Globally, port and harbor expansions, new ports, enlarged navigation channels and maintenance work account for nearly three-fifths of dredging activity. Inland rivers, vital to moving raw materials and grain to the export markets, need constant attention.įactors driving world dredging, including growth in sea trade, bigger container ships, climate change and sea level rise have kept U.S. And, this goes beyond the need to deepen deep draft coastal ports. The United States is lagging a number of nations in port modernization and needs to do more deepening to fully participate in global trade, they said. Members of Congress this spring expressed concern about the new budget. The FY 2015 civil works budget at USACE, the federal agency most engaged in dredging, is smaller than in 2014. citizens, employ Americans and use equipment built here. Because domestic dredging is protected by the Jones Act, companies must be owned by U.S. The nation’s spending on dredging in unadjusted dollars has swelled tenfold since the 1960’s, however. dredging this decade, measured in cubic yards, is only half as active as it was in the early 1960s, with maintenance down slightly since then and new work off considerably, according to the U.S. Combined with a reduction in the USACE federal budget, the situation threatens a perfect storm for domestic requirements. Spend dollars up on dredging, cubic yards moved down.
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