DOCSLIB.ORG

Gulf of Mexic O

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

316 ¢ U.S. Coast Pilot 5, Chapter 7 Chapter 5, Pilot Coast U.S. Chart Coverage in Coast Pilot 5—Chapter 7 89°30'W 89°W 88°30'W 88°W 87°30'W NOAA’s Online Interactive Chart Catalog has complete chart coverage Mobile http://www.charts.noaa.gov/InteractiveCatalog/nrnc.shtml ALABAMA 90°30'W 90°W MISSISSIPPI P E A 11380 R 30°30'N L OUISIANA L R I Biloxi V 11372 E Gulfport R 11369 Pascagoula ST. LOUIS BAY MOBILE BAY LAKE MAUREPAS MISSISSIPPI SOUND 11375 11374 LAKE PONCHARTRAIN 11377 11376 New Orleans 11363 30°N 11371 Chandeleur Islands CHANDELEUR SOUND M I S S I 11353 S S I P P I 29°30'N R I V E R BARATARIA BAY BRETON SOUND 11364 GULF OF MEXICO PASS A LOUTRE 29°N SOUTH PASS SOUTHWEST PASS 11361 19 SEP2021 19 SEP 2021 U.S. Coast Pilot 5, Chapter 7 ¢ 317 Mobile Bay to Mississippi River (1) This chapter describes the coasts of Alabama, normal and 15 inches of rain. Of all the storms that Mississippi and Louisiana bordering the Gulf of have affected this coast, about 45 percent occurred in Mexico from Mobile Bay to the Mississippi River and September; about one-half of these were hurricanes. the numerous bodies of water emptying into the Gulf, Most tropical cyclones approach from southeast through including Breton Bay, Mobile Bay, Mississippi Sound, southwest. The two most devastating storms to hit this Lake Borgne, Lake Pontchartrain, Chandeleur Sound, coast in recent years were hurricanes Katrina, in August Breton Sound and their tributaries. Also discussed are 2005, and Ivan, in September 2004. Mobile, Pascagoula, Biloxi, and Gulfport and other (9) smaller ports and landings. ENCs - US5AL1AM, US4AL11M, US5AL11M, US- (2) The Intracoastal Waterway for this section of the 4AL12M, US5AL12M coast is described in chapter 12. Charts - 11376, 11378 (3) COLREGS Demarcation Lines (10) Mobile Bay, 40 miles west of Pensacola and 90 (4) The lines established for this part of the coast are miles northeast of South Pass, Mississippi River, is the described in 33 CFR 80.815, chapter 2. approach to the city of Mobile and to the Alabama and (5) Tombigbee Rivers. The bay has depths of 7 to 12 feet Weather outside the dredged channels. The entrance is 3 miles (6) The warm, temperate climate of the coast from wide between Mobile Point on the east and Pelican Point Mobile Bay to the Mississippi River is influenced by the on the west, but most vessels will prefer to follow the Gulf of Mexico, which is partly responsible for the warm, dredged channel rather than chance passage between the humid summers and the relatively mild winters. During breakers and shoals that extend 4 miles south on both spring and summer, the Bermuda High generates moist sides. southeast to south winds that keep the temperatures cooler (11) than those farther inland and also aids in thunderstorm Shipping Safety Fairways development. Cold continental air pushes far enough (12) Vessels should approach Mobile Bay through south in winter to occasionally drop temperatures below the prescribed Safety Fairways. (See 33 CFR 166.100 freezing and even produce some snow. Cold spells usually through 166.200, chapter 2.) last about 3 days. (13) (7) About 15 to 20 significant frontal systems penetrate Prominent features the Gulf of Mexico each year, bringing cool air and strong (14) The general appearance of the land is a guide to north winds. The collision of this air with the warm air to finding the entrance to Mobile Bay. For a distance of 40 south sometimes generates strong low-pressure systems. miles east of the entrance, the shore, although low, is This pattern continues until the Bermuda High begins populated with high-rise condominiums. For 50 miles to exert its influence in spring. At sea, gales blow about west of the entrance there is a chain of islands which, 1 percent of the time from November through March, although wooded in places, is generally low and bare. while waves of 8 feet or higher are encountered 4 to 6 (15) The most conspicuous landmark near the entrance is percent of the time. Fog is also a problem in winter and the 131-foot black conical tower (30°11.3'N., 88°03.0'W.), spring, particularly when warm air invades the region which was the base for the former Sand Island Light. and moves over relatively cooler water. Near shore, (16) Fort Morgan, an historic state shrine, is on Mobile visibilities drop below 2 miles from 2 to 7 percent of the Point on the east side of the entrance. The walls of time from December through April; January and March this old brick pentagon-shaped fort are conspicuous are the worst months. when approaching the entrance. Mobile Point Light (8) While tropical cyclones can affect this coast at (30°13'41"N., 88°01'27"W.), 125 feet above the water, any time, late May to early November is considered the is shown from a skeleton tower on Mobile Point. A hurricane season. A tropical cyclone (tropical storm or lighted range light (rear) is shown below and on the same hurricane) moves across this stretch of coast every other structure as Mobile Point Light. year, on the average, while the hurricane frequency is (17) The concrete gun emplacements of later fortifications about once in 5 years. Intense hurricanes can generate east of the old fort are also conspicuous. 175-knot winds, 40-foot seas, tides 10 to 25 feet above 318 ¢ U.S. Coast Pilot 5, Chapter 7 19 SEP 2021 (18) Fort Gaines, an historic landmark and museum on (See 33 CFR 166.100 through 166.200, chapter 2.) The the east end of Dauphin Island, is on the west side of the best anchorages in the lower bay for deep-draft vessels entrance. A spherical elevated tank is 2 miles west of the are found north and northwest of Mobile Point in depths fort. ranging from 20 to 45 feet with excellent holding ground. (19) This anchorage is secure, but during a norther a short COLREGS Demarcation Lines heavy choppy sea is raised that may be uncomfortable (20) The lines established for Mobile Bay are described for small vessels. A circular explosives anchorage in 33 CFR 80.815, chapter 2. is just north of Mobile Point. (See 33 CFR 110.1 and 110.194, chapter 2, for limits and regulations.) A general (21) anchorage for unmanned and other nondescript vessels Channels is near Cedar Point. (See 33 CFR 110.1 and 110.194a, (22) Main Ship Channel leads from the Gulf and across chapter 2, for limits and regulations.) the bar, just west of Mobile Point—federal project depth (30) Vessels are not permitted to anchor in the Bar is 47 feet. (See Notice to Mariners and latest editions of Channel, Mobile Bay Channel or Mobile River Channel. charts for controlling depths.) The channel is marked by (31) In emergencies, light-draft vessels can anchor in lighted buoys and a 020.7° lighted range on Mobile Point. Mobile River above Cochrane (U.S. Route 90) highway The rear range light is on the same structure and below bridge with permission of the harbormaster. Mobile Point Light. The wreck of the MAGNOLIA is on (32) Small boats sometimes anchor north and east of the east side of the channel, 0.7 mile southwest of Mobile Fort Morgan in Navy Cove. Several piles and other Point. obstructions are in this locality. (23) From west, boats drawing up to 6 feet can enter Mobile Bay via Pelican Bay. Local knowledge is (33) necessary, owing to the shifting character of the bottom. Dangers The best water can be found by passing to the south of (34) The wreck of the Civil War vessel TECUMSEH Dauphin Island Spit before shaping a course north into is north of Mobile Point Light in 30°13'47.5"N., Mobile Bay. 88°01'37.5"W. The wreck is marked by a buoy. The vessel (24) Mobile Bay Channel extends from the lower is reported to be in an unstable condition, and ammunition anchorage off Fort Morgan through Mobile Bay to and powder aboard the wreck could be detonated if the Mobile river. The federal project depth is 45 feet to and vessel shifts. Mariners are cautioned not to anchor in in a turning basin off Magazine Point at the head of the area of the buoy and to reduce speed producing as Mobile Ship Channel. Although the channel is subject little wake as possible when transiting Mobile Channel to shoaling, the project depth is generally maintained. between Buoys 15 and 17. For detailed channel information and minimum depths as reported by the U.S. Army Corps of Engineers (USACE), (35) A nearly continuous spoil bank extends along either use NOAA Electronic Navigational Charts. Surveys and side of the bay channel from just inside Mobile Bay channel condition reports are available through a USACE entrance to the mouth of Mobile River. Through these hydrographic survey website listed in Appendix A.The spoil banks are several charted openings for passage to channel is well marked with lighted ranges, lights and various points in Mobile Bay. lighted and unlighted buoys. (36) (25) Fish havens Caution (37) Fish havens, consisting of concrete pipe, lie within a (26) The Coast Guard advises vessels exercise particular 3.5-mile-square area that extends offshore from 2.7 miles caution where the channel intersects the Intracoastal to 6.2 miles east of Mobile Point.
Recommended publications
  • 2019 Annual Report $2B

    2019 Annual Report $2B

    2019 ANNUAL REPORT HUNTINGTON INGALLS INDUSTRIES INGALLS INDUSTRIES HUNTINGTON 2019 annual RE P ort $2B HII HAS INVESTED NEARLY $2 BILLION IN CAPITAL EXPENDITURES OVER THE PAST FIVE YEARS AT ITS INGALLS AND NEWPORT NEWS SHIPBUILDING FACILITIES TO IMPROVE EFFICIENCIES AND AFFORDABILITY ACROSS THE ENTERPRISE. Ingalls Shipbuilding, in Pascagoula, Mississippi, is the largest supplier of U.S. Navy surface combatants. HUNTINGTON INGALLS INDUSTRIES Huntington Ingalls Industries is America’s largest military shipbuilding company and a provider of professional services to partners in government and industry. For more than a century, HII’s Newport News and Ingalls shipbuilding divisions in Virginia and Mississippi have built more ships in more ship classes than any other U.S. naval shipbuilder. HII’s Technical Solutions division supports national security missions around the globe with unmanned systems, defense and federal solutions, nuclear and environmental services, and fleet sustainment. Headquartered in Newport News, Virginia, HII employs more than 42,000 people operating both domestically and internationally. Cover Image: Newport News Shipbuilding delivered USS Delaware (SSN 791) to the U.S. Navy in 2019. FINANCIAL OPERATING RESULTS ($ in millions, except per share amounts) 2019 2018 2017 2016 2015 Sales and Service Revenues $ 8,899 $ 8,176 $ 7,441 $ 7,068 $ 7,020 Operating Income 736 951 881 876 774 Operating Margin 8.3 % 11.6 % 11.8 % 12.4 % 11.0 % (1) Adjusted Segment Operating Income 660 663 688 715 769 Adjusted Segment Operating Margin (1) 7.4 % 8.1 % 9.2 % 10.1 % 11.0 % Diluted EPS 13.26 19.09 10.46 12.14 8.36 (2) Adjusted Diluted EPS 14.01 19.09 12.14 12.14 10.55 Net Cash Provided by Operating Activities 896 914 814 822 861 (1)Adjusted Segment Operating Income and Adjusted Segment Operating Margin are non-GAAP financial measures that exclude the operating FAS/CAS adjustment, non-current state income taxes, goodwill impairment charges and purchased intangibles impairment charges.
  • Aerial Rapid Assessment of Hurricane Damages to Northern Gulf Coastal Habitats

    Aerial Rapid Assessment of Hurricane Damages to Northern Gulf Coastal Habitats

    8786 ReportScience Title and the Storms: the USGS Response to the Hurricanes of 2005 Chapter Five: Landscape5 Changes The hurricanes of 2005 greatly changed the landscape of the Gulf Coast. The following articles document the initial damage assessment from coastal Alabama to Texas; the change of 217 mi2 of coastal Louisiana to water after Katrina and Rita; estuarine damage to barrier islands of the central Gulf Coast, especially Dauphin Island, Ala., and the Chandeleur Islands, La.; erosion of beaches of western Louisiana after Rita; and the damages and loss of floodplain forest of the Pearl River Basin. Aerial Rapid Assessment of Hurricane Damages to Northern Gulf Coastal Habitats By Thomas C. Michot, Christopher J. Wells, and Paul C. Chadwick Hurricane Katrina made landfall in southeast Louisiana on August 29, 2005, and Hurricane Rita made landfall in southwest Louisiana on September 24, 2005. Scientists from the U.S. Geological Survey (USGS) flew aerial surveys to assess damages to natural resources and to lands owned and managed by the U.S. Department of the Interior and other agencies. Flights were made on eight dates from August Introduction 27 through October 4, including one pre-Katrina, three post-Katrina, The USGS National Wetlands and four post-Rita surveys. The Research Center (NWRC) has a geographic area surveyed history of conducting aerial rapid- extended from Galveston, response surveys to assess Tex., to Gulf Shores, hurricane damages along the Ala., and from the Gulf coastal areas of the Gulf of of Mexico shoreline Mexico and Caribbean inland 5–75 mi Sea. Posthurricane (8–121 km).
  • USCGC Glacier (WAGB-4)

    USCGC Glacier (WAGB-4)

    NATIONAL REGISTER ELIGIBILITY ASSESSMENT VESSEL: USS Glacier (AGB-4) USCGC Glacier (WAGB-4) USCGC Glacier underway circa 1966-1972. Photo courtesy of U.S. Coast Guard. The icebreaker Glacier. Vessel History The former U.S. Coast Guard Cutter Glacier is an oceangoing icebreaker that was originally designed and constructed for the U.S. Navy in the mid-1950s. In 1966, Glacier was transferred to the Coast Guard. Ingalls Shipbuilding in Pascagoula, Mississippi began constructing the icebreaker in August 1953 and delivered the ship to the U.S. Navy in May 1955. It was named for Glacier Bay, Alaska, and was the fourth ship to carry this name. After its initial shakedown cruise, Glacier sailed from its homeport of Boston, Massachusetts as Admiral Richard E. Byrd’s flagship bound for the Antarctic as part of Operation Deep Freeze I1 in late 1955. It reached the 1 Operation Deep Freeze I was the codename for a series of scientific expeditions to Antarctica in 1955-56. The impetus behind the expeditions was the International Geophysical Year 1957-58. IGY was a collaborative effort of 40 nations to study the North and South Poles and points in between. Their goal was to advance knowledge of Antarctic hydrography and weather systems, glacial movements, and marine life. The U.S. Navy was charged with supporting the U.S. scientists for their portion of the IGY studies. 2 Ross Ice Pack in December where it smashed through thick ice “carving” out a harbor in Kainan Bay for ships delivering materials, supplies, and labor for the construction of Little America V.2 After clearing a channel and leading a group of ships to Kainan Bay, Glacier headed toward the Ross Ice Shelf to assist in the construction of a naval air station at McMurdo Sound.
  • Policy Jolts in U.S. Arms Transfers: the Post Cold War Security Environment Jane Misheloff Dissertation Submitted to the Facult

    Policy Jolts in U.S. Arms Transfers: the Post Cold War Security Environment Jane Misheloff Dissertation Submitted to the Facult

    Policy Jolts in U.S. Arms Transfers: The Post Cold War Security Environment Jane Misheloff Dissertation Submitted to the Faculty of Virginia Polytechnic Institute and State University in Partial Fulfillment of the requirements for a Degree of Doctor of Philosophy in Public Administration and Policy Philip S. Kronenberg, Chair Sumner Benson Edward M. Kaitz Orion F. White James F. Wolf May 1999 Falls Church, Virginia Keywords: Conventional Arms Exports, Transfers Copyright 1999, Jane Misheloff Policy Jolts in U.S. Arms Transfers: The Post Cold War Security Environment Jane Misheloff (ABSTRACT) This research addresses the subject of conventional arms transfers in the Post Cold War Era. ("Conventional arms" herein are defined as high cost, state-of-the-art weapons systems in aerospace, land vehicles, missiles and naval vessels. ") The rapid and startling changes in the international political environment that took place in the late 1980's forced the U.S. and her Western Allies to reexamine their national defense budgets. The Bush Administration responded to the situation with new policy initiatives or "jolts" that aligned the annual U.S. Department of Defense's budget with Post Cold War realities. (A "jolt" is defined here as a sudden "shock" to a system that has the potential to alter radically one or more of its established structural components or behavioral patterns.) The word "jolt" is specifically used because while the policies reducing force strength and decreasing defense spending had been introduced on earlier occasions since the end of World War II, these particular jolts were driven by different circumstances than previous drawdowns. The Cold War that had dominated and shaped international affairs was over; the Post Cold War era promised to be a radical departure from the 50-year long status quo.
  • Military Transformation and the Defense Industry After Next

    Military Transformation and the Defense Industry After Next

    U.S. Naval War College U.S. Naval War College Digital Commons Newport Papers Special Collections 2003 Military Transformation and the Defense Industry after Next Peter J. Dombrowski Eugene Gholz Andrew L. Ross Follow this and additional works at: https://digital-commons.usnwc.edu/usnwc-newport-papers Recommended Citation Dombrowski, Peter J.; Gholz, Eugene; and L., Andrew Ross, "Military Transformation and the Defense Industry after Next" (2003). Newport Papers. 17. https://digital-commons.usnwc.edu/usnwc-newport-papers/17 This Book is brought to you for free and open access by the Special Collections at U.S. Naval War College Digital Commons. It has been accepted for inclusion in Newport Papers by an authorized administrator of U.S. Naval War College Digital Commons. For more information, please contact [email protected]. Cover This perspective aerial view of Newport, Rhode Island, drawn and published by Galt & Hoy of New York, circa 1878, is found in the American Memory Online Map Collections: 1500–2003, of the Library of Congress Geography and Map Division, Washington, D.C. The map may be viewed at http://hdl.loc.gov/ loc.gmd/g3774n.pm008790 Military Transformation and the Defense Industry after Next The Defense Industrial Implications of Network-Centric Warfare Peter J. Dombrowski Eugene Gholz Andrew L. Ross NAVAL WAR COLLEGE 686 Cushing Road Newport, Rhode Island 02841-1207 Library of Congress Cataloging-in-Publication Data Dombrowski, Peter J., 1963– Military transformation and the defense industry after next: the defense industrial implications of network-centric warfare / Peter J. Dombrowski, Eugene Gholz, Andrew L. Ross. p.
  • Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress

    Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress

    Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress September 16, 2021 Congressional Research Service https://crsreports.congress.gov RL32665 Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress Summary The current and planned size and composition of the Navy, the annual rate of Navy ship procurement, the prospective affordability of the Navy’s shipbuilding plans, and the capacity of the U.S. shipbuilding industry to execute the Navy’s shipbuilding plans have been oversight matters for the congressional defense committees for many years. In December 2016, the Navy released a force-structure goal that calls for achieving and maintaining a fleet of 355 ships of certain types and numbers. The 355-ship goal was made U.S. policy by Section 1025 of the FY2018 National Defense Authorization Act (H.R. 2810/P.L. 115- 91 of December 12, 2017). The Navy and the Department of Defense (DOD) have been working since 2019 to develop a successor for the 355-ship force-level goal. The new goal is expected to introduce a new, more distributed fleet architecture featuring a smaller proportion of larger ships, a larger proportion of smaller ships, and a new third tier of large unmanned vehicles (UVs). On June 17, 2021, the Navy released a long-range Navy shipbuilding document that presents the Biden Administration’s emerging successor to the 355-ship force-level goal. The document calls for a Navy with a more distributed fleet architecture, including 321 to 372 manned ships and 77 to 140 large UVs. A September 2021 Congressional Budget Office (CBO) report estimates that the fleet envisioned in the document would cost an average of between $25.3 billion and $32.7 billion per year in constant FY2021 dollars to procure.
  • Bookletchart™ Chandeleur and Breton Sounds NOAA Chart 11363

    Bookletchart™ Chandeleur and Breton Sounds NOAA Chart 11363

    BookletChart™ Chandeleur and Breton Sounds NOAA Chart 11363 A reduced-scale NOAA nautical chart for small boaters When possible, use the full-size NOAA chart for navigation. Included Area Published by the Ohio, Missouri, Red, Tennessee, and other rivers flowing into it. From the mouth, at the entrance to Southwest Pass, it is about 1,840 miles to National Oceanic and Atmospheric Administration Minneapolis, 1,960 miles to Pittsburgh, 1,680 miles to Knoxville, and National Ocean Service 1,530 miles to Chicago via the Illinois Waterway. Office of Coast Survey New Orleans can also be reached by the more direct deep-draft route through the Mississippi River-Gulf Outlet Canal, about 30 miles N of www.NauticalCharts.NOAA.gov South Pass. The outlet canal extends from deepwater in the Gulf to the 888-990-NOAA junction with the Inner Harbor Navigation Canal at New Orleans. The shape of the delta is somewhat like the foot of a bird, with its four What are Nautical Charts? toelike extensions protruding into the Gulf. The passes consist of narrow-banked deposits of sand and clay brought down by the river Nautical charts are a fundamental tool of marine navigation. They show current which continuously adds them to the seaward margins of the water depths, obstructions, buoys, other aids to navigation, and much delta. In this manner the delta is being built seaward at an estimated more. The information is shown in a way that promotes safe and average rate of 300 feet a year. Numerous bays between the passes are efficient navigation.
  • Huntington Ingalls Fact Sheet

    Huntington Ingalls Fact Sheet

    For more information, contact: Beci Brenton | 202- 264-7143 | [email protected] About Us Huntington Ingalls Industries is America’s largest military shipbuilding company and a provider of professional services to partners in government and industry. For more than a century, HII’s Newport News and Ingalls shipbuilding divisions in Virginia and Mississippi have built more ships in more ship classes than any other U.S. naval shipbuilder. HII’s Technical Solutions division supports national security missions around the globe with unmanned systems, nuclear and environmental services, and defense and federal solutions. Headquartered in Newport News, Virginia, HII employs more than 42,000 people operating both domestically and internationally. For more information, visit: www.huntingtoningalls.com. By the Numbers Newport News Shipbuilding (Newport News, Va.) • Nuclear-powered aircraft carriers and submarines, overhaul, repair, maintenance and fleet support • 550 acres, over 26,000 employees Ingalls Shipbuilding (Pascagoula, Miss.) • Surface combatants, amphibious assault & transport, Coast Guard Cutters, fleet support • 800 acres, about 11,500 employees Technical Solutions • National security missions around the globe with unmanned systems, nuclear and environmental services, and defense and federal solutions • 45 states and 16 countries, approximately 4,500 employees Updated February 11, 2021 Huntington Ingalls Industries - Fact Sheet/Page 2 Facts at a Glance Annual revenues of approximately $8.9 billion, current backlog of $46 billion (as of February 11, 2021). Builder of the most complex ships in the world for more than 135 years at Newport News, and 82 years at Ingalls. Sole builder of U.S. Navy aircraft carriers, the world’s largest warships, and one of two builders constructing nuclear-powered submarines.
  • Monday, March 9, 2020

    Monday, March 9, 2020

    MONDAY, MARCH 9, 2020 WILLIAM (IKE) WHITE Senior Advisor to the Under Secretary of Science overseeing the US DOE Office of Environmental Management 0800 – 0945 – Phoenix Convention Center, Level Three, 301CD William (Ike) White is the Senior Advisor to the Under Secretary of Science overseeing the Office of Environmental Management. He began in this capacity in June 2019 to provide leadership for the safe cleanup of the environmental legacy brought about from five decades of nuclear weapons development and government-sponsored nuclear energy research. Prior to this position, he served as the Chief of Staff and Associate Principal Deputy Administrator for the National Nuclear Security Administration (NNSA). In this capacity he served as the primary point of contact within the Office of the Administrator for field office managers and provided leadership and coordination on a wide range of complex operational and technical issues at NNSA sites. White also served as a member of NNSA’s executive leadership team, providing advice to the Administrator and Principal Deputy Administrator on programmatic and policy issues. Previously, White was the Deputy Associate Administrator for Safety and Health. The Office of the Associate Administrator for Safety and Health, which is now part of the Office of Safety, Infrastructure and Operations, enabled the NNSA mission in the areas of nuclear and occupational safety, directly supporting the Administrator and senior managers throughout the NNSA enterprise. Earlier in his career, White served in a variety of leadership and technical positions in NNSA and at the Defense Nuclear Facilities Safety Board focused on nuclear safety and operations. White has a Bachelor of Science in Electrical Engineering from the University of Mississippi and a Master of Science in engineering from the University of California, Berkeley.
  • BARRIER ISLAND STATUS REPORT Fiscal Year 2020 Annual Plan

    BARRIER ISLAND STATUS REPORT Fiscal Year 2020 Annual Plan

    BARRIER ISLAND STATUS REPORT Fiscal Year 2020 Annual Plan In compliance with Act 297 of the 2006 Regular Legislative Session, the Coastal Protection and Restoration Authority (CPRA) provides this barrier island status report as part of the Annual Plan document, which will be submitted to each member of the Louisiana Legislature. The current Barrier Island Status report is available electronically at the CPRA website. Please visit www.coastal.LA.gov to download and review the full report. A summary of the report is provided below. CONSTRUCTED PROJECTS The coastlines of the modern Mississippi River delta plain are bordered by numerous barrier islands from Raccoon Island in the west to Hewes Point in the northern Chandeleur Islands (Figure 1). These barrier islands could be grouped to represent fragmented remnants of distal extremities of several major delta lobes and headlands: to identify these barrier islands with their respective delta lobes they have been grouped from west to east as the Early Lafourche Delta System, Late Lafourche Delta System, Modern Delta System, and the St. Bernard Delta System. The back- barrier lagoons are connected to the Gulf of Mexico by approximately 25 tidal inlets which separate these barrier islands from each other and allow the exchange of diurnal tides. Figure 1: Location of barrier islands belonging to Early Lafourche, Late Lafourche, Modern, and St. Bernard barrier island systems in Louisiana The restoration of Louisiana’s barrier islands and barrier island systems has been a priority for a number of restoration programs over the past several decades and over 40 barrier island projects have been constructed to date (including 13 in the Early Lafourche Delta System, 18 in the Late Lafourche Delta System, 9 in the Modern Delta System, and 2 in the St.
  • Proposal on Ecosystem Modeling and Chandeleur Islands Restoration E&D, Alternative Funding Sources Might Be Available

    Proposal on Ecosystem Modeling and Chandeleur Islands Restoration E&D, Alternative Funding Sources Might Be Available

    Jean Cowan <[email protected]> Ecosystem Modeling and Chandeleur Islands Restoration 1 message Blanchard, Mary Josie <[email protected]> Tue, Jun 30, 2020 at 1:37 PM To: Ben Scaggs <[email protected]> Cc: Buck Sutter <[email protected]>, Jean Cowan <[email protected]>, Helen Chabot - NOAA Federal <[email protected]> Through the collaboration process, DOI and the States have determined that for the outstanding proposal on Ecosystem Modeling and Chandeleur Islands Restoration E&D, alternative funding sources might be available. Therefore, DOI is withdrawing our request for funding the Chandeleur Islands E&D under the RESTORE 3b. Mary Josie Blanchard Director, Gulf of Mexico Restoration Office of the Assistant Secretary, Policy, Management and Budget 1849 C Street NW, Room 5147 Washington DC 20240 (202) 208-3406 (202) 997-1338 (cp) Notice of FPL 3b proposal withdrawal RESTORE Council FPL 3 Proposal Document General Information Proposal Sponsor: U.S. Department of the Interior – U.S. Fish and Wildlife Service Title: Ecosystem Modeling and Chandeleur Island Restoration Engineering & Design (DOI/FWS) Project Abstract: “Ecosystem Modeling and Chandeleur Island Restoration Engineering and Design” is a planning project to preserve the Chandeleur Islands as part of a holistic restoration strategy for the ecologically interconnected Pontchartrain Basin, Chandeleur Sound, Mississippi Sound, and Mobile Bay system. This system includes portions of three states, which has hampered the ability to pursue restoration comprehensively. To address this challenge, we are proposing two project components. First, is an integrated modeling effort to unify the diverse models that have been developed for this region.
  • The Economic Consequences of Investing in Shipbuilding Case Studies in the United States and Sweden

    The Economic Consequences of Investing in Shipbuilding Case Studies in the United States and Sweden

    The Economic Consequences of Investing in Shipbuilding Case Studies in the United States and Sweden Edward G. Keating, Irina Danescu, Dan Jenkins, James Black, Robert Murphy, Deborah Peetz, Sarah H. Bana C O R P O R A T I O N For more information on this publication, visit www.rand.org/t/RR1036 Library of Congress Cataloging-in-Publication Data is available for this publication. ISBN: 978-0-8330-9036-2 Published by the RAND Corporation, Santa Monica, Calif. © Copyright 2015 RAND Corporation R® is a registered trademark. Cover: Littoral Combat Ship 6 (Jackson) and 8 (Montgomery) under construction in the Mobile River at Austal USA’s site in Mobile, Alabama (photo by Irina Danescu). Limited Print and Electronic Distribution Rights This document and trademark(s) contained herein are protected by law. This representation of RAND intellectual property is provided for noncommercial use only. Unauthorized posting of this publication online is prohibited. Permission is given to duplicate this document for personal use only, as long as it is unaltered and complete. Permission is required from RAND to reproduce, or reuse in another form, any of its research documents for commercial use. For information on reprint and linking permissions, please visit www.rand.org/pubs/permissions.html. The RAND Corporation is a research organization that develops solutions to public policy challenges to help make communities throughout the world safer and more secure, healthier and more prosperous. RAND is nonprofit, nonpartisan, and committed to the public interest. RAND’s publications do not necessarily reflect the opinions of its research clients and sponsors.