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Item #11 - Discussion Item
� t ll LY ��j I c. III t , jFj X a'"' �'U it TOMAS REGALADO COMMISSIONER Date: January 13, 1997 To: Mayor Joe Carollo Commissioner Willy Gort Commissioner Humberto Hernandez Commissioner J.L. Plummer Jr. From: Vice Mayor Tomas Re i. y _��.� Re: City Commission Agenda of January 23, 1997 P.O. BOX 330708 MIAM1. FLORIDA 33233.0708 (305)250.5420 PAX (305) 856.5230 I would like to request that the City Commission Agenda on January 23rd, 1997, accommodate a personal appearance by the United States Coast Guard's Captain of the Port for this district, Captain David F. Miller. Because of the rigors of Captain Miller's ( schedule, I also request that we grant him a time I certain framework between 9:30 a.m. to 11:30 a.m. in order to make a 15 minute presentation on the state of the river. As Commanding Officer for the Marine Safety Office in district 7, Captain Miller has successfully launched a unique public -private enterprise known as the Miami River Quality Action Team. The results have recently been published in an Annual Report that has relevance with regard to other matters that this Commission will address regarding the river. I appreciate you consideration in this matter. public Walter CUL Teri; ti Aw City ol �k� OEM QUALITY P BOAT REPAIR FACILITIES Cleve.lones BUREAU OF INTERNATIONAL PROGRAMS (BIP) Douglas Jewett BRIDGE TENDERS Jim Wellin"ton 11 DADE COUNTY DEPT. OF ENVIRONMENTAL RESOURCES MANAGEMENT (DERM) Jose Diaz Robert Menge Penny Seidman Kevin Cote ENVIRONMENTAL MANAGEMENT William Parkes Jr. FLORIDA MARINE PATROL (FMP) Lt. Bud Brewer Major Ken Clark Lt. Lce Palfrey FLORIDA DEPT.OF ENVIRONMENTAL PROTECTION Kent Reetz Denise Warrick IMMIGRATION AND NATURALIZATION SERVICE (INS) Hugh Spafford Tod Lard INSURANCE COMPANIES David Gregory Hadrian'Cuck INTERNATIONAL SHIPPING BUREAU Peter Hunter Ovid London MARINE CONSTRUCTION John Gray METRO-DADE POLICE DEPT. (MDPD) Sgt. Mike Kellar Sgt. Nelson Rodriguez METRO-DADE MARINE PATROL Sgt. Carolyn Wilson CITY OF MIAMI FIRE DEPARTMENT Dallas Garrett John Ward CITY OF MIAMI POLICE, MARINE PATROL DIV. Sgt. Art Scrig CITY OF MIAMI PARKS AND RECREATION Walter Jones )r Biscayne Bay Pilots Robert Bronnell CITY OF MIAMI POLICE DEPT., DOWNTOWN NET Lt. David Payne Officer Frank Chacon CITY OF MIAMI DOWNTOWN NET Ana Gelabert lJ v MIAMI RIVER COORDINATING COMMITTEE (MRCC) Betty Fleming OPERATION GREEN LEAVES Nadine Pntricc PORT OPERATOR Judy Solo PROPERTY OWNERS Bill Ekasala SOUTH FLORIDA WATER MANAGEMENT DISTRICT (SFWMD) Julio Fan' I Tom SI11`olelon STATE ATTORNEY'S OFFICE Gary Winston SURVEYORS Eric Ascher TERMINAL OPERATORS 22nd Ave. Marine Anchor Marine Julio Alonso Sr. Julio Alonso Jr. Fernando Alvarez Jose Jesus Babun Charles Coomer Degrood Maritime Serv. Dreadnaught Marine Peter Drudge Emilio Herrera Daniel Kipervaser Donald Land David McDonald Capt. Farron Midgett Capt. J. Monocandios Carlos Saenz Jr. Christian Saenz Bruce Schurger Jon Toth TUG BOAT OPERATORS (TUGS) Capt. Dan McAlpin Capt. Rick Reid Matt Walton Capt. Rick Winfield US ARMY CORPS OF ENGINEERS .ferry Scarborough UNITED STATES COAST GUARD (MSO MIAMI) BMC. Jerry Belk LTJG. Bill Carter LT. Tim CLInlnlinS CDR. Scott Hartley LCDR. Steve Hanewich LTJG. Andre Mapp Capt. David Miller Connie Russel Terry Steinford LT. Carlos Torres USCG D7 OLE L'11G. Tom I larkcr 1T. Mcleod USCG D7 LEGAL ur.IG. Diaz LCDR. Rob Wilkins USCG D7 MARINE SAFETY LCDR. Pat Keane LCDR. Eric Mosher USCG D7 OFFICE OF INTELLIGENCE Pedro Domineadios Tom Rudman UNITED STATES CUSTOMS SERVICE (USCS) Leo Garcia Harold Robinson Gene Robinson Bill Olejasz John Ryan US DEPT. OF TRANS PO RTATION/MARAD Patricia Burke US SENATOR BOB GRAHAM'S OFFICE Ellen Roth VESSEL AGENTS Theo Coilsitor Richard Dubin Denis Citz Steve Hurst Robert MacKeen John Ketorn Jay Rogers MIAMI RIVER MARINE GROUP Fran Bohnsack Katrinka Vander Linden MIAMI RIVER ENFORCEMENT GROUP Dade County Dept. of Environmental Resources Management United States Coast Guard Florida Marine Patrol City ol'Miami Marine Patrol Metro -Dade Police City of Miami Police Metro -Dade Fire Dept. City of Miami Fire Dept. City of Miami Neighborhood Enhancement Team State Attorney's Office The conclusions contained in this report do not necessarily reflect the policies or opinions of individual agencies or persons who participated in the team. The South Florida Water Management District withholds a formal position on the rafting policy until such a time as results from modeling the affects of the policy on canal conveyance rapacity are available. U.S. Department Co,. .ending Officer } of Transportation U.S. Coast Guard Marine Safety Office t)nW StCM MIAMI RIVER QUALITY ACTION TEAM The Miami Riper is the fifth largest port in the state of Florida, serving cis economic catalystfor the South Florida region and providing vital shipping links to the shallow draft ports of the Caribbean and Central and South America. As a working river the Miami River's navigation and commercial shipping directly generates I million tons of cargo each vear and thousands of direct and indirect jobs. Miami River cargo transshipment is estimated at $2.3 billion per yea; Unique aniong ports, the Miami River is banked by properties that lie within the boundaries of the City of Miami and Dade County at large. Thirty-two terminals, all privately owned, are located all along the river; but prinnarily con- centrated in Dade County's westernmost navigable stretch of the channel. Vessels of smaller size than those calling upon the Port of Miami — ranging from 50 feet and less than 500 gross tons to 296 feet and as much as 2,566 gross tons — visit these terminals which create a special niche for the shallow draft cogo industry. A competitive advantage of the Miami River terminals is discovered in their privatized labor force lvhich is multi- cultural, fluent in several languages and less costly than conventional port services. The independent nature of Miami River terminals fosters vigorous economic conlpelition in the Caribbean and keeps the river vital as cargo markets develop and change. Vessels reach over 80 ports of call and the 32 terminals host numerous foreign flagged vessels j'rom many countries. Despite its economic success, the Miami River has historically been plagued with a variety of problems and prac- tices that threaten its overall welfare. Because these problems (identified in the Quality Action Team Report) have been diverse in nature, they have not traditionally or clearly fallen under the aegis of any one particular agency. The range of environmental and maritime practices fouund on the river are reflective of the river's diversity, though often. inconsistent with standards established by the United States Coast Guard and state and local agencies for envirorl- mental protection, maritime safety and commercial navigability. This is particularly true of vessels Gunder 500 gross tons which are not currently subject to the same safely and enviromlental compliance requirements as larger ves- sels. The Coast Guard anticipates that a significant number of the river's problems will disappear when the imple- mentation of Operation Safety Net takes fill enforcement effect on July 1, 1997. Operation Safety Net requires all foreign vessels under 500 gross tons to meet United States' standards of safely and inspection, or an "equivalent" standard of the vessels' Flag State. To date, no Flag States have met this equivalent standard. In the meantime, the Coast Guard determined a course of actionn to correct problems on the river as they exist todayc In the Fall of 1995, as Captain of the Port, I issued an invitation to the participants of the working river to focus on resolving the river's chronic problems. This resulted in the development of a Quality Action Team comprised of federal, state, and local regulatory agencies as well as facility operators, vessel agents and other concerned parties, which developed goals to improve the safety; environment, and commercial viability of the riven: Through planted improvements and improved practices, regulatoy initiatives and proposed federal rides, the Quality Action Team created a Miami River network that will serve to finrther strengthen the local economy by assuring that the river remains a viable navigational center for international trade. David F. Millef, Captain, USCG Captains of the Port 0 S, Palmer y^, lake N Tamtaml Canal N.W. 36 Street CnJ tl 9 N,W 28 Street N.W. 20 Street South Fork he Miami River is 5.5 miles long and serves as a multi-user federal navigation channel. Its maximum channel width is 150 Feet with as little as 90 feet width at the limit of navigation. Miami River depth is 15 feet at high tide. Vessels drawing over seven feet of draft are towed up river dead ship, and the largest river vessels when fully loaded move only at high tide, Most cargo vessels travel to terminal destinations located in the marine industrial section of the river located west of 27th Ave]ILIC. The river is crossed by 10 bascule and three fixed bridges, including Interstate Hi(,hway 95 and Metro-Dade's Metrorail line. The Miami River, although a federal navigation project, also serves as a flood control conduit in southern Florida, especially during hurricanes and tropical storms. During periods ofhigh water the South Florida Water Mana�aement District releases water into the river to maintain flood protection in developed areas. t?; ........................................ 4 ENVIRONMENTAL PROTECTION ........ MARINE SAFETY ....... ........... ...... ........ 10 COMMERCIAL VIABILITY ..................... 13 ENFORCEMENT...................................... 16 AGENCIES WITH JURISDICTION......... 19 > SUMMARY............................................... 20 I— to w " fixy�, i gp n October of 1995, the United States Coast Guard convened a meeting of diverse Miami River entities to develop recommendations on regulating the Miami River. Although aspects of the Miami River fall under the jurisdiction of at least 36 different agencies, no single agency had previously served to lead tine others in a comprehensive problem -solving effort until the convening of this nneeting. Spearheaded by the Captain of the Port, this working group became the Miami River Quality Action Team (QAT) which has met every two weeks in the 1995-96 year. The Miami River Quality Action Team consists of 32 "regular" participants, with over 99 individuals and organizations participating since its inception. All participants have vital interests in the Miami River. The initial task of the QAT was to reiterate traditional problems on the river, identify trouble spots, and work through a consensus process toward problem solving. While problems identified offered no surprises beyond those previously documented (i.e.: the Grand Jury Report of 1991, or the MRCC Inter- national Interdiction/Harbor Master Report of 1993), the river community's cooperation in working to find permanent solutions for the problems identified was unprecedented. A working atmosphere of opti- mism and respect among various, sometimes competing interests, entities and agencies set the tone for resolving the river's most difficult issues. EUTIs s e Problems identified by the QAT fall into four categories: environmental, marine safety, commercial viability, and the need for enforcement efforts. Among them, the following were specifically listed: ■ rafting or improper tie-up of vessels s transshipment of stolen merchandise/contraband/illegal aliens ■ small, but chronic, oil spills & discharges n lack of marine sanitation devices (private & commercial) ■ vessels arriving without legitimate terminal destinations ■ vessels arriving without providing the required 24-hour advance notice a vessels without agents or responsible parties e vessels without required insurance documents or bonds s communication issues involving enforcement, agents, vessels, and terminals ■ unnecessary bridge openings ■ riverside security problems ■ lack of agency staffing for emergency information (nights & weekends) r hazards to navigation ■ uncoordinated agency response to vessel arrivals ■ substandard vessels "on hold" on the river a the absence of environmental educational materials targeted, to multicultural audiences w the absence of safety educational materials targeted to multicultural audiences ■ fire safety issues ■ shoals & silting in the channel reducing channel width, depth & navigability n abandoned and derelict vessels ■ illegal dumping ■ water quality ■ inability to identify a responsible party for enforcement action IN Ing to v Im L w I tr-O I PROBLEI VIINOR, 13UT CHRONIC, OIL SPII F_') AND DISCHARGES. Durim-, the early morning, evenings and on weekends, Minor file) spills and oil spills are reported to DERM and the United States Coast Guard. The sources of these spills are from vessels, facilities on or adjacent to the N'lianli River and from illegal dumping of fuel and oils into the Storm water drainage `+�'slelll. OIL SPILLS/DISCHARGES H�I;�I�IrG,eYFX',1a .,,, .. _ , -E USCG FIGURES SHOW IMPROVEMENT SINCE THE INCEPTION OF THE QAT AND ITS ENFORCEMENT EFFORTS. 'DEP BUREAU OF EMERGENCY RESPONSE SOLUTION: CONTINUED EDU— CATION, ENFORCEMENT AND FUNDING. \lam of the dischargcs from vessels can he addressed by inspcclin�� vessel hil-es and holdin-, and hallast tanks when vessels ar- rive ot'arc in port. Ifany Duel oroil is found in these areas, the vessel must dispose of the licjuld waste properly. providing receipts indicating proper diSposal. FLIOLI e to do so wendd reSult in a penalty being assessed. Vessels on the River for long periods oftiMe would be required to place !I boom around the vessel to contain any dischar.12es. Discharges front the storm water drainage system are addressed through enforcement, education, stormwater drainage retrofitting and elimination of positive drainage outfall Systems disc11a1-0irlg into the Miami River. Several retrofitted stormwater dralllagc systems with ail water separators have been installed in some ol, the drainage hasins of the Miami River. The drainage basins impacting the 11/lialui River will continue to be retral•itted over the neXt 10 yeai,S. Public education about stormwater pollutants is also a key factor in implementing hest nuunageinent practices for both businesses and residences located within these drainage hasins. stormwater drainage system maintenance and en- forcement of federal, state and county regulatiollS I'or stornnvatel management is also important. PROBLEM: LACK OR IMPROPER USE OF MARINE SANITATION DEVICES. Many vessels that travel the Miami River dispose of untreated or im- properly treated scwa_ge and wastewater into the Miami River. SOLUTION: MORE PUMP OUT FACILITIES AND PUMP OUT SERVICES; DELEGATION OF AUTHOR— ITY TO LOCAL ENFORCEMENT AGENCIES. More pump out facilitieS and pump out services need to be available. Upland shoreline connections for live aboard vessels and houseboats Must also be enforced. 'file Miami River Enforcement Group, a multi - agency task force that meets to address enforcement action (see inside front cover), continues to conduct joint enforcement inspections for ma- rine sanitation on the Miami River. These inspections will continue un- til all vessels are in compliance with the Florida Clean Vessel Act. DERM also plans to hold a marine sanitation workshop for commercial and recreational boaters before the end of the year, Local Regulatory Agencies need the delegation of authority from the federal government or the state to regulate and enforce laws relating to marine sanitation device operation. 0 R PROBLEM: ILLEGAL DUMt G IN THE RIVER, ON THE SHOI THE STREETS. Code violations related to illegal dumping fall within the jurisdiction of a nllnlher of different governmentagencies. In unincorporated Dade County (west of 17th Avenue)'I'eam Metro. Dade County Planning, Dcvelopincm and RrIulalion DC- partment and DERM have sections of the Dade County Code under their juris- diction which address these violations. The Dade County Public Works Depart- ment is responsible for street and drainage maintenance in this area. This pro- gl'arn is funded by stormwater utility fees. which may be spent only in unincorpo- rated Dade or on county roads. Trash, debris and stormwater system mainte- nance within the City of Mianli is the responsibility of the City's Public Works and Solid Waste Departments. INES AND SOLID WASTE RELATED ENFORCEMENT ACTIONS "SURFACE WATER/STORMWATER SYSTEMS In cases involving waste dumping, particularly in surface water or drainage systems. DI-RNI has the authority to initiate an enforcement action. DERM staff in conjunction with other Dade County Co(IC Enforcement staff and the City of Mianli Code Enforcement staff have identified and cited property owners and facility owners along the shoreline adjacent to the River and surrounding drainage basins. White this a�oenc1' infrastructure represents part of the solution, more needs to be done. SOLUTION: INCREASE FUNDING AND STAFF FOR ENFORCEMENT AND MAINTENANCE; MAKE ILLEGAL DUMPING ONE OF THE HIGHEST PRIORI- TIES FOR INTERAGENCY COORDINATION; ENFORCE LOCKING REQUIRE- MENTS FOR CONTAINERIZED WASTE. Increase fundin., and expand staff for solid waste enforcement activity: at the same time require waste comaincriza►ion, garbage and trash pickup, litter control and curb side pick up controls. Increase penal- ties for all violations of solid waste management. Focus on intense solid waste clean up and education nro(u,ranls in neighborhoods surrounding-, these sur- y face waters and require violators to clean up gar- t bage, trash and debris from these areas through coin- -vice programs. The Miami River QAT should make interagency co- �` ordination and enforcement efforts the highest r1 L p'- s `' 4. ority activities for the municipal, county and state a�cncics involved in the surface water improvement effort. Agencies with jurisdiction should enforce locking requirements 1'or all dumpsteis and contain- 4 :a s erized waste to prevent overfilling and spillage into ,• '1 ;" the streets and right of ways Enforcement action Should be taken against violators. PROBLEM: ABANDONED AND DERELICT VESSELS. Abandoned and derelict vessels, in addition to beirlo navigational hazards, cause numerous environmen- tal problems on the Miami River. As the condition of abandoned vessels deteriorates, material on board — sometimes including hazardous compounds — breaks down and disintegrates into the water. The vessels are also likely to have residues of oil and fuels on board which become pollutants in the water column and sediment. Corroding metal and debris contribute to the problem. Too often, the vessels serve as breeding grounds for mosquitos and rats, creating a public health hazard and further degrading the river. SOL.UTIC A VESSEL MOORING PERMIT P GRAM. Abandoned or derelict vessels should be reported immediately to the Florida Marine Patrol (FMP) at (305) 795-2145. Tile Florida Marine Patrol locates and documents abandoned, sunken and derelict ves- sels as part of the State's Derelict Vessel Program. Upon notification, the FMP will inspect said vessel(s) and attempt to locate the owner to effect removal. Identified vessel owners who ignore FMP orders may be subject to arrest and prosecution. Vessels without documented owners will be included in the list of derelict vessels maintained by the FMP. Removal of derelict vessels is made possible through Florida's Grant and Derelict Vessel Program. On an annual basis, DERM applies for and administers grant funding for the removal and disposal of the lnvetl- toried derelict vessels. For FY/1996-97, DERM recently submitted a 0rant application requesting $130,720 for the removal of 20 vessels lo- zj cated on the Miami River. Notification from the State on this funding request is expected at the end of FY/1995-96.Once DERM receives the grant award, removal of all vessels for which funding has been provided will commence. Previously, DERM and the City of Miami have removed 12 vessels from the Miami River, four of which were used as material in the Artificial Reef Program. A vessel mooring permitting program with designated mooring sites would be helpful in dealing with the problem of derelict vessels. Vessels not moored 111 (1c,"i`..'nated or approved sites would be towed and confiscated at the owner's expense, similar to the way abandoned vehicles are treated. A percentage of the proceeds from towing fees and mooring permits could be usCd to remove derelict and abandoned vessels. PROBLEM: WATER QUALITY. Water quality in the Miami River is poor compared to other portions of Biscayne Bay and its tributaries. Total and fecal coliform bacteria, indicators of sewage contamination, chronically exceed state and local criteria for safe recreational use. Dissolved oxygen levels do not meet standards and are typically less than required for marine life. Levels of dissolved nutrients, trace metals, and turbidity are elevated. Sediments of the River contaminated with trace metals and occasionally, with organic chemicals are toxic to marine bioassay test organisms. Pollutants limit the full recreational and economic use of the Miami River and also degrade the receiving waters of Biscayne Bay Aquatic Preserve. Pollutants have entered the watershed historically front a variety of point and ]ion -point sources, including stormwater runoff, sewer discharges, and illegal discharges front vessels or facilities. SOLUTION: INFRASTRUCTURE IMPROVEMENTS, COORDINATED ENVIRON- MENTAL ENFORCEMENT, AND ENHANCED ENVIRONMENTAL EDUCATION. Storinwater Utility Programs established by the City of Miami and Dade County have provided funding for evaluation, improvement and maintenance of stormwater drainage systems in the Miami River water- shed. The South Florida Water Management District has provided matching funds. In tile coming year, Dade County plans to implement a stormwater outfall retrofit in the upstream portion of the River, utiliz- ing state and local funding. Retrofitting, monitoring and evaluation eliminate or reduce illegal discharges and upgrade systems to provide retention and treatment of runoff. V• The Dade County Stornlwater Utili, also actively involved in educational bra res regarding stornnvater issues and public awareness. In addition, a stenciling program to stencil storm drains that eventually discharge into the Miami River is being implemented. "No dumping, drains to the Miami River," or sinlilar language will be used. Trash and debris can be removed from the storm water system llslllg a C0111biu,16011 of ICUlllg al1Cl VaCllllill tl'L1Ck U'aSh I-ernoval, with turbidity curtains at Surface water' outfalls where feasible, to collect trash, sediment and debris. The Miami Dade Water and Sewer Department replaced the sewage force main crossing Biscayne Bay and has invested more than $ 100,000,000 in improvements to pump stations and the collection system. These projects, intended to reduce infiltration and inflow and improve transmission capacity, are ex- pected to significantly reduce emergency sewage overflows. There has not been a significant overflow within the Miami River Basin in more than a year. Furthermore, WASD has implemented various opera- tional modifications to address those overflow situations which have occurred. The Miami River Enforcement Group meets monthly to coordinate municipal, county, state and federal enforcement activities. The Miami River Coordinating Committee has recently completed the Upper Wagner Creek Water Quality Plan to address pollution issues in Wagner Creek, the most contaminated tributary of the Miami River. As recommended in this plan, D d C t DFRNI 1-1S ro osed to utilize state funding ae ouny .p p. for Biscayne Bay Surface Water Improvement and Man- agement to conduct targeted environmental enforcement in this area. DERM will also continue to play a lead role in environmental enforcement in the Miami River watershed. ©ISCAYNE BAY :mot � ....... ,. PROBLEM: CONTAMINATED SEDIMENTS. Miami River trade is thriving, but sediment in the main ship- ping channel poses a serious threat to the future viability of the port. The sediments do not meet federal criteria for ocean disposal, thus making the cost of maintenance dredging pro- hibitive. Additionally because the Sediments are contaminated, they , pose an environmental hazard to the delicate ecosystem of Biscayne Bay by degrading water quality and migrating toward the mouth of the river. Contaminants have accumulated in the sediment over many decades, and historically have entered the river through point and non -point sources. While efforts are underway to reduce and eventually eliminate continuing pollution from point and non -point sources (described above), the contaminated sediments represent a continuing impact to the environmental value of the Miami River and limit its full economic potential. SOLUTION: NEW DISPOSAL METHOD FOR DREDGED MATERIAL AND ELIMI- NATION OF POINT AND NON -POINT STORMWATER POLLUTION. Federal agencies are currently evaluating disposal techniques for Miami River sediment. If the benefits of dredging and disposal outweigh the costs, then the project may proceed. However, the project will need significant public and private support in order to obtain funding and necessary environmental per- mits. t� 9 J 1 � ar M r r r, g 1 J i 71 i° 3 w'3 c 'yy PROBLEM: HAZARDS TO NAVIGATION. Approximately 300 small freight vessels. ranging in size from 50 to 296 feet in length routinely ply their trade on the Miami River, exporting a variety of goods to various Caribbean Basin ports. Limited pier space results in many vessels "rafting" or moor - mg two and three abreast on either side of the River. This reduces the clearance for vessel traffic transiting the River, and has contributed to ship collisions and other vessel casualties in the past. SOLUTION: FEDERAL RULES ON RAFTING OF VESSELS. To resolve this ongoing problem, the Miami River Quality Action Team first identi- fied "hot spots" on the river where rafting was a major problem. Second, the QAT established a series of guidelines to regulate rafting and mooring on the River. With QAT concurrence, the Coast Guard is in the process of di afting a Notice of Proposed Rulemaking to formally establish this local policy in Federal Regulations, This Miami River Rafting policy will be implemented through a Regulated Navigation Area outlining minimum channel clearance requirements and other safe rafting and mooring regulations. The notice of Proposed Rule Making includes a section on civil penalties for failing to comply with these regulations.qJ Uri PROBLEM: DERELICT VE. =LS. Derelict and abandoned vessels on the Miami River pose a threat to navigation, public health and the environment. These vcsscls arc often in deteriorated condition, improperly moored, have oily waste aboard, and present a host of other potential safety and environmental problems. SOLUTION: CLEANSING AND REMOVAL FOR ENHANCEMENT TO ARTIFICIAL REEFS. The QAT has compiled a list of derelict vessels on the River and is pursuing innovative actions to properly remove and dispose of them. A popular means has been through state and county Artificial Reel'Progranls. Vessels sunken as reefs can create a rich habitat for fish and other mar►lle life, and are a boon to South Florida's tourism industry. All vessels sunken as artificial reefs are thoroughly cleaned, made safe for divers, and inspected by the Coast Guard prior to sinking. Fiberglass and wood vessels are generally not suitable and must go to a landfill. PROBLEM: WATERFRONT FACILITY SAFETY Numerous waterfront facility operators on the Miami River serve as the gate- way for the export of general cargo, vehicles, food products, fuel and hazard- ous materials. Because of the transient nature of many of these facilities, noncompliance with federal, state, and local regulations has historically been a problem. DESIGNATED WATERFRONT FACILITY INSPECTIONS & DISCREPANCIES* SINCE THE CHAT FORMATION, THE AVERAGE NUMBER OF DISCREPAN- CIES FOUND IN INSPECTIONS HAS DECREASED BY CO%. *APPLIES TO 26 FACILITIES ON THE MIAMI RIVER THAT HANDLE HAZARDOUS GOODS/ DANGEROUS CARGO. SOLUTION: EDUCATION, ENFORCEMENT AND THE QUALITY ACTIOIq TEAM. The QAT has provided a forum for regula- tory agencies to work in partnership with wa- terfront facility operators, vessel owners, agents and others in improving waterfront fa- cility safety on the River. Through the QAT, a series of nwlti-agency compliance audits have targeted problem facilities on the River. Multi -agency audits by Coast Guard, Florida Department of Environmental Protection (FL DEP), Dade County Environmental Resource Management (DERM), and local police and fire departments have provided a unified ap- proach to achieving compliance. Using equal doses of education and enforce- ment, the QAT has achieved unprecedented success in bringing facilities into compliance with federal and local regulations. Since the audits were conducted at nine problem facilities, the number of discrep- ancies detected durin(I spot checks has been significantly reduced. Joint inspections of this type have provided a streamlined approach to enforcement, benefiting both the waterfront facility operators and regulatory agencies alike and have been an effective tool in achieving compliance. PROBLEM: CROSS-CULTURAL BARRIERS AND COMMUNICATIONS. Efforts to educate marine operators on U.S, laws and regulations are often hampered by language barri- ers. Many vessels calling at the Miami River are crewed by foreign nationals of various Caribbean nations include. - .laiti, Belize, and the Dominican Republic.. .age number of vessel crew members are of Haitian descent and are fluent only in the Creole language. SOLUTION: IMPROVED UNDERSTANDING OF ENVIRONMENTAL AND SAFETY REGULATIONS. U.S. COAST GUARD PORT STATE CONTROL BOARDINGS ON MiAMI RIVER # PORT STATE BOARDINGS - VESSELS # DEFICIENCIES (PROBLEMS CITED) VESSELS UNDER 500 GT HAD 6.3 TIMES AS MANY DEFICIENCIES AS LARGER COMMERCIAL VESSELS. IN ADDITION, USCG E30ARDED 24 VESSELS ALL UNDER 500 GROSS TONS, THAT FAILED TO PROVIDE NOTIFICATION. TO reduce cross-cultural language barriers, the Miami River Quality Ac- tion Team translated and disseminated several important pollution preven- lion and vessel Inspection forms and documents into Creole. This has en- abled better commutlications between the Coast Guard, various other local agcncics and Haitian crew members. These documents have also been trans- lated into Spanish for the benefit of Miami River operators and the large Spanish speaking community in South Florida. PROBLEM: VESSEL FAILURE TO PROVIDE NOTICE. Commercial vessels arriving in U.S. waters are required to provide 24- h0ur advance notice of arrival to the local Coast Guard Captain of the Port. The Coast Guard and other QAT members noted that a significant number of small freight vessels were failing to meet this requirement. Many smaller vessels do not have local shipping a-ents and tie up to facilities without the consent of property owners, causing conflict and congestion. In addition, in several instances, vessels entered the river surreptitiously while attempting to smuggle illegal in -emigrants into the U.S. SOLUTION: IMPLEMENTATION OF CHECK POINT, ALERT AND NOTIFICA- TION TO AGENCIES. To improve this situation, a partnership was established with Miami River bridge tender personnel to assist the Coast Guard in monitoring River traffic. Notice of arrival lists are forwarded daily to the bridge tenders and they promptly notify the Coast Guard of any vessel arriving at the river without the required notice. Vessels failing to provide advance notice of arrival face civil penalties and possible expulsion from U.S, waters. PROBLEM: SUBSTANDARD VESSELS "ON -HOLD" ON THE RIVER. SUBSTANDARD VESSELS ON HOLD -US. COAST GUARD NOTE: THE MAJORITY OF THESE VESSELS ARE UNDER 500 GROSS TONS. The Miami River is vulnerable to the potential safety and environmental conse- quences posed by substandard foreign flag shipping. In general, a ship is regarded to be substandard if the hull, crew, machinery or equipment used for lifesaving, firefighting, and pollution prevention is substantially below the standards required by U.S. laws or international conventions. SOLUTION: TARGET PROBLEM VESSELS. Through the systematic targeting ol"high risk and substandard vessels for inspec- tion, the Coast Guard and other local enforcement agencies have reduced the po- tential for risks to life, property and the environment on the Miami River. The Coast Guard aggressively pursues penalties for safety and environmental viola- tions, denies vessels entry into port for certain deficiencies, and may place vessels on U.S. Customs hold for outstanding violations. As of Septernber 1, 1996, 51 foreign freight vessels were on hold pending resolution of discrepancies. The fed- eral agencies need the ability to seize habitual violators and promptly dispose of these vessels. COM a R3 ly 4 RTA 1 Z w� ell INDUSTRY SNAPSHOT MERRILQ_-STEVENS DRY DOCK CO. FY/ 1 995-96 A navigable stretch of 5.5 miles, Aiaini River is a federally designated waterway and its Shoreline selves it variety of Conllllercial and recreational Interests. Significant anlollg these commercial and recreational interests are the 7 full -service hoatyardS (repair facilities) on the river. Each repair facility employs between 10 and 100 people and generates revenues be- twccn $500,000 and $10 million annually. These facilities also provide indirect jobs for hundreds of subcontractors, suppliers, and support service workers. Property tax valuations for rlverfront boundaries from the mouth of the Miami River to the salinity dam conservatively assess properties at $130,625,000 (1996), from that amount, tax revenues for the City of Miami are generated at $1,529,030. The Miami River is unique because commercial shipping opera- tions are 100% owned and operated by private enterprise. in other ports, public ownership of facilities necessitates a formal organiza- tion, such as a port authority, to manage the use of the facilities. f private port cooperative, the Mianli River Marine Group, is an adl cite for the marine industry and addresses many of the needs on the Issues which pose problems for the future of Miallli River Collllllel' ping and solutions to these problems developed by the QAT include the following: PROBLEM: RAFTING OR IMPROPER TIE-UP OF VESSELS. Rafting or improper tic -ups 01'vessels on the Miami River pose many problems including; navigation p� hazard, f ll'e safely hazard, pelsomlel safely hazard, restriction of river flow i 8 t. I near salinity dam, break away vessels from moorings, and delays in loading and unloadilloat piers. err �- }.S�v'rF �6 g SOLUTION: THE MIAMI RIVER RAFTING POLICY. ' ,r � s ..'1 W r� The QAT created a Miami River Rafting Policy which allows for rafting of vessels in accordance with the following guidelines: a propel' mooring, a no more than two vessels rafted abreast, neither vessel may extend greater than 54 feet from the pier (without permission of Captain of� the Port), ■ a minimum channel width of 65 feet must be maintained from Brickell Bridge to Tanlianni Canal, s a minimum channel width of 45 feet must be nlain- twined west of Tannianli Canal and up to 100 feet fronn salinity darn, ■ all vessels must provide safe access from the shore, ■ clear and ready access provided for firefighters (with the method of access approved by the appropriate local jurisdiction —City or County Fire Department), ■ vessels may not extend beyond property line unless written permission is obtained from adjacent property owner, a no vessel may be moored in any manner as to impede safe passage of another vessel, a and the U.S.Army Corps of Engineers may require vessel relocation in the event of a declared flood emergency. This policy has been issued by the Coast Guard in a Notice of Proposed Rule Making which establishes a permanent regulated navigation area for all vessels operating on the Miami River. This regulated navi- gation area is needed to protect all vessels, waterfront facilities and the public from safety and potential environmental hazards associated with the improper mooring of vessels on the Miami River, 14 PROBLEM: SHOALS AND . riNG IN THE CHANNEL REDUCi, CHANNEL WIDTH, DEPTH AND NAVIGATIBILiTY. Miami River trade is thriving. 1-loweve1', the accumulation ol* sediment in the main shipping channel poses a serious threat to the luture viability of the port. The channel is becoming narrower and shallower, lorcing vessels to transit only at high tide which limits the number ol' trips per day and the amount of cargo that may be loaded. The U.S. Army Corps of Engineers estimates that the channel narrows about one Foot per year. The sediment (approximately 1,000.000 cubic yards) is contaminated as a result of historic point and non -point pollution, and ocean disposal is not allowed under current environmental regulation, 'rile cost of upland disposal is prohibitively expensive. SOLUTION: NEW DISPOSAL METHOD AND ELIMINATION OF POINT AND NON -POINT STORMWATER POLLUTION. Alternative disposal techniques are currently being evaluated for Mia►ni River sediment. If benefits out- weigh cost, then the dredging project can proceed. However, the project will need significant public and private support in order to obtain funding and necessary environmental permits. The Miami River Coordinating Committee Stornlwater Subcommittee, a participant of the QAT, has created a model implementation plat] to prevent storrnwater pollution in tile Mianli River. As all example, the City of Mianli has prioritized the area in the model program to begin storrnwater reftrofithllg. PROBLEM: UNNECESSARY BRIDGE OPENINGS. The height and weight of coninlercial vessels demand open bridges; however not all vessels require bridges to be opened. Often private recreational vessels do not bother to lower antennas, bimini tops or outriegers in order to pass under bridges. Unnecessary bridge openings erode public support for the cargo industry by disrupting traffic oil bridge access roads. The cargo carriers abide by traffic curfews Monday through Friday during rush hour traffic periods both in the morning and afternoon. Many recreational boats also necessitate the opening of bridges. Some of the bridges on the Miami River are old and have low clearance, SOLUTION: PUBLICIZE IMPORTANCE OF MIAMI RIVER CARGO INDUSTRY. Tile QAT decided to publish this Annual Report to track results of the QAT's efforts and to familiarize people with the Miami River. The cargo Indus- ' try is an important part of the Miami River and Dade County's econo-4 my. Factors which may -�- reduce bridge openings include newer bridge designs with higher clearance and requiring }s> all private vessels to. lower antennas, out►•ig- gers and bun►m tops. - ^" .�M ' t.' I.S. �,� F�.t� '[, � ��� .,��` ''i (�`.•:::. Wit PROBLEM: INABILITY TO IDENTIFY A RESPONSIBLE PARTY FOR ENFORCEMENT ACTION. Foreign vessels (usually under 500 gross tons) that arrive in the Miami River without a registered agent, Without doCLl111e11tS indicating ownership, or without an owner who is able to be contacted (as with foreign nationals) thwart the abilities of agencies to enforce laws and regulations because there is no identifiable responsible party. Usually vessels of this type are substandard and, if seized and sold, bring a low price at auction (under $50,000). If the vessel has been engaged in illegal activities, the financial return on those activities is probably greater than the value of the vessel's forfeiture. Enforcement personnel needed to ensure safe operating procedures of substandard vessels and to prevent smuggling, exportation of stolen goods, and illegal entry of aliens into the United States is costly. The process is also time consuming and frustrating. If there is no responsible party, crew members are often allowed to go free when narcotics are found on vessels, since the crew cannot be directly linked to the crime. These crew members escape into the community and become illegal aliens. Because they are often unpaid, they may also become homeless. In cases when crew members are deported, costs are paid either by INS or the vessel agent. If a vessel is seized, the government has to pay for maintenance, environmen- tal preparation for storage, and storage itself. Because of lengthy legal procedures, storage can involve a 16 a 1 long waiting period ( perhaps several s). If a vessel is eventually sold at auction. �s to an uwnrr is negligible. On the auction block it becomes newly available to repeat the some cycle, having rindcr- gone nothIIlg Illor'e sk-nll(Icant thall it Ilallle challge. Substandard vessels also contribute to the pollution in the Miami River because of inlproper or absent on -board sanitation equipment. Substandard vessels ex- port break -bulk (uncontaincrized) used products like bicycles, mattresses, plas- tic buckets and stolen nlcrchandisc. When excess product cannot be loaded onto the vessel, it is often left to pile up on docks or is thrown into the river, creating a solid waste problem. SOLUTION: SEIZURE AND DISPOSAL OF VESSELS. Vessels with violations and no Identifiable responsible party should be seized and disposed ol'either at an upland site or sunk as part of the artificial reef program. The QAT should work with agencies to continue efforts to pursue more funding to clean vessels before disposal. The USCG should be allowed to fully implement Operation Safety Net on July 1, 1997, so that substandard vessels under 500 gross tons can be refused entry into the United States. PROBLEM: UNCOORDINATED AGENCY RESPONSE TO VESSEL ARRIVALS. Vessels arrive on the river at any time of day or night. Some vessels fail to provide 24-hour arrival notification to the Coast Guard. When this happens vessels can enter without detection, especially on weekends and nights when agency staffing is reduced. Sometimes only one agency will board a newly arrived vessel and other agencies will not be notified. SOLUTION: IMPLEMENTATION OF A CHECKPOINT ALERT AND NOTIFI- CATION TO AGENCIES. The participation of Nlianli River bridge tenders helps to detect vessels arriving without 24-1101.11- arrival notification. The bridgetender immediately notifies the Coast Guard about such vessels and the Coast Guard then notifies other agencies. A timely boarding of the newly arrived vessel is completed by appro- priate agencies. Since the informal checkpoint is at the mouth of the river, the agencies have time to reach the vessels by land as they are docking up river. PROBLEM: TRANSSHIPMENT OF STOLEN MERCHANDISE, CONTRABAND AND ILLEGAL ALIENS. The Miami River has gained a reputation for being a port where drugs and illegal aliens are brought in and stolen merchandise is shipped out. One common negative image people hold of the Miami River is the vision of wooden vessels loaded down with stolen bicycles on their way out of South Florida. Be- cause there was no checkpoint or harbor master, vessels entered the river at will. Most enforcement agencies believe that the in iority of smuggling takes place at night or on weekends when enforcement staff is reduced in size or only on call. Smaller vessels, under 500 gross tons, have the highest incidence Of snulggling violations. SOLUTiON: CREATION OF MIAMi RIVER CHECKPOiNT. The Quality Action Team created an informal checkpoint by establishing a partnership with Miami River bridge tenders. Daily reports of 24-hour vessel arrival notification are provided to the bridge tender. If a vessel requests to enter the river and the vessel is not on the 24-hour notification list, the bridge tender notifies the U.S. Coast Guard of the vessel's arrival. The Coast Guard notifies other agencies, such as Customs and INS, and the vessel is boarded. Vessels attempting to enter the river without the required long waiting- period (perhaps several 5). if a vessel is eventually sold at auction, to ml o ncr 11 is ncgligibic. On the auction block it becomes newly available to repeat tile, same cycle, having under- gone nothing more sioni icant than a name change. Substandard vessels also contribute to the pollution in the Miami River because of improper or absent on -board sanitation equipment. Substandard vessels ex- port break -bulk (it ncontaincrized) used products like bicycles, mattresses, plas- tic buckets and stolen merchandise. When excess product cannot be loaded onto the vessel, it is often lel't to pile up on clocks or is thrown into the river, creating a solid waste problem. SOLUTION: SEIZURE AND DISPOSAL OF VESSELS. tom, ,. Vessels will] violations and no identifiable responsible party should be seized and disposed of either at an upland site or sunk as part of the artificial reei'program, The QAT should work with agencies to continue efforts to pursue more funding to clean vessels before disposal. The USCG should be allowed to fully implement Operation Safety Net on July 1, 1997, so that substandard vessels under 500 gross tons can be refused entry into the United States. PROBLEM: UNCOORDINATED AGENCY RESPONSE TO VESSEL ARRIVALS. Vessels arrive on the river at any time of day or night. Some vessels fail to provide 24-hour arrival notification to the Coast Guard. When this happens vessels can enter without detection, especially on weekends and ni-hts when agency staffing is reduced. Sometimes only one agency will board a newly 11 arrived vessel and other agencies will not be notified. SOLUTION: IMPLEMENTATION OF A CHECKPOINT ALERT AND NOTIFI- CATION TO AGENCIES. The participation ol' Miami River bridge tenders helps to detect vessels arriving without 24-hour arrival notification. The bridgctender immediately notifies the Coast Guard about such vessels and the Coast Guard then notifies other agencies. A timely boarding of the newly arrived vessel is completed by appro- priate agencies. Since t11e informal checkpoint is at the mouth of the river, the agencies have time to reach the vessels by land as they are docking up river. PROBLEM: TRANSSHIPMENT OF STOLEN MERCHANDISE, CONTRABAND AND ILLEGAL ALIENS. The Miami River has gained a reputation for being a port where drugs and illegal aliens are brought in and stolen merchandise is shipped out. One common negative image people hold of the Miami River is the vision of wooden vessels loaded down with stolen bicycles on their way out of South Florida, Be- cause there was no checkpoint or harbor master, vessels entered the river at will. Most enforcement agencies believe that the majority of smuggling takes place at night or on weekends when enforcement staff is reduced in size or only on call. Smaller vessels, under 500 gross tons, have the highest incidence of smuggling violations. SOLUTION: CREATION OF MIAMI RIVER CHECKPOINT. The Quality Action Team created an informal checkpoint by establishing a partnership with Miami River bridge tenders. Daily reports of 24-hour vessel arrival notification are provided to the bridge tender. If a vessel requests to enter the river and the vessel is not on the 24-h0ur notification list, the bridge tender notifies the U.S. Coast Guard of the vessel's arrival. The Coast Guard notifies other agencies, such as Customs and INS. and the vessel is boarded. Vessels attempting to enter the river without the required i 17 IDEA.. •�"'��: 24-110ur nolic 1) be rclllsed cntry by the Coast Guard a turned to the. Coast Guard base for inspection. PROBLEM: COMMUNICATION ISSUES INVOLVING ENFORCEMENT, AGENTS. VESSELS, AND TERMINALS. Tile Miami Elver has 30 federal. state and local a'-'encies with jurisdiction over it. Often agencies did not know enou`,:h ahout other a"cncics' responsibilities on the river to coordinate enforcement activities. Also, facility and vessel owners were unclear as to which agency to notify to report crimes or other violations. SOLUTION: PUBLICATION OF ENFORCEMENT AGENCIES' ORGANIZA- TIONAL CHARTS, POINTS OF CONTACT, AND PHONE NUMBERS FOR AFTER HOURS AND WEEKENDS. The Coast Guard has distributed information regarding law enforcement agencies listing organizational charts, points of contact and phone numbers for alter hours and weekends. This Information has been given out to enforcement agencies and facility owners. Throughout the meetings of the QAT, enforcement agencies shared information about their responsibilities and areas of concern. Also, facility owners have gained a broader understanding about the enforcement problems on the river; how they can assist, and who to contact to report violations. PROBLEM: RIVERSIDE SECURITY ILLEGAL DF UGS; ALIENS AND MERCHANDISE"' e « �i}S� .u�k:.taFxdc..u..i.• L CA" *PUBLIC INFORMATIQP4 SEIZURES BY ONE AGENCY ALONE, U.S. CUSTOMS, FOR 1995-96. 18 Enforcement problems on the river extend upland to the shoreline and beyond. Stolen merchandise, illegal aliens and drugs have historically come into the river to be unloaded and transported by land. Lack of after-hours and weekend enforcement personnel to meet arrivin�0 vessels has been a problem in detectine illegal shipments being loaded or un- loaded. SOLUTION: BETTER COORDINATION OF ENFORCEMENT. The QAT brou-llt together federal, state and local agencies to develop rules for the river. Through this cooperative effort, agencies have gained a better understanding of each other's jurisdictions and responsibilities. Joint enforcement programs on the river and upland have been developed among agencies. PROBLEM: LACK OF AGENCY STAFFING TO RESPOND TO EMERGENCY INFORMATION (NIGHTS AND WEEKENDS). Enforcement agencies have the greatest number of staff available on weekdays during business hours. On weekends and nights, the staffing is greatly reduced and sometimes agencies only have enforcement personnel on call. Since the Miami River is open to traffic 24 hours a day and 7 days a week, the reduced weekend and Bight staffing allows vessels to enter the river, often undetected. Weekends and nights are the most desirable time for vessels with illegal aliens or contraband to enter the river and not be appre- hended. SOLUTION: ADVOCATE FOR BETTER STAFFING ON NIGHTS AND WEEK- ENDS. The QAT determined that hours for "closing" the river did not provide a feasible solution to undesirable access of the river since constraints of tides and bridges already curtail vessel traffic. The QAI' acknowl- edges the problem that fewer staff of enforcement agencies are available on nights and weekends. The QAT Annual Report addresses this problem and advocates for more staffing during these critical times. FEDERALU.S. Drug Enforcement Agency U.S. Federal Bureau of Investigation U.S. Inlnlioration and Naturalization Service U.S. Coast Guard U.S. Customs Service U.S. Border Patrol U.S. Army Corps of Engineers U.S. Department of Agriculture U.S. Marshals Service U.S. Occupational Safety & Health Administration U.S, Department of Transportation — Maritime Administration U.S. Alcohol, Tobacco & Firearms U.S. Environmental Protection Agency U.S. Department of Interior STATE Florida Department of l-avv Enforcement Florida Department of Environmental Protection (FDEP) Florida Department ofTransportation Florida Marine Patrol (FMP) Florida Game and Freshwater Fish Commission South Florida Water Manaoenlent District Florida Health and Rehabilitative Service COUNTY Dade County Planning, Development and Regulation Department Dade County Fire Department Dade County Public Works Department Dade County Solid Waste Department Miami -Dade Water and Sewer Department Dade County Dept. of Environmental Resources Management (DERM) Metro -Dade Police Department M I'� City of Miami Building and Zoning Department City of Miami Fire Department City of Miami Marine Operations City of Miami Parks & Recreation Department City of Miami Community Planning and Revitalization Department City of Miami Police Department City of Miami Public Works Department City of Miami General Services Administration and Solid Waste Department f >15CAISP41-A- Hu ENVIRONMENTAL PROTECTION. Environmental problems documented in the QAT Annual iZeport receive on`ooing attention from enforcement agencies, regulatory agencies, and the IVlianli ilivcr Quality Action Team. Continued funding and increased staffing ofenvironrnental en- forcement elTorts are of greatest importance to further the larger goals 01' education and enforcement rc�community practices and the Miami River. Political leadership on the issue of dred`'in�" is required to bring federal agencies together to determine an acceptable disposal method and to obtain necessary environmental permits and funding. Cooperation fostered between public and private sectors has been effective within the QAT's Miami River forum. MARINE SAFETY. The Miami River Rafting Policy as a federal regulation on the Miami River estab- lishes clear channel requirements and mooring practices. Private waterfront facility owners and operators working cooperatively with the QAT have achieved a higher level of marine safety compliance. The Miami River Checkpoint provides better identification of problein vessels that can be refused entry to the river. Operation Safety Net which will be in full effect Oil July I, 1997, will strengthen the Coast Guard's ability to enforce environmental and safety regulations among smaller vessels under 500 gross tons. Funding for education, en- forcement and the removal of derelict vessels continues to improve the river's maritime operations. COMMERCIAL VIABILITY. The Miami River's commercial viability has been improved with the en- forcement of the Miami River Rafting Policy and with marine industry and local government working together to educate the public about the economic importance of the Miami River cargo industry. Education efforts must also be strengthened to reach recreational boaters about the problems created by unnecessary bridge openings. Polluted sediments filling the channel's depth and width must be removed through a federal dredging project. A model plan by the Miami River Coordinating Committee to improve water quality by correcting point and non -point sources of pollution is in the beginning pleases of implementation. ENFORCEMENT. Shared information between enforcement agencies, the Miami River Enforcement Team, and the QAT has improved Colllil1LInicatloll aneong river interests and allowed for more effi- cient use of agency resources. The current Miami River Checkpoint and notification to agen- cies has resulted in improved interagency coordination. Operation Safety Net offers the greatest promise of tanning what Is unruly oil the Miallll River anion- all enforcement Concerns. Increased staffing and funding for enforcement agencies will improve responsiveness and enforcement on nights and weekends. It is difficult at present to obtain accurate statistics particular to the Miami River because the river is not coded as an address in the conlputer- ized reporting systems of enforcement agencies. THE FUTURE. The United States Coast Guard's Miallll River Quality Action Team will Continue to sleet and address concerns as they arise over river operations and practices. At the completion of the Quality Action Team's first year of: wore:, several successful endeavors such as the Miami Revel' Rafting Policy and the Miami River Check Point Clearly hellefit both the llgencles and private businesses that collaborated to resolve river problems. The consensus of river users supports the idea that wort: undertaken in the QAT forUin deals directly and effectively with immediate problems and also benefits longer term problems because of its consistent focus. As a public/ private partnership, the QAT expects Continued success and steady progress for the Miami River. 20 iRCARR� • L-19-. PORTS OF CALL SERVED BY THE MIAMI RIVER ANGUILLA, LEEWARD ISLANDS ANTIGUA, BWI (BRITISH WINDWARD ISLANDS) ARUBA, NETHERLAND ANTILLES BARBADOS BARRANQUILLIA, COLOMBIA BELIZE BIMINI BONAIRE CAICOS CARTAGENA, COLUMBIA ISLA DE COZUMEL CURACAO DOMINICA, LEEWARD ISLANDS ELEUTHERA, BAHAMAS GEORGETOWN, BAHAMAS GEORGETOWN, GUYANA GRAND CAYMAN GRAND TURK GRENADA, WINDWARD ISLANDS GUADALOUPE, FRENCH LEEWARD ISLANDS ISLA DE MARGARITA LA GUAIRA, VENEZUELA GUANTA, VENEZUELA ISLA MU]ERES, MEXICO KINGSTON, ]AMAICA LA ROMANA, DOMINICAN REPUBLIC LONG ISLAND, BAHAMAS MONTEGO BAY, ]AMAICA MONTSERRAT, BRITISH LEEWARD ISLANDS NASSAU PANAMA PARAMARIBO, SURINAM PORT AU PRINCE, HAITI PROGRESSO, MEXICO PROVIDENCIALES, CAICOS PUERTO CASTILLA, HONDURAS PUERTO CABELLO, VENEZUELA PUERTO CORTES, HONDURAS PUERTO LIMON, COSTA RICA PUERTO PLATA, DOMINICAN REPUBLIC PUERTO ORDAZ, VENEZUELA ISLA DE SAN ANDRES PUNTARENAS, COSTA RICA SANTO DOMINGO, DOMINICAN REPUBLIC SANTI THOMAS, GUATAMALA ST. 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