Early on Election Day, highways in the St. Louis area were inundated with water. Over several days, intense storms battered Missouri, bringing six to 10 inches of rain — record-breaking amounts for November.

The flash flooding killed at least five people, including two older poll workers whose vehicle was swept from a state highway.

Mayors along the Mississippi River have watched for years as intensifying rain storms and flooding wreak havoc on their communities.

Take Grafton, Illinois, which escaped Election Day flash flooding but suffered $160,000 to $170,000 in damages from a heavy rain event in July. The town’s main intersection was blocked with logs and debris, and the storm blew out a water line and left streets in need of repair.

But Grafton never received a federal disaster declaration and was not eligible for assistance from the Federal Emergency Management Agency (FEMA). Instead, it paid for road and water line repairs through its Department of Public Works’ annual budget. As a result, the city could no longer purchase new trucks for snow plowing this year, as it had planned.

“What it means is that we’ll limp through another year, keep the vehicles running,” said Grafton Mayor Michael Morrow, who oversees the $1.2 million annual budget for the small riverfront city of about 600.

River communities have suffered repeated losses. But federal disaster funding can take weeks, months or even years to pay out. Traditional insurance programs are tied to property and require proof of loss for a payout, which can be burdensome and lengthy to assemble. 

So this fall, the Mississippi River Cities and Towns Initiative (MRCTI) announced a new insurance pilot, with hopes of better helping river towns recover. 

MRCTI, which represents 105 cities in 10 states in the Mississippi River Basin, including Wisconsin, is working with Munich Re, a German multinational insurance company, to create the insurance product. 

The resulting pilot will test a novel type of insurance pool — called parametric insurance — that is designed to rapidly fund emergency response after natural disasters such as flooding. 

Pilot will test usefulness of new ‘parametric’ insurance policies

The likely cause of intensifying rainfall and floods is human-caused climate change, according to the Fifth National Climate Assessment, a scientific report created every four years for the United States Congress and the president, to help explain the impacts, risks and vulnerabilities associated with a changing global climate.

In 2019, communities in the Basin saw months of flooding, spanning across the Mississippi, Missouri and Arkansas rivers. Reported losses totaled almost $25 billion across at least 17 states, according to the National Oceanic and Atmospheric Administration.

The central U.S. is emerging as a new flash flooding hotspot, according to research published in Nature’s Communications Earth & Environment journal. With its new role as a hotspot comes more disaster damage – and need for insurance that addresses that.

While conventional indemnity insurance requires insured owners to prove specific losses by amassing evidence and presenting pre-storm documentation, parametric insurance pays out quickly after agreed-upon “triggers” – such as wind speeds or river heights – reach a certain level. 

For the MRCTI pilot, Munich Re has suggested using watershed data from the U.S. Geological Survey to determine the best gauges along the river to measure flood depth. Once the river flooding reaches a certain depth, the payout would be triggered. 

Getting that trigger right is key, said Kathy Baughman McLeod, chief executive officer of Climate Resilience for All, a nonprofit focused on climate adaptation.

“You want to have sufficient understanding of how you set the triggers at a certain place and why,” she said. “There’s a lot of engagement necessary to get everybody on the same page about what the product is, how it works, what the trigger should be.”

The goal of Munich Re’s pilot program is to demonstrate in real time how a parametric insurance payout policy would function in current insurance market conditions and how swift payouts could better assist a city’s disaster response in the immediate days following a flood.

First, Munich Re will develop a mock-up of the insurance policy for one hazard – flooding – with the understanding that multiple hazards, like intense heat, or drought, could be added later, said Colin Wellenkamp, executive director of MRCTI and, as of Nov. 6, a newly elected state representative for Missouri District 105. 

The mock-up would calculate a range of premium costs and theoretical payout options that would be available for cities of varying sizes along the river. But the pilot won’t cost the cities a cent – and it won’t pay them anything either, until the pilot moves into implementation. It’s unclear which entities will ultimately foot the bill of the pilot and eventual product because it’s so early in development.

When Munich Re moves into implementation, individual city governments would hold the policies and receive payouts. Wellenkamp hopes to convince larger corporations that rely on a healthy and functioning Mississippi River hydrology to pick up the tab on the premiums, he said. 

Quick payouts could take burdens off cities

“In the first 24 to 72 hours after a disaster event, very little money can help a whole heck of a lot,” Wellenkamp said. “We use that time for evacuations and to move people out of additional harm’s way in the aftermath.”

But soon after the initial emergency response, municipalities start to look for funds for longer-term cleanup and repair. Under the current paradigm, that money can be hard to tap.  

In the spring of 2019, major flooding on the Mississippi inundated many communities, including Grafton, where the downtown partially closed and people were forced to evacuate. 

The Trump administration didn’t declare a major disaster until September of that year, months after flood waters had receded. It took until 2022 for federal money to reach Grafton, Morrow said.

“The former administration went through that flood,” Morrow said. “I’m the mayor now, and I was getting some of the money that they had put in years ago.”

That wait places stress on a city’s finances, especially smaller ones like Grafton, Morrow added. 

Traditional insurance doesn’t always help either. Grafton has a flood policy, but it only covers property owned by the city. Residents and businesses in the community would need to take out their own flood protection. The National Flood Insurance Program (NFIP), which underwrites many flood insurance policies, has various coverage restrictions. For example, NFIP doesn’t cover roads or wastewater infrastructure. 

The policies also require proof of loss before issuing a check because they cover specific damage, like to a particular building or its contents. This “proof” can take days to document, and longer to process, which delays how fast a local government can begin repairs. Without proper pre-storm documentation, damage can sometimes be nearly impossible to prove.

Parametric insurance – which works with measurable triggers and isn’t tied to documentable losses – could ease the process. 

Cities from the headwaters to the mouth of the Mississippi could buy into the policy, creating a pool that spreads out the risk that any individual community faces. 

“Not every city is going to flood every year, but the flooding will impact at least one section of the river,” said Raghuveer Vinukollu, head of climate insights and advisory for  Munich Re in the U.S.

The insurance pool would protect a town from the risk of ruin, and a more timely payout would increase the town’s resiliency through swift reinvestment in its infrastructure, he added.

Parametric insurance in the Mississippi Delta and beyond

For flooding on rivers, this kind of insurance risk pool is new territory, Vinukollu said. As climate risks become more extreme, the insurance industry is working with a number of communities to address their evolving needs, he said.

While parametric insurance is still developing, one early example stands out to Vinukollu — the Caribbean Catastrophe Risk Insurance Facility (CCRIF).

CCRIF pools risk for Caribbean countries, which face hurricane risks each year. By pooling risk together each island can receive a larger payout than if it had taken out an individual policy. 

In July, a mere 14 days after Hurricane Beryl devastated 90% of buildings and agriculture on the islands of Carriacou and Petite Martinique, the government of Grenada received its first payout from CCRIF to fund disaster recovery. 

The tropical cyclone policy paid more than $42 million to Grenada, the largest single payout from CCRIF since its inception in 2007.

In the Mississippi River Basin, Vinukollu hopes to apply this kind of shared risk pool to insure cities at risk for inland flooding. 

“The triggers are different, the perils are different, but the concept is the same,” said Vinukollu.

Given its position near the end of the Mississippi River, New Orleans is no stranger to the devastating impacts of extreme weather. Several city-run institutions, such as NOLA Public Schools, have taken out parametric insurance policies to protect important infrastructure. 

One of the first tests of these policies came in September when Hurricane Francine’s storm surge, rain and winds pelted southern Louisiana. 

But NOLA Public Schools did not receive a payout from its policy with Swiss Re. 

While wind speeds were high, they were not high enough to meet the policy’s triggers of more than 100 miles per hour for one minute.

New Orleans is more likely to experience repetitive, severe losses from named storms than a city in the upper Basin, such as Minneapolis, so cities closer to the Gulf Coast may end up paying higher premiums once the policy officially rolls out, said Wellenkamp, of MRCTI.

Cities that choose to cover more hazards or lower-level disasters may pay higher premiums because it could result in more frequent payouts, Wellenkamp said. Ultimately, municipalities could still end up footing the bill for events like the July flooding in Grafton or the Election Day storms in St. Louis.

McLeod, of Climate Resilience for All, argues communities shouldn’t expect payouts from parametric insurance all that often. “Just by the nature of the product it shouldn’t (pay every year),” she said. “Insurance is for the worst of the worst.”

Munich Re advises that parametric insurance works best to complement – not replace – traditional insurance policies. But company officials believe that these new policies offer the chance for insurance to adapt to changing risk landscapes, as weather events become more extreme.

Despite its potential to facilitate faster disaster response, parametric insurance is no silver bullet, said McLeod. 

The best solution to her is reducing the underlying risk from climate change. 

“The big picture is it’s a really important tool in financing and managing the risks of climate change, and we need every tool,” she said. 

But more than any new financial tool, McLeod said, the most effective financial step would be addressing the root causes of climate change, and building – or rebuilding – more natural protections, like wetlands.

“You’ve got to reduce the risk (or) you won’t be able to afford the insurance on it,” she said. “It’s not insurance if you know this thing is going to happen.”

The Lens’ Marta Jewson contributed reporting to this story.

This story is a product of the Mississippi River Basin Ag & Water Desk, an editorially independent reporting network based at the University of Missouri School of Journalism in partnership with Report For America and funded by the Walton Family Foundation. Wisconsin Watch is a member of the network. Sign up for our newsletter to get our news straight to your inbox.

Mississippi River towns pilot new insurance model to help with disaster response is a post from Wisconsin Watch, a non-profit investigative news site covering Wisconsin since 2009. Please consider making a contribution to support our journalism.

It was just before sunset on the Mississippi River, the day’s last bits of golden light dancing on the water, when four members of the band Big Blue Sky picked up their instruments for one of their defining songs.

During the summer, the group plays Friday nights for Maiden Voyage Tours, a northeast Iowa riverboat company. Its 40-some passengers that evening had been sharing bottles of wine and hearing tales of Mississippi River history as they cruised along, speedboats occasionally racing by on either side.

Then the boat captain pulled over to an island and cut the motor. It was time for the water song.

Moving and unforgettable, “Water Song” urges listeners to think about how they treat the natural resource, so vital for life on Earth. The tune was written in 2015 and came together in minutes, recalled Big Blue Sky singers and songwriters Jon Stravers and Sophia Landis. Much of the group’s music is about the river and the surrounding region, a place of curiosity, adventure and solace for Stravers and his late son, Jon-Jon.

Big Blue Sky’s work adds to a centuries-long tradition of music inspired and transported by the Mississippi River. The river’s role as a major shipping artery and a force of nature, as well as its historical and cultural significance to the nation, make it an easy thing to write about. And riverboats not altogether different from this one carried songs north and south, spreading jazz and the Delta blues across the heart of the country.

Most importantly, the music describes people’s personal connections to the river — something intensely evident in Stravers’ words on the boat.

In song, he and Landis rhapsodized. In speaking, he kept it simple: “This is a good stretch of the river. It’s important. And people love it.”

Mississippi River moved and shaped jazz, Delta blues

Perhaps no style of music is as intertwined with the Mississippi River as the Delta blues, rooted in the musical traditions of enslaved Black Americans who were forced to work long hours in the fields of the Mississippi Delta region. Though slavery had technically ended, many Black Americans remained in unfair and oppressive working conditions at the turn of the 20th century.

Unlike gospel music sung in church, blues reflected their real lives and real feelings, said Maie Smith, group tour manager and operations manager at the Delta Blues Museum in Clarksdale, Mississippi.

“Delta blues music is a music that works from the heart to the outside,” Smith said. “It starts with your most inner being and helps to lift you up and rise you above whatever circumstances you were in.”

Lots of Delta blues musicians worked on the river, Smith said, including those forced to build levees to protect fields from floodwaters. They endured the Great Mississippi River Flood of 1927, which killed upwards of a thousand people and displaced almost 640,000 people from Illinois to Louisiana. Many songs were written about this historic disaster and other river floods, including Charley Patton’s “High Water Everywhere,” Barbecue Bob’s “Mississippi Heavy Water Blues,” Bessie Smith’s “Backwater Blues” and Big Bill Broonzy’s “Southern Flood Blues.”

But the river also provided opportunities for blues musicians to travel, taking their songs with them. Blues and later jazz music came north to Memphis, Kansas City and Chicago, building a following and mixing with other music styles. Today, blues riffs underpin much of American popular music, Smith said, like rock and roll and hip hop.

Music was moving on the Mississippi even before then — during the so-called “golden age of steamboats” in the 19th century. Thousands of steamboats traveled the river and its major tributaries during that time, said Steve Marking, a river historian and guest performer for American Cruise Lines on its Mississippi River cruises.

The boats took on passengers as well as freight, and companies sought to hire the best musicians to entice people to pay to board, Marking said. Later, even influential jazz musician Louis Armstrong performed for a few years on the Streckfus Steamboat Line.

Other forms of music that arose and were popularized on the river include ragtime in St. Louis and river folk music that featured banjo, fiddle and percussion. Dixieland, a form of jazz, and country music also owe a debt to the river. 

Why capture the Mississippi River in song?

Rivers in general “have inspired almost as many songs as love,” Marking said.

Many people have some sort of connection with them, whether it’s traveling them by boat or simply watching them run. Marking pointed to the song “Watchin’ the River Go By,” by John Hartford, which depicts two people who get together each night on the porch to watch the Ohio River. It’s an experience anyone, young or old, can relate to, he said (well, maybe not completely — the people in the song do so in the nude).

But more than lakes, forests or prairies, rivers are captured in song over and over again. Why?

It could be their heavy symbolism. For Marking, rivers signify the passage of time, reminding us of our journey through life.

“If you’re standing on the shore,” he said, “upstream is the past, downstream is the future.”

Rivers also make a connection — between places, or even between the past and the future.

The musicians who still travel the river today are helping make that connection, Marking said, including the ones who make up Big Blue Sky. He described taking the boat tour and listening to them play “Water Song” as “one of the top five events of my entire life.”

It’s easy to see why. The group’s music both honors the river’s musical traditions and adds something new: an eye toward its ecological importance. In between songs, passengers got to hear about Stravers’ decades of bird research on this stretch of the river, including monitoring of the cerulean warbler, one of the rarest nesting warblers in Iowa. They stopped to watch a beaver on an island waddle through the sand to make his way back to the water. And they were granted what the captain called one of the best sunsets of the summer: a bright, show-stopping pink.

Though most of their songs evolve over time, Stravers said, “Water Song” pretty much gets played the same every time. The exception is in his echo to Landis’s main melody, where he regularly inserts the name of whatever water body they’re playing on to remind listeners they need it to live.

Sacred Mississippi River water, indeed.

This story is a product of the Mississippi River Basin Ag & Water Desk, an editorially independent reporting network based at the University of Missouri School of Journalism in partnership with Report For America and funded by the Walton Family Foundation. Wisconsin Watch is a member of the network. Sign up for our newsletter to get our news straight to your inbox.

Rollin’ on the river: How the Mississippi flows through song and still inspires today is a post from Wisconsin Watch, a non-profit investigative news site covering Wisconsin since 2009. Please consider making a contribution to support our journalism.

The Sny Magill Unit of Effigy Mounds National Monument near Clayton, Iowa, is a hidden wonder.

A dozen miles downstream from the park’s visitor center along the Mississippi River, the path starts with a turn you might miss if you’re not looking closely. Follow that path under a railroad bridge to a boat landing, then go by foot through the woods until the floodplain opens out flat in front of you, revealing more than 100 sacred mounds built by Native Americans thousands of years ago.

These ceremonial and burial mounds are one of the densest collections still existing in North America. It’s clear the people who built them had a special connection to the river valley cradled between the bluffs of the Driftless region and wanted to add their own features to it, said park superintendent Susan Snow.

Today, though, that river has significantly eroded the bank they built on, eating away at some of the mounds at the water’s edge.

It’s a product both of climate change, which is causing wetter conditions across the upper Midwest, and engineered alterations to the river’s flow. There’s now an urgent need to protect the mounds from further damage, Snow said. A multimillion-dollar bank stabilization project proposed by the U.S. Army Corps of Engineers could accomplish that.

Since mounds should not be rebuilt by modern hands, once they’re gone, they’re gone, said Sunshine Thomas Bear, tribal historic preservation officer for the Winnebago Nation of Nebraska, who are descended from the mound builders.

“All we can do is try to save what we can,” she said.

Fast-flowing Mississippi River causing mound erosion

Nineteen tribal nations are affiliated with the mounds that make up the Sny Magill Unit, including the Ho-Chunk Nation, which has a strong presence in Wisconsin.

“The area itself is part of our homeland,” Bear said. “Our connection to these lands goes back thousands of years.”

Bear said the area around Effigy Mounds National Monument used to have more ancient Indigenous mounds, but many were destroyed in the last 150 years by developers as towns were built. And many other mounds were destroyed in the last century by amateur archaeologists who desecrated the burial mounds and stole artifacts and human remains.

Most of the approximately 106 mounds that are part of the Sny Magill Unit are conical — or round — which are likely burial mounds, said Sheila Oberreuter, the park’s museum technician. Others are effigy mounds taking the shapes of birds and bears. It’s likely that ancient people returned to the area for hundreds, if not thousands, of years for mound building during the Woodland period, Oberreuter said, which occurred between 2,500 and 900 years ago.

Because it is low-lying, the land on which the mounds were built floods seasonally when the Mississippi floods. Sometimes, the mounds themselves are completely underwater, Oberreuter said — something that would seem unbelievable while walking among them, if not for visible high-water marks on nearby trees.

The serene backwater adjacent to the mounds is connected to the Mississippi River’s main channel by Johnson Slough. In recent decades, more water has rushed through the slough and hit the river bank, which Snow estimated has eroded the bank by five to 10 feet since the 1940s.

That’s happening in part because of the construction of the lock and dam system on the upper Mississippi River during the 1930s, which transformed the way the river ran to make shipping easier. By converting the free-flowing river into a series of pools, the lock and dam system causes consistent high water levels in some areas. On top of that, heavier rainfall and more severe, longer-lasting flooding events driven by climate change caused more water to move through the upper Mississippi in the last few decades.

Notes from park staff as early as the 1980s mention mound erosion, Snow said, with the first project proposed to stop it in 1994. Wooden support beams were placed along the bank, but were washed out. Reinforcing those beams didn’t work either. In 2022, large logs made of coconut fiber were placed along the parts of the bank experiencing the worst erosion. The following spring, the river saw near-record flooding, and many of those logs were swept from the bank immediately.

Army Corps project would stabilize bank with 2,000-foot rock berm

As park staff considered a more permanent solution, they were approached by the U.S. Army Corps of Engineers, which has managed the Mississippi River for decades and recently unlocked a new pool of money that funds ecosystem improvements along the river in addition to improvements to navigation for shipping.

The Navigation and Ecosystem Sustainability Program, or NESP, as it’s commonly called, also supports the protection of cultural resources along the river, said Jill Bathke, lead planner of the program. The Sny Magill project would be the first to access it for that protection.

After consulting with tribal officials, the Army Corps put forth a proposed fix: a 2,000-foot-long berm the height of the floodplain, made of large rocks. The corps would place sand scraped out of the main channel behind the rock wall as an added barrier between the water and the mounds. The berm would be designed with current and future climate conditions in mind, Bathke said, a long-term solution to stop the erosion.

Bear and other members of her tribe are serving as consultants on the project, as are William Quackenbush, the tribal historic preservation officer for the Ho-Chunk Nation in Wisconsin, and his tribe. They also lead teams of volunteers to help care for the mounds, including removing invasive European plants and replacing them with native plants that reduce soil erosion.

Some are skeptical of this manmade solution to a manmade problem. There are some tribal partners who’ve expressed that the river should be allowed to keep flowing as it wants to, Oberreuter said. Snow also acknowledged that people have been hesitant about making such a change to the natural bank.

But, she pointed out, “the bank is (already) no longer what it was.”

Construction of the rock berm should begin in 2026. As they build, they’ll have to take care not to harm a population of federally protected freshwater mussels that live buried in the sand at the river bottom. The U.S. Fish and Wildlife Service, which manages the land around the Sny Magill Unit and Johnson Slough as part of the Upper Mississippi River National Wildlife and Fish Refuge, will help with that.

When the berm is complete, Snow said, there’ll be a trail atop it that visitors can walk. That may help protect the mounds better than the current way to see them, which is to walk among them, she said.

The Sny Magill Unit has been part of Effigy Mounds National Monument since 1962, Snow said, but it’s not advertised like the rest of the park. That’s in part because there are no staff stationed there to properly guide people through the mounds. But if people visit respectfully, she believes it’s one of the best places to take in the mounds because it’s on a flat, walkable surface, unlike the rest of the park, which is on a blufftop.

For Bear, that education is key to the mounds’ survival. She believes many of those who visit leave with a better understanding of the mounds, and why they need to be protected.

This story is a product of the Mississippi River Basin Ag & Water Desk, an editorially independent reporting network based at the University of Missouri School of Journalism in partnership with Report For America and funded by the Walton Family Foundation. Wisconsin Watch is a member of the network. Sign up for our newsletter to get our news straight to your inbox.

The Mississippi River is eroding sacred Indigenous mounds in Iowa and Wisconsin is a post from Wisconsin Watch, a non-profit investigative news site covering Wisconsin since 2009. Please consider making a contribution to support our journalism.

For the third year in a row, extreme drought conditions in the Midwest are drawing down water levels on the Mississippi River, raising prices for companies that transport goods downstream and forcing governments and business owners to seek alternative solutions.

Extreme swings between drought and flooding have become more frequent in the region, scientists say, as climate change alters the planet’s weather patterns and inches the average global temperature continually upward.

“Without question, it’s discouraging that we’re in year three of this. Because that is quite unique to have multiple years in a row of this,” said Mike Steenhoek, executive director of the Soy Transportation Coalition, a trade organization representing Midwest soy growers. “We’re obviously trending in the wrong direction.”

Since 2022, much of the Midwest has experienced some level of drought, with the driest conditions concentrated in Iowa, Missouri, Nebraska and Kansas. Record rainfall in June and during part of July temporarily broke that dry spell, forecasters say, only for drought conditions to reemerge in recent weeks along the Ohio River basin, which typically supplies more water to the Mississippi than any other major tributary.

Water levels have been dropping in the lower Mississippi since mid-July, federal data show, reaching nearly seven feet below the historic average in Memphis on Sept. 13. In October 2023, water levels reached a record-low -11 feet in Memphis. Remnants of Hurricane Francine, which made landfall in Louisiana Wednesday night as a Category 2 storm, “will provide only temporary relief,” the National Oceanic and Atmospheric Administration said in a news release Wednesday.

“Rainfall over the Ohio Valley is also not looking to be widespread and heavy enough to generate lasting effects and anticipate that much of the rainfall will soak into the ground with little runoff,” the agency said in the release.

Those conditions have raised prices for companies transporting fuel and grain down the Mississippi in recent weeks as load restrictions force barge operators to limit their hauls, which squeezes their profit margin. Barge rates from St. Louis reached $24.62 a ton in late August and $27.49 per ton by the following week, according to the U.S. Department of Agriculture.

Steenhoek said barge prices during the first week of September were 8 percent higher than the same week last year and 57 percent higher than the three-year average. “It does change that supply demand relationship,” he said, “because now all of a sudden you’re having to transport a given amount of freight with less capacity.”

A river in flux

Aaron Wilson, Ohio’s state climatologist and a professor at Ohio State University, said the whiplash between this summer’s record wet months and September’s drought conditions appears to fit what could be an emerging climate trend observed by researchers.

The Midwest region has generally gotten wetter over the decades. The Fifth National Climate Assessment, released last year, reported that annual precipitation increased by 5 to 15 percent across much of the Midwest in the 30-year period leading up to 2021, compared to the average between 1901 and 1960.

But evidence also suggests the Midwest is experiencing more frequent swings between extreme wet and extreme dry seasons, with climate models predicting that the trend will persist into the future, said Wilson, who was the lead author of the assessment’s Midwest chapter.

“This was front and center for us,” he said. “One of the main things that we talked about were these rapid oscillations … between wet to dry and dry to wet extremes.”

Research also suggests that seasonal precipitation is trending in opposite directions and will continue to do so in the coming decades, Wilson added. “And so what you get is too much water in the winter and spring and not enough during the growing season,” he said, referring to summer months.

If that evidence holds true, it could have notable impacts on U.S. food exports moving forward.

Future impacts on shipping 

Transporting goods, including corn, soy and fuel, on the Mississippi is more efficient pound for pound than ground transportation, business groups say, and gives the U.S. an edge in a competitive global market. According to the Waterways Council, a trade association for businesses that use the Mississippi River, a standard 15-barge load is equivalent to 1,050 semi trucks or 216 train cars — meaning domestic farmers and other producers can save significant time and money moving their goods by boat.

The majority of U.S. agricultural exports rely on the Mississippi to reach the international market as farmers move their crops to export hubs on the Gulf Coast, said Debra Calhoun, senior vice president of the Waterways Council. “More than 65 percent of our national agriculture products that are bound for export are moving on this inland waterway system,” she said. “So this system is critical to farmers of any size farm.”

The ramifications could be especially harmful to the soy industry, Steenhoek said, since about half of the soy grown in the U.S. is exported. By the last week of August, grain exports transported by barge fell 17 percent compared to the week before, according to a Thursday report released by the USDA.

Steenhoek said the increased costs to U.S. growers hurt their ability to compete globally. Any price increase to domestic grain could encourage international clients to instead buy from rival countries like Brazil or Argentina, he said.

While it’s typical for water levels on the Mississippi to drop during the fall months, Steenhoek said, the recent years of drought have been a real wakeup call for farmers to diversify their supply chains. Soy growers, he said, have since set up new supply chain agreements with rail lines and have even invested in new export terminals in Washington state and on the coast of Lake Michigan in Milwaukee.

Luckily, Calhoun said, disruptions to river transportation this year haven’t been nearly as bad as they were last year, when the Mississippi’s water levels reached record lows. Several barges were grounded last year and in 2022, she said, referring to when boats get stuck on the riverbed or in areas where sediment has built up. That hasn’t occurred so far this year. 

She chalks that up to proactive efforts this year by companies and federal agencies, like the Army Corps of Engineers, to mitigate transportation disruptions. 

George Stringham, chief of public affairs for the corps’ St. Louis District, said the corps started dredging the river a few weeks earlier this year. “We started early to get ahead of things, in anticipation, after having two straight years of low water conditions,” said Stringham. Dredging involves moving sediment on the riverbed from areas where it can cause problems to boats to areas where it won’t. 

Wilson, Ohio’s climatologist, said he has seen stronger cooperation among stakeholders in tackling this issue. “It’s a mix of climate scientists, social scientists and planners and emergency preparedness folks that are really coordinating this effort,” he said.

The result, Calhoun said, is that their coalition of groups have been able to handle the disruptions relatively well this year, which leaves her feeling cautiously optimistic. “It’s really hard, you know, to track this and try to figure out: Is it just normal? Is it getting much worse? Are we going to have to make significant changes, and if so, what would they be? But we’re not there yet,” she said.

This story is a product of the Mississippi River Basin Ag & Water Desk, an editorially independent reporting network based at the University of Missouri School of Journalism in partnership with Report For America and funded by the Walton Family Foundation. Wisconsin Watch is a member of the network. Sign up for our newsletter to get our news straight to your inbox.

Another Midwest drought is causing transportation headaches on the Mississippi River is a post from Wisconsin Watch, a non-profit investigative news site covering Wisconsin since 2009. Please consider making a contribution to support our journalism.