Craig, W., 1991, Environmenl and the River: Maps of the Mississippi River.
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Between 1975 and 1991.
Interagency Floodplain Management Review Committee, 1994, Sharing the Challenge: Floodplain Management into the
2 1st Century.
Kimber, A. , 1 995, Light Availability and Growth of Wild Celery in Upper Mississippi River Backwaters
Kroll, M , et al., 1994 The Sute of the Upper Mississippi River: From Headwaters to the Quad Cities.
Robinson, A. and R. Marks, 1 994, Restoring the Big River: A Clean Water Act Blueprint for the Mississippi.
Sparks, R., 1993, Making Predictions That Change the Future: Forecasts and Alternative Visions for the Illinois River.
Theiling. C H., 1995, Habitat Rehabilitation on the Upper Mississippi River
Theiling, C H., 1 994, An Ecological Overview of the Upper Mississippi River System: Implications for Post-Flood
Theiling. C.R, 1995, Ecological Impacts, Data Gaps and Management Opportunities Associated with the Operation and
Maintenance of the Upper Mississippi River System Nine-Foot Channel Project
Wlosinski, H.J. and L. Hill, 1 995, Analysis of Water Level Management on the Upper Mississippi River ( 1 980- 1 990).
Woitemade. C J 1995, Water Level Management Opportunities for Ecological Benefit Pool 5 Upper Mississippi River
Mr. Frelinghuysen. Thank you, Mr. Faber. You didn't miss a
beat. You went right through about three of those pages in one
I believe the staff here might benefit, if possible, having a copy
of your testimony.
Mr. Faber. Certainly.
Mr. FRELmGHUYSEN. Thank you very much. Very articulate testi-
Wednesday, February 28, 1996.
NEW YORK AND NEW JERSEY PORT ISSUES
LILLIAN C. BORRONE, DIRECTOR, PORT COMMERCE DEPARTMENT,
PORT AUTHORITY OF NEW YORK AND NEW JERSEY
JOSEPH T. GROSSI, EXECUTIVE DIRECTOR, MARITIME ADVISORY
COUNCIL OF NEW JERSEY, NEW JERSEY DEPARTMENT OF COM-
MERCE AND ECONOMIC DEVELOPMENT
Mr. Frelinghuysen. The Chair is pleased to recognize rep-
resentatives of the Port of the New York and New Jersey, in par-
ticularly Lillian C. Borrone. Lillian, how are you? Nice to see you.
Ms. Borrone. Thank you.
Mr. Frelinghuysen. Do you have some company with you or are
you here solo?
Ms. Borrone. No, I am here with Mr. Grossi.
Mr. Frelinghuysen. Mr. Grossi, how are you? Nice to see you
Thank you, both of you, for being here. Mr. Grossi is the Execu-
tive Director of the Maritime Advisory Council of the New Jersey
Department of Commerce and Economic Development.
Ms. Borrone. It is our pleasure, Mr. Chairman. We regret at the
last moment that Richard Weighart, who is Vice President of
Transportation for the New York City Economic Development and
Commerce was unable to join us. We would like to submit our full
statement for the record.
Mr. Frelinghuysen. Consider it accepted.
Ms. Borrone. Thank you. I would like to take a moment to ob-
serve that this is the last time that our panel will have the privi-
lege to testify before former Chairman Bevill and, of course, Mr.
We want to thank you, sir, because you have always been very
helpful and very supportive of our port and we have appreciated
Mr. Bevill. Thank you. I have enjoyed working with you and I
am sure you are going to move right along.
Ms. Borrone. Well, we are going to try our best, sir.
Although the Federal budget recommendations are not available,
the sums we ask for are what we believe are necessary to continue
and advance existing construction and maintenance navigation
projects and provide for much needed studies to continue the work
in our harbor.
This proposal that we are making today will, we believe, con-
tinue our ongoing partnership with the Corps of Engineers. We are
recommending, Mr. Chairman, an appropriation of $39,650,000 in
Federal funds for fiscal year 1997. Those funds would be allocated
among construction, studies and operation and maintenance of the
Federal navigation projects. The details of those projects are in-
cluded in our full statement.
Last year, the North Atlantic Division Commander General, Mil-
ton Hunter, and members of our congressional delegation, advised
this subcommittee of the severe problems we are experiencing in
the management of dredge materials in our harbor, management of
dredge materials including the sediment dredged from terminal
berths because of lack of adequate disposal facilities.
Mr. Chairman, I kiiow that you are aware that the Port of New
York and New Jersey is in a crisis that is starting to take its toll
because among other things, the lack of maintenance dredging by
the Corps of Engineers of the Federal channels serving commercial
interests. The Corps has made presentations that list Federal chan-
nels in Arthur Kill in New York and New Jersey, Bay Ridge in
New York, Hackensack River in New Jersey, Hudson River in New
York and New Jersey, Eastchester Creek, New York, and
Portchester Harbor in New York as having approximately 3 million
cubic yards of shoaled contaminated sediments that need to be
dredged. These projects have been deferred, deferred because of a
lack of available disposal facilities that can accept sediments that
are not able to go to the ocean disposal site.
Yes, the States of New York and New Jersey are working to-
gether with the Port Authority and the city of New York, and with
business Â£ind environmental interests, to develop a solution, a plan
of action. Key to any solution is the readiness of the Federal Gov-
ernment to fully participate in not only the planning of construc-
tion, but the actual construction of alternate disposal facilities.
We listened this morning to Mr. Lancaster testify on water re-
source legislation, and I was pleased to hear him say that the
Corps is prepared to participate in cost sharing. It is our fervent
hope that you will clearly direct the Corps of Engineers to partici-
pate in the construction of confined disposal facilities in ports
where Federal and local dredging projects require them.
Now, I would like to turn the microphone over to Mr. Grossi.
Mr. Frelinghuysen. You can be sure we will.
[The joint statement of Ms. Borrone, Mr. Grossi and Mr.
LILLIAN C. BORRONE, DIRECTOR, PORT COMMERCE DEPARTMENT
THE PORT AUTHORITY OF NEW YORK AND NEW JERSEY
JOSEPH T. GROSSI, EXECUTIVE DIRECTOR
MARITIME ADVISORY COUNCIL OF NEW JERSEY
NEW JERSEY DEPARTMENT OF COMMERCE AND ECONOMIC DEVELOPMENT
VICE PRESIDENT FOR TRANSPORTATION
NEW YORK CITY ECONOMIC DEVELOPMENT CORPORATION
REGARDING APPROPRIATIONS IN FISCAL YEAR 1997
FOR FEDERAL CHANNEL & RELATED DEVELOPMENT IN THE PORT OF NEW YORK & NEW JERSEY
PRESENTED TO THE SUBCOMMITTEE ON ENERGY AND WATER DEVELOPMENT
HOUSE COMMITTEE ON APPROPRIATIONS
CONGRESS OF THE UT>4ITED STATES
FEBRUARY 28, 1996
American Waterways Operators
Bayonne Chamber of Commerce (NJ)
Board of Commissioners of Pilotage of the State of New Jersey
Brooklyn Chamber of Commerce (NY)
Chamber of Commerce of the Borough of Queens (NY)
City of Jersey City, Division of City Planning, Department of Housing and Economic Development
City of Newark, Department of Engineering (NJ)
Commerce and Industry Association of New Jersey
Hudson County Central Labor Council
Hudson County Chamber of Commerce and Industry (NJ)
International Longshoremen's Association
Local 25 - International Union of Operating Engineers
Local 333 - United Marine Division
Maritime Advisory Council of New Jersey
Maritime Association of the Port of New York and New Jersey
Maritime Port Council of Greater New York and Vicinity
New Jersey Alliance for Action
New Jersey State AFLCIO
New Jersey State Chamber of Commerce
New York City Partnership and Chamber of Commerce, Inc.
New York-New Jersey Port Promotion Association
New York Shipping Association, Inc.
New York State AFLCIO
Regional Business Partnership, The Chamber of Commerce for the Metro Newark Region (NJ)
Save Our Port
Seafarers International Union
Staten Island Chamber of Commerce (NY)
Union Country Alliance (NJ)
Union County Economic Development Corporation (NJ)
United New Jersey Sandy Hook Pilots Benevolent Association
United New York Sandy Hook Pilots Benevolent Association
1 am Lillian C. Borrone, Director, Port Commerce Department ofThe Port Authority of New York and New Jersey.
Joining me are Joseph T. Grossi, Executive Director, New Jersey Department of Commerce and Economic
Development's Maritime Advisory Council, and Bridget Wieghart, Vice President for Transportation, New York
City Economic Development Corporation. On behalf of the civic, trade, labor and governmental interests listed on
the cover of our statement, we request that sufficient federal funds be appropriated in Fiscal 1997 for the design,
construction and maintenance of essential navigation projects in the Port of New York and New Jersey under the
U.S. Army Corps of Engineers' Civil Works program. We thank you, Mr. Chairman, and members of the
subcommittee for affording us time to make our funding needs known to you.
I would like to take a moment to observe that this is the last time our port panel will have the privilege to appear
before Chairman Myers and former Chairman Bevill. Over the years both of you have been gracious and very
helpful to our port community. We have had the honor of your presence at the port and have greatly appreciated the
interest and fair mindedness you have demonstrated. We wish you good luck and health in this next phase of your
lives. And we thank you.
The request we make for funds for the Port of New York and New Jersey is not a casual one. Although federal
budget recommendations are not available, the sums we ask for are what we believe necessary to continue and
advance existing navigation projects and provide for much-needed studies, based on our ongoing partnership with
the Corps of Engineers. We and the other local sponsors are prepared to provide the local share of funds as
required. All told we recommend an appropriation of $39.65 million in federal funds for Fiscal Year 1997 allocated
among construction, studies, and operation and maintenance of federal navigation projects.
Kill van Kull and Newark Bay Channels, NY & NJ
New York Harbor Collection and Removal of Drif^, NY & NJ
New York Harbor and Adjacent Channels (Port Jersey), NJ
New York Harbor and Adjacent Channels (Claremont Channel), NJ
New York and New Jersey Channels, Arthur Kill Channel, Howland Hook
Marine Terminal, NY
New York Harbor Anchorages, Red Hook Flats Anchorage, NY
New York and New Jersey Channels, Perth Amboy Anchorage, NY & NJ
Operation & Maintenance
Dredged Material Management Plan
New York and New Jersey Harbor, Condition Surveys
Maintenance Dredging Constnjction, Selected Channels
Kill van Kull and Newark Bay Channels. NY & NJ
Kill van Kull and Newark Bay Channels, NY & NJ is a harbor deepening project authorized for construction in
the Fiscal Year 1985 Supplemental Appropriations Act (Public Law 99-88) and the Water Resources Development
Act of 1986. Local cooperation is being provided by The Port Authority of New York and New Jersey of which the
estimated non-federal cost is approximately $263 million for this project. Phase I of this project, the deepening of
the channel from 35 to 40 feet, is nearly complete at an estimated cost of $300 million. The construction schedule
for this portion of the project was originally estimated to be 3 years but actually took 8 years. We have asked the
Corps of Engineers to re-estimate the cost for Phase II of the authorized project for deepening the channel to 45 feet.
but they have been slow to respond. The channels at issue serve the busiest and largest container port facilities on
the Atlantic seaboard and we have heard a consistent message from the steamship lines that service the Port Newark
and Elizabeth Marine Terminals of Newark Bay and from the harbor pilots that the completion of the project to 45
feet is an absolute necessity. The full benefits of the authorized 45 feet navigation project have been postponed due
to construction delays. We believe it is imperative that Phase II engineering and design be completed as soon as
possible so that construction can commence immediately and we will be prepared to provide local share.
Mr. Chairman, based on our understanding of the project and schedule we request that $750,000 be appropriated in
Federal Fiscal Year 1997 to complete the General Re-Evaluation Report, now underway, by June 1997 and to allow
construction to resume in FY 1998.
Operation and Maintgnanct
Under the category of Operation and Maintenance, the past Administration's budget recommendations have been
satisfactory for the maintenance of the Port of New York and New Jersey federal channel system and have allowed
the Port to continue to contribute nearly $20 billion to the regional economy. Once the federal budget
recommendations are available to the public, we may seek to change our recommendations known to the Committee
should the need arise. Last year members of our congressional delegation advised this subcommittee of the severe
problems we are experiencing in the management of dredged materials, including sediments dredged from terminal
berths, for lack of adequate disposal facilities. I believe it was last year that General Hunter told this panel that our
port was heading toward a crisis. Mr. Chairman, you should be made aware that the Port of New York and
New Jersey is facing a crisis that is starting to take its toll in the lack of maintenance dredging by the Corps of
Engineers of the federal channels serving commercial interests because there is no viable disposal alternative for
dredged material unsuitable for ocean disposal. The Corps has made presentations that list parts of federal channels
in the Arthur Kill, NY and NJ; Bay Ridge/Red Hook, NY; Hackensack River, NJ; Hudson River NY and NJ;
Eastchester Creek, NY; and Portchester Harbor, NY as having approximately 3 million cubic yards of shoaled
contaminated sediments that need to be dredged. These projects have been deferred and will continue to be deferred
unless a solution is found.
Mr. Chairman, we fear that the FY97 Corps budget will not include fiinding for channel maintenance construction
because practical disposal sites have yet to be identified. If funding is omitted for that reason it will only aggravate
the problem in our port. Funds should be appropriated to ensure they are obtainable when suitable disposal sites are
available. We further believe not providing funds for maintenance dredging would be inequitable. The New York
Customs District collects more than $70 million for the Harbor Maintenance Trust Fund. Today, we seek
$30 million to be appropriated for maintenance dredging construction for the projects that sorely need restoration to
authorized project depths so that the shippers and vessels that pay the tax can see the benefit of their contribution.
Mr. Chairman, on a related matter. Congress authorized the Corps of Engineers to provide condition surveys of the
navigation charmels on a bi-annual basis and we respectfully request an appropriation of $700,000 to perform this
task to ensure safety of navigation and protection of the environment. Furthermore we ask that $6 million be
appropriated to complete the much-needed studies of the Dredged Material Management Plan which will provide
solutions to the dredged material disposal crisis of the Port of New York and New Jersey. But I must say, we are
frustrated by a federal study process that takes so long to complete before real solutions can be implemented.
Regional discussions that include the states and federal agencies are in their third year and while progress has been
made there are no immediately implementable disposal alternatives in the region. Nor has there been agreement on
disposal facilities to provide capacity for the long term. Key to most any solution is the readiness of the federal
government to participate in not only planning but in the construction of a disposal facility. It is our fervent hope
that this Congress will clearly direct the Corps of Engineers to participate in the construction of confined disposal
facilities in ports where federal and local dredging projects require it. In total, we are requesting $36.7 million in
Operation and Maintenance appropriations, representing approximately one half of our contribution to the
Harbor Maintenance Trust Fund.
Mr. Chairman and distinguished members of the Subcommittee, I am Joseph T. Grossi, Executive Director,
New Jersey Department of Commerce and Economic Development's Maritime Advisory Council..
New York Harbor and Adjacent Channels fPort Jersey Channen, NJ
The Port Jersey Channel in Bayonne, New Jersey, currently serves 15 shipping lines at Global Terminal. This
facility handles annually over 400 vessel arrivals with approximately 200,000 twenty-foot unit containers. More
than 300 terminal employees with an annual payroll of $21 million, as well as another 120 contract workers, depend
on this facility for their livelihood. As a privately owned terminal. Global pays over $4 million in federal, state and
local taxes annually. In addition, the channel also provides access for the U.S. Military Ocean Terminal and the
Port Authority Auto Marine Terminal. This channel improvement was authorized for construction by the
Water Resources Development Act of 1986.
As you know, recent events such as new testing protocols and criteria for dredged material have complicated
matters and additional disposal alternatives had to be studied. The State of New Jersey is evaluating potential
upland disposal sites and is prepared to enter into a project cooperating agreement. Therefore, we request $500,000
for this project to complete the study and finalize conditions of local cooperation and move this project into
construction of the channel to a project depth of 41 feet below mean water in Federal Fiscal Year 1998.
New York Harbor and Adjacent Channels fClaremont Channeh. NJ
Located on the Hudson River in New Jersey, Claremont Channel has an average depth of 27 feet mean low water.
A project to deepen Claremont Channel to 42 feet mean low water was authorized for construction in the
Water Resources Development Act of 1986. Although authorized to 42 feet, the Phase I modified project will
provide adequate shipping economies with a 34-foot channel.
Two scrap metal exporting companies and a crushed stone aggregate terminal are the major users of this channel.
The scrap metal exports have averaged over 600,000 long tons per year and are by far our region's number one
export. Meanwhile, the crushed stone transshipments approach 4 million tons annually. Combined, these three
firms employ 300 persons directly and provide nearly 3,000 indirect jobs through suppliers, truckers and
We request $400,000 in appropriations to conclude preconstruction engineering design work for improvements to
the Claremont Channel. The State of New Jersey supports this project as well and has expressed an intent to fund
the non-federal share and is studying potential upland disposal sites.
New York and New Jersey Channels. Raritan Bay Anchorages. NY & NJ
The Perth Amboy Anchorage, NY & NJ, is part of the New York/New Jersey Channels project. It was
constructed to accommodate ocean bulk vessels and tankers. There is no additional capacity within this anchorage
to accommodate today's modem tankers. The anchorage was dredged to a depth of 37 and 25 feet deep. This
design cannot accommodate today's modem ships which are almost 1,000 feet long with drafts of 40 feet or greater.
The Corps has the authority to undertake this feasibility study of the Perth Amboy Anchorage as part of the
New York and New Jersey Channels and published as House Document 18, Seventy-first Congress,
Second Session. The States of New Jersey and New York support this project and have expressed an interest in
funding the non-federal share and are evaluating potential upland disposal sites. Therefore, to provide safe
navigation and maintain our bistate port's capability to accommodate today's tankers, we urgently request that
$100,000 be appropriated to commence a feasibility study for the deepening of the Perth Amboy Anchorage.
Mr. Chairman, I am Bridget Wieghart, Vice President for Transportation, New York City Economic Development
New York Harbor Collection and Removal of Drift. NY & NJ
We are here today requesting an appropriation of $100,000 for this critical project. The New York Harbor and
Collection of Drift Project, NY & NJ, removes sunken hulls and decaying shore structures that are the sources of
dangerous and costly harbor drift which also fouls our beaches. The Corps of Engineers has estimated that nearly
1 8,000 commercial, public and recreation vessels collide annually with drift in our port causing damage to
propellers, shafts and hulls. The annual associated repair costs and other economic losses average greater than
$53 million. This project was authorized under the Water Resource Act of 1974, Water Resources Development
Act of 1976, the Supplemental Appropriations Act of 1987 and the Water Resources Act of 1988 with an annual
authorization of $6 million.
These funds, in addition to FY96 monies carried over, are to be used to continue construction along the Brooklyn II
Reach on the New York side where there is very serious structural deterioration of many of the pier structures. The
funds would also be used to continue construction of the remaining work in the Weehawken-Edgewater Reach, and
undertake removal of derelict barges in the Passaic River, and to continue the engineering and design of Bayonne,
Shooters Island, Kill van Kull, Arthur Kill, NY and NJ reaches. Mr. Chairman, there is much work to be
accomplished and we thank you for your consideration of this request for a federal budget appropriation of
New York and New Jersey Channels. Arthur kill Channel. Howland Hook Marine Terminal. NY
and Tosco Oil Terminal. NJ
The Arthur Kill Channel, Howland Hook Marine Terminal project was authorized by the Water Resources
Development Act of 1986 and in the Water Resources Development Act of 1992, Section 329 the Secretary was
authorized to complete planning and design of the project. The channel improvement includes deepening the
existing 35-foot channel to 41 feet from its confluence with the Kill van Kull Channel to the Howland Hook
Marine Terminal and Tosco Oil Terminal, NJ, and selected widenings and realignments of the channel for safety.
The Port Authority has invested $35 million to modernize this terminal and, with New York City, approximately
$18 million was spent for the maintenance dredging required to put this terminal in service. Therefore, we
respectfully request $1 million to be appropriated to fiilly realize the full economic benefits of the re-opening of the
Howland Hook Marine Terminal by completing the General Re-Evaluation Report in order to initiate construction
in Federal Fiscal Year 1999.
New York Harb or Ancho rages. N Y & NJ
The Red Hook Flats Anchorage, NY, is part of the New York Harbor and Adjacent Channels project. It was
constructed to accommodate ocean going cargo ships and tankers. There is no additional capacity within this
anchorage to accommodate today's modem vessels. The anchorage was designed by the Corps of Engineers in the
early 1960s for a vessel averaging 525 feet in overall length and with a draft of 30 feet. Today's modem ships are
almost 1,000 feet long with drafts of 40 feet or greater, therefore requiring additional space and depth beyond that
allowed for in the original design.
Therefore, to provide safe navigation and maintain our bistate port's capability to accommodate today's vessels, we
urgently request that $100,000 be appropriated to commence a feasibility study for the deepening of Red Hook
Flats. The Corps has the authority to undertake this study under a congressional resolution adopted by the
Senate Committee on Environment and Public Works on December 5, 1980. The States of New York and
New Jersey support this project and expressed an interest to fund the non-federal share and are studying potential