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From YouTube: Interim Joint Committee on Transportation (10-18-22)
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B
C
D
A
We
do
have
a
quorum
or
duly
constituted
to
do
business
before
we
get
started.
Those
listening
carefully
today
to
the
role
may
have
noticed
a
sad
Omission
from
previous
meetings.
A
This
is,
of
course,
because
this
is
our
first
meeting
since
the
passing
of
Senator
C.B
Ambry
Senator
Embry,
who
was
my
cohort
representative
for
several
years
as
he
served
in
the
house,
was
a
fine
gentleman.
As
this
institution
has
ever
known,
his
constituents
were
ably
served
by
his
loyal
and
steadfast
service
over
his
career,
even
as
he
struggled
with
the
dreaded
disease,
he
fought
valiantly
over
the
last
years
of
his
life.
A
I
just
wanted
to
express
these
sentiments,
which
I
know
we
all
share
and
have
worked
with
CB
over
many
years,
and
also
to
let
Wanda
his
beloved
wife
of
60
years,
as
well
as
his
children,
grandchildren
and
great-grandchildren
know
how
much
we
share
in
their
loss.
This
time,
I'd
like
to
recognize
Senator,
Mike
Wilson
for
a
few
remarks.
C
Thank
you,
Mr,
chairman
and
I,
guess
that
I
knew
of
CB
for
a
long
time
before
I
ever
ran
for
office
and
of
course
he
lived
in
Morgantown
over
in
Butler
County
and
when
I
ran
for
the
Senate
back
in
2010
I
had
no
real
contacts
in
Butler
County,
but
I
was
told
if
you
reach
out
to
CB
because
he
serves
in
the
house.
He'll
help
you
so
I
reached
out
to
him.
C
He
said
yes
come
on
over
and
I'll
take
you
around
to
introduce
you,
and
so
that
day
he
took
me
to
all
kinds
of
places
and
introduced
me
and
talked
me
up
and
everything
and
from
that
moment
on,
we
became
good
friends
because
I
got
to
serve
in
my
first
part
of
my
term
was
Warren
in
Butler
County.
Unfortunately,
I
lost
Butler
County
in
redistricting,
but
yet
still
remained
a
good
friend
of
his
and
I
observed.
His
work.
Ethic
and
I
always
said.
C
I
would
never
want
to
run
against
CB
Embry
because
he
will
make
every
meeting
every
time
in
every
County
he
serves
he's.
Always
there
he's
always
listening
and
I.
Remember
in
time.
He
you
know,
being
the
whip.
I
would
go
around
and
check
on
the
votes
in
the
Senate
when
he
ran
for
the
Senate
and
come
into
the
Senate.
He
goes.
No,
all
my
people,
he
said
I've
checked
my
responses
and
all
you
know,
majority
of
my
people
are
against
that
and
I
can't
vote
for
it.
C
C
He
was
a
very
strong
Christian
man,
which
governed
a
lot
of
things
in
his
life
and
I
would
say
everything
in
his
life.
For
that
fact,
he
was
a
man
of
principle,
the
character
and
to
watch
him
go
through
the
treatment
that
he
went
through
for
cancer
and
always
want
to
be
there
for
the
votes
on
the
senate
floor
and
Wanda.
Who
was
with
him
every
step
of
the
way,
bushing
wheelchair
that
he
would
be
in
in
sitting
in
his
seat
to
be
there
for
the
vote.
C
I've
never
seen
somebody
go
through
that
kind
of
treatment
and
continue
to
serve
as
he
served.
It
was
a
big
loss
for
all
of
us
and
we
will
miss
him
and
so
I.
Thank
you
for
just
being
able
to
share
a
little
bit
about
my
friend,
a
mentor
and
a
great
Statesman
that
he
was
Mr.
Chairman
I,
don't
know
if
it's
appropriate
but
I
sure
like
to
have
a
moment
of
silence
that
we
could
stand
and
do
that
before.
A
We
do
that
I
just
wanted
to
add
when
CB
would
come
to
the
capitol,
no
matter
what
time
I
got
here
or
any
of
the
rest
of
us.
We
would
see
his
car
parked
right
outside
the
tunnel
door
and
he
always
had
the
magnetic
sign
that
says
your
servant
in
Frankfurt
and
I'm
reminded
of
the
words
of
Alvin
Barkley
before
he
passed.
Was
that
I'd
rather
be
a
servant
in
the
house
of
the
Lord
as
to
sit
in
the
seats
with
the
mighty,
and
that
is
CB
Embry.
A
Next
on
the
agenda
is
the
approval
of
the
September
20th
minutes.
Do
I
hear
a
motion
for
the
approval
got
a
motion
and
a
second
all,
those
in
favor
signify
by
saying
aye
aye
all
opposed,
like
son
motion
carries
the
minutes
are
approved
okay,
first
or
next
on.
The
agenda
is
a
presentation
by
the
kytc
Kentucky
Riverport,
Highway
and
Freight
rail
study
report.
A
We
have
With
Us
Jeremy
Edgeworth,
with
the
division
of
planning,
Kentucky
transportation
cabinet
I'm,
going
to
turn
it
over
to
you
and
I
know
you
have
some
other
guests.
So
just
please
introduce
yourselves
for
the
record
and
you
may
proceed.
E
E
So
today,
I
was
asked
to
discuss
Kentucky's,
Riverport
Highway
and
rail
Freight
analysis
today,
which
began
in
2020
in
2018,
the
governor
challenged
the
State
Transportation
Community
to
find
better
ways
to
utilize
our
waterways,
the
Kentucky
Association
River
ports
took
up
the
challenge
drafted
the
framework
for
a
new
study
to
address
the
governor's,
Challenge
and
approach
the
leadership
of
the
transportation
cabinet.
The
transportation
cabinet
agreed
and
became
the
project
manager
for
the
study
on
behalf
of
the
public
River
ports.
E
So
the
study
entailed
two
rounds
of
site
visits
to
Kentucky's
public
reports,
three
virtual
Statewide
Summits,
a
series
of
Technical
memoranda
and
a
final
report.
The
study
assessed
the
waterborne
Commerce
markets
of
Kentucky,
the
riverport's
current
state
and
potential
future
directions
for
Riverport
investment
in
the
Commonwealth.
These
activities
have
provided
an
understanding
of
Kentucky's,
waterborne,
Commerce
markets,
the
role
public
reports
play
in
the
future
Economic
Development
and
the
potential
benefits
of
investing
in
Kentucky's
public
report
infrastructure.
E
The
transportation
cabinet
did
not
undertake
this
important
study
independently.
In
addition
to
our
Consulting
team,
we
had
a
wide
range
of
local
state
and
federal
Partners
advising
us
on
the
study,
and
it
should
be
noted
that,
despite
the
involvement
of
several
state
agencies,
this
report
and
recommendations
do
not
represent
an
official
position
of
the
transportation
cabinet
or
the
administration.
E
So
to
provide
some
geographical
context
about
our
study,
Kentucky
has
1662
miles
of
inland
waterways,
1020
of
which
are
commercially
navigable,
which
ranks
us.
Fourth
in
the
nation.
Kentucky
is
surrounded
on
three
sides
by
the
commercially
navigable
rivers
of
the
Mississippi,
the
Ohio
and
the
Big
Sandy
River,
and
we
also
have
the
Tennessee
Cumberland
green
and
licking
Rivers,
able
to
move
Freight,
Kentucky's
geographic
location
provides
us
great
advantages
in
being
at
the
center
of
a
vast
Inland
Waterway
Network
and
at
the
Confluence
of
several
critical
Inland
Waterway
routes.
E
Kentucky's
waterways
are
supported
by
10
public
River
ports,
seven
active
ports
and
three
developing
ports
which
are
in
different
stages
of
development.
They
range
in
size
from
smaller
agricultural
hubs
providing
fertilizer
and
Gathering
the
grain
of
the
local
farmer
to
large
players
in
the
world,
aluminum
markets
being
listed
on
the
London
Metal
Exchange.
They
move
heavy
steel,
coils
on
and
off
the
river
for
manufacturing
and
provide
warehouse
and
distribution
for
companies
like
Kimberly
Clark.
These
ports
provide
critical
connections
moving
Goods
on
and
off
the
rivers.
E
Kentucky's
public
River
porch
are
supplemented
by
over
160
private
River
terminals.
They
are
privately
owned
terminals
that
provide
many
of
the
same
Services
as
our
public
reports.
Moving
Goods
on
and
off
of
the
rivers,
but
often
are
developed
for
a
single
commodity
foreign
to
help
move
Freight
on
and
off
the
waterways.
Our
public
ports
and
private
terminals
connect
to
a
network
of
over
2
600
miles
of
rail
throughout
Kentucky
Kentucky
serves
as
an
important
Hub
connecting
five
class
one
railroads
in
the
western
part
of
the
state.
E
We
refer
to
this
as
the
Riverport
Hinterlands.
These
are
all
the
counties
that
can
be
reached
within
a
90-minute
drive
of
our
public
ports.
The
reach
of
our
public
River
ports
extends
throughout
much
of
Kentucky,
as
well
as
in
a
neighboring
Tennessee
Missouri
Illinois,
Indiana,
Ohio
and
West
Virginia,
while
every
Kentucky
community
may
not
be
adjacent
to
a
river
or
have
a
River
Port.
All
of
Kentucky
benefits
from
the
efficiency
of
waterborne,
Transportation,
115,
barge
Tow
and
tow
boat,
which
is
commonly
seen
working.
E
Our
Inland
Waterway
Network
moves
the
freight
equivalent
of
six
locomotives
and
216
rail
cars.
This
same
15
barge
tow
moves
the
equivalent
to
1050
large
semis
and
tractor
trailers.
Looking
specifically
at
the
freight
moved
by
waterways
in
Kentucky
in
2018,
89
million
tons
of
freight
valued
at
18
billion
dollars,
moved
on
Kentucky's
in
the
waterways.
To
put
this
in
context,
it
would
be.
E
This
would
be
the
equivalent
of
adding
3.5
million
trucks
annually
to
our
roadway
Network
without
the
contribution
of
our
waterways,
our
waterways
and
our
public-private
ports
support
more
than
just
the
riverwar
and
commerce.
The
jet
fuel
that
powers,
the
U.S
hubs
for
DHL
ups
and
Amazon
Prime
air
are
all
delivered
by
barge
manufactured
the
marathon
catlisberger
Refinery.
The
jet
fuel
is
transported
down.
The
Ohio
River
to
Cincinnati
by
barge
pipelines,
then
deliver
the
fuel
to
the
Cincinnati
Airport,
which
is
the
U.S
hub
for
DHL
and
the
new
hub
for
Amazon
Prime
air.
E
So
what
are
some
of
the
things
we
learned
from
our
study?
Our
River
boards
connect
Kentucky
to
the
nation
and
the
world.
Through
our
Inland
Waterway
system,
the
River
ports
present
an
opportunity
to
affordably
move
a
significant
tonnage
of
inexpensive
Freight
across
a
wide
range
of
Commodities,
while
the
market
for
waterborne
coal
is
declining
in
Kentucky,
other
Commodities
are
growing
with
newly
located
businesses,
as
noted
in
2018
89
million
tons
of
freight
value
to
18
billion
dollars.
E
Moving
on
Kentucky's
on
the
waterways,
approximately
19
percent
of
Kentucky's
Freight
tonnage
moves
by
water,
but
this
only
makes
up
three
percent
of
the
value.
This
is
largely
due
to
the
nature
of
the
Commodities.
Moved
waterways
tend
to
move
heavier
yet
less
valuable
cargo
due
to
the
lower
cost
to
move
Goods
by
water.
The
top
Inland
Waterway
Commodities
by
weight
were
coal
lignite
and
coal,
Coke
sand,
gravel
shells,
clay,
salt
and
slag
and
petroleum
products
by
value.
E
The
top
in
the
Waterway
Commodities
were
basic
chemicals
using
consumer
products,
including
appliances,
toys
and
cosmetics,
as
well
as
gasoline
and
coal.
Finally,
Kentucky's
bordered
by
states
that
share
access
to
the
same
Inland
Waterway
systems.
These
states
compete
with
us
for
customers,
tenants,
Federal
funding
and
their
port
facilities
are
sometimes
just
minutes
across
the
river
from
ours.
These
states
provide
financial
assistance
to
their
public
ports
to
maintain
and
upgrade
their
facilities
and
infrastructure
to
retain
long-cleaning
clients
or
attract
new
users.
E
Overall,
Kentucky's,
long-standing
waterborne,
Commerce
markets
and
coal,
fossil
fuels
and
minerals
have
declined
at
a
rate
faster
than
the
nation
as
a
whole.
Moreover,
these
waterborne
Commerce
markets
are
projected
in
the
future
to
shift
even
more
away
from
these
long-standing
Commodities.
The
changes
highlight
the
importance
of
modernizing
Kentucky's
public
River
boards
to
compete
for
new,
more
diverse
markets.
E
Plastics
Rubber
and
chemicals
as
well
as
food
and
livestock
are
growing
commodities
for
waterborne
Commerce
in
Kentucky.
While
these
markets
are
smaller
than
today's
mineral
and
fossil
fuel
markets,
they
are
rapidly
growing
and
the
public
ports
are
already
working
to
keep
up
with
this
growth,
waterborne
trade
and
Plastics
rubber
textiles
and
Machinery
increase
11
times
from
1997
to
28-17
and
from
2018
to
2045.
It
is
projected
that
waterborne
trading,
chemicals
and
Allied
products,
such
as
Plastics
Rubber
and
similar
Goods,
will
increase
by
23
percent.
E
It
is
also
projected
that
from
2018
to
2045,
Kentucky's,
waterborne
trade
and
food
and
Kindred
products
will
increase
by
144
percent,
and
it's
trade
in
Agricultural
and
livestock
products
will
increase
by
81
percent.
So
there
are
opportunities
for
our
ports,
but
it
is
going
to
require
collaborative
effort
to
best
position
our
ports
to
attract
and
grow
these
new
markets,
Kentucky's
riverports,
currently
have
a
backlog
and
unmet
needs
to
Simply,
get
the
existing
infrastructure
into
a
state
of
good
repair.
As
part
of
the
study,
the
ports
identified.
E
Additional
modernization
needs
and
expansion
needs
to
successfully
compete
for
business
and
serve
new
markets
in
the
long
term.
Investing
to
meet
these
needs
will
create
benefits
for
Kentucky's
economy,
far
exceeding
the
costs,
Kentucky's
ports,
inland
waterways
and
in
the
Waterway
dependent
Industries,
currently
support
nearly
110
000
jobs.
This
equates
to
5.9
billion
in
personal
income,
12
billion
in
growth,
State
product
and
30.7
billion
in
total
output.
This
gives
rise
to
more
than
1.2
billion
dollars
in
state
and
local
tax
revenue.
E
Kentucky
today
faces
a
critical
choice
of
whether
to
invest
in
maintaining
and
modernizing
the
public,
River
ports
and
their
capacity
to
handle
new
and
increase
in
diverse
markets
or
see
water.
More
Commerce
play
less
of
a
role
in
Kentucky's
economy.
Kentucky
is
also
able
to
choose
the
degree
to
which
its
business
attracts
and
economic
development
strategies
will
play
a
role
in
building
markets
for
highly
efficient
waterborne
Transportation.
It's
the
recommendations
of
the
study
are
implemented.
E
Kentucky
will
be
built
well
positioned
to
undertake
more
aggressive
business
attraction,
creation
retention
and
expansion
activities
involved
in
the
hinterland
that
will
strategically
position
the
river
Force
to
support
support,
Supply
chains
for
Kentucky's
growing,
manufacturing
technology
sectors.
In
addition,
River
ports
contract
much
more
Federal
funding
than
they
have
in
the
past.
E
The
final
study
materials,
including
the
200
Page
report,
a
12-page
executive
summary
and
a
four-page
brochure
of
the
main
study
is
available
on
our
website.
We
also
have
a
marketing
toolkit
to
guide
ports
in
their
Market
efforts,
as
well
as
PowerPoint
presentations
about
the
role
of
the
port.
There
are
also
four
technical
memorandums
as
well
as
Port
profiles
of
all
of
our
public
ports.
These
materials,
as
well
as
all
the
recordings
from
in
the
materials
from
the
three
summits,
have
all
been
posted
on
our
website.
E
They
can
be
accessed
from
this
link
or
using
this
QR
code
again.
It
should
be
noted
that
by
this
report
and
recommendations
do
not
represent
an
official
position
of
the
transportation
cabinet
or
the
administration
I'll
now
yield
to
the
Kentucky
Association
of
Riverport
and
the
Kentucky
Federal
Transportation
I'll
be
happy
to
answer
any
questions
after
their
presentation.
F
I'm
I
know
that
you,
many
of
you
know
about
KBT
we've
existed
since
1977
and
we
represent
a
large
group
of
members
of
both
private
and
public
Partners
and
we're
concerned
with
our
transportation
infrastructure.
Revenue,
what's
different
about
KBT
is
that
we
care
about
all
modes.
We
think
that
it
takes
a
holistic
approach
to
transportation,
to
see
the
economy
and
quality
of
life
in
Kentucky
Prosper.
So
as
as
Jeremy,
oh
where's,
my
where
am
I
going
for
right
here,
which
is
good.
F
There
we
go
okay,
so
to
take
a
holistic
approach
to
to
Transportation.
As
Jeremy
mentioned,
you
can
see
that
River
ports
are
a
critical
part
of
the
whole.
They
interact
with
our
roads,
our
they're
crucial
for
our
airports.
So
this
is
another
another
piece
of
of
the
puzzle
that
we
need
to
in
fund
and
invest
in
to
have
Kentucky
be
prosperous.
As
I
mentioned,
we
are
a
logistics
Hub
and
without
the
movement
of
products
on
the
Riverway,
we're
not
realizing
our
full
potential.
F
F
One
other
thing
that
we
see
that's
very
important,
especially
in
light
of
the
iija,
is
that
less
wear
and
tear
on
the
roads,
reducing
congestion,
reducing
traffic
is
a
priority,
and
River
ports
are
a
perfect
solution
to
to
reducing
that.
Another
thing
about
the
Kentucky
River
ports
is
I
think
that
over
time,
they've
really
shown
what
a
resilient
industry
they
are
as
coal
has
has
diminished.
There
are
other
Commodities
that
they
have
filled
in
and
are
playing
a
crucial
role
in
bringing
to
our
economy
in
Kentucky.
G
My
name
is
Brian
Wright
I'm,
with
the
Owensboro
River
Port
Authority,
we're
centrally
located
in
Owensboro
Kentucky
and
are
part
of
the
Kentucky
Association
of
River
ports
I'm.
Currently,
the
chair
of
the
kar,
the
kar,
represents
all
the
public
ports
as
as
well
as
in
the
past,
some
private
ports
throughout
the
state.
G
In
addition,
just
to
point
out
the
changes
that
we're
seeing
in
our
Market
is
that,
as
as
the
Dynamics
of
the
supply
chain,
as
everyone
understands
over
the
last
couple
years,
a
lot
of
our
clients
are
looking
to
move
newer.
Commodities
such
as
paper
we're
currently
doing
a
trial
run
of
paper
out
of
Brazil
that
supplies
the
Midwest
all
the
way
up
to
Cincinnati
and
as
far
south
down
into
Tennessee,
with
pulp
paper
products
that
make
toilet
and
tissue
towels
Louisville
in
the
Louisville
Jefferson
area,
very
competitive
market
outside
of
just
the
Louisville
area.
G
So
how
do
our
Kentucky
real
reports?
How
are
they
invested
in
today?
Since
2013?
The
Commonwealth
has
supported
a
program
called
the
Kentucky
Riverport
Improvement
program?
It's
a
grant
program.
That's
currently
budgeted
at
five
hundred
thousand
dollars
annually.
These
phones
of
500
000
are
appropriated
from
the
general
fund
and
then
are
ultimately
in
the
transportation
cabinet
budget.
G
This
program
for
all
of
the
active
ports
is
a
50
match
and
is
is
conducted
annually
in
May
of
of
each
year.
We
assess
each
of
these
Grant
applications
across
the
state
and
then
award
effectively
July
of
the
new
physical
year.
G
F
We
just
wanted
to
take
a
minute
to
discuss
what
how
Kentucky
compares
to
our
surrounding
states
and
how
do
we
compete?
We
compete
by
investing-
and
this
is
true
across
all
of
our
modes
as
Jeremy
mentioned-
we're
fourth
in
the
nation
for
navigable
waterways.
But
our
funding
does
not
tell
that
story.
F
You
can
see
that
Kentucky
is
one
of
the
lowest
here
in
terms
of
funding.
Most
states
operate
significantly
higher
dedicated
budget,
as
well
as
a
grant
program.
I
will
mention
that
in
Indiana
you
see
zeros
there,
because
they
actually
have
a
dedicated
agency
to
River
ports
and
and
otherwise
with
Tennessee.
They
just
don't
have
they
have
limited
access
to
to
riverways,
but
across
the
board
we
are
dramatically
lower
than
our
competing
states
to
bring
this
back
to
the
iija.
F
We
know
that
one
of
the
things
that's
currently
happening
is
that
existing
Grant
programs
are
being
beefed
up
they're,
putting
additional
funds.
So,
for
example,
we
just
recently
out
of
the
Louisville
area,
lost
a
Marine
Highway
Grant
opportunity
with
Nucor
steel
that
would
have
shipped
steel
coils
and
we
we
lost
that
to
Indiana.
We
we
don't
have
the
infrastructure
and
we
didn't
have
a
competitive
match.
That
grant
program
typically
has
5
million
in
it
and
now
what
in
the
iija
it
has
25
million
dollars
in
it.
F
So
that's
an
example
of
one
of
the
funds
that
we
would
like
to
position
ourselves
where
we
could
invest
money
to
make
more
money
for
our
state.
One
other
example
of
of
a
state
being
competitive
is
Missouri.
They
typically
will
give
12
million
to
their
River
Port,
and
they
had
recently
set
aside
25
million
of
arpa
funds.
So
there's
a
variety
of
ways
that
states
are
going
about
funding,
River
ports,
but
making
it
a
priority
is
what
we're
trying
to
do
here
in
Kentucky.
G
Just
to
look
back
over
the
last
four
years
for
the
kri
program,
this
gives
you
an
example
of
the
dollars
that
have
been
submitted
for
for
the
kri
grants,
as
well
as
the
grant
dollars
allocated.
As
we
discussed
earlier
from
the
general
funds.
In
all
cases,
over
the
last
four
years,
they've
been
underfunded
from
what's
been
submitted
for
the
grants.
G
Looking
at
2023
this
is,
it
gives
you
an
example
of
the
types
of
projects
that
have
been
submitted
as
of
this
year,
1.29
million
in
total
application
project
cost
with
a
match
of
647,
with
the
shortfall
of
that
147
thousand
dollars.
In
this
particular
case,
the
water
transportation
Advisory
board
has
to
prioritize
the
most
impact
of
the
projects
and
then
ultimately
remove
the
bottom
that
doesn't
meet
that
five
hundred
thousand
dollar
threshold.
G
So
when
you
look
at
the
kri
program,
some
of
the
challenges
that
we
have
seen
over
the
last
several
years
is
that
it's
it's
difficult
to
really
leverage
the
dollars
that
come
through
the
program.
G
One
in
particular
case
is
the
fact
that
they're
done
on
an
annual
basis
and
with
larger
capital
projects
such
as
the
the
federal
programs
it
takes
years
to
actually
get
those
projects
to
the
point
of
bidding
and
with
the
five
hundred
thousand
dollar
uncertainty
on
an
annual
basis.
It's
difficult
to
leverage
those
dollars.
The
funds
do
not
carry
over
today.
G
So,
as
I
mentioned
earlier
at
the
end
of
the
year,
if
those
funds
are
not
used
and
they
go
back
into
the
general
fund
and
then
also
with
the
50
match
in
in
many
cases,
the
ports
across
the
state
are
not
in
a
position
to
leverage
those
dollars
at
a
50
percent
match,
especially
on
larger
capital
projects.
So
what
tends
to
happen
is
that
the
applications
that
come
through
the
water,
transportation,
Advisory
Board,
are
really
more
towards
maintenance
replacement
type
items
such
as
equipment,
things
that
are
tangible,
that
they
can
get
within
12
months.
G
That
are
usually
typically
within
the
50
to
150
000
range.
The
larger
capital
projects
just
do
not
happen
unless
they're
in
a
position
to
borrow
money
or
go
after
a
Federal
grant
independently
and
then
seek
other
sources
for
the
match.
So,
looking
ahead,
one
thing
that
our
our
Kentucky
Association
of
riverports
is
looking
to
do
is
that
there's
an
existing
Riverport
trust
fund
that
was
established
in
2010
here
in
the
state
of
Kentucky
and
that
trust
fund.
G
It
allows
the
carryover
of
funds,
as
well
as
federal
funds,
to
be
put
into
this
trust
fund,
We,
Believe
long
term
utilizing.
This
trust
fund
will
put
us
in
a
better
position
to
leverage
our
dollars
with
the
federal
dollars
that
we're
seeing
in
in
multiple
programs
such
as
the
Marine
Highway
program,
the
port
development
infrastructure
program,
as
well
as
the
Marine
other
programs
that
that
the
maritime
is
that
allocates
on
an
annual
basis.
F
I
think
that
will
conclude
and
happy
to
take
any
of
your
questions.
Just
by
saying
this
report
and
study
has
been
very
valuable
for
us
to
learn
more
about
what
we
can
the
opportunities
and
the
struggles
of
our
River
ports.
We
look
forward
to
working
with
each
of
you.
We
think
that
there
are
some
reasonable
policy
changes
that
we
could
make.
That
would
make
our
River
ports
much
more
competitive,
as
well
as
leverage
Kentucky
tax
dollars
and
bring
down
more
federal
funds.
A
Okay,
thank
you
for
the
presentation.
I
know.
We've
got
a
at
least
a
couple
of
questions,
but
before
we
get
into
that,
I've
got
a
question
of
my
own.
What
kind
of
an
appropriation
we've
got?
Five
hundred
thousand
dollars
out
of
the
general
fund.
What
kind
of
an
appropriation
would
you
all
think
would
be
appropriate
in
the
next
round
of
budget
talks?
That
would
get
you
not
necessarily.
A
F
I
think
there's
two
things
well:
I
wouldn't
want
to
put
a
number
on
that
and
limit
Us
in
any
way,
of
course,
so
I
think
that
the
the
study
does
a
good
job
of
outlining
what
our
critical
preservation
needs
are
at
this
time,
and
that
would
be
the
first
thing
that
we
would
want
to
see
just
to
get
our
ports
back
to
being
as
competitive
as
they
can.
F
There
are
different
levels
of
investment
after
that,
depending
on
how
aggressively
we
want
to
invest,
I
think
the
preservation
funds
first
and
foremost,
would
be
what
we
would
address,
but
I
also
think,
most
importantly,
is
how
do
we
create
a
fund
that
is
sustainable
and
efficient
to
support
ongoing
capital
projects?
So
so
there
definitely
needs
to
be
an
allocation
first
and
foremost,
but
I
think
there
also
has
to
be
a
look
for
sustainable
funding
stream.
Okay,.
C
G
As
you
mentioned,
the
Mississippi
I
mean
this
is
really
unusual
times.
It's
been
back
to
1988.
The
Mississippi
has
ever
dropped
even
close
to
the
level
that
it's
been
at,
what
we're
starting
to
see
on
the
house
that
they
are
releasing
Waters
through
the
locks
and
dams
currently
in
our
area,
we're
roughly
three
feet
below,
but
we're
still
passing
barges
and
unloading
if
they
can
get
up
through
the
Mississippi
or
come
down
from
the
north.
C
G
Of
the
River
ports
are
chartered
through
local
government
in
our
particular
case
in
Owensboro,
that's
chartered
through
the
city
and
Hendersons
is
through
the
county.
Technically,
they
are
on
the
books
for
each
of
those
local
governments,
but
we
are
a
quasi
government
and
therefore
we
operate
independently.
All
of
our
dollars
that
we
make
through
the
port
are
required
by
Statute
to
be
reinvested
into
infrastructure.
I
Thank
you.
Thank
you
all
for
the
presentation.
I
think
this
is
a
it's
a
great
way
to
kind
of
wrap
up
the
interim
too,
because
I
think
when
we
think
of
infrastructure,
we
always
think
of
roads
and
bridges,
and
so
I
appreciate
you
all
taking
the
time.
I
do
have
two
questions
and
they're
for
Brian.
Now,
Ryan
Brian
I
understand
your
expertise
in
riverports,
but
I
hear
you
also
cook
on
the
side,
and
you
might
have
made
lasagna
this
past
weekend
at
a
rehearsal
dinner,
I.
G
I
Representative
Susan
miles
I
said
I
pick
on
you
about
that
for
a
more
serious
question,
though,
with
the
the
levels
and
I
apologize,
I
had
to
step
out
a
few
minutes
ago,
if
you,
if
you
had
already
mentioned
this,
but
talking
about
the
Mississippian,
the
levels
I'm,
assuming
that
there,
the
barges
aren't
able
to
be
full
capacity
if
the
levels
are
so
low.
What
does
that
look
like
for
you
all
right
now
and
how
is
that
affecting
trade
and
transport.
G
It's
having
a
major
impact
on
the
export
of
grain,
no
doubt
in
the
state
of
Kentucky.
What
we're
seeing
from
several
of
our
grain
tenants
is
they're,
looking
to
stockpile,
grains
and
wait
for
the
opportunity
to
load
barges,
but
I've
been
told
by
local
farmers.
I
mean
they're,
seeing
a
dollar
to
a
dollar
fifty
per
bushel
impact
on
their
side
because
of
the
the
limitations
now
on
the
Riverside
down
in
the
Mississippi.
The
core
is
doing
everything
in
their
power
to
dig
additional
channels
and
but
they're
limiting
the
tolls.
G
What
we
understand
from
the
barge
lines,
they
reduce
their
toll
size
anywhere
from
20
to
40
percent,
in
order
for
them
to
get
through
those
channels
that
that
they're
working
on
barges
are
still
moving.
As
of
this
week,
there
was
approximately
over
2
000
barges
in
queue
to
come
up
the
Ohio
river
that
are
being
limited
or
slowed
down.
In
our
particular
case.
We
still
continue
to
get
at
them,
albeit
one
to
two
to
three
weeks.
Late.
Currently,
unfortunately,
I
mean
looking
forward
at
the
forecast.
G
I
I
That
was
a
mistake,
but
I
think
you
know
just
something:
I
want
to
look
out
for
our
Farmers
too.
Is
that
I
think
it's
important.
I
You
know
a
lot
of
them,
wait
until
the
end
of
December,
because
that's
usually
when
the
bushels
are
heavier
for
them
and
so
how's
that
how
that
looks,
I
appreciate
you
sharing
that
and-
and
please
keep
us
updated
on
that
with
the
general
assembly,
because,
if
that's
going
to
be
something
we're
gonna
have
to
look
at,
but
I
think
just
to
help
our
constituents
to
understand
everything
they're
going
through.
So
thank
you
very
much.
Brian
thank.
B
Thank
you,
Mr
chairman
comment
and
a
question.
I
had
the
pleasure
of
actually
visiting
the
Owensboro
River
Port
last
week,
thanks
to
Jennifer
and
and
Brian
for
showing
me
around
my
family,
we
had
a
great
time
and
for
anybody
that
hasn't
been
I
hadn't,
you
know
been
over
in
Eastern
Kentucky,
but
it
was
really
amazing.
B
All
the
logistics
that
go
into
place-
and
you
know
everything
from
Commodities
training
to
rail,
to
shipping
out
what
was
it
Ron
I
think
it
was
the
chassis
on
the
Jeep
gladiator
from
a
local
company,
but
it
was
just
really
amazing,
but
hearing
how
you
know
the
timing
is
is
impacting
on
when
we're
talking
federal
dollars
and
and
I'm
just
curious.
How
much
money
are
we
leaving
on
the
table
in
terms
of
federal
dollars.
G
As
of
this
recent
year,
25
million
on
the
Marine
Highway
program
was
allocated
for
ports
such
as
ours
across
and,
of
course,
those
are
competitive
with
blue
water
ports
as
well
as
Inland
water
ports
and
then
on
the
there's,
also
Port
development
infrastructure
program
that
is
specific
to
infrastructure
dollars
and,
if
I
remember
right,
it's
well
above
25
million
as
well
specifically,
and
we
have
leveraged
those
dollars
in
the
past.
G
Although
the
ports
have
to
take
time
and
save
up
for
that,
local
fund
Paducah
was
recently
awarded
a
pdip
grant
for
some
infrastructure
that
they're
doing
and
I
do
know
that
it
took
them
some
time
to
to
get
to
the
point
where
they
could
leverage
their
match
of
twenty
percent.
At
that
time.
In
our
particular
case,
in
Owensboro
we
were
awarded
a
bill
Grant
in
2018
to
improve
what
Jeremy
referenced
earlier
is
Last
Mile
between
our
Interstate
165
bypass
and
the
river
and
rail
access.
G
That
was
a
14.4
million
dollar
Grant
11.5
of
that
from
the
maritime
Administration,
and
it
took
us
time
and
that
was
awarded
in
2018
and
we're
just
now
going
to
bid
for
the
road
construction.
So
you
can
see
the
time
that
is
required
on
these
federal
dollars
and
all
of
the
work
that's
required
to
get
to
the
point
of
construction
quite
a
bit
of
dollars,
albeit
in
many
cases.
There's.
G
H
Thank
you
real
quickly
with
the
some
of
the
economic
development
that
we're
expecting
to
come
into
the
state,
particularly
the
battery
plants,
and
all
that.
How
does
that
impact
Waterway
distribution?
Are
we
planning
on
all
that
being
either
train
or
roads
and
if
it
is
going
to
be
by
our
waterways,
are
we
preparing
for
that.
F
I
will
comment
initially
briefly.
First
and
let
you
take
specifics,
but
I
think
that
there
is
a
lot
of
unrecognized
potential
with
industrial,
Recruitment
and
development
specifically
around
the
ports,
but
most
notably
becoming
the
battery
capital
of
of
the
country.
There
is
opportunities
that
we
have
yet
to
realize.
So,
for
example,
as
coal
has
diminished,
riverports
have
really
filled
in
to
supply
these
other
Commodities.
So
when
we're
recruiting
ancillary
Industries
to
those
battery
plants,
it's
going
to
be
really
important
for
them
to
get
those
materials
Brian.
G
And
I
would
just
add.
Over
the
last
two
years
we
have
worked
with
the
cabinet
for
economic
development
specific
on
many
of
these
projects.
You
reference
for
the
EV,
however,
in
some
cases
so
far,
the
the
dollar
value
of
those
Commodities
range
anywhere
from
60
to
80,
000
per
ton
and
the
companies
that
that
are
coming
to
Kentucky
are
looking
at
containerized
movement,
and
that's
where
our
opportunity
is,
they
have
to
secure
that
Freight
from
an
International
location
to
inside
of
Kentucky
and
maintain
it
in
that
container.
G
There
is
not
a
mechanism
today
with
the
shippers
of
the
Blue
Waters
to
move
containers
up
Inland,
albeit
it's
been
looked
at
for
year
over
year
over
year,
ever
since
I've
been
into
this
industry
10
years
ago,
no
one
has
been
able
to
capitalize
on
the
dollars
needed
to
really
make
that
happen
on
the
Inland
river
system.
So
I
think
there's
a
balance.
Some
of
the
Commodities
are
just
too
expensive
to
put
on
the
river.
H
A
Okay,
thank
you.
What
I
want
to
do
now
is
segue
into
do.
You
all
have
anything
else.
No
okay,
I
want
y'all
to
stick
around
and
I'm
going
to
have
Ingram
Barge
come
up
and.
F
A
And
are
just
identify
yourself
for
the
record
and,
and
you
may
proceed.
J
Thank
you
good
afternoon.
My
name
is
Andrew
Brown
I'm,
the
senior
vice
president
and
general
counsel
for
Ingram
Barge
Company
in
Nashville
I'd,
like
to
thank
chairman
Upchurch
for
this
opportunity
to
present.
Today
my
presentation
is
entitled
run
silent,
run
large,
it's
it's
a
nod
to
the
1958
film
run,
silent,
Run,
Deep,
but
I.
Think
there's
also
some
interesting
parallels
in
that.
Amongst
the
major
surface
modes
of
transportation,
those
being
Rail,
Road
and
River
we're
often
the
quietest
the
most
off
the
radar.
J
So
if
I
have
three
objectives
for
for
the
next
15
minutes,
one
is
to
raise
awareness
and
I'd
like
to
say
say
thank
you
to
Mr
Edgeworth
and
Miss
Ms,
Kirchner
and
Mr
Wright,
because
they
hit
some
of
the
high
points
for
me
already
made
my
job
a
little
easier.
So
I
definitely
appreciate
that,
but
General
awareness
is
is
objective.
J
Number
one
objective
number
two
is
to
talk
about
the
importance
of
the
Jones
act,
both
nationally
and
here
within
the
state
of
Kentucky
and
then
finally,
I'll
touch
on
Intermodal
Inland,
Port
development
opportunities
as
well
and
I
promised.
There
was
no
coordination
amongst
me
and
that
the
prior
presenters
just
naturally
flowed
that
way.
J
So
a
lot
of
the
Thunder
has
already
been
stolen
from
this
slide
and
it's
a
busy
slide.
I
apologize
for
that,
but
I'll
just
hit
a
couple
of
the
the
highlights
from
an
operator's
perspective
from
a
river
company's
perspective
in
Kentucky
110,
000
jobs.
That's
both
direct
and
indirect.
Fourth
in
the
nation,
as
far
as
navigable
river
miles
and
and.
G
J
J
Ingram
Barge
company
has
been
in
operation
for
almost
80
years,
we're
multi-generational
family
owned.
We
employ
over
2,
000
employees,
400
or
so
of
which
live
here
within
the
state
of
Kentucky.
We
have
strategic
operations
all
throughout
the
Inland
river
system
and
we
have
a
major
operational
Hub
in
Western
Kentucky
in
Kentucky
in
Paducah.
J
If
we're
not
the
largest
we're
top
two
in
terms
of
Fleet
size,
on
the
barge
side,
we
have
over
4
000
barges,
both
dry
and
liquid,
barge
barges
and
then
on
the
boat
fleet
side
over
100
boats
in
active
operation.
Those
range
in
size
from
your
Harbor
Harbor
tugs
and
that's
at
the
bottom
of
the
list
here,
800
to
3000
horsepower
and
then
once
you
get
into
the
six
seven
to
ten
thousand
horsepower
range.
J
Some
industry,
terminology,
I,
say
toe
that
that
really
represents
a
boat
and
barges
moving
as
as
a
single
unit,
we
call
them
tow
boats,
but
they
actually
push
the
barges
from
behind.
So
they're
more
push
boats
technically
and
the
best
way
to
really
appreciate
the
the
size
and
scale
I've
got
a
couple
slides
here,
but
it's
to
get
out
and
and
put
boots
on
the
the
decks
of
some
of
these
vessels
and
just
see
for
yourself
what
the
what
the
scale
is
at
which
we
operate
so
I
guess:
I
should
extend
an
invitation.
J
If
there's
any
members
of
this
committee
that
would
like
to
come
out
and
take
a
ride
with
us.
We'd
be
glad
to
have
you
please
reach
out
foreign
looking
wheelhouse
out,
you've
got
some
covered
dry
cargo
barges
and
then
in
the
middle
we've
got
some
of
our
tank
barges.
Here's
a
nice
scale
comparison.
This
is
a
lower
Mississippi,
River
toe.
You
won't
see
anything
this
big
on
the
Ohio
River,
but
down
below
the
the
last
lock
on
the
river.
J
You
can
run
40
50
barges
when
the
conditions
are
right
and,
as
we
heard
in
the
the
prior
presentation,
the
conditions
right
now
are
not
right:
they're
actually
as
bad
as
they've
been
since
1988..
So
toe
sizes
are
much
reduced.
Thankfully
we
are
still
operating,
but
at
lighter
drafts.
Smaller
toes
it's
having
a
major
impact
on
our
economics
and
it
couldn't
come
at
a
worse
time
with
it
being
Harvest,
so
things
are
difficult
right
now,
but
we
are
still
running
when
things
are
good.
J
J
Ingram
Bart's
company
has
been
recapitalizing
its
Fleet
for
the
last
15
years,
we've
built
over
1700
barges.
These
are
30-year
assets,
so
they
last
for
a
long
time.
It's
a
long-term
investment
in
the
industry,
we're
also
for
the
first
time
in
many
years.
Building,
boats
and
those
are
even
more
expensive
and
they
last
for
50
years,
on
average.
G
J
Know
we
do
have
a
size
advantage
and
a
15
barge
tow
versus
a
six
locomotive,
train
or
1000
plus
trucks
is
the
equivalent
strategorith
did
not
touch
on
fuel
efficiency.
But
this
graphic
shows
you
how
far
you
can
take
one
ton
of
cargo
using
one
one
gallon
of
diesel
across
the
different
modes
of
transportation.
J
J
515
million
tons
represents
23
million
four
hundred
thousand
truck
trips
saved
from
surface
roadways,
and
when
you
think
about
the
50
billion
dollars,
we
spend
each
year
at
the
federal
level
just
on
on
Federal
Highway
funds.
There
is
a
major
savings
to
our
infrastructure,
where
we
sit
currently
at
about
half
a
billion
tons
moved
annually
on
the
waterways.
J
Also
think
about
traffic
congestion
and
I
was,
as
I
was
researching
for
this
I
see
that
the
highway
deaths
have
been
increasing
for
the
past
three
years
ever
since
the
start
of
the
pandemic.
So
again,
if
you
take
more
Vehicles
off
the
road,
you
can
positively
impact
those
sorts
of
numbers
and
our
mode
has
capacity
to
spare.
At
this
point
by
our
our
calculation
we're
running
at
about
half
capacity,
the
limiting
factor
there
is
the
infrastructure,
the
locks
and
locks
and
Dam
system.
Those
are
all
federally
managed
by
the
Corps
of
Engineers.
J
J
Ms
Kirchner
mentioned
the
iija.
There
was
2.5
billion
dollars
allocated
directly
to
Inland
River
infrastructure,
which
was
a
shot
in
the
arm.
It
definitely
helped,
as
you
can
see
on
this
next
slide.
However,
these
are
some
of
the
priority
projects
and
Kentucky
lock
is
one
of
the
top
priority
projects
right
now,
even
with
that
2.5
billion
in
the
iija
funds.
There's
still
a
332
million
dollar
need
just
to
finish.
The
construction
work
over
the
next
several
years
at
Kentucky
lock
and
that's
true
up
and
down
the
list.
There's
a
couple
here
that
were
fully
funded.
J
J
I'll
just
be
very
brief
here,
because
this
was
already
covered,
but
our
system
really
is
world
class.
There's
there
isn't
much
like
it
anywhere
else
on
the
globe.
When
you
think
about
how
far
you
can
get
Inland,
all
the
major
markets
served
just
with
the
existing
River
infrastructure.
We
have
right
now.
J
Out
in
Western
Kentucky,
this
is
I
think
something
most
folks
don't
realize,
but
centered
around
Paducah,
you
have
a
Confluence
of
four
of
the
the
major
river
systems.
You
have
the
Ohio
dumping
into
the
Mississippi
at
Cairo,
Illinois
and
then
just
above
Paducah.
You
have
the
Cumberland
and
the
Tennessee
converging
with
the
Ohio
River
So
within
a
30
mile
span.
You've
got
the
equivalent
of
four
major
interstate
highway
systems,
we'll
touch
on
this
more
in
a
second,
it's
a
bit
of
foreshadowing.
For
you
all
right
now
on
to
the
second
objective.
J
The
Jones
act
also
known
as
The
Merchant
Marine
Act
of
1920..
This
law
states
that
any
waterborne
cargo
Commerce
moving
between
two
Coastal
or
Inland
points.
What
we
call
Coast
wise
trade
must
be
carried
aboard,
vessels
that
are
built
in
the
U.S
that
are
crewed
by
U.S
Mariners
and
that
are
owned
by
U.S
citizens.
It's
a
premier
example
of
an
America
first
piece
of
legislation.
J
Its
primary
aim
is
protect
our
strategic
strip,
shipbuilding
capabilities
and
also
to
ensure
that
we
have
a
consistent
core
of
merchant
Mariners,
a
fact
for
you
during
the
Iraq
and
Afghanistan
conflicts,
nearly
50
percent
of
our
war
material
and
our
Personnel
was
carried
abroad
on
U.S
flagged
cargo
ships
that
were
accrued
by
U.S
Mariners,
so
not
on
Naval
vessels,
but
actually
on
Commercial
vessels.
And
you
know,
if
you
think
about
what's
going
on
Taiwan
and
China
or
in
Russia,.
F
J
J
Beyond
the
Strategic
importance,
you
know
from
an
operator's
perspective,
the
Jones
act
has
been
the
the
rule
book,
the
law
of
the
land
for
our
entire
corporate
history
and
we've
got
over
a
billion
dollars
invested
in
our
current
Fleet,
all
of
that
American-made
equipment
and
so
to
make
any
changes
to
the
the
Jones
act
now
to
water
down.
The
citizenship
requirements
would
automatically
devalue
the
investment
that
the
Ingram
company
has
made
in
American
built
equipment.
We've
got
a
picture
here
of
one
of
the
world's
largest
shipyards.
J
You
won't
be
surprised
to
hear
that
it's
in
China.
For
years
now,
the
Chinese
have
been
building
International,
Blue
Water
vessels
at
an
unprecedented
rate.
I
think
the
aim
is
pretty
clear:
they'd
like
to
suffocate
competition
in
the
international
shipping
space.
The
Jones
act
helps
prevent
them
from
pivoting,
some
of
that
incredible
shipbuilding
capacity
and
using
it
to
build
assets
that
could
be
used
on
the
the
U.S
Inland
river
system.
J
Here
in
the
state
of
Kentucky,
the
Jones
Act
is
very
important.
Believe,
It
or
Not
Kentucky
ranks
number
five
amongst
all
U.S
states
for
direct
Maritime
jobs.
Here
in
the
middle
of
the
country,
you
are
number
five
as
far
as
Maritime
employment,
you
rank
among
above
many
Coastal
states,
that
is
courtesy
of
the
Jones
Act
and
the
Inland
River
industry,
so
there's
over
20
000
jobs
and
some
of
these
numbers
will
sound
familiar
from
the
prior
presentations
over
5
billion
in
annual
economic
activity,
direct
worker
income
of
about
one
and
a
quarter
billion
annually.
J
This
is
from
a
pricewaterhousecooper
study
done
in
2017.
on
the
shipyard
side,
nearly
300
million
dollars
in
annual
economic
activity,
so
the
Jones
act.
You
know
it's
it's
very
important
nationally
internationally,
but
I.
Don't
know
that
folks,
here
within
the
state
of
Kentucky,
realize
what
it,
what
an
impact
it
has
just
within
the
state
as
well.
J
Finally,
on
to
the
third
objective
for
the
presentation-
and
that
is
Inland
Intermodal
Port
development
on
the
screen-
is
a
picture
of
the
world's
largest
Inland
Intermodal
Port,
it's
located
in
duesburg
Germany.
This
is
also
the
number
10
by
annual
volumes
container
port
in
all
of
the
European
Union,
despite
being
over
100
miles
from
the
nearest
ocean
and
what
they
have
here.
What
makes
it
so
special
is
seamless,
interchange
of
containers
across
all
modes
of
transportation,
so
rail
to
truck
truck
to
rail
and
then
to
the
to
the
riverways
as
well.
J
J
This
is
a
photo
from
the
port
of
Basel
Switzerland
on
the
Rhine
River,
further
Inland
from
duesburg,
but
similar
story
slightly
smaller
scale
than
what's
in
duesburg.
You
have
seamless,
interchange
of
containers
across
all
modes.
The
the
shippers
in
the
the
the
Swiss
economy
have
multiple
options
thanks
to
this
port
and
keep
in
mind
that
neither
duesburg
nor
Basel
are
located
at
the
Confluence
of
Four.
Rivers
duesburg
has
the
Rhine
River
and
the
rural
River
Confluence
Basel
is
just
located
on
the
Rhine
River,
there's
no
major,
interchange
or
connection
of
two
river
systems.
J
J
Mr
Wright
mentioned
the
the
Panama
Canal.
It
was
expanded
several
years
ago,
larger
container
ships
can
now
Transit
through
the
canal.
More
containers
than
ever
are
reaching
U.S
Shores
Mr
Wright
also
mentioned
that
you
know
container
on
Barge
has
been
somewhat
of
a
flight
of
fancy
for
several
years,
but
I'm
happy
to
to
report
that
you
know
during
all
of
the
turmoil
of
the
pandemic
and
all
of
the
issues
with
the
international
supply
chain
that
occurred.
J
J
A
Okay,
do
have
a
question:
Senator
wheeler.
K
Thank
you,
Mr
chairman
and
I
found
this
to
be
a
very
interesting
presentation.
My
late
grandfather,
my
mother's
side,
worked
his
entire
life
on
the
river.
In
fact,
I
think
he
worked
contractor
for
your
company
under
Mr
Jones
back
in
the
Nelson
Jones
back
in
the
70s
and
and
80s.
K
So
absolutely
to
what
extent
you
know
in
Eastern,
Kentucky
we've
we've
dealt
with
a
lot
of
flooding
recently,
and
one
of
the
issues
that
has
been
brought
up
by
a
lot
of
constituents
is
the
fact
that
a
lot
of
federal
regulations
prevent
dredging
of
the
creeks
and
streams
as
a
mitigation
measure.
To
what
extent
does
that
impact
the
intercoastal
transport?
Do
you
see
similar
frustrations
by
some
of
the
environmental
agencies
on
the
inland
waterways.
J
There
are
certainly
regulatory
hurdles
that
we
have
to
navigate,
whether
it's
installing
a
fleet
of
barges,
whether
it's
requesting
that
the
channel
be
dredged
and
I.
Believe
someone
in
the
prior
presentation
mentioned
that
the
core
is
working
to
try
and
keep
a
navigable
channel
of
some
sort
open
right
now
that
if
that
is
the
case
yeah,
so
we
do
have
to
understand
and
and
have
Partnerships
with
multiple
agencies.
I
won't
go
so
far
as
to
say
that
it
hinders
us,
but
it's
something
you
know
we
have
a
large
back
office
presence
and
I.
J
A
All
right,
representative,
Bridges.
L
Thank
you,
Mr
chairman
Mr
Brown,
it's
good
to
have
you
today.
We
appreciate
you
coming
down
and
I
want
to.
Personally.
Thank
you
for
all
that
your
company
does
in
the
Paducah
area.
I
represent
Paducah
and
got
several
I've
been
told.
It's
probably
one
of
the
largest
concentrations
of
river
industry
offices
in
in
the
United
States,
and
we
appreciate
all
you
do
in
your
industry.
It's
funny.
You
mentioned
the
Jones
act,
because
some
of
the
local
guys
have
been
working
with
me
and
we've.
L
L
J
Sure
and
I
don't
mean
to
sound
alarmist
or
too
dramatic,
but
we
really
are
almost
at
a
day-to-day
point
right
now.
If
you
look
at
the
the
NOAA,
hydrographs
I
believe
the
the
main
gauge
that
you
look
at
near
Memphis
got
to
about
negative
10
feet
during
the
1988
drought.
We're
there
right
now
and
if
you
look
at
what
the
next
two
weeks
look
like,
it
takes
us
into
negative
11..
J
J
All
it
takes
is
one
toe
that
runs
the
ground
and
a
terrible
strategic
location,
and
it
shuts
down
the
channel
for
days
so
there's
a
lot
of
coordination
amongst
competitors
and
and
with
our
industry,
Partners
the
core
and
and
the
the
Coast
Guard
to
try
and
keep
things
moving
right
now,
but
yeah
it's
hard
to
say
what
it
looks
like
Beyond
a
couple
weeks.
The
forecasts
don't
look
great,
but
we're
just
hopeful
that
there's
some
significant
rain.
You
know
Beyond
two
weeks
got.
L
One
more
question:
Mr
chair
one
other
thing:
you
you
talking
about
the
container
shipments
and
things
I
know:
Paducah
is
a
trade
free
zone
and
we
do
have
I
know.
We've
spent
several
million
dollars
on
a
crane
and
stuff
at
one
of
the
ports
there
I,
just
if
you
could
exp
or
if
you're
familiar
with
the
trade
free
zones.
If
you
could
explain
to
the
members
what
what
what
the
benefits
are
of
that,
if
you
don't
mind
just
briefly
I
know:
I'm
putting
you
on
the
spot
and
I
apologize
for
that.
J
I'll
do
my
best.
I
won't
pretend
to
be
an
expert
on
free
trade
zones.
My
understanding,
though,
is
because
it
is
a
designated
Zone,
those
who
are
bringing
in
Goods
that
would
otherwise
be
subject
to
some
type
of
tariff
or
duty,
if
there's
some
amount
of
processing
that
occurs
here
in
the
States
before
re-export,
they're
able
to
take
advantage
and
not
have
to
pay
the
full
measure
of
Duty,
so
yeah
there's
there's
an
advantage.
J
There
I
certainly
think
the
the
Paducah
River
Port
might
be
if
you're,
trying
to
just
figure
out
a
site
for
some
some
major
Inland
Intermodal
Port
development.
That
might
be
the
place
to
do
it.
They
do
have
a
nice
crane,
but
what?
What
they're
lacking
is
sort
of
the
designated
container
handling
crane
Gantry
cranes
that
you
see
at
the
large
ports
and
we're
able
to
take
advantage
of
those
at
both
origin
and
destination
and
the
New
Orleans
area
in
Houston,
because
it's
pre-existing
infrastructure,
it
just
doesn't
exist.
Upriver
not
like
it
does
overseas.
A
H
Thank
you,
Mr,
chair,
extremely
interesting
presentation,
particularly
I
mean
I,
was
very
impressed
with
the
the
fuel
economy
you're
talking
about,
because
that
is,
you
know
a
significant
significant
I
have
a
question.
H
That's
going
to
seem
somewhat
trivial
to
you,
but
having
been
an
avid
boater,
my
entire
life
and
up
and
down
the
Ohio
river,
which
I
live
a
mile
from
how
difficult
would
it
be
to
ask
your
industry
to
put
running
lights
on
your
barges
to
avoid,
particularly
if
we're
going
to
increase
Inland
barge
traffic
in
this
date
to
avoid
accidents
with
boats,
which,
unfortunately
I
get
to
be
the
recipient
of
when
I'm
at
the
hospital
and
have
you
know,
come
in
very
close
calls
many
times
in
my
life
with
barges
at
night
that
you
literally
can
not
see.
D
Thank
you,
Mr
chairman
the
earlier
presentations
of
yours.
We
keep
hearing
funding,
did
I
catch
the
tell-in,
that
the
fundings
is
needed
for
the
equipment
or
the
ability
to
load
and
unload
barges.
Is
that
what
we're
missing
and
in
Western
Kentucky
I
I
apologize,
I'm,
not
I've,
drove
by
Jacksonville
and
seen
ports
in
Jacksonville,
which
is
a
large
large
distribution
area.
D
But
so
could
you
touch
on
what
the
funding,
maybe
the
lack
of
funding,
has
been
and
what
is
needed
to
and
then
at
the
tail
end,
if
you
could
tell,
is
there
a
revenue
cycle
that
comes
with
it?
Do
the
barges,
pay
fees
or
is
there
a
fee
structure
on
the
income
that
would
be
coming
back
or
how
that
that's
structured
sure.
J
I'm
sure
there
are
multiple
ways
you
could
structure
it.
So
I'll
take
these
in
reverse
order,
but
you
know
I,
don't
think
it's
uncommon
in
a
lot
of
these
ports,
both
domestic
and
international,
to
have
some
sort
of
throughput
fee
that
you
assess
on
a
per
unit
basis,
so
that
may
be
a
way
to
derive
or
peel
off
a
revenue
stream.
My
understanding
is
what
what
would
I
guess,
a
starting
point
for
container
on
Barge
operations
in
Western
Kentucky
would
be
a
designated
Gantry
train.
J
A
crane
excuse
me,
there's
also
a
piece
of
equipment
called
a
reach
stacker,
which
I
believe
allows
containers
to
be
stacked
in
a
yard
or
to
be
transferred
from
ground
to
either
truck
chassis
or
to
a
rail
car.
But
just
some
of
these
designated
container
handling
pieces
of
equipment
would
be
a
good
step
in
the
in
the
right
direction.
D
Let's
just
follow
up
Mr
chairman,
so
would
your
company
I
mean
I?
Take
it
as
a
large
company?
Is
that
something
that
you
can
see,
given
a
commitment
to
Kentucky
that
you're,
the
business
will
be
there
if
the
investment
is?
Is
that
something
that
your
company
would
entertain?
Looking
at?
As
far
as
the
group
asking
you
know,
what
you're
asking
for
is
infrastructure
with
the
infrastructure
in
place?
Is
that
something
that
your
company
could
look
at
as
far
as
saying
this
will
be
the
increase
in
usage?
If
this
happens.
J
I
think
if
we
had
a
better
idea
of
what
the
infrastructure
would
be,
we
could
take
that
to
our
existing
customer
base,
who,
as
I
mentioned,
are
looking
for
novel
solutions
to
some
of
the
bottlenecks
they've
encountered
on
the
the
coastal
ports
and
then
try
to
develop
long-term
commitments.
That
way.
A
Okay,
thank
you
very
interesting
presentations
on
both
sides
today,
and
we
appreciate
appreciate
you
all
being
here:
we've
been
we'll
switch
up
just
a
little
bit,
we've
been
rolling
on
the
river
and
now
we're
going
to
switch
gears
and
and
start
talking
about
some
autonomous
vehicles
going
from
from
the
rivers
to
the
land.
A
M
There
we
go
thank
you,
Arlen
Upshaw,
I'm
counsel,
to
the
autonomous
vehicle
industry,
Association
I'm,
also
an
attorney
at
the
law.
Firm
Venable.
Thank
you
for
having
me
here
today.
I'll
jump
right
in
I
know.
We
have
more
limited
time
so
I'm
going
to
primarily
discuss
today
a
little
bit
about
what
autonomous
vehicles
are
and
look
more
into
the
legal
landscape,
as
well
as
an
overview
of
the
proposed
AV
legislation.
Just
a
note
on
that
at
the
outset,
I'll
go
into
more
detail
later,
but
the
proposed
AV
legislation
is
a
simple
construct.
M
It's
really
based
on
three
conditions.
In
order
for
an
autonomous
vehicle,
a
driverless
vehicle
to
operate
on
the
roads
without
a
human
driver,
it
has
to
meet,
what's
called
a
minimal
risk
condition
in
the
event
of
a
system
failure,
it
has
to
be
capable
of
compliance
with
all
applicable
traffic
and
safety
laws,
and
it
has
to
be
certified
to
be
in
compliance
with
all
federal
safety
standards.
So
with
that
in
mind,
I'm
going
to
move
on
and
just
give
a
brief
overview
of
what
at
the
autonomous
vehicle
industry
Association
is
via
was
formed
in
2016..
M
M
I
think
when
we
talk
about
autonomous
vehicles,
it's
helpful
to
have
a
little
bit
of
background
on
the
levels
of
automation.
There
are
six
levels
of
automation.
I
know
this
gets
a
little
bit
into
the
weeds
here,
so
I
won't
go
too
deep,
but
an
autonomous
vehicle
is
a
level
four
or
five
vehicle,
as
defined
by
the
SAE
j3016
standard.
It's
a
widely
used
industry
standard.
M
An
AV
is
what's
called
these
level
four
or
level
five
vehicles.
That
means
that
the
human
driver
does
not
play
an
active
role
in
the
dynamic
driving
task.
That
contrasts
with
some
of
these
lower
levels
of
automation,
where
the
driver
does
play
an
active
role,
has
to
be
monitoring
and
does
play
an
active
role
in
driving.
So
one
other
distinguishing
factor
is
that
with
autonomous
vehicles,
they're
not
currently
available
for
Consumer
purchase.
M
I'll
talk
in
a
moment
about
what
the
various
use
cases
are,
but
when
it
comes
to
these
lower
levels
of
automation,
they're
called
driver
assistance
Technologies,
and
you
might
have
seen
the
Tesla
autopilot.
That
is,
a
driver,
assistance
technology.
More
of
the
level
two
automation
those
are
available
for
Consumer
purchase.
You
might
have
seen
the
ads
for
them,
but
those
are
not
autonomous
vehicles.
M
So
what
how
are
AVS
used
in
practice
a
lot
of
different
ways?
One
of
them
is
Goods
delivery.
You
can
see
on
the
second
picture
here,
that's
a
neuro
vehicle,
that's
a
member
of
Avia
and
they
primarily
provide
Goods
delivery
services,
so
grocery
delivery
and
things
like
that
they
are
not
intended
to
be
operated
by
a
person
at
all.
So
there's
no
person
in
the
vehicle.
They
are
completely
redesigned
from
what
we
think
of
as
standard
vehicles,
but
there's
other
use
cases
as
well.
There's
shuttle
services,
autonomous,
Trucking
and
then
passenger
ride.
M
Hailing
services
are
some
common
ones
that
we
see
operating
on
the
roads
today
and
then
also
just
a
note
here.
I
think
you
might
have
seen
those
little
robot
sidewalk
robot
devices
around
those
are
actually
called
personal
delivery
devices
they're,
not
autonomous
vehicles.
Even
though
a
driver
is
not
required
in
in
those
Vehicles
either
they
are
regulated
slightly
differently
and
they're
smaller.
M
So,
just
a
note
on
that,
a
little
bit
into
the
the
benefits
of
AVS
I
think
when
we
envision
a
future
with
widespread
deployment
of
autonomous
vehicles,
it's
hard
not
to
talk
about
the
enormous
safety
benefits
in
2021.
The
U.S
Department
of
Transportation
said
that
43
nearly
43
000
fatalities
occurred
on
U.S
roads.
M
This
was
I,
believe
an
11
increase
from
2020
and
a
16-year
high
I
think
we
have
become
accustomed
to
these
numbers
and
have
forgotten
that
it
doesn't
have
to
be
this
way.
In
contrast,
AVS
do
not
have
a
human
vehicle
in
them
and
they
do
not
drive
drunk
because
they
don't
text
while
driving
and
they
don't
fall
asleep
at
the
wheel.
These
are
all
major
contributors
to
crashes
on
our
roads
today
and
then
I
think
also
here
it
might
be
worth
just
mentioning
what
the
AV
technology
is.
M
It's
based
on
the
uses
in
an
automated
driving
system.
It's
an
ads.
It's
been
tested
and
deployed
in
various
contexts
for
over
a
decade
now
through
computer
simulations
through
track
tests
and
on-road
testing
as
well.
So
these
are
not
new
and
they've
been
tested
for
a
long
time.
Millions
of
miles
one
other
benefit
of
AVS
is
the
increased
mobility
and
transportation
options
for
all
residents.
M
M
So
I'll
turn
now
to
a
quick
overview
of
the
legal
landscape.
I
won't
go
into
detail
again
here,
but
autonomous
vehicles
like
traditional
Motor
Vehicles,
are
regulated
by
this
dual
regulatory
structure.
The
federal
government
is
responsible
for
oversight.
Administering
safety
standards
and
AVS
are
subject
to
these
safety
standards
in
the
same
way
that
traditional
Motor
Vehicles
are
subject
to
certain
exemptions
that
they
can
apply
for
from.
M
The
federal
government
states,
on
the
other
hand,
are
responsible
for
regulating
AV
operation
things
like
licensing
registration
insurance
and
traffic
enforcement,
as
I'll
show
on
the
next
slide.
A
majority
of
U.S
states
do
expressly
authorize
AV
operation
and
there
are
some
common
requirements
across
states
which
are
included
in
the
proposed
AV
legislation.
M
As
you
can
see
here,
majority
of
States
really
do
expressly
authorize
the
ability
of
AVS
to
deploy
without
a
human
driver
on
board
a
more
limited
number
of
states
authorize
the
ability
to
test
and
then,
as
you
can
see,
Kentucky
is
silent
on
AV
operation,
but,
given
its
centrality,
I
do
think.
There's
a
big
opportunity
for
Kentucky
and
AVS
in
the
state
to
bridge
Geographic
gaps.
M
I
think
more
to
that
point,
AVS
really
tend
to
Cluster.
Av
companies
tend
to
Cluster
in
the
states
where
the
environment
allows
them
to
operate
it's
hard,
given
the
resources
involved
in
deploying
to
scale
operations
when
the
environment
isn't
necessarily
friendly.
So
this
Patrick
of
state
laws
has
has
led
to
AV
companies.
M
A
state
framework
authorizing
AV
deployment
would
help
bring
all
of
these
benefits
that
we
just
discussed
and
also
support
Kentucky's
competitiveness,
as
surrounding
states
do
enact
these
laws
particularly
I,
think
in
advanced
manufacturing
and
bridging
those
Geographic
gaps.
As
I
mentioned,
improving
the
movement
of
goods
across
country
that
80
trucks
especially
can
help
I'm
going
to
go
into
a
more
detail
now
overview
of
the.
What
the
legislation
would
do.
M
This
again
is
a
bit
technical,
but
I
I
think
it's
important
to
kind
of
touch
on
just
because
the
bulk
of
what
you'll
see
in
the
legislation
is
definite
definitional
based
on
the
SAE
j3016
standard
I
want
to
introduce
that
just
a
few
key
phrases
and
Concepts
here,
the
automated
driving
system
or
the
ads
is
the
system
that's
capable
of
Performing
the
dynamic
driving
task.
That's
essentially,
all
of
the
functions
required
to
operate
the
vehicle.
M
The
ads
is
specifically
designed
to
function
within
a
given
operational
design
domain
or
the
odd
another
fun
acronym.
This
can
be,
for
example,
a
specific
geofence
area
or
weather
conditions,
or
the
conditions
under
which
the
80
can
operate,
and
importantly,
like
I
mentioned,
an
AV
must
be
capable
of
achieving,
what's
called
a
minimal
risk
condition,
that's
a
state
to
which
the
AV
is
brought
safely
in
the
event
of
a
system.
Failure.
M
This
would
not
prevent,
for
example,
a
human
driver
from
also
operating
if
the
autonomous
vehicle
is
designed
to
accommodate
both,
but
it
would
require
these
conditions
to
be
met
before
a
human
driver
is
removed
from
the
vehicle,
and
it
would
also
touch
on
a
few
other
requirements.
These
are
fairly
common
across
the
states
that
authorize
autonomous
vehicles.
It
would
provide
that
the
operator
of
the
vehicle
is
the
automated
driving
system,
which
is
the
suite
of
sensors
and
lidar
radar
cameras.
M
Everything
like
that
in
addition
to
the
Computing
system,
that
would
be
the
operator
of
the
vehicle.
The
AV
legislation
would
also
require
proper
titling
and
registration
same
as
traditional
Motor
Vehicles,
as
well
as
proof
of
insurance
in
compliance
with
state
law.
Duties
following
crashes
would
be
similar
to
traditional
Motor
Vehicles,
where
AVS
would
be
required
to
abide
by
crash
requirements
imposed
on
these
other
vehicles
and
Report
accidents
consistent
with
state
law
and
then
a
law
enforcement
interaction
plan
is
something
that's
also
commonly
used.
M
This
varies
a
bit
by
company,
but
there
are
certain
requirements
that
would
need
to
be
included
in
this
plan,
such
as
how
to
communicate
with
a
fleet
support
specialist,
how
to
remove
the
AV
from
a
roadway
in
the
event
of,
for
example,
an
emergency
and
then
how
to
recognize
whether
the
AV
is
in
autonomous
mode.
This
would
be
provided
to
the
transportation
cabinet,
and
you
know,
Law
Enforcement
Officers
would
have
the
ability
to
see
that,
if
needed
with
that
I'm
happy
to
answer
any
questions.
M
My
contact
information
is
here,
but
I'm
certainly
happy
to
answer
any
questions
on
autonomous
vehicles.
Right
now,.
A
D
Thank
you,
Mr,
chairman
and
now
I'm
glad
for
your
presentation.
Today.
I
got
just
a
couple
questions
when
you
say
that
it'll
decrease
the
cost
of
the
goods
you've
got,
65
percent
of
the
consumer,
goods
are
brought
and
the
decrease
in
the
operating
costs
are
going
to
be
45
percent.
M
No
I
believe
that
study
in
particular
was
based
on
removing
the
driver
from
autonomous
Trucking
in
particular.
So
when
we
think
about
the
movement
of
goods
across
the
country,
it's
much
more
efficient
to
not
have
a
driver.
That
has
you
know
the
human
limitations
of
stopping
and
compliance
with
hours
of
service
regulations,
for
example
under
the
US
government
regulatory
structure.
So
they
would
be
much
faster
and
it
would
help
decrease
the
cost
of
goods
associated
with
increased
efficiency
and
speed,
and
things
like
that.
M
But
I'm
happy
to
pull
up
the
that
specific
study,
though,
if
that
would
be
helpful.
D
And
one
other
Mr
chairman,
if
I
may,
certainly
as
as
a
lawyer,
it
says
also
here
that
AVS
would
be
required
to
abide
by
crash
requirements
imposed
by
other
vehicles
and
says
well,
if
they're,
all
just
operated
without
a
human
being,
it's
going
to
be
solely
from
the
electronic
stuff
in
the
vehicle
is
going
to
be.
What's
going
to
be
considered.
M
Right,
so
what
would
happen
in
the
event
of
a
crash
is
essentially
they're
designed
to
contact
a
fleet
support
specialist.
The
AV
is
designed
to
know
when
an
accident
occurs
or
when
something
happens,
and
it
has
to
pull
over
to
the
side
of
a
road
such
as
like.
If
it
were
pulled
over
by
law
enforcement
officers,
it
would
pull
over
to
the
side
of
the
road
and
automatically
contact
the
fleet
support
specialist
to
speak
with
the
law
enforcement
officer
in
the
event
of
an
accident.
D
M
Yes,
so
it
autonomous
vehicles
would
be
required
to
do
all
of
the
same.
You
know
things
administrative
things
like
that
that
currently
vehicles
have
to
do
and
it
would
be
taxed
in
the
same
way
and
subject
to
all
those
same
operational
requirements
with
the
exception
that,
if
there's
something
specific
that
a
human
driver
has
to
do,
it
would
be
Exempted
under
the
proposed
AV
legislation,
but
that's
more
of
an
administrative
matter,
because
there
is,
if
there
is
no
driver.
D
A
C
C
M
Thank
you
for
the
question.
It's
really
I
think
I'm
part
about
EVs
and
AV
Trucking
they're,
really
they're,
designed
to
drive
and
drive
better
than
really
a
human
driver.
Can
they've
developed
these
AVS
to
undergo
simulation
and
experiences
for
over
a
Dozen
Years,
really
that
have
calculated
what
needs
to
happen
in
any
given
scenario.
So
it's
likely
under
or
likely
experienced
a
given
scenario
that
it
faces
on
the
roads,
and
that
includes
things
like
weight
and
some
of
those
you
know
like
what
the
specific
design
aspects
of
the
vehicle
itself.
Okay,.
A
Saying
that
I
just
thank
you
for
your
presentation.
I,
these
autonomous
vehicles,
electric
vehicles
are
just
it's
amazing
to
see
the
technology
you
know
35
years
ago.
You
know
a
cell
phone
was,
you
know,
just
starting
to
come
around
and
and
we've
had
all
this
regulation.
You
know
around
cell
phones
and
cell
phone
usage
and
stuff
and
I
see.
This
is
the
same
way.
You
know
it's.
Cell
phones
are
just
secondary
to
the
to
our
lives.
Now,
and
you
know,
in
a
few
years
I
think
autonomous
vehicles
are
going
to
be
kind
of
secondary.
A
A
All
right
next
step
on
the
agenda
is
consideration
of
a
referred
administrative
reg.
We've
got
Kyle
Ray
here
from
the
office
of
the
legal
services.
If
there
are
any
questions
concerning
the
reg,
this
is
something
that
we
do
not
have
to
take
a
vote
on.
So
does
anyone
have
any
questions
concerning
the
reg
it
has
to
do
with
regarding
vegetation
management.
A
Right
just
want
to
thank
everybody
for
their
attendance
today.
We've
got
a
very
quick
turnaround
for
our
next
meeting,
which
will
be
in
November
the
1st
at
1
pm
here
in
room
149.
there
being
no
further
business.
We
do
not
stand.