Lower Snake River - Impact Area Special Groups
Participating stakeholders will discuss, update and finalize this section. The Group’s objective is to discuss solutions on how to restore the Snake River while also meeting the impact area needs and, most times, improving on what is thought to be possible today. To add your voice, to discuss your concerns and to collaborate on a mutual solution, please Join Us.
Sections on this page: Calls to Action — Challenges & Benefits — Clarifying Disinformation — Additional Resources
Transportation Experts - Call to Action
We have the opportunity to revolutionize the transportation infrastructure in the NW by leveraging technologies developed since the dams were built in the 1960s. Through collaboration, we call on all Transportation experts to address the challenges with the urgency required to modernize our logistics network and restore the NW ecosystem for future generations.
Evaluate the feasibility and economic impact of alternative transportation methods to replace barge transportation, such as rail and trucking, ensuring they meet regional needs efficiently.
Acknowledge the increased transportation costs and logistical challenges that will arise from dam breaching, including the need for significant investments in rail and road infrastructure.
Consider phased approaches and innovative solutions to transition smoothly from barge to other transportation modes, minimizing disruption to the supply chain and economic activities.
By uniting our expertise, we can develop a comprehensive plan that supports both economic growth and ecological restoration.
Challenges & Benefits - Transportation
A subset of topics included as starter - additional to be added by workstream leads and collaborators
Claim: “Loss of barging would increase grain shipping costs by 30 to 50 cents per bushel.” (What if the lower Snake River dams are demolished?, by Matthew Weaver Capital Press, April 4, 2024 ).
Proving otherwise:
“The cost to transport wheat, which accounted for 87% of the downbound tonnage on the Lower Snake River in 2018, is estimated to increase by $0.07 - $0.24/bushel”, from Columbia River System Operations Environmental Impact Statement (CRSO EIS) Executive Summary page 32.
Somewhat successfully, Columbia/Snake River Irrigators Association pointed out in their comments to the NEPA process, that the draft EIS numbers were too high (Appendix L, Annex A). Oddly, the Final EIS report did not update the analysis.
“The navigation-wheat interests are deathly afraid of an objective analysis of the Lower Snake River rail transport alternative,” said Darryll Olsen, Columbia-Snake River Irrigators Association (What if the lower Snake River dams are demolished?, Capital Press, April 4, 2024).
Competition with rail is the #1 issue, and can be easily solved:
Solutionary Rail shows how a reconnected shortline (by acquiring two 8-mile sections currently abandoned) is a great solution for bringing competition to the Big Rail monopoly.
“Dealing with the dams, though, seems easier than moving the temperature dial for the Northern Pacific Ocean.” Don Schwerin, Ag and Rural Caucus of Washington State Democratic Party, who sees promise in Solutionary Rail’s proposals as explained in Let’s Plan for a Transition, Capital Press, 2/16/24.
Washington State’s score for United States Sustainable Development Goals is 58.1%. Of 17 overall goals, breaching the four Lower Snake River dams will have a positive impact on the 3 below.
Fostering Dialogue: Examining Evidence Together
According to Port of Lewiston reports and the US Army Corp of Engineers, 381,400 tons of wheat were shipped through Lower Granite Dam during peak harvest months (September to December).
According to the US Army Corps of Engineers, a typical barge carries 3,500 tons of cargo.
Conclusion: Even at peak grain shipping season - only ~ 1 barge per day leaves the Port of Lewiston, according to reports from the Port of Lewiston and the US Army Corps of Engineers.
Rail lines like the Great Northwest Railroad can handle this volume of grain.
“Four wheat filled barges leave the Port of Lewiston daily during peak harvest season.”
>>>>>>> FACT CHECK - Port of Lewiston Volume
Trains travel 25-60mph and Portland is about 365 miles from Lewiston, which at most will take 14.5 hours, not days.
Conclusion: While loading a rail might take a little longer, travel to international shipping ports in Portland or Vancouver will be much faster.
“Plus, there’s the extra time it will require: Railroad hopper cars take longer to load than barges. “In three and a half days, my grain can be on an ocean vessel and heading toward export customers”
>>>>>>> FACT CHECK - Rail vs. Barge Speed
Let’s separate apples and oranges first. The effects of the drawdown vs. increased volume on railroad infrastructure are two separate topics.
Fact: The 1992 test drawdown was done at 12 inches per day, which was determined to be too fast. Former engineers from the Army Corps have stated a 6-inch per day drawdown would mitigate this risk.
Fact: Increased volume on the railroad tracks do not pose a risk to the infrastructure. The infrastructure was built so that railroads could be used more than they are today.
Conclusion: There is minimal concern about the drawdown causing structural sagging.
>>>>>>> FACT CHECK - Drawdown vs. Rail Infrastructure
The effect of increased volume on railroad infrastructure is also a concern. During a 1992 test drawdown of the reservoirs, the loss of water pressure against the shore caused the ground to shift and slump, threatening the structural integrity of the railroad tracks built on top of it. Any necessary repairs could cause even more shipping delays.
The Great Northwest Railroad (GRNWRR) owns most of the rail tracks on the Snake River. It has a common carrier obligation: “This fundamental element of rail policy requires railroads to provide reasonable service for a reasonable rate upon a reasonable request from a shipper.”
Farmer(s) concerned about rates need to submit a request to GRNWRR to ensure a reasonable rate from the carrier.
>>>>>>> FACT CHECK - Rail Cost vs. Barge
If barging is removed as an option, he expects his costs to go up and his margins to shrink.
Additional Topics and Resources
TBD by Subject Leaders and Experts
This section to be developed by the Leads in the Unification.
If you are a Transportation expert who wants to collaborate in restoring the Snake River please Join Us.
The Answers are Out There
We only need to ask HOW.