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An overexposed and desaturated look at Lion's Gate Bridge from down under.
Song: Last Exit
Artist: Pearl Jam
Album: Vitalogy
#MondayMotivation #Construction #Mood #Lifestyle #Careers #Excavation #Blog #CivilWorks #Engineer #Inspiration #HeavyEquipment #Business #ConstructingHistory #mgicorp
Seriously significant infrastructural works in Amsterdam, Prins Hendrikkade.
New tracks are being laid closer to the buildings on the right, where trams are running now will be returned to water. © Henk Graalman sep 2019
Civil works in progress in 1977. This was an almighty mess. These days safe work practices are somewhat over the top, however above chaos was definitely unsafe for other roadusers and workers.
© Henk Graalman 7044
The view from the Morphett Street bridge now consists of concrete constructions. In 1986 'phase 1' had most of the railway station still in the open air.
© Henk Graalman
New tracks for the extension of line 2 in 1975 are not connecting quite right yet.
© Henk Graalman 4773
Whilst tramway extension works took place passengers exiting tram 751 where stranded on a stand alone platform. No provisions had been made to ensure a safe crossing to the sidewalk, hence the kind of lost souls wandering around. © Henk Graalman 4774 (1975)
Here on the private beach of Sea Gate, the gated community that occupies the western end of the Coney Island peninsula, the Army Corps of Engineers is at work on a $25.2 million shoreline protection project. Pictured above is the construction of one of four T-groins designed to prevent erosion of the beach, to which 125,000 cubic yards of sand will be added. The fact that federal funds are being used to build up a private beach has raised some eyebrows, but, according to the Army Corps,
the work is primarily benefitting the original Coney Island coastal storm risk reduction project that was first constructed in the 1990s. . . .
While the Sea Gate work will definitely provide some coastal storm risk benefits to the Sea Gate community, it will not be of the size and scope of the public beach originally constructed to the east of the W. 37th Street groin and the primary benefit of completing this important portion of the Coney Island project is reinforcing the integrity of the W. 37th Street groin which anchors the public beach.
I guess I'd call this "industrial deco". See www.nae.usace.army.mil/Missions/CivilWorks/FloodRiskManag... for info about this site.
See my other infrastructure images at www.flickr.com/photos/bobphoto51/sets/72157631802442059/
Looking NE from visitor's area of Markland Locks and Dam.
Towboat "Southern" (doc. # 266359) approaching main lock, downbound.
.
Originally named "Southern" (doc. # 266359, length 167 feet, width 36.5 feet, twin GM 12-645E7 diesels, repowered 1972, 4200 hp.), this towboat was built in 1953 by Dravo Corp. at Neville Island, Pennsylvania, and owned by Union Barge Line, Pittsburgh.
In 1970, it was transferred to Cardinal Carriers, Pittsburgh, and renamed "Goldfinch".
It was owned by Union Mechling and Dravo Mechling before being sold in 1981 to D&M Towing Co., St. Louis, and renamed "Majestic".
In 1982, the boat was sold back to Dravo Mechling and in 1984 named "Southern" again.
In 1985, it was leased to Sutton Marine Corp., Mapaville, Missouri.
In 1986, it was leased to B&H Towing, Paducah, Ky.
In 1988, it was sold to National Marine, New Orleans (apparently still leased to B&H).
In 1992, the boat was sold to Marquette Transportation Co., Paducah, and renamed "Darin Adrian".
In 2008, the boat was sold to South American interests.
.
Ohio River mile 532.
Gallatin Co., Kentucky.
Feb. 1988.
.
file # 88b139.
35 mm Kodachrome.
Plustek OpticFilm 7600i.
Siverfast 8.
Picture Window 6.
Sharpened: USM, radius 1, threshold 3, 100%.
JPEG quality 95.
So there you sit. And how much blood was shed
That you might sit there. Do such stories bore you?
Well, don't forget that others sat before you
who later sat on people. Keep your head!
Your science will be valueless, you'll find
And learning will be sterile, if inviting
Unless you pledge your intellect to fighting
Against all enemies of all mankind.
Never forget that men like you got hurt
That you might sit here, not the other lot.
And now don't shut your eyes, and don't desert
But learn to learn, and try to learn for what.
Poetry: Bertolt Brecht
The San Francisco–Oakland Bay Bridge stretches gracefully across the bay, linking the city to the East Bay with muscular poise and engineered elegance. Completed in 1936, the bridge features a double-deck design and is composed of two major spans—this view highlights the western span with its cantilever and suspension elements. The structure’s steel latticework stands bold against the blue sky, its vertical cables forming a rhythmic pattern. Treasure Island sits just beyond the tower, and the container cranes of Oakland peek through the mist. It’s a portrait of California infrastructure at its most iconic: purposeful, enduring, and framed by natural beauty.
Who built Thebes of the seven gates?
In the books you will find the names of kings.
Did the kings haul up the lumps of rock?
And Babylon, many times demolished
Who raised it up so many times? In what houses
of gold-glittering Lima did the builders live?
Where, the evening that the Wall of China was finished
Did the masons go? Great Rome
Is full of triumphal arches. Who erected them? Over whom
Did the Caesars triumph? Had Byzantium, much praised in song
Only palaces for its inhabitants? Even in fabled Atlantis
The night the ocean engulfed it
The drowning still bawled for their slaves.
The young Alexander conquered India.
Was he alone?
Caesar beat the Gauls.
Did he not have even a cook with him?
Philip of Spain wept when his armada
Went down. Was he the only one to weep?
Frederick the Second won the Seven Year's War. Who
Else won it?
Every page a victory.
Who cooked the feast for the victors?
Every ten years a great man?
Who paid the bill?
So many reports.
So many questions.
Poetry: Bertolt Brecht
Mr. Michael Connor, Assistant Secretary of the Army for Civil Works along with Congresswoman Marcy Kaptur and U.S Army Corps of Engineers leadership, Brig. Gen. Kimberly Peeples and Lt. Col. Colby Krug met with Joe Cappel Toledo-Lucas County Port Authority, VP Business Development.
Major commodities include iron ore, coal, petroleum, limestone, sand and gravel, salt, cement and concrete, wheat, soybeans, and aluminum which support $10.7 billion in business revenue, 59,176 direct, indirect, and induced jobs, and $3 billion in labor income.
Looking NE from I-64 on-ramp near 10th St..
.
Towboat "Mariner" (doc. # 285908) downbound approaching Portland Canal.
Conrail (later L&I) Bridge and upper gates of McAlpine Dam at upper left.
Colgate Clock at upper right.
Twin screw towboat, b. 1961 by Dravo Corp., Neville Island, Pa. 192 x 52.1.
GM 20-645E7 diesels, repowered 1979, 7200 hp. Falk red. 4.719:1. Kort nozzles.
Orig. MARINER, owned by Union Barge Line Corp., Pittsburgh.
Transferred April 1973 to Union Mechling Corp., Pittsburgh.
Sold Jan. 1979 to Flowers Transportation, Inc., Greenville.
Sold Dec. 1987 to The Valley Line Co., St. Louis.
Sold June 1992 to American Valley Line, Inc., Jeffersonville, Ind.
Sold March 1993, renamed JESUS’ MARINER by H&B Marine, Inc., Columbus, Ohio, leased to Newco Marine, Inc., Paducah.
Sold March 1996, renamed MARINER by American Boat Co., Granite City, Ill.
Leased Nov. 2004, renamed DOUGLAS J. FISCHER April 2005 by Memco Barge Line, Inc., Chesterfield, which in 2008 became AEP River Operations LLC, Chesterfield, Mo.
Sold June 2012 , renamed CHARLES L. STRAIT by Western Rivers Boat Management, Paducah, Ky
The owner at the time of the photo, the Valley Line, was part of the conglomerate Chromalloy, which explains the "C" stack logo.
Beyond the boat is a vane dike built to modify the current which, when the gates of McAlpine Dam are open to let water pass, runs from near the Kentucky bank toward the open gates. This current (called outdraft because it flows out away from the bank) tends to push downbound tows toward the dam instead of into the canal where they want to go. As I (no expert) understand it, the vane dike deflects some of this outdraft so it flows more toward the entrance to the canal. The diverted water then flows through a gap between the downriver end of the dike and the upriver end of Shippingport Island. The top of the dike is only a few feet higher than pool stage, so when the river rises significantly, the dike is submerged and has little or no effect. At the time of this photo, the upper gates were barely open, and while I don't know about the lower gates, I think the outdraft would have been minimal.
At far right is the cell at the upriver end of the dike, with McAlpine Vane Dike Light and Daymarks on top.
.
Ohio River mile 605.
Louisville, Kentucky.
February 1988.
file # 88b081.
.
35 mm Kodachrome.
Plustek OpticFilm 7600i and Silverfast 8.
Picture Window 6.
JPEG quality 95.
The labor-intensive job of diverting fresh water into the Savannah National Wildlife Refuge has become easier since the U.S. Army Corps of Engineers Savannah District replaced the old wooden structures with custom-built diversion gates. The Fresh Water Control System was originally installed as a mitigation feature for the 1977 Savannah harbor deepening project. At a cost of $12.5 million, the new stainless steel structures modernize and automate the process of controlling water in the area. Previously, wildlife managers with the U.S. Fish and Wildlife Service could only route water to 3,000 acres of wetlands for waterfowl; with the gate improvements, the water management area has doubled to 6,000 acres. The project was completed in autumn 2011.
SAVANNAH, Ga. -- Archeologists working for the U.S. Army Corps of Engineers, Savannah District, aided by divers and salvage operations teams from the U.S. Navy, retrieve a 64-square foot section of a Civil War ironclad warship from the bottom of the Savannah River the evening of Nov. 12, 2013. U.S. Navy photo.
The divers worked in strong currents with near-zero visibility to assess the possibility of lifting a small piece of the Confederate ship’s casemate for archeological testing. A crane lifted it onto a barge anchored near historic Old Fort Jackson on the eastern edge of Savannah. Experts estimate the piece weighs more than 5,000 pounds.
The Confederate navy scuttled the CSS Georgia in 1864 as Union troops approached Savannah. The iron-covered ship remained on the river bottom until 1969 when a dredge removing sediment from the shipping channel struck a portion of the ship, according to Julie Morgan, staff archeologist for the Corps’ Savannah District. A brief recovery effort in the late 1980’s removed two cannon, various types of munitions and other artifacts.
“This retrieval will play a major role in creating a research design to effectively remove the CSS Georgia before expanding the shipping channel along this stretch of the Savannah River,” said Morgan. “It took a dedicated team working in some very tough conditions to bring this piece to the surface.”
Over time the ship’s casemate, the iron-covered upper portion of the warship, came apart. The small portion removed Nov. 12 will give archeologists the ability to assess the condition of the remainder of the ship, according to Morgan, and ensure the team follows protocols from the National Historic Preservation Act of 1966.
The Savannah Harbor Expansion Project (SHEP) includes removal and preservation of CSS Georgia, which sits immediately adjacent to the shipping channel. The SHEP will deepen Savannah’s harbor from its current 42-foot depth to 47 feet, greatly expanding its capability to handle larger cargo vessels. Learn more about SHEP at www.sas.usace.army.mil/Missions/CivilWorks/SavannahHarbor...
LOS ANGELES — Dr. Wen-Huei Chang, a water resources economist from the Institute of Water Services, left the U.S. Army Corps of Engineers Los Angeles District Aug. 22 after working with three of the District’s divisions on temporary assignment for nearly five months.
“In addition to valuable hands-on experiences he received in the District, his IWR work will facilitate [District] personnel participation in two-to-four-month career development assignments for enhancing the intellectual exchange between the field and Washington DC,” said Carvel Bass, a District ecologist with the Civil Works Branch. “Those of us who have worked with Wen, both before and during his stay here, have benefitted and will continue to benefit from his expertise.”
Chang came to the District April 1 from his office in Ft. Belvoir, Va. for a developmental assignment. After some debate with his supervisor at IWR – Chang was requesting two months for the assignment and his boss was trying to tell him he needed six to make the assignment worthwhile – he came to the Los Angeles District office.
“I’ve been working on a lot of national high-profile projects; but, I had never worked in the field,” Chang said. “I always felt like there was a need to get some real-life hands-on experience that happens in the field. If you ask me why I picked LA, I wanted to go to a district that had enough of a diversified program so I could observe as much information as I could.”
Chang said he was impressed by the assortment of responsibilities the members of the LA District team faced on a regular basis. In looking for which District to work with, he wanted to make sure he found an area with coastal and deep-draft navigation missions and he wanted to work with floodrisk management programs. He said those programs made up nearly 2/3 of the Corps’ civil works budget.
During his time in the District, Chang worked with Asset Management, Planning and PPMD divisions. The majority of his time was spent on continuing IWR-related projects in the District. Bass said Chang also worked in operations and maintenance in Navigation and assisted with flood risk management, environmental stewardship and recreation management projects.
“He was critical to the development of [Environmental Stewardship Budget Evaluation SysTem] and [Recreation Budget Evaluation SysTem] budgeting and is an expert in these two programs,” Bass said. “So having him here during the Fiscal Year 2014 budget formulation cycle was a great opportunity.”
Bass said Chang was instrumental in completing the Watershed-Based Budgeting pilot study. The pilot study took into account Chang’s notion that federal agencies, like IWR and the Corps of Engineers, can work better with local sponsors if information affecting local sponsors was considered when looking at a project’s overall consequences and benefits. The District team sent the study forward to USACE headquarters as a package from the South Pacific Division.
“I worked with Eileen Takata and brought in a team from IWR to help the district use the tools we developed at IWR,” Chang said. “We were able to group [the budgets] together to look at them from a watershed perspective among projects, business lines and watershed projects. It shows us the interdependency of our projects and the projects of the local sponsor. Using that information, we’re trying to achieve what works best for our projects and provides benefit for the local sponsor.”
He said he will be taking that insight back with him to headquarters. He plans to work to bridge the “disconnect” between the agencies responsible for the budgeting and the agencies who are out doing the work to benefit communities across the country. Chang said he enjoyed working on the relationship between “the field and DC” and wished he had more time to work here. Although he misses his family, he understands the value in field assignments.
“When I was discussing my assignment to the district with my director, I said I could go for two months,” Chang recalled. “He said no, two months is not enough. You have to go for six months. We finally came up with four months for the assignment. A month into the assignment, I realized Bob was right. You really need to have a six-month timeframe to really get involved in a meaningful way. Based on my experience, I really encourage anyone to pursue career-development assignments and to make sure they are at least six months.”
At a farewell gathering, Col. Mark Toy, the LA District commander, presented Chang with a command coin and a certificate which read in part, the District’s appreciation for Chang’s “outstanding leadership, dedication and technical expertise for the Asset Management, the Programs and Project Management, and the Planning Divisions and in the development of the FY14 Watershed-Based Budget Pilot Proposal for the Santa Ana River Watershed. Dr. Chang currently provides technical and budgeting support within the Natural Resources Management Program. His national perspective in all of these areas has been an invaluable asset to the District.”
Chang said he will be taking two district personnel with him back to IWR to work the same projects at the headquarters level that they currently work at the field level.
“The idea is that we can really pick their brains and gain valuable knowledge form the District by bringing them to the IWR,” he explained. “We will gain the valuable field experience that is sort of lacking in DC. We would like to continue the relationship by continuing the study and sharing people back and forth. It was a wonderful experience for me and I’m sure it will be a wonderful experience for people going to IWR.”
SAVANNAH, Ga. -- Archeologists working for the U.S. Army Corps of Engineers, Savannah District, aided by divers and salvage operations teams from the U.S. Navy, retrieve a 64-square foot section of a Civil War ironclad warship from the bottom of the Savannah River the evening of Nov. 12, 2013. U.S. Navy photo.
The divers worked in strong currents with near-zero visibility to assess the possibility of lifting a small piece of the Confederate ship’s casemate for archeological testing. A crane lifted it onto a barge anchored near historic Old Fort Jackson on the eastern edge of Savannah. Experts estimate the piece weighs more than 5,000 pounds.
The Confederate navy scuttled the CSS Georgia in 1864 as Union troops approached Savannah. The iron-covered ship remained on the river bottom until 1969 when a dredge removing sediment from the shipping channel struck a portion of the ship, according to Julie Morgan, staff archeologist for the Corps’ Savannah District. A brief recovery effort in the late 1980’s removed two cannon, various types of munitions and other artifacts.
“This retrieval will play a major role in creating a research design to effectively remove the CSS Georgia before expanding the shipping channel along this stretch of the Savannah River,” said Morgan. “It took a dedicated team working in some very tough conditions to bring this piece to the surface.”
Over time the ship’s casemate, the iron-covered upper portion of the warship, came apart. The small portion removed Nov. 12 will give archeologists the ability to assess the condition of the remainder of the ship, according to Morgan, and ensure the team follows protocols from the National Historic Preservation Act of 1966.
The Savannah Harbor Expansion Project (SHEP) includes removal and preservation of CSS Georgia, which sits immediately adjacent to the shipping channel. The SHEP will deepen Savannah’s harbor from its current 42-foot depth to 47 feet, greatly expanding its capability to handle larger cargo vessels. Learn more about SHEP at www.sas.usace.army.mil/Missions/CivilWorks/SavannahHarbor...
SAVANNAH, Ga. -- Archeologists working for the U.S. Army Corps of Engineers, Savannah District, aided by divers and salvage operations teams from the U.S. Navy, retrieve a 64-square foot section of a Civil War ironclad warship from the bottom of the Savannah River the evening of Nov. 12, 2013. U.S. Navy photo.
The divers worked in strong currents with near-zero visibility to assess the possibility of lifting a small piece of the Confederate ship’s casemate for archeological testing. A crane lifted it onto a barge anchored near historic Old Fort Jackson on the eastern edge of Savannah. Experts estimate the piece weighs more than 5,000 pounds.
The Confederate navy scuttled the CSS Georgia in 1864 as Union troops approached Savannah. The iron-covered ship remained on the river bottom until 1969 when a dredge removing sediment from the shipping channel struck a portion of the ship, according to Julie Morgan, staff archeologist for the Corps’ Savannah District. A brief recovery effort in the late 1980’s removed two cannon, various types of munitions and other artifacts.
“This retrieval will play a major role in creating a research design to effectively remove the CSS Georgia before expanding the shipping channel along this stretch of the Savannah River,” said Morgan. “It took a dedicated team working in some very tough conditions to bring this piece to the surface.”
Over time the ship’s casemate, the iron-covered upper portion of the warship, came apart. The small portion removed Nov. 12 will give archeologists the ability to assess the condition of the remainder of the ship, according to Morgan, and ensure the team follows protocols from the National Historic Preservation Act of 1966.
The Savannah Harbor Expansion Project (SHEP) includes removal and preservation of CSS Georgia, which sits immediately adjacent to the shipping channel. The SHEP will deepen Savannah’s harbor from its current 42-foot depth to 47 feet, greatly expanding its capability to handle larger cargo vessels. Learn more about SHEP at www.sas.usace.army.mil/Missions/CivilWorks/SavannahHarbor...
SAVANNAH, Ga. -- Archeologists working for the U.S. Army Corps of Engineers, Savannah District, aided by divers and salvage operations teams from the U.S. Navy, retrieve a 64-square foot section of a Civil War ironclad warship from the bottom of the Savannah River the evening of Nov. 12, 2013. U.S. Navy photo.
The divers worked in strong currents with near-zero visibility to assess the possibility of lifting a small piece of the Confederate ship’s casemate for archeological testing. A crane lifted it onto a barge anchored near historic Old Fort Jackson on the eastern edge of Savannah. Experts estimate the piece weighs more than 5,000 pounds.
The Confederate navy scuttled the CSS Georgia in 1864 as Union troops approached Savannah. The iron-covered ship remained on the river bottom until 1969 when a dredge removing sediment from the shipping channel struck a portion of the ship, according to Julie Morgan, staff archeologist for the Corps’ Savannah District. A brief recovery effort in the late 1980’s removed two cannon, various types of munitions and other artifacts.
“This retrieval will play a major role in creating a research design to effectively remove the CSS Georgia before expanding the shipping channel along this stretch of the Savannah River,” said Morgan. “It took a dedicated team working in some very tough conditions to bring this piece to the surface.”
Over time the ship’s casemate, the iron-covered upper portion of the warship, came apart. The small portion removed Nov. 12 will give archeologists the ability to assess the condition of the remainder of the ship, according to Morgan, and ensure the team follows protocols from the National Historic Preservation Act of 1966.
The Savannah Harbor Expansion Project (SHEP) includes removal and preservation of CSS Georgia, which sits immediately adjacent to the shipping channel. The SHEP will deepen Savannah’s harbor from its current 42-foot depth to 47 feet, greatly expanding its capability to handle larger cargo vessels. Learn more about SHEP at www.sas.usace.army.mil/Missions/CivilWorks/SavannahHarbor...
SAVANNAH, Ga. -- Archeologists working for the U.S. Army Corps of Engineers, Savannah District, aided by divers and salvage operations teams from the U.S. Navy, retrieve a 64-square foot section of a Civil War ironclad warship from the bottom of the Savannah River the evening of Nov. 12, 2013. U.S. Navy photo.
The divers worked in strong currents with near-zero visibility to assess the possibility of lifting a small piece of the Confederate ship’s casemate for archeological testing. A crane lifted it onto a barge anchored near historic Old Fort Jackson on the eastern edge of Savannah. Experts estimate the piece weighs more than 5,000 pounds.
The Confederate navy scuttled the CSS Georgia in 1864 as Union troops approached Savannah. The iron-covered ship remained on the river bottom until 1969 when a dredge removing sediment from the shipping channel struck a portion of the ship, according to Julie Morgan, staff archeologist for the Corps’ Savannah District. A brief recovery effort in the late 1980’s removed two cannon, various types of munitions and other artifacts.
“This retrieval will play a major role in creating a research design to effectively remove the CSS Georgia before expanding the shipping channel along this stretch of the Savannah River,” said Morgan. “It took a dedicated team working in some very tough conditions to bring this piece to the surface.”
Over time the ship’s casemate, the iron-covered upper portion of the warship, came apart. The small portion removed Nov. 12 will give archeologists the ability to assess the condition of the remainder of the ship, according to Morgan, and ensure the team follows protocols from the National Historic Preservation Act of 1966.
The Savannah Harbor Expansion Project (SHEP) includes removal and preservation of CSS Georgia, which sits immediately adjacent to the shipping channel. The SHEP will deepen Savannah’s harbor from its current 42-foot depth to 47 feet, greatly expanding its capability to handle larger cargo vessels. Learn more about SHEP at www.sas.usace.army.mil/Missions/CivilWorks/SavannahHarbor...
A tour group with R.D. James, assistant secretary of the Army for Civil Works, overlooks ongoing work to place concrete and construct a new navigation lock during a walking tour Nov. 14, 2019 at Chickamauga Lock on the Tennessee River in Chattanooga, Tenn. The Nashville District is constructing a new 110-foot by 600-foot navigation lock at the Tennessee Valley Authority project. (USACE photo by Lee Roberts)
The labor-intensive job of diverting fresh water into the Savannah National Wildlife Refuge has become easier since the U.S. Army Corps of Engineers Savannah District replaced the old wooden structures with custom-built diversion gates. The Fresh Water Control System was originally installed as a mitigation feature for the 1977 Savannah harbor deepening project. At a cost of $12.5 million, the new stainless steel structures modernize and automate the process of controlling water in the area. Previously, wildlife managers with the U.S. Fish and Wildlife Service could only route water to 3,000 acres of wetlands for waterfowl; with the gate improvements, the water management area has doubled to 6,000 acres. The project was completed in autumn 2011.
SAVANNAH, Ga. -- Archeologists working for the U.S. Army Corps of Engineers, Savannah District, aided by divers and salvage operations teams from the U.S. Navy, retrieve a 64-square foot section of a Civil War ironclad warship from the bottom of the Savannah River the evening of Nov. 12, 2013. U.S. Navy photo.
The divers worked in strong currents with near-zero visibility to assess the possibility of lifting a small piece of the Confederate ship’s casemate for archeological testing. A crane lifted it onto a barge anchored near historic Old Fort Jackson on the eastern edge of Savannah. Experts estimate the piece weighs more than 5,000 pounds.
The Confederate navy scuttled the CSS Georgia in 1864 as Union troops approached Savannah. The iron-covered ship remained on the river bottom until 1969 when a dredge removing sediment from the shipping channel struck a portion of the ship, according to Julie Morgan, staff archeologist for the Corps’ Savannah District. A brief recovery effort in the late 1980’s removed two cannon, various types of munitions and other artifacts.
“This retrieval will play a major role in creating a research design to effectively remove the CSS Georgia before expanding the shipping channel along this stretch of the Savannah River,” said Morgan. “It took a dedicated team working in some very tough conditions to bring this piece to the surface.”
Over time the ship’s casemate, the iron-covered upper portion of the warship, came apart. The small portion removed Nov. 12 will give archeologists the ability to assess the condition of the remainder of the ship, according to Morgan, and ensure the team follows protocols from the National Historic Preservation Act of 1966.
The Savannah Harbor Expansion Project (SHEP) includes removal and preservation of CSS Georgia, which sits immediately adjacent to the shipping channel. The SHEP will deepen Savannah’s harbor from its current 42-foot depth to 47 feet, greatly expanding its capability to handle larger cargo vessels. Learn more about SHEP at www.sas.usace.army.mil/Missions/CivilWorks/SavannahHarbor...