Petroleum Service Corporation
Kindl, Jeff
AEP River Operations
King, Chuck
Buffalo Marine Service, Inc.
Klix, Greg
U.S. Coast Guard
Knoepfler, Glenn
GE Capital Solutions
Kuehne, Mike
Bollinger Shipyards, Inc.
Lane, Merritt
Canal Barge Company, Inc.
Langdon, Neal
Trinity Marine Products, Inc.
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
SGS Petroleum Service Corporation
Moore, CAPT Kathy
U.S. Coast Guard
Morton, Frank
Turn Services, LLC
Morton, Ginny
Turn Services, LLC
Mueller, Bob
Turn Services, LLC
Muench, Lynn
The American Waterways Operators
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The American Waterways Operators
2010 Southern Region Summer Meeting
Biloxi, MS
Attendees
Munoz, Mario
American Commercial Lines, Inc.
Murphy, Spencer
Canal Barge Company, Inc.
Nightingale, Jeff
Mississippi Marine Corporation
Nokes, Ron
Trinity Marine Products, Inc.
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
Enterprise Marine Services, LLC
Smith, Ashley
The American Waterways Operators
Smith, Tom
Canal Barge Company, Inc.
Socha, Robert
Bollinger Shipyards, Inc.
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
Harbor Towing & Fleeting, Inc.
Todd, Clark
Blessey Marine Services, Inc.
Troedsson, CAPT Peter
U.S. Coast Guard
Tyson, Joe
Canal Barge Company, Inc.
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The American Waterways Operators
2010 Southern Region Summer Meeting
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
The American Waterways Operators
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DIRECTORS
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The national advocate for the tugboat, towboat and barge industry.
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)
Blessey Marine Services, Inc.
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
Government Affairs Associate
Robert McCaw
Government Affairs Associate
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
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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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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.
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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)
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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].
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�
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.
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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
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Dr. Eben Thoma Page 3
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
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Dr. Eben Thoma Page 4
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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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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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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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
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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
No-Discharge Zones by State
State Waterbody Date
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
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No-Discharge Zones by State
State Waterbody Date
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
No-Discharge Zones by State
State Waterbody Date
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
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No-Discharge Zones by State
State Waterbody Date
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
State Waterbody Date
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
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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.
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The national advocate for the tugboat, towboat and barge industry.
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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Southern Region Summer Meeting
Business Session
September 2, 2010
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