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[Federal Register Volume 76, Number 156 (Friday, August 12, 2011)]
[Notices]
[Pages 50187-50188]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-20518]

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DEPARTMENT OF DEFENSE

Department of the Army; Corps of Engineers

Intent To Prepare a Draft Environmental Impact Statement (DEIS) 
for a Study on the Feasibility of Deepening Charleston Harbor

AGENCY: Department of the Army, U.S. Army Corps of Engineers, DOD.

ACTION: Notice of Intent.

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SUMMARY: The U.S. Army Corps of Engineers (Corps), Charleston District, 
intends to prepare a Draft Environmental Impact Statement (DEIS), for 
the Charleston Harbor Deepening Study (Post-45 study). The purpose of 
this DEIS and feasibility study is to investigate modification of the 
existing Charleston Harbor project in the interest of navigation 
improvements.

FOR FURTHER INFORMATION CONTACT: Questions about the proposed action 
and DEIS can be directed to: Mark Messersmith, (843) 329-8162, Chas-Post45-Comments@usace.army.mil, 69 A Hagood Ave., Charleston, SC 29403. 
To submit comments please see our Web site at: http://www.sac.usace.army.mil/?action=programs.post45.

SUPPLEMENTARY INFORMATION:
    a. Background: Since 2000, the total value of international trade 
has risen by over 40 percent and it is becoming a larger part of our 
national economy. The combined value of foreign trade (imports and 
exports) represented 13 percent of GDP in 1990, rising to nearly 22 
percent in 2006. If this trend continues, it is projected that the 
value of U.S. foreign trade will be equivalent to 35 percent of the 
Nation's GDP in 2020 and 60 percent in 2030. Marine transportation will 
become even more important to our economy as 95 percent of America's 
foreign trade is moved by ship. To sustain expected growth, it is 
estimated the U.S. must expand its overall port capacity by 10 percent 
annually. This would require port expansion, mainly on the West Coast, 
Gulf Coast and South Atlantic. That is the equivalent of adding 
capacity equal to the Port of Oakland every year.
    The Charleston port district's ranking as a global trading port is 
consistently in the top ten nationally in container traffic and cargo 
value. In 2009, the Charleston port district was ranked ninth (out of 
200 deep-draft ports) in cargo value, and ninth (out of 80 container 
ports) in container traffic.
    Shipping trends in Charleston show adherence to projections for 
considerable growth in ship size, in all three dimensions, draft, beam, 
and length. As economies of scale and improved vessel technologies have 
driven ship sizes larger, the world's port infrastructure must be 
rapidly expanded in channel depths and widths and terminal capacity to 
accommodate larger ships. The number of ports able to handle larger 
vessels around the world is growing, and, most importantly, the Panama 
Canal is currently expanding lock capacity to handle ships of 25% 
greater draft (up to 50 ft), 52% greater beam (up to 160 feet), and 30% 
greater length (up to 1250 feet). Ships have been under construction 
for several years to be ready for the new canal capacity when the new 
Panama Canal locks open in 2014.
    b. Objectives: There is opportunity to deepen the navigation 
channel at Charleston Harbor to accommodate larger container vessels. 
Particularly important is the great increase in the deployment of those 
vessels, which is occurring now and expected to increase when the 
Panama Canal Expansion Project is completed in 2014. These larger 
vessels, commonly referred to in the shipping industry as the ``Super 
Post-Panamax'' vessels, are expected to comprise greater percentages of 
vessel fleet composition over the next several decades. This transition 
to larger vessels is expected to occur rapidly and current Panamax 
vessels are expected to no longer be used in the Asia service by 2024. 
Additional depth would be required to serve existing users of 
Charleston Harbor by that time, as the transition from the current 
Panamax fleet is complete.
    c. Alternatives: The reconnaissance level alternatives analysis 
does not constitute a complete analysis of the full array of potential 
alternatives nor does it define a preferred alternative or National 
Economic Development (NED) plan. Detailed analyses are expected to be 
conducted in the proposed feasibility phase and would likely involve 
evaluation of all alternatives to address the problems and 
opportunities. The array of alternatives that may be examined in the 
feasibility study would likely include navigational improvements to 
some or all of the channels in Charleston Harbor, including (1) 
deepening channel(s) up to 50 feet MLLW or more, (2) widening 
channel(s), (3) adjusting existing channel alignments/bend easing, and 
(4) widening and/or lengthening turning basins.
    During the feasibility phase, Charleston Harbor will be evaluated 
to identify the extent to which the array of alternatives will be 
applied to each reach of the Federal Navigation Channel. Problems and 
opportunities pertinent to each reach will be identified and 
investigated. A matrix of reach specific alternative plans will be 
developed and evaluated to produce a recommended plan for improvements 
to Charleston Harbor. This process will include the appropriate level 
of engineering, economic, and environmental analyses to identify all 
possible benefits and impacts associated with the projected 
navigational improvements.
    Additional channel depth would allow current and future shippers to 
more fully utilize larger class vessels and would reduce future 
anticipated congestion. The current depth of the existing inner harbor 
channel is 45 feet MLLW. The Entrance Channel from the Atlantic Ocean 
through the jetties is 47

[[Page 50188]]

feet MLLW deep to allow for wave action.
    d. Issues: The DEIS will consider the possible effects of channel 
deepening/widening on aquatic resources, loss of wetlands, as well as 
other project related impacts on protected species, water quality, fish 
and wildlife resources, cultural resources, essential fish habitat, 
socio-economic resources, coastal processes, aesthetics, and other 
impacts identified through scoping, public involvement, and agency 
coordination.
    e. Scoping process: The scoping process as outlined by the Council 
on Environmental Quality would be utilized to involve Federal, State, 
and local agencies, and other interested persons and organizations. A 
scoping letter will be sent to the appropriate parties regarding issues 
to consider during the study. Public scoping meetings would be held 
throughout the process. Exact dates, times, and locations will be 
published in local papers.

    Dated: July 29, 2011.
Edward P. Chamberlayne,
Lieutenant Colonel, EN, Commander, U.S. Army Engineer District, 
Charleston.
[FR Doc. 2011-20518 Filed 8-11-11; 8:45 am]
BILLING CODE 3720-58-P
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