Port wins 5th consecutive Pacesetter Award

Click the link below to read the full press release from the St. Lawrence Seaway Development Corporation.  2015 Pacesetter Awards Announced

Irish Town Bend Study Released

In 2013, the Port of Cleveland initiated a study to definitively determine what is causing instability in the Irish Town Bend hillside on the Cuyahoga River’s west bank. The slope, also called Franklin Hill, has deteriorated over time, and legitimate anxiety exists that a portion may slide into the river.

To get to the bottom of the situation, the Port Board appropriated funds to engage geotechnical engineers to thoroughly study the site and its history. That work recently wrapped up, and the findings are now available here.  As I explain below, we see the news as mostly good, but there are still challenges to address and opportunities to seize.

First, some good news.  Earlier studies had estimated the cost to address the threat of a hillside collapse  as high as $220 million. Our study pegs that number at a maximum of $48 million, and very possibly less. The bad news is that, while not likely, a landslide that could impede ship traffic and endanger people and property remains a legitimate concern that we must take seriously.

Remediation of the hill will involve a combination of elements including new bulkhead at the river edge, re-grading, street and sewer line repairs, and removing excess water infiltration.  This work could be completed within a year once funding is identified and all property owners consent.   The planned Lake Link Trail, a key connector to the lakefront at Wendy Park, traverses the hillside, providing further impetus to get the project done quickly.

The Port is committed to teaming with public, non-profit, and philanthropic partners and community stakeholders to secure the funds to ensure a safe, healthy, and economically beneficial solution. Look for more from us in the near future on this issue. 

 

Will Friedman

President and CEO

In Remembrance of Marc Krantz

January 6, 2015

Dear Friend of the Port of Cleveland,

By now you probably heard the very sad news that Mr. Marc Krantz, chair of the Port Authority Board since March of 2013 and member since 2009, passed away in a skiing accident on December 28th.  Mr. Krantz was managing partner of the law firm Kohrman, Jackson and Krantz and also deeply involved in many civic and community endeavors in addition to his service to the Port.   

First and foremost, our hearts go out to Marc’s family.  He was a beloved father, husband, son and brother.  There are no words to effectively convey our sympathy for and condolences to his family. 

Marc we will be deeply missed at the Port as well.  He was a visionary leader not afraid to take risk in pursuit of the Port’s mission, a strategic thinker, and a true champion of good governance for the Port organization.

Thanks to Marc, our Port is positioned better than ever to deliver on its mission to enhance economic opportunity and the quality of life in our region.  Despite starting the year with heavy hearts, we are inspired by Marc’s legacy to work even harder in 2015 to fully realize the potential of our Port and our region that he intended.   

As always, don’t hesitate to reach out to me or any member of the Port team if we can be of service.

With best wishes for a healthy, happy and prosperous 2015!

Sincerely,

William D. Friedman

President & CEO

PORT OF CLEVELAND BUDGETS FOR MORE INVESTMENTS IN 2015

CLEVELAND, OH (December 16, 2014) – The board of the Cleveland-Cuyahoga County Port Authority voted today to accept an annual budget for 2015; it includes $20 million in capital investments to enhance maritime operations and sediment management.  2014.12.16 Full Press Release

Ohio is 8th in Maritime Commerce Produced, and Exploring Ways to Grow

I recently attended the annual convention in Houston of the American Association of Port Authorities (AAPA). While I’m always excited to hear about what’s trending in the industry, this year I came away equally excited about the potential for Ohio to leverage its position as a leader in maritime commerce through public sector investment and partnership.  And that has a lot to do with an increased focus on maritime and ports by our state government.

 

Make no mistake about it – Ohio is a maritime state.  We rank eighth in the entire US for maritime commerce produced. This might surprise you, given that we are not on the east, west, or gulf coasts.  But our maritime capacity is an undeniable fact based on hard data that demands attention and action from our state leadership.

 

Some of our peer states – from Virginia and Maryland to Florida and Texas to California, and Washington – are driving state dollars from infrastructure, capital, transportation, and economic development budgets into maritime. But Ohio is also considering how to best position our ports as central to economic development strategies for attracting industry, investment, and vitality.

 

Our leaders in the Statehouse understand the potential of maritime and are taking action to explore the issue.  The Port of Cleveland, along with our peers at the ports in Cincinnati and Toledo, recently met with some of our state legislators to discuss the issue. The Ohio Senate recently pass a bill that formed a legislative subcommittee to study the issue of maritime commerce and state investment in Ohio in 2015.  This legislation, Senate Bill 291, was sponsored by Senators Gayle Manning, Frank LaRose, Nina Turner, Edna Brown and Michael Skindell.

 

At the administrative level, the State has already begun to partner more with ports to make strategic investments and address critical maritime related issues.  The Ohio EPA and Ohio Department of Natural Resources are working closely with ports to address issues related to dredging. And recent allocations from the capital budget have directed millions into the Healthy Lake Erie Fund that will help keep channels open for business and operating in a clean and green fashion.

 

All of this is good news for our economy, as most goods shipped internationally, and a huge amount of those shipped domestically, travel by water. Ohio is still a major manufacturing hub – producing over $80 billion in GDP. The savings maritime shipping provides to companies are immense – shipping goods by water from the Great Lakes though the St. Lawrence Seaway is 24% more fuel-efficient than rail and 531% more than truck.  So a strong port system makes Ohio even more attractive to companies seeking strategic advantages, and the state is recognizing this fact.

 

We’ll keep you informed as legislative efforts evolve in 2015. My hope is that by this time next year, I can report back some good news to you and to my colleagues at the AAPA, where I serve on its Executive Committee.  By investing to increase capacity, connectivity, and concentration of activity at our ports, Ohio can step up its game in maritime, making our businesses and overall economy even more competitive on a global scale.

 

Will Friedman, President & CEO

Part IV: Drying & Stacking Sediment to Saving Space & Dollars

In the first three installments of this series, we introduced the Port’s three-part plan to manage the sediment dredged from the Cuyahoga River shipping channel. We explained in depth the first two tactics in our strategy – upstream bed load interception and marketing sediment for beneficial use.  This chapter is an overview of the Port’s efforts to maximize space at our disposal facility by drying and vertically stacking sediment.

Studies commissioned by the Port indicate that roughly 30% of the +200,000 cubic yards of sediment removed annually from the Cuyahoga River can be harvested and sold in the market for beneficial uses. But some of it is too fine or its quality is too questionable to be sold. So what happens to this material? Historically, that material was placed in into big landfills along the Lake Erie shoreline that are called confined disposal facilities (CDFs). After being removed from the Cuyahoga riverbed, the sediment was mixed with water and simply pumped into the CDF as slurry.

The drawback of this method is that the water present in that slurry takes up a large amount of volume in the CDF. We recognized that if we remove the water or dewater the slurry, the then dried sediment can be stacked in the CDF. This practice can radically increase the amount of material placed on the site.

In the past, when US Army Corps of Engineers relied on hydraulic placement of sediment in a CDF, its capacity was limited to a “brimful” volume, as the material was too liquid to be assembled in mounds. The useful life of the CDF was restricted by the liquid limits. If we keep using this method, the existing CDF is expected to be at maximum capacity in 2015.

The Port’s plan is to shift methods and dewater the dredged materials as it is delivered to the CDF, which will allow us to take advantage of the airspace – the vertical area – above the site. By dewatering and vertical mounding, we can extend the current site’s useful life by as many as 35 years. When we subtract the volume that can be recaptured through the harvest and sale of qualified material, we can extend the useful life of the current CDF to nearly 50 years. This means real savings to local taxpayers, as the cost of a new CDF has been estimated at $150 million.

Best of all, dewatering sediment also means we can avoid the inherent risks of any open lake dumping of sediment, a method that also ignores its potential benefits.

This post is the final installment describing our integrated, holistic sediment management plan. The Port’s overall goals with this plan are to create efficiencies, save tax dollars, and ensure the long-term environmental, recreational, and economic health of our shared Cuyahoga shipping channel and community. We’re excited to get the plan moving and keep the river open for business. 

 

By Jim White, Director, Sustainable Infrastructure Programs

 

 

Part III: Selling Sediment Instead of Dumping It

In Part I of this series, we introduced the Port’s three-part plan to manage the sediment dredged from the Cuyahoga shipping channel and allow for a consistent depth for the big ships that must navigate the river. We then in Part II explained bed load interception – a process to keep a significant amount of sediment from entering the shipping channel in the first place by capturing it upstream; thus, preventing the need to spend more dollars dredging it.

This time around, we’ll discuss the Port’s plan to market much of the sediment dredged from the river for so-called “beneficial uses” – anything from beach replacement to composting to the pea gravel that you might use in your backyard.

Sediment dredged from the Cuyahoga, like all river sediment, is a mixture of organic material, silt, sand, and gravel. For years, all the sediment dredged out of the Cuyahoga has been treated the same – as a waste product to be placed into big landfills called confined disposal facilities (CDFs). But after years of research and development, and a splash of entrepreneurship, we are about to shift that paradigm, establishing Cleveland as national model for innovative methods for managing the dredged material.

We now recognize that some of the sediment can be “harvested” and sold for a number of purposes, including covering over brownfields, for road construction, to fill basements of demolished houses, and to restore aquatic habitat areas.

There are other uses, but the basic premise is to change the way we think about sediment. The cliché of one person’s trash is another’s treasure rings true here. We know that these materials are mined and sold in the market, and we intend to enter that market – creating space at the CDF and generating enough revenue to pay for operations.

But the Port’s goals go beyond marketing the sediment being dredged currently or in the future. We have a plan to reclaim significant portions of dredged sediment that has already been placed in the CDF that is suitable for beneficial use. 

By removing marketable material from the CDF, we will free up more space to place material not suitable for beneficial use. We predict enough space will be created to extend the useful life of the current CDF by approximately 50 years.

In essence, the CDF will no longer simply be a “landfill” – it will be an all around sediment repurposing facility. As part of our work to prepare the CDF for future dredging, the Port will sort through both new and previously placed materials on site at the CDF. We expect to generate 40,000 to 60,000 cubic yards of material for market annually. That’s a huge reduction in space used at the disposal site.

As the photo above demonstrates, the Port removed more than 200,000 cubic yards of sediment in 2010 from its CDFs to cover a brownfield in Cleveland, proving the potential for beneficial use on other sites in need of environmental remediation.

Next time, in our final installment, I’ll share our plan for dramatically increasing the permanent storage capacity in the CDF by drying and stacking unsuitable sediment. More told in the last installment.

 

By Jim White, Director, Sustainable Infrastructure Programs

Port of Cleveland Approves Refinancings, Accepts Homeland Security Grant

CLEVELAND, OH (October 15, 2014) – The Port of Cleveland’s Board of Directors voted today to provide up to $161 million to support the combined refinancings of four previous economic development projects, as well as approved the acceptance of a Homeland Security grant.  2014.10.15 Full Press Release

Part II: Sediment Management: Capture the Good Stuff and Put It to Work

To recap, in an earlier post, we talked about the Port’s three-tiered plan to extend the useful life of our confined disposal facilities (CDF) by decades, saving tax dollars and keeping Lake Erie safe from potential environmental contamination.

In this post, I’ll explain the concept of upstream “bed load interception.”

The sediment dredged from the Cuyahoga, like all river sediment, is a combination of silt, sand and gravel, and is carried from the river and its tributaries in a constant flow of water into a 5.6 mile stretch of the Cuyahoga ship channel.

Bed load sediment are the larger, heavier portion of sediments that travel along the riverbed, hence the term. Bed load interception involves placing a collection device (see photo) on the bottom of river – upstream of the ship channel – to capitalize on the natural energy of the flowing water to harvest the heavier sediments. This technique prevents much of the bed load material from ever entering the ship channel, where it would need to be removed later by costly dredging.

Bed load interception is especially attractive because the sediment is collected before it can be contaminated by downstream pollutants in the ship channel, making it clean enough to be sold for unrestricted uses. Research sponsored by the Port showed that sediment from upstream bed load is clean enough even for uses in residential purposes. This study was conducted over several months in different flow conditions by researchers at the University of Akron and confirmed by the Ohio EPA.

By selling high quality (healthy) bed load sediment, we never need to dredge it or put it into a CDF. This gives us a potential reduction of 15% – 20% off the total dredging material normally placed in a CDF. That’s a big dent in our dredging disposal problem.

Best of all, the dollars generated by selling the bed load are expected to be more than enough to pay for the operation, and the excess revenues can be driven back into other Port sediment management operations.

We’ve already identified an ideal location in the Cuyahoga where we believe the river’s contours make bed load interception especially effective. And we’ve applied for support from the State of Ohio’s newly created Healthy Lake Capital Fund to implement a two-year, full-scale pilot program to confirm our expectations.

It’s an exciting project, and one that the Port expects will make a major contribution to solving the challenge of dredging and disposal. Next time around, I’ll explain the remaining two strategies of our plan to increase the CDF capacity.

 

By Jim White, Director, Sustainable Infrastructure Programs

Part I: Clean, Safe, and Efficient: The Port’s Alternative to Open Lake Disposal

Every year, the US Army Corps of Engineers (USACE) dredges more than 200,000 cubic yards of sediment from the Cuyahoga riverbed. At the Port of Cleveland, we’re working on creative ways to deal with that material in environmentally safe, potentially productive and cost effective ways.

Finding a place to dispose of dredged materials has become challenging. Historically, these materials contained pollutants, which required placement by USACE in confined disposal facilities (CDF).  The dredged materials were pumped as a slurry (a mix of water and sediment) into the CDFs, limiting the capacity to a “brimful” volume from all the additional water.  As a result, the CDFs will be full in 2015 if we continue the current method of placement.

This past year USACE provided sampling results of dredged sediment that indicated to USACE that the sediments were now clean enough for direct dumping in the open waters of Lake Erie.  Ohio EPA has not concurred with USACE’s sampling methods and its conclusions.

Concerned by the need to maintain full navigable depth in the Cuyahoga River’s ship channel and to properly accommodate sediment, the Port has developed and is recommending a multi-tier plan. It is a result of rigorous scientific studies and market analysis, giving the Port confidence that we have safe, efficient alternatives for managing river sediment through a combination of three key strategies that will extend the useful life for decades of the current CDF. Our plan involves:

 1.) Intercepting Sediment Upstream – by keeping significant amounts of sediment from making its way into the shipping channel through an innovative upstream process of capturing it before it lands in the shipping channel;

 2.) Marketing Sediment – by finding opportunities to sell sediment for a variety beneficial uses, such as material for composting and road fill; and

 3.) Drying sediment and vertical placement – by dewatering or draining sediment before it is placed in the CDF, we can significantly decrease the amount of CDF space consumed.

We are confident the combination of these three methods can stretch the useful life of the current CDF for decades and avoid any risks involved in open lake dumping.

If this blog piqued your curiosities, please be aware that over the next three weeks I’ll be uploading one brief blog post per week that explains each of these methods and where we stand with its implementation. It may seem a bit geeky, but it’s important to keeping our water clean and our harbor open for commercial ships.

Thanks for reading and please keep watching for notices that more is available.

 

By Jim White, Director, Sustainable Infrastructure Programs

 

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