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IAPH ANNOUNCEMENTS AND NEWSSecretary General's Report Submitted to the Conference 5Board OKs Agenda for Miami Conference. Valencia, Tarragona, Spain, Join

IAPH • Nominating Committee Membership Changes. Topical Aspectsof CLPPI Work 6

New Appointment - COPSEC Membership. Bursary Recipients. MembershipDirectory. IPD Fund: Contribution Report 7

Visitors to Head Office. Membership Notes 8Reports by the Committee on Legal Protection of Port Interests (CLPPI)

Maritime Liens and Mortgages 9The Legal Aspects of Electronic Data Interchange 11

OPEN FORUMProspects for the Development of Multi-modal Transport Systems 13Personnel-Carrying Device for Rescuing Crane-Drivers from High Cabins 20

INTERNATIONAL MARITIME INFORMATIONWORLD PORT NEWS

The International Association of Lighthouse Authorities: List of Publications 23PORTS '89 Conference 24New Publications , 25The AmericasCPHA Conference: Environment Awareness 26Prince Rupert Releases Economic Impact Study 27Quebec to Upgrade Solid Bulk Terminal. Bulk Paces Vancouver to

Record Performance 28Special NPA Program With Incentive Tariffs. Port of Houston Fetes

75th Anniversary. Door-to-door RoadRailer Service at Jacksonville 29Passenger Traffic Thru LA Cruise Center Up 25% Over '87 Total. Baltimore

Rejoices as Cargo Volume Increases. Berth-expansion Work to PileFoundation 30

NY & NJ Keeps Close Watch on EC, Asia 31NY & NJ: ACES in Pilot Operation. Oakland: A Step Closer to Delta

Disposal Plan 32NYK DST Services to Oakland Boosted • Container Barge Traffic Booming:

Portland. Customs Clearance West Coast's Quickest 33.San Diego Convention Center Spectacular. TEU Tonnage Growth

Dramatic at Charleston. Mr. Fabulich President of Tacoma Commission 34Tacoma Terminal 3 Nears Completion 35Africa/Europe1988 - A Profitable Year for Port of Copenhagen • Nonstandard Containers

Increasing at Le Havre. Limerick Port Set to Expand and Prosper 35New Handling Record at Burchardkai 36Final 1988 Cargo-handling Figures for Rotterdam 37Port of Tarragona in Profile 38Frontier Controls Will Remain After 1992 • Ports to Meet Environment

Challenge 39Pressure to Scrap Dock Scheme Grows • Upgraded Radar System at

Southampton • Deep-sea Oceanography Centre at Southampton .40Southampton to Support 'Interports' Conference 41Asia/OceaniaNew Chairman for Port of Brisbane Authority. Launceston to Assist Bass

Strait Ferry. Hong Kong Ranks Among World's 3 Best Ports .41$22 Million ADB Loan for Indonesia Project • Export, Import Thru

Osaka Record High • Tacoma Officials Visit Sister Port Belawan .42Johor Port: Malaysia's Port Training Centre. Port Klang's '88 Tonnage:

Biggest Ever Increase • Penang: Dangerous Cargo Master Plan .43Good Financial Result: Southland Harbour. ADB Assistance for PNG

Port Development. PSA Sets Up Data Link With Port of Bremen .44

Contents

Ports & HarborsMay, 1989Vol. 34No.4

IAPH OfficersPresident: Wong Hung Khim,

PSA Delegate, Port of SingaporeAuthority, Singapore

1st Vice-President: J.H. McJunkin,International Trade andMarketing Adviser,Port of Long Beach,U.SA.

2nd Vice-President: J. Mather,Managing Director, Clyde PortAuthority, U.K.

3nt Vice-President: Cheung YeunSei, Chairman of the KoreaShipping and Port Council,KMPA

Conference Vice-President:C.J. Lunetta, Port Director, Port ofMiami, U.S.A.

Port arbors Published byThe Intemational Association ofPorts and HarborsNGO Consultative Status, United Nations(ECOSOC, UNCfAD, CCC, IMO)Secretary General:Hiroshi KusakaHead Office:Kotohira-Kaikan Bldg., 2-8, Toranomon1-chome, Minato-ku, Tokyo 105, JapanTel: TOKYO (591) 4261Cable: "IAPHCENTRAL TOKYO"Telex: 2222516 IAPH J

Malaysia'sStrategic Port

Within EasyReach

It makes sense to ship goodsthrough a modern port that'sdesigned and meant for yourconvenience. Kuantan Portspecialises in break bulk, liquid bulk,dry bulk and export-packagingservices. You save time and moneyat the Port of Kuantan -. a useroriented port geared to moving goodsfast and safely to and from worldmarkets.

Add an all-weather and deepsea port, ro-ro facilities, professionalstevedoring, modern equipment,banks,' shipping agents, forwardingagents, efficient security as well asfire services - and you have a highlyversatile port capable of meeting yourneeds.

Malaysia's premier East Coastport offers the best shipping-relatedresources in the region. An efficientroad network links the port with the

resource-rich hinterland comprisingthe States of Pahang, Terengganuand Kelantan. It lies within a regionwhich is the chief producer of timber,palm oil, petroleum and gas inPeninsular Malaysia. The hinterlandthus provides ample opportunity fordown-stream activities in thesecommodities.

Container facilities to handledomestic trade are currently available.Sophisticated container handlingfacilities will be installed by early1990. Container lines are welcomedto start operations.

And it's so easy to set up yourindustrial plant within the PortAuthority grounds: existing tanksstoring petroleum products and palmoil share the nearby shipping facilitieswith timber, flour and steel pipe plants.

Port of Kuantan - Your Ideal Port

+ For more information, contact:

KUANTAN PORT AUTHORITYTanjung Galang, P.O.8ox 161, 25720 Kuantan, Pahang Darul Makmur, Malaysia.Tel: 09-433200 (10 lines). Telex: PLARA MA 50234. Fax: 09-433866.

Oftload and Distribute YourCargo Faster and Cheaper Thanin Any Other Atlantic Port.Keep your stay short and your cargointact and make a bigger profit.

_it;, Port~CanaveralCANAVERAL PORT AUTHORITY & FTZ #136P.O. Box 267 • Cape Canaveral, FL 32920(407) 783-7831 • FAX 407-784-6223TELEX 981573 Ans. Bk. PI. Canaveral

Bremen and Bremerhaven are among the mostefficient all-round ports. There are 12,000 sailings

a year to 1,000 ports all over the world.Ship your cargo via Bremen and Bremerhaven:

it takes only one day to reach its destinationanywhere in WerSt Germany.

Fast. Safe. Economical. For your benefit.

• 45 minutes from buoy to berth.• Cargo, ship and crew support services under one roof.• 35' drafts, immediate product transfer, dockside

freezer/chill, dry and secured storage facilities.• Break Bulk processing and handling facilities.• Immediate access to three interstate highways,

Florida's turnpike, rail/piggyback and the nationalintermodal rail network.

• Foreign Trade Zone for duty-free storage and/orassembly of foreign products.

From point ofentry, through storage tofinal destination,Port Canaveral is your most profitable gateway to theFlorida market.

The primary function of any port is toensure the fast and efficient movementof goods.

To this end, Dublin Port boasts themost modern and sophisticatedfacilities.

From tugs, pilotage service,stevedoring and roll on/roll off servicesto oil bunkering, lift on/lift off and adirect rail link to the quayside with a fullrange of trans-shipment and bondingfacilities.

Dublin port is Ireland's premier porthandling 34% of all the country'sinternational trade.

·If you're moving goods in or outof Ireland, count on the ability ofDublin Port.

DUBLINPORTCommercial Manager, Port Centre,Alexandra Road, Dublin 1.Tel: (01) 722777, 748771.Telex: 32508. Fax: 735946.

IAPI1 ANNOUNCEMENTSANDNE'VS

Secretary General'sReport SubmittedTo the Conference

The Secretary General's Report to the Miami Conferencewas completed by the Head Office and shipped to Miami intimefor distribution to the delegates there. The lAPH memberswho will be unable to attend the event will receive the SecretaryGeneral's Report and other documents for the Conferencefrom the Tokyo Head Office after the proceedings are over.

The Report covers all ofour activitiesfor the past two~yearperiod and complete details of the Association's financial andmembership situations. For the benefit of our members andin particular for those who will be unable to be with us inMiami, we reproduce below the introductory remarks by theSecretary General which precede his 74-page Report to theConference.

Introduction

(from the Secretary General's Report)

I derive great pleasure from being able to report on theactivities of our Association for the past two-year periodfollowing the 15th Conference in Seoul, Korea, two yearsago.

Let me first express to all our members my deepappreciation for the way they have stood behind and workedtogether with our organization in all aspects of its variedactivities. I also wish to proclaim my profound gratitudeto the President, Vice-Presidents, the Board and Excomembers, chairmen and members of our committees andLegal Counselors as well as the Liaison Officers for theexemplary leadership and devoted service with which theyhave assisted us in our day-to-day endeavours on behalfof IAPH's worldwide membership.

At the same time, I would like to reiterate our earnestthanks to our friends at the Port of Abidjan, Cote d'Ivoire,for their warm and wholehearted cooperation as hosts ofthe mid-term meetings of Exco and the other committeeslast year.

As for the details of the Association's activities, we havekept our members informed of all developments through"Ports and Harbors" during the past two years and youwill find summaries of the events concerned in this Report.Therefore, I will simply try to highlight here a few itemsof importance concerning the scope ofour activities to whichI would like to invite your special attention.

Relations with other international bodies and IAPH'sgrowing role

One of the most important aims of our Association's

activities has been to protect the interests of world ports,including IAPH member ports through the developmentof all these ports and harbors and thereby to contribute tothe promotion of free trade in the world. In quest of thisgoal, we have sought to make IAPH's positions better knownin the appropriate quarters by maintaining close contactand cooperation with the various international maritimeorganizations, including the IMO and UNCTAD.

These activities have been made possible through therepresentation arrangement under the IAPH/BPF Representation Agreement and through other liaison activities.

It is clear that IAPH's responsibility as a spokesmanfor world ports has increased greatly in line with theAssociation's mission to work for the common benefit ofits worldwide membership.

International Port DevelopmentAnother important objective that IAPH has been pro~

moting enthusiastically has been that of encouraging ad~

vanced ports to provide their less developed counterpartswith the appropriate information, expertise and trainingopportunities to enable the latter to achieve greater operational efficiency.

I feel happy to say that the IPD Fund, based on revenuesvoluntarily contributed by IAPH members in developedcountries, has contributed - albeit on a somewhat modestscale ~ towards the attaining of this goal.

As far as continuing this assistance project is concerned,the Executive Committee has stated that· it is essential toreplenish the reserves of the IPD Fund. I have accordinglyrequested all IAPH members for voluntary contributionsto the IPD Fund towards the raising of US$70,000 in thetwo~year term. Thanks to the generous support of ourmembers, we have so far been able to raise nearly 60% ofthe targeted amount. I now wish to urge all members'continued support of the project so that we can achieve thegoal within one year from now.

Your journal "Ports and Harbors"In accordance with the recommendation made at the

Seoul Conference by the Ad Hoc Group of Experts especiallycreated to study how the journal might be improved, wehave made vigorous efforts towards enhancing the appealof the journal. We are determined to continue our effortsto upgrade the quality of the journal on the basis ofthe adviceand ideas offered by our members. At the same time wewill try our utmost to minimize the publication's productioncosts.

With reference to our advertising campaign efforts, inaccordance with the recommendation of the FinanceCommittee, the Executive Committee has adopted the viewthat the production costs of the journal could be greatlyreduced if the entire membership would run advertisementsin it at least one page a year. Thus, the Head Office has,where appropriate, distributed a campaign letter and amedia-kit to all IAPH members and other relevant bodies

PORTS AND HARBORS May 1989 5

- both actual and potential clients - to further this idea.We sincerely hope that as many IAPH members as possiblewill be able to give their support to our advertising campaignefforts and use our journal as a vehicle for their advertisements.

Membership CampaignThanks to the initiatives of the Membership Committee

Chairman, Officers and Exco members, we have been ableto add several new members in IAPH since the SeoulConference. Looking to the future, I feel particularlygratified to be able to report to you that some Spanish portsfeature in this increase.

Financial StatusI think I can say that at the moment the only thing

which gives us something of a headache is the matter ofour financial status. In fact this is a subject of the utmostimportance, and one which is at the very core ofour activities.

The major reason for our concern in this regard liesin the drastic decline of the U.S. dollar and the correspondingappreciation of the Yen against the SDR which has occurredin a comparatively short period. Due to the drop in valueof the SDR, our annual balance has dipped into the red,with the revenues falling short of the budget.

In view of this situation, the number of SDR units permembership unit was raised by 5% effective from January1, 1989, in accordance with the decision of the Board of

Board OKs AgendaFor MiaDli Conference

At the Board meeting by correspondence held on April15, 1989, the agenda for the 16th Conference was finalized.It is the same as that outlined in the previous issue of thisjournal, when it appeared as the "provisional agenda".

Valencia, Tarragona,Spain, Join IAPH

As we mention in the following "Membersnip Notes"section, we are pleased to convey the news that the Portsof Valencia and Tarragona, Spain, have been enrolled asRegular Members of IAPH. As a result of this addition,altogether six Regular members ~ Ports and Coast Directorate, Ministry of Public Works and Urban Developmentin Madrid (1 unit), Barcelona (4 units), Gijon (3 units),Santander (2 units), Valencia (4 units) and Tarragona (3units) -- have joined our ranks. The total number of unitssubscribed by the Spanish Regular Members now comes to17, making Spain the second largest IAPH member countryin Europe following France (8 Regular Members and 27units).

Furthermore, the Ports of Bilbao and Mallorca havejoined IAPH as Temporary Members.

The significant increase in the number of members andunits as seen in Spain is most encouraging for IAPH reflectingSpain's enthusiasm as the host country for the 17th Conference to be held in Spain in 1991.

6 PORTS AND HARBORS May 1989

Directors.Despite the above measure, however, it is hardly possible

for the Association to cover the expenses necessary formaintaining the current level of activities from our yearlyrevenues in the form of membership dues and other sources.

If IAPH is to continue its role as an internationalorganization representing the world port community, whileat the same time providing its members with an appropriatelevel of service, we do need to establish a new financial policy.Thus, I request all members' special understanding of thenecessity of placing our finances on a firm footing in themedium and long term.

Miami ConferenceI would like to finish by expressing my sincere respect

and thanks to our hosts in the Port of Miami and Metropolitan Dade County, Florida, for their strenuous effortsin preparing our Conference. I believe it will be the mostimportant event of this year for our Association. Moreover,I am convinced that the 16th World Ports Conference ofour organization will provide all of us with a most rewardingforum in which to work together for our common goals andwill enable us to deepen our friendship with our colleaguesgathering in Miami from all parts of the world.

(March 1989)Hiroshi Kusaka

Secretary General

NODlinating CODlDlitteeMeDlbership Changes

In the previous issue, we announced the NominatingCommittee membership as it was proposed to the Boardmeeting by correspondence on April 15, 1989. However,Mr. J. Rommerskirchen, Port of Hamburg, who was listedas a member of the Nominating Committee has been replacedby Mr. Erik Schafer, Port of Copenhagen Authority, sinceMr. Rommerskirchen is to leave the Port of Hamburg andhas cancelled his participation in the Miami Conference.In the meantime, Mr. J. Prevratil of Long Beach has beenreplaced by Mr.C.R. Langslet of the same port due to theformer's arrival time in Miami.

Except for these changes, the list of the NominatingCommittee for the Miami Conference remain as it wasannounced in the previous issue.

Topical Aspects ofCLPPIWork

Mr. Paul Valls, Chairman of the CLPPI (Port of Bordeaux) and his team has been active in producing variousreports for the IAPH members. Recently the IAPH HeadOffice has received the following five working papers fromChairman Valls for publication in this journal. In this editionwe publish the first two papers with the remaining onesappearing in the following issues of "Ports and Harbors".

CLPPI Working Papers:(1) Maritime Liens and Mortgages UNCTADjlMO Joint

Group of Experts (5th Session - Geneva - 12-20December) (See pages 9-11)

(2) The Legal Aspects of Electronic Data Interchange (Seepages 11-12, 14)

(3) The HNS Draft Convention(4) Containers and Containerships - The Legal and Financial

Implications for Ports(5) Shipowners, Ship Charters, Operators and the Ports

New Appointnlent ....COPSEC MeDlbership

Mr. M. Juhel, Manager of the Department of Portsand Navigable Waterways, BCEOM - a French EngineeringConsulting firm and an IAPH Associate Member in Paris- has recen'tlybeen appointed by President Wong to serveon the Ship Sub-Committee, COPSEC. His nominationwas based on the recommendation of Mr. Jean Smagghe,Director Ge~e,~a1, Port of Le gavre Authority, who chairsthe IAPH Committee on Port Safety, Environment andConstruction (COPSEC).

Mr. Juhel's predecessor, both at BCEOM and the IAPHShip Sub-Committee, was Mr. O. Bonnin.

Bursary RecipientsMr. C.B. Kruk, Chairman of the Committee on In

ternational Port Development (CIPD), has approved bursaries for the following individuals:

Mr. Thomas Aneil River, Point Lisas Industrial Dev.Corp. Ltd. (PLIPDECO), Trinidad & Tobago to participate in the IPPPM Course, University of NewOrleans, U.S.A., from 3 to 14 April 1989.Mr. D.M. Kabungo, Kenya Ports Authority, to participate in a training course at the IHE, Delft, Netherlands.Mr. Lam Loon In, Mauritius Marine Authority, toparticipate in the PACT training course at the Port ofRotterdam, Netherlands.

IAPH Busary Scheme in Brief

The IAPH bursary is open to port personnel in developing countries who have been employed in an IAPH memberorganization in a junior or middle management capacity forat least three years and who are younger than 50 years ofage. Application should be sent to the Chairman of theCommittee on International Port Development at the following address:

Mr. C. Bert KrukChairman, IAPH Committee on International PortDevelopmentDirector, TEMPO (Technical and Managerial PortAssistance Office)Port of RotterdamP.O.Box 6622, 3002 AP Rotterdam, The NetherlandsTelex: 23077 EUROT NL Fax:3l-10-477-8240The application should include a statement confirming

the suitability of the applicant for the course he or she wishesto attend and indicating the benefit both the port andapplicant seek to derive from the course.

The application should also be accompanied by a letterfrom the host training port/organization confirming itswillingness to provivde the required training and specifyingthe date of commencement and duration of the course.

Under the current system, subject to the availabilityoffunds, 10 bursaries for each year, not exceeding US$3,500each, will be awarded to approved applicants. If the totalamount required for the applicant's training exceeds theabove limit, the balance shall be borne by the applicant'sorganization.

The conditions for entry for the new term (1990-1991)will be announced in this journal, based on the decisionmade at the Association's 16th Conference at a later stage.

Mentbership DirectoryEntry Fonn to be sent in late May

Towards the end of May, all IAPH members will receivea circular from the Secretary General requesting themembers' cooperation concerning the 1990 edition of theIAPH Membership Directory.

Upon receipt of the circular, all members are requestedto check the information which will be attached to the entryform and to make the necessary corrections and changesfor the given items including:1) name of organization2) annual volume of cargo handled (in metric tons), cov

ering both general and bulk cargo in the case of RegularMembers

3) address4) mailing addressee5) contacts (telex number and answer-back code, facsimile,

telephone numbers and cable address)6) names and positions of principal officers

Normally the Head Office compiles this annual publication in accordance with the following schedule:End of May: Entry form to be sent to all members from

the Head Office.End of July: Deadline for receipt of all up-dated entry

forms at the Head Office from eachmember.

End of October: Completion· of the Directory and distribution to all members.

In the previous editions, some members were listedwith an asterisk mark to identify those members whoseupdated entries had not been received by the deadline.We urge all members to make the latest situation concerningmembers' organizations available to the Head Office in timefor insertion in the new edition of the Directory.

Moreover, members are invited to run their advertisements in the Directory at reasonable rates: ¥72,000 for afull page (152mm x 75mm) and ¥44,000 for a half-page(75mm x 75mm).

IPD Fund: Contribution ReportThe contributions from members to the Special Port

Technical Assistance Fund ('the Special Fund") as of April10, 1989 are listed in the box below. There has been a slightincrease in the total amount since the last announcementin the previous issue, which was US$35,379 against our


US $3,209US $750

Tarragona Port Authority (Spain)Address: Arranque del Rompeo1as, sin 43004 TarragonaTelex: 56520 JOPT-ETel: 77/22 66 11Fax: 77/22 54 99(Mr. Antoni Pujol I Niubo, President)

International Port Cargo Distribution Association (Class B)(Japan)Address: 11-10, Shinbashi 6-chome, Minato-ku, Tokyo 105Tel: (03) 435-8835Fax: (03) 435-8837(Dr. Yoshikazu Kawasaki, Managing Director)

RegUlar Members

PROGEMAR (Class A-II-I) (France)Address: 3, rue Dosne, 75116 ParisTelex: 610696Fax: 47 55 08 47(Mr. Claude Mandray, President)

Associate Members

Junta del Puerto de Palma de Mallorca (Spain)Address: Muelle Viejo, No.3 Palma de MallorcaTelex: 69075Tel: 71 51 00Fax: 72 69 48(Mr. Priamo Villalonga, Chairman)

Temporary Member

Puerto Autonomo de Valencia (Spain)Address: Muelle Aduana sin, 46024 ValenciaTelex: 64508 PAVETel: Q6-323 09 91Fax: 96-323 32 72(Mr. Fernando Huet, President)

New Member

Mentbership Notes:

March 1, 1989, Capt. W.E. Murphy, President, Capt.J. Johnson, Member, Alaskan Southwest PilotsAssociation, and Mr. C. Clemtillion, Chairman, North PacificFisheries Management Council

March 10, 1989, Mr. Sadhu Adisasamita, DirectorateGeneral ofSea Communication, Ministry of Communication,Indonesia

March 14, 1989, Mr. George F. Talin, Board President,Mr. Joseph F. Prevratil, Executive Director, Mr. TravisA. Montgomery, Director of Trade Development and Mr.Seiji Kobayashi, Japan Representative, Port of LongBeach, U.S.A.

March 17, 1989, Mr. John H. Sargent. Head of ExternalRelations, Costain Group PLC (U.K. PIANC delegate)

March 27, 1989, Mr. Peter M. Rocke, Chairman,Port ofMelbourne Authority, Australia and Mr. P.C. Ingram,Commissioner, Government of Victoria, Australia in Tokyo

Visitors to Head Office

Amount(US$)3,0001,000

700450234500200300

ContributorsPaid:

Associated British Ports, UKSouth Carolina State Ports Authority, USACyprus Ports Authority, CyprusJapan Port & Harbor Association, JapanToyo Construction Co., Ltd., JapanToa Corporation, JapanPort Alberni Harbour Commission, CanadaKorea Dredging Corporation, KoreaPort Authority of New York &

New Jersey, USA 1,000Vancouver Port Corporation, Canada 1,000Klang Port Authority, Malaysia 200Saeki Kensetsu Kogyo Co., Ltd., Japan 250Penta-Ocean Construction Co., Ltd., Japan 1,000All French Ports by UPACCIM* 1,560Shimizu Construction Co., Ltd., Japan 390Taisei Corporation, Japan 390Japanese Shipowners' Association, Japan 390Port of Redwood City, USA 100Puerto Autonomo de Barcelona, Spain 991Port Authority of Thailand 100Port Rashid Authority, UAE 500Japan Cargo Handling Mechanization

Association 390Obayashi Corporation, Japan 400Port of Copenhagen Authority, Denmark 1,000Clyde Port Authority, UK 1,000Public Port Corporation II, Indonesia 150Toyama Prefecture, Japan 420Georgia Ports Authority, USA 1,000Port of Oakland, USA 350Kuantan Port Authority, Malaysia 200Port of Seattle, USA 1,000Kajima Corporation, Japan 420Port of Reykjavik, Iceland 500Canada Ports Corporation, Canada 250Nigerian Ports Authority, Nigeria 250Port of Montreal, Canada 1,000Ports Public Authority, Kuwait 1,000Tanzania Harbours Authority 200Junta del Puerto de Gijon, Spain 500Sharjah Ports Authority, U.A.E. 500Port of Yokohama, Japan 4,950Port of Long Beach, USA 1,000Mauritius Marine Authority 200Chiba Prefecture, Japan 403Dr. Frederik K. DeVos, Canada 100Tokyo Metropolitan Government, Japan 3,941Total US$ 35,379

Pledged:IAPH members in the Netherlands**Hiroshima Prefecture, Japan

Contributions to the Special Fund(As of April 10, 1989)

* Union of Autonomous Ports & Industrial & MaritimeChamber of Commerce**Directorate-General of Shipping & Maritime Affairs, PortManagement of Rotterdam, Port of Vlissingen, Port ofDelfzijl/Eemshaven, Port Management of Amsterdam

original target of US$70,000. This situation is to be reportedto the International Port Development, Finance and Executive Committees in Miami so that these committees willbe able to review and realign the course of the fund-raisingcampaign for the term following the Miami Conference.


Reports by the Committee on Legal Protection of Port Interests (CLPPI)

Maritime Liens and MortgagesUNCTAD/IMO

Joint Group of Experts

5th Session - Geneva - 12/20 December 1988

The 5th Session of the joint group of experts washeld in the Palais des Nations, Geneva, from 12 to 20December 1988. It was followed for IAPH by AndrePages.

1. RemindersThis session followed four previous ones which had

not exhausted the subject.

1.1 Conventions dealing with the subjectThe objective given to the group of experts was to draw

up a new international convention on maritime liens andmortgages, which would replace:

- that of 10 April 1926, which entered into force on2 June 1931, but was not ratified by some of the majormaritime powers; and- that of 27 May 1967, which only recently receivedits fifth ratification.

1.2 Motivation for a new conventionThe new draft is based on the following reasoning:- The developing countries wish to create their ownmerchant fleets. IMO and UNCTAD support this wish.- The consitution of a merchant fleet requires majorfunding, which has to be raised through loans.-c Companies granting loans require guarantees forthier credit in the form of mortgages on ships financedin this way. They are concerned by the multiplicity oflien claims taking precedence over these mortgages, incases of arrest and forced sale.- Thus, to create the fleets of developing countriesthis reasoning seems to insist that the lien status accordedto claims given a higher ranking mortgages should bestrictly limited so as not to absorb too much of theproceeds from the forced sale of a ship, which shouldrevert to the mortgage holders.

1.3 The limited view of this motivationAt first glance this objective would appear to meet the

needs of all shipowners of any nationality.

However, such a vision is somewhat short-sighted inthat:

- the acquisition of a ship is normally followed by itsentry into a fleet and then into service; and- the operator of the ship (its owner or a charterer)finds himself in contact with the multiple partnersinvolved in the maritime world.Liens granted by the conventions of 1926 and 1967 to

certain of these partners, and in particular to port authorities,encourage the latter to avoid arresting a ship which is readyto depart, because her call costs have not been paid. A lienis in fact a guarantee which follows the ship and inspiresconfidence in her creditors.

Similarly, the operator of a ship has an interest in thefact that the ports at which his vessel calls are rapidly repairedwhen port works are damaged by other vessels, or that thewrecks or other obstructions are cleared rapidly from portwaters.

The liens granted by the 1926 and 1967 conventionsto port claims for the repair of damage to port works andfor wreck removal are granted, in fact, through the portauthority, for the benefit of the maritime community as awhole and for the economy of the country which it serves.

In the same way, ports must be compensated on a prioritybasis out of the proceeds of the forced sale of a ship, forthe expenses incurred in the care and preservation of theship prior to that sale, and again in the common interestinvolved.

1.4 Previous interventions by IAPHThis is the position which IAPH representatives have

confirmed in their oral interventions during previous sessions, and which the Association disseminated to its membersas well as to the IMO in its paper of 22 February 1988, priorto the 4th Session of the joint group of experts which was


held in London from 16 to 20 May 1988.

2. The Work of the 5th Session of the Group of Experts

2.1 Continuation of the work in handThe fifth session, like the previous ones, did not exhaust

the subject of the revision of the international regulationson maritime liens and mortgages.

The work will continue at a 6th session, which is tobe held at the IMO in London from 25 to 29 September1989. Prior to that session the secretariats of IMO andUNCTAD and the representatives of certain delegationswill have prepared additional studies on certain points whichremain undecided and will have submitted these to the IMOsecretariat, at the latest by 15 May, with a view to theirdissemination.

This session is expected to be the last one prior to theconvening of a Diplomatic Conference to debate the formof the new convention.

2.2 Questions remaining to be debatedThe group of experts did not have time during their

5th Session to examine the following questions which wereon the agenda:

the possibility of and interest in creating a registerof maritime liens; and- the necessity or utility of revising the Brusselsinternational convention of 10 May 1952 (in force since24 February 1956) on the arrest of seagoing ships. Itwould appear, however, that this convention, whichwas ratified by some 60 countries, on the whole givessatisfaction and only requires a few modifications inthe form of a protocol.In particular, the regime of arrests needs to be specified

for the case of vessels which belong to a State and whichare involved in trading.

Furthermore, the group ofexperts felt that, at the presentstage of the advancement of their work, it would not bepossible to draw up proposed standard texts for regulationswhen introducing into national legislation the provisionsfixed within the context of the international conventionson maritime liens, mortgages and arrests.

3. Questioning of Recognized Priorities for Port Authority Claims

3.1 Scale of maritime liens, mortgages, rights of retentionand normal claims

The architecture of the draft international conventionenvisages a scale according to the degree of protectionconferred on various claims against the ship:

a) claims with lien status of the first kind (Article 4)which follow the ship across the world;

[To date (1926 and 1967 Conventions, latest proposalfrom IMO and UNCTAD secretariats), the following claimsby port authorities have been accepted as part ofthis category:

- claims for injury (for example, those suffered byport personnel);- port dues, canal and other waterway dues andpilotage fees;- claims for wreck removal; and- claims for damage to port works.]b) mortgages (Articles 1 & 5);c) liens of a second type (Article 6), created by decision

of a State-Party but which do not extehd beyond its jurisdiction;


d) rights of retention, of limited duration, intended toguarantee certain claims such as those for the repair of avessel (Article 6); and

e) the imputing in priority, on the proceeds of a forcedsale, of certain costs (legal costs, costs of preservation)(Article 11).

3.2 Proposals for the possible suppression of liensThe systematic endeavours to reduce top-ranking liens,

likely to take precedence over mortages, has led variousdelegations to submit different proposals, which are oftencontradictory with each other and which only spare the rightsof crews and claims for personal injury. Certain proposalshave affected the interests of port authorities; such as theidea that:

- the costs for the removal of wrecks would disappearfrom the list of claims with lien status, the reasoningbeing that wrecks are not ships and should be coveredby a different law; or that the costs should still bementioned, but should be relegated to the 2nd categoryof claims with liens (Article 6);- port, canal and other waterway dues and pilotagefees would disappear from among the list of 1st categoryclaims with liens status and become (facultively according to the initiative of each State) the object of aright of retention; and- the costs devoted by ports to the preservation ofships (normally abandoned) until the sale of the shipand only during the period of arrest), would no longerbe mentioned in Article 11, except in brackets, i.e. asa provision which could be deleted at a later stage inthe debates.

3.3 Oral interventions by the IAPH representativeThese various proposals led the IAPH representative

to make two interventions, the texts of which are attachedto the present report:

- one on the subject of'the degradation of the positionof claims for port dues, damage to port works and forwreck removal; and- the other on the subject of the questioning of theprovisions made in respect of the costs for the preservation of abandoned ships.The two speeches had not been tabled with the sub

mission of a written paper but the general report of the groupof experts session has supplied a written summary.

3.4 IAPH's preparation for the follow-up to the group ofexperts work

The diversity of the opinions expressed by the differentdelegations shows:

- that the proceedings of the 6th Session of the groupof experts and of the diplomatic conference whichrequire careful monitoring by IAPH representatives;and- that the Miami Conference in April 1989 is occurringat an opportune time for an IAPH position to be fixedon the question and for a written paper to be submittedby IAPH to IMO and UNCTAD, with an eye to the6th Session of the group of experts and the meetingof the diplomatic conference. This paper could bedisseminated to all the members of the Association sothat they may draw the attention of their governmentdelegates to the questions at stake in the future convention.

3.5 The situation at the end of the 5th SessionWhatever the end of this subject, it seems at the present

stage of the· discussions:- that port authorities would have every interest inconvincing their respective governments that the costsfor the removal of wrecks should be the object of areservation clause as provided in Article 18 of theconvention of 19 November 1976 on the limitation ofliability for the owners of seagoing ships, and benefitfrom the corresponding priority for compensation.Article 14 of the draft maritime liens and mortgagesconvention recognizes in the case of conflicts betweenconventions that priority is given to those conventionsdealing with limitations of liability;- that they would have every reason, when vesselsare abandoned, for intervening as rapidly as possibleand starting, in their own name, procedures for the arrestof a ship and her forced sale, unless their nationallegislation deals differently with the problem and ismore favourable to them;- that ports insist that their dues and taxes be settledprior to the admission of ships into port, or that theexecution of rights of retention (legal or effective inpractice, to which certain delegations have referred),be exercised with a view to the recovery of these duesand taxes and similar port claims; and- that port claims for port dues (canal and otherwaterways and pilotage fees) and claims for physicaldamage to port works retain a good chance ofconservingtheir lien status.

4. Multiple Other Points Raised but of Lesser Interestto Ports

The deliberation of the group of experts on the articlesinvolving the interests of ports alone would not explain theslow progress of work.

Simply for information, the various points raised duringthe session on which discussions were extensive and willcontinue in the future are mentioned below:

- An international convention was signed at the beginning of 1986 under the auspices of UNCTAD todeal with ship registration (Flag State, maritime ad-

ministrative control, nationality of the capital investment and crews, registration, charter-parties, bare boatcharters... ).- The convention now in hand on maritime liens andmortgages should complete (without contradicting) thisconvention, in respect of the consequences of a changeof flag on the continuity of the registration of rightsof mortgage holders, in respect of the modalities of atemporary transfer to a new flag ...or a change of flagfollowing the forced sale of the ship.- Complex problems involving competence, legislationand jurisdiction are involved, depending on differentarticles concerned and the objectives they seek to attain(competence of place? of original flag? of temporaryflag?).- The modalities of an arrest (forced sale). Priordissemination of information to all those concerned.The effect of a forced sale on the bare boat charterer.Freedom to transfer the proceeds of a forced saleabroad...- The compromise to be obtained between the maximum of uniformity in the international field, of theregulations resulting from the international conventionand the scope to be left, to allow for the peculiaritiesof national legislations. Cases of "Common Lawcountries" who have their own habits and customs forthe definition of the registration of mortgage holders.- The distinction to be established between ordinaryclaims, maritime liens or rights of retention.- Delays in respect of the extinction of claims withlien status or rights of retention.- Possible reciprocal agreements between States,concerning second category liens, to extend the territorial scope of application.- Etc....

ConclusionAll the main points mentioned in the present report

will be cited in CLPPI's report to the IAPH Miami Conference so that the Association as a whole and its members,each in his own country, can prepare a follow-up to thesedeliberations at IMO and UNCTAD.

The Legal Aspects ofElectronic Data Interchange

As in other domains, the introduction of electronic datainterchange has had a profound influence on all sectors ofmaritime and port life over the past twenty years. It increasingly controls the mutual relationships ofthose involvedin the different branches from the technical, commercial,financial and legal viewpoints.

As regards IAPH, this major topic comes within thescope of the terms of reference of the Trade FacilitationsCommittee.

During the 15th IAPH Conference at Seoul in 1987,the Chairman of that Committee announced the launchingof a major enquiry into acquisitions recorded, in this context,within the ports.

Certainly any revolution as profound as that of electronic data interchange must have major implications onboth the financial and legal aspects. An attempt to highlight

some of these implications will be found below.

1. Port Authority Internal ManagementThe first stage of the introduction of data processing

in the administration of Port Authorities consisted, as inall major enterprises, in facilitating financial managementand monitoring the output of the various sectors of the 'tool.'

2. Cooperation Between All the Actors on the PortScene

The following stage was that of bringing all the variouspartners in the port world closer together (shipowners andoperators, shippers, forwarding agents, hauliers, customs...),each ofwhom, from his own point ofview, had felt the effectsof the electronic data interchange revolution.


2.1 International TransportThis phase was accelerated by the development of

multimodal transport chains, involving unit loads (mainlycontainers), which progressively replaced general cargo.

- The container covers an increasingly wide varietyof freight.- It is an attractive mode for serving markets in bothdeveloping and industrialized countries.- The container penetrates far inland, thousands ofkilometers from the sea, deep into the heart oflandlockedcountries, to their dry ports or distribution centres.- Shipowners or operators are more and more fequently the proprietors of their own fleet of containers,as well as of their ships.

2.2 Integration of Electronic Data Interchange in PortsThe correct mutual transfer of information between the

multiple partners in the maritime and port world raisesnumerous problems.

But little by little, compatibility and communicabilitybetween the various systems is being established. And astandard launguage has been developed with "EDIFACT,"which already ensures the continuity of the communicationschain.

- From the technical point of view, there is a questionof "compatibility" or "mutual communicability" between the different systems, which is a long way frombeing solved, given the variety of equipment that hasbeen installed and the wariness of certain users vis-a.-visinternational standards which, nonetheless, now appearto be well established.- From the commercial point of view, there remainsreticence on the part of numerous participants concerning the risks of what they consider to be privatecompany information being leaked. Such informationis often only partially given.

2.3 Integration of ActivitiesPort electronic data interchange monitors the inte

gration ofvarious activities through the hands ofone operatorand in real time, within the port terminals: the unloadingof goods, their shed or open storage, customs clearance,redispatch inland or to another porL.or this same processin reverse.

Integration is carried to its maximum extent, when theport terminal operator is, in addition, a maritime carrier,who undertakes the whole multimodal transport process fromone end to the other.

In large industrial countries, customs services havefollowed this movement by setting up offices well inland,in the neighbourhood of major depots or industries.

Thus, from the commercial point of view, local portforwarding agents find themselves stripped of a large partof their traditional attributions, by large commercial companies who possess a network ofagencies, located throughoutthe world.

2.4 EDI in Developing CountriesThe penetration of EDI in developing countries obliges

them to import equipment which is certainly expensive andrequires qualified staff to operate. The counterpart is, ofcourse, that it provides their port authorities and customsservices with an invaluable instrument for controlling foreigntrade and accompanying variations in exchange rates aswell as for levying corresponding duties and taxes.


3. Establishing and Transmitting Bills of LadingMaritime transportation very frequently is only the

complement to a commercial sales operation between thedispatcher and the consignee. The introduction of dataprocessing has revolutionised the traditional practices wherethe dispatch of the goods is followed by the dispatch, bypost, of the bill of lading (which serves at the same timeas the transport document, and the proof of ownership, isnegotiable and can serve as a guarantee for the advanceof monies by banks).

The electronic transmission of the bill of lading raises,once again, problems of the authenticity and unity of themessage, which technicians are trying to solve.

The prevention of fraud, which has by no means yetbeen perfected in the different fields of data processing,imposes the additional costs of taking the technical precautions and covering the residual risks by insurance.

No doubt, with persistence the situation could besimplified, with the maritime transport contract being limitedto a sea ways bill, with no additional function of being anegotiable document and proof of ownership.

4. Ship's Manifest for Passenger VesselsRecent maritime disasters have highlighted the need

to establish a ship's manifest for the transport of passengers,in the same way as one is established for air carriage andeven for short domestic or international voyages.

The rapid transmission by electronic interchange of themanifest would eradicate any uncertainties concerning theidentity of victims and their families, or the simulateddisappearance of individuals.

5. Registration of ShipsBecause it is instantaneous, electronic data transmission

between the different national maritime registries wouldensure the continuity required for the inscription ofmortgageclaim rights, during changes in a ship's flag. This is currentlyof major concern at both IMO and UNCTAD.

This same observation is valid for the inscription on(or removal from) the registers of Flag States, in cases ofbare boat charter, provided, of course, that the vessel iscorrelatively registered with the Flag State of the owners.

It would facilitate the task of third parties, includingPorts, in tracing those liable amongst the owners, thecharterers or the bare boat charterers.

And with the same objective, sub-charters could alsobe registered.

6. Coordination Between VTS AuthoritiesAnother point which can be raised is the eventuality,

in the future, of maritime traffic intensifying, along givencoasts and around certain major ports, leading to a needto establish direct links between the different vessel trafficcontrol centres. This will certainly pose, from the legal pointofview, a delicate question of the joint liability of the variousVTS centres.

Certainly, this imperative is not as far advanced, atpresent, as it is in the air transportation industry: the elevennational centres which control air traffic in Europe are havingto establish direct links among themselves to try and remedythe current saturation level of the air traffic in WesternEurope.

(Continued on )

OPEN FOAUMProspects for the Development ofMulti-modal Transport Systems

By Dr. Sidney GilmanProfessorDirector, Marine Transport CentreUniversity of Liverpool, U.K.

Presented at the Int'l Maritime Seminar on Changesof the Shipping Environments and Counter-Strategies towardthe Year 2000, 25-26 July 1988, Seoul, Korea, which washosted by the Korea Maritime Institute and sponsored by theKorea Maritime & Port Administration

AbstractThe paper starts with a review of the dramatic changes

in the world fleet ofcontainer carrying ships which has takenplace in the last four years. It details the growth of the fleet,and the dominance of cellular capacity in the deep sector.It then focuses on the enormous growth in the fleet of largevessels which has taken place within the cellular sector inthe last five years. This is followed by a review of choicesof ship size and speed in the cellular fleet since the startof the container revolution in 1967, placing the decisionstaken by carriers into the context of the relative prices ofthe major components ofship costs, the state of technologicaldevelopment, the evolution of multi-modal transport andmarket conditions. This section concludes with an assessmentof the importance of economies of size at the present timeand a discussion of the prospective long-term importanceof the new post-Panamax vessels.

The paper then moves on to consider the logistics ofmulti-modal networks dealing with the relationship betweendeep sea-ships, feeders and the inland modes and the implications of current trends for port development. Theargument is focused on the nature of concentration in theindustry. It starts by establishing the case for a continuationof the multi port strategy which has predominated in deepsea multi-modal transport since the late 1960s. It proceedsto a discussion of load centre economics, the impact ofincreases in ship size and ofincreases in the scale and networkscope of major operators. The US landbridges are referredto as a special, but very important, case where land transportsubstitutes on an extensive scale for maritime transport.

In its final section the paper considers in further detailthe scale of operation ofmajor carriers and the trend towardsa multi-regional or global scale ofoperation. It also examineschanges in market shares on the Pacific, pointing to theincrease in market share of the nj.c.s over the last six years.The implications of these developments are then considered,

attention being drawn to the wide geographical scope of theprocesses of optimisation which take place within the industry, to the prospective nature of shipper carrier relationships and to the implications of regulatory policy.These discussions are focused on issues which are likely tobe important in shipping strategy and regulatory policy upto the year 2000.

Prospects for the Development of MultimodalTransport Systems

Introduction

My remit for this paper is to consider the developmentof multi-modal transport to the year 2000. Prediction isalways hazardous and multi-modal transport poses particularproblems because of the very broad range of possibilitieswith respect to the shape of transport networks. Theirconfigurations are determined by the complex interactionsof a marketplace affected by technology, logistics, politicsand regulation, and the industry has retained its capacityfor dynamic change and its ability to surprise us for thewhole twenty years of its existence. I will start my paperwith a review of the dramatic changes in the world fleetof container carrying ships which has taken place in the lastfour years. I will then move on to consider economies ofsize, the logistics of multimodal networks and implicationsfor port development. Finally I will discuss developmentsin the structure of the shipping industry and implicationsfor shipping policy and development.

Development of the Container Carrying Fleet

Ship Size and TypeTable 1 shows the development of the slot capacity of

the, world fleet between 1984 and 1988 with a cumulativegrowth rate of some 12% over the period. Of the increaseof 969,000 TEU slots 56% were fully cellular, 19% semicontainer, 17% bulk container sector and 9% in the ro-rosector. Taking the fleet as a whole the cellular sector increasedits share only moderately from 50% to 52 % over the period;but it also has 161,000 out of a total of 198,000 TEU slotson order, which will raise this to about 55% by 1989. Ifwe also take account of the fact that many of the vesselsofunder 500 TEUsare employed short sea trades, that flexibleships spend time outside the general cargo sector, and thatthe large fleet of small semi-container ships operates at lowaverage productivity, it becomes clear that the cellular systemis now dominant in the deep-sea trades.

The most important feature of the order pattern of thelast four years is the popularity of large vessels of over 2,000TEUs. This sector grew from a relatively small proportion


of the cellular fleet in 1984 to some 582,000 TEU slots equivalent to 42% - in 1984. It also dominates the presentorder book with 124,000 out of the total of 198,000 TEUslots, so that within two years or so large vessels will representabout one half of the world's cellular tonnage and a ratherlarger proportion of the tonnage employed on deep searoutes.

Historical Development of the Cellular FleetThe idea of large container ships goes back to the early

1960s, when Sea-Land designed a class of container shipsof 2,000 TEUs. After the introduction of containers to thedeep sea trades in 1967 there were three generations ofcellularships in the short space of five years. These includedSea-Land's 33-knot SL7s and culminated in the Panamaxships of 3,000 TEUs and 27 knots for the Europe Far Eastroute, about thirty of which were built by the early 1970s.The sheer pace of this development was extraordinary andit naturally led to expectations of the construction ofa fourthgeneration of even larger vessels of, say, 5,000 TEUs plus.This was both technically and operationally feasible in theearly 1970s but it did not happen, and in fact there was noteven much further construction at the top end of the existingrange. The big ships designed in the era of low bunker coststurned out to be much too fast, with 33 knots for the SL7sbeing penal after 1975 and even the 27 knots of the LiverpoolBay Class Trio ships being unsustainable. In the mid 1970s,following the OPEC oil price increases the emphasis wason speed reduction. In the new environment medium-sizedslower-speed vessels could compete very effectively with thePanamax ships and new orders tended to be concentratedin the 1,500 to 2,300 TEU size range. These were typifiedby Evergreen's L class and Sea-Land's D9s, and Evergreenin particular was able to prosper with these medium-sized

The Legal Aspects-(Continued from Page 12)

7. Identification of Ships and Their OperatorsThis question encompasses two aspects, where EDI has

a fundamental role to play:

7.1 Vessels and Port Authorities

7.1.1 The Necessity of Accurate and Easy IdentificationPort Authorities have to be very precisely informed

on the identity of ships which have announced their arrival.- This is necessary, from the technical point of view,for the choice of quay and equipment to meet the needsof the call.- It is also essential from the financial point of viewto establish port dues and taxes, based on the characteristics of the ship.- It is also required for drafting ship arrival an~

nouncemerifs, which must lead to no confusion.- It is also a vital element in preventing fraud on thetrue characteristics of the ship, or even piracy, whenduring previous calls the ship's identification has beendisguised.

7.1.2 Ship CodingIn this regard, within the United Nations Organization

the issue is being dealt with by IMO, as far as the codingof ship names and the drafting of specific messages relatingto ships are concerned and, where necessary, for the in-


ships. In the late 1970s many of the early third generationships were either re-engined or had their propulsion systemsmodified to enable them to compete. Even as late as theearly 1980s third generation ships were largely confined tothe Europe-Far East route.

In the early 1980s large vessels returned to favour, andfrom being a relatively small class they have in five yearsbecome dominant on major routes. Speed was held down,most of the benefits being taken in pure cost reduction.

The new era began on the Pacific in the early 1980s.In 1982 APL built three quite fast ships of 2,450 TEUs forits service from the Far East to the West Coast. But thedecisive move was taken by Evergreen with its new G classships of which thirty were ordered, 24 of them for the newround-the-world service and six for the Pacific. This wasfollowed by the US Lines order of the twelve econships forits eastbound RW service, now defunct. After that therewas a rapid build-up of orders for large ships, combinedwith a widespread tendency on the part of owners ofmedium-sized vessels to enlarge their ships to their feasiblelimits. The early surge of orders has now been fulfilled andpresent ordering is on a more limited scale. But thedevelopment has left the world fleet with some 207 shipsat a size of over 2,000 TEUs, most of them being deployedon the Atlantic, Pacific and Europe Far East routes and someof them, ofcourse, being on multi-regional or RW networks.The twelve US Lines ships were purchased by Sea-Land foronly US $15 million each and have been re-deployed on theAtlantic serving a Sea-Land, Trans Freight Lines and NedLloyd grouping. They lost some US$30 million in valuebetween construction and the Sea-Land purchase.

Towards the end of this hectic period of ordering thePanama Canal barrier was broken by APL, which orderedthe five CIOs of post-Panamax beam for their Pacific

stallation on shore and on board of any technical equipmentthat may be required.

The matter concerns numerous international associations with consultative status at IMO, including, of course,IAPH and more particularly, within IAPH, COPSEC.However, for the financial and legal aspects of ports beingintimately linked to the technical solutions that are to· befound to thse problems, CLPPI must cooperate closely withCOPSEC in this field.

7.2 The Mutual Safety of ShipsEDI provides the Masters of vessels with automatic

and permanent access to information on other vessels cruisingin their vicinity or along the same routes. It is an advantageof fundamental value, which finds its antecedence in airnavigation and is likely to considerably increase safety inthe more frequented seas of the world.

The list of systems is long. Mention can be made, forexample, of:

ARPA: Automatic Radar Plotting AidDABS: Discrete Address Beacon SystemAMVI: Automated Mutual Vessels IdentificationINMARSAT: International Maritime Satellite Organ-

izationNaturally, by presenting these few reflections, CLPPI

has only been able to glance superficially at certain veryimportant problems that are posed by the electronic transmission of data. It remains at the disposal of the TradeFacilitations Committee to follow up this examination byfurther analysis on any points that are suggested.

TABLE 1A: WORLD CONTAINERSHIP FLEET AND ORDER BOOKUnder 5001 10001 15001 20001

500 999 1499 1999 24992500+ Total

TEUs

4494181372

139570178

1284019

_835~~ _~5=10484747

31042

1700011

279196162

1116710

4459234

378128308

6106184

743510

413637595

4944051819

----

Jan·84Fully cellularWorld slots 78790 151826 235115 236669 96747 83589 756502Number of ships 283 209 194 136 43 30 736Ro Ro Container L ~__~~ ~ -----:~__~-=-.J

World slots 86286 65225 87254 22423 8100 206885Number of ships 313 97 70 13 4 391Semi containerWorld slots 310066 128185Number of ships 1167 195Bulk containerWorld slots 16962Number of ships 49Barge CarrierWorld slots 2301Number of ships 7TotalWorld slots :Number of ships

24587

2147062

110587430

346434664

6370912091

304446317

1915728

2723238142821• --l

145595

424022142

31042

125456

198739

21333395

8203050

31042

3957123

380385223

29472

1682515

10634186

466744381

188914262

86546137

193968301

82060113

1064817

561966830

4263981703

Jan·88Fully cellularWorld slots I 115815Number of ships '- 40_9_Ro Ro ContainerWorld slotsNumber of shipsSemi containerWorld slotsNumber of shipsBulk containerWorld slotsNumber of shipsBarge CarrierWorld slotsNumber of shipsTotalWorld slots [676728Number of ships L __ 2611

Source: Containerisation International

1710044

161420l_~J

1147522

10898035

164248

1677710

1225210

916615

756510

44806

793429

391012

25277

TABLE 1B: WORLD ORDER BOOK (January 1988)Fully cellularSlots on order INumber of ships I

Ro RoSlots on orderNumber of shipsSemi containerSlots on orderNumber of ships

TotalSlots on order ['Number of ships

1437148

2119131

1225210

1677710

24700 108900 198271l..__1£ 3~.__._._~§1

Source: Containerisation International


southwest service. In order to understand the characteristicsof these new vessels one must take account of the fact thatPanamax vessels are very constrained in terms of beam,which limits both stability and weight-carrying capacity.This problem is not quite so acute now that speeds havebeen reduced and block co-efficients increased but it is stillan important constraint. At 39 metres beam the C10s havereturned to a more normal length beam ratio. They havea capacity of 4,340 TEUs and can be jumboised with a 30mmidsection to 5,300 TEUs. Stability is much improved, theneed to carry ballast reduced and weight constraints on thepositioning of boxes are lifted. At the same time the shipshave the lowest block co-efficient of any containerships sincethe SL7s, they achieved 26 knots in trials and have a servicespeed of 24 knots, and this can be achieved with a full loadat 12 tonnes per TEU for a fuel consumption of 150 tonnesper day. With the benefits ofunconstrained stowage, lashingbridges to speed handling on the weather deck and high-speedcranes they will be able to complete their round trips in similartimes to standard Panamax ships. Finally, they could operatewith a crew of twelve, although they will initially have acomplement of nine officers and twelve ratings.

Reasons for the Growth in Ship SizeThere were a number offactors which combined to bring

about the rapid growth in the fleet of large containerships.First it was fuelled by the enormous growth of demand, inthe Pacific trades. Second, as might be expected, a veryhigh proportion of capacity was ordered by the n.i.c.s in theFar East as they took advantage of their huge increases intrade to build up their position in the world market. Inaddition to the thirty ships ordered by Evergreen, there wereorders by Neptune Orient Line, Yang Ming ofTaiwan, KSC,Hanjin and HMM of Korea and OOCL of Hong Kong.In total these rather outweighed the orders of US, Europeanand Japanese lines. Third, supply conditions were propitious.The new vessels could take advantage of reductions in design

. speed and increases in propulsive efficiency giving smallerengines, greater cargo capacity and substantial savings infuel consumption per TEU mile. They were also designedfor very much lower manning, crew numbers being downto between 14 and 22. Finally, most them were built inFar Eastern yards at a time when they were offering exceptionally low prices. Most of Evergreen's G class vessels,for example, were purchased at between US$30 and US$33 million each. As a result of these changes the large modernvessels operate at costs only about half those of a Europeanvessel of 1,500 TEUs built in 1980.

However, I do not believe that the choice oflarge vesselswas a result simply of design improvements and the specialconditions prevailing in world shipbuilding. After all, carrierscould have built very efficient medium-sized ships to competewith the existing fleet. Both capital and operating costs atsea are reduced as ship size increases, the constraints togrowth being the size of the cargo flow and any dis-economieswhich may occur from increased time in port. On the maineast west routes port performance has improved; it has keptup with the needs of large vessels and disposed of dis-economies of size in the port sector and this has been donewithout any need to limit itineraries. In fact, on the NorthAtlantic, which is a relatively short deep-sea route, very largeships (including the slow econships, now renamed the Atlanticclass) can complete their round trips in the normal fourweeks. Similarly, the mid-Atlantic can be served with large


vessels in five weeks. On these routes ship size can nowexpand, certainly up to 3,500 TEUs, subject only to theconstraints set by traffic density and service frequencyrequirements.

The fleet of large container ships now has a quite highmarket share, but I think there is still scope for some furtherconcentration of capacity towards the top end of the sizerange as we move towards the year 2000. For secondaryroutes now using small ships, an intermediate strategy wouldbe to build medium-sized ships ofPanamax beam,jumboisingas soon as feasible towards the larger size range. Panamaxbeam can be achieved at between about 1,200 and 1,400TEUs without excessive violence to the principles of navalarchitecture, and there are already ships of this type in theworld fleet.

I do not think that there will be any rush to buildpost-Panamax ships as havingjust re-tonnaged, many carriersare simply not in a position to contemplate further developments. It also looks as if the era of very low buildingcosts and liberal finance may at last be coming towards anend, while some carriers do need the ability to transit Panama.

However, I do think that the new vessels represent animportant advance in design and they have breached apsychological barrier. I would not be too surprised to seesome further post-Panamax ships even in the next few years,and I think that towards the end of the next decade therecould well be large scale re-tonnaging with post Panamaxvessels.

The Structure of Multi-modal Networks and the Natureof Concentration

When I first started working on multi-modal networksI considered critically the McKinsey proposition of the late1960s, that container systems would inevitably tend towardsa highly concentrated form of operation based on a few hubports supported by feeder ships, relays and inland modes.I have not referred to this for several years as the early studiesconfirmed the economic case for the multi-port concept,and it is clear that (with a very few notable exceptions) mostcarriers have from the start tended to follow this approach.Even a casual look at published sailing schedules or thecompilations of the c.l. and NYK Yearbooks will confirmthat this is still the case and statistical studies at the MarineTransport Centre have provided a comprehensive statementto the same effect.

However, any newcomer to the industry dipping in thepress today could be forgiven for believing that the superport dream has either come true or is just about to. Themajor east-west routes are commonly referred to as arterialor mainstream, it being implicit in this terminology that thesmall flows alljoin them. Small container ships serving shortsea routes are commonly referred to as feeders, even if theycarry no feeder traffic, and short sea traffics in Europe areoften referred to as transhipment simply because they crossa European frontier. The word port has been replaced byload centre or superport, and ports generally advertise theirload centre status and centrality within the maritime universe.

There has of course been a great deal of concentrationin the industry and the trend is likely to continue, but inmy view this is not an extreme situation in which a very fewports will act as black holes, exerting an overwhelminggravitational force to attract all the cargo in a region. Whatis happening is a more complex change in which the basicmulti-port/load centre concept for large ships will remain

strong but a degree of concentration will occur as a resultof processes of rationalisation reducing the number ofservices. The economics of multi-modal transport is acomplex subject and in order to simplify and to condensethis part of my paper I will use a dialectic approach. In thisI will first mobilise the arguments against the black holeview of concentration and then go on to consider the natureof the actual processes for concentration.

Propositions Against The Black Hole Concept of Concentration

1. The modern deep-sea container ship is by far themost efficient means ever devised for moving large quantitiesof general cargo. It costs about 3p per FEU slot mile fora Panamax vessel compared to 80p for inland modes andbetween 30p and 50p (plus a mobilisation charge) for rail.A large advantage is retained even when load factors dropto moderate levels or when ships have to travel considerablygreater distances than the inland modes.

2. As ship costs are reduced by increasing size, mainline ships compete even more effectively with feeders andinland modes which have limited economies of size. It isnot consistent to argue on one hand that main line shipsare very low cost and on the other that they should besubstituted as soon as possible within a network by theseother modes.

TABLE 2: ESTIMATEDDAILY COSTS 3000 TEU CELLULAR SHIP

Capital Cost US $m 45.00Capital Cost £m. 25.00Life (Years) 18Rate of interest 12%Annual capital cost 3448433No. of working days 350

IDai Iy capital cost 9853 [

I & M (2.7% cap cost p.a.) 1929

Fuel t.p.d. 87Fuel £.p.t. 100Fuel £.p.d. 8700Aux t.p.d. 3Aux £.p.t. 200Aux £.p.d. 600

Crew £.p.a. 800000Crew £.p.d. 2286

ITotal Daily Cost £ 233671

FEU miles/Day(1500 x 24 x 21 kn) 7560001£ per FEU mile 0.031

3. In constructing their itineraries carriers have foryears used a multi-port approach, combining their ports intoa geographically coherent itinerary a.nd using inland modes

and feeders to extend the range of each port depending uponits load centre potential.

4. Ports have now become very good at offering theguaranteed slots and fast turnaround times for medium-sizedcontainer exchanges which are consistent with efficient multiport operations, and there are no particular economies inport for huge individual container exchanges.

5. Complex networks are hard to control and transittimes can easily become extended for transhipped cargo.Possibilities of loss or damage also increase with eachhandling.

6. There are geographical limits to route amalgamations and the extension of hinterlands, and these have beenreached in many cases.

7. Even with the entry into service of large numbersof very large container ships there is no evidence as yet tosuggest an overall trend towards a reduction in the averagenumber of ports in main line ship itineraries. There is acontinuous process of adjustment within the industry, withsome examples of increasing of concentration and otherswhere main line itineraries are in fact extended.

8. Relay opportunities have been increased by theincrease in size of vessels on east-west routes. However,they depend essentially on differences in scale, and wherethe cargo volume on a secondary route will support mediumsized ships at adequate frequencies this will usually be thebest opinion for the route. There are also many secondaryroutes which are simply not suitable geographically for theuse of relays.

Influence Towards Concentration1. The deep-sea trades are now dominated by econo

mies of size in container ships and economies of scope incontainer networks. Cellular ships now dominate the worldcontainer trades and very large ships dominate the cellularfleet. They control the Pacific, a route of only moderatelength; they even dominate the relatively short Atlantic although this probably owes more to processes of rationalisation than pure size economies. Nowadays a short routelength is no barrier to ship size, so long as traffic densityis adequate. Looking at the large carriers, there is also atrend towards the extension of networks across tradingregions, the RW services being only one manifestation ofthis.

2. Any increase in vessel size, with main line itinerariesremaining constant, will lead to a natural increase in thesize of individual container exchanges. This could, I suppose,be considered to be a form of concentration for the portsbut its significance is operational rather than geographicaland this may not be too important. The geographicalconcentration actually occurs as a secondary or derivedeffect. Ship size on many routes has grown at a faster ratethan cargo, and carriers have used large ships to rationalisetheir service structures, either individually (if they operatedmultiple services) or by the formation of rationalising consortia. As a result of this process it has been usual for thenumber of ports receiving direct calls to be reduced.

3. The increase in the scale and market share of thelargest carriers and the formation of large consortia reducesthe number of players in the marketplace and this in turnreduces the variety in port choice. Nowadays variety issustained to some extent by secondary routes and the useof flexible ships e.g. semi-container vessels. But even thisis tending to be eroded by the increasing concentration onthe cellular technology.


4. The broadening of inland distribution networks willtend to concentrate cargo even before the carriers take theirdecisions.

5. The process of port development associated withcontainerisation creates huge problems for established labourforces. This gives very large advantages, either to new portswithout an established labour force and tradition of workingpractices, or to those among the established ports whichcan deal most effectively with the problems ofchange. Theseports can then become centres for reasons entirely unconnected with geography.

Conclusion on ConcentrationThe trend towards concentration in the industry today

comes not from changes in the structure of main lineitineraries or the abandonment of the multi port approach,but from increases in ship size and in the scale and geographical scope of large carriers and consortia. I see theresult of this more in terms of first, second and third divisionsrather than of single super ports and feeders.

The US Landbridges

Having just argued in favour of the use of large vesselsit is necessary to say something about the landbridges fromthe west coast of the US which connect Pacific routes toall parts of the hinterland. These landbridges have a numberof advantages which make them a rather special case. Thereare considerable savings in maritime distances over theall-water routes, giving substantial savings in transit time.On the inland transport side costs are held down by thedevelopment of double-stack trains, while in the maritimesector ships' costs are increased by Panama Canal transitand by the Panama Canal draught constraint of some 11.0metres. This would limit the capacity of a Panamax shipto something of the order of 2,600 TEUs (at 12 tonnes perTEU homogeneous weight). This is significantly less thanthe same vessel could carry at a scantling draught of 13metres on a Pacific west coast route. Furthermore, thepresent C10 on a west coast route would have 60% morecapacity, and a jumboised C10 twice the capacity of aPanamax ship transitting the canal. In my view the US1andbridges will continue to gain in strength. They havealready brought about a great deal of integration in multi-modal networks, and the growth of box balancing withinland cargoes is another powerful and important trend.

Carrier Scale, Global Networks & Shipping Regulation

I would now like to consider the scale of the majorcarriers, and the trend towards a global - or at least multiregional style - of operation. For a,.n. illustration of trendswith respect to scale I will analyse developments on thePacific, the world's largest route, the data for which ispresented in Table 3. If we take the position as it was in1980 there were only two carriers with over 300,000 TEUsannual capacity on the route, Sea-Land and APL. By 1986the lead had been taken by Evergreen, which offered some666,000 TEUs, followed by APL with 590,000, Sea-Landwith 491,000, NYK with 434,000 and Maersk with 432,000.Other very large carriers included K Line and MOL amongthe Japanese, Hanjin and HMM under the Korean flag,OOCL for Hong Kong and US Lines. Over the period 1980to 1986 the US suffered a loss of market share from 40%to 25%, the Japanese remained steady at 26% and the Asiann.i.c.s increased their share from 20% to 40%. Since thenanother major redistribution has already taken place with


the demise of US Lines, with a great deal of this capacitypresumably going to the remaining two US carriers. Someconsolidation is also taking place among Japanese andKorean carriers.

TABLE 3:CARRIER SHARES IN THE PACIFIC

1980 1986US TEU Capacity 0/0 TEU Capacity %

APL 332700 13 589600 10Sea-Land 340800 14 491800 8US Lines 131800 5 396500 7Seatrain 185800 8 0Total 991100 40 1477900 25

JapanJ Line 97500 4 82200 1Kline 101600 4 363500 6MOL 109200 5 317700 5NYK 171300 7 434100 7Showa Line 50000 2 119400 2YS Line 113200 5 179700 3Total 642800 26 1496500 26

Other Far EastEAC Line 65300 1casco 111700 2Evergreen 86800 4 666300 11Hanjin 88000 4 313800 5HKIL 83500 1KSC 35300 2 142900 2NOL 114700 5 193600 3OOCL 101100 4 285100 5Yang Ming 71900 2 177600 3HMM 274600 5Total 497800 20 2314300 40

Third FlagMaersk 146600 6 432400 7Zim 112100 2Hapag-L1oyd 94900 4Far East 44000 2Total 285500 12 544500 9Others 67100 3Grand Total 2484300 100 5833100 100

Source: Calculated by Mr. Shaojia Liu from NYK and CI Data

With the acute nature of US balance of paymentsproblems, there is now a very large question mark with regardto future rates of growth on the Pacific. But even a modestlevel of growth over the next ten years, combined with somefurther amalgamation and consortia formation, would takea number of carriers towards one million TEUs per annum.Given this scale of operation for the large carriers andconsortia, the route could become a very difficult propositionfor any remaining or prospective small and medium sizedoperators.

I do not think it is possible simply to extrapolate trendsin market shares, as the n.i.c.s have been building up froma low base. But when cargo does begin to grow again onthe Pacific the n.i.c.s will certainly continue their tradingdevelopment, and if their share were to continue to growat the rate of the last five years they would have 60% ormore oftotal capacity by the year 2000.

The scale of the !arge carriers on individual routes is

TABLE 4:FLEETS OF THE WORLD TOP TWENTY CELLULAR CONTAINER OPERATORS 1986

Rank Ships TEUSlots

RW Pacific Europe/FE AtlenticSlot Deployment

Other

Far EastEverQreen Taiwan/foe 1 44 92580 59964 22048 7056 3512Yang Ming Taiwan 12 14 26170 15314 10124 732NYK Japan 6 22 36365 20662 11105 4598Kline Japan 7 20 36118 25750 4326 6042~-

Mal Japan 9 17 31605 18997 5606 7002OOCl Hong Kong 8 16 31790 20986 6964 3840Hanjin Korea 14 14 23878 23878 0casco China 11 28 29482 12691 12464 4327NOl Singapore 18 11 19203 14218 2050 2935Total

--186 327191 59964 174544 59695 32988

US 0Sea-land US 3 23 44417 26140 17227 1050APl US 17 10 30652 26894 3758Total

-~

33 75069 53034 17227 4808EuropeMaersk Denmark 2 28 57969 33684 8488 15797HapaQ Lloyd GFR 4 18 38250 14978 15113 8159OCl UK 5 19 36812 17519 19293Nedlloyd Netherlands 13 15 24946 10884 6555 7507CGM France 15 18 23756 2960 20796ACT 19 13 18194 18194SSC USSR 20 21 17737 8736 9001Total 132 217664 33684 63565 21668 98747OtherUASC Kuwait 17 13 20970 6448 14522Zim Israel 16 18 21858 15352 6506Total 31 42828 15352 6448 21028World 382 662752

Source: NYK Yearbook

impressive enough. But many major carriers operate on twoof the three main east-west routes, and some extend theiroperations into very broad networks. Little is known aboutthe precise economies of increasing network scope outsidethe carriers themselves. There are also carriers like APL,who operate effectively with rather limited networks andconsider that increases in network scope create problemsand additional costs rather than providing economies.However, as we look at the industry today the number ofcarriers per nation has clearly declined and the scale ofoperation and scope of the networks of those that remainis increasing.

If we look at the policies of some of the major carriersin recent ye ars there has been a diversity of approaches.Evergreen have grown enormously, with new investmentof a massive scale and with an RW strategy. However,US Lines foundered in a similar attempt and other RWoperators have being retrenching in recent years. P & OCLhave also followed a policy of expansion and of increasingthe scope of their operations, but they have adopted a lowrisk gradualist approach, buying into routes in areas whichinterested them without massive investment and followingup on the opportunities which then came their way. I thinkthat the main opportunities over the next few years will bevia the formation of consortia and operating agreementsand the amalgamation of carriers. The increase in scaleof operation will, I believe, limit the scope for the entry ofnew fleets, whilst the very large disparity of cargo volume

of the three mainstream routes must limit further opportunities for any integrated RW operations of the type whichplace an equal capacity on each of them.

One implication of the large scale of carriers and thebroad scope of their networks is that it is no longer sensibleto consider the efficiency of the industry and th"e processesof optimisation within it simply in terms of individual routes.Individual carriers with broad networks have been re-deploying capacity across routes for years. In fact, provisionfor this is usually an integral part of their managementstructures and review processes. In recent years there hasbeen, major re-structuring across routes in response tochanges in market conditions. The most dramatic recentexample has, of course, been the redeployment of the exUS Lines econships from their RW itinerary to the Atlantic.This was accompanied by such a comprehensive re-shufflingof the existing tonnage of the consortium members that totalslot capacity on the Atlantic was raised only marginally.

The broad geographical scope ofthis adjustment processhas quite important implications with respect to the objectivesand assessment of regulatory policy. For example, it wouldnot now make much sense to consider capacity balance ona route sitnply-as a function of closed or open conferencefunction; and a route-by-route interpretation of the efficacyof proc'esses of rationalisation taking place on major USroutes under the 1984 Act would surely miss the point ifit did not take account of the global nature of oversupply.

(Continued on Page 22 Col. 1)


Personnel-Carrying Device for RescuingCrane-Drivers &om High Cabins

By Captain Klaus Macke, Dip. Naut.Chief Officer for Working Safetyof the Bremer Lagerhaus-GesellschaftBremen and Bremerhaven

It is unfortunate that we are not entirely able to excludethe possibility of accidents or acute health risks, such asheart attacks, from day-to-day working life. In spite of allpreventive measures, we have to take the risk ofsuch incidentsinto account in all areas of work.


The patient must receive medical aid in the most rapidand practical way. This is primarily a humane considerationand does not need to be expressed in formal regulations.

Regulations are, however, of importance in determiningwhat kind of appliances must be used in bringing aid swiftlyto the injured. They must also take into account the factthat the helpers themselves may require protection.

In the case of the diverse and constantly changingactivities of a modern seaport, the different rescue devicesprescribed by the accident prevention regulations relevantto this field of work must always be at hand.

(Above left) The rescue platform, with thedoctor and his assistants, leaves the groundon its way to the patient.

(Above right) The rescue platform is liftedto the required height by the containerbridge's equipment hoist.

(Left) The rescue platform docks with thedriver's cabin of the container bridge.

Rapid technical developments have taken place inmodern handling facilities in the port, corresponding to theequally rapid modernisation processes in ships. This meansthat new standards of accident protection at work are calledfor and that safety experts are faced with new problems.

Possibilities for the use of rescue devices must also berevised and changed, particularly where work must be doneat great heights as on container bridges. In such places thepossibility of accidents or health risks can be disregardedjust as little as they can be disregarded during handling workon the quayside itself.

The size of container bridges is continually being increased, and the driver's workplace is currently at a heightof some 30 to 35 meters above the ground. It has thereforebecome necessary to develop techniques adapted to rescueoperations at such heights.

The Work Safety Department and Management of theBremer Lagerhause-Gesellschaft, in close cooperation withthe Bremen Fire Department and the Mutual Accident

Insurance Association for Wholesale Trade and Warehousing, have developed a rescue platform which meets thedemands mentioned above and can be specifically used forrescue at a height from container bridges. A prototype ofthis platform, constructed by the Technical Department ofthe Bremer Lagerhaus-Gesellschaft, has since been used invarious tests and has been proved effective.

This particular construction has been influenced, forthe very first time, by the requirements of emergencymedicine. The experience of Bremen's emergency doctors,who travel to their cases by helicopter or special ambulance,was taken into consideration when building this rescueplatform. Priority was given to the medically correct methodfor the transport of injured persons. With this platform itis not only possible to transport the patient in a lying positionbut also to give him treatment during transport, as sufficientroom has been provided for the doctor and his medicalassistants.

(Continued on Page 22)

The stretchers in the rescueplatform and the ambulancecorrespond so that the patientcan be transported withoutchanging stretchers or wastingtime.

The doctor can carry out further necessary treatment of thepatient during the transport in the rescue platform.

The emergency doctor and medical assistants begin the treatmentof the patient in the driver's cabin.


(Continued from Page 21)

The stretcher in the middle of the rescue platform isplaced at a height, allowing the doctor to carry out life-savingmeasures during transport. The necessary medical equipment, such as the defibrilator and emergency case, can beplaced within easy reach of the doctor and his assistants.Points for suspending transfusion bottles are provided. Thenecessary lighting is effected by battery lamps. The dimensions of the stretcher correspond to those used inambulances and rescue helicopters, obviating unnecessarymovement of the patient to another stretcher. The cost ofproducing the platform is approximately DM 5,000.

The maximum load of the rescue platform is calculatedfor five persons (patient, doctor and three medical assistants).The platform can be mounted when it is on the ground sothat the rescue personnel can reach the required point withgreater speed and safety.

The platform itself is raised by means of the containerbridge's equipment hoist (capacity 3 tons) to the requiredheight and then docks with the access point made for it.A folding ramp enables safe access to the cabin. This meansthat the stretcher can be brought to the patient while thedoctor, in the cabin, prepares him for transport.

The platform is provided with straps to hold it firmlyto the cabin while docking. Ropes of sufficient length areattached to the four extremities of the platform so thatfiremen or the firms' personnel can hold it steady for dockingin high winds.

Operation of the electric equipment hoist can be effectedwithout delay by the firm's personnel or officers of the FireDepartment. Since such hoists are found on all containerbridges, it is possible to use this platform with allcargo-handling devices of this type on the firm's premisesin Bremen and Bremerhaven.

In addition, it is possible to use the rescue platform incases of accident on board seagoing or inland navigationvessels in the hatch or deck areas. In such cases the platformcan be put in position by a harbour crane, so that even onboard ship, medical personnel can have a special workplaceat their disposal.

The rescue platforms will be kept in readiness at easily-accessible positions in the various works units. They canbe carried to the scene of the accident by fork-lift trucks,in accordance with a plan of action worked out between theFire Department and the Bremer Lagerhaus-Gesellschaft.

The development and introduction of the rescue platform fills a gap in the rescue process and contributes to thefurther strengthening of the chain of modern rescue procedures.

Bremen, January 1988

Multi-modal Transport Systems(Continued from Page 19)

A final question arising from the growth of scale withinthe industry concerns the eventual nature of competitionand shipper carrier relationships. At the moment the industryis very competitive. It contains some very large-scaleoutsiders, as well as a longish fringe of small-scale operators.Between them these carriers have reduced the market shareand power of conference over a very broad spectrum ofroutes, and this together with over capacity has led to intensecompetition and very keen pricing policies. It has also limited


carrier profitability.During the next twelve years the increase in network

scale and the shares of large carriers could begin to makenew entry difficult on many routes. For example, the bargainprice of the econships and the scale of the new consortiummust surely have given outsiders and prospective new entrants to the Atlantic some food for thought. This increasein scale could lead eventually to re-establishment ofthe powerof conferences, or more likely the exercise of power by anoligopolistic grouping, some members of which use theconference as a lead vehicle for pricing. This will create agreat deal of shipper concern and pressure from regulatorybodies, and some progress will need to be made in the formof shipper-carrier relationships if the system is to workharmoniously.

Concluding Remarks

A great deal has already happened in the developmentof multi-modal networks in the last few years as the largeships have entered service. I believe that the process ofrationalisation will continue as the economies of size andscope work through the system and the fleet concentrateseven further into the top end of the size range. I am certainthat the new large services will continue to operate multiport strategies, but there will be less of them and this willlead to a greater degree of concentration in the port system.It will also lead to the formation of larger shipping groupsand possibly a change in balance of power as between largescale conference lines, outsiders and fringe operators. Thedevelopment of powerful oligopolies will lead to the needfor a further evolution in the relationships between shippersand large carriers and for an evolution in regulatory policy.Protectionist policies h&ave often been neutralised by developments within the industry and I think multi-modaltransport will continue to undermine the Code and cargosharing.

For those developing countries which have taken a slowroute to containerisation these developments will pose atremendous challenge. I am convinced that in principle itcan be met simply because the modern systems are so efficientin the use of capital. I also believe that a head-in-the-sandapproach by developing countries, relying on the reviewof the UNCTAD Code and a basically protectionist policy,would be self-defeating. It would inhibit the modernisationof shipping services and eventually fail as a result of competition with efficient multi modal networks.a

Finally, I believe the world shipping and trading communities need a multi-lateral approach to shipping regulationbased on open trades. This should be consistent with thetechnological and operational structure of the industry, andembody principles to preserve competition and makeprovision' for mutually acceptable forms of shipper-carrierrelationships.

References:

Gilman S. and Williams G.P. The Economics of Multi Port Itineraries for Large Containerships. Journal of Transport Economics andPolicy. VollO No 2 1976

Gilman S. The Competitive Dynamics ofContainer Shipping. GowerPress 1983.

Pearson R. and Fossey J. World Deep Sea Container Shipping.Gower Press J983.

Containerisation International Yearbook. National Magazine CoLondon. NYK Yearbook. Fairplay London.

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International Maritime Information

""DRI.D PDR,IIIE"".PORTS '89 Conference

Copley Plaza Hotel,Boston, Massachusetts,May 22 - 24, 1989

The Ports and Harbors Group of theWaterways, Ports Coastal and OceanDivision of the American Society ofCivil Engineers is sponsoring a Specialty Conference, "PORTS '89" to beheld at the Copley Plaza Hotel in Boston, Massachusetts on May 22 through24, 1989. The theme is "Ports in the20th Century, Where Have We Been,Where Are We Going?" This conference will have 24 technical sessionsspread over the three days. Session

subjects include design, constructionand operation of Container Terminals;Bulk Handling, Petroleum and MilitaryFacilities; Marina and Small BoatHarbors; Dry Docks; Waterfront Re8idential Development; and, PortDredging. Also, Materials for Waterfront Structures; Inspection of PortFacilities; Maintenance and Repair;Environmental Concerns; Modelingand Simulation; Geotechnical Problemsin Port Structure Design; and PortPlanning.

Speakers at the opening keynotesession will be representatives from theU.S. Army Corps of Engineers, NavalFacilities Engineering Command, U.S.Coast Guard and the United States

Congress. They will be givmg theoutlook for the future in waterfrontengineering from their point of view.

Exhibits by various manufacturersand service organizations will add tothe technical information available tothe attendees.

Please call Mr. Kenneth M. Childs,Jr., Childs Engineering Corporation,P.O. Box 333, Medfield, MA 02052,phone (508)359-8945 or Mr. AlexanderSurko, Jr., Massachusetts Port Authority, 10 Park Plaza, Boston, MA02116, phone (617)973-5337 for additional information.

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Bulk Ports andTerminals to 1995

Extensive research by OSC has seenthe release of an important new studywhich gives detailed analysis of themajor existing and planned port facilities which play an integral role in theefficient performance of the dry bulktrades.

With regard to terminals already inoperation and those planned for construction prior to 1995, highly detailedinformation is presented which includes: vessel size restrictions, storagecapacities/type, handling equipment,port throughput analysis, etc. This inturn is directly related to individualtrade and commodity market developments. While discussion of the development in the commodity trades ispresented in full the relative forecasttrade patterns are also given a thoroughanalysis and are duly enhanced by theincorporation of the information supplied in the port and terminal development plans.

being made to South Korea and Taiwan.In both cases the notion of mass coalimports has been keenly accepted withthe result that projects such as thoseseen at Kwangyang Bay in South Korea(at present 250,000 dwt vessels can beaccommodated but there are plans ofexpansion to 300,000 dwt) and Hsin-Tain Taiwan (here 2 berths for the accommodation of 150,000 dwt ships areplanned) are but two examples ofmajorprojects coming to fruition in the region.Expansion of facilities is not restrictedto the Far East but are also to bewitnessed in South America and Turkey- the latter becoming increasingly reliant on coal for power generation. Itis clear that the rising trend in thenumber of available terminals has alsoproduced an increase in the averagehandling rates at both load and discharge sites and is likely to continuefor the rest of the forecast period.

With regard to the grain trade thetrend has once again been one of expansion. However, it is also clear thatimport facilities have received thegreater share of the investment withthese terminals almost doubling innumber since 1981. Growth is alsoprojected over the forecast period forboth load and discharge facilities but

on a highly reduced scale to that of theearly 1980s.

On the load side the traditionalsupply regions have been developingexisting terminals as opposed to constructing many new terminals with theresult that less obvious regions havebeen making up the total number ofload terminals - projects such asSweden's 80,000 dwt Helsingborg terminal or South Africa's 35,000 dwtoperations at Durban and East Londonbeing typical examples. With dischargeterminals there has been a leap in theirnumber since the early 1980s withEurope accounting for many of thenewer facilities. However, developingcountries have here increased theirsignificance, with terminal facilities inthe Middle and Far East being developed - Egypt is a representative example of the former region with construction of much of the grain handlingfacility at Damietta having been completed and further expansion envisagedwhile the country's Safaga terminal isalso under development. In the FarEast developments at Bombay (80,000dwt terminal planned), a new terminalin Jurong, Singapore and the start upofa new terminal in Kaohsiung, Taiwanare a few but significant examples.

Average Coal Handling Rates by Ship Size Capacity

Average Grain Handling Rates by Ship Size Capacity

Source: Ocean Shipping Consultants


1,710

1,0801,4151,5502,3602,6503,1255,170

1,030

740995

2,0752,7003,200

Average DischargeRate (tph)

Average DischargeRate (tph)

1,755

1,6501,6852,8502,4452,575

3,885

2,3003,0855,2655,7806,6408,300NA

Average LoadingRate (tph)

Average LoadingRate (tph)

All > 35

35/5050/8080/100100/150150+

All > 35

35/5050/8080/100100/150150/200200/250250+

Ship Size Capacity('000 dwt)

Ship Size Capacity('000 dwt)

COAL AND GRAINThe 1980s has witnessed a massive

expansion in the transport of seabornecoal with a subsequent increase in thenumber of handling facilities. Since theearly 1980s there has been a virtualdoubling of the number of terminalsdedicated to the handling of 35,000dwt + coal shipments. On the exportside, the study highlights the concentration of investment in the major highvolume supply nations. Significant increases in the number of terminalsavailable have been witnessed in Australia and North America (notably theU.S.). Elsewhere, emerging suppliersin, for example, Colombia and Chinahave constructed Cape Size capacitycoal export terminals, Puerto Bolivarand Shijiuso being the most obviousrespective examples (detail of these andother developments are included in thereport).

In hand with this development inexporting terminals has been a rise inthe number of facilities capable of importing coal products. Possibly the mostnotable developments have appearedin the NICs, with particular reference


Existing Major Bulk Handling Facilities by Ship Size Capacity

(Number of Terminals)

Ship Size Capacity ('000 dwt)50/80 80/100 100/150 150/200 200+ TOTAL


They came from ports acrossCanada-from Port Alberni, in the westto St. John's in the east-to sit downand discuss mutual problems and findsolutions.

More than 200 delegates and guests

CPHA Conference:Environment Awareness

to show some stabilization over the nearterm on high volume intra-OECDtrades. Elsewhere, route conversion andsustained economic growth seem setto result in further rapid expansion.This new study from Ocean ShippingConsultants provides an in-depthanalysis of the future development ofcontainer trade volumes on anational/regional basis. In addition toproviding sophisticated analysis of thefuture development of trade volumesthe study also assesses the level anddirection of future port investmentrequirements and assesses competitivepressures on key port ranges.

Against a background ofproductivityanalysis the effect of forecast terminalcapacity utilisation rates is utilised toforecast the port market in the criticalperiod to 1995. The study identifiesregions of emerging overcapacity in theinternational container port industriesand assesses the requirements for further investment to handle anticipatedincreases in container throughput levels.

The study contains detailed analysisof the following key aspects:

Forecast national and regional container trade levels;

Container terminal productivityanalysis;

Estimated port range utilisationlevels to 1995;

Forecast regional container port investment projections.

Price £380 each (U.K. only) orUS$680 (all overseas sales), inclusiveof airmail postage and packing.

Study Sales Department, OceanShipping Consultants, Beacon House,South Road, Weybridge, Surrey KT139DZ ENGLAND.

Tel: 0932 853150. Tlx: 94070113 osclg (ref. 22231001). Fax: 0932 857660

11 687 119

2 926 218

107147

2760

1437

12

522

722

3

49

1630

1217

Container PortPressures to 1995

The development of container tradevolumes continues to record rapid annual growth. This baseload demand although still increasing - is forecast

period productivity should pick up toa certain degree, although the previousshort-sightedness of recent years willmean that over the study period as awhole the North European port rangewill report a net drop in productivity.

With details of almost 900 terminalsand their associated commodity handling, in addition to in-depth discussionof these commodity trades, a comprehensive view ofthe recent developmentsofworld bulk ports and important detailof existing terminals is provided in thestudy. Equal interest is noted for thefuture world port structure. As such,this report is deemed a valuable assetto all those engaged in Port Planningand Development, Bulk Shipping, andCommodity Shipping Operations.

Bulk Ports and Terminals to 1995,200 pages of text and tables. Price: 290pounds sterling (US$490-00).

Available immediately from: OceanShipping Consultants, Beacon House,South Road, Weybridge, Surrey KT139DZ, England

Tel.: 0932 853150. Tlx: 94070113OSCL G. Telefax: 0932 858530.

21

4

63

815

713

35/50

For each of the major commoditiesdetailed in the report attention is paidto the ship size distribution. The accompanying table highlights the mainpoints clearly but the report expandsfurther on this to give a wider understanding of the questions arising fromthis pattern.

Within the report case study analysesof bulk handling facilities in particularregions of the world are presented inorder to track developments in portproductivity. For example the NorthEuropean ports are analysed in detail.The bulk handling facilities within thearea bounded by the ports of Le Havreand Hamburg are representative ofprobably the most significant range andvolume of bulk commodities shippedto Europe. The number of facilities inthis area in relation to the volume ofbulk they have handled since the early1980s has revealed an interesting picture which has also been used to producesome indication of the future outlookof these commodity trades within theregion.

Through the 1980s North Europeanports have suffered a loss in theirproductivity illustrating well the difficulties associated with bulk port development in relation to changes incommodity demand-it seems that portdevelopments have been out of stepwith the political/economic changeswitnessed over recent years. However,the indications are that over the forecast

IRON ORELoad 6 25Discharge 26 34

COALLoad 24 37Discharge 60 85

GRAINLoad 60 35Discharge 74 59

BAUXITE/ALUMINALoad 16 10Discharge 32 23

PHOSPHATE ROCKLoad 12Discharge 22 11


were on hand at the Hotel Newfoundland to attend the recent 30thannual conference of the Canadian Portand Harbour Association (CPHA), agathering which had distinct environmental overtones.

The theme of the conference was"Offshore in the 90s and EnvironmentalAwareness," a theme that is becomingincreasingly more important today asworld leaders begin to respond to thealarm being sounded by environmentalists.

All panel sessions, in one way oranother, related to the environment.In one session, delegates viewed a filmabout a marine disaster near New YorkCity. They broke off into discussiongroups to outline the steps they wouldhave taken to combat the disaster.

A panel of resident experts then explained how such an emergency wouldbe handled in St. John's harbour.

The workshop dealing with a portdisaster is really what the CPHA is allabout. The point was hit home whenImmediate Past President Cy E. Pringlegave his report to the delegates immediately after new President, DonBrooks, Port Manager of the Port Alberni Harbour Commission officiallytook over.

Greenhouse 2050An increase in sea level of more than

a metre, projected to take place by themiddle of the next century because ofthe so-called "greenhouse effect," couldhave a devastating impact on communities and port cities located along theEast Coast ofNorth America, delegatesattending the 30th annual meeting ofthe Canadian Port and Harbour Association (CPHA) in St. John's, Nfld.were told.

The greenhouse effect, caused by thebuild-up of carbon dioxide and othergases in the atmosphere, is predictedto raise global temperatures, alterrainfall patterns and raise sea levelsby more than one metre. In the GreatLakes, Shipping and power generationcould be seriously affected by fallingwater levels.

Human activities such as deforestation, the burning of fossil fuels and evenagricultural practices have significantlyincreased the amount ofcarbon dioxideand other greenhouse gases in the atmosphere.

"If we keep on going the way we'regoing, we may not have a liveable planet

for much longer," said Ms. NancyCutler, Director, Climatological Applications Branch, Canadian ClimateCentre. Ms. Cutler was one of thespeakers taking part in the "Greenhouse 2050" panel presentation.

"Investments being made today willbe affected by this warming trend," saidDr. Marie Sanderson, founding directorof the Great Lakes Institute and nowgeography professor at the Universityof Waterloo. "Industry will have toevaluate the risks," she added.

CPHA delegates were told that theincreased temperature will lead toshorter winters and short ice seasonswhich could reduce Canadian CoastGuard ice breaking requirements. Onthe other hand, as the frequency ofclimate extremes, including storms,may increase, costs may rise for buoytending and search and rescue.

But the point was hammered homethat damage, especially flooding alongthe Atlantic coast, would outweigh anybenefits.

In a Climate Centre study of thepossible impacts of a one metre rise insea level at Charlottetown, Prince Edward Island, it was shown there wouldbe significant social and economic impacts threatening many waterfrontdevelopments, including more than 250buildings, streets, sewer systems andparks.

The study noted that the influenceof the sea pervades all aspects of lifein the Atlantic Provinces, surroundedas they are by the ocean. A rise in meansea level will have significant impactson the adjacent land masses.

To combat the rise in temperatures,panelists said that a concerted globaleffort will be required to combat pollution. In addition, carbon dioxide andgreenhouse gas emissions must be reduced by 20 per cent by the year 2005.

Steps will also have to be taken toreduce deforestation and increaseforestation. They said there must alsobe a change of attitude in the use andconservation of energy.

(Port of Toronto News)

Prince Rupert ReleasesEconomic Impact Study

The Prince Rupert Port Corporationreleased recently the summary resultsof a Port Economic Impact Study. Thepurpose of the Study was to determine

the economic contribution made bycargo handling activities at the port tolocal, regional and national economies.The study was conducted for the portby the Canada Ports Corporation whoutilized the services of an expert oneconomic benefit estimations to studyall the ports within the Ports Canadafamily.

Key study results for the Port ofPrince Rupert are:

Employment ImpactDirect Jobs 2,461Indirect Jobs 1,760Total 4,221

Revenue Impact $370,000,000Personal Income Impact

Direct $70,000,000Responding $137,000,000Total $207,000,000

Tax Impact $60,000,000

Employment ImpactDirect Jobs are defined as the number

of full-time equivalent jobs generatedby the transportation of cargo to portsand by activity at the port itself. Thiswould include cargo terminal employees, longshore positions, ship agencies,railway staff, truckers etc.

Indirect Jobs include those jobs thatresult from the purchase of goods andservices by those directly engaged inport activity.

Revenue ImpactThis refers to sales generated by firms

engaged in handling and transportingcargo to ports including loading ontovessels but excludes any revenue fromthe sale of the cargo itself.

Personal Income ImpactDirect are earnings associated with

the jobs created by port activity andthe transportation of goods to the port.

Responding is income received bythose holding jobs that are induced bythe port activity.

Tax ImpactIs interpreted as the national, pro

vincial, and local tax revenues generated by port activity, including personal, as well as corporate taxcontributions.

The magnitude of the statistics indicate quite clearly the importance ofthe port industry for Canadian exports.Port General Manager and CEO BobTytaneck commented: "Canada is a


trading nation, relying on the exchangeof goods for its economic health. Thesefigures for the Port of Prince Rupertreflect clearly the significance of thebusiness of transporting cargo to tidewater for loading onto vessels boundfor destinations around the world asan economic activity."

Reflecting the large hinterland thatstretches onto the Prairies for grain,the economic benefits are quite widespread. Approximately 80% of thebenefits are related to inland transportation to ports, namely rail andtruck. The remaining 20% are jobs andincome at the port itself. MarketingManager, Mr. Joe Stranan, commented: "This points conclusively tothe value of internationally orientedtransportation to the national economyand the commercial importance of theport to the Prince Rupert region". Atotal of 550 jobs generating a revenueimpact of $50,000,000 and personalincome of $27,000,000 is the estimatedeconomic advantage of port activity inthe Prince Rupert vicinity. In a community the size of Prince Rupert, thisreflects economic activity that is criticalto the well being of the region.

Quebec to UpgradeSolid Bulk Terminal

In order to increase handling speedand productivity at its Beauport solidbulk terminal, the Port of Quebec willinvest $10 million to purchase newhandling and loading equipment.Under the terms' of an agreement between the Port and Cast, St. LawrenceStevedoring will continue to operatethe new facility following its completionin the spring of 1990.

"This investment will definitely havea positive effect on our region. Byincreasing its share of the mineral

transshipment market and diversifyingits revenue base, the Port will be in afavourable position to continue modernization of the entire maritime infrastructure," said the HonourablePierre Blais, Minister of State for Agriculture and Minister responsible forthe Quebec City region at a recent pressconference.

The Port of Quebec had mandatedAcres International Ltd., a Torontoconsulting firm, to evaluate marketpotential in bulk shipping and proposedesigns for a more efficient terminal.

The ensuing study indicated thatincreased demand for Brazilian ironore at U.S. steel mills could favour thePort of Quebec, where deep-water facilities can accommodate large bulkcarriers. However, Acres also reportedthat current handling equipment couldneither meet projected demand norcompete against rival ports in the U.S.

These shortcomings will be correctedby the complete redevelopment of thebulk terminal, including constructionof a 1,000 meter long conveyor systemto move cargo from dockside to storageareas or directly from ship to ship. Aship loader and travelling stackers willalso be installed.

These improvements will result in astate of the art facility capable of simultaneously unloading and loading awide range of products such as ironore, coal, copper, quartz, gypsum andclinker. Overall loading/unloading capacity will be doubled from three tosix million tonnes.

Time in port will also be significantlyreduced for vessels calling at the terminal, a major advantage for shipperswho must pay a $20-$25,000 dailychartering fee for a 100,000 tonne ormore bulk carrier.

From an environmental standpoint,the upgrading project will reduce dust

emissions by 50% through the use ofreceiving hoppers, which prevent particles from billowing upwards whencargo is dropped by grab buckets. Thenew conveyor system will largely replace the current fleet of bulldozers, amajor source of dust emissions whenused to move materials on the terminalsite. (Port of Quebec)

Bulk Paces VancouverTo Record Performance

Canada's largest port built on itsstrengths in 1988 to achieve an all-timerecord throughput of 71,316,000tonnes. Details of the 11.5% tonnagejump were announced by the VancouverPort Corporation.

Bulk commodities accounted for over86% of total tonnage, reaffirming thePort's status as a world leader in bulkcargo handling. Coal led the way at23.6 million tonnes-a 26% jump over1987.

According to Port Manager andChief Executive Officer, Mr. FrancisMacNaughton, the increase in coalexports is due to strong demand fromthe Japanese steel industry, as well asthe growing energy needs of thebooming economies of South Koreaand Taiwan. The ongoing Australianminers' strike is also seen as a factorin the increased demand for Canadiancoal.

Mr. MacNaughton noted that grainwas the only major bulk export commodity which did not register an increase in '88.

"Supply, limited by severe Prairiedrought conditions, caused grain exports to fall off towards the end of theyear," he said. "But for much of 1988,Canada's efficient grain handling system kept up with 1987's record-setting

AT ll-IE HEADOFll-IE SEAWAYA WORLD-CLASS PORT IN THE MIDDLE OF

NORTH AMERICA. SKILLED LABOUR, GREAT FACILITIES.

Thunder Bay Harbour Commission. P.O. Box 2266. Thunder Bay, Ontario P7B 5E8Phone (807) 345-6400 Telex: 073-4347 Fax (807) 345·9058


.s~ PORTOF~ THUNDER BAY

Ontario, Canada

pace, resulting in a shortfall ofjust 3%."Grain exports in 1988 totalled 12.5

million tonnes, compared with 12.9million tonnes registered in 1987.

Other Western Canadian resourcecommodities contributed significantlyto the upturn in port performance. Thecall for increased agricultural productivity in China is seen as the major factorleading to a 21 % increase inSaskatchewan's potash exports throughthe Port of Vancouver. Potash reacheda record 4.8 million tonnes.

A new record in sulphur exports isattributed mainly to large orders fromIsrael and Morocco, where fertilizerproduction programmes gained momentum in 1988. Alberta's sulphurproducers shipped 6.6 million tonnesthrough the Port in 1988-an increaseof 18% over the previous year.

The forest product sector benefitedfrom continuing positive trends in theU.S., Great Britain and Japan. Generalcargo shipments of lumber reached arecord 3.3 million tonnes-up 17%.Pulp movements grew to 1.4 milliontonnes-another record, and an increaseof 8% over the previous year's total.

In the container trade, a new recordwas achieved-for the sixth year iIi· arow. Port of Vancouver container terminals handled 305,738 TEUs-an increase of 8.9% over 1987's TEU totalof 280,777. In tonnage terms, containerized cargo grew 13.5% to 2.7million tonnes, representing 3.9% ofTotal Port Tonnage.

Container performance was considered very satisfactory by the PortManager. "Even though rationalizationamong the lines has meant fewer vesselscalling Vancouver, we've managed asignificant increase-in both tonnageand TEUs," said Mr. MacNaughton.

The Port's valuable cruise sector alsoposted a record in 1988 by handling324,261 revenue passengers-an increase of 10,380 over the previous year'stotal. During the May through September season, 19 ships, representing12 international cruise lines, completeda total of 209 voyages.

Mr. MacNaughton concluded hiscomments by paying tribute to the portindustry and Canada's import-exportsectors. "The Port's outstanding performance in 1988 would not have beenpossible without the responsiveness and'team effort' demonstrated by the entirePort community," he said. "The dedi-

cation and hard work of our terminals,workforce and all the marine supportindustries are what keeps our portcompetitive and growing."

Special NPA ProgramWith Incentive Tariffs

Since January 1989, the NationalPort Authority of Panama has developed a special program with new incentive tariffs, in order to increasetransshipment activities and more cargoto Panamanian ports (Cristobal andBalboa).

For a 20 feet container throughputthe new rate is US$lOO and US$175for a 40 feet container (empty or full).Full transshipment containers have 30days of free storage.

With a view to reduce operation coststo users, the storage tariff for emptycontainers on chassises in US$15.00.The new storage rates are:

For empty containers up to 20 feetUS$4.00 and for more than 20 feetUS$6.00;For empty containers on chassisesup to 20 feet US$14.00;For chassises up to 20 feet US$8.00and more than 20 feet US$12.00.With these improvements, National

Port Authority tries to Increase itscompetitiveness and performance andat the same time tries to offer a betterservice to the international maritimeindustry.

Port of Houston Fetes75th Anniversary

From historical exhibits to boatparades-a number of activities areplanned for the months ahead as thePort of Houston marks 75 years as adeep-water port.

The festivities will commemorateHouston's transformation into adeep-water port in 1914. On Nov. 10of that year, President Woodrow Wilson pressed a remote button in hisWhite House Office, firing a cannonon the banks of the Houston ShipChannel. The blast officially openedthe country's newest deep-waterchannel, which had recently beendredged to a depth of 25 feet.

SPECIAL EXHIBIT: The celebration kicks off on Jan. 21 with theunveiling of a historical exhibit at the

Museum of Texas History, located inSam Houston Park In downtownHouston. The exhibit, titled "Port ofHouston: Main Street to the World,"will include educational displays aboutthe port's staple commodities, historicalinformation, a video and a scale modeldepicting the port. One room will feature a reconstruction of a Houstonwharf in 1919, complete with murals,cotton bales, sound effects and authentic cotton scales.

"It will be like stepping back into timewhen you walk into the room," saysMr. Lee Vela, PHA public relationsmanager.

The Port Authority is working withthe Harris County Historical Societyto present the historical exhibit, whichwill be on view through April 16.

TRANSPORTATION FESTIVAL:The 75th anniversary will be the themefor this year's International Transportation Festival, to be held May 19-21at PHA's Turning Basin Terminal. Thefestival is held each May in conjunctionwith National Transportation Weekand consists of two concurrentevents-the Trans Expo exhibition andthe Maritime Festival, benefiting theHouston International Seamen's Center.

REENACTMENT: The highlight ofthe anniversary festivities is scheduledfor Nov. 10-12, when the deep-waterchannel's official opening will be reenacted. The weekend's events will include ceremonies, a parade of vesselsand an industry exhibition ofbusinessesalong the ship channel.

(Port of Houston)

Door-to-door RoadRailerService at Jacksonville

Norfolk Southern Railway subsidiary Triple Crown Services Inc. hasbegun offering door-to-door RoadRailer service at Jacksonville, providingimporters and exporters with yet another option of moving cargo to andfrom the Midwest.

The RoadRailer units are bi-modalfreight units equipped with both permanently mounted single rail axles andtandem highway axles, making themcapable of operations over the rail andhighway.

The Port of Jacksonville is the firstand only seaport in the Triple Crown


service."We developed this service because

there was a lot of freight coming intoFlorida and not much coming out.With JAXPORT being a net importfacility, we saw a fit where they wouldhelp our outbound (out-of-state)loads," said Mr. Bob Durham, regionalmarketing manager for Triple Crown.

"Based both on the rates TripleCrown has quoted and the demise ofthe ILA's (International Longshoremen's Association) 50-mile rule,carriers will find it cost effective to shipfreight in ocean containers toJacksonville's marine terminals andhave that cargo transloaded into theRoadRailer units for quick shipmentto the Midwest," said Jacksonville PortAuthority Managing Director Paul D.deMariano.

"A dockside transloading operationis a natural," Mr. Durham said. "It ispossible to take the materials out ofthe containers or trailers and returnthem immediately to the steamshiplines. That way you don't tie up theequipment for two weeks."

The service, which began operatingfive days a week in late January, linksNorfolk Southern's West Jacksonvilleintermodal yard with Atlanta and FortWayne, Ind. Connecting service is offered through Atlanta to Alexandria,Va.; and through Fort Wayne toCleveland, Buffalo, Detroit, Chicago,St. Louis and Kansas City.

Triple Crown provides secondmorning delivery by rail to Buffalo,Chicago, Cleveland, Detroit, FortWayne and Alexandria; second dayservice to St. Louis, and third morningdelivery to Kansas City. The RoadRailer units are then drayed to pointswithin a ISO-mile radius of the destination cities.

"This is a premium service designedto compete with over-the-road carriers," Mr. Durham said. "We're lookingfor customers who want quick transitand low damage," which is possiblebecause of the sophisticated air suspension in the48-foot RoadRailer unitsand the avoidance of classificationhump yards.

"This service development opens upa tremendous door of opportunity hereat JAXPORT, said Mr. Neal Ganzel,JAXPORT director of marketing andsales. "Shipping lines calling Jacksonville from the Mediterranean and South


America, who are not heavily committed to an extensive intermodal system, will have in this service acost-effective way of delivering cargoover Jacksonville to the Midwest andNortheast, and likewise a cost-effectivemeans of receiving cargo in Jacksonvillefor ocean shipment."

PassengerTratRcThruLA Cruise CenterUp 25% Over '87 Total

Cruise passenger traffic through theLos Angeles World Cruise Centersoared past the half-million mark incalendar year 1988, establishing thePort of Los Angeles complex as oneof the busiest cruise facilities in theU.S.

The Cruise Center, capable of handling five full-size vessels simultaneously, accommodated 519,915 passengers last year, a more than 25% increaseover the 1987 total of 414,919.

The number of modern, luxuriouslyappointed cruise vessels calling at thePort also rose dramatically. The CruiseCenter recorded 338 vessel arrivals lastyear, a 24.35% increase over the 1987total of 271.

Most frequent point~ of destinationfor ships sailing from the Port of LosAngeles included the Mexican Rivieraand Alaska.

Baltimore Rejoices asCargo Volume Increases

The Maryland Port Commissionannounced that during 1988, theamount of general cargo and containercargo handled at the Port of Baltimoreincreased for the first time since 1984.Total general cargo at public and private marine terminals increased by 1.7percent. More than 6.5 million tonsof general cargo moved through thePort last year.

Container cargo port-wide rose about3 percent in 1988 to more than 4.7million tons, while at MPA facilitiesalone, 5 percent more container cargowas handled than during the year before.

"We're pleased that we turned thecorner in 1988 and reversed the trendof declines over the previous threeyears," said Mr. Richard Trainor,

Chairman of the Maryland PortCommission.

"In addition, we had an increase ingeneral cargo during December at MPAterminals, compared to December 1987.That is significant because it comes afterseveral months of modest declines,"Mr. Trainor said. "We ended the yearon a very positive note."

For the second year in a row, thePort maintained its record-high levelof auto handling in 1988. Auto exportsincreased a dramatic 105 percent, whichoffset a 6.7 percent decline in importscaused by a drop in the value of thedollar overseas and other economicfactors. Total auto cargo handled atthe Port in 1988 amounted to 468,050vehicles, nearly matching last year'srecord total of 468,827.

"The figures for 1988 show that wewere able to take advantage of thegrowth in exported autos," said Mr.David A. Wagner, Executive Directorof the Maryland Port Administration."On top of that, the Port of Baltimorehas great opportunity to expand its autocargo even more. Next to our newToyota terminal, we have 150 acresof land in the Masonville area, whichwe have begun to develop for autocustomers. It's an example of our aggressive strategy to increase businessat the Port," Mr. Wagner said.

Berth-expansion WorkTo Pile Foundation

As part of the NY & NJ PortAuthority's $5.8 billion capital program, a $3,727,000 contract for theexpansion of the berthing capabilityat the Port Authority Auto MarineTerminal, now under construction onthe Jersey City/Bayonne waterfront,has been awarded to Pile FoundationConstruction Company, Inc. of Arverne, New York, it was announcedby Chairman Philip D. Kaltenbacherof the bistate agency.

"The $50 million automobile-handling facility, which has been completelyleased, now will be able to berth andhandle two car carrier ships simultaneously," said Chairman Kaltenbacher."This berth expansion is an integralpart of our port improvement programand will help to ensure this Port'scompetitive edge in the import/exportautomobile industry," he stated.

NY & Nd Keeps CloseWatch on EC, Asia

By Lillian LiburdiDirector, Port DepartmentThe Port Authority of New Yorkand New Jersey

"Managing transition." At firstglance, these words make little sense,for it is port "complexes" and"enterprises" that we usually think ofourselves as managing. But as we approach the start of 1989 and head closerto the 1990s, "managing transition" isreally the name of the game in the portindustry. The maritime world, as weknew it, is gone and the maritime worldof the future is still in its formativestages. And all around us the forcesofchange are whirling away and makingus rethink our strategies and objectives.In this time oftransition, we must reflectupon and analyze the forces at bay,do our best to anticipate scenarios forthe future, and devise new strategiesaccordingly.

The Port of New York and NewJersey is actively studying the globalforces at work on the maritime industry.As we plan our physical and operationalstrategies for the coming years, we arepaying close attention to the economic,political, and social forces that ultimately impact the flow of cargothroughout the world. The global environment in which we must competehas undergone dramatic growth andchange since 1980.

While international trade has grownat an average annual rate of threepercent since 1980, global patterns oftrade have changed significantly andthe repercussions in the industry havebeen felt far and wide. The economicgrowth of Pacific Rim countries hasexceeded that ofWestern Europe, LatinAmerica, and the Middle East, whichhas placed East Coast ports at a geographic and, therefore, competitivedisadvantage with West Coast ports.It has also resulted in greater competition among East Coast ports for asmaller share of world trade.

Another phenomenon that hasstrongly impacted the industry is thedoubling in container capacity ofsteamship lines, leading to a situationwhere carrier supply far exceeds cargodemand. In large measure, this excesscapacity is the result of subsidies pro-

vided by foreign governments to support their national flag carriers. Theresulting price wars among car.riers hassignificantly reduced the revenues ofsteamship lines, many of whom arebattling to stay alive.

Deregulation, as brought about bythe Shipping Act of 1984, has alsogreatly changed the shape and formof the industry. Steamship lines havebeen given more freedom and arestarting to control cargo routing to amuch greater extent as they expandtheir intermodal activities. However,it is becoming much more common tosee the combination of ship, rail andtruck carriage on a single bill of lading.In an ardent effort to keep their costsdown, steamship carriers are puttingmore and more pressure on ports tolower their prices and improve theirefficiency.

As a result, ports are becoming moreaggressive and competitive in theirpursuit of cargo. Ports and rail linesall over the country are expanding theirintermodal capabilities. They arebuilding intermodal yards near container terminals; they are putting upextra gates for truck entrance and exit;and where feasible, they are puttingdoublestack trains into service.

Ports, however, cannot do it allthemselves and, having very little actualcontrol over cargo, they must attemptto use their influence and bargainingpower wherever possible. Successfulports will be those who are best ableto pull all necessary constituents together in an effort to maintain old andattract new steamship lines to theirshores. In the New York-New JerseyPort, for instance, we put a lot ofenergyinto establishing good dialogue andrelationships with our tenants, oursteamship lines, our terminal operators,our unions, and the governmentagencies involved in regulating ourindustry. We are especially excitedabout our new partnership with labor,who has shown us that it is willing tomake adaptations in the way it doesbusiness in response to changing conditions in the industry.

None of us in the maritime industrycan afford to merely respond to present-day influences, however. As wekeep a watchful eye on the future, thereare several phenomena we are studyingclosely. These include Europe's intentto drop trade barriers among the twelve

members of the European Community(EC) by 1992. This situation must bemonitored because, depending uponhow events unfold, our port could behelped or hindered. It is not yet clearif the EC will result in a "protectionist"common market, or if it will pass onthe benefits of lower internal barriersto the United States and other countries. Will U.S. companies have to setup subsidiaries in Europe? Willsteamship companies have to thinkabout merging with foreign counterparts or will trade be made easier as aresult of the standardization of products? The effects on our trading relationships could be dramatic, and thesituation is being closely followed.

We are also watching, with interest,what is happening to the Asian economy. We have observed a gradualmovement of investment dollars fromNorthern countries to SoutheasternAsian countries such as Thailand,Singapore, and Indonesia. As investment dollars have grown, so have manufacturing and development operations. We are following this closely,trying to assess what products andcommodities will be produced andwhere they will be exported. Again,our trading relationships might be affected and we are trying to anticipatefuture trends.

We also have an eye on Hong Kong.What will happen when she is integratedinto China in 19971 Will she remain amanufacturing center? Will our traderoutes be affected?

Last, but not least, in recognitionof the weakened dollar and slowergrowth of imports, we are focusingattention on expanding our export capabilities. When a region is weakened,as ours has been, other solutions mustbe sought. We are focusing oucenergieson three goals - that of stimulating thegrowth of the remaining exportcargoeswe do have, reaching inland to bringmid-North American exports throughour port, and trying to develop newproducts in our region for export - sucha fruits, wine, lumber, poultry, etc.

During these "times of transition,"which are so challenging and formidablefor ports around the world, we can dono less than rise to the occasion anddedicate ourselves to the excellence inleadership and service that we arecreated to provide.

(Via Port of NY-NJ)


third-party networks, has been signedon as ACES' electronic network interchange service developer and operator. Working closely with committeemembers, GElS has developed ACESsoftware for PC users, and upon requestwill help tailor software for port industry members who opt to use theirown computer mainframes.

ACES planners have also hit homeon low costs. The Port Authority hasagreed to distribute the system's PCsoftware free to all users who join thenetwork within three years. There willbe no special ACES membership fees.The cost of sending or receiving a document could run as low as twenty cents,less than the cost of a postage stamp.

Now ACES's sponsors are gettingready to go public, with the PortAuthority's Larry Sposi in the lead.All are aware that every other port inthe nation will be watching. CommentsMr. Al Silvey of Silvey Shipping, oneof the Working Committee's customhouse broker: "Once we have ACESoff and running, users won't know howthey did without it. The system can'tmiss." (RE: Port)

sioners in early April."We look forward to receiving public

input on the SEIR at the Stocktonhearing. We're encouraging all interested groups and individuals to attend,"Mr. O'Brien said.

The Port has already received lettersof support for its plan to reinforceweakened Delta levees with its dredgedmaterials from many elected officials,community and business groups, including: Congressmen Ron Dellums(D-Oakland) and Vic Fazio (D-Sacramento), the California StateChamber of Commerce, CaliforniaFarm Bureau, country farm bureausin Sacramento and San Joaquin, theTeamsters Union, InternationalLongshore Workers Union and theCalifornia Central Valley Flood Control Association, among others.

Residents ofTwitchell Island and theLower Jones Tract, the two Delta sitesslated to receive the dredged materials,also strongly endorse the Port's plan,which comprises Phase I of the Port'schannel deepening project. This phaseincludes the removal and disposal ofabout 440,000 cubic yards of bottomsediments.

all, committee members knew what theydid and didn't want.

The Port of Oakland announced thatit has completed a draft SupplementalEnvironmental Impact Report (SEIR)on its plan to transport dredged materials to the Delta for use as a construction material to reinforce floodlevees.

The 400-page document includesscientific tests showing the Port's InnerHarbor dredged materials meet stateand federal drinking water standardsand would have no significant adverseimpact on the Delta environment.

"With the completion of this draftSEIR," said Mr. James J. O'Brien,acting CEO of the Port, "We're onestep closer to completing the processfor the Port's Phase I channel deepeningproject."

Mr. O'Brien said public commentswill be accepted in writing and in testimony at a hearing scheduled forMarch I at 7 p.m., at the StocktonHilton Hotel. These comments will beincorporated into the final SEIR to beconsidered for certification by the Portof Oakland's Board of Port Commis-

Oakland: A Step CloserTo D~ltaDisposal Plan

A communications breakthroughnow in pilot operation is about to speedthe way steamship lines, terminal operators and customhouse brokers dobusiness with one another throughoutthe New York-New Jersey port.

Today, as in other ports throughoutthe nation, maritime industry membershere must communicate by mail, messenger, and endless follow-up calls.Their operations are interdependent,but their computers can't talk to oneanother. Before the onset of summer,however, they should be able to exchange essential cargo status detailswithin minutes via the electronic datainterchange services of ACES, theport's pioneering Automated CargoExpediting System.

Using standard data codes and uniform document and report formats, forexample, a steamship line with a shipon the way will be able to transmititemized cargo arrival notices to everycustomhouse broker in port, if needbe, as soon as the line's computer receives a vessel manifest from abroad.The job might take a half-hour. Nowadays, it could take a number of days.

Is my container off the ship yet? Ismy shipment ready for inspection? Isit all cleared? Anything held? Anyoutstanding charges? Follow-up callssuch as these now keep staffofthe port'smore than 100 steamship lines, 300brokers and six major marine terminaloperators on the phone to one anotherthroughout the 48 hours cargoes usuallystay in port.

NY& NJ: ACESIn Pilot Operation

One Step at a Time"Other ports throughout the country

have been struggling forever with sophisticated systems no one is buying,"noted Mr. Larry Sposi, the PortAuthority's ACES project manager."Our Port Working Committeesaid-let's take it one step at a time.Maximum security is a must. But at

And More to Come the same time, let's keep costs withinBy early spring, these details, too, reach of everyone. And let's not rein

will travel via ACES, reducing errors, vent the wheel. There are several gooddelays and countless headaches, and electronic data interchange (EDI) netspeeding delivery of cargo to port works already out there. Let's checkcustomers. In time, ACES will also be them out."ready to add truckers and rail lines to The committee also insisted thatits electronic network. International ACES be compatible with every kindfreight forwarders and others on the of computer, from laptop PC to adexport side will be invited to follow vanced mainframe systems. And theynext. agreed that the Port Authority should

Almost four years under develop- stay on the job as umbrella agency evenment, ACES was shaped by a volunteer after ACES was up and running.committee of key port users-five cus- What the industry committee detertomhouse brokers, four steamship lines mined was needed is what its membersand two terminal operators-with the are now using daily in pilot operation.Port Authority, the 12th member, as GE Information Services (GElS), onecatalyst and systems organizer. Realists of the EDI industry's leading

l ---L.... --'-- ----'


NYK Line containers from a Midwest stacktrain are unloaded at the 85·acre

(34-hectare) intermodal yard of Southern Pacific Lines, in the heart of the Port of Oakland.

NYK DST ServicesTo Oakland Boosted

Nippon Yusen Kaisha* (NYK Line),whose containerships call at the Portof Oakland on two routes between theU.S. and the Far East, has boosted thenumber of its double-stack train (DST)services from the Midwest to Oaklandto seven per week.

Using the "Triangular Service" initiated by Southern Pacific Lines, thestacktrains originate in Los Angelesand move eastbound with import cargo.From the Midwest, the trains are thenrouted to Oakland loaded with shipments bound for the Far East, anddomestic goods for the Bay Area, overthe Southern Pacific's Central Corridorvia the Donner Summit right of waythrough the Sierra Nevada mountains.NYK is the first trans Pacific carrierto use this route for regular stacktrainservice.

NYK now offers daily stacktraindepartures Monday through Fridayfrom Chicago and twice per week fromCincinnati. From Chicago NYK double-stack platforms are routed toDenver via the Burlington Northernrailroad to join up with the SouthernPacific's daily Central Corridor Serviceto Oakland. From Cincinnati, double-stack platforms are routed to EastSt. Louis via CSX railroad, and thento Kansas City to join SP's dailyOakland-bound train. Centex, NYK'sDST operator, contracts with theSouthern Pacific to provide this service.

According to Mr. Takeshi Watanabe,vice president and general manager ofNYK North America, the new serviceexpands the line's domestic cargo distribution options, while extending itsvessel cut-off times for intermodalcargo. "By sending international cargoto Oakland, we ensure timely intermodal connections with NYK vessels."Mr. Watanabe explained that NYKgains an additional two days loadingtime in Oakland over vessel cut-offdates in southern California, where theline's stacktrains previously terminated.

In Oakland, NYK vessels call at theMatson Terminal, a 65-acre (26-hectare) facility operated by Matson Terminals, Inc. Southern Pacific's 85-acre(34-hectare) intermodal terminal hasthree tracks that can accommodate 30five-platform double-stack rail cars

holding 300 40-foot containers. Thefacility is within 1.5 miles (2.4 kilometers) of all of the Port's containerterminals.

* An Associate Member of IAPH

Container Barge TrafficBooming: Portland

Container barge traffic on the Columbia and Snake rivers is boomingand the Port is at the center of thethriving river trade. Container movements by barge have been so strongon the Columbia/Snake system during1988 that the Port needed only 11months to record its best year ever forcontainer barge activity.

For the year, the Port had 431 bargecalls with 19,880 containers movedequaling 33,126 TEUs. The previousannual bests were 334 calls (in 1987),17,192 containers (1985) and 28,622TEUs (1985).

The nearly 20,000 containers handledfor 1988 represent a vast improvementfrom the 125 containers handled in 1975during the first year of containerbarging on the Columbia/Snake system.

The increase in the barging of containers on the Columbia/Snake systemis the result of several factors: the increase in demand for exports from thePacific Northwest; the steamship linescalling on the Port expanding theirexport container capacities; and thePort's intermodal system that connectsthe river system with three transcontinental railroads and two interstatehighways through the Port's Terminal6.

Domestic cargo is another smallmarket that has contributed to thegrowth of container barge traffic.

The forecast for the future is continued growth as long as the demandfor exports remains strong and thereis sufficient export container capacityon the steamship lines serving the Port.

(Portside)

Customs ClearanceWest Coast's Quickest

Portland demonstrated the shortestamount of time for major West Coastports for Customs clearing both generalinspection and intensive examinationcargoes, according to the results of astudy undertaken by Booz Allen &


Mr. Jack Fabulich has been electedpresident of the Port of TacomaCommission by his fellow commis-

operations are sufficient to cover operating and capital expenditures as wellas meet the District's bonded indebtedness obligations. Nor will any taxsubsidy will be required in the yearahead.

These accomplishments are the resultofextraordinary efforts by the District'sloyal and hardworking employees, thesteady policy guidance of the Boardof Port Commissioners, the activesupport of the officials of the membercities and the trust and support of thepublic. (Annual Report 1987/1988)

"The Port of Charleston's throughput totaled 5.6 million tons ofcontainercargo in 1988," saidMr. W. Don Welchexecutive director of the Port orCharleston. "That total is 1.1 milliontons up from last year's record volumeand in large part reflects the excellentgrowth enjoyed by the established linesat Charleston."

The TEUs at Charleston jumpedfrom 581,760 in Calendar Year 1987to 717,477 in Calendar Year 1988. That~s a 23.3% increase. Container tonnageIncreased 24% .

The cumulative growth rate atCharleston since Calendar Year 1985is an amazing 81.5% in containerizedcargo.

"The Port has a carefully plannedand phased growth program," Mr.Welch said, "to bring new containercapacity on-line as the market requires.We do not speculate, we plan on a soundbusiness and fiscal basis."

The Port of Charleston has a $17million expansion underway at NorthCharleston Terminal, a $15 millionproject underway at Columbus StreetTerminal and recently received approval to initiate a $60-65 million expansion at the Wando Terminal. ThePort is also looking at sites for anentirely new terminal, which will bedesigned to accommodate continuedgrowth into the next century.

Hamilton for the Western States Coalition for Effective U.S. CustomsService.

In Portland, Customs cleared 68percent of general inspection cargowithin eight hours, while the West Coastaverage was 42 percent within eighthours, and it handled 34 percent ofintensive examination cargo withineight hours, more than doubling theWest Coast average of 16 percent.

(Soundings)

San Diego ConventionCenter Spectacular

The 25th anniversary of the foundingof the San Diego Unified Port Districthighlighted a year of planning anddynamic growth. As the District stridesinto its next 25 years of service, opportunities and challenges associatedwith promoting the development oftidelands for trust purposes will becomeincreasingly complex.

The Port District was created by thestate legislature in 1962 as a unifiedadministrative agency charged with theduty to promote commerce, navigation,recreation and fisheries on the state tideand submerged lands around the periphery of San Diego Bay. As a trusteefor the people of the state of Californiathe District is responsible for thes~tidelands, except for the U.S. NavalBases and other governmental exclusions.

No other single event in the 25-yearhistory of the District will have asdramatic an impact on the waterfrontas the construction of this region'sspectacular convention center. Whencompleted in the fall of 1989, thismagnificent facility will establish a visual and architectural landmark on theBay. Construction has progressedsmoothly through the excellent workof the Fluor Corporation ContractManagement Team. This $150 millionfacility will offer convention, tradeshow and meeting venues unparalleledin this nation. The ambiance of abeautiful waterfront setting coupledwith an imaginative design will be difficult for meeting and conventionplanners to resist.

Local citizens can enjoy the lovelysetting as well, since the entire watersideportion of the building is terraced andprovides interesting vistas of the Bay


and its activity. This unique site andexciting structure will be made availableto the city of San Diego on a "tokenconsideration" 20-year lease. The SanDiego Convention Center will be operated by the Convention Center Corporation, an agency of the city of SanDiego.

The administration of San Diego'sregional airport, Lindbergh Field, situated on state tidelands, is also theDistrict's responsibility. The prospectofanother regional airport in a differentlocation yet to be found does not alterthe need to provide the traveling publicwith a modern, efficient and safe fa-cility. Improvements to the airport TEU Tonnage Growthterminal during the past year included Dramatic at Charlestonthe installation of new passengerwaiting areas in the north end of theWest Terminal, offering comfortableseating areas near gates 24 through 29.A complete renovation of the foodservice and newsstand concessionsthroughout the airport has resulted ina more attractive space for passengersawaiting aircraft boarding.

Curbside access and the improvementof space in which transportation vehicles may work more efficiently havereceived a great deal of attention aspassenger counts continue to increase.A new, more strictly regulated taxicabsystem was also developed. This newsystem will upgrade the cleanliness,safety and responsiveness of taxicabsat the airport. In addition, taxicabdrivers are now required to pass awritten examination, insuring know~edge of the city, literacy and EnglIsh-language proficiency.

Maritime commerce activities continued at last year's levels, with bulkcement accounting for the majority ofthe cargo shipped through the District'sterminals. Discussions continue withimporters of perishable foods fromSouth America which may result in newvessel calls in 1989. Automobile importscontinue to be a priority for the marketing efforts of the District. Prospectsfor this highly desirable commodityremain good.

The management philosophy of theDistrict seeks to strike a balance be-tween providing amenities and facilities Mr. Fabulich Presidentand assuring the necessary resources Of Tacoma Commissionto sustain them. Through this planningapproach, the Port District has completed another successful year. For the19th consecutive year, revenues from

1988 - A Profitable YearFor Port of Copenhagen

Nonstandard ContainersIncreasing at Le Havre

As regards exports, a very satisfactory result was reached with a gain of10%, whereas imports dropped by 3%mainly substantiated to the recessionof tanker turnover.

18,704 vessels all together called atthe Port of Copenhagen in 1988 compared with 15,764 in 1987 (an increaseof 18%).

BRT likewise showed a rise from 60million tons against 54 million tons theyear before - a rise of 4%.

On his reelection for the 23rd successive year, the Chairman of LimerickHarbour Commissioners, Mr. G.E.Russell told the annual general meetingof the harbour authority, that presentindications are that the port will continue to expand and prosper in the yearsahead.

Over the past year trading results inLimerick port and harbour have been

on ACL and Evergreen vessels, to namebut two. Indeed, the proportion of 9'6" high containers to be found onMaersk vessels is astonishing, regularlyamounting to over 15% at each call,with a maximum of 31 %. Developments since Maersk's North Atlanticservice started up mark a clean breakwith earlier trends and it is clear thatmaxi-containers are being adopted farmore quickly than was originally expected.

Considering the big gain in productivity resulting from their use by shippers, due to an increase in volume whichmakes it possible to load bulky cargoor simply reduce the number of containers (two 45' x 9' 6" containersreplace two 40' and one 20' ISO containers), all shipping companies arepreparing to follow the market, eventhough they are not committingthemselves to a policy based solely onmaxi-containers. 25% of the 23,000containers included in Maersk's latestorder are of the 9' 6" high variety.Hapag Lloyd is providing cells for 45'containers in vessels under construction. M.O.L., which operates inthe Far East and is part of the TrioGroup, is also introducing 45' containers on its Pacific routes, and Sea1andsays it is ready to follow.

There can be no doubt that a majorstep forward has been taken and thatthe way now lies open for a new generation of containers. Forecasts madein late 1987 for 1994 have had to berevised upwards. The previous bracketof 47,000/90,000 maxi-containers expected annually at Le Havre is now fixedat 100,000/150,000. Coping with themefficiently supposes urgent modifications both to the rail network (i.e. tunnelwidth on the line between Paris, Rouenand Le Havre) and to existing roadtraffic regulations.

Limerick Port Set toExpand and Prosper

TEUs49,26667,96667,06467,87682,285

106,377

cargo turnover6,723,2567,584,4447,416,6087,712,5629,368,1249,373,303

Total198319841985198619871988

In 1988 the Port of Copenhagenmanaged to increase its turnover in spiteofvarious political interventions duringthe.,year.

Turnover reached a total of 9.4million tons and the port thus maintained its position as the second largestin Scandinavia.

The major rise showed in containerturnover which increased by 30% from 82,285 TEUs in 1987 to 106,377TEUs in 1988.

For comparative reasons, the figuresfor the previous years are quoted below:

Following on what was already a verybig rise in the number of maxi-containers in 1987, from 5,000 the previousyear to 7,000, the rate at which thesenonstandard containers are beingadopted has jumped again in 1988.Judging from the results for the firstsix months of the year, we can expectwell over 10,000 for the full year.

The main reason is that Maersk'sHigh Cubes, which are 45 ft long, havenow joined the 40 ft long x 9 ft 6 inhigh boxes that are common these days

sioners, succeeding Mr. Robert Earley.He served previously as vice-presidentof the five-member commission thatsets policy and approves major expenditures.

Serving on the commission since1976, Mr. Fabulich is the president ofParker Paint Manufacturing Companyin Tacoma, Washington, a subsidiaryof Williams Holding Inc. of Boston,Massachusetts. (Pacific Gateway)

Terminal 3, the Port of Tacoma'snew $32 million container facility, isin the final stages of completion andwill open in the spring.

The wharf will be finished in earlyMarch, with completion of the pavingof the yard and the installation of thelighting system by the end of the month.Two Kone cranes costing $9 millionand constructed at Versatile PacificShipyards in Victoria, British Columbia, will be fully-operationable by June.

The two additional post-Panamaxcranes will make a total of six cranesin the adjoining Terminal 3 and 4complex. Four of the cranes, includingthe new Kone ones and two Sumitomocranes delivered in 1986, will be ableto traverse back and forth on a curvedcrane rail between the two wharfs andwill operate on Terminal 3 and Terminal4 jointly. These articulated cranes willallow any size ship to be handled ateither terminal.

Initially, both Kone cranes will runmanually, but future automation ispossible. They will have a 145-footoutreach and a 61-foot backreach, witha capacity of 50 long tons.

The two terminals will have a combined acreage of 65 acres. An improvedand enlarged Terminal 4 will have twoberths totaling 1,900 feet, while Terminal 3 will have one berth of 950 feet.

(Pacific Gateway)

Mr. Jack FabulichPresident of Portof TacomaCommission

Tacoma TerminalSNears Completion


New Handling Record at Burchardkai

The HHLA Container Terminal reports a new handling record in 1988.At 807,393 TEUs nearly 100,000 more boxes were handled than in 1987, an increaseof 14%. With 8.084 million tons, container tonnage for the first time exceededthe 8-million mark.

If the containers are added which were handled at other HHLA terminals,the company's containerisation degree has now reached exactly 78% (with ahandling total of 10.786 million t). The chief contributors to this growth ratewere once more the East Asia trading area (plus 32% to 414,000 TEUs) and thefeeder services, particularly in maritime transit with Scandinavia (plus 13 % to208,000 TEUs). Compared with the first full operating year of 1968, handlingat Burchardkai increased 25-fold. This constant growth was accompanied bypermanent expansion not only of the terminal and equipment, but also of theservices, including the logistics systems, in which Burchardkai in some cases evenholds a leading position worldwide. Even after 20 years of steady handling growth,together with constant expansion, there is still no sight of a halt to the developmentof this biggest and most modern terminal in the port of Hamburg. Extensionof Berth 9 on the Elbe side is currently well under way. In July this year a further210 metres of quay will be available there with a water depth of 15 metres.

Also in the present year (August) the 12th container crane will go intooperation there, and tenders are at present being prepared for a 13th crane. Thedimensions of both cranes are "Post panmax-Standard." Their lifting capacityis 70 5.

Simultaneously with completion of this "North terminal" the last reservesurface of Burchardkai will have been developed. It will considerably increasethe annual handling capacity.

highly satisfactory and trading returnsfor the year ended June 30 last achieveda record level of 5.61 million tonnesas compared with 4.66 million tonnesfor the calendar year 1987.

Outlining the growth he pointed outthat over the past 25 years:

* ship sizes entering the Estuary haveincreased from 10,000 d.w.t. to 150,000d.w.t.-a fifteen-fold increase.

* the volume of goods loaded and

discharged has increased from a levelof 450,000 tonnes to 5.5 milliontonnes-a twelve-fold increase.

* investment in maritime-relatedindustrial plants adjacent to the waterscontrolled by the Commissioners hasachieved a level of almost £2 billion.

No other Irish port has rivalled theseachievements over the equivalent period.

This spectacular level of progress in

the Shannon Estuary could not havebeen achieved unless the Commissioners had developed the deep-waternavigational channel and providedvastly improved services.

The development of the deep-waternavigation channel entailed intensivehydrographic surveying, updating ofnavigation charts, locating wrecks, installing modern and sophisticatednavigational lighting and other aids,as well as extending the existing portcontrol radio communication system.

The larger vessels now using theEstuary are valued at between £20 £30 million each and consequentlydemand a high level ofexpert assistanceon entering and leaving the harbour.As a consequence, the Commissionersare now the argest navigational lightingauthority in the State, with the exception of the Commissioners of IrishLights, who are responsible for lightingalong the entire coast.

Techniques have had to be developed,having regard to local limitations, tohandle in safety the giant-sized vesselsnow using the Estuary. All vesselsmoving to or from berths are supervisedby the Harbour Master or by a fullyqualified Deputy. Considerable improvements to port services to copewith the demands of the larger shipshad to be provided in training andequipping of pilots, and in arrangingfor tug boat, oil pollution control, fireand other emergency services.

Single European ActFollowing the full implementation

in 1992 of the Single European Act andthe consequent lowering of trade barriers, opportunities for Irish exporterswill be considerably enhanced providedthey can meet the requirements of theirEuropean customers in terms ofquality,cost and delivery. To maximize on theseopportunities efficient transportationlinks must have top priority withcountries of the EEC. Currently almost75 percent of Irish exports are destinedfor EEC countries.

As an island nation Ireland is almosttotally dependent on sea transport forits exports and imports, and, therefore,ports have a key role in the transportation chain, being the focal points ofinternational trade at which the varioustransportation modes of land and seaconverge and interact.

(Continued on Page 37, Col. 1)


(Photo by Rotterdam Municipal Port Management/Freek van Arkel)

(Continued from Page 36, Col. 3)

Efficient TransportIt is vital, that in the fiercely com

petitive world of the future, our portsare managed and equipped in such away as to ensure the effective and efficient transfer of goods in and out ofthe country. The importance ofefficientports to the Irish economy will be ofeven greater significance from 1993onwards when, following the openingof the Channel Tunnel, Ireland will bethe only State in the EEC solely dependent on ports to service its externaltrade.

In a recent speech to the Rotary Clubof \Vaterford Mr. Albert Reynolds,T.D., Minister for Finance, put thematter in perspective when he stated:

"With the advent of the internalmarket the importance of achievingmaximum efficiency in the operationof our ports and in shipping cannotbe overstressed. Once the ChannelTunnel is in operation Ireland will bethe only country separated from therest of the Community by sea. Thismakes it all the more important thatwe manage all aspects of our seatransport operations to minimise thegeographic disadvantages for Irishexporters" .

In the light of recent developmentsnearer home the MInister's words areboth apt and opportune in emphasisingthat the primary responsibility of Irishports is to provide a safe, efficient andlow-cost service to their import andexport customers.

(Shannon Shipping News)

Final '88 Cargo-handlingFigures for Rotterdam

At the end of last year the mayorof Rotterdam, Mr. Bram Peper, announced that the total volume of goodshandled would amount to 262.3 milliontonnes. In the event, this prognosis bythe Municipal Port Management provesto have been rather on the cautious side.

Largely due to the significant volumeof incoming oil and ore in December,the total volume handled in the fourthquarter topped 75 million tonnes-a riseof more than 10% on the same quarterin 1987.

The total volume handled in 1988was 272.8 million tonnes (1987: 255.0million tonnes)-an increase of almost7% on 1987. are handling rose 25.2%

from 34 million tonnes in 1987 to 42.6million tonnes in 1988.

The volume of coal handled fell backslightly (down 3%) as did that of oilproducts (down 6.8%). Crude oil rosefrom 82 to 85.6 million tonnes (up4.3 %). Other bulk goods increased from41.1 to 43.3 million tonnes (up 5.4%)

The total volume of bulk goodshandled rose from 207.8 to 219.3 milliontonnes (up 5.5%). Container handlingincreased by 12.6% from 30.6 to 34.5million tonnes. The other general cargorose from 9.0 to 10.2 million tonnes(up 13.4%). The general cargo sectoras a whole grew by 13.4%, from 47.2to 53.3 million tonnes.

A Good YearIt can be concluded that the port of

Rotterdam had a very good year. Thefinal figure was determined in part,however, by the spectacular result forthe month of December. Over the firstthree quarters, for example, importsof crude oil were more or less in linewith the 1987 figures. On the basis ofthe figure available at the beginningof December it appeared that oil imports in the fourth quarter would actually be down. On the other hand,there were reports about OPECagreements on production cuts to takeeffect in 1989 and on a rise in oil prices.

This would mean that imports mightincrease significantly in December orJanuary. It was expected that this wouldstart to happen in December, but thatthe effects would not really be felt untilthe new year. It is now clear that importsrose sharply as early as December.

Developments1988 was a good year, not just because

of the high cargo handling figures, butprimarily because of numerous developments which show that the port ofRotterdam is arming itself for the future. The business community and theauthorities are working together toimprove Rotterdam's competitive position. The announcement of the mergerplans for ECT, Muller-Thomsen andQuick Dispatch, the growth of fruithandling, the proposed expansions ofBell and Unit-Centre, the planned investments in a new coal terminal forFrans Swarttouw, in a modern distribution centre, the "Port of Rotterdam Distripark," and in the new Sealand Terminal, and the success ofNetrail are all signs of the zest withwhich those who operate in the portare tackling the job. We must alsoremember that, in the social sphere, theimproved relations between workersand employers offer hope for the future.


Port of Tarragonain Profile

The Port of Tarragona has a longhistory. Its origin as an artifical portgoes back to Roman times when abreakwater and wharf were built. Inthe late Middle Ages, several royalprivileges bestowed on the port wereintended to revitalize its activities, butit was not until the 18th century thatthe plans were carried out which markedthe beginning of its present infrastructure.

The Port of Tarragona has recordedthe fastest growth rate of all Spanishports over the last 10 years. During thelast 5 years, it has invariably rankedamong the three top Spanish ports interms of total volume of commercialtraffic and came first in 1983.

The type of cargo where the fastestgrowth rate was recorded in the recentpast and which nowadays makes up thehighest percentage by volume of theport's throughput is liquid bulk materials, primarily due to the petrochemicalindustry in its immediate hinterland.But besides the extraordinary increasein liquid bulk cargo, especially petroleum products, there has also been asteady increase in the volume of drybulk materials handled. Shipments ofgeneral cargo have also gone up withthe port attracting new traffic, in particular, the products of an inland automobile factory.

The improvemenet of infrastructuresand the development of port facilitiesduring the last ten years has proceededat such a rate that the Port ofTarragonais now fully in line with modern standards. In fact, new investments in plantand facilities during this period, forinstance new quays, exceed 74% (4,420m of quay length out of a total of theexisting 9,350 m) which, expressed inequipment value come to 52%. As aresult, the tonnage which the port iscapable of handling has increasedsubstantially if the capacities of thesenew infrastractures are compared withthe original facilities.

Building and construction work inprocess and planned in the near futurewill further increase the port's capacityand will considerably improve landcommunications. In this context thefollowing works and projects, among


many others, are of outstanding importance: Construction of the Catalunya Quay ("Muelle Catalunya"), thenew extension of the breakwater andthe so-called "Transverse Axis" (EjeTransversal). The construction of theCatalunya Quay means that the portwill then have the most modern deepwater quay on the Spanish Mediterranean coast. The extension of the EastBreakwater (Dique Levante) willguarantee {he protection of practicallyall quays and port installations. TheTransverse Axis," on the other hand,will in the future provide a freewaylinking the port directly to the networkof motorways and national roads.

Prospects of Development- "Catalunya Quay"

Taking it for granted that the favourable situation will persist with seatransport at a sustained high level, thePort of Tarragona is firmly decided toimprove all port facilities in the longterm. Under its short-term programme,the Port Management is directing itsconcentrated efforts within the framework ofthe Port Plan 1985-1990 to threemajor projects two ofwhich are alreadyin an advanced state of development("Catalunya Quay" and "New Breakwater, phase 1"). The third, the"Transverse Axis" has just been started.Other short-term projects include: "TheNorth-South Bypass" which will linkthe zone of the jetty and quays withoutcutting across the fishermen's quarter

Port of Tarragona

Mr. Antoni Pujol I Niub6

President

Tarragona Port Authority

and projects providing for the construction of superstructures, accessways, loading and unloading facilitiesfor inflammable and explosive products, etc. All these will complementits modern and efficient infrastructureenabling the Port of Tarragona tohandle a wide spectrum of shipmentsand to ensure a quick turnround of theships loading and unloading.

Specifically the Port of Tarragonahas proved its ability, on the strengthof its location and thanks to its facilitiesand equipment, to cope with new needs

when it was recently called upon to addlarge car shipments to its regularschedules. The policy of diversifyingthe equipment and service facilities isintended to be continued also in orderto develop the throughput of thoseproducts which at present are not beinghandled or the volume ofwhich is small.

Among the future facilities offeredby the Port of Tarragona, specialmention should made of the "CatalunyaQuay" which is a quay of672 m berthinglength, 250 m of quay apron and 20m depth of water. The total area is 17hectares. All these facts make it oneof the most important quays in theMediterranean. It was designed tohandle preferably dry bulk cargo, toload and discharge ships ofover 150,000D.W.T. and 300 m keel length. Inaddition to the projected extensionstructures, it is proposed to install threehigh-capacity unloaders. These facilities will easily bring the port's capacityto over 3.5 million metric tons per year.The quay is scheduled to be commissioned during the first four months of1989.

Frontier ControlsWill Remain After 1992

By Rt Hon Lord Young of GraffhamSecretary of State for Trade andIndustry

Completion of the Single EuropeanMarket will present British businesswith its biggest challenge since wejoinedthe European Community in 1973. Itis a challenge that will affect everybusiness, large and small, and not leastthe ports where the barriers separatingus from the rest of Europe are symbolised by customs houses up and downthe country.

But the Single Market will alsoprovide great opportunities. Opportunities for growth, prosperity andjobs.And above all opportunities for easiertrade. Ports serving the Communitywill naturally benefit from the dismantling and removal ofthose obstaclesthat currently hinder trade. They willalso benefit from the future economicgrowth that a unified market will bring.

The Government has always firmlybelieved in open markets. An open,competitive economy in which enterprise is encouraged is the foundationof our economic strategy and the

foundation of our economic success.It is also the moving force behind thecreation of a Single European Marketby 1992.

Trade will be easier because goodswill be able to move more freely withinthe Community. But frontier controlswill not totally disappear.

We cannot abolish all controls if weare to protect our citizens and stop themovement of drugs, of terrorism andof illegal immigrants.

It is vital for the whole economy thatlinks to the rest of the European marketwork with maximum efficiency. Theports no longer provide our sole modeof transit, and will from the mid-1990sbe sharing the growth of cross-Channelbusiness with the Tunnel. But the advances in both cargo-handling and information technology hold out the firmpromise of a major continuing role ingoods and passenger trade.

British ports will continue to providethe main routes between Ireland andthe continent, and they have opportunities also for expanding trade with theIberian peninsula, the Mediterranean,and wider world markets.

The British ports industry has beenresponding vigorously to the opportunities that the Single Market will bring.It has already felt and responded overthe past two decades to the great turnaround in this country's trade pattern,from the traditional markets of Empireto the increasingly integrated Europeanmarket.

The British Ports Federation performs a vital role in keeping its membersinformed of developments in the European Community. I am sure it willcontinue in this. But if the ports industryis to prosper it must be able to competeeffectively. British ports must act nowif they are not to be overtaken.

(Review, BPFj

Ports to MeetEnvironment Challenge

By Dr. Sian Pullen

In recent months environmental issues have become inescapable. Scarcelya day goes by without the mediahighlighting toxic wastes, nuclearwastes, pollution in the North Sea, thegreenhouse effect, the destruction ofthe ozone layer, acid rain and sealdeaths.

At the Conservative Party Conference in October, environmental issueshit the headlines once again. MargaretThatcher in the concluding speech ofthe conference referred to the "Torycommitment to protect theenvironment" and "Conservatives whoare not merely friends of the earth"but "its guardians and trustees forgenerations to come." It is, of course,not only the Conservatives who shouldcount themselves as guardians andtrustees: every human who consumesthe air, food and water that this planetprovides has that responsibility.

With public awareness of the healthof the environment increasing, the onuswill be on industry to 'clean up its act.'All areas of industry and commercewill come under close scrutiny, by U.K.and European Parliamentary bodies,and by environmental pressure groups.

Port operations that are subject torecent and ongoing environmentallegislation include the disposal ofdredged spoils; reception facilities foroily wastes, chemical residues andgarbage; transfrontier shipment of hazardous waste, and port developmentand expansion.

Dredged Spoil DisposalMost Western European countries,

concerned about industrial and riverestuary pollution, have already becomesignatories to a series of internationalconventions which seek to apply uniform safeguards and regulations for thewaters they share. The disposal at seaof dredged material from ports is regulated by the Oslo Dumping Convention set of guidelines.

Pollution from ShipsA series of five 'optional' annexes,

each dealing with a different aspect ofmarine pollution, exist under the International Convention for the Prevention of Pollution from Ships(MARPOL 73/78). Each annex needsto be ratified by a minimum of 50percent of the world's merchant fleetbefore it can come into force.

As each annex comes into operations,ports are required by law to provideappropriate reception facilities for shipsusing the port. It is important that portscan themselves dispose of the waste.

Hazardous WasteThe process of implementing the


Transfrontier Shipment of HazardousWaste Regulations 1988 will soon becomplete. Imports of hazardous wasteinto the U.K. have increased significantly in recent years, and the regulations will introduce a new system ofcontrol for shipments into, from andthrough the U.K.

Port DevelopmentMany ports will have recently dis

covered how difficult it is to carry outmajor development and expansionwithout incurring opposition from environmental groups. In some cases suchpressure has prevented developmenttaking place.

As more stretches of coastline aredesignated Sites of Special ScientificInterest, and as the Government isdiscouraging Private Bills for the purpose of development and expansion,it becomes ever more difficult to reconcile port progress with environmentalprotection.

Whether such a balance is possibleis a question that will become of increasing importance to the BPF andits members in the coming years.

(Review, BPFj

Pressure to ScrapDock Scheme Grows

By Ken Cooper CBEChairman of NAPE

For the last 18 months port employers have waged what is widely acknowledged to have been a highlysuccessful lobbying campaign againstthe National Dock Labour Scheme.

We are closer to repeal today thanat any time in the last 40 years. Thisis thanks to the widespread supportwe have received from within Parliament and other interested parties.

No less than 228 ConservativeMembers of Parliament have pledgedtheir support by signing Early DayMotion 275. No other motion in thelast session ofParliament attracted suchuniversal backing.

We have won the support ofvirtuallyevery powerful industrial organisationand pressure group in the country.Without exception the response hasbeen enormously positive. In manyways the campaign is developing amomentum of its own. People we havenever heard of, people we have never


spoken to are demanding the Schemeshould go.

Even some dockers themselves arecalling for repeal. I quote from a letterreceived by a port employer from aRegistered Dock Worker:

"I wish you well. The Scheme no longerhas any place in today's world. It is avery nice feeling that I have a 'job forlife' but how much more efficient andhow much busier would my own portbe without it? There is a definite changeofattitude taking place among the dockworkers. There are many more peoplewho think like I do. I urge you not tolet this matter rest."

All· of this has been achieved in thelast eighteen months. From nowherewe have developed a nationwide campaign that has attracted enormoussupport. The pressure needs to bemaintained.

CompetitionWe have come a long way, but we

are in fierce competition with otherindustries. When the Government decides its legislative programme it is nota question of whether it agrees or disagrees with the repeal of the DockLabour Scheme. I know of no government Minister who would givetwopence for it.

But next year the Government wishesto privatise electricity, privatise steeland reform the universities. We are incompetition with other great issues forvaluable government time. Havingsuccessfully forced our way on to thepolitical agenda we now have to forceour way on to the Government'sagenda. We have to make our caseunstoppable, win more supporters andredouble the efforts we are making.

AgendaThis is not just a task for port em

ployers nationally. Every individualemployer and every organization associated with the ports industry mustmake their views known at every opportunity and at the highest levels.

The port employers are united in theirwish to see the industry develop to itsfull potential. In the run up to 1992nothing less will do. By abolishing theDock Labour Scheme the Governmentwill be playing its part in helping usmove forward to meet the challengeswith which today's vibrant economypresents us. (The National Association

of Port Employers)

Upgraded RadarSystem at Southampton

Associated British Ports is to spendover £0.5 million on upgrading theharbour radar surveillance system atthe port of Southampton. More than60,000 commercial vessel movementsare handled annually by the port's Dockand Harbour Master.

Modern replacement radar displayequipment, with full daylight viewingfacilities, and new associated computerand recording equipment will be installed at the Vessel Traffic Services(VTS) Centre by Electro MagneticSystem Ltd of Yeovil, Somerset.

The existing radar scanners will beretained and service will be uninterrupted during installation. Microwavelinks, receivers and subsidiary equipment will also be renewed under thedirection of the Port Engineer atSouthampton.

Port Director, Mr. Dennis Noddings,commented:

"Monitoring and controlling themovement of large numbers of commercial vessels in busy areas such asthe Solent and Southampton Waterrequires the highest standard ofequipment and expertise. As theharbour and pilotage authority, ABP'sinvestment in modern marine facilitiesmeets the increasing demands ofshipowners' requirements and maritimeregulations."

Deep-sea OceanographyCentre at Southampton

Plans to build a new centre fordeep-sea oceanography at the port ofSouthampton have been allocatedfunding, following the announcementof the science budget allocations for1989/90 by the Secretary of State forEducation and Science, Mr. KennethBaker.

The new centre will occupy al3-acre site alongside Berths 26 and27, Empress Dock, and will comprise:

The NERC Institute of Oceanographic Sciences Deacon Laboratory, now at Wormley, Surrey(IOSDL);NERC Research Vessel Services(RVS), now at Barry, South Wales;The bulk of the University ofSouthampton Departments of

Oceanography and Geology, andelements of other departments, nowat Highfield, Southampton;A new Inter Disciplinary ResearchCentre for Ocean Instrumentation,accommodated temporarily at theUniversity of Southampton.Relocating at Southampton com-

bines the research and developmentcarried out by IOSDL and the responsibilities of RVS in a unique location, creating a new link with industryand involving the University ofSouthampton. Southampton's PortDirector, Mr. Dennis Noddings, commented:

"The new centre will provide an idealinterface between the waterfront development schemes and the port's busycargo handling activities. This is furtherevidence that Southampton is wellplaced for a diverse range ofactivities."

The centre will be the national focusfor all aspects of research and teachingin oceanography; it will serve as thehomebase for the Royal research shipsand for their technical and marinesupport. At any time, up to 500 staffand students will be working at thecentre, which will house the country'slargest collection of marine equipment.

Southampton to Supportflnterports' Conference

Associated British Ports has announced its support for the 1990'Interports' international conferencebeing hosted by the SouthamptonJunior Chamber (SJC).

ABP's sponsorship of the conferenceprovides a significant financial boostto the organisers and highlights theimportance the Company places on thefuture of the ports industry in Europeand the potential for trade growth.

Southampton Port Director, Mr.Dennis Noddings, commented: "I amsure the removal of European tradebarriers in 1992 will be high on theagenda. We expect a very good attendance from port authorities andusers on the Continent."

Mr. Noddings handed over a chequefor £5,000 to Conference Director,Mr. Geoff Scott, who as 1988 Presidentof the SJC was responsible forSouthampton's bid to host the conference.

New Chainnan for PortOf Brisbane Authority

The Port of Brisbane Authority hasa new executive chairman-Mr. AlanJ.W. George, 53, M.B.E., the managingdirector and principal of the engineering-manufacturing firm of George &Courtier Pty. Ltd., Brisbane.

His appointment was announced onFebruary 9 by the Minister for Maritime Services (Hon. Don Neal, M.L.A.).

Mr. George replaces the Hon. A.M."Max" Hodges, who turned 72 onFebruary 11, and who-after more thannine years as executive chairman - hasretired from active business life.

Mr. Neal described Mr. George as... "a successful Queensland businessman, who has developed export marketsin Southeast Asia and China" ... andwho was awarded the M.B.E. for services to the metal trades industry.

He went on: "Mr. George is thechairman of the Queensland ChinaCouncil and co-chairman of FujianQueensland Economic and TradeCo-operation Council.

"His expertise will ensure that Brisbane continues to cater for the growingneeds of port users who are relying ona fast, economical services."

Mr. Neal also paid tribute to Mr.Hodges for his achievements.

He said the decision to replace himshould not be taken in any other lightthan the government felt that it wastime for a younger person to take overin a rapidly changing industrial andcommercial environment.

"Mr. Hodges was at the forefrontin developing the new $250 million portcomplex at the Fisherman Islands whichled to an increase in trade through thePort of Brisbane," he said.

"He also kept harbour dues at thesame level as they were in 1982, whichis a 60 percent reduction in real terms."

( Brisbane Portrait j

Launceston to AssistBass Strait Ferry

The announcement by TasmanianFerry Services that George Town wouldbe the home port for the fast Bass Strait

ferry service has resulted in an offerfrom the PLA (Port of LauncestonAuthority) to assist with building thenecessary docking facilities.

PLA Master Warden, Mr. JohnFerrall, said early cost estimates ofconstructing the special dock have beenbetween $700,000 and $800,000.

The new 300-passenger ferry will costTasmanian Ferry Services about $17million to build and should be in serviceby late 1990.

The proposed catamaran will takeonly four hours to cross Bass Strait fromGeorge Town to Port Welshpool inVictoria. One return trip will be madeeach day with a second evening crossingduring peak demand times, such asChristmas and Easter.

It is expected that some form offinancial assistance would be soughtfrom the State Government, either inthe form of a grant or low-interest loan.The project would be implemented aspart of the PLA's normal commercialoperations.

"The offer of PLA assistance hasbeen made in a spirit of co-operationbetween ourselves, the George TownCouncil, local residents, and othersinvolved," Mr. Ferrall said.

(News, PLAj

H'kong Ranks AmongWorld's 3 Best Ports

Hong Kong has one of the mostperfect natural harbours in the world- it ranks among the three best, alongwith San Francisco and Rio de Janeiro.

The port has always been a key factorin the development and prosperity ofHong Kong, which is strategically located on the Far East trade routes andis in the geographical centre of the nowfast-developing Asia-Pacific Basin.

Largely due to the opening up ofChina Hong Kong has regained itsprevious importance as are-exportcentre. In 1987, Hong Kong's re-exports totalled $182,780 million, accounting for 48 % of total exports.

Hong Kong's industrialists requirefrequent and direct shipping servicesin order to compete successfully in themarket places of the world, and theport is well served by more than 150major shipping companies. VictoriaHarbour covers an area of 5,000 hectares, varying in width from 1.2 to 9.6kilometres, and it can accommodate


vessels of up to 305 metres in length,with draughts of up to 14.6 metres.

In terms oftonnages ofshipping usingits facilities, cargo handled and thenumber of passengers carried, HongKong is considered to be one of themajor ports of the world.

Administration: Responsibility foradministering the state-owned port isvested in the Director of Marine. ThePorts Operations Committee adviseshim on the shipping, commercial andother changing needs of the port, whilethe Ports Committee advises the Secretary for Economic Services onlong-term planning.

The Marine Department ensures thatconditions exist to enable ships to enterthe port, work their cargoes and leaveas quickly and as safely as possible. Itis concerned with the many aspects ofsafety standards on all classes and typesof vessels, from the largest oil-carryingtankers to the smallest passenger-carrying sampans. It also supplies all theaids to navigation, maintains mooringbuoys for ocean-going ships, managesthe Hong Kong-Macau and ChinaTerminals and administers public cargoworking areas.

Containerisation: The Kwai ChungContainer Port, located in the northwestern part of Victoria Harbour, hassix berths totalling more than 2,300metres fronting on to more than 103hectares ofcargo handling space, whichincludes container yards and containerfreight stations. Up to SIX 'thirdgeneration' container ships can be simultaneously accommodated andworked at these berths.

The Container Port Committee advises the Secretary for Economic Services on the day-to-day operation andfuture planning of the container port.

The Port of Hong Kong handled atotal of 3.4 million TEUs in 1987.Although Hong Kong already ranksas the leading container port in theworld, further expansion of the KwaiChung Container Terminal is takingplace. During 1987, the reclamationof some 26 hectares of seabed at KwaiChung Creek was completed to provideback-up space for the container terminals.

Shipping: More than 15,200 oceangoing vessels call at Hong Kong eachyear. During 1987, a total of 204,986vessels of 205.4 million net registeredtonnes entered and cleared the port,


with ocean-going vessels accounting for15,241 arrivals and 15,240 departures.On an average day, 562 ocean-goingvessels and river trade craft arrive anddepart. At any time, there are about5,000 local craft working or underwayin the harbour.

Total deadweight tonnage of cargodischarged by ocean-going vessels in1987 was 41.51 million tonnes, compared with 36.66 million tonnes in 1986.Cargo loaded was 19.61 million tonnes,compared with 16.99 million tonnes inthe previous y.ear. River trade involved6.15 million tonnes of cargo - mainlyfoodstuffs from China for local consumption - being discharged, and 3.3million tonnes of export cargo beingloaded.

Hong Kong has a reputation forhaving the fastest ship turnaround inAsia and for port charges which areamong the lowest in the world. Onaverage, there are 140 ocean-goingships working in the port daily. Duringthe passage of a typhoon in 1983 theport accommodated some 215 oceangoing ships - with room to spare.

On average, conventional shipsworking cargo at buoys are in port foronly 2.5 days and container ships arehere for about 13 hours, excludingsteaming, berthing and unberthingtime. (Hong Kong: The Fact)

$22 Minion ADB LoanFor Indonesia Project

The Asian Development Bank approved a loan of $22 million equivalentfor the Ninth Port Project in Indonesia.

The loan, from the ordinary capitalresources of the Bank, is repayable in25 years with a five-year grace periodat an interest rate determined in accordance with the pool-based variablelending rate system.

In conjunction with the loan, theBank will provide a technical assistancegrant of$515,000 to finance the servicesof consultants inport maintenance andrehabilitation and computer services.

The borrower will be the Republicof Indonesia which will relend a portionof the loan proceeds to PerusahaanUmum Pelabuhan IV (Perum IV), thegovernment Corporation for Sea Ports.The Bank loan will finance the portrehabilitation component of the projectwhile $12.6 million from the Export-

Import Bank of Japan will finance theconsulting services and purchase ofharbor craft and cargo handlingequipment on a parallel co-financingarrangement with the Bank.

As the world's largest archipelagocomprising about 13,500 islands, Indonesia is dependent on an efficientshipping and ports system to developits natural resources, promote regionaleconomic development, reduce the costof trade and increase exports. It hassome 300 public ports, many of whichwere built prior to Independence andare in need of rehabilitation.

Export, Import ThmOsaka Record High

The volume of containerized cargohandled at the Port of Osaka in 1988surpassed the previous year's recordboth in export and in import, andreached in estimation the highest ofapproximately 9 million tons and some450,000 TEUs.

Above all, the volume of importedcontainers has remarkably increasednearly by 20%, owing to the advantageousness of the Port of Osaka directlyconnected with the Greater OsakaRegion as one of the largest consumingand production centers of Japan, withthe change of Japanese economic trendfrom exp6rt- to import-oriented.

In line with this, distribution facilitiesat the South Port have steadily beenconstructed. Following the opening ofBuilding No. 3 of the InternationalContainer Center (15,000 square meters, opened in March 1988), privatelyoperated multipurpose distributionwarehouses have begun operating,meeting the increase in importationespecially of manufactured goods.

Combined with the comprehensivecontainer service network, this hasgreatly enhanced the distribution capacity of the South Port.

(Osaka Port News)

Tacoma Officials VisitSister Port Belawan

During their two-week official tourin Indonesia the Port of Tacoma Teamconsisting of Mr. Michael L. Gehrke,Mr. Robert L. Macleod and Mr. Michael R. Sawers visited the Port of

Port of Tacoma officials at Belawan, its sister port.

Belawan on 17-19 February 1989.On this opportunity Tacoma Team

with the cooperation ofPort ofBelawanheld debriefings and a one-day Seminaron "The Improvement of Managementand operations of a Non-ContainerMultipurpose Terminal."

The successful seminar was attendedby Principal Government officials aswell as private companies and otherport users in the Port of Belawan.

This implementation is one of thecooperation programmes of a sisterport relationship that was establishedand proclaimed by both parties inMedan on November 11, 1980.

Since 1960s trade between the twoports/countries has significantly increased year by year.

Palletized crumb-rubbers with thetotal volume of 631.957 tons in 1988was the dominant cargo exported directy from the Port of Belawan to Portof Tacoma.

Mutual benefit has been achievedby that Seminar, through an exchangeof ideas and experiences besides thelatest development of each port, andthe rapid advancement of technicalequipment applications may also beintroduced.

Johor Port: Malaysia'sPort Training Centre

Johor Port acts as the centre inMalaysia for Trainmar (Training Development in the field of MaritimeTransport) - a programme supportedby the UNDP and UNCTAD. Thenational centre was set up in 1984 and

deliveries were initially confined toTrainmar course only.

In 1986 the national resource centrewas upgraded as regional resourcecentre for training needs of port personnel in the region as well. Since thenthe centre has held several coursesdrawing participants from a numberof countries.

Since the centre was set up in JohorPort, a number of courses have beenconducted by local and foreign portexperts in a variety of port operationsand administration. Participants whohave attended the courses include thosefrom other Malaysian ports and portsin the neighbouring region, includingThailand, Indonesia, the Philippines,Egypt, India, Burma and Ethiopia.

The Malaysian Trainmar ResourceCentre in Johor Port has 25 qualifiedinstructors who specialise in differentareas of expertise. The Centre hasmodern lecture rooms, a library, audioequipment, a 1,000 sq ft studio andediting rooms, word processors andother communication facilities.

Johor port also provides two full timestaff while a third full-time and threepart-time staff are now funded underthe joint financing scheme set up bythe 10 principal ports in Malaysia.UNCTAD assists in contributingcomputers, audio and video equipmentto the centre. (NAD!)

Port Klang '88 Tonnage:Biggest Ever Increase

Port Klang chalked up the biggestever tonnage growth in its history whencargo handled last year hit a new record

of 15.8 million tonnes. Compared withthe 13.2 million tonnes in 1987, this isan increase of 19.7% or a hefty netincrease of over 2.6 million tonnes.

In announcing the port's trade statistics for 1988, Klang Port Authority'sgeneral manager Hashir Abdullah said,"The last time the port registered sucha hefty increase in its trade was in 1973when tonnage handled increased by1.2 million tonnes."

Port Klang's average annual growthrate is around 7.5%.

Mr. Hashir also announced that theKPA's pre-tax profit last year registereda sizeable increase of 64% to touchM$18.2 million. Pre-tax profit in 1987was about M$11 million.

Mr. Hashir said that the upsurge incargo volume through the port was notjust an indication of the country's improving economy but also of the successof the port's promotion campaign.

He explained that over the last fewyears the KPA had attracted new tradeto the port by offering incentivepackages in the form of tariff rebatesand relaxation of certain requirementsto reduce port costs for importers andexporters. This, together with "theKPA's willingness to assist port usersin every possible way had gone a longway towards attracting more trade tothe port."

Mr. Hashir said that the KPA is everready to discuss special terms with anyimporter or exporter.

He said, "We invite importers andexporters to meet with us to discussways to help them reduce port cost.Ours is an open-door policy and wemean it when we say we would do allwe can to give a helping hand to ourclients."

Penang: DangerousCargo Master Plan

The handling of dangerous cargoesin the Port of Penang has increasedconsiderably over the last few years.Some 500,000 tonnes ofbulk dangerouscargo and another 150,000 tonnes ofpacked dangerous cargo were handledat the Port in 1987. Total port tonnagefor the year was 7.83 million tonnes.With increased industrial developmentaround Penang and in the northernregion of Peninsular Malaysia, it isexpected that there will be a continuousgrpwth of shipments and varieties of


dangerous cargo transported.The dangerous cargoes imported

through Penang include vinyl chloridemonomer (vcm), Liquified PetroleumGas (LPG), petroleum and petro-chemical products, sulphur and a widevariety of other chemical andnon-chemical goods. They are mainlyhandled at the PPC's installations onthe mainland. Considerable amountsare also handled at private jetties.

In its efforts to maintain and evenincrease safety standards in dangerouscargo-handling and storage, PPC hasobtained the technical services ofa teamof consultants from the Port andTransport Consulting, Bremen throughthe technical assistance of the FederalRepublic of Germany.

During their stay in Penang the teamcomprising Capt. Karsten Bruenings,a dangerous cargo expert, Mr. H.Wilking, an economist, and Mr. J.Siefert, a town planner, will undertakethe following tasks: -

• Assess the present overall situationin the Port ofPenang and its immediatesurrounding areas regarding dangerousproducts and cargoes in relation to thesocio-economic environment.

• Investigate and forecast possibledevelopments regarding the productionand transport of dangerous cargoes inthe vicinity of the Port of Penang.

• Establish, in cooperation with theresponsible authorities, a dangerouscargo master plan for the Port ofPenang.

This is a follow-up of the study madeby Capt. Karsten Bruenings in 1986when he reviewed the current systemof the handling and storage of Dangerous Cargoes in the Port of Penang.Among others, he evaluated and assessed the safety situation for the PPC'sfacilities. One of his main recommendations was to establish a dangerouscargo master plan for the port and'itsimmediate surrounding, so that furtherdevelopment of the port area is basedon sound safety principles and on acooperation among authorities, industries, port users, the public and otherinterested parties.

(BERITA pelabuhan)

Good Finandal Result:Southland Harbour

The Southland Harbour Board in itsfinal year as a trading identity showed

44 PORTS ,'\ND HARBORS May 1989

a good financial result despite the difficult year nationwide. The tonnageof cargo at 1,580,795 tonnes was thesecond highest on record with particularincreases in aluminium, fertilizer, petroleum and forest products.

The Board's Chairman, Mr. TomShirley did not seek re-election andwill concentrate as Chairman of thePort Company, South Port NZ Ltd.

At the annual meeting in Decemberthe former deputy, Mr. Rex Powley,was elected Chairman of the Boardwith Mr. Dave Frew as his deputy.

The Board can feel justifiably proudof the position at the date the operatingassets were sold to South Port. FewPort Companies would be in a similarfinancial position and it is indeed areflection on all staff.(Bluff Portsider)

ADB Assistance forPNG Port Development

The Asian Development Bank hasagreed to provide technical assistancein the amount of $350,000 to PapuaNew Guinea (PNG) for the SecondPorts Development Study. The grantwill be financed by the Japan SpecialFund.

The objective of the technical assistance is to assist the Papua NewGuinea Harbours Board (PNGHB),executing agency for the study, to review its port system requirements, andto prepare a study identifying prioritiesfor rehabilitation and development ofport facilities throughout the country.

Further development and improvement of the port system will enablePNG to upgrade its port facilities whichneed urgent rehabilitation in view ofthe larger than anticipated traffic increases and the rapids shift to containers. To prepare a rational programfor port development, the Governmenthas sought Bank assistance in formulating a masterplan for replaceing andrehabilitating port facilities, includingthe main wharf at Port Moresby whichis nearing the end of its physical life.

PSA Sets Up Data LinkWith Port of Bremen

By Sharon Gan

Public Relations DepartmentOn 1 December 88, the Port of Sin

gapore Authority (PSA) established a

"teleport" link with the Port ofBremen,West Germany. This is in line withPSA's aim to become the leading information handling port in the Far East.

A Letter of Intent to set up this datalink was signed between MAP ServicesPte Ltd. (MAPS), a subsidiary of PSAon behalf of the Port, and DatenbankBremische Hafen GmbH (DBH) forthe Port of Bremen. Mr. Ng KiatChong, Chairman, MAPS and Mr.Wene Lampe, Managing Director,DBH were the signatories at a signingceremony held at the PSA ConferenceHall on TuesdaY,29 November 88.

Teleport is part of PSA's efforts topromote Electronic Data Interchange(EDI) in port operations. WhileTRADENET caters to the informationflow between traders and the Government agencies, and PORTNET catersmainly to information flow betweenport users and PSA, Teleport will caterto international information flow between ports for exclusive use by portusers in Singapore.

With the EDI link, port users inSingapore and Bremen would be ableto exchange advance shipping data,such as arrivals and departures ofvessels from various ports through thecomputers of the respective ports morequickly and efficiently.

"As the Asia-Pacific area is a growtharea and we have many imports fromSingapore' and the other Asia-Pacificcountries, it is very important that theinformation flow of trade must besmooth to facilitate the flow of shipment. Singapore has a good foundationfor the Teleport link, with its know-howin telecommunications and contactswith customers in Bremen and Singapore," said Mr. Wene Lampe.

PSA's vision of the future is an"electronic highway" of informationlinking Singapore to other containerload centres. Faster clearance at theport will be possible with informationflow preceding physical movement.

Earlier on 15 November 88, Singapore established teleport links with twomajor Hong Kong ports - Hong KongInternational Terminal (HIT) andModern Terminals Ltd. (MTL) to exchange information on loading containers at their .respective terminals.This advance information flow will helpto improve yard planning at TPT andresult in faster ship turnround time.

(PSA News)

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