Building on strengths
The Port of Virginia’s new leader says expansion is key for the state to continue as a top competitor

Virginia Business
September 2007

Jerry Bridges has been clear about his goal since he took over as executive director of the Virginia Port Authority in February — to make The Port of Virginia the premier and largest port on the East Coast.

The former executive director of the Port of Oakland follows J. Robert Bray, who led the authority for nearly 30 years.

Virginia Business spoke with Bridges about his first few months on the job and his plans for the port.

Q. What do you see as the port’s strengths and weaknesses? Has that changed since you’ve been here?

A. I don’t see a lot of weaknesses, frankly.

There are a lot of strengths: The people at the VPA are experienced and have a track record of success; we’ve got modern facilities; there is a lot of support for what we do in Richmond; the region’s maritime community is quite progressive; we have the best bond rating of any port on the East Coast; our channels are 50 feet deep; we have strong labor relations, and we have plenty of available room to expand in Craney Island.

That is an impressive list. Our competitors may have a bit of each of those strengths, but they do not have them all.
  
Q. What is the port’s biggest challenge? How do you plan to deal with this challenge?

A. We have to continue to grow in what is a hotly competitive industry. Since 1996, The Port of Virginia has had one negative year and that came as a result of the 9/11 tragedy. So, keeping up the growth and trying to increase the percentages are challenges.

The biggest challenge I see is to understand the port’s future — the next decade — envision how it all fits together and then to sell that big picture. The big picture I am talking about includes the development of Craney Island, the opening of the Heartland Corridor, the work at NIT North and South (Norfolk International Terminals), incorporating 70 more acres into PMT (Portsmouth Marine Terminal) and converting Newport News into a specialized cargo facility.

I have to take all those pieces, package them for our customers and make them understand that in 10-15 years, The Port of Virginia will be second to none on the East Coast.

Q. What are the pros and cons of privatizing the port? Have you heard from companies or investors who wish to invest in or lease facilities at the port?

A. To date I have not had anyone — an investor — come to me and ask for time on this issue and I need to be clear here: There is not a “for sale” sign out on the front lawn. But, as we all know this is a trend hitting this industry and others, and the money being spent on such acquisitions is significant.
When we discuss privatization, we are not talking about selling the property that the Virginia Port Authority’s terminals are sitting on. Rather, we are talking about a long-term lease for the right to run the cargo operations at the terminals, the operating rights.

Q. What about security? Any plans to make changes, beef up technology? Any additional federal funds in the offing?

A. Security is an ongoing issue for which there will never be a finish. At this point we are prepared for implementation of the federal government’s Transportation Worker Identification Credential (TWIC) [a credential for employees needing unrestricted access to secure areas]. The fed is still ironing out some issues with it and there is no start date as of yet.
I can say without hesitation that we are using the most-up-to-date technology to keep our terminals secure, and we have highly qualified men and women using that technology.

Since 9/11, we have spent more than $12 million of our own money on security, and as the federal grant money comes available, we will apply for it. But there is no guarantee that we will get it, because each of the federal grant programs is different — some programs, for example, are more focused on the cruise industry — and because it is a very competitive process.