The tremendous economic benefits of the Columbia River Channel Improvement Project have been well documented and regularly promoted by Coalition members. At the same time, this project has also been carefully designed to protect and enhance our region’s environment.

The channel project was conceived and designed to minimize impacts on threatened and endangered species and their habitat. The project avoids environmental impacts wherever possible, mitigates for impacts where they occur, and includes significant ecosystem restoration projects which are not required but benefit the environment. The Willamette River portion was deferred until after Superfund issues are resolved and a cleanup plan for the Willamette is in place. Only the Columbia River is being deepened at this time.

About 67 percent of the project’s dredged sand will be placed on upland sites rather than in-water or on the river’s shore in order to minimize impacts to migrating salmon and shoreline habitat. The single ocean disposal site was recommended by EPA and selected with the concurrence of crab fishery representatives. As required by federal and state law, all unavoidable impacts from the project will be mitigated by creating new wetland and riparian areas.

The Channel project includes ecosystem restoration features that go above-and-beyond required mitigation to leave the river and estuary better off than before the project began. Six approved ecosystem restoration features will provide substantial habitat benefits for wildlife on the river’s shore as well as fish in the river and in 38 miles of tributary streams. Eco-system features include:

• Restoring hundreds of acres of wildlife habitat at Vancouver's Shillapoo Lake
• Improving dozens of miles of spawning streams in the Lower Columbia River by retro-fitting tide gates
• Enhancing circulation for migrating salmonids in shallow water areas
• Restoring over 1,750 acres of tidal marsh habitat.

Simply maintaining a viable waterborne transport system on the Columbia River has environmental benefits. By not deepening the channel, an increasing volume of cargo would be forced to transit greater distances by truck and rail to alternative ports thereby negatively impacting our environment. Unnecessarily adding more trucks and railcars would increase energy consumption, air pollution, and traffic congestion. An ocean vessel carries one ton of cargo 20 times further than a truck on the same gallon of fuel.

The environmental soundness of the channel improvements has been re-affirmed throughout the development of this project. The U.S. Army Corps of Engineers’ five- year feasibility study found that deepening does not impose unacceptable impacts to fish. This finding was confirmed by NOAA Fisheries (formerly the National Marine Fisheries Service) and the U.S. Fish and Wildlife Service when they issued “no jeopardy” Biological Opinions on the project. An independent scientific panel convened by Sustainable Ecosystems Institute reaffirmed the environmental soundness of the project by concluding that the "best available science" was being used. State environmental agencies from both Oregon and Washington carefully reviewed the project and granted water quality permits and coastal zone management approvals.

So, yes, Channel Deepening will stimulate our region’s economy. But it will also protect and enhance our region’s environment.

Last week, the U.S. Senators and Representatives from the Northwest joined together to send letters to the Energy and Water Appropriations Subcommittees supporting the $40 million funding request for the Channel project in Fiscal Year 2007. A letter excerpt: "The President's budget request for FY2007 includes $15 million to continue this important work, but the Corps of Engineers has the capability to complete $40 million of work. A $40 million federal appropriation for FY2007 represents the most efficient, lowest-cost rate of construction. Such an appropriation would leave only $25 million to be appropriated in FY2008, enabling the project to be completed and deliver its economic benefits to U.S. businesses and farmers by the end of 2008."

Over 28 miles of the Columbia River navigation channel have been deepend thus far, completing 25 percent of the project. Later this year, the Corps plans to use $15 million in appropriated federal funds along with Oregon and Washington state matching funds to deepen another major section of the navigation channel beginning at River Mile 21 (near Grays Bay and Cathlamet Bay). The Corps will also continue work on eco-system restoration components of the project.

A federal appropriation in FY 2007 of at least $25 million would deepen the channel past port facilities in Rainier, Oregon and Longview and Kalama, Washington, enabling customers to immediately gain the economic benefits of the deeper channel by loading ships more fully. A $40 million appropriation would bring the deeper channel even further up the river toward Vancouver and Portland.

Last week's letters were signed by U.S. Representatives Brian Baird (WA), Earl Blumenauer (OR), Peter DeFazio (OR), Norm Dicks (WA), Doc Hastings (WA), Darlene Hooley (OR), Jay Inslee (WA), Rick Larsen (WA), Cathy McMorris (WA), Butch Otter (ID), Dave Reichert (WA), Greg Walden (OR), and David Wu (OR) as well as U.S. Senators Max Baucus (MT), Conrad Burns (MT), Maria Cantwell (WA), Mike Crapo (ID), Patty Murray (WA), Gordon Smith (OR), and Ron Wyden (OR). We thank them all!

Earlier this week, the House Energy and Water appropriations allocation was tentatively set at $30.017 billion, which is $546 million above the President's budget request. This addition of funds is a positive sign, although that level remains $172 million below last year's final energy and water appropriations.

Several Coalition partners took their members to Washington, D.C. last month to lobby on behalf of this channel deepening request as well as other issues. We extend our thanks to the Pacific Northwest International Trade Association, the Oregon State Building and Construction Trades Council, and the Portland Business Alliance.

This week, Governor Ted Kulongoski and the Port of Portland’s Terminal 6 welcomed a new 16-story-tall, two-city-block-wide container crane. The $7.5-million Post-Panamax crane will help load and unload larger ships more efficiently. Hanjin Shipping Company currently brings ships to Portland that were worked with two Post-Panamax cranes and one smaller crane, which was not capable of reaching all containers on the ships.

This new crane will more effectively serve those ships and better enable the Port of Portland to attract and retain container shipping lines. Columbia River port investments like this coupled with a deeper navigation channel and repaired jetties will strengthen our region's position in the global economy.

Read the complete New Container Crane story here

This "Congressional Corner" column shares the perspective of Northwest Members of Congress -- in their own words -- on Columbia River issues. This month, we feature U.S. Senator Larry Craig from Idaho:

"An efficient waterway system is vital to the export of the region’s agriculture products, specifically grain and pulse crops moving to the Pacific Rim markets.

"Over 70% of Idaho wheat and 75% of Idaho peas and lentils are exported. 40% of all Idaho agriculture exports go to Japan. Those are telling numbers as to the importance of our ports and waterways system.

"We cannot forget the fact that the unique capability of Idaho -- as a land-locked state -- to ship product by barge translates to lower shipping costs, less energy used in transport at a time when energy costs are high, and less wear and tear on our highways -- thus reducing accidents.

"Therefore, all aspects of the waterway system are essential and I will work to ensure that the functions of the waterway system are not jeopardized by the agenda of zealot environmentalists," said Senator Craig.

Click here to visit Senator Craig's website

This "Spotlight" column highlights the work of a member of the Columbia River Channel Coalition. This month we focus on the Port of Pasco, Washington: The Port of Pasco was established by Franklin County voters in 1940 to provide facilities for Columbia River grain barge shipments. Over the years, the Port has continued to provide this capability and much more.

In 1959, the Port purchased a World War II Army Depot, now known as Big Pasco Industrial Center. These 600 acres of land, several miles of railroad tracks and streets, and over 1.7 million square feet of buildings presently house tenants employing 450 workers. The Port of Pasco installed the first container crane on the upper Columbia River for exporting Columbia Basin agricultural products to market.

In 1963, the Port agreed to take over the former World War II U.S. Navy facility known as the Pasco Airport and renamed it the Tri-Cities Airport. The Port has made major improvements to runways and safety clearance areas, and built a new terminal for what is now the third largest airport in the State of Washington. Approximately 700 people are employed by firms located at the Airport.

The Port of Pasco now provides facilities at the Industrial Center, the Container Barge Terminal, the Airport, and the Pasco Processing Center worth over $130 million dollars. Vital transportation links are a cornerstone of Port of Pasco facilities. The area’s geographic location makes it a multi-modal hub for the entire Pacific Northwest.

The Port of Pasco is governed by elected Commissioners Ernie Boston, Bill Clark, and Jim Klindworth and administered by Executive Director Jim Toomey.

Click here to visit the Port of Pasco

We welcome this group which recently officially joined the Columbia River Channel Coalition:

• The Chamber of Medford/Jackson County

Click here for a list of the 240-plus Coalition members

Please feel free to contact the Columbia River Channel Coalition (CRCC) with any questions, concerns, or information requests. Thank you so much for your partnership in building a stronger economy through maritime trade.