Wing dams along the Missouri River force the flow of water to the center, scouring the bottom of the river. Environmentalists say the Missouri has been turned into little more than a big ditch for barges. They support management plans that restore habitat for wildlife. (Photo by Lester Graham)
Rivers have been the life-blood of commerce in the United States since the
nation’s beginning. In 200 years, the machines of trade have evolved from flat-
bottomed wooden boats to today’s steel-hulled river barges. The rivers link
America’s natural resources with the industrial cities that propel its economy.
Decades of damming and dredging have turned the big rivers into shipping
channels. But in recent years, competing interests have argued in defense of
other uses of the rivers. In the first of three reports, Kevin Lavery looks at how
those groups seek to balance the economy and ecology:
Transcript
Rivers have been the life-blood of commerce in the United States since the
nation’s beginning. In 200 years, the machines of trade have evolved from flat-
bottomed wooden boats to today’s steel-hulled barges. The rivers link
America’s natural resources with the industrial cities that propel its economy.
Decades of damming and dredging have turned the big rivers into shipping
channels. But in recent years, competing interests have argued in defense of
other uses of the rivers. In the first of three reports, Kevin Lavery looks at how
those groups seek to balance the economy and ecology:
Long before interstates and over the road trucking, America moved its goods on
the water. River barges carry just about any kind of commodity. They emit less
pollution than trucks and trains… and the river route is cheaper than both the road
and the rail.
The nation’s farms, coal mines and quarries depend on rivers like the Mississippi,
Ohio and Missouri to keep their products moving. Business is healthy on the
Mississippi and the Ohio. But on the Missouri, barges carry just a third of the
cargo they did 30 years ago. Many shippers say drought and overregulated dam
releases make the water levels too unreliable to plan the big hauls that bring in
the most profit.
Paul Davis runs Interstate Marine Terminals, 200 miles upstream from where the
Missouri River meets the Mississippi, near St. Louis. He ships and stores
fertilizer from his dock. But Davis says when the river runs low, barges are not
his best option:
“The real adjustment that I’ve made is going from river to rail.”
Logistically, the adjustment is easy. The Union Pacific railroad line runs just a
few feet from Davis’ dock. But it costs him about 15 dollars more per ton to move
goods by rail. Davis says river barges might be profitable again if old feuds over
water management would end:
“There’s business out there. It could come back if people quit fighting and start agreeing
and confidence would return to shipping on the Missouri River. But I can’t afford to wait
and see… I’ve got to make adjustments.”
The fighting puts business against the environment. Shippers want enough
water to move freight. But environmentalists want the river to rise and recede
like it did before the Army Corps of Engineers started changing it.
The conflict goes back to the 1930’s. Congress ordered the Corps to make the
river safe for barges. That meant clearing snags and sandbars from a 735-mile
stretch from Sioux City, Iowa to St. Louis, Missouri. The Corps also confined the
river with earthen levees. Opponents say it turned the Missouri into a
characterless ditch.
The Corps spends 7 million dollars a year to maintain the channel. Spokesman
Paul Johnston says despite the dwindling volume of river traffic, the Corps is
mandated to keep the river open:
“The Corps of Engineers, like any federal agency, does not have the option to pick and
choose which laws it’s going to obey and not obey.”
But critics say wildlife has paid for the Corps’ mandate. Over the years, dams
and channels eliminated a half a million acres of wetland habitat. Birds lost their
sandbar nesting grounds, and fish no longer found shallow backwaters to lay their
eggs.
Among the hardest hit animals is the pallid sturgeon. It’s a long, flat-nosed fish
that dates back to the T-Rex. It’s been around 70 million years, and for the last
17, it’s been on the endangered species list.
Chad Smith directs the Nebraska field office of the environmental group
American Rivers. He says the pallid sturgeon’s fate shows the whole river is in
jeopardy:
“When it starts to decline, you know, that kind of creature that’s so in tune with the
Missouri as it was, is an indicator that maybe something’s not right, and it’s going to be
the first thing to fall.”
So Congress told the Corps to take on a recovery mission. The agency spends
more than 50 million dollars a year to rebuild shallow water habitat for fish and
birds. The Corps hopes a water resources bill pending in Congress will increase
its habitat restoration budget to 80 million dollars.
In 2006, the Corps launched its most controversial restoration program to date. It
released extra water from a South Dakota reservoir to mimic the natural flood
pulse that occurs on the Missouri River every spring. That triggers the sturgeon
to spawn.
Conservationists herald last year’s man-made spring rise as a long overdue sign
of progress. But barge companies on the lower Missouri are upset. They say
the spring rise brings a drop in the river’s depth in the summer… which means
less cargo they’re carrying and less money they’re making.
For The Environment Report, I’m Kevin Lavery.
ANCHOR TAG: Tomorrow, Kevin reports on the commercial barge
industry’s concerns over the Army Corps of Engineers’ control of the big
rivers.
