Smaller ports in the Pacific Northwest have some big infrastructure projects in the works, focusing on increasing cargo capacity, enhancing community experiences and developing facilities focused on sustainability.
Pacific Maritime Magazine reached out to smaller ports up and down the coast to find out what plans are in the works.
Port of Astoria
The Port of Astoria offers services to commercial and recreational boaters at two marinas and a boatyard, and to commercial and cargo vessels, cruise ships and other vessels at its three deep-draft marine terminals.
They have a number of projects in the works, but the highlight is the Pier 2 West project, Port of Astoria Deputy Director Matt McGrath told Pacific Maritime.
Pier 2 West, constructed in the 1940s, is an elevated timber dock located along the Astoria Central Waterfront that has deteriorated over the years. The dock and seawall are reportedly in critical need of repairs, as it’s been more than 55 years since the last major renovation.
The space is home to seafood processors and serves the bulk of the commercial fishing needs of port users. According to officials, the current condition of the dock negatively impacts tenant operations.
In 2019, the port’s Strategic Business Plan update identified $5.35 million for repairs on Pier 2, among other maintenance needs. The initial price tag was estimated in 2020 at $3 million, but rising costs and impact from the COVID-19 pandemic have caused the projected total cost to swell.
The port’s board of commissioners approved a construction management/general contractor agreement with Bergerson Construction in early 2023. Project elements include a new steel bulkhead wall with a 75-year lifespan with a new fendering system, 50-ton double bitt bollards and a cast-in-place concrete bullrail.
Plans also call for the removal of the old timber dock, underpinning of the Pier 2 warehouse, concrete slab repairs, a new concrete pavement on the pier surface and backfill work. A new stormwater drainage system is to be constructed and a water line and fire hydrants adjacent to the warehouse are being replaced.
Last November, Jeff Merkley and Ron Wyden, Oregon’s U.S. senators, and Suzanne Bonamici and Val Hoyle, U.S. representatives, all Democrats, announced about $36.5 million in federal investments heading to the ports of Astoria, Coquille Indian Tribe’s Ko’Kwel Wharf and Newport.
The funding comes from the fiscal year 2023 Port Infrastructure Development Program (PIDP) from the U.S. Department of Transportation’s Maritime Administration (MARAD).
The money is aimed at increasing storage capacity, bolstering security and improving infrastructure, including a significant amount toward Astoria’s Pier 2 West rehabilitation project.
“Pier 2 West in Astoria is crucial to the region’s economy, but the structure has been deteriorating over the years,” Bonamici said last November. “I’m thrilled that the Port of Astoria will receive (funding) from USDOT to make overdue repairs to this essential infrastructure.”
“The seafood processing cluster on Pier 2 is vital to the port, the city of Astoria and the entire region,” Port of Astoria Executive Director Will Isom added. “Federal investment into this infrastructure was critical for its future and will help provide a safe, economically viable pier for generations to come.”
Coos Bay
Following the port congestion and supply-chain crisis during the COVID-19 pandemic, which demonstrated an ongoing challenge of lack of capacity on the West Coast, the Oregon International Port of Coos Bay is working on a project to tackle the issue and provide more container capacity.
Even before port congestion peaked during the pandemic, importers and exporters were actively seeking additional U.S. port capacity. Recently, international events have delayed shipping and raised freight costs, while trade and container flows to the West Coast are projected to grow at a rapid pace well into the future.
To address this growth and create resiliency, a container terminal in Coos Bay will greatly help ease future supply-chain disruptions and support the long-term growth of international trade, Port of Coos Bay Director of External Affairs Matt Friesen told Pacific Maritime.
The port partnered with NorthPoint Development to construct a state-of-the-art container terminal called the Pacific Coast Intermodal Port.
Faced with large retail customers seeking to expand container capacity on the West Coast, NorthPoint conducted an analysis from Canada to Mexico and determined that Coos Bay was the best location to build a new facility.
A major component of the project is dredging the Coos Bay federal navigation channel, which would widen and deepen the channel and allow for the passage of larger container ships and ensure optimal efficiency.
The new terminal will focus on sustainability and also feature an upgraded railroad, as the Coos Bay Rail Line undergoes comprehensive upgrades and rehabilitation, increasing speed, safety and capacity.
The project is expected to have a total buildout cost of about $2.3 billion. After funding is secured, the project is expected to take about five years to complete, including environmental reviews, permitting and construction.
Last December, former White House Infrastructure Senior Advisor Mitch Landrieu visited Coos Bay to see the intermodal port project site with Sen. Wyden and Rep. Hoyle. After the visit, the Biden administration convened a federal interagency task force on behalf of the Oregon International Port of Coos Bay, charged with developing a project delivery roadmap, Friesen noted.
The group is made up of key federal agencies as well as the Oregon governor’s office and staff from Oregon’s federal delegation to coordinate funding and permitting activities, he explained.
“This unique collaborative arrangement puts the (project) in a strong position for success,” Friesen said.
The state also has continued to support the project with significant ongoing funding, he added.
The port and NorthPoint are seeking three significant federal grants in 2024 to advance the project. The applications mark a pivotal moment for the port as it secures funding for the initiative. Included with the applications were strong letters of support from the congressional delegation and the building trades’ and carpenters’ unions that urged additional funding for the multi-modal distribution hub.
Portland
The Port of Portland, with three marine terminals capable of handling containers, project cargo, breakbulk, drybulk and specialty cargo, is working to expand and upgrade some of its facilities.
The port has infrastructure projects in the works or planned at Terminal 6, Trade and Economic Development Communications Manager Kara Hansen said.
Portland is advancing a $42 million infrastructure project to continue modernizing Terminal 6, its sole international container terminal, which handles a variety of cargo, from containers to autos and breakbulk. Work is now underway to improve the efficiency, productivity and safety of handling all cargo types.
“The improvements will benefit workers and businesses throughout the Pacific Northwest, especially those in rural and disadvantaged communities who could otherwise lose their most cost-effective and reliable access to national and global markets,” Hansen said. “Terminal 6 has two direct services to Asia for importers and exporters, along with access to rail that reaches into the Midwest, providing additional access for local businesses in the region.”
The project includes replacement of electrical components to reduce energy consumption and enable future zero-emission operations; a new stormwater system to improve the quality of water entering the Columbia River; installation of two emergency generators for backup power during seismic, weather-related or other outages; expansion and strengthening of nine acres of pavement for additional container storage, and upgrades to pavement on an additional 30 acres of the terminal.
The project has been fully designed, and potential contractors are preparing bids. Construction is projected to begin in September, with completion possible in August 2025.
The $42 million in improvements are supported through grants, including $24.3 million from MARAD’s Port Infrastructure Development Program and $7.3 million from the Oregon Department of Transportation’s Connect Oregon grant program.
The Port of Portland is also seeking state funds to support construction of a new mooring dolphin and catwalk system at T6’s Berth 601, a major auto gateway on the West Coast. As larger ships become more common in the industry, facility improvements are needed for safety and efficiency, Hansen noted.
If funding is approved this fall, the project would not only sustain an important gateway for the North American auto industry, but also improve worker safety in varying weather conditions, reduce environmental impacts through lower carbon emissions and retain and grow union jobs with low barriers to entry and quality wages and benefits, Hansen remarked.
Permitting and construction would likely take two to three years, port officials said.
Bellingham
The Port of Bellingham in Bellingham, Wash. with 23 acres and 80,500 square feet of warehousing available for commerce, has a big infrastructure project underway at the Bellingham Shipping Terminal.
The Port of Bellingham Commission is committed to a working waterfront and the terminal itself as a job creation engine that will have multipliers across all of Bellingham and Whatcom County, Business Development Manager Matthew Cress told Pacific Maritime.
Total investment in Bellingham Shipping Terminal (BST) over the next two years is set at $45 million, Cress noted.
In February, the port announced the start of a transformative two-year project to modernize and enhance the BST, including dredging, new decking, new fender piles, new fenders, a state-of-the-art stormwater system and a modern rail connection to serve multiple cargo types.
The project is expected to increase depth of the navigational channel from -26 feet to -35 feet, allowing larger vessels to safely access the BST. Plans also call for strengthening of the main dock by replacing about 140 feet of deteriorating and damaged wharf structure, thus ensuring the terminal’s capacity to handle heavier cargo and equipment.
The port received a $62.85 million MARAD Port Infrastructure Development Program grant for the decking and dredging project, and a $17.93 million DOT Rebuilding American Infrastructure with Sustainability and Equity (RAISE) grant for the rail connection. The RAISE grant was awarded in June.
“You cannot have a big-league economy with little league infrastructure,” Rep. Rick Larsen (D-Wash.) said in a June 24 news release. “Thanks to the Bipartisan Infrastructure Law, the Port of Bellingham has the funding it needs to modernize its shipping terminal, which will create more jobs, reduce carbon emissions and keep supply chains and the maritime economy moving.”
Everett
The Port of Everett has been investing in modernization and expansion projects in recent years, with a focus on sustainable operations, including an underway plan for Pier 3.
Due to the West Coast supply chain congestion associated with the COVID-19 pandemic, the Port of Everett handled a dramatic increase in cargo levels. Despite this increase, the port reportedly demonstrated emissions reductions across all parameters per cargo unit.
The port continues to direct capital investments that advance seaport modernization priorities – specifically those tied to the overarching initiative of greening the supply chain, Port of Everett Chief Operating Officer Carl Wollebek told Pacific Maritime.
The current priority project at the terminals is a $15.5 million project to electrify and modernize Pier 3. Planning is now underway, and the Port of Everett has submitted for a $11.25 million federal grant. The port itself has already committed $4.6 million to this project.
“This project is set to continue to make meaningful reductions in carbon emissions and enhance air quality at the seaport,” Wollebek said.
The electrification of Pier 3 is expected to eliminate the use of about 60,000 gallons of diesel, or over 630 tons of carbon dioxide, annually and support future electrification of harbor craft.
“This investment aligns with future maritime innovations, positioning the Port of Everett as a leader in sustainable maritime operations, while diversifying cargo-handling capabilities and capacity,” he added. “Electrification requires forward thinking, comprehensive planning and substantial funding; we are actively seeking grants and resources from state and federal entities to bring this vision to reality.”
The port recently submitted an application for the EPA Clean Ports grant program, which will distribute up to $2.8 billion for zero-emissions technology deployment at ports across the U.S.
“This is a unique opportunity, and if we are successful, we will acquire and deploy electric-fueled yard equipment, and additional shore power infrastructure, which would further reduce our port cargo-handling equipment emissions by up to 40%. This deployment is a major step in our seaport’s decarbonization efforts, while at the same time being a test case for and a catalyst for utilizing this technology at our port,” Wollebek said.
Other key environmental projects on the horizon at the seaport include cleanup of the navigation and berth areas in and around the South Terminal, substantial upgrades to stormwater treatment facilities at the south and Pacific terminals and working to support the emerging offshore wind industry as it develops on the West Coast.
Longview
The Port of Longview, which has eight marine terminals and waterfront industrial property on 835 acres along the deep-draft Columbia River, has a few projects underway or recently completed, all aimed at expanding current facilities and redeveloping old spaces, port spokesperson Ashley Helenberg told Pacific Maritime.
Longview is expanding its industrial rail corridor to maximize service to existing terminals and increase capacity to attract new development to available terminals.
In the early 2000s, officials cleared the way for construction of the original link between the Port of Longview and the mainline rail. The corridor streamlined the movement of cargo, while eliminating grade crossings. As intended, the development attracted an anchor tenant that spurred exponential growth across the port.
Since coming online in 2004, cargo volumes have grown nearly 600%, Helenberg said.
The $104-million expansion would widen the railbed to accommodate eight more tracks, but currently only two tracks are being added. The additional rail will be added as need grows, but it was prudent to plan for the future now, she noted.
Last year, work on the expansion project included an exploratory geotechnical test fill to inform the amount of settlement that could occur from fill placement for the embankment that will support the future rail corridor. The test site was a .5-acre area and workers placed 880 cubic yards of base rock and 11,300 cubic yards of fill sand. They also found that the site was about 23 feet higher than grade. Materials were brought in on the original industrial rail corridor lines inside dump rail cars.
This year will see additional planning, right of way acquisition and property purchases to the tune of $9.6 million. The port has budgeted $17 million to begin construction this summer, Helenberg said.
After nearly a century as a Columbia River icon and more than a decade of planning for its demolition, the continental grain terminal has been torn down. Constructed thorough a series of expansions, the facility went out of operation in 1989 and sat dormant for decades.
The nine-acre project area included seven buildings for storage, rail dumping and office and lab facilities. Forty 100-foot tall concrete silos were demolished.
Three Kings Environmental of Vancouver, Wash., was awarded the $5.5 million project.
It was a high priority to preserve the history of the facility and its role in the local economy, Helenberg added. The port completed a book, displays and video and continues to work on archival projects.
Now, with demolition complete, the port’s business development team is actively pursuing new opportunities for the site.
Prince Rupert
There are currently two major infrastructure projects underway at the Port of Prince Rupert that represent over $2 billion in capital investment, port spokesperson Olivia Mowatt told Pacific Maritime.
In late May, multinational fuel companies Vopak and AltaGas announced their investment decision on the $1.35 billion Ridley Energy Export Facility (REEF). This is the largest capital investment in the Port of Prince Rupert’s history, Mowatt noted.
REEF is a large-scale liquefied petroleum gas and bulk liquids terminal with rail, logistics and marine infrastructure. The project also would provide market access to Canada’s energy sector.
The facility’s expected to be completed after a five-year environmental preparation and review process and extensive engagement with multiple stakeholders, including Indigenous rights holders and local communities.
Work has already started to prepare the Port of Prince Rupert for CANXPORT, formerly known as the Ridley Island Export Logistics Platform. The infrastructure project calls for a new export logistics hub, which will expand capacity and capabilities for rail-to-container transloading of multiple export products at the port. It also aims to improve Canadian supply chain and drive trade and economic growth.
It also is expected to enable and support the development of innovative, large-scale export transloading facilities.
Plans call for developing a platform for transloading bulk commodities into containers. The integrated off-dock facility also will provide storage for the port’s container terminal operations.
In May, Prince Rupert Port Authority’s CANXPORT received a $150 million loan from Canada Infrastructure Bank (CIB) towards the first phase of construction. This marked CIB’s first-ever investment in a port.
Phase-two funding (which is expected to be approved later in 2024) would be used to help Ray-Mont Logistics to finance construction of the transloading facility and container storage yard.
Sara Hall has 15 years of experience at several regional and national magazines, online news outlets, and daily and weekly newspapers, where coverage has included reporting on local harbor activities, marine-based news, and regional and state coastal agencies. Her work has included photography, writing, design and layout.