MEMPHIS, Tenn. 鈥� On a typical day, Pete Ciaramitaro monitors towboats from his Memphis office as they carry cargo up and down the Mississippi River.
Ciaramitaro is the director of river operations for the shipping company Southern Devall, which transports chemicals and fertilizers along the Mississippi River.
He advises captains on how to safely navigate river conditions, warning them of traffic and other obstacles ahead, which can vary greatly along the waterway.
But right now, there鈥檚 one consistent condition along the length of the river: drought.
The river has reached near-historic lows for the , which is slowing down shipping and driving up costs for everyone from barge companies to grain elevators.
In some places, last year was the lowest the Mississippi River had fallen in nearly 35 years. Much of the basin is .
鈥淯nfortunately, we are watching a movie sequel that none of us want to watch,鈥� said Mike Steenhoek, executive director of the Soy Transportation Coalition.
What once may have seemed unbelievable is becoming more frequent on America鈥檚 watery superhighway 鈥� and it鈥檚 happening even earlier this year.
鈥淲ith climate change, it looks like it鈥檚 going to be an annual thing now,鈥� Ciaramitaro said.
A crucial moment for exports
Speed is always critical in the shipping industry, but these low water conditions have come at a particularly inopportune time of year: harvest season.
鈥淚t鈥檚 the worst possible time to be dealing with a bottleneck,鈥� said Jennifer Carpenter, president and CEO of the American Waterways Operators, an advocacy group for the shipping industry.
Just as farmers are starting to harvest crops like corn and soybeans, the barge companies tasked with carrying their products downriver for global export are up against low water.
About 60% of the country鈥檚 grain exports are shipped , but the water for vessels to travel safely.
Otherwise, they can run aground on sandbars and cause a traffic jam, like , when more than 2,000 barges were at a standstill.
Carpenter said grappling with weather and climate is par for the course in her industry, but more frequent swings between high and low river conditions are undeniable.
鈥淲e have to assume that鈥檚 the new normal,鈥� Carpenter said. 鈥淚f the same thing were to happen next year, how would we be better prepared?鈥�
The whole industry is grappling with that question.
A changing river
The Mississippi River drains 40% of the country, spanning more than a million square miles, so drought anywhere in that footprint can lead to downriver impacts.
Back-to-back years of extreme drought supports what research suggests: .
Current drought is a stark contrast to the upper river just a few months ago, when shut down several locks and dams, and barges couldn鈥檛 transport cargo.
Higher temperatures increase evaporation, causing drought, but warm air can also hold more moisture, leading to heavy downpours.
Even when there are regional downpours, that water doesn鈥檛 always make it to the river. Mike Welvaert, a National Weather Service hydrologist based near Minneapolis, said drought can exacerbate that problem.
鈥淲e鈥檙e so far behind normal that we just can鈥檛 catch up,鈥� Welvaert said.
The state of Louisiana has also declared a state of emergency as low river levels up from the Gulf of Mexico, threatening the drinking water supply for hundreds of thousands of people.
Some stretches of the river were already nearing record lows by mid-September after an .
鈥淏arge companies are announcing load restrictions, low water stages are being exceeded in multiple cities and short-term relief is frankly uncertain at this point,鈥� said Mitch Reynolds, mayor of La Crosse, Wis., at .
That coalition, the Mississippi River Cities and Towns Initiative, has requested more comprehensive national drought policies, which they say are critical to the future of navigation on the waterway.
They brought policy proposals to the federal on Sept. 26, including compensating farmers for drought adaptations, creating watershed-scale management policies and awarding federal funds to drought-stricken states.
Colin Wellenkamp, executive director of the mayoral coalition, said their recommendations were positively received.
While there are plenty of long-term fixes to consider, Wellenkamp said, federal disaster relief is crucial in the short-term.
Cascading economic impacts
In the absence of rainfall to replenish the river and its tributaries, shippers are forced to cut back on the amount of cargo they load on each barge.
Lighter barges are less likely to have trouble on their journey down a low river. In some places, shippers are being forced to put 15% less cargo on each vessel.
A towboat pushes a string of barges along the river, but it鈥檚 harder to maneuver down the narrower channel of a lower-level river, so each towboat has to push fewer barges at a time. That means , creating a logistical nightmare as shippers and vessels vie for limited space.
Ciaramitaro鈥檚 fleet mostly carries chemicals and fertilizers, which are lighter than dry cargo, so restrictions haven鈥檛 impacted them in the same way as barges carrying things like corn or soybeans.
But they鈥檙e still bearing the brunt of more expensive freight rates and delayed traffic.
鈥淵ou don鈥檛 know who鈥檚 going to run aground next or how long the dredge is going to have the channel closed,鈥� Ciaramitaro said.
Typically, barges are the to transport large amounts of cargo 鈥� one barge carries the same amount as 35 train cars or 134 semi-trucks 鈥� but current restrictions combined with potential traffic make barges slower and more expensive.
Shippers are being told to expect up to three-day delays, and rates have doubled for barges leaving from Memphis and St. Louis compared to the three-year average.
Farmers can opt to transport their crops using trucks or trains. In some cases, it may be cheaper than current barge rates for some farmers, but it鈥檚 still more expensive than a typical harvest season.
鈥淲hat farmers were reminded of last year 鈥� and this is only going to be reiterated this year 鈥� is the importance of having options B, C and D,鈥� said Steenhoek of the Soy Transportation Council.
A route forward
To make the river navigable, the U.S. Army Corps of Engineers routinely dredges the Mississippi, removing sediment and debris from the riverbed and making the navigation channel deep enough for barges. But periods of intense drought require more dredging.
After last year鈥檚 lows, the Corps鈥� Mississippi Valley Division said in a statement that it started work earlier this year, dredging at known hot spots that need more frequent maintenance as early as mid-June and contracting extra dredges.
In dire situations, the Corps can also release water from upstream reservoirs to replenish the waterway.
The Corps鈥� research budget, which hit , could be used to improve forecasting for inland waterways and .
Whatever the industry does to combat drought 鈥� dredging and special water releases to make the river navigable, or adjusting how and where they transport cargo 鈥� will have far-reaching impacts. Consumers will eventually absorb some of the costs. The drought is also hurting crop production, .
鈥淭he whole economy will be feeling the ripple effects,鈥� said Angela Antipova, a professor and transportation studies researcher at the University of Memphis.
The industry is eyeing long-term fixes, like improving vessels, investing in better predictive software, expanding dredging and updating aging infrastructure, although
But there are existing frameworks that can guide the industry through tumult, said Craig Philip, a civil engineering research professor at Vanderbilt University and the former president and CEO of Ingram Barge.
Philip was one of the industry officials who helped, decades ago, to create the U.S. Coast Guard and Army Corps鈥� Waterways Action Plans, which are .
The facilitate communication between multiple state governments, agencies and the Corps, and provide guidance for when to issue public safety notices, restrict barges and dredge.
The river fluctuates seasonally, so Philip said the industry anticipates problems every year somewhere in the system. But now, he considers it a chronic problem.
鈥淭he industry is now contending with the fact that these disruptions are going to be interrupting things more often than they used to,鈥� Philip said.
Reporters Madeline Heim of The Milwaukee Journal Sentinel and Eric Schmid of 漏 2024 外网天堂 contributed to this story, which is a product of the , an independent reporting network based at the in partnership with and funded by the Walton Family Foundation. .
