Inland Waterway Connection
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The inland and intracoastal waterways of the eastern United States
The inland waterways of the United States include more than 25,000 mi (40,000 km) of navigable waters. Much of the commercially important waterways of the United States consist of the Mississippi River System—the Mississippi River and connecting waterways.
- 1Extent
- 1.1Navigable waters included in legal definition
Extent[edit]
The Columbia River is the only river on the West Coast (and arguably the entire North American Pacific coast) that is navigable for a significant length. The river is regularly dredged and freight barges may reach as far inland as Lewiston, Idaho through a system of locks; however, there are strict draft restrictions beyond the confluence with the Willamette River. The Sacramento and San Joaquin Rivers, the Snake River, and the Umpqua River are examples of other West Coast rivers that are dredged for navigation. The steep grades and variable flows of most other West Coast rivers make them unsuitable for large boat travel. Also, most large rivers there are dammed, often in multiple places, to supply water for hydroelectricity production and other uses. Mountainous terrain, and a shortage of water, make canals in the West unfeasible as well.
Most navigable rivers and canals in the United States are in the eastern half of the country, where the terrain is flatter and the climate is wetter. The Mississippi River System, including the Gulf Intracoastal Waterway (GIWW) connects Gulf Coast ports, such as Mobile, New Orleans, Baton Rouge, Houston, and Corpus Christi, with major inland ports, including Memphis, Kansas City, St. Louis, Chicago, St. Paul, Cincinnati, and Pittsburgh. The Lower Mississippi River from Baton Rouge to the Gulf of Mexico allows ocean shipping to connect with the barge traffic, thereby making this segment vital to both the domestic and foreign trade of the United States. The Mississippi River System is connected to the Illinois Waterway, which continues to the Great Lakes Waterway and then to the Saint Lawrence Seaway. Many other eastern rivers are navigable as well, including the Potomac, the Hudson, and the Atchafalaya Rivers, which are all dredged by the Army Corps of Engineers.
Navigable waters included in legal definition[edit]
Title 33 of the United States Code and 33 C.F.R. define the 'navigable waters of the United States' and apply certain laws and regulations to those waters. This determination is made by a combination of waters explicitly listed in the law, and general definitions that mean certain waters might or might not be included depending on various factual determinations (such as being 'navigable in fact' and the history of use) by the Army Corps of Engineers. Not all waters have had these facts determined, and so are of uncertain status. All water subject to tides are included.
Note that the 'Navigable Waters of the United States' listed in 33 C.F.R.329 are different than those listed as 'Waters of the United States' in 33 C.F.R.328, which is the Clean Water Rule. However, all Navigable Waters, plus those considered navigable-in-fact are included in the general 'Waters' definition.[1]
Map of the all-water route from the Mississippi to New York and the eastern Atlantic, 1885
New England district[edit]
Vermont waters have been surveyed thoroughly, but the other New England states have some waters of indeterminate status.[2] Flowing waters are navigable from the mouth to source, or mouth to specified point, unless otherwise noted.
- Kennebec River to Moosehead Lake
- Penobscot River to the confluence of the East and West Branch at Medway, Maine
- Merrimack River to Concord, New Hampshire
- Connecticut River to Pittsburg, New Hampshire
- Ompompanoosuc River to Mile 3.8
- Waits River to Mile 0.9
- Black River to Mile 25 in Craftsbury, Vermont
- Battenkill River to Mile 50 in Manchester, Vermont
- Lamoille River to Mile 79 in Greensboro, Vermont
- Missisquoi River to Mile 88.5 in Lowell, Vermont
- Otter Creek to Mile 63.8 in Proctor, Vermont
- Winooski River to Marshfield, Vermont
- Moose River from Passumpsic River to the border of Victory, Vermont
- Nulhegan River, including the East Branch, Black Branch, and Yellow Branch
- Passumpsic River and its East Branch to East Haven, Vermont
- Wells River to Groton Pond
Though navigable-in-fact, parts or all of the following have been excluded from the definition by Congress:
- Park River in Hartford County, Connecticut[3]
- Burr Creek in Bridgeport, Connecticut[4]
- Boston Inner Harbor, Fort Point Channel and South Bay in Boston[5][6]
- Acushnet River in the harbor of New Bedford, Massachusetts and Fairhaven, Massachusetts[7]
- West River in West Haven, Connecticut<ref.33 USC 59</ref>
- Back Cove in Portland, Maine[8]
- Kenduskeag Stream in Penobscot County, Maine[9]
Other districts[edit]
Efficiency[edit]
A principal value of the inland waterways is their ability to efficiently convey large volumes of bulk commodities moving long distances. Towboats push barges lashed together to form a 'tow'. A tow may consist of 4 or 6 barges on smaller waterways and up to over 40 barges on the mighty Mississippi River below its confluence with the Ohio River. A 15-barge tow is common on the larger rivers with locks, such as the Ohio, Upper Mississippi, Illinois and Tennessee rivers. Such tows are an extremely efficient mode of transportation, moving about 22,500 tons of cargo as a single unit. A single 15-barge tow is equivalent to about 225 railroad cars or 870 tractor-trailer trucks. If the cargo transported on the inland waterways each year had to be moved by another mode, it would take an additional 6.3 million rail cars or 25.2 million trucks to carry the load.
The ability to move more cargo per shipment makes barge transport both fuel efficient and environmentally advantageous. On average, a gallon of fuel allows one ton of cargo to be shipped 180–240 mi (290–390 km) by truck (e.g. @ 6–8 mpg‑US (2.6–3.4 km/l) 30 ton load, 450 mi (720 km) by railway, and 514 mi (827 km) by barge. Carbon dioxide emissions from water transportation were 10 million metric tons less in 1997 than if rail transportation had been used. Inland waterways allow tremendous savings in fuel consumption, reduced greenhouse gas emissions and air pollution, reduced traffic congestion, fewer accidents on railways and highways, and less noise and disruption in cities and towns.
Commodities[edit]
Barges are well suited for the movement of large quantities of bulk commodities and raw materials at relatively low cost. The inland and intracoastal waterway system handles about 630 million tons of cargo annually, or about 17 percent of all intercity freight by volume[source?]. These are raw materials or primary manufactured products that are typically stored for further processing or consumption, or transshipped for overseas markets.
- Coal is the largest commodity by volume moving on the inland waterways. The country's electric utility industry depends on the inland waterways for more than 20 percent of the coal they consume to produce electricity.
- Petroleum is the next largest group, including crude oil, gasoline, Diesel fuel, jet fuel, heavy fuel oils and asphalt.
- Another large group includes grain and other farm products, most of which moves by waterway to ports on the Lower Mississippi River or Columbia River for export overseas. Sixty percent of the country's farm exports travel through inland waterways.
- Other major commodities include aggregates, such as stone, sand and gravel used in construction; chemicals, including fertilizers; metalores, minerals and products, such as steel; and many other manufacturers products.
Economic value[edit]
Inland and intracoastal waterways directly serve 38 states throughout the nation's heartland as well as the states on the Atlantic seaboard, the Gulf Coast and the Pacific Northwest. The shippers and consumers in these states depend on the inland waterways to move about 630 million tons of cargo valued at over $73 billion annually. States on the Gulf Coast and throughout the Midwest and Ohio Valley especially depend on the inland and intracoastal waterways. Texas and Louisiana each ship more than $10 billion worth of cargo annually, while Illinois, Pennsylvania, West Virginia, Kentucky, Mississippi, Alabama, and Washington state each ship between $2 billion and $10 billion annually. Another eight states ship at least $1 billion annually. According to research by the Tennessee Valley Authority, this cargo moves at an average transportation savings of $10.67 per ton over the cost of shipping by alternative modes. This translates into over $7 billion annually in transportation savings to economy of the United States.
Maintenance and modernization[edit]
The U.S. Army Corps of Engineers (USACE) is responsible for 12,000 mi (19,000 km) of the waterways. This figure includes the Intracoastal Waterway. Most of the commercially important inland waterways are maintained by the USACE, including 11,000 mi (18,000 km) of fuel taxed waterways. Commercial operators on these designated waterways pay a fuel tax, deposited in the Inland Waterways Trust Fund, which funds half the cost of new construction and major rehabilitation of the inland waterways infrastructure.
The nearly 12,000 miles (19,000 km) of U.S. inland and intracoastal waterways maintained by the U.S. Army Corps of Engineers includes 191 commercially active lock sites with 237 lock chambers. Some locks have more than one chamber, often of different dimensions. These locks provide the essential infrastructure that allows tows to 'stair-step' their way through the system and reach distant inland ports such as Minneapolis, Chicago, and Pittsburgh. The locks can generally be categorized by three different sizes, as expressed by length. About 15 percent of the lock chambers are 1,000 to 1,200 ft (300 to 370 m) long, 60 percent are 600 to 999 ft (183 to 304 m) long, and 25 percent are less than 600 feet (180 m) long. Lock widths are mostly 110 feet (34 m). The 1,200-foot (370 m) locks can accommodate a tow of 17 barges plus the towboat, while the 600-foot (180 m) locks can accommodate at most eight barges plus the towboat. The lock size and tow size are critical factors in the amount of cargo that can pass through a lock in a given period of time.
More than 50 percent of the locks and dams operated by the U.S. Army Corps of Engineers are over 50 years old. Many of the 600-foot (180 m) locks on the system were built in the 1930s or earlier, including those on the Ohio, Upper Mississippi, Illinois and Tennessee rivers. These projects are approaching the end of their design lives and are in need of modernization or major rehabilitation. Since many of today's tows operate with 12 or more barges, passing through a 600-foot (180 m) lock requires the tow to be 'cut' into two sections to pass the lock. Such multiple cuts can be time consuming and cause long queues of tows waiting for their turn to move through the lock.
In the 1960s the U.S. Army Corps of Engineers began to modernize the locks on the Ohio River and added 1,200-foot (370 m) chambers that permit a typical tow to pass in a single lockage. This modernization process continues today with the construction of a new dam with twin 1,200-foot (370 m) locks at Olmsted, Illinois located at the confluence of the Ohio and Mississippi rivers and a second 1,200-foot (370 m) chamber at McAlpine Locks and Dam near Louisville. Modern 1,200-foot (370 m) chambers are also being constructed at Kentucky Lock on the Tennessee River and at the Inner Harbor Lock on the Gulf Intracoastal Waterway at New Orleans. Other projects are underway in Pennsylvania, West Virginia and Arkansas. In addition, several major rehabilitations are also underway. Altogether, this ongoing work represents an investment of over $3.5 billion in inland waterway modernization that will be completed over the next decade. Half this investment will come from fuel taxes paid by the inland towing industry. These projects include not only modern navigation facilities, but also important investments in environmental restoration and management.
Several key navigation improvement feasibility studies are underway throughout the inland waterway system, including on the Upper Mississippi River and Illinois Waterway, Ohio River, the Gulf Intracoastal Waterway, the Black Warrior River and the Tennessee River. Over the next few years, these studies will identify the navigation and natural environmental actions needed to support the inland waterway system. While annual capital spending for the inland waterway system has averaged about $170 million in recent years, the income stream from fuel tax revenues can support an annual capital investment program of about $250 million without reducing the surplus in the Inland Waterways Trust Fund, whose balance was $385 million at the end of 1999.
See also[edit]
- Clean Water Rule ('Waters of the United States rule')
Notes[edit]
- ^http://www.usace.army.mil/Portals/2/docs/civilworks/regulatory/cwa_guide/app_d_traditional_navigable_waters.pdf
- ^http://www.nae.usace.army.mil/Portals/74/docs/regulatory/JurisdictionalLimits/US_Navigable_Waters.pdf
- ^33 U.S.C.§ 52
- ^33 U.S.C.§ 54
- ^33 U.S.C.§ 56
- ^33 U.S.C.§ 59f
- ^33 U.S.C.§ 58
- ^33 U.S.C.§ 59a
- ^33 U.S.C.§ 59p
Sources[edit]
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Inland_waterways_of_the_United_States&oldid=862536457'
Intracoastal Waterway at Sunrise Boulevard, Fort Lauderdale, Florida, 2010
A section of the Intracoastal Waterway in Pamlico County, North Carolina crossed by the Hobucken Bridge
The Intracoastal Waterway (ICW) is a 3,000-mile (4,800 km) inland waterway along the Atlantic and Gulf of Mexico coasts of the United States, running from Boston, Massachusetts, southward along the Atlantic Seaboard and around the southern tip of Florida, then following the Gulf Coast to Brownsville, Texas. Some sections of the waterway consist of natural inlets, saltwater rivers, bays, and sounds, while others are artificial canals. It provides a navigable route along its length without many of the hazards of travel on the open sea. Many species of plants and animals can be seen along the path of the ICW.
- 7Canals
Context and early history[edit]
The shipping hazards and safe havens of the Atlantic coast have been well known and appreciated since colonial times, and considered of great commercial, communication, and military importance to both the colonial power and the newly established, independent United States. The physical features of the eastern coast were advantageous for intracoastal development, resulting from erosion and deposition of sediment over its geologic history, but also enhanced and redistributed by the action of the Atlantic Ocean currents along it.
Since the coastline represented the national border and commerce of the time was chiefly by water, the fledgling US government established a degree of national control over it. Inland transportation to supply the coasting trade at the time was less known and virtually undeveloped, but when new lands and their favorable river systems were added in 1787, a radically new and free national policy was established for their development and transportation use.[1]
Over time, internal improvements of natural coastal and inland waterways would develop into the Great Loop, which allows for waterborne circumnavigation of the eastern continental United States, using minimal ocean travel, with the Intracoastal Waterway providing its eastern end.
Initial suggestions[edit]
The improvement of the country's natural transportation routes was a major concern for all geographic regions and from a national perspective of building and binding the nation. These improvements were also a source of political division about where and how improvements should be developed, who should pay, and who should perform the work.
In 1808, the first federal government report on existing, possible, and likely avenues of transportation improvement was presented; it included much of the distance where the ICW now traverses the Atlantic coast. In 1802, at the request of the Senate, Treasury Secretary Albert Gallatin presented an overall plan for future transportation developments of national importance and scope.
Along with inland east–west improvements, Gallatin's north–south improvements included the following:[2]
The map of the United States will show that they possess a tide water inland navigation, secure from storms and enemies, and which, from Massachusetts to the southern extremity of Georgia, is principally, if not solely, interrupted by four necks of land. These are the Isthmus of Barnstable, that part of New Jersey which extends from the Raritan to the Delaware, the peninsula between the Delaware and the Chesapeake, and that low and marshy tract which divides the Chesapeake from Albemarle Sound. ...
Should this great work, the expense of which, as will hereafter be shown, is estimated at about three millions of dollars, be accomplished, a sea vessel entering the first canal in the harbor of Boston would, through the bay of Rhode Island, Long Island Sound, and the harbor of New York, reach Brunswick on the Raritan; thence pass through the second canal to Trenton on the Delaware, down that river to Christiana or Newcastle, and through the third canal to Elk River and the Chesapeake, whence, sailing down that bay and up Elizabeth River, it would, through the fourth canal, enter the Albemarle Sound, and by Pamlico, Core, and Bogue sounds, reach Beaufort and Swansborough in North Carolina. From the last-mentioned place, the inland navigation, through Stumpy and Toomer's sounds, is continued until a diminished draught of water, and by cutting two low and narrow necks, not exceeding three miles together, to Cape Fear River, and thence by an open but short and direct run along the coast is reached that chain of islands between which and the main the inland navigation is continued, to St. Marys along the coast of South Carolina and Georgia. It is unnecessary to add any comments on the utility of the work, in peace or war, for the transportation of merchandise or the conveyance of persons.
While Gallatin discussed the details of engineering, construction, and costs, including the national benefits to accrue from lowered transportation costs between domestic and international markets, his full $20 million, 10-year plan was never approved. That is not to say his plan was never implemented, however, for with experience in the War of 1812 shortly thereafter and the attendant British blockade, the continued need for such facility was soon highlighted.
Since Gallatin had based his proposals on the known advantageous natural geographic features of the country, many of his proposals became the locations of navigation improvements that were surveyed, authorized, and constructed starting with the 1824 General Survey Act and the first of many pieces of rivers and harbors legislation,[3] as well by individual state-built improvements.
Since these 1824 acts, the United States Army Corps of Engineers (USACE) has responsibility for navigation waterway improvements and maintenance. All four proposed sections of Gallatin's intracoastal plan were eventually built; the Delaware and Raritan Canal was later abandoned for a better alternative, but the Cape Cod Canal remains in operation, and the Delaware and the Dismal Swamp portions still form part of the larger present-day Intracoastal Waterway.
19th-century growth[edit]
Starting in 1826, Congress authorized the first survey for an inland canal between the Atlantic Ocean and Gulf of Mexico, and during early developments, the growth of steam power to propel water, land, and sea transportation. Over time, additional portions of other coastal improvements were authorized for development, including the Houston Ship Channel and the Delaware River in 1872.[4] Following the Civil War, developments to the waterway system suffered as government funding moved increasingly from navigation to railroads; over time this resulted in anti-competitive pricing and acquisition practices by railroads over water transportation, but also in insufficient haulage capacity to move the required freight to the coasts. These conditions were investigated, accompanied by considered conclusions and recommendations, as early 1873 by the Report of Windom Select Committee from the Senate's Select Committee on Transportation Routes to the Seaboard,[2] but their plans and recommendations 'received less attention than was anticipated, of course by reason of the rapid growth of interest in railways'.[2] While some policy corrections were implemented over the ensuing 30 years, continued insufficient capacity of railroad transportation became apparent following the harvest of 1906.[2]
In the River and Harbors Appropriations Acts of 1882 and 1884, Congress signaled its intent to improve waterways to benefit the nation by promoting competition among transportation modes. The 1882 act was the first act of Congress to combine appropriations for development of the nation's waterways with a reaffirmation of the policy of freedom from tolls and other user charges,[4] first stated in 1787; it was passed over President Chester Arthur's veto, who considered it wasteful spending for the government's growing federal surplus.[5] In 1887, the Interstate Commerce Act established federal regulation of railroads; Congress continued to promote freedom from tolls or special taxes on waterways.[4] In 1890, Congress passed the Sherman Antitrust Act, the first federal statute to limit cartels and monopolies, but the federal government used it minimally until Theodore Roosevelt's presidency more than 10 years later.
20th-century developments[edit]
The invention of the diesel engine in 1892 eventually led to the conversion of fuels for transportation from coal and steam to diesel and the internal combustion engine. This was greatly enhanced by World War I military uses and the beginning of a new age of fuel usage and consumption. The Rivers and Harbors Act of 1909 set national policy for an intracoastal waterway from Boston to the Rio Grande,[4] and the Rivers and Harbors Act of 1910 authorized a 9-by-100-foot (2.7 m × 30.5 m) channel on the Gulf Intracoastal Waterway between the Apalachicola River and St. Andrews Bay, Florida, as well as a study of the most efficient means to move cargo. Between 1910 and 1914, navigation channels were deepened, and the screw propeller proved efficient for improved steering and flanking qualities.[4] Also during this period the Panama Canal Act was passed, in 1911; it proved key to the revival of waterway transportation in the United States, because the opening of Panama Canal in 1914 allowed coastal shipping to extend to the US west coast for the first time. The law also prohibited railroads from owning, controlling, or operating a water carrier through the canal and led to succeeding legislation that eliminated monopoly of transportation modes by railroads. The country's World War I experience demonstrated the need for bulk cargo transportation, with Congress establishing the Federal Barge Lines and spurring development of cheaper ways to transport farm commodities, including the first use of standardized freight barges.[4]
In 1924, Congress incorporated the Inland Waterways Corporation, generally regarded as the beginning of modern water carrier operations, and in 1925 it authorized construction of the Louisiana and Texas Intracoastal Waterway, as well as surveys east of New Orleans to Apalachicola Bay; this was the first legislation to treat the ICW as a continuous whole.[4] The River and Harbor Act of January 21, 1927, passed by Congress, authorized the portion of the Atlantic Intracoastal Waterway, using the route planned out by the Jacksonville District of the Corps of Engineers.[6] In 1936 the continuous 9 ft × 100 ft (2.7 m × 30.5 m) channel was completed between the Apalachicola River and New Orleans. During World War II, the need for efficient transportation of bulk materials within the continental United States was well demonstrated after German submarines sank numerous merchant ships off the East Coast. By 1942, the 9 ft × 100 ft (2.7 m × 30.5 m) ICW channel was completed between New Orleans and Corpus Christi.
Today, federal law provides for the waterway to be maintained at a minimum depth of 12 feet (3.7 m) for most of its length, but inadequate funding has prevented that.[citation needed] Consequently, for larger ships, shoaling or shallow waters are encountered along several sections of the waterway, with these having 7-foot (2.1 m) or 9-foot (2.7 m) minimum depths from earlier improvements. While no tolls are charged for waterway usage, commercial users have been charged a fuel tax since 1978, which is used to maintain and improve facilities. That year, the Inland Waterways Revenue Act imposed a barge fuel tax; originally set at 4 cents per gallon in 1980,[7] it was gradually raised to 10 cents per gallon by 1986.[4] To hold these funds, the act also created the Inland Waterways Trust Fund under the US Treasury, which are used to cover half the cost of new construction and major rehabilitation of the inland waterways infrastructure (33 U.S.C. ch.32).[8] The Water Resources Development Act of 1986 was a wide-ranging bill regarding all water resources utilization nationally. Concerning transportation on waterways, this law established the Inland Waterways Users Board to make recommendations regarding construction and rehabilitation priorities and spending levels for the inland waterways, and also gradually increased the incremental fuel tax to 20 cents per gallon by 1995.[4]
Current route[edit]
![Waterway Waterway](http://thumbs3.picclick.com/d/l400/pict/181862715010_/Intex-Krystal-Clear-Filter-Pump-Model-603-Above.jpg)
Tug and barge passing through the Colorado River Locks on the Gulf Intracoastal Waterway near Matagorda, Texas
Navigation on the Gulf Intracoastal Waterway, where it intersects with Bayou Perot, in the vicinity of New Orleans
Aerial photo of the Cape Cod Canal and Scusset Beach State Reservation in southeastern Massachusetts
The Intracoastal Waterway runs for most of the length of the Eastern Seaboard, from its unofficial northern terminus at the Manasquan River in New Jersey, where it connects with the Atlantic Ocean at the Manasquan Inlet, then around the Gulf of Mexico to Brownsville, Texas. The official terminus point is the Annisquam River,[9] a U.S. Army Corps maintained channel 26 miles northeast of Boston, Massachusetts, connecting Annisquam and Gloucester, Massachusetts.
The waterway consists of three non-contiguous segments: the Atlantic Intracoastal Waterway (AIWW), extending from Portsmouth, Virginia (milepost 0.0) to Key West, Florida; a section of the Gulf Intracoastal Waterway beginning at Tarpon Springs, Florida, and extending south to Fort Myers;[10] and a second section of the Gulf Intracoastal Waterway extending from Brownsville, Texas, east to Carrabelle, Florida. These segments were intended to be connected via a dredged waterway from St. Marks to Tarpon Springs and the Cross Florida Barge Canal across northern Florida, but these projects were never completed due to environmental concerns. Additional canals and bays extend a navigable waterway to Boston, Massachusetts.
The Intracoastal Waterway has a good deal of commercial activity; barges haul petroleum, petroleum products, foodstuffs, building materials, and manufactured goods. It is also used extensively by recreational boaters. On the east coast, some of the traffic in fall and spring is by snowbirds who regularly move south in winter and north in summer. The waterway is also used when the ocean is too rough for travel. Numerous inlets connect the Atlantic and the Gulf of Mexico with the Intracoastal Waterway.
The Intracoastal Waterway connects to several navigable rivers where shipping traffic can travel to inland ports, including the Mississippi, Alabama, Savannah, James, Susquehanna, Delaware, Hudson, and Connecticut rivers.
Natural bodies of water[edit]
The following natural bodies of water are included in the Intracoastal Waterway system:[citation needed]Albemarle Sound, Apalachicola Bay, Aransas Bay, Barnegat Bay, Biscayne Bay, Boca Ciega Bay, Bogue Sound, Buzzards Bay, Cape Cod Bay, Cape Fear River, Casco Bay, Charleston Harbor, Charlotte Harbor, Chesapeake Bay, Choctawhatchee Bay, Connecticut River, Corpus Christi Bay, Delaware Bay, East River, Elizabeth River, Galveston Bay, Halifax River, Hampton Roads, Indian River Lagoon, Laguna Madre, Lake Worth Lagoon, Little River, Long Island Sound, Waccamaw River, Winyah Bay.
Canals[edit]
Major freight canals[edit]
Other canals[edit]
Lewes and Rehoboth Canal in Lewes, Delaware
- Delaware and Raritan Canal – no longer operational or part of the Intracoastal Waterway
See also[edit]
![Waterway 310-6500 inlet size chart Waterway 310-6500 inlet size chart](/uploads/1/2/5/7/125704477/332313053.jpg)
References[edit]
- ^Thomson, Charles; et, al (1787). 'An ordinance for the government of the territory of the United States, North-west of the river Ohio'. The Library of Congress. Retrieved 16 November 2016.
- ^ abcdZhulin, Denis Larionov & Alexander. 'Preliminary report of the Inland Waterways Commission'. www.ebooksread.com. United States. Inland Waterways Commission. Retrieved 16 November 2016.
- ^Goodrich, Carter (1 January 1958). 'The Gallatin Plan after One Hundred and Fifty Years'. Proceedings of the American Philosophical Society. 102 (5): 436–441. JSTOR985588.
- ^ abcdefghi'Development of US Inland Waterways System'. Coosa-Alabama River Improvement Assoc. Archived from the original on 7 March 2016. Retrieved 16 November 2016.
- ^'Rivers and Harbors Act of 1882'. Retrieved 16 November 2016.
- ^'Jacksonville District, Setting the Pace'(PDF). U.S. Army Corps of Engineers. Archived from the original(PDF) on 2011-07-22. Retrieved 2010-08-07.Cite uses deprecated parameter
|deadurl=
(help) - ^'Trying to impose user fees or tolls on barge operators is uphill battle'. Pittsburgh Post-Gazette, 2012-03-21. March 21, 2012. Retrieved 2012-05-16.
- ^Ch.32
- ^Marston, Red. 'The Intracoastal Waterway, From Cape Cod to Texas: Something for All'. Retrieved 2018-06-14.
- ^'Archived copy'(PDF). Archived from the original(PDF) on 2009-07-25. Retrieved 2009-12-01.Cite uses deprecated parameter
|deadurl=
(help)CS1 maint: archived copy as title (link) 'Alperin, Lynn M., History of the Gulf Intracoastal Waterway, pp 48-50, National Waterways Study, U.S. Army Water Resource Support Center, Institute for Water Resources, 1983'
External links[edit]
Wikimedia Commons has media related to Intracoastal Waterway. |
- Gulf Intracoastal Waterway at Handbook of Texas
- Intracoastal Waterway, Encyclopædia Britannica
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