Project Overview

What

The Columbia River Channel Deepening Project is designed to improve the deep-draft transport of goods on the authorized navigation channel and to provide ecosystem restoration for fish and wildlife habitats.

• The project proposes to deepen the existing 40-foot channel to 43 feet, enabling the use of larger, more efficient vessels to transport commodities.
• Ecosystem restoration features will restore 470-839 acres of wetlands habitat at Shillapoo Lake (pending private land acquisition and prior restoration by others), enhance 38 miles of spawning habitat through tide gate improvements, and improve shallow water circulation for migrating salmon.
  

Construction will remove approximately 14.5 million cubic yards (mcy) of material. Approximately 11-13 mcy of material is removed to maintain the Columbia River navigation channel at the current authorized depth of 40-feet. Following construction, maintenance of the 43-foot channel will require the removal of about 8 mcy per year initially and decline to 3 mcy per year as the channel reaches equilibrium.

Why

The lower Columbia River navigation channel has been dredged to insure the safe passage of cargo ships for more than 100 years. The existing channel, however, is not deep enough to handle the new generation of larger, deep-draft vessels when they are fully loaded.

As these larger ships enter the trade in greater numbers, the channel depth limitation threatens the region's ability to gain efficient access to world markets. This, in turn, impacts regional growers and producers who rely on the channel and the larger vessels to reach world markets at competitive costs.  

Our export-based economy depends on an active navigation system. The Corps has identified $18.8 million in annual transportation savings to the nation from channel deepening. For every $1 invested, the nation receives an economic benefit of $1.66 in return. There are also significant additional regional economic benefits.

The project provides a positive balance of environmental benefits to the region and nation by avoiding environmental impacts where possible, mitigating for unavoidable impacts, and including ecosystem restoration measures that will leave the river better than it was before the project.

Only 54% of the navigation channel (or 3.5% of the 106-mile river from the mouth to Portland/Vancouver) needs deepening.

Where

The federal navigation channel is 103.5 miles from the mouth of the Columbia River to the Interstate 5 Bridge between Portland Oregon and Vancouver, Washington; and, 11.6 miles of the Willamette River to the Broadway Bridge in Portland. (Due to a portion of the lower Willamette River being listed as a Superfund site, this portion of the project is deferred until a regionally acceptable cleanup plan is in place. Any deepening of the Willamette navigation channel will be coordinated with the environmental cleanup in the river, at the request of the sponsoring ports.)

• Six ports on the lower Columbia River (Portland and St. Helens in Oregon; and Vancouver, Woodland, Kalama and Longview in Washington) are the non-federal sponsors of the Columbia River Channel Deepening Project.
• The project is supported by business, labor, agricultural, marine and community leaders and organizations from throughout the Pacific Northwest.
• More than 1,000 regional importers and exporters contribute to shipping more than 30 million tons of cargo via Columbia River deep-draft vessels annually.
• In June 2004, the Corps and sponsoring ports signed the Project Cooperation Agreement (PCA) that describes roles, responsibilities and expectations for project implementation.  The PCA was the final agreement required prior to commencement of Construction. 

When

1988: The lower Columbia River ports request that the U.S. Army Corps of Engineers (Corps) study the need to deepen the channel.

1990: A reconnaissance study with positive findings is released by the Corps.

1994: The Ports jointly sponsor a study to evaluate the feasibility of deepening the 40-foot Columbia and Willamette navigation channels to 43 feet.

1999: The Feasibility Study, with a full Environmental Impact Statement (EIS), is completed. The NMFS completes a Biological Opinion required under the Endangered Species Act, stating that the Columbia River portion of the project would pose no jeopardy to the 11 species currently listed as threatened or endangered. The Corps releases its final Chief’s Report required for Congressional authorization. Congress authorizes the project, pledging to fund 65% of costs.

2000: NMFS withdraws its Biological Opinion, citing the need for further scientific study, thereby initiating a reconsultation process among the agencies, including USFWS. The Willamette portion of the project was deferred until a regional clean-up plan is in place for the Portland Harbor superfund site.

2001: Re-consultation began to develop a scientifically credible biological assessment. Oregon appropriated $27.7 million and Washington appropriated $10 million toward the 35% state match for project.

2002: Washington appropriated the remaining $17.7 million to fulfill its state match. Corps issued a favorable Biological Assessment in January. NMFS and USFW issued a “no jeopardy” Biological opinion in May. Corps issued a Draft Supplement EIS (SEIS) and hosted an economic technical review panel to review and analyze the updated benefit/cost analysis. Corps hosted three public hearings and opened a 60-day comment period to receive public testimony and written comments on the SEIS.

2003: Corps issued their Final Supplemental EIS report.  Oregon and Washington issued 401 Water Quality and Coastal Zone Management Certification permits.  Oregon and Washington re-appropriated state matching funds ($27.7 million each).

2004: Corps issued their Record of Decision, which was the final administrative action required. Congress approved an omnibus bill to integrate two new ecosystem restoration features (Tenasillahe Island and Bachelor Slough) into the original WRDA 1999 authorization for Channel Deepening. Corps and non-federal sponsors executed the Project Cooperation Agreement (an agreement describing roles, responsibilities and expectations for project implementation). Washington and Oregon reappropriated state matching funds ($27 million each). The White House Office of Management and Budget completed their project review approving the project for federal funding. Subsequently, President Bush amended the FY 2005 budget to include $15 million for Channel Deepening. Congress appropriated $9 million for FY 2005. Corps completes the first ecosystem restoration feature at the downstream end of Lord-Walker Island, near Longview, Washington.

2005: The Corps awarded the first dredging contract to Great Lakes Dredge & Docks. Deepening of the Columbia River navigation channel began on June 25th. The $9 million appropriated by Congress combined with bi-state (OR/WA) funding allowed the Corps to deepen 27 miles of the 103.5 mile Lower Columbia River navigation channel this year.


Cost & Funding

Funding will come from several sources: federal appropriations; the governments of Oregon and Washington State; and local sponsoring ports including Portland and St. Helens, Ore., and Kalama, Longview, Vancouver and Woodland, Wash. The U.S. Army Corps of Engineers will construct and manage the project, which encompasses construction of the navigation channel and ecosystem restoration on the Columbia River.

Total Columbia River construction cost: $150.5 million (adjusted cost to include inflation)

By federal law, the local sponsors are obligated to provide 25 percent of the cost of the general navigation features of the project (the actual channel deepening work) and 35 percent of the cost of the ecosystem restoration features. The federal government will pick up the balance of these construction costs. In addition, other project costs, such as the acquisition of land for dredged material disposal and mitigation sites, will be funded 100 percent by the local sponsors. The states of Oregon and Washington have each appropriated $27.7 million to fund their share.

To date, Congress has appropriated $34 million: $15 million for FY 2006; $9 million for FY 2005; $3.5 million for FY 2004; $2 million for FY 2003; $4.5 million for 2001. Keep in mind, not all funds appropriated from FY 2001-2004 were used for construction – funding was spent on necessary environmental studies and the monitoring program. Currently, $15 million is included in the President’s budget request for FY 2007.