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Hurricanes cost more than you think. Here’s why that matters.

News Feed
Thursday, September 19, 2024

Blowing 100 mile-per-hour winds, Hurricane Francine ripped into Southern Louisiana on September 11, knocking out power for hundreds of thousands of people. Its most dangerous and damaging effect, though, was the storm surge of seawater that it bulldozed ashore, inundating coastal parishes like Terrebonne and Lafourche. A preliminary estimate by AccuWeather puts the damage at $9 billion, which will likely be revised as scientists, insurance companies, and government officials gather more data.  In the days, weeks, and months after a hurricane like Francine makes landfall, a horde of public agencies and insurance companies try to figure out roughly how much they think the disaster will cost. That’s far more than just a number on the books: These estimates help state governments prioritize where to send aid and help kickstart insurance claims, allowing people and local economies to recover faster from disaster. You’ll often see dramatically different estimates of hurricane damage, because each is done with its own purpose: Preliminary assessments made by, for instance, the Federal Emergency Management Agency are used in the first 30 days after landfall to help determine if a major disaster declaration is warranted, and also helps officials figure out which public assistance programs might be needed in an area struck by a calamity.  Initial damage estimates can also raise public awareness, potentially boosting the amount of donated aid. “We saw this during Harvey in Texas back in 2017,” said Jon Porter, AccuWeather’s chief meteorologist. “Many people across the country did not realize the magnitude and severity of the damage and suffering during the storm. Once AccuWeather issued our preliminary estimate of the total damage and economic loss from Harvey at $190 billion, we saw a surge of additional help and relief flood into Texas from across the country.” Insurance companies can do a quick estimate of the damage, since they already have data on property values. “But really, to get an accurate picture, you need to do a careful case study,” said Adam Rose, who studies the economics of disasters at the University of Southern California. “These usually aren’t completed for another year or two, but it’s useful to have sort of a quick and dirty estimate right up front.” AccuWeather’s preliminary estimates collect a range of costs like property and infrastructure damage, lost jobs and wages, airport closures, and much else. “Our estimates also account for the cost of evacuations, temporary relocation and the long-term impacts on transportation, tourism and business logistics,” Porter said.  Tallying up how much a disaster costs also matters in the long-run because it signals to people the economic importance of disasters, and serves as an indicator on whether progress is being made on recovering from such events. On a national scale, one of the most frequently cited sources is the Billion-Dollar Weather and Climate Disasters dataset, a monthly report by the National Oceanic and Atmospheric Administration’s National Centers for Environmental Information. It records U.S. disasters that overtake the billion-dollar benchmark, gleaned from mining a mix of public federal and state statistics, as well as private sector data such as insurance claims, according to Adam Smith, an applied climatologist at the agency who leads the dataset.  Those billion-dollar price tags include losses racked up by a number of extreme weather events, such as hurricanes, severe storm events, tornados, floods, winter storms, wildfires, droughts and heat waves. Not all monetary damages are included in that count, though — just what NOAA deems “direct total losses.”  Their definition of direct total losses spans 16 different categories, including damage to homes, vehicles, businesses, government buildings — as well as what’s in them — business interruptions and the loss of living quarters when you’re out of your home as it’s repaired or rebuilt. The assessment also incorporates damage to roads, bridges, levy systems, electric grids, as well as crops. It is, as Smith describes it “a comprehensive yet still conservative estimate of what is truly lost.” Read Next The Gulf Coast is sinking, making hurricanes like Francine even more dangerous  Matt Simon There’s still a lot it doesn’t cover, like health-related costs that stem from a  disaster, or the environmental degradation that can happen when a hurricane hits, Smith said. Not only does the billion-dollar dataset estimate omit physical healthcare costs, but it also fails to count mental health crises left in the wake of natural disasters. And then there’s nature. Say a cluster of coral reefs or mangroves, two well-established natural buffers against storm surges, are damaged during a hurricane, effectively reducing the area’s resilience against future storms. Those associated costs also aren’t considered in the billion-dollar disaster damage assessment.  By not accounting for all these consequences, in addition to other expenses that tend to emerge post-disaster like supply chain interruptions, the dataset captures just a portion of a major disaster’s total price tag, and therefore only provides a snapshot of what losses look like as a warming planet makes disasters more frequent and severe.  And when something like the damage to mental and physical health isn’t accounted for, this can contribute to the exclusion of the very people who tend to lose the most in a disaster and what can be done to alleviate that historic burden.  “If all we focus on is the cost to the economy, disaster losses are bearable, right? Within our economy, the GDP tends to go up after disasters in the United States,” said Andrew Rumbach, a senior fellow at the Urban Institute. “That doesn’t mean they’re a good thing.”  After a storm hits, the loss of power and water, and the destruction of bridges and roads can make it difficult or impossible for businesses to start up again. These are their own forms of widespread economic losses. If a hurricane strikes New Orleans and Louisiana’s economic productivity dips in the following years, it takes a lot of number-crunching to determine how much the storm itself contributed, and how much productivity would have declined anyway.  The very nature of hurricanes means the economic damage can spread far beyond the coastlines they directly hit. Atlantic hurricanes form out at sea, using warm waters as fuel then might slam into ports along the Gulf and East coasts, like when Katrina caused $1.7 billion in damage to Louisiana’s ports. Even ports that don’t get hit can still cause economic ripple effects by  shutting down as a precaution as a storm approaches. Goods don’t get where they need to be on time, and the costs stack up. So in the longer term, the economic tallies of hurricane losses will often be much higher than initial estimates. But those first rough calculations are critical to avoid even bigger losses later. “Having insurance companies pay their premiums sooner,” Rose said, “having government assistance implemented sooner and more effectively, you can sort of kickstart the recovery and reduce those business interruption losses.” When talking about disaster damages, it’s mainly in the language of business and economics, punctuated with staggering dollar-signs. But there’s a risk that accompanies focusing too much on price tags, warns Rumbach, and that risk has to do with how disasters expose and exacerbate existing social divides. “There’s also just that bigger question that we should always ask: Is monetary value the right metric?”  The way Rumbach sees it, a hurricane can destroy a mansion and a dozen less expensive mobile homes. Although the damages to the mansion and the collective damages to the mobile homes as they are crunched by governments and insurance agencies might end up comparable, the scale of the impact just isn’t the same.  “Focusing too much on economic numbers, that really runs the risk of underestimating the impacts that disasters have for marginalized populations,” Rumbach said. “Everything involved costs less. They make less income. Their homes are worth less, their infrastructure is less of a cost. Does that mean that the disasters are less important because they cost less money?”  This story was originally published by Grist with the headline Hurricanes cost more than you think. Here’s why that matters. on Sep 19, 2024.

Damage estimates for Hurricane Francine are rolling in. The true costs could be much higher.

Blowing 100 mile-per-hour winds, Hurricane Francine ripped into Southern Louisiana on September 11, knocking out power for hundreds of thousands of people. Its most dangerous and damaging effect, though, was the storm surge of seawater that it bulldozed ashore, inundating coastal parishes like Terrebonne and Lafourche. A preliminary estimate by AccuWeather puts the damage at $9 billion, which will likely be revised as scientists, insurance companies, and government officials gather more data. 

In the days, weeks, and months after a hurricane like Francine makes landfall, a horde of public agencies and insurance companies try to figure out roughly how much they think the disaster will cost. That’s far more than just a number on the books: These estimates help state governments prioritize where to send aid and help kickstart insurance claims, allowing people and local economies to recover faster from disaster.

You’ll often see dramatically different estimates of hurricane damage, because each is done with its own purpose: Preliminary assessments made by, for instance, the Federal Emergency Management Agency are used in the first 30 days after landfall to help determine if a major disaster declaration is warranted, and also helps officials figure out which public assistance programs might be needed in an area struck by a calamity. 

Initial damage estimates can also raise public awareness, potentially boosting the amount of donated aid. “We saw this during Harvey in Texas back in 2017,” said Jon Porter, AccuWeather’s chief meteorologist. “Many people across the country did not realize the magnitude and severity of the damage and suffering during the storm. Once AccuWeather issued our preliminary estimate of the total damage and economic loss from Harvey at $190 billion, we saw a surge of additional help and relief flood into Texas from across the country.”

Insurance companies can do a quick estimate of the damage, since they already have data on property values. “But really, to get an accurate picture, you need to do a careful case study,” said Adam Rose, who studies the economics of disasters at the University of Southern California. “These usually aren’t completed for another year or two, but it’s useful to have sort of a quick and dirty estimate right up front.”

AccuWeather’s preliminary estimates collect a range of costs like property and infrastructure damage, lost jobs and wages, airport closures, and much else. “Our estimates also account for the cost of evacuations, temporary relocation and the long-term impacts on transportation, tourism and business logistics,” Porter said. 

Tallying up how much a disaster costs also matters in the long-run because it signals to people the economic importance of disasters, and serves as an indicator on whether progress is being made on recovering from such events. On a national scale, one of the most frequently cited sources is the Billion-Dollar Weather and Climate Disasters dataset, a monthly report by the National Oceanic and Atmospheric Administration’s National Centers for Environmental Information. It records U.S. disasters that overtake the billion-dollar benchmark, gleaned from mining a mix of public federal and state statistics, as well as private sector data such as insurance claims, according to Adam Smith, an applied climatologist at the agency who leads the dataset. 

Those billion-dollar price tags include losses racked up by a number of extreme weather events, such as hurricanes, severe storm events, tornados, floods, winter storms, wildfires, droughts and heat waves. Not all monetary damages are included in that count, though — just what NOAA deems “direct total losses.” 

Their definition of direct total losses spans 16 different categories, including damage to homes, vehicles, businesses, government buildings — as well as what’s in them — business interruptions and the loss of living quarters when you’re out of your home as it’s repaired or rebuilt. The assessment also incorporates damage to roads, bridges, levy systems, electric grids, as well as crops. It is, as Smith describes it “a comprehensive yet still conservative estimate of what is truly lost.”

There’s still a lot it doesn’t cover, like health-related costs that stem from a  disaster, or the environmental degradation that can happen when a hurricane hits, Smith said.

Not only does the billion-dollar dataset estimate omit physical healthcare costs, but it also fails to count mental health crises left in the wake of natural disasters. And then there’s nature. Say a cluster of coral reefs or mangroves, two well-established natural buffers against storm surges, are damaged during a hurricane, effectively reducing the area’s resilience against future storms. Those associated costs also aren’t considered in the billion-dollar disaster damage assessment. 

By not accounting for all these consequences, in addition to other expenses that tend to emerge post-disaster like supply chain interruptions, the dataset captures just a portion of a major disaster’s total price tag, and therefore only provides a snapshot of what losses look like as a warming planet makes disasters more frequent and severe

And when something like the damage to mental and physical health isn’t accounted for, this can contribute to the exclusion of the very people who tend to lose the most in a disaster and what can be done to alleviate that historic burden

“If all we focus on is the cost to the economy, disaster losses are bearable, right? Within our economy, the GDP tends to go up after disasters in the United States,” said Andrew Rumbach, a senior fellow at the Urban Institute. “That doesn’t mean they’re a good thing.” 

After a storm hits, the loss of power and water, and the destruction of bridges and roads can make it difficult or impossible for businesses to start up again. These are their own forms of widespread economic losses. If a hurricane strikes New Orleans and Louisiana’s economic productivity dips in the following years, it takes a lot of number-crunching to determine how much the storm itself contributed, and how much productivity would have declined anyway. 

The very nature of hurricanes means the economic damage can spread far beyond the coastlines they directly hit. Atlantic hurricanes form out at sea, using warm waters as fuel then might slam into ports along the Gulf and East coasts, like when Katrina caused $1.7 billion in damage to Louisiana’s ports. Even ports that don’t get hit can still cause economic ripple effects by  shutting down as a precaution as a storm approaches. Goods don’t get where they need to be on time, and the costs stack up.

So in the longer term, the economic tallies of hurricane losses will often be much higher than initial estimates. But those first rough calculations are critical to avoid even bigger losses later. “Having insurance companies pay their premiums sooner,” Rose said, “having government assistance implemented sooner and more effectively, you can sort of kickstart the recovery and reduce those business interruption losses.”

When talking about disaster damages, it’s mainly in the language of business and economics, punctuated with staggering dollar-signs. But there’s a risk that accompanies focusing too much on price tags, warns Rumbach, and that risk has to do with how disasters expose and exacerbate existing social divides. “There’s also just that bigger question that we should always ask: Is monetary value the right metric?” 

The way Rumbach sees it, a hurricane can destroy a mansion and a dozen less expensive mobile homes. Although the damages to the mansion and the collective damages to the mobile homes as they are crunched by governments and insurance agencies might end up comparable, the scale of the impact just isn’t the same. 

“Focusing too much on economic numbers, that really runs the risk of underestimating the impacts that disasters have for marginalized populations,” Rumbach said. “Everything involved costs less. They make less income. Their homes are worth less, their infrastructure is less of a cost. Does that mean that the disasters are less important because they cost less money?” 

This story was originally published by Grist with the headline Hurricanes cost more than you think. Here’s why that matters. on Sep 19, 2024.

Read the full story here.
Photos courtesy of

California’s marijuana industry gets a break under new law suspending tax hike

California's legal weed industry is still overshadowed by the larger black market. A new state law gives businesses a break by delaying a tax increase.

In summary California’s legal weed industry is still overshadowed by the larger black market. A new state law gives businesses a break by delaying a tax increase. Gov. Gavin Newsom on Monday signed a bill to roll back taxes on recreational weed in an effort to give some relief to an industry that has struggled to supersede its illicit counterpart since voters legalized marijuana almost 10 years ago. The law will temporarily revert the cannabis excise tax to 15% until 2028, suspending an increase to 19% levied earlier this year. The law is meant to help dispensaries that proponents say are operating under slim margins due to being bogged down by years of overregulation. “We’re rolling back this cannabis tax hike so the legal market can continue to grow, consumers can access safe products, and our local communities see the benefits,” Newsom said in a statement, and that reducing the tax will allow legal businesses to remain competitive and boost their long-term growth. An excise tax is a levy imposed by the state before sales taxes are applied. It’s applied to the cannabis industry under a 2022 agreement between the state and marijuana companies. It replaced a different kind of fee that was supposed to raise revenue for social programs, such as child care assistance, in accordance with the 2016 ballot measure that legalized cannabis. For years, the cannabis industry has lobbied against the tax, arguing that it hurts an industry overshadowed by a thriving illicit drug market. “By stopping this misguided tax hike, the governor and Legislature chose smart policy that grows revenue by keeping the legal market viable instead of driving consumers back to dangerous, untested illicit products,” Amy O’Gorman, executive director of the California Cannabis Operators Association, said in a statement. Since its legalization, the recreational weed industry has struggled to outpace the illegal market as farmers flooded the industry and prices began to drop. Taxable cannabis sales have slowly declined since their peak in the second quarter of 2021 of more than $1.5 billion to $1.2 billion four years later, according to data from the state Department of Tax and Fee Administration. Legal sales make up about 40% of all weed consumption, according to the state Department of Cannabis Control. Several nonprofits that receive grants through the tax opposed the bill, arguing that it will threaten services for low-income children, substance abuse programs and environmental protections. In the Emerald Triangle, where the heartland of the industry lies nestled in the northern corner of the state, conservation organizations said they were disappointed in the governor and that it was a step backwards for addressing environmental degradation caused by illegal growers in years past.  “All this bill does is reduce the resources we have to remedy the harms of the illegal market,” said Alicia Hamann, executive director of Friends of the Eel River in Humboldt County. Many nonprofits supported spiking other fees in agreement with lawmakers and industry groups that the excise tax would be increased three years later, Hamann said. “It feels a little bit like a stab in the back,” she said.

World, Business Leaders Hope to Keep Momentum in Fight Against Climate Change Despite US

Hundreds of world and business leaders are gathering to keep the fight against climate change alive

NEW YORK (AP) — The U.S. government is going in the other direction. Temperatures keep rising. More extreme weather is sweeping across the world. Yet hundreds of leaders from government and business are in New York this week to keep the fight against climate change alive. Amid fracture and despair, they are emphasizing progress and hope.More than 110 world leaders will speak at a special U.N. climate summit Wednesday designed to get nations to strengthen their required — but already late — plans to wean themselves from the coal, oil and natural gas that causes climate change. Dozens of business leaders are in the city networking in various conferences aimed at greener and cleaner energy.“We’re here to power on. In the end, we either will have a livable planet or we won’t,” said Helen Clarkson, CEO of The Climate Group, kicking off New York City Climate Week and its more than 1,000 events. “It’s an uphill struggle, but we know we don’t have a choice. It’s up to us to protect what we love.”But on Monday, as leaders talked about stronger national plans and reduction in fossil fuel emissions, Climate Action Tracker, an independent group of scientists who track pledges to fight climate announced that the host nation — the United States — had the biggest backslide in history.“This is the most aggressive, comprehensive and consequential climate policy rollback the CAT has ever analyzed,” said Niklas Höhne, a New Climate Institute scientist who helps run the tracker. In much of the rest of the world, progress But non-U.S. leaders in politics and business highlighted how much of the world has switched to cleaner renewable energy, such as solar and wind, mostly because of price.“The economic case is clear,” European Commission President Ursula von der Leyen told the Global Renewables Summit. She said 90% of new renewable projects generate power more cheaply than fossil fuels, and solar energy is now 41% cheaper than the lowest-cost fossil alternative. "So yes, the momentum is real.”Last year the world invested $2 trillion in renewable energy, twice as much as the fossil fuels that spew heat-trapping gases, several leaders said. Just 10 years ago when the world's leaders adopted the Paris climate agreement, the planet was headed to 5 degrees Celsius (9 degrees Fahrenheit) of warming above pre-industrial times. Now it's on track for 3 degrees Celsius (5.4 degrees Fahrenheit), said United Nations climate chief Simon Stiell. But it's not near the Paris goal of 1.5 degrees Celsius (2.7 degrees Fahrenheit), Stiell said."We will have inched forward so progress is being made," Stiell said. He said the unanimous consensus process of international negotiations is “difficult, but it is delivering.”But it's not enough and too slow, said Ralph Regenvanu, Vanuatu's climate change minister. His country and other small island nations and vulnerable states plan to ask the U.N. General Assembly — which goes by majority rule, not unanimity — to follow up on the International Court of Justice's ruling earlier this year that all countries must act on climate change. Vanuatu's resolution won't be proposed until after November's climate negotiations in Brazil, he said.Places such as Antigua and Barbuda are “under siege for a climate crisis we did not create,” Prime Minister Gaston Browne said of his nation, which has been hit by four Category Four and Five hurricanes in a decade. “Every degree of warming is an invoice, literally a demand sent to small islands that we cannot afford to pay."The nations of the world all were supposed to come up with new five-year plans for curbing carbon emissions by February, leading into the Brazil negotiations. But only 47 of the 195 nations — those responsible for less than a quarter of global emissions — have done so. U.N. officials said they should be submitted by the end of this month so experts can calculate how the world is doing in its emission-reduction efforts.The world's biggest emitter, China, and another top polluter, the European Union, are expected to announce their plans or rough sketches of their plans this week. The United Nations session Wednesday is designed to cajole countries to do more.Australian billionaire Andrew Forrest tried to cheer business and world leaders on Monday. “Despair is not leadership,” Forrest said. “Fear has never built anything. We’re here today to lead by your very example.”The Associated Press’ climate and environmental coverage receives financial support from multiple private foundations. AP is solely responsible for all content. Find AP’s standards for working with philanthropies, a list of supporters and funded coverage areas at AP.org.Copyright 2025 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.Photos You Should See – Sept. 2025

Gatwick second runway plan approved by transport secretary

There has been strong opposition against the airport wanting to use its northern runway.

Gatwick second runway plan approved by transport secretaryKaty Austintransport correspondent andJamie WhiteheadPA MediaTransport Secretary Heidi Alexander has approved plans for a second runway at London Gatwick Airport, as the government looks for economic growth opportunities. The £2.2bn privately-financed project involves in effect moving the current Northern Runway 12 metres to bring it into regular use, as well as other developments, including extending the size of terminals. Chancellor Rachel Reeves said the plans would create "thousands of jobs and billions in investment", but the project has long faced opposition and the Green Party described it as "disaster".Gatwick currently handles about 280,000 flights a year. It says the plan would enable that number to rise to around 389,000 by the late 2030s.Reeves said the second Gatwick runway was part of the government's plan to "get Britain building again".A government source has described the plans as a "no-brainer for growth," adding that "it is possible that planes could be taking off from a new full runway at Gatwick before the next general election."London Gatwick, in West Sussex, is currently Europe's busiest single-runway airport with more than 40 million passengers using it every year. The plans approved by Ms Alexander would include adding 40,000 more flights before the second runway opens, and 70,000 more - almost 190 a day - once it is fully up and running.The airport says that passenger numbers could rise to up to 80 million.Currently, the Northern Runway is currently only used for taxiing or as a back up. The second runway would be used for short haul flights, with capacity also freed up for more long-haul services from the main runway.The decision to approve the expansion plan had been expected in February, but at the time, the transport secretary only said she was "minded to grant consent" for the Northern Runway planning application. It emerged planning inspectors had expressed concerns over the effect the proposals would have on several aspects on the area surrounding the airport, including traffic and noise.In April, Gatwick Airport agreed to stricter noise controls, an enhanced insulation scheme for nearby residents, and having 54% of air passengers using public transport before the Northern Runway opened. To achieve this target, the airport said, third parties - including the Department for Transport - would need to "support delivery of the necessary conditions and improvements required to meet this target," giving the example of reinstating the full Gatwick Express rail service. Before the Covid-19 pandemic, the Gatwick Express ran a service of four trains per hour non-stop between the airport and London Victoria, this was reduced to two trains per hour from 2022. Gatwick Airport also proposed a cars-on-the-road limit if the 54% target could not be met before the first use of the Northern Runway to address possible road congestion concerns. It added that if neither the target nor the cars-on-the road limit could be met, the runway plans would be delayed until the required £350m of road improvements had been completed. "This would make sure any additional road traffic flows can be accommodated and any congestion avoided," the airport said. "This government has taken unprecedented steps to get this done, navigating a needlessly complex planning system, which our reforms will simplify in future," the government source said. "Any airport expansion must be delivered in line with our legally binding climate change commitments and meet strict environmental requirements."Chris Curtis, who chairs the Labour Party's growth group, welcomed the approval but said "radical planning reform" was needed to enable future projects to be completed more swiftly. Shadow transport secretary Richard Holden welcomed the decision as "a vital step towards driving economic growth". But he said approval should have been made months ago and accused Labour of creating "uncertainty for businesses and local communities". But there is strong opposition to any expansion, particularly from climate campaigners.Green Party leader Zack Polanski said approval of the expansion plan was a "disaster for the climate crisis".Hannah Lawrence, spokesperson for Stay Grounded, said "We need an immediate end to airport expansion and money put into improving sustainable transport such as trains."In February, Greenpeace UK policy director Douglas Parr said the extension would not drive economic growth. "The only thing it's set to boost is air pollution, noise, and climate emissions," he added.Alex Chapman, senior economist at left-of-centre think tank New Economics Foundation, also argued the move would not create new jobs, but would just shift them from other parts of the country."People are already perfectly able to catch cheap flights on holiday or travel for business," he added.Unite the Union general secretary Sharon Graham backed Gatwick having a second runway, but warned it would need "to come with guarantees of well paid, unionised jobs and proper facilities for workers".Sally Pavey, chair of Communities Against Gatwick Noise Emissions (CAGNE), said she was worried about "uncontrollable noise, ramifications on the roads, decline in air quality... and climate change"."We can't keep ignoring climate change and it would be wrong to allow a new 'bucket and spade' runway, as we put it, at the expense of residents and the economy," she said.The group would take legal action through a judicial review if the expansion goes ahead, she added.Gatwick's is the latest in a string of airport expansion approvals, most recently Luton's in June. The government has also expressed support for a third runway at the country's biggest airport, Heathrow, but that would be a much more complex, costly and controversial project.

Opinion: Collaboration, not litigation, can support both salmon and hydropower

We live in a region where both salmon and hydropower production can and do co-exist, writes Scott Simms of the Public Power Council. Failing to find a path forward that supports both is a missed opportunity for everyone who calls the Northwest their home.

Scott SimmsFor The Oregonian/OregonLiveSimms is chief executive officer and executive director of the Public Power Council, which represents more than 80 nonprofit, community owned electric utilities across six Pacific Northwest states, including Oregon.A recent op-ed by Northwest Sportfishing Industry Association’s Liz Hamilton left some key facts out of the conversation about our region’s salmon and our hydropower system (“Back to court, but our regional work to protect salmon will continue,” Sept. 14). It’s true that a coalition of fishing and special interest groups, the states of Oregon and Washington and four Lower Columbia River Treaty tribes requested a federal judge lift a stay in decades-old litigation over how to manage the Columbia Basin. We have long been in conflict with those who believe that dismantling dams on the Lower Snake River – which produce reliable hydropower for the region – is essential to protecting salmon. However, we do not believe that conflict is necessary. Rather, we believe now is the time for the region to focus on shared goals of restoring fish while maintaining an adequate and affordable power system. Instead of endless litigation, we can strengthen programs that protect sensitive environmental areas, improve habitat and deploy new technologies that help fish pass safely through dams. Although there are significant disagreements that will require negotiation, we can make progress more quickly through collaboration than litigation. And there have already been gains. Since Bonneville Dam first began operating in 1938, the number of returning adult salmon and steelhead has tripled, according to fish counts from dams across the Columbia River basin compiled by the University of Washington’s Data Access in Real Time system. While there’s still a lot of work ahead to continue strengthening certain runs, we are witnessing fish populations bouncing back, even with dams in place.At the same time as these fish returns are improving, the states of Oregon and Washington have expanded non-tribal salmon fishing seasons for sport and commercial operations. Fishing groups don’t mention this when they advocate for severely hobbling or demolishing the region’s hydro projects. But the impact of sport and commercial fishing on salmon should not be ignored in a comprehensive discussion about how to protect fish populations. As recently as this month, Oregon and Washington fisheries managers approved an extension of commercial gillnetting operations in the Columbia River. The practice of commercial gillnetting – in which massive nets extend up to 1,500 feet into the river – is so effective at ensnaring all types of fish, endangered or not, that critics have repeatedly, but unsuccessfully, sought to ban its use. These efforts are in addition to the offshore commercial harvests that happen when trawlers cruise the international waters off our region’s shores, hauling out salmon and other species by the ton every year. These salmon never make it back to their spawning grounds, nor, importantly, to the historic fishing areas where the region’s tribes have rights under U.S. treaties.Meanwhile, the same groups advocating for a return to the courtroom also do not acknowledge the critically important role our region’s clean, renewable hydro system plays in powering homes and businesses and funding salmon recovery efforts. In the heat dome that gripped the Northwest in 2021 and the massive cold snap that hit us in 2024, the hydropower generated by dams was the single largest source of electricity fueling the Northwest, based on data from the U.S. Energy Information Administration Hourly Grid Monitor. These are two extreme events that, because of a changing climate and an increase in electricity dependency, will stress our system even more in the future. Hydropower has long been the backbone of our region’s energy system, and it will be even more critical in the next decade, as electricity consumption is forecast to grow by more than 30%. While many understand that hydro powers our communities and our modern lives, few are aware that the system also funds one of the world’s largest fish and wildlife mitigation programs in the world. The region’s nonprofit electric utilities, which buy their power from the federal Bonneville Power Administration, have collectively paid more than $715 million annually from 2013 to 2023 to fund hatcheries, habitat improvements, predation management and other actions.The op-ed dismisses a 2020 plan for Columbia River operations as putting the needs of salmon last. But that plan, developed over a course of years under both Republican and Democratic administrations, helped deliver a banner year for salmon returns to the region in 2024, while also ensuring a strong hydropower supply that carried us through extreme weather events. This plan set out to balance of the needs in the basin – without breaching dams that coalition members use as a cornerstone for their advocacy.We live in a region where both salmon and hydropower production can and do co-exist. Failing to find a path forward that supports both is such a missed opportunity for everyone who calls the Northwest their home. We in Northwest public power stand ready to avoid a return to the courtroom and to sit down with litigants to do the hard work of collaborating on a solution. We remain hopeful that the coalition groups will join us. Share your opinion Submit your essay of 600-700 words on a highly topical issue or a theme of particular relevance to the Pacific Northwest, Oregon and the Portland area to commentary@oregonian.com. No attachments, please. Please include your email and phone number for verification. If you purchase a product or register for an account through a link on our site, we may receive compensation. By using this site, you consent to our User Agreement and agree that your clicks, interactions, and personal information may be collected, recorded, and/or stored by us and social media and other third-party partners in accordance with our Privacy Policy.

Meet the small business owners electrifying Maine’s rural coast

In Casco Bay’s remote waters, electric workboats and the aquaculture innovators who operate them are putting marine electrification to the test.

On a sunny, 85-degree day in August of 2025, some 9,300 oysters were loaded into ice-filled containers on southern Maine’s Casco Bay. The boat shuttling them from the warm, shallow waters of Recompense Cove to the marina two miles away hummed quietly. Notably missing: the roar of an engine and the smell of diesel.  Heron, the boat in question, is a 28-foot aluminum vessel that runs on two 100 percent electric outboards, the motors that hang off of small and medium-sized boats. It’s one of the first commercial workboats in the United States to use electric outboards. The vessel officially splashed into the waters of South Freeport, Maine, on July 17, 2025. The moment, though, had been years in the making. It required a coalition of industry-wide partners, a $500,000 U.S. Department of Energy (DOE) grant, and at least that much in matching funds from the operating businesses’ cost share agreement and philanthropic investments through the Rockland, Maine-based Island Institute, the Maine Technology Institute, and others. Altogether, the $1 million private-public investment covers Heron’s $425,000 sticker price and the costs to install two high-capacity shoreside chargers. A portion of these funds also supports data collection and research to assess the viability of electric technology in the greater aquaculture industry.  Willy Leathers is the director of farm operations and owner of Maine Ocean Farms, the mid-size aquaculture business that operates this particular boat. The 10-acre plot he and farm co-founder Eric Oransky tend to on Recompense Cove holds about 3 million oysters. The two farmers are among a growing group of small business owners on the cutting edge of marine innovation along rural and remote parts of Maine’s coast. They’ve been in operation together just shy of a decade, and have seen the aquaculture industry spring up around them in the coves and small islands that make up Casco Bay. Beyond the bay is the wide-open Gulf of Maine, which has been documented as one of the world’s fastest-warming bodies of water. Between 2004 and 2016, it warmed more quickly than 99 percent of the global ocean, a trend scientists attribute to climate change caused by humans burning fossil fuels.  For Leathers and Oransky, there’s a connection between electrifying operations and transitioning away from the fossil fuels that have impacted their home waters. But beyond reducing environmental impact, the farmers say there’s another motivator: being a good neighbor. One feature of replacing traditional gas and diesel-powered outboards is that the electric versions are quieter. “Our boats are our workplaces,” said Leathers. “We’re out there for eight hours a day, five days a week, so reducing noise and reducing on-site emissions is a goal of not only improving the workplace but also improving our potential impact on the environment around us, whether in an ecological sense or a community sense.” Staying in the community’s good graces is essential for a business that operates year-round in close quarters with at least a dozen other farms, as well as traditional fisheries and shorefront landowners.  By the winter, Leathers and his crew expect to load between 10,000 and 15,000 oysters onto Heron each day they harvest. When the temperatures drop, they’ll no longer need containers filled with ice to keep the oysters cool. What the farmers don’t know is how the technology in their new battery-powered boat will fare in these cold, salty conditions. Part of their mission, and the DOE grant agreement, is to find out. “There’s a great proving ground here, of saying if this technology is going to develop, this is a place where it’s going to be put through its paces,” Leathers said.  A tractor for the sea A few miles down the coast, Chad Strater cruised up the Cousins River in Yarmouth, Maine on his 26-foot, all-electric workboat. He was headed to the Sea Meadow Marine Foundation, a nonprofit waterfront facility he co-owns and is actively transforming into what he calls an “aquaculture innovation hub.”  Since its launch last fall, Strater has used his electric boat almost daily for the marine construction work he does with his own business, the Boat Yard, and with partner Shred Electric, a startup that replaces gas generators with batteries to power sea farm equipment. Both the Boat Yard and Shred Electric share space at the Sea Meadow Marine Foundation’s Yarmouth facility. Strater’s boat has one battery-powered outboard that can haul equipment to sea farms and other marine businesses within a 15 mile radius on Casco Bay. Nick Planson, Shred Electric’s CEO and Strater’s business partner, said the two were impressed by the boat’s performance during the winter. The switch to an electric outboard was born of necessity, Strater said. When using a gas-powered boat, he’d lose fuel from idling and maneuvering the boat around work sites. Now, Strater’s success with the electric boat doubles as a model for others in the marine industry, like sea farmers, who are curious about making a switch.  Maine Ocean Farms owner Willy Leathers (left) handles what he calls “product”: three year old oysters ready for market. Fellow farmer and co-founder Eric Oransky (right) prepares to sort the mesh bag cages where the oysters grow. Julia Tilton / The Daily Yonder “You need the right tools to do the job,” said Strater. “You can’t be out there farming potatoes in a tractor from 1982 and expect to be efficient. So developing tools that make sense for efficiency, for Maine sea farmers, is what we’re doing.” In this early stage of marine electrification, aquaculture operations, or sea farms, are a logical use case, said Lia Morris, the senior community development officer at the Island Institute’s Center for Marine Economy. That’s because farmers have known variables like range, location, capacity, and schedule that tend not to change. Morris is working with Willy Leathers and Maine Ocean Farms on data collection and analysis as they compare their new boat, Heron, to a control: their existing gas-powered workboat.  “It’s almost like writing the case studies,” said Morris. “It’s putting the qualitative and quantitative data on paper and presenting the solution so that people can see how they can replicate it. That’s part of our long game in terms of outboards and commercial adoption.” Still, there are significant hurdles when it comes to scaling up electrification in Maine’s aquaculture industry. Up front, electric boats are anywhere from 20 percent to 30 percent more expensive than gas-powered ones. Once they’re in the water, charging is difficult because Maine’s sea farms are spread across a vast and mostly rural area that is largely unequipped with the charging infrastructure this transition will require.  “It’s the chicken and the egg problem,” Leathers said. “What comes first? You put a charger in and there’s nobody to use it, or you have a bunch of boats waiting to charge, but then nobody wants to invest in the boats because there’s nowhere to charge them.” Uncharted waters Like Leathers’ boat Heron, Strater’s boat was funded in part by federal and philanthropic support, including grants from some of the same institutional partners like Island Institute and Maine Technology Institute. About half of the boat’s cost, which comes in around $100,000, was financed with private investment and loans from the Coastal Enterprises Inc., a community development financial institution that helps Maine’s small businesses access lending.  Strater said the boat’s relatively low cost, about a fourth of the price tag on a boat like Leathers’ Heron, is an important part of the pilot model, since many small business owners can’t foot a several hundred thousand dollar investment up front. He and Planson have worked with the Coastal Enterprises Inc. on a marine green loan program to set up additional financing options apart from federal and philanthropic grant structures. It’s part of Planson’s philosophy to “de-risk” electrification for farmers who want to try the new technology without financial strain. “We’re working towards having all of these solutions be affordable without grant funding,” said Planson.  Chad Strater has been using his electric workboat almost daily since it launched in the fall of 2024. Julia Tilton / The Daily Yonder For now, that’s an uphill climb. In Maine, it comes at a time when marine businesses are already struggling to overcome rising costs associated with working on a rapidly developing coastline. In the early 2000s, nonprofit and government entities in Maine identified a growing risk to the state’s “working waterfront,” a term used to describe the network of access points that marine industries, including the state’s $3.2 billion seafood sector, depend on to make a living. A 2006 report commissioned by the Island Institute found that of Maine’s 3,500 miles of coastline, only 20 miles were dedicated working waterfront space.  The National Oceanographic and Atmospheric Association listed climate change, sea level rise, and real estate development as ongoing threats to Maine’s working waterfront in a 2020 report. Of the state’s remaining 20 miles of working waterfront, NOAA wrote that just eight miles are dedicated for public use. The remaining 12 miles are privately owned and thus vulnerable to residential or commercial development.  Rebecca Rundquist is a board member of the Sea Meadow Marine Foundation, the nonprofit organization focused on protecting Maine’s working waterfront whose marina provides space for Strater and Planson’s electric boat. She said that development along the coast, and in a small town like Yarmouth, affects local food sources and the economy. She sees innovation as a way to “revitalize” communities and generate excitement around the working waterfront at a hyper-local scale. The Island Institute’s Lia Morris (left) is working with Willy Leathers (right) and his crew at Maine Ocean Farms to collect performance data on the electric boat Heron, pictured here charging from a low-capacity shoreside power supply at a slip in South Freeport, Maine. Julia Tilton / The Daily Yonder “Our message is we don’t have a one-size-fits-all. We’re here to show how you work with your community to identify the most important needs with these parcels,” said Runquist. In Yarmouth, the need revolves around aquaculture and electrification. Both Strater’s boat and Heron, the electric vessel operated by Maine Ocean Farms, will soon have access to a higher capacity level two charging station at the Sea Meadow Marine Foundation along the Cousins River. Once it’s installed, the boats will be able to get a full charge in a matter of hours as opposed to the overnight shift they plug in for now. The funding for the station comes from the Island Institute and the Island Institute and the DOE grant that helped build Heron.  While it’s a start, those involved on Casco Bay recognize there’s more progress to be made on charging infrastructure, particularly as businesses up the rural parts of the coast go electric. Island Institute is preparing to release a Shoreline Charging Infrastructure report later this year detailing specific challenges around grid readiness for marine electrification in Maine. “It will be a public resource that people can read and digest and ask questions,” Morris said. “Our goal and hope is really to elevate the conversation around electrification and electric propulsion.” Finding a charge For now, Strater keeps things simple. At the end of his workday, he docked the boat along the Cousins River and headed toward a Ford charger, the same one he uses to charge his all-electric Ford Lightning truck when it’s parked at the marina. The low-capacity level two charger is mounted on a wooden post a few yards from the shore. Strater grabbed a thick charging cable to run back down toward the water, and  a light blinked green on the charger as he plugged the cable into the all-electric outboard, hovering several feet out of the water. The boat would sit there, slowly charging, for the next eight hours.  A Ford charger provides low-capacity charging to the electric outboard on Chad Strater’s boat at the Sea Meadow Marine Foundation in Yarmouth, Maine. Strater can use the same charger to plug in his Ford Lightning electric truck when he’s at the marina. Julia Tilton / The Daily Yonder Usually, the down time isn’t a problem for Strater, who puts in eight-hour workdays on the boat and then leaves it overnight to charge. In the instance he does need a quick fill, he can tow the boat over land with his Ford Lightning to a Tesla fast charger off the nearby interstate. At the front edge of innovation, it’s this kind of creativity that makes Morris excited about the future of electric boat adoption in the region. “Mainers are scrappy and, you know — rural context — people figure out how to make things work,” Morris said. Reporting for this article was made possible by the Guerry Beam Memorial Reporting Grant award from the Institute for Journalism and Natural Resources. This story was originally published by Grist with the headline Meet the small business owners electrifying Maine’s rural coast on Sep 21, 2025.

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