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O, HOW HAPPY WE WILL BE!
Clean beaches, surfing, a new source of energy—and an expanded port. The world according to Keith Higginbotham

PHOTO by JENNIFER STOCKDALE
The entire solution to Long Beach’s dirty, stagnant coastline fits in the blue cotton hoodie wrapped around the head of Keith Higginbotham.
He has a plan to make waves where there are none, turn muck into clean water, produce energy from trash. He’d make the Port of Long Beach pay for most of it, and he’d make the port happy to do so—or at least not terribly unhappy.
Higginbotham certainly doesn’t look like the messiah of our messed-up waterfront. Sitting in Polly’s Coffee on Second Street with a wisp of steamed milk on his lip and surrounded by several pages of chicken scratch, he mostly looks over-caffeinated. And he’s just ordered another latte. Although he chatters in the vocabulary of an engineer, Higginbotham’s not that, either.
But he is an expert: the West Coast Associate Editor of American Shipper magazine, the former de facto historian of the Port of Long Beach and the reporter who covered the port for the Press-Telegram.
And he’s kind of a visionary.
Higginbotham admits his ideas are inspired by all the other people—from Mayor Bob Foster to restaurateur John Morris and historian Ken Larkey—who’ve lately been harping about bringing down the Long Beach Breakwater or redirecting the Los Angeles River into the Port of Long Beach. Some of those are elements of his blueprint, too.
But the key to Higginbotham’s scheme is its very practical bottom line. It’s based on a series of tradeoffs that give everybody a payoff: The people of Long Beach get clean beaches, improved real estate values and a better tourist economy. In return for paying most of the bill, the Port of Long Beach satisfies its ambition to expand.
“What I’m suggesting plays into the existing political realities,” says Higginbotham, “not taking away port land, but making the port directly responsible, which most people would agree they need to be.”
While Morris and Larkey have suggested possible river configurations diverting the flow of the river into the port (see graphic), Higginbotham says the political and financial will to make this happen does not exist. Instead, he suggests leaving the mouth of the river where it is and dealing with two related factors that he believes could be tackled– the trash coming out of the river and the water circulation problems down Long Beach’s coastline.

Where it goes from there is a little complicated, but try to follow along on the accompanying map as Higginbotham takes us through it:
• The Port of Long Beach removes the easternmost section of the Long Beach Breakwater, or at least lowers it to a depth that allows adequate water circulation to the beaches. (I know what you’re thinking: Doesn’t the federal government own that? Sure they do, but if the port’s behind it, it’ll get pushed over.) In return, the port gets to expand by filling in 95 acres of Pier J, which Higginbotham calculates is worth $3 million per acre per year—that’s $285 million annually. The port would use the big rocks it removed to connect the remaining breakwater with Pier J—moving the port entrance to the east, and essentially sealing off the port water from city’s beaches.
• The port installs a waste collection-and-removal system as well as a basic water-treatment facility at the outlet of the Los Angeles River (where it now dumps into the port). The trash is sent to the Southeast Resource Recovery Facility plant (SERRF) on Terminal Island, where it is turned into electric power to run the waste and water-treatment facility.
• The port becomes forever responsible—directly, not through contributions to the Tidelands Fund—for maintaining the city’s beaches, all the way from the downtown marina to the outlet of Alamitos Bay.
Together, this would be very expensive—upwards of $1.3 billion, according to Higginbotham’s projection.
“I’m glad it’s not my money,” he concedes.
But, only $203 million of that total would be spent on the public good—including breakwater removal, installment of the water-/waste-treatment plant and annual beach maintenance. (Of course, the public good is a bigger-than-ever part of the port’s mission nowadays, witness the new Green Port Policy and accompanying logo, as well as the $116 million allotted in the 2008 budget for environmental projects.)
“The port could easily justify the cost as a cleaning-up of one of the most serious port impacts to the local environment, a task they seem to have indicated as a priority,” says Higginbotham.
The other $900 million is money the port would spend on expanding its operations on Pier J—presumably money it would want to spend.
Then again, maybe not.
An interagency slideshow presentation shown at the Port of Long Beach’s board meeting on March 10 reiterated how the port continually opts to miss the bigger picture. Instead of addressing solutions to problems within the city it owes its business to, the Port of Long Beach’s planning team pointed out (in eight oversimplified slides) that redirecting the mouth of the LA River is a flawed idea and potentially damaging to port operations.
“The port should focus on cleaning up the things that it has jurisdiction over, what is feasible and what would offer the best return on investment—in this case, the return of Long Beach’s open-to-the-ocean beaches and the tourist and visitor dollars that would follow,” says Higginbotham. “Can you imagine the value of downtown property and the increase in city property tax if the beaches were actually nice to visit?”
Tags: breakwater, keith higginbotham, la river, Long Beach, pollution, Port of Long Beach

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