・Moves more than 2 billion tons of domestic and international freight;

・Imports 3.3 billion barrels of oil to meet U.S. energy demands;

・Transports 134 million passengers by ferry;

・Serves 78 million Americans engaged in recreational boating;

・Hosts more than 5 million cruise ship passengers; and

・Supports 110,000 commercial fishing vessels and recreational fishing that contribute $111 billion to State economies.

・Dredging and marking the harbor channels that connect U.S. ports to the world. Larger vessels, while more cost-efficient, require deeper waterways. Overall, the Nation's future dredging requirements can be expected to grow.

・Modernizing locks and dams to regulate water flow and facilitate commerce. By 2000, more than 44 percent of the inland waterway locks and dams will be at least 50 years old. Many locks are undersized for modern commercial barge movements.

・Improving marine terminal capacity and access to rail, road, and pipeline. Seamless movement of goods across transportation modes and geographical areas is needed to minimize transportation costs borne by the American consumer.

・Advancing computer communications, and navigation technologies to increase the productivity, safety, and security of the MTS. Technologies include Intelligent Transportation Systems (ITS), such as Differential Global Positioning Systems (DGPS), Vessel Traffic Services (VTS), Physical Oceanographic Real-Time Systems (PORTS), and Electronic Navigational Charts (ENCs).

・Minimizing conflicts among land uses along the waterfront and intermodal connections. Many of our Nation's cities are trying to revitalize their communities through waterfront redevelopment that has focused on residential, commercial, and tourist-related uses, leaving less land available for port development. Intermodal connections at ports also experience land constraints because of zoning and environmental regulations that restrict expansion, particularly in densely populated areas.

・Integration of the MTS with domestic and international transportation systems will provide for the national security, ensure economic well-being, enhance the quality of life, and ensure environmental protection.

・Clearly defined, coordinated, and consistent Federal leadership is needed to achieve the vision for the MTS.

・Public-private sector partnerships will meet MTS challenges through shared responsibility, accountability, and agreement on funding.

・MTS decisions will be based on full consideration of and harmonization among diverse interests.

・Aggressive, cost-effective technology development and deployment are essential to maintaining long-term competitiveness.

・People ― work force, passengers, and other stakeholders ― are critical to the successful operation of the MTS, and human factors are essential to its development

・Coordinate public funding processes. There is a need to better coordinate Federal resource considerations using a systems perspective rather than a mode-by-mode or activity-by-activity basis to maximize the use of limited resources.

・Define MTS funding mechanisms. Federal funding, including potential user fees and private investment alternatives, should be examined and defined to the best extent possible. This analysis will provide MTS stakeholders with a better understanding of public and private funding sources.

・Forecast demands on the MTS. A clear understanding of the projected demands will provide guidance and information to public and private decision makers regarding investments.

・Explore innovative funding mechanisms. The objective of this effort is to maximize the ability of stakeholders to leverage limited fiscal resources and to make more effective use of existing funds.

・Establish a vessel clearance information exchange and one-stop shopping. Establish one-stop shopping for Federal inspection and reporting requirements. Where appropriate, partnerships among Federal agencies and State and local governments should be developed. This recommendation includes the coordination and streamlining of multiple agency inspections and procedures.

・Facilitate landside access to ports. A concerted effort among port interests along coastal ranges is needed to address this issue. The feasibility and effectiveness of a port-oriented, intermodal program of Intelligent Transportation System (ITS) projects for addressing MTS capacity issues should be pursued. Local and State forums involving public and private sector stakeholders should be established to evaluate port access projects. These efforts would facilitate a rational analysis and a factual basis for decisions.

・Create a national cooperative MTS research program. A national cooperative MTS research program would coordinate and enhance MTS-related research by government agencies and the private sector in support of assigned public mandates and market priorities. Such a national program would also serve to foster and support intermodal MTS technology requirements that are beyond the scope of individual agency mandates and the funding priorities and interests of the private sector.

・Develop systemwide traffic forecasts. MTS infrastructure investment should be based on realistic forecasts of growth trends, along with the changing patterns of both domestic and foreign traffic. Forecasts should be developed for planners and stakeholders at the national, regional, and local levels, as appropriate, that incorporate alternative scenarios of U.S. and world market trends, energy sources, and internal U.S. demographic and economic regional shifts. Forecasts should also be periodically reviewed and updated.

・Develop a collective set of cohesive messages to inform the public about the MTS and its relationship to their quality of life.

・Promote the Nation's maritime heritage and the value of a career in the MTS.

・Develop programs and outreach efforts to promote the responsibility of the boater, mariner and maritime professionals to protect the marine environment.

・Hydrographic and weather information. Some of the greatest safety concerns relate to the availability of timely, accurate, and reliable navigation information. Providing accurate and timely hydrographic, charting, and meteorological data is crucial to the future performance of the MTS, the safety of vessels and passengers, and the minimization of risks to the environment.

・Tracking cargo, passengers, and vessels. Government agencies and many commercial private sector organizations require pertinent vessel, cargo, and passenger location and movement information to support MTS commercial operations as well as incident response, emergency management, and law enforcement activities. The integration of existing systems and design of any planned systems should be undertaken to maximize MTS operational awareness in support of these efforts.

・Waterways traffic management information. Systems supporting traffic controls and navigation assistance should be capable of providing order and predictability to commercial and recreational users, while simultaneously maximizing system capacity for safe vessel movement. Such systems will provide mariners, as well as port and waterways managers, with access to timely and accurate information on all matters pertaining to the waterways, the activity within the waterways, and the vessels, cargo, and crews of vessels transiting the waterways.

・Organized crime and terrorism. Much of the investment in security infrastructure and protection of port facilities is the responsibility of State or private sector managers with support from Federal agencies. Yet, current policies prevent sharing intelligence information related to security threats and vulnerabilities with these entities. The Presidential Interagency Commission on Crime and Security in U.S. Seaports will heighten national awareness of security issues in the areas of cargo crimes, smuggling and terrorism and develop a coordinated interagency approach to MTS port security which addresses seaport organized crime and terrorism. Areas recommended for consideration and further development by the Commission include security awareness, system transparency, public and private sector coordination, and international cooperation. The Task Force defers to the Commission to make specific recommendations.

・Military Mobilization and National Defense. With growth in congestion and activity within the MTS there is increased opportunity for those with ill intent to avoid detection. Most governments and non-state actors will avoid force on force confrontation with the U.S. military. However, they may attempt to target the MTS to disrupt commercial carriers serving to mobilize military cargo and assets or attack U.S. critical infrastructure. Recommendations in this area include:

- Vulnerability assessments. Establish baselines and conduct periodic reviews of the DOD strategic ports and waterways to determine vulnerabilities and readiness to meet mobilization requirements. Include exercises that test the readiness and ability to conduct uninterrupted mobilization while under asymmetrical attacks, e.g., chemical, biological, and information/control systems.

- Ensure qualified operators. As the U.S. relies more on commercial transportation activities to support national security objectives during contingencies, there is greater need to attract and retain a qualified MTS work force. MTS operators need to ensure continued use of qualified and well-trained personnel.

- Forge stronger public/private partnerships. Stronger interagency and public/private sector partnerships are needed to support military mobilization and port training exercises. A collective public and private approach to support and sustain the Nation's capacity for uninterrupted rapid deployment of U.S. forces should be developed and implemented. This includes assurance of shipbuilding and repair infrastructure needed to maintain the U.S. fleet.

・Local coordination. Local committees should pursue safety and environmental concerns related to the MTS and develop and execute collective actions. For these purposes, the mission of existing harbor safety committees or local planning groups could be expanded to conduct comprehensive assessments of local safety and environmental risks and needed actions.

・Ship-terminal interface. Safety and environmental risks posed by some marine terminals include facilities that are too small for the ships served or poorly located; inadequately manned by personnel lacking training and experience; operating under inadequate procedures; and using inadequate or poorly maintained cargo handling equipment. Portoperators should initiate assessments, where needed, to review safety and environmental protection systems; operational procedures and personnel training; and accident and fire drills. The assessments would identify a prioritized list of actions and assign responsibilities for improving safety and environmental protection.

・Port development and terminal operations. Port and terminal operations pose potential multiple media environmental risks, such as from storm water runoff, port expansion, vessel support activities, cargo handling, chemical storage and handling, motor carrier and rail port activities, and public access and recreation. Ports should continue to work closely as environmental stewards with Federal, State, and local governments, as well as other stakeholders, to conduct operations and development in an environmentally responsible manner.

・Vessel operation and the human element. Actions to address the human element in the areas of vessel navigation, recreational boating, and accidental discharges are needed and recommended as they offer the greatest potential for risk reduction.

・Vessel discharges and shore reception facilities. Almost all ships generate oily water mixtures from normal engine room and bunkering operations, cargo residues, sewage, and solid waste such as refuse. A vessel can legally deal with these pollutants using either shipboard techniques or by transferring wastes to a Shore Reception Facility (SRF). New shipboard techniques for environmentally sound handling of shipborne-generated wastes have moderated demand for SRFs; however, a need for SRFs still exists. Ports should assess their inventory of current and projected vessel discharges and an assessment of the capacity of existing SRFs should be prepared. These analyses would form the basis for developing prioritized actions to handle vessel discharges in an environmentally sound manner and support research and development to reduce discharges and air emissions.

・Nonindigenous species. The introduction and spread of exotic or nonindigenous species into an area continue to cause adverse economic, ecological, and human health impacts. The movement of these species to and throughout the U.S. occurs in ballast water, cargo, and on vessel hull surfaces. Recommendations include focusing on ballast water management research and technologies, along with working internationally to establish a legally binding process and industry standards for ballast water management.

・Dredging and channel design. Channel design and dredging are complex undertakings that impact MTS safety, the environment, and mobility. Channel dredging costs and environmental impacts, including the capacity to dispose of dredged material, are significant concerns. The application of a systematic approach and continuity with previous work in this area are essential for success. Several specific actions recommended by the Task Force include:

- Pursue continued efforts in dredged material management and encourage and guide stakeholders to explore beneficial uses and adopt a watershed approach. Integrate dredged material management planning into local/regional watershed planning. The focus should shift from dredging and disposal to overall sediment management, which includes the need for holistic watershed and local/regional planning efforts.

- The National Dredging Team (NDT) should coordinate and communicate its efforts with the ICMTS. The NDT is encouraged to continue to address dredged material management issues and initiatives, such as supporting the Regional Dredging Teams, promoting beneficial use of dredged material, developing scientific tools, resolving national dredged material management issues, and promoting public education and outreach to stakeholders.

- Conduct research on effective sediment management, including research into the effect of structures such as weirs on navigation and improved dredging techniques to reduce concerns such as the release of bottom contaminants.

- Incorporate provisions into all channel development projects for protection and/or improvement of permanent and seasonal wetlands and other aquatic habitats.

- Apply hydrodynamic and maneuvering criteria to new channels and some existing channels and vessels to determine acceptable ship sizes and vessel traffic controls such as no-passing and no-meeting zones. Analyze the trade-off between vessel operations and channel criterion with the participation of all stakeholders.

- Support and conduct research on improved navigation system efficiency and safety, which can moderate the need for dredging. Prepare and publish current guidance on design of waterway approach channels, including channel width and depth for mixed deep and shallow-draft vessel traffic; waterway use and allocation conflicts; ice mitigation measures for navigable rivers; and control of icing at locks and dams.