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Pages 72-88

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From page 72...
... 72 5.1 Introduction This chapter describes activities involved in planning for, responding to, and recovering from an anticipated and protracted river closure event that affected a number of marine ports along the Columbia-Snake River system in the Pacific Northwest. As such, it offers a case study of how a series of small and large ports and their supply chain partners dealt with the event, and provides a number of lessons learned from the experience.
From page 73...
... Case Study: Columbia River Closure 73 The USACE (nd) Waterborne Commerce Statistics Center indicates that about 8 million tons of cargo is barged annually (2010–2012)
From page 74...
... 74 Making U.S. Ports Resilient as Part of Extended Intermodal Supply Chains Deep water Ports Waterway State Astoria Columbia River Oregon Longview Columbia River Washington Kalama Columbia River Washington Vancouver Columbia River Washington Portland Columbia River Oregon Shallow water Ports Waterway State Camas Washougal Columbia River Washington Skamania Columbia River Washington Cascade Locks Columbia River Oregon Hood River Columbia River Oregon Klickitat Columbia River Washington The Dalles Columbia River Oregon Arlington Columbia River Oregon Morrow Columbia River Oregon Umatilla Columbia River Oregon Benton Columbia River Washington Kennewick Columbia River Washington Pasco Columbia River Washington Walla Walla Snake River Washington Columbia Snake River Washington Central Ferry Snake River Washington Almota Snake River Washington Wilma Snake River Washington Clarkston Snake River Washington Lewiston Snake River Idaho Source: PB Analysis based on USACE Navigation Data Center U.S.
From page 75...
... Case Study: Columbia River Closure 75 coordinated with resource agencies to design and construct improvements to mitigate impacts of the dams on fish populations. For example, installation of fish slides and other fish passage improvements have allowed fish to traverse dams more easily, resulting in the trend toward recovery of many of the fish populations.
From page 76...
... 76 Making U.S. Ports Resilient as Part of Extended Intermodal Supply Chains The Disruption Event On December 10, 2010, the USACE closed the Columbia and Snake Rivers to barge traffic to repair aging locks and dams along the river system.
From page 77...
... Case Study: Columbia River Closure 77 • Wheat comprised 62 percent, or 233,500 tons, of the total 377,000 tons moving downriver from the lock outage; normally these movements make up at least 75 percent of shipments flowing through the entire lock system. • Approximately 10,500 tons were shipped upriver between December 10, 2010 and March 24, 2011 through Bonneville to The Dalles area -- down from 608,500 tons.
From page 78...
... 78 Making U.S. Ports Resilient as Part of Extended Intermodal Supply Chains Producers Producers indicated that the risk associated with storing product, namely insect and heat damage, and the cost of carry (4 percent per bushel, including 2 percent for storage and 2 percent for interest)
From page 79...
... Case Study: Columbia River Closure 79 Although two grain elevators had access to rail, during the extended closure, the cost of rail along with reliability issues resulted in lower than anticipated rail utilization. As quoted by FPTI (Simmons and Casavant, 2011c)
From page 80...
... 80 Making U.S. Ports Resilient as Part of Extended Intermodal Supply Chains – Allowed staff to seek temporary employment during the closure while maintaining their current medical benefits.
From page 81...
... Case Study: Columbia River Closure 81 • Updated patrons and shippers on the status of the lock outage; • Participated in USACE teleconferences; and • Provided storage for some products halted by the extended lock outage. Petroleum For this case study, the following information was extracted from an FPTI report (Simmons and Casavant, 2011d)
From page 82...
... 82 Making U.S. Ports Resilient as Part of Extended Intermodal Supply Chains Additional trains moving upriver (from west to east)
From page 83...
... Case Study: Columbia River Closure 83 success of the closure, in particular, their 18-month advanced warning and detailed schedule. USACE coordinated closely with PNWA, which represents river-supported industries, such as ports, producers, terminal operators, and barge and tug operators, to reach out to industries that would be impacted by the closure.
From page 84...
... 84 Making U.S. Ports Resilient as Part of Extended Intermodal Supply Chains and coordinated all press releases and public communications.
From page 85...
... Case Study: Columbia River Closure 85 entire system in order to identify strategies to support supply chain resiliency. In the case of the Columbia-Snake River system, the infrastructure includes 8 navigation locks, 27 grain elevators, and 24 ports with marine cargo facilities (19 upriver of Bonneville Dam)
From page 86...
... 86 Making U.S. Ports Resilient as Part of Extended Intermodal Supply Chains unique revenue source that became available after the most recent economic recession.
From page 87...
... Case Study: Columbia River Closure 87 Appendix 5A: Interview Guide 3 Represented Participants • Port of Portland; • Port of Morrow; • Port of Lewiston; • United Grain; • Columbia Grain; • Shaver Transportation Company (barge operator) ; • Tidewater Barge; • Pacific Northwest Waterways Association; • USACE (Portland Division, Portland District, and Walla Walla District)
From page 88...
... 88 Making U.S. Ports Resilient as Part of Extended Intermodal Supply Chains • What is your facility's geographic coverage?

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