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The Eastport Port Authority's proposal to build a new road on a bridge into Eastport, along with a possible rail line, has been gaining steam during the past few weeks. While long-term possibilities include transforming the island into a large cargo port, Port Director Chris Gardner stresses the present-day need for a new route to the port, with only the existing level of tonnage that is being shipped. Representatives of federal, state, tribal and local governments discussed the possibilities at a May 7 stakeholders meeting with the port authority.
"It's most beneficial for the island, for the tribe and for the environment for the port to grow with a new road into the island," says Gardner. According to Gardner, the Passamaquoddy tribal government would like to have the causeway to Moose Island breached, whether with culverts, flapper gates or a bridge, and the U.S. Army Corps of Engineers agrees with that proposal. The causeway has diminished the marine life in Half Moon Cove because there is now much less tidal flow.
At the May 18 meeting of the Eastport Port Authority board, Gardner outlined that one option would be to build a bridge in the same location as the causeway, or a bridge could be constructed between Carlow's Island and the mainland in Perry. That option would resolve some cultural concerns of the tribe, which would prefer Pleasant Point to be on a point of land again, without the truck traffic through the middle of the reservation. When wood chips begin to be shipped through the port, there will be an additional 4,000 more truck trips a year both into and out of the port. That level of traffic would place the number of trips slightly above the port's greatest volume so far, which has been about 18,000 trips a year. Gardner says the port authority wants to "take any step we can to avoid residential areas," not just at Pleasant Point but in Eastport, too.
A new bridge across Half Moon Cove between Carlow's Island and Johnson Point in Perry would connect with a new road that would be constructed between the bridge and Route 1, joining in about a quarter of a mile south of the Polar Treat. Gardner notes that the tribe owns most of that land, and the other landowners, including the one on the western side of Carlow's Island, are supportive of the project.
The bridge could also allow for bringing back the rail line to Eastport, since the rights of way are wide enough for a road and rail line. However, the investment of an estimated $180 million for the new bridge and road would be the largest hurdle for the port authority. Bringing a rail line back to Eastport would be less costly.
"This is no small undertaking," says Gardner. "It could be very transformational for this island."
Gardner notes that there is some consideration for the Port of Eastport to handle the Capesize class of ships, which have a draft of over 50 feet, the outer limit for ports on the East Coast. In anticipation of the Post-Panamax ship traffic with the increase in the lock dimensions of the Panama Canal, East Coast ports have been undertaking expensive dredging operations to accommodate the larger vessels. Gardner notes that the port of New York would have a depth of only 18 feet if there was no dredging. The port of Eastport, though, has a depth of 64 feet.
The port of Prince Rupert, B.C., is eyed by the Eastport Port Authority as a possible example of how a small port could compete with large industrial ports. Gardner notes that Prince Rupert is a small community with a similar depth of water that "decided to invest to become a major player" and now has become competitive with large ports like Long Beach, Calif. The British Columbia port is expanding to be able to handle 1.3 million containers a year. "We can become a major player in the port market on Eastport if we look at the Prince Rupert model," he says.
Gardner believes that the port terminal's land base of over 100 acres is sufficient to handle the potential increase in cargo, including containers and bulk products, although it's possible that land off the island could be used if necessary.
He says the port authority recognizes that there are many questions that would need to be answered about such long-term goals, but he says, "From the port's perspective we should bring the opportunity for area residents to make the choice themselves." He adds, "Our push is not for a super-port in Eastport, but it's for a cultural and environmental win if the focus is on a new road into Eastport."
Gardner adds that there is a need for the new road to the port now, even if it does not grow any more. Also, there is "zero probability for rail on the island" with the current configuration of possible routes.
"If we then grow the port in a transformational way, we'll welcome that conversation, but it will be the decision of the people who live here," he says. "The people in this town deserve the right to vote it up or down."
Concerning next steps, Gardner says the port authority will seek out funding for an environmental impact statement (EIS). An EIS will help provide answers to questions that will arise about the project, he notes. "There will be an open and transparent flow of information."
Gardner will bring a possible motion of support for the project for the port authority board to consider at the next meeting of the board in June. Board member Mary Repole, who is the city council president, said the council has already voted to support the project.
Other action
Concerning the breakwater reconstruction, Gardner said at the May 18 meeting that the main issue during the past few weeks has been the relocation of the U.S. Coast Guard boats. The new plan will be to move the boats over to the remaining finger piers and to place the Coast Guard ramp from a location near Rosie's Hot Dog Stand down to two of the port authority's floats that will connect with the finger piers. The cost, which could be in the $20,000 range, will be covered by the Coast Guard.
The crane to be used by fishermen has been installed on the fish pier, with a new base and new ladder installed. The board voted to charge, on a temporary basis, $500 a year to fishermen who use the crane. Gardner noted that with the cruise ship visit on May 25 the fish pier will have to be closed for security reasons, so a crane truck will be brought over to the Estes Head pier for the fishermen.
The board discussed replacement of the cross bracing on the approach to the fish pier, with some discussion about whether it would be better to use pressure-treated wood, even though the cost would be significantly more.
Concerning the Phyto-Charter initiative for the shipboard heat-treatment of wood pellets that will be shipped from the port, Gardner said that "final capitalization" is still needed. He believes that finding more private capital to invest in the project is the key to having wood pellet shipments begin. Representatives from Irish companies who recently visited the port reconfirmed the strong demand for the pellets there.
The port authority's truck was damaged in an accident, with the damage being more significant than first believed. An East Machias repair shop may be able to repair the truck. |
