For most of us, the most obvious sign of interstate commerce is encountered on our highways, where large semis are a common sight, or in the air, where the roar of aircraft disturbs the silence of the skies or along railroad lines, where we often are forced to stop as the long procession of railroad cars loaded down with products and materials interrupt our travels.
Far less ubiquitous is another means of commercial transportation that predates the automobile, airplane and even the railroads.
Monday, we were reminded of this less intrusive transportation system when two barges, one filled with soybeans, the other containing salt, broke loose from their mooring and lodged against the dam at the John C. Stennis Lock and Dam in Columbus, impeding water flow through the dam, but not enough to create a real environmental crisis, according to the U.S. Corps of Engineers, which is in charge of the Tenn-Tom Waterway.
The incident serves to remind us of the economic impact of the Tenn-Tom, which for many of us is considered more for the recreational opportunities it represents and, for long-time residents, its usefulness is preventing the flooding that was once commonplace and seasonal.
Flooding along the waterway today is a rarity, occurring only when the “perfect storm” of conditions defy man’s engineering.
It has been 31 years since construction of the controversial $2 billion project was completed after a decade-long debate about whether it was the largest “pork barrel” project ever conceived or a dynamic force to improve the economic fortunes of some of the nation’s most economically-depressed states – Tennessee, Mississippi and Alabama.
Although the recreational and flood-control benefits of the Tenn-Tom were part of the sales pitch, neither was considered the compelling argument for the project.
It was clearly touted as a powerful economic engine.
Now, three decades later, we see the Tenn-Tom in a different light. A $2 billion project does not take our breath away when you consider Jerry Jones spent $1.5 billion to build a football stadium a few years ago. No, $2 billion just ain’t what it used to be.
On the other hand, the actual economic impact is far less than projected. At the time of its completion, project backers said the Tenn-Tom would create 135,000 new jobs by 2000, which turned out to be about 100,000 jobs more than what we see today.
Likewise, the claim that the waterway would be well-used alternative to shipping on the Mississippi River, has not met projections, although there is considerable commercial traffic, thanks largely to a more direct, and less costly, “shortcut” for materials for many industries located in the eastern half of the U.S.
That the waterway has not met those projections is primarily a function of a limited demand for north-bound commerce. While there is plenty of interest in shipping products south along the waterway to the Port of Mobile, the difficult has been attracting commerce going north.
The result is a huge loss in cost efficiency. It’s like driving a full truck from L.A. To New York, then turning around and driving an empty truck back to California.
That fact remains that the biggest obstacle in making the Tenn-Tom the success its early supporters envisioned. And while few expect that to change anytime soon, there are some who would dismiss the Tenn-Tom as a pork-barrel disaster.
The Tenn-Tom is a viable cog in our commercial transportation system, even if it will never meet those ambitions projections of 30 years ago.
And no one who lives along the river is likely to dismiss the recreational benefits of the waterway or its importance in making sure flooding is not a routine part of life along the river.
Quietly, the Tenn-Tom Waterway is doing the work and providing the benefits for which it was intended.
It is a reminder that big projects are not always big hits or big misses. Often, like the rivers themselves, they find their own paths and create their own realities in defiance of man’s wishes.
The Dispatch Editorial Board is made up of publisher Peter Imes, columnist Slim Smith, managing editor Zack Plair and senior newsroom staff.
You can help your community
Quality, in-depth journalism is essential to a healthy community. The Dispatch brings you the most complete reporting and insightful commentary in the Golden Triangle, but we need your help to continue our efforts. In the past week, our reporters have posted 32 articles to cdispatch.com. Please consider subscribing to our website for only $2.30 per week to help support local journalism and our community.