Varsity-Packet-Final

The initial acquisition cost of port facility and

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Unformatted text preview: ice http://www.fas.org/sgp/crs/misc/R41430.pdf) Although previous estimates by the Corps and others projected that inland waterway traffic would increase over time, actual traffic on inland waterways has for the most part remained flat in recent years. 6 At the same time, overall freight tonnage for all modes of domestic freight shipping increased at an average annual rate of 1.2% from 1997 to 2007, and is expected to continue to increase. 7 The Department of Transportation projects that freight tonnage will double over the next 25 years, with inland waterway traffic projected to increase at a rate significantly less than that projected for rail and highway shipping. 8 8|Page Inland Waterways Negative BDL No Harms – Lock Closure Impact Exaggerated [___] [___] Shippers are used to delays John Frittelli, Spet in Transportation Policy, 2011 (Can Marine Highways Deliver? January 14, 2011 http://assets.opencrs.com/rpts/R41590_20110114.pdf) Marine highway services, with the exception of those across the Great Lakes, cater primarily to the domestic portion of international containerized freight shipments. Domestic shipments are much less likely to use marine highways because, even with highway congestion, shippers are accustomed to relatively consistent on-time performance. Importers and exporters of containerized freight, on the other hand, are accustomed to delays routinely caused by weather, customs, and labor unrest here or overseas. In the context of an ocean voyage lasting two or three weeks, a one- or two-day delay is not unexpected or calamitous. 19 9|Page Inland Waterways Negative BDL No Harms – No Global Starvation [___] [___] Agricultural exports are declining – greater demand for grain at home and other countries becoming slef sufficient Brad Walker, W etlands & Floodplain Director at Missouri Coalition for the Environment, 2010 (Big Price – Little Benefit, Prepared by the Nicollet Island Coalition February 2010 http://www.iwla.org/index.php?ht=a/GetDocumentAction/i/2079) As the environmental functions of the rivers have shifted, so have the economic opportunities in agriculture in the Upper Midwest. From 1950 through the late 1970s, the Mississippi River experienced steady growth in agricultural commodities traffic moving down the river via barge. However, since 1980, Mississippi River barge traffic has fluctuated significantly and the overall trend has been less traffic. At one key lock at Alton, Illinois, for example, barge traffic has declined from its peak of 80.5 million tons in 1990 down to 56.3 million tons in 2008. The causes of this transition include significant growth in agricultural production in other parts of the world and less demand than expected from emerging markets like China. In addition, the demand for biofuels and locally grown foods has skyrocketed, enabling growers to sell agricultural products much closer to home 10 | P a g e Inland Waterways Negative BDL No Solvency – General [___] [___] Many ba...
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This document was uploaded on 02/06/2014.

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