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Pages 99-109

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From page 99...
... 99 Source: USACE Figure A-4: Lock and Dams along the Upper Mississippi River and the Illinois River Figure A-5 shows a cross-section of the Upper Mississippi River, and demonstrates how the lock and dam systems are used to maintain channel depth of nine feet. The USACE is responsible for these locks and dams.
From page 100...
... 100 Source: USACE Figure A-5: Cross Section of Upper Mississippi River Channel Maintained by USACE Low water levels and inadequate channel depths require barges and vessels to be loaded to less than capacity to reduce draft. Inadequate channel widths require that the number of barges in a tow be reduced to match available channel width.
From page 101...
... 101 Entities Involved in Ensuring Resiliency BCOs: The BCOs, such as Cargill, Bunge, ADM, etc., are responsible for making routing decisions to deliver the cargo to its destination. State DOTs: State DOTs are responsible for preparing statewide freight and rail plans prioritize freight-related infrastructure improvements to the transportation system, which include Ports along the inland waterway system.
From page 102...
... 102 Source: FAF4 Figure A-6: Map of Waterways and Rail Lines between Illinois and New Orleans MTOs: The MTO will be responsible for all operations related to loading and unloading of barges and transfer of grains to rail or trucks. Various Grain Associations and Councils: Grain associations and councils helps in export and production market, along with storage, and policy development and implementation to help U.S.
From page 103...
... 103 The grain supply chain depends on keeping the costs of transportation low. Without low shipping prices, the U.S.
From page 104...
... 104  Use Automatic Identification System information to quantify barge delays after the disruption. Use this data to calculate the total cost of a delay and to disperse real time data to users.
From page 105...
... 105 APPENDIX B: RESPONDING TO SURGE IN FREIGHT TRAFFIC CAUSED BY MILITARY DEPLOYMENTS Using information from published reports and regulations, journal articles and conference presentations, the team was able to summarize the nature of past military cargo deployments through U.S. seaports.
From page 106...
... 106 The USDOT works closely with the USTRANSCOM notably its Military SDDC, to support the overland and sea components of military mobilizations. Such plans require input and action by additional public and private agencies, which depend on the type, size (cargo volumes)
From page 107...
... 107 the SDDCTEA25 listed 22 strategic seaports currently within the CONUS, 17 of which are commercial ports and 5 are military (see Blower, 2009; GAO, 2013)
From page 108...
... 108 restricted speeds. The height and width of a loaded railcar during deployments is generally limited to the AARdeveloped dimensions.
From page 109...
... 109 Within-Port Cargo Staging Areas: The availability of within-port cargo staging areas was seen by those interviewed as a "critical infrastructure impediment" to rapid cargo throughput of either military or commercial cargo during the early build-up to OIF deployment. Adding new staging capacity is difficult because competition for waterfront real estate is intense and suitable new land acquisition problematic.

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