Tri‑Cities intermodal, inland‑port projects highlighted as ports push cargo from trucks to rail

Stephanie Bowman, Washington State’s maritime industry director, opened an afternoon session titled “From Green Farms to Green Ports,” saying ports and intermodal facilities are central to lowering emissions and improving supply‑chain reliability.

Beth Swanson of Tri Cities Intermodal described a privately financed intermodal ramp in Burbank, Washington, backed by roughly $50 million in investor capital. “We are the only intermodal ramp in the state of Washington that goes east and west,” she said, and detailed early transloading work, chassis availability and contracts with Union Pacific and Columbia Rail to move agricultural exports and imports through Seattle–Tacoma.

Diane Howard, executive director of the Port of Benton, described a planned 220‑acre intermodal site on port land with a proposed construction window starting in 2025–2026, intended to add warehousing, additional track, handling equipment and transload capability. Howard said the project will leverage state and anticipated federal funds and create local jobs while shifting cargo from truck to rail.

Peter Freedman (Ag Transportation Coalition) and other panelists cautioned that inland‑port projects succeed only when carriers and major shippers commit to using them. Freedman noted the East and Gulf Coast labor negotiations are already shifting trade flows and supply‑chain risk in ways that make inland‑port planning timely. He warned that several prior state-funded facilities failed because they lacked ocean‑carrier or major importer commitments.

Private operators described specific successes: Savage’s Pocatello terminal was cited as a “game changer” that shortened trucking distances, enabled new export volumes and leveraged public‑private partnerships. Short‑line operators and port representatives urged state modernization incentives, tax credits and streamlined permitting to attract private capital and avoid stranded projects.

Panelists closed with discussion of choke points (Stampede/Stevens Pass corridors, Columbia River capacity), the potential regional effects of river‑level or dam changes on barge traffic, and the importance of cooperative governance including tribal input. Several speakers urged that rail and port advocates develop concrete projects so regional, state and federal funding can be combined efficiently; no formal actions were adopted during the session.

The freight session continued into interactive workshops on regional priorities and project matchmaking.