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NJ, PA, & DE

The amount of $1,350,000 is requested in Fiscal Year 1986 for the continuation of 2






Navigation Study,

The existing Delaware River Navigation System includes six deep-draft navigation projects serving the Ports of
These ports support annual vessel passages
Philadelphia, PA; Camden, NJ; Trenton, NJ; and Wilmington, DE.
The system provides a substantial economic
averaging 50,000 passages and tonnage averaging 130 million tons.
stimulus to the entire region, supporting 100,000 port related jobs. The major commodities transported are crude
oil and refined petroleum associated with the seven oil refineries located along the river and its tributaries.
Other major commodities likely to benefit from improvement include iron ore; scrap; coal; grain; chemicals;
limestone; motor vehicles; gypsum and other dry bulk shipments; lumber; and containerized general cargo. The
The Delaware River Port
system also serves naval vessels being the headquarters of the Fourth Naval District.
Authority, the Delaware River and Bay Authority, the Commonwealth of Pennsylvania, the City of Philadelphia, the
City of Wilmington, the South Jersey Port Corporation, and the owners and operators of large bulk cargo carriers
cite the need for deeper channels and improved navigation facilities to fully accommodate current and future
vessel movements through the Delaware River ports. An average of nine million tons of cargo are lightered into
barges annually due to current 40-foot channel depths.

4 FEB 1985


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The Reconnaissance Report, completed in March 1983, found it desirable to consolidate several resolutions in order
to make a comprehensive review of the navigation system along the Delaware River. The most significant of these
studies is the Delaware River Dredging Disposal Study; others include: Harbor of Refuge (Delaware), Delaware
River in the vicinity of Camden, Roosevelt Inlet, and Delaware River Oil Pollution. The purpose of the Delaware
River Dredging Disposal Study is to develop a regional disposal plan for the Delaware River and tributaries,
identifying specific disposal sites which may be used for short and long-term use, and which minimize degradation
of the natural environment. Work to date on that study defined the current and future needs for existing projects
and private dredging. For such projects no new authorization appears to be needed. With the funds provided in
Fiscal Year 1985, the interim study for the Delaware River from Philadelphia to Wilmington was completed in
December 1984. It recommended deepening the lower Schuylkill River, Philadelphia, PA, from 33 feet to 40 feet;
the Beckett Street Terminal, Camden, NJ from 37 feet to 40 feet; and further consideration of deepening Wilmington
Harbor, Delaware, under the special continuing authorities program from 35 feet to 38 feet. Additionally, the
parent study continues to include engineering, formulation and environmental analyses of various channel
improvement alternatives and disposal area options. With Fiscal Year 1986 funds, studies will continue with
emphasis on environmental testing, cost estimates, environmental impact assessments and screening of alternative
plans to include optimization of the overall regional waterway system. The final study report of the Division
Commander is scheduled for completion in July 1990.


4 FEB 1985

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The purpose of the New York Harbor and Adjacent Channels study is to determine the feasibility of modifying the
existing Federal project for New York Harbor to accommodate deep-draft vessels used in bulk crude oil transoceanic
trade and support anticipated development of increased bulk steam coal movement in the Harbor. In addition,
benefits to commodities such as: petroleum products, scrap metal and general cargo will also be investigated.
The channels considered for improvements include the 45-foot deep Ambrose and Anchorage Harbor entrance channels,
and secondary access channels to Claremont Terminal and Port Jersey, New Jersey. In October 1984 the Port
Authority of New York and New Jersey announced its decision to terminate the development of a coal export facility
in New York Harbor. This was the last proposed coal export facility for New York Harbor. Economic studies
accomplished to date show that benefits derived from oil transportation savings alone do not justify deepening of
the entrance channels. Therefore, no further study of the entrance channels is contemplated. However, studies
show that the two secondary access channel appears to be justified. The Claremont Terminal Access Channel is a
24-foot deep (mean low water) channel which extends from Anchorage Channel to the head of navigation in Jersey
City, New Jersey. In 1982, Claremont Terminal accommodated about 35 deep-draft vessel visits and handled over
800,000 tons of cargo. The privately maintained 35-foot access channel into Port Jersey serves a containership
operation with five shipping lines and has accommodated an average of 350 vessel vistis and approximately 1.25
million tons of cargo. There is strong support for improvements to the two secondary access channels from both
the Port Authority of New York and New Jersey, and the State of New Jersey.

The funds for Fiscal Year 1985 are being used to continue analysis of deepening the two secondary access channels
including economic analysis and engineering design. The funds for Fiscal Year 1986 will be used to complete the
feasibility report for Claremont Terminal Access Channel Study and to continue economic studies, plan formulation,
and engineering design for the Port Jersey Access channel study. Due to the reduction in study scope the total
estimated Federal cost has been reduced from $7,035,000 to $4,955,000 and the study report of the Division
Commander is scheduled for completion in June 1987 in lieu of June 1988.

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b. Flood Damage Prevention Studies: The amount of $200,000 is requested in Fiscal Year 1986 for the continuation of 1 Flood Damage Prevention study.

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Prior to
FY 1985

FY 1985

continuation of 1 Shoreline Protection study.

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The amount of $300,000 is requested in Fiscal Year 1986 for the


Chesapeake Bay


(Shoreline Erosion),







The Chesapeake Bay and its tributaries contain about 7,300 miles of shoreline in Maryland and Virginia, most of
Erosion is serious along extensive reaches of the shoreline.
Shoreline erosion over the past century in the Chesapeake Bay area has resulted in a loss of approximately 45,000
which are subject to erosion to varying degrees.
This erosion has contributed significantly to the disposition of sediments in the Bay.
increased sediment deposits have contributed to water resources problems including adverse impacts on commercial
The Environmental
acres of land.
navigation, recreational boating, and biological productivity in the Bay and its tributaries.
Protection Agency's 1983 report on its Chesapeake Bay program cited shoreline erosion as a primary water quality
problem. The study will evaluate all adverse impacts of shoreline erosion and determine the costs and benefits of
Both structural and non-structural alternatives will be considered in formulating
The results will be recommendations for Federal projects at those particular sites
Another focus of the study would be the consideration of using material dredged
measures to reduce the impacts.
erosion protection plans.
from navigation channels for placement on eroding shorelines to provide erosion protection.
which are found to be justified.

The funds
Fiscal Year 1985 funds are being used to fully fund the reconnaissance phase at full Federal expense.
The preliminary
requested for Fiscal Year 1986 will be used to initiate the feasibility phase of the study.
estimated cost of the feasibility phase is $3,000,000, which is to be shared on a 50-50 percent basis by Federal
Up to one-half of the non-Federal share may be in-kind services.
and non-Federal interests.

cost sharing is as follows:

Total Estimated Study Cost
Reconnaissance Phase (Federal)
Feasibility Phase (Federal)
Feasibility Phase (Non-Federal)

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