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Glenn VanselowExecutive Director
Kristin MeiraGovernment Relations Director
PNWA Staff Update
FCRPSBiOp
Biological Opinion LawsuitFinal BiOp issued May 2008
Challenged in court by:
National Wildlife Federation, et al
State of Oregon
Nez Perce Tribe
Defended by:
Federal Agencies
States of Washington, Idaho, Montana
Warm Springs, Yakima, Umatilla, Colville, Salish-Kootenai Tribes
Navigation (IPNG)
Bonneville Customers (NWRP)
Irrigators (CSRIA, WA Farm Bureau
Biological Opinion LawsuitUnprecedented collaboration
Fish Accords (6 Tribes, 3 states)
Obama Administration review
Judge Redden guidance letter
Issues in play
Validity of jeopardy standard
NOAA’s judgment that all 13 stocks are “trending toward recovery”
Additional actions sought by Redden
Contingency plan and dam breaching
BiOp-Related ActivitiesDam breach advocates aggressive campaign
Administration
Congress
Media
Outdoor businesses
Calls for new, “inclusive” collaboration
Plaintiffs
A few Members of Congress
PNWA Supports/Defends NavigationKey messages:
The science-based collaboration has worked
Support the BiOp
The BiOp provides:
More funding…
More actions…
More certainty…
More cooperation…
More promise…
for rebuilding fish runs than this region has ever seen
Climate change benefits of dams
Dam breaching is not the answer
Barging is the lowest cost, most fuel efficient & least polluting mode of transportation.
Fuel Efficiency (ton-miles per gallon)
0
0.5
1
1.5
2
2.5
3
HC CO NOx PM
Truck
Western Railroad
Eastern Railroad
Inland Towing
Emissions (grams per ton mile)
Each year, barging keeps 700,000 trucks off the highways through the sensitive airshed of the
Columbia River Gorge
Hydropower is clean, carbon free, renewable and reliable.
It would take 3 coal-fired, or six gas-fired power plants to replace the average annual power produced by the four
Snake River dams.
It would take 6 coal-fired, or 14 gas-fired power plants to provide the average peaking capacity of the four Snake River
dams.
Dam Breaching is not the answer1992 Snake River drawdown test
Lower Granite Reservoir, Clarkston, WA. March 17, 1992
The Red Wolf Marina was destroyed and went bankrupt
Tributaries were cut off from the mainstem of the Snake River
Thousands of smolts and adult fish were stranded and killed
1992 Snake River drawdown testLower Granite Reservoir, Clarkston, WA. March 17, 1992
Recent PNWA ActionsFederal agencies’ strategy on:
Administration review
Redden response
Defense coalition strategy
Met with Dr. Lubchenco in DC
Met with Congressional delegation
Idaho Statesman Sunday op-ed
Keep coalition together
IPNG strategy and activity
BiOp OverviewPNWA supports this collaboration
PNWA supports the Biop
The dams provide environmental benefits
Dam breaching is not the answer
BiOp’s FutureAdministration review is key - due August 14
Outcome in court is uncertain
Redden’s decision will be appealed, either way
Plaintiffs will continue to be aggressive
We have been winning
Navigation will remain fully functioning over the long run
But only if we carry on the fight
Review ofour
navigationefforts
PNWA is delivering on policyWorking to resolve deep draft and inland navigation trust fund issues
Making progress on regulatory challenges in our region
WRDA success in 2007: dredge fleet restrictions lifted
Section 214 extended, with continued effort to make permanent
Snake River PSMP moving forward
Channel deepening, jetty repairs, and inland project priorities advanced
PNWA: Successfully advocating for transportation,trade, energy, tourism and the environment
NavigationFundingReview
PNWA is delivering on appropriationsTotal funding increase: over $166 million in last seven years
Average annual funding increase: $24.2 million per year
Average number of projects increased: 11 projects per year
Average number of projects increased from zero: 6 projects per year
PNWA is the only regional group that consistently deliverssignificant funding increases for Northwest navigation
projects – even when national Corps budgets are constrained
2009 is a unique and challenging year, because …FY2009 funding was not finalized until March 11, 2009
This is over five months after the fiscal year began
Corps funding was rolled into “omnibus” with most other domestic spending
Channel deepening received $34.5M
Many coastal projects received increases over the budget amounts
2009 is a unique and challenging year, because …ARRA funding for the Corps was greatly delayed
Corps received $4.6B in the “American Recovery and Reinvestment Act” (stimulus package)
OMB nitpicking delayed the Corps’ ability to finalize their project lists for over seven weeks
Corps project lists were released on April 28th
A number of PNWA projects were stimulus beneficiaries:
Columbia River channel deepening: $26.6M
Tillamook Bay & Bar (Port of Garibaldi): $13.9M
John Day lock gate and tainter valves: $19M
Coos Bay: $4.5M
The Dalles tainter valves: $3M
Lake Washington Ship Canal: $2M
Port of Siuslaw: $1.9M
Port of Umpqua: $659K
Port of Toledo: $640K
2009 is a unique and challenging year, because …The Corps FY2010 budget details were not released until May 19, 2009
OMB continues to exercise extraordinary oversight in Corps budget creation
The Corps budget details were released after House and Senate members had closed out their appropriations requests
PNWA is seeking a $52.5M increase for our supported projects, including:
Maintenance for Columbia & Lower Willamette, and channel to the Dalles
Coos Bay jetty major maintenance report
All eight inland navigation projects, including $14M for LoMo lock gate
Columbia River at Baker Bay (Port of Ilwaco)
Skipanon Channel (Port of Astoria)
Mt. St. Helens sediment control
Elliott Bay Seawall study and maintenance for Duwamish/Seattle Harbor and Lake Washington Ship Canal
Humboldt Bay Shoal Management study and maintenance dredging
Despite challenges, PNWA is making progress on …Channel deepening
MCR jetties
Coastal projects
Inland projects
Puget Sound projects
WRDAOutlook
New WRDA unlikely until 2010 at the earliestHouse Transportation & Infrastructure Committee (T&I) requested submissions for a new WRDA in early 2008
PNWA staff polled membership for project and policy needs
Section 214 permanence is high priority policy request
PNWA is working with Corps and Congress to address improvements to the authority
Two ports have project submissions
Highly unlikely WRDA will be enacted this year
PNWA is laying foundation for success when a new WRDA is passed
WRDA is one potential vehicle for new user fees, or changes to existing user fees
HarborMaintenan
ceTrustFund
Harbor Maintenance Tax revenue is not fully spentHarbor Maintenance Trust Fund (HMTF) was designed to collect funds to pay for 100% of navigation O&M
Administrations have used some of those funds to balance the budget
Current tally of unexpended receipts is over $4.7 billion
It is expected to grow to $8 billion by 2011
Approximately $500M per year is unexpended
Fund grows while O&M remains underfunded
PNWA has long advocated for increased HMTF expenditures for navigation maintenance
Several proposals to address the HMTF “surplus”RAMP proposal would legislate spending all HMT receipts collected on navigation maintenance
Other proposals would divert HMT funds for alternate purposes
PNWA supports:
Protect trust funds to ensure that all transportation user fees collected are dedicated and used for their stated transportation infrastructure maintenance and development purposes;
Harbor Maintenance Trust Fund: Support spending from the Trust Fund to fully maintain the nation’s ports, waterways and harbors. Ensure that the existing Harbor Maintenance Tax (HMT) is fully spent for navigation purposes;
Freight Transportation Fund: Create a dedicated national Freight Trust Fund (FTF) to meet port intermodal, rail and highway needs that is funded by sources other than existing navigation user taxes.
InlandWaterway
sTrustFund
Proposed lockage fee for bargesBush, and now Obama Administration … Looking for more revenue
Towboaters currently pay a 20 cent/gallon tax that goes into the Inland Waterways Trust Fund
IWTF pays for 50% of Corps construction and major rehab projects on the inland waterways
About $90 million is generated annually, which is insufficient to keep pace with current and expected project costs
In FY2010 budget, Administration proposed a lock user fee to replace the existing diesel fuel tax
Proposed lockage fee for bargesPNWA opposes these proposed lockage fees
Higher fees are counter to other Administration policies:
More fees on barging could result in modal shifts
Modal shifts would result in greater fuel use and air emissions
Higher transportation costs will reduce the competitiveness of American products in international markets
New fees should not be assessed until there is consistency in navigation trust funds.
Though PNWA opposes lockage fees, our membership supports a national dialogue to determine equitable stakeholder funding levels
We are also working to have our inland major maintenance needs met while the IWTF remains unaddressed
Whatnext?
PNWA’s 2009 Agenda:Work to meet FY2010 appropriations goals
Fight new/increased user fees
Continue to improve permitting process
Continue effort to protect navigation, hydropower and salmon
Help our members meet their needs
Questions?