Editorial: Tenn-Tom Overflows With Economic Benefits

For some, the idea was unthinkable. For some, it was thinkable but not doable. But for untold numbers of dedicated, die-hard waterway leaders, the construction of the Tennessee-Tombigbee Waterway was not only thinkable but also doable. Now, after 20 years of operation, the project is cause for celebration. Building it was the right thing to do.

This issue of The Waterways Journal contains myriad stories about the challenge of getting such a monumental project underway. It contains facts and figures indicating that at least 23 states have received or shipped goods on the new waterway. As is the case with reporting water transportation statistics, however, we know that the benefits are spread much farther than that. For this revealing presentation, we will recommend a thorough reading of the WJ. We have other fish to fry.

Importantly, the Tenn-Tom project was the first large project completed under the National Environmental Policy Act. And as you will read in later pages, the U.S. Army Corps of Engineers, right from the beginning, made allowances for environmental issues, setting aside land to offset the loss of valuable bottomland forests. We think they did it right.

Today we are seeing a major struggle over Corps proposals to modernize and maintain the Upper Mississippi/Illinois rivers system. Detractors on major waterway issues seem to think that if they oppose something diligently enough and long enough, and perhaps they can defeat it. But defeating the Corps proposal is not what we want, and it is not good for the country. If the plan were to be defeated, it would mean that our government has given its blessing to further deterioration of our inland waterways infrastructure—thus, tearing it down rather than building it up at a time when the nation needs all of the economic development it can muster. History indicates modernizing and maintaining the Mississippi and Illinois rivers is the right thing to do.

There were a few detractors around, too, when the McClellan-Kerr Arkansas River Navigation System project commenced. But today, now in its 34th year, the system handles 12 million tons of cargo. Surprisingly, just as with the Tenn-Tom project later, one of the earliest benefits might have been one of the least expected—fishery development. The Tenn-Tom, as well, had not been under construction too long before Sports Afield listed it as one of the greatest bass-fishing locations in the nation. Detractors may respond, "So what!" But they would be wrong. Anyone who thinks that fishermen do not contribute to an area’s economy needs to think again. When fishermen from around the country visit one of the top 10 fishing holes, you can bet the dollars flow freely and the region benefits accordingly.

As just as one example of potential impact, we cite Missouri. Following a recent study, the state of Missouri reported in the Missouri Conservationist that "the ripple effect of hunting, fishing and forest products exceeds $7 billion annually." The economics of conservation brings high yields to many states. Recreational benefits of the Tenn-Tom are more than $50 million—exceeding expectations.

As with most large waterway projects, early projections may not prove to be correct. Coal transportation did not prove to be the "biggie" as expected, but other products took its place. Bob Portiss, director of the Tulsa Port of Catoosa and chairman of the National Waterways Conference, said that at their 12th year, the Arkansas and Tenn-Tom waterways recorded about the same amount of tonnage. Portiss and Don Waldon, who has completed 30 years as deputy administrator and administrator of the waterway development authority, can attest to the fact that success with these projects doesn’t come easy. The litany of completed and upcoming business development projects recited later in this issue also attests to the fact that not only was the Tenn-Tom project doable, it was done well.

Obviously this success has been due to hard work over the years of hundreds of dedicated people we simply don’t have enough space to identify. But we would be negligent not to praise Waldon, who retires officially as of July 1 and is, on that day, to be followed by the new administrator, Bobby Roberson. Just as Portiss can testify, the job isn’t done. It is just beginning. There are new economic goals to be reached. There is literally no end to benefits that can be derived by the region (and the entire country) by the ongoing economic development. Recent reports by transportation officials only accent the importance of proper care and development of the U.S. transportation infrastructure.

The lesson we have learned over the years is to ignore short-range forecasts of gloom and doom and to concentrate on development that is sound and lasting—development that provides jobs and keeps our economy rolling. Water resources development pays big dividends.

Lessons from the Tenn-Tom and the McClellan-Kerr navigation system projects should convince us to gird our loins to support the Corps in any way we can. Modernization and maintenance of the Upper Mississippi/Illinois river systems are crucial to efficient water transportation. As with the other projects, the Corps will attend to necessary environmental issues. But as a nation, we cannot afford to let the Corps’ proposal slide.

And as a nation, we need to pay heed to the ongoing success of the Tennessee-Tombigbee Waterway and its operating authority.

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