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EDITOR’S NOTE he New Year brings plenty of news to the domestic waterfront; much of that centered around federal organizations – like, for example, the U.S. Army Corps of Engineers (US-

ACE) and the U.S. Coast Guard. Continuing that thread, it was WCI President & CEO

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Mike Toohey who said not too long ago, “Some things are worth the wait and this is certainly true for the FY ’16 Omnibus Appropriations agreement that provides record-level funding for the Corps’ Civil Works mission.” If so, then domestic waterway users have much to be thank- ful for, especially as the Panama Canal expansion project inches toward completion. Separately, one U.S. port after another trumpets the arrival of “the biggest ship” ever to cross their respec- tive bars. All of that means “dredging.”

On the other hand, years of benign neglect that preceded this high water appropriation have [email protected] created another set of problems. Sure, the inland towing industry last year stepped up to help pay for needed maintenance and it looks like the USCAE will see funding that will arguably allow it adequately carry out its many missions. But, years of inconsistent funding leave the domestic dredging scene in a position where there simply isn’t enough commercial equipment to get the job done when the volume presents itself. That’s not my opinion – that’s industry telling it like it is.

I’m told that a new dredge of any considerable size can come with a price tag north of $100 million. No one wants to make that investment unless they know that CapEx is going to trans- late into a fatter bottom line. In this edition, Susan Buchanan’s look at the domestic dredging situation – in particular that which is happening in and around Southwest Pass in Louisiana – is a fascinating story of the many variables that come into play. Her analysis starts on page 32.

Meanwhile and back inside the Beltway, the U.S. Coast Guard’s plate is also full; seemingly once more ‘doing more with less’ and attacking a mission set that’s as wide as the gulf – locally, nationally and globally – between a ? nal rule on ballast water treatment that everyone can agree upon. To that end, we asked Rear Adm. Paul Thomas, the Coast Guard’s Assistant Com- mandant for Prevention Policy to give us a glimpse of what is to come next from his shop. And, while he wasn’t able to answer every question that we might have posed, within these pages, he aptly leads us through what’s lurking over the distant horizon, as well as those challenges presenting with a steady bearing and a rapidly closing distance.

Clearly, there is much happening on the federal level in 2016 and all of it will eventually impact a business climate that already has operators and vendors alike sharpening their pencils to make every dollar go just a little further. Waterfront stakeholders must therefore navigate infrastructure issues, the regulatory hammer and, of course, the need to make a buck in a highly competitive and rapidly evolving marketplace. That sounds like business as usual to me.

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Joseph Keefe, Editor, [email protected]

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