(March 10, 2007) This article by Port of New Bedford Business Alliance's Strategic Advisor Gene Soccolich was first published in the Standard Times on February 24, 2007

Economic development plans are in the works that portend to alter the port of New Bedford more than at any time in recent history. The state intends to turn New Bedford, along with Fall River, into cargo ports to accommodate short sea shipping – hundred of coastal barges offloading thousands of truck trailers around the clock.

The new head of New Bedford’s Harbor Development Commission stated a few years ago that "Fall River is really the poster child project of the short sea shipping network."

That position may be changing in tandem with tightening federal constraints on New Bedford’s groundfishing fleet. Competition for the fleet’s dockage space, which the Governor’s Seaport Advisory Council agrees is in critical short supply, may all but disappear over the next three years. Local and state officials are perhaps banking on it.

The recently re-authorized Fisheries Conservation and Management Act created regulations so constraining they could devastate the groundfishing industry. With only sixteen percent of eligible New England multi-species vessel owners recently voting in favor of an industry funded vessel buyout, it seems they are not planning to leave the port anytime soon. Surprisingly, the port’s Harbor Development Commission, having issued only one newsletter in the past three years, is keeping the public in the dark on all issues.

Short sea shipping has been very successful in northern Europe and southeast Asia. It is not glamorous, in fact just the opposite, yet has proven economically fitting to established working ports like New Bedford. The executive Director of the Governor’s Seaport Advisory Council has traveled the Atlantic coast for over three years promoting New Bedford and Fall River as ideal sites. He recently stated before the Navy League that, "these ports should be made to look like a truck terminal". Truck distribution centers and container sites in New Bedford could utilize reclaimed Brownfields. Although there is a lack of available barges, a sense of urgency at the federal level is rising with the rise in fuel prices.

The U.S. Maritime Administration is supporting the effort around the country, where short sea shipping holds a three to one advantage over truck transport in fuel costs. Massachusetts is targeting short sea shipping specifically to offset growing truck congestion and environmental degradation on Route 95, major barriers to economic development throughout the rest of the Commonwealth.

The Seaport Council is on record to provide $30-40 million in part to fund the necessary waterfront infrastructure in both ports. Perhaps there is no irony that critically needed dockage for fishing vessels has been promised for years yet never constructed. A second phase would be an inter-model freight railway system, and the state reportedly entered into negotiations with the CSX Corporation recently to acquire its local freight line.

A more progressive vision has been proposed for economic development of the port, starting with an offshore conflict mediation center and an industrial exhibition center to showcase advancements in applied marine technology with modular exhibits funded by corporate grants. Intended to leverage the marine and maritime strengths of the port, these and other concepts have been supported by the waterfront community through the efforts of Fred Osborn and The Port of New Bedford Business Alliance. City officials never have expressed even interest. The city’s focus remains on dreams of tourism, which an in-depth analysis by M.I.T. concluded was, "antithetical to the working port of New Bedford". Economic development within the port seems to hang in a state of suspended animation, relying on outside initiatives to direct its course.

Both State Senator Bruce Tarr and Mayor John Bell of Gloucester are leading the charge for disaster aid for fishermen, which effectively has achieved active support from Governor Patrick. In contrast, New Bedford’s biggest initiative in effect has been to erect a monument to fishermen. Even the head of the mayor’s Ocean and Fisheries Council, as recently reported, has concluded that, "regulations have made it uneconomical for owners of New Bedford draggers to keep their vessels".

New Bedford needs to create positive initiatives for its fishermen, not a deathwatch.

A constructive summit should be organized for the purpose of discussing and developing viable options for its fishing industry, with the objective of a comprehensive follow-up plan of action on vital issues. The agenda should include: vessel buyout prospects to help clarify decision-making for individual owners; parameters for establishing a New Bedford Fisheries Cooperative; potential transition into the vastly growing offshore aquaculture sector, and obtaining financial assistance to relieve the economic impacts imposed by federal regulations while problems of adaptation are resolved.

Secondly, the Harbor Development Commission and the Governor’s Seaport Advisory Council must provide additional dockage immediately for the port’s entire fleet, where often seven vessels, especially in winter, dangerously must raft together from the pier. Vessel owners no longer should be placated with only yearly reports and promises, and a fatal accident should not have to occur, such as tragically experienced at the local airport, before government officials responsibly respond. Finally, institution of an independent Port Authority would help to both attract short sea shipping and provide more professional stewardship of the port.

New Bedford must focus on practical goals and objectives such as short sea shipping for its working port, and concurrently strive to protect the viability of its indigenous fishing fleet. It must stop betting on long shots such as a huge aquarium and now a casino. The port is not a playground. Economic development is serious business. May God grant the wisdom to those in authority to be able to ascertain the difference.