Tidewater stresses waterways�as cost-effective freight lane; warns Lower Snake River changes could impede navigation and irrigation

Jennifer Riddle, Tidewaterommunications and government-affairs manager, told the panel that barging on the Columbia-Snake River system is an energy- and cost-efficient backbone for many commodities and terminal operations that serve both U.S. and Canadian producers.

"One of our barges is a 134 trucks," Riddle said, explaining that common tow configurations multiply that effect and can replace hundreds of trucks on congested roads. She argued that barging is not only cheaper but more energy efficient for long hauls and described Tidewater
ssets on the Columbia and Snake rivers, its shipyard and terminal network, and the company's role moving petroleum, grain, fertilizer and other commodities for regional markets.

Riddle cautioned that proposed or actual changes to river infrastructure would have immediate operational consequences. "If those dams are removed, that water decreases by 100 feet," she said, adding that the companyflagship Snake River terminal would be unable to operate under that scenario and that lower river hydropower generation (cited at roughly 3,000 megawatts) and irrigation systems would be affected. She said U.S. Army Corps of Engineers-maintained locks require predictable funding and periodic maintenance windows and urged binational advocacy to protect navigable depth and terminal access.

Panelists noted the trade-offs: while barging scales well and reduces truck volumes on highways, the river system depends on locks and dams and remains subject to seasonal and event-driven constraints. Riddle recommended continued maintenance funding for locks, investment in terminal capacity and federal engagement on cross-border treaties affecting river operations. The panel moved to broader questions about harmonizing border rules, data sharing and contingency planning after her remarks.