Proceedings Of The Marine

SUM 2016

Proceedings magazine is a communication tool for the Coast Guard's Marine Safety & Security Council. Each quarterly magazine focuses on a specific theme of interest to the marine industry.

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50 Proceedings Summer 2016 www.uscg.mil/proceedings Recognizing this, the USACE and Pacific Northwest Water- ways Association worked together to minimize the impact of the 2010 extended closure by rerouting container and fuel shipments. As the grain harvests had already flowed downriver into silos on the lower Columbia River, they were not impacted by the closure. A similar extended lock clo- sure is scheduled to begin in December of 2016, extending through early 2017. Advantages of Barging Although the Pacific Northwest has a broad infrastructure of railroads and highways, barge transportation has sig- nificant advantages over other modes of transportation, including lower environmental impact and greater fuel and operational efficiency. According to the Pacific Northwest Waterways Association, as of 2015, a typical four-barge tow on the Columbia/Snake River system moves the same amount of cargo as 140 rail cars or 538 trucks, 2 and emission comparisons between barge, rail, and truck transportation show that moving products by barge results in fewer air pollutants. 3 Moreover, the existing barge transportation system has sufficient capacity — at a competitive cost — to meet peak demand. The sole constraint on the system is the need for dredging at the entrances to some terminals and parts of the navigation channel. 4 Looking Ahead At present, with 25 upriver grain elevators, the CSR sys- tem is the top wheat export gateway in the U.S. It's also the number-one West Coast wood and mineral bulk export gateway. 5 In expectation of increased sales in Asian mar- kets, more than $500 million has been invested in Columbia River grain export terminals, expanding export capacity from around 23 million tons to more than 50 million tons/ year. 6 About the author: Ms. Jennifer Riddle has been with Tidewater as the company's marketing and communications specialist and public information officer since 2014. Endnotes: 1. Institute for Water Resources, "Waterborne Commerce of the U.S., Calendar Year 2012, Part 4," found at www.navigationdatacenter.us/wcsc/pdf/wcuspac12.pdf. 2. Pacific Northwest Waterways Association graphics, 2015, found at www.pnwa. net/wp-content/uploads/2012/11/CSRSFactSheet.pdf. 3. National Waterways Foundation, "Highlights of 'A Modal Comparison of Domes- tic Freight Transportation Effects on the General Public: 2001-2009,'" February 2012, found at http://nationalwaterwaysfoundation.org/study/NWF_117900_201 1WorkingForAmericaBrochure_FINAL_forWeb.pdf. 4. BST Associates, Lower Snake River Transportation Study Final Report. Bothel: June 2003. See www.americanrivers.org/assets/pdfs/lsr_transportation_study_ final_reportb482.pdf. 5. Pacific Northwest Waterways Association graphics, 2015, found at www.pnwa. net/wp-content/uploads/2012/11/CSRSFactSheet.pdf. 6. Oregon Wheat, December 2014, Vol. 66, No. 6, found at www.owgl.org/wp-content/ uploads/2011/07/12_2014_oregon_wheat_entire_issue_final.pdf. For more information: For more information, visit the Pacific Northwest Waterways Association at www. pnwa.net; the U.S. Army Corp of Engineers at www.usace.army.mil; Tidewater Transportation and Terminals at www.tidewater.com. The McNary Locks, looking downriver. In the early 1930s, commodity transport via rivers in the Columbia River basin took a back seat to the railroads until the U.S. Army Corps of Engineers completed the Bonneville Dam in 1938, then the McNary Dam in 1953. Graphic courtesy of Tidewater Transportation and Terminals. Barges can move one ton of cargo 576 miles per gallon of fuel. A rail car would move the same ton of cargo 413 miles, and a truck only 155 miles. Graphic courtesy of the National Waterways Foundation.

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