Will coal barges clog the Columbia River?
Aug 20 - McClatchy-Tribune Regional News - Scott Learn The
Oregonian, Portland, Ore.
In a few years, coal could be the No. 1 commodity traveling
by river barge on the Columbia, supplanting wheat.
Ambre Energy wants to be first to export coal through the
Northwest to Asia, starting as early as next year. Its Morrow
Pacific project would use covered barges for 218 miles of the
trip, running from Boardman, through the Columbia River Gorge
and on to Port Westward, an industrial park between St. Helens
and Astoria.
Two Portland manufacturers would build the covered barges.
Two rural ports would get 25 to 30 permanent jobs each. Unlike
four other Northwest export proposals, the gorge and the
Portland-Vancouver area would be spared mile-plus, uncovered
coal trains.
It's a proposal designed to blunt controversy. But it's still
controversial.
Opponents warn that beefed-up barge traffic could crowd out
other commodities, interfere with recreation and tribal fishing,
and harm endangered salmon.
The Oregonian analyzed Ambre's environmental review,
submitted to federal and state agencies and expected to be
widely released late this month. When it comes to barge traffic,
it's a mixed bag:
-- The 8.8 million tons of coal shipped each year at full
build-out would about double the tonnage now, taking just a
tenth of the estimated lock capacity at Bonneville Dam but a
quarter at The Dalles and John Day dams.
-- Locks at the three dams can handle the traffic,
particularly with Ambre pushing four barges in one tow. The
Dalles is the tightest, but would have up to one-third of
capacity left once Ambre's at full bore. Dam traffic would about
equal 1995 levels, assuming other commodities don't take off.
-- More coal could swallow remaining lock capacity in a
hurry. Another export project the size of Morrow Pacific, a
fleck of Asia's 5 billion-ton annual coal use, would take up
most of the room left at John Day and The Dalles.
Ken Casavant, director of the Freight Policy Transportation
Institute at Washington State University, found no problems in a
quick review of Ambre's analysis; there's excess capacity
"without a doubt," he says. Four-barge tows are a "really
efficient way to move the product."
But the big bump in traffic would affect products, Casavant
says, from wood to barley to wheat, with potential increased
shipping costs.
Barges are the cheapest way to transport grain downriver for
most of the Northwest. And grain exports are expected to
increase in coming decades, capitalizing on huge investments
downriver in new grain terminals and channel deepening.
"There's going to be a lot of pressure on every other
commodity in that river," Casavant says. "We just don't know how
much."
CONTRACTS SIGNED
Ambre, an Australian company, has already signed contracts to
supply Powder River Basin coal from Montana and Wyoming to two
South Korean utilities. Its tight timeline depends on fast
permitting.
Barges, which Ambre says cost more than train transport, are
a big part of that. Though Ambre is also proposing a train-fed
terminal in Longview, Wash., it says its covered barge option is
more environmentally friendly. Barges sidestep the "urban
impacts" of rail, the environmental review says, "such as air
and noise pollution and train-related delays."
The company has promised to use higher-cost, maneuverable
tugs during high-water spring months to avoid Interstate 5
bridge lifts.
Also unlike the other projects, coal would be fully enclosed
after it arrives by train at the Port of Morrow in Boardman.
Instead of open coal piles, Ambre proposes storage barns with
pollution scrubbers, sealed conveyer belts and enclosed loading
equipment.
The barges would stop at Port Westward, a Port of St. Helens
industrial park, directly loading coal onto ocean cargo ships.
"This is going to be the most environmentally protected
movement of this commodity in the country today," says Gary
Neal, Port of Morrow's general manager.
Profits could be big: Spot coal prices in Asia are far higher
than in the United States. To win support, Ambre also plans to
spread some of that wealth around.
It isn't asking for property tax breaks at the port, though
it would probably qualify, Neal says. Its jobs would help make
up for the planned closing of Portland General Electric's
coal-fired Boardman power plant in 2020. Also, Ambre has pledged
up to $1.6 million a year to schools, split between Morrow and
Columbia counties.
Portland's Gunderson Marine and Vigor Industrial would get
$75 million, with Gunderson building 15 covered barges. That's
enough for 350 workers on the job round-the-clock for a year,
says Mark Eitzen, general manager at Gunderson's Northwest
Portland plant, the first time the marine wing has worked that
much since the recession.
If Asian countries "are not going to get it from us, they're
going to find somewhere else to get it," says Todd Lagers, a
foreman and 15-year worker at Gunderson's Northwest Portland
plant. "Why not keep the work here?"
SYSTEM PRIMED
Wheat farmers aren't sweating more barge traffic at this
point, says Tyson Raymond, president of the Oregon Wheat Growers
League."We're not going to stand in the way of rural economic
activity because someday down the road there might be a
problem," says Raymond, a wheat grower near Pendleton.
At full tilt, Ambre would add 1,257 barge tows a year,
counting empty returns. That's three to four a day, on top of
about seven commercial vessels passing through Bonneville now.
"It's not like 5 o'clock traffic on the Terwilliger curves,"
Raymond says.
The U.S. Army Corps of Engineers, which operates the dams and
is evaluating Ambre's permit request, says it hasn't analyzed
lock capacity. Ambre took a run at it in the environmental
review, using corps data:
Factoring in delays and time in the locks, Bonneville would
still have two-thirds of its lock capacity left once Ambre barge
traffic reaches maximum, the company figures. John Day and The
Dalles, with longer delays and lock-transit times, would have
roughly one-third.
Ambre used mostly post-recession data. Plugging in higher
barge traffic from 2003 to 2007, before the recession, still
leaves at worst a quarter of The Dalles capacity unused.
More traffic means more money for maintenance and major
repairs, courtesy of a 20-cent-a-gallon tax on tug diesel. The
exports would also take advantage of huge investments in lock
repairs and deepening of the shipping channel, says Kristin
Meira, executive director of the Pacific Northwest Waterways
Association: "The system is primed to take on additional cargo."
Cumulative impact
Don't look at the Morrow Pacific project in isolation,
critics say.
Grain exports are expected to rise, tapping barges and
trains. Companies could try to move more coal on the river if
congested rail lines bottle up; the four train-fed Northwest
projects would export more than 140 million tons a year.
Brett VandenHeuvel, executive director of Columbia
Riverkeeper, notes Ambre had to withdraw its first bid for a
permit in Longview after internal documents surfaced that showed
it planned to export much more than publicly disclosed.
"There's a finite number of barges that can pass through the
locks," he says. "Filling that space with coal barges is going
in the wrong direction."
The loading zone at Port Westward is near Crims Island,
VandenHeuvel notes, a new $2.2 million salmon nursery.
Riverkeeper is part of an alliance that argues U.S. coal exports
will help cement Asian use of coal for decades, increasing
global warming.
Tribes, some neighborhoods near the river and recreational
groups have issues, too.
River activities, including windsurfing and kiteboarding,
have soared on the Columbia, says Greg Stiegel, executive
director of the Columbia Gorge Windsurfing Association.
Barge conflicts are low now, he says, and barges have the
legal right of way in the shipping channel.
But Ambre's project "would bump the barge traffic up to the
highest numbers since the '80s and early '90s," Stiegel says.
"It's a huge deal for us."
For tribes, shipping coal through a river already beset by
dams, habitat destruction and pollution raises many red flags.
The new Port of Morrow dock could affect four tribal gill-net
fishing sites guaranteed by treaty, says Paul Lumley, executive
director of the Columbia River Inter-Tribal Fish Commission, and
more barges could raise dangers to fishermen working at night in
rough weather. Bobby Begay, a commercial fisherman with the
Yakama Nation, said the barge companies have been good about
avoiding conflicts. But Begay, who lives in Celilo Village along
the Columbia, isn't a fan of coal.
"We've fought for years to control pollutants from pulp mills
and other sources," he says. "Now we want to introduce coal to
trade for a handful of jobs, come on."
Ambre says there's little history of conflicts, and it has no
intention of stepping up river-bound exports beyond levels in
permit applications with the Corps of Engineers and Oregon.
coalmap.png
Coal clash
--Read past coverage
--Interactive map: Proposed Northwest export terminals
"There are absolutely no plans for future development at this
point," Morrow Pacific spokeswoman Liz Fuller said, adding that
site constraints at Port Westward rule out more coal there.
Corps officials are evaluating Ambre's environmental review.
Later this year, they expect to decide whether to issue their
own assessment, which could take months, or proceed to a
full-blown environmental impact statement, which could take
years.
-- Scott Learn; Twitter: @slearn1
Join a live chat about the coal export proposal with reporter
Scott Learn, on Monday August 20, at noon, right here at
OregonLive.com/Environment.