The Virginia Port Authority has always been a kind of strange duck — not quite public, not quite private. Its leadership swings one way or the other as whims suited.
If it needed money from the state’s transportation funds, it was suddenly more public. But if the news media wanted data about top officials’ salaries, its coloration changed, lizard-like, back to being private, at least until 2007, when salaries were finally disclosed.
The VPA, an “autonomous state agency,” was created in 1952 and operates three major water cargo facilities in Norfolk, Portsmouth, Newport News as well as a transshipment facility in Front Royal. Just about all of Virginia-bound cargo containers, the most popular way of sending goods, goes through its facilities. The VPA boasts of some of the best deepwater facilities on the East Coast, although aggressive Savannah has beat out Hampton Roads in terms of volume and the global recession has cut shipments everywhere.
For years, the VPA was run by J. Bobby Bray who helped built up its facilities, and while personable enough, was surrounded by a tough squad of gatekeepers who tended to regard him as a kind of deity needing protection. Until he left several years ago, Bray held court in posh offices on Norfolk’s waterfront and was frequently seen schmoozing with legislators and state officials in Richmond.
So, one has to wonder what Bray’s role is with proposal to run the facilities and invest in them from CenterPoint Properties, which is an arm of CalPERS, the California state pension system. The Chicago-based firm has presented an unsolicited offer to lease the port with all kinds of goodies thrown about.
Bray says he likes the idea and small wonder he does. The former VPA executive director is now with Kaufman & Canoles Consulting which has been hired by CenterPoint to help prepare its bid, according to The Virginian-Pilot.
Bray told the Pilot’s editorial board that other groups are talking about the same kind of public-private partnership deal with the VPA but that they “just didn’t, fit whereas CenterPoint did.”
Further details are somehow not available. We don’t know who the other supposed contenders are. Bray could not be reached when a Pilot reporter called for more details. But then, that’s par for the course, isn’t it?
Consider that Virginia loves public private partnership deals. It is a cunning way that the state’s fiscal conservatives can unload public facilities onto private entities and not have to raise as many taxes while praising free market economics and letting somebody else make a profit. And, private entities can bail out projects after somebody in planning screws up on traffic volumes and tolls or other sticky little details.
That’s just what the state did with the Pocahontas Parkway in Richmond when the superhighway and magnificent bridge spanning the James River did not live up to revenue expectations. Panicky state officials, worried about what a default would mean for the state’s pristine bond credit rating, got the Australian TransUrban firm to bail them out.
So what goodies is CenterPoint Properties and/or the California Public Employees Retirement System offering? From what I can make out of the deal, CenterPoint pays VPA $500 million upfront, an ongoing profit share of up to $1.3 billion and greater cargo volumes if it lets CenterPoint manage its properties for something like 60 years.
CenterPoint claims that the state would $8.9 billion in economic benefits. About half of that, $4 billion or so, would come from money the state would save by not having to run operations. The private firm would get the VPA’s annual claim on 4.2 percent of the commonwealth transportation fund which last year amounted to $36 million. CenterPoint would fund the deal with a 39 percent equity payment and 61 percent in debt that it would absorb.
VPA would continue to get $987 million in annual payments from CenterPoint and pay local communities such as Norfolk which is still being paid for terminals VPA took over years ago.
What does CenterPoint get? Some pretty darned good cargo facilities built with considerable public money and (semi) public oversight, that’s what. And CenterPoint gets first rights to develop the gigantic Craney Island spoil site which has long been intended for a massive new cargo crane facility costing billions. Craney Island must be one of the best, and last, undeveloped deepwater port facility sites left on any American coast.
CalPERS is one group that the financial community watches closely for market cues. It had been reputed to have some of the brightest and most aggressive investors short of TIAA-CREF. But don’t forget that in last year’s financial meltdown, CalPERS took some huge lumps by having invested in dicey California real estate, losing about 35 percent in its housing portfolio and forcing a shift in top management.
So, forgive me for being simple, but am I missing something here? What’s the urgency? Why does a big time institutional investor like CalPERS so badly need to come swooping in to line up managing some of the best and most promising port facilities in the U.S., especially when it is taking a huge hit with bad real estate plays? Is VPA going under and we don’t know it? Can’t Virginia’s officials can’t help themselves when they hear the words “public private? They seem to absolutely love shoving public projects paid for with public money off to the private sector because it fits some kind of fiscal philosophy they all subscribe to, the real public be damned.
Or is it inside baseball? Given Bray’s conflicted involvement, that’s probably a fair guess.
Peter Galuszka
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