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Pilots and ports urge action to restore Powlettown anchorage; Corps' authority disputed, costs estimated up to $350M
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Summary
Pilots and navigation safety representatives told the commission that several anchorages on the lower Mississippi River have silted in and are now too shallow for modern deep‑draft vessels, creating a safety and commerce risk if a vessel were to ground in a narrow portion of the channel.
Pilots and navigation safety representatives told the commission that several anchorages on the lower Mississippi River have silted in and are now too shallow for modern deep‑draft vessels, creating a safety and commerce risk if a vessel were to ground in a narrow portion of the channel. Sean Duffy of the Big River Coalition described Powlettown Anchorage as severely shoaled and said that “if a vessel were to go aground there now, it would block the entire channel,” noting the 1989 closure that lasted 21 days.
Why it matters: anchorages allow vessels to wait for berths and manage traffic on the river; if anchorages become unusable, pilots may be forced to anchor in the channel and halt other traffic. The navigation task force warned that the length and width constraints of the low river make the problem worse for very large vessels and that the Powlettown condition is a systemic risk to commerce.
Authority and cost estimates: the task force reported a disagreement with the U.S. Army Corps of Engineers about whether the corps has statutory authority to dredge Coast Guard‑regulated anchorages. The working group cited the Water Resources Development Act of 2020, section 106, in support of their interpretation that the corps may have the authority; they said the corps has so far interpreted it differently. Cost estimates discussed during the meeting ranged from “at least $100,000,000” to fully restoring Powlettown to 50‑foot depths ($300–$350 million), but speakers said those were order‑of‑magnitude figures rather than firm bids.
State and local alternatives: commission members noted that the Coastal Protection and Restoration Authority (CPRA) and other state entities have dredging programs and could remove material beneficially for coastal restoration; the group discussed a CPRA plan to remove about 4.3 million cubic yards from passages connected to Southwest Pass for restoration use. Several commissioners urged exploring state or parish dredging and beneficial‑use opportunities so some work could proceed without waiting for a federal decision.
Next steps and requests: the navigation task force asked the commission to pursue a formal resolution and to seek congressional clarification that the corps has authority under WRDA 2020 section 106. The commission asked the working group to prepare a report within 30 days outlining the problem, estimated costs, which anchorages are priorities, legal interpretations about Corps authority, and recommended next steps so the commission could consider drafting a resolution for congressional or agency action.
Ending: Task‑force leaders and commissioners said they would coordinate quickly with CPRA and federal and congressional contacts while preparing the requested report.
