Dredging Remains Priority for LCA in 2013

 

March 2013

 

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The dredging crisis on the Great Lakes will again dominate the Lake Carriers’ Association’s (LCA) efforts in 2013. The organization’s 2012 annual report, released mid-January, stressed that inadequate dredging took a substantial toll on Great Lakes shipping in 2012.

 

SIU members sail aboard many of the vessels operated by LCA companies.

 

“The drought has pushed water levels on Lake Michigan and Huron to record lows,” the LCA noted in its report. “The water level in the St. Marys River also declined as 2012 wore on; by year’s end ships were loading to less than 26 feet. In 1997, the last period of high water, ships routinely locked through the Soo drafting 28 feet or more. That loss of draft cost some ships more than 10,000 tons of cargo on their final voyages of 2012.”

 

The LCA hailed the component of the transportation bill passed last June that declared, “It is the sense of Congress that the Administration should request full use of the Harbor Maintenance Trust Fund (HMTF) for operating and maintaining the navigation channels of the United States” and that the amounts in the HMTF should be fully expended to operate and maintain ports and waterways. The HMTF has a surplus of $7 billion because it typically spends only one of every two tax dollars it collects for dredging on dredging. It is estimated the 17 million cubic yards of sediment that clog the Great Lakes Navigation System could be removed for approximately $200 million, or just 2 percent of the HMTF surplus.

 

Legislation requiring the HMTF to spend what it takes in for dredging on dredging received broad support in the 112th Congress and the LCA noted that most of the legislators who co-sponsored the House and Senate bills have returned to Washington in 2013, “so we begin the 113th Congress in our strongest position ever.” Key among legislators who are working to end the dredging crisis is Sen. Carl Levin (D-Mich.).

 

While the dredging crisis is the LCA’s top priority, the association is also focused on uniform federal regulations governing ballast water. The coalition is concerned that since states can and have added their own provisions to the EPA’s Vessel General Permit, there is a patchwork of differing requirements on the Great Lakes.

 

Another goal is moving forward with the second Poe-sized lock at Sault Ste. Marie, Mich. Congress authorized twinning the Poe Lock in 2007, but a flawed benefit/cost analysis has stalled the project. At the behest of Sen. Debbie Stabenow (D-Mich.), a new assessment is underway.

 

The LCA also continues to work to bolster the U.S. Coast Guard’s icebreaking resources, and as a result, an East Coast icebreaker has again been assigned to the lakes for the winter of 2012-2013.

 

Additionally, the association remains firmly committed to the Jones Act and its requirement that cargo moving between U.S. ports be carried in vessels that are U.S.-crewed, U.S.-built, and U.S.-owned.

 

Altogether, the Lake Carriers’ Association represents 17 American companies that operate 57 U.S.-flag vessels on the Great Lakes and carry the raw materials that drive the nation’s economy: iron ore and fluxstone for the steel industry, limestone and cement for the construction industry, coal for power generation, as well as salt, sand and grain. Collectively, these vessels can transport more than 115 million tons of cargo per year.

 

Those cargos generate and sustain more than 103,000 jobs in the United States and have an economic impact of more than $20 billion.

 

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