<P>The Military Engineer ? No. 66659 barley export gateway in the United States and the third-largest grain wa- terway in the world. Wheat and other grains grown in the Midwest and Pacif- ic Northwest reach regional ports by rail and barge, and then are exported via the Columbia River to countries throughout Asia and the Middle East. Conversely, the Columbia River is the second largest import gateway on the West Coast for foreign-made automo- biles, according to the Paci?c North- west Waterways Association, a trade group representing numerous riverine interests. Toyota, Honda and Hyundai (and their sister brands), import about 450,000 vehicles annually through the Port of Portland, located 106-mi up the Columbia River from the mouth. Ap- proximately 20 percent of the vehicles of?oaded in Portland are delivered to regional destinations, and 80 percent are loaded onto railcars to be delivered as far away as the East Coast. In all, more than 100,000 vessels ac- counting for $18 billion of waterborne commerce transit the inlet each year. In the past decade, coastal engineers with USACE Portland District have tracked stronger and more frequent winter storms along the Oregon and Southwestern Washington coastlines. As a result, the jetties are experiencing forces greater than they were designed to withstand. Engineers evaluated the changing climate conditions offshore the Columbia River inlet by comparing design waves using offshore wave re- cords based on two different time peri- ods: observed waves from 1984 to 2009; and wave data records for 1984 to 1999. A 10-year event is one expected to occur, on average, once every 10 years. The 10- year offshore (storm) wave height based on the 1984-2009 data record is 41-ft, compared to a 35-ft 10-year wave height based on the 1984-1999 data record. The size of jetty armor stone required to re- sist wave action is a function of wave height raised to the third power. By this measure, increasing the design wave height, for a given jetty, from 35-ft to 41- ft would require an increase in armor stone weight of 60 percent. A Complex Effort In 2004, USACE began interim repairs to the most critical and badly-damaged sections of the North Jetty. From 2005 to 2007, similar repairs were made to the South Jetty. During these repairs, nearly 220,000-T of rock were put in place, with boulders ranging from 4-T to 25-T each. At the same time, the Portland District initiated a major rehabilitation study of the jetties to identify a permanent solu- tion. In early 2010, USACE announced a 20-year, $400 million to $500 million plan to rehabilitate both main jetties and an auxiliary jetty that also supports the entrance. One aspect of this re- view is a dialogue with industries likely to participate in the repairs. General contractors experienced in jetty repair are providing feedback on the USACE plans, and support industries such as large crane and trucking operators are providing information regarding the capability and availability of required equipment. The three jetties interact with each other and the inlets morphology to se- cure the federal deep-draft navigation channel. The stability of the present inlet and adjacent coastal margins are dependent upon the inlets three jet- ties and the tidal shoal morphology, on which the jetties were constructed. Over time, the tidal shoals, spits and jetties have evolved to function symbi- otically. The interaction between jetties and morphology can be summarized by noting that the jetty is a long, thin, narrow backbone of solid material, rest- ing upon a very doubtful foundation, against which the forces of nature have accumulated large quantities of the shifting sand. These shoals break the force of the waves and protect the jetty from destruction. Jetty integrity and the permanence of the navigation chan- nel through the inlet depend upon the amount of sand that can be maintained at the inlet and along the jetties. Due to the complexity of the jetty sys- tem and the potential range of alterna- tives, alternative selection was an itera- tive process that involved several levels of technical and project analysis. Nu- merous plans were run using modi?ed cross-section layout and/or timing of Water Planning & Management Stronger, more frequent Paci?c storms have caused the steady deterioration of three aging Columbia River jetties that support annual international trade worth $18 billion.</p> <UL><LI><a href="http://www.stallionpublishers.com/publication/609/tofzxaosm/1/1/">Front-Cover</a></LI> <LI><a href="http://www.stallionpublishers.com/publication/609/tofzxaosm/2/2/">Inside-Front-Cover</a></LI> <LI><a href="http://www.stallionpublishers.com/publication/609/tofzxaosm/3/3/">Page-1</a></LI> <LI><a href="http://www.stallionpublishers.com/publication/609/tofzxaosm/4/4/">Page-2</a></LI> <LI><a href="http://www.stallionpublishers.com/publication/609/tofzxaosm/5/5/">Page-3</a></LI> <LI><a href="http://www.stallionpublishers.com/publication/609/tofzxaosm/6/6/">Page-4</a></LI> <LI><a href="http://www.stallionpublishers.com/publication/609/tofzxaosm/7/7/">Page-5</a></LI> <LI><a 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