11„”“ƒ (No. 9) - IAPH

&Ports HarborsPublished by The International Association ofPorts and HarborsNGO Consultative Status, United Nations (ECOSOC, UNCTAD, IMO, CCC, UNEP)Secretary GeneralSatoshi Inoue Head Office5th fl. North Tower New Pier Takeshiba1-11-1 Kaigan, Minato-ku, Tokyo 105-0022, Japan Tel: 81-3-5403-2770Fax: 81-3-5403-7651Web site: http://www.iaphworldports.orgE-mail: [email protected]

Commemorating the 46th Anniversary of IAPH...............................................................3

IAPH ANNOUNCEMENTS AND NEWSA brief presentation on WTC and IAPH ...................................................................................................................4The 14th International Symposium on the Transport of Dangerous Goods by

Sea and Inland Waterways, ISTDG 14 .............................................................................................................. 6IAPH President Someya attends The Nantong Fair of Port Development and Investment in China..................... 81st Pan-African Port Conference, December 10-12, 2001, Abidjan (Côte d’Ivoire) ...............................................9Informative publications sent to IAPH members • Contributors to the IPD Fund (Tobin Fund)..........................11Visitors • Membership Notes • New IAPH Website received 18,889 hits by October 23 ....................................12

OPEN FORUMTechnological Innovation is A Must for Both Ships and Port by Pieter Struijs.....................................................13CARGO 2000 by Itzhak Benozer ............................................................................................................................15

INTERNATIONAL MARITIME INFORMATIONAAPA 2002 Quick Reference - Seminar Schedule • ICHCA 2002, Yokohama, Japan • ILO: Programme of

Meetings in 2002 • ISU: The 4th International SALVAGE & WRECK 2001 ...............................................19Marintec China 2001, Dec. 4-7, Intex Shanghai, China • Rotterdam: Rotterdam Tanker Event,

14-17 April 2002 • SEA JAPAN 2002, April 10-12, 2002, Tokyo Big Sight Exhibition Center • SHIPORT CHINA 2002, June 26-29, 2000 at Dalian Xinghai Convention & Exhibition Center.................20

ISU: Marine Salvors set to reinforce their responder immunity • Swedish Club: ISM Code-compliant owners gain more benefits ................................................................................................................................21

TT Club: Warns of new procedures for heavy cargo handling ..............................................................................22New Publications ..................................................................................................................................................... 22

WORLD PORT NEWSThe Americas

Canaveral: New home port for Holland America Line • Canaveral: New waterside security zones in place ..... 23Fraser River: Cargo traffic during first half of 2001 • Halifax: Forges ties with private sector for “SEA WALL”

development • Long Beach: Sees falls in box traffic; puts up 5m share for PCH project.............................. 24New Orleans: Executive change-over at Port’s Board of Commissioners • State of New York: Governor

George E. Pataki Announces Graduate Institute in Honor of Neil D. Levin.................................................. 25Panama: “The Future of Panama” by Alberto Aleman Zubieta • Trinidad Tobago: Attracts global interest •

Vancouver: A new study released .....................................................................................................................26Africa/Europe

ABP/Immingham: HIT welcomes Forest Line’s m.v. Atlantic Forest • AMS: Bright Future for Passenger Terminal Amsterdam ........................................................................................................................................ 27

AMS: Enormous growth in cruise shipping ...........................................................................................................28Antwerp: Maritime cargo turnover up 3.3% during first half 2001 • Antwerp: Flemish Parliament argues for

further deepening the Scheldt • Antwerp: Ports of Flanders - Centres for hinterland logistics .....................29Constanza: Building new container terminal at Constanza South • Cyprus: Concession Contract for

Re-development of Larnaka Port ......................................................................................................................30Dublin: Major upgrade for Dublin • Helsinki: A new ferry berth is completed • Helsinki: Turnover almost

at the previous year’s level • Le Havre: Public sector contracts for Port 2000 ...............................................31Marseilles: Seeking 3 candidate specialists • Namport: Port of Walvis Bay to play important role ....................32Nigerian Ports Authority’s Mission Statement with Port Profile............................................................................33

Asia/OceaniaBrisbane: Inks agreement with stevedor Patrick for facility relocation .................................................................35Calcutta: Port’s Future Plan • Chennai: 30-year concession to P&O Ports-led consortium for box terminal

development ......................................................................................................................................................36Gladstone: $1 billion of trade via Gladstone Port Central during 2001/2002 •

Gladstone: Port Facility Remediation Works ..................................................................................................37JSE: Celebrates its 80th anniversary on Oct. 3 • PSA: Responds to ongoing globalization in

shipping and logistics • Sydney: New Terminal to boost rail freight ..............................................................38Taranaki: Maersk Sealand brings another new shipping service • Westgate: Announces its 2000/2001

performance review............................................................................................................................................39

THE Port of Vancouver is Canada's princi-pal gateway for trade with Pacific Rim

countries, and is a major generator of jobs andvalue for the Canadian economy. Canadiantrade with more than 100 nations worldwideis facilitated through the Port of Vancouver.

Canada Place is the Government ofCanada's landmark investment in BritishColumbia and has become the focal point forBC's thriving tourist and international tradesectors and a meeting place for all Canadians.

Ports & HarborsNovember 2001Vol. 46No. 9

IAPH Officers

PresidentAkio SomeyaExecutive Vice PresidentNagoya Port AuthorityJapan

First Vice-PresidentPieter StruijsExecutive DirectorRotterdam Municipal Port ManagementNetherlands

Second Vice-PresidentH. Thomas KornegayExecutive DirectorPort of Houston AuthorityUSA

Third Vice-PresidentJohn HayesGeneral ManagerProperty and PlanningSydney Ports CorporationAustralia

Immediate Past PresidentDominic J TaddeoPresident & Chief Executive OfficerMontreal Port AuthorityCanada

Conference Vice PresidentSiyabonga GamaChief Executive OfficerPortnetSouth Africa

Secretary GeneralSatoshi InoueIAPH Head OfficeTokyoJapan

11月号 (No. 9) 01.10.31 4:22 PM ページ1

You can reach us safely via our deep-water channels

essential for the deep-draft vessels of tomorrow and

using ShIPS, our unique on-line vessel booking system,

available 24 hours a day. Very smart up top, and you

won’t touch our bottom.

More depth atno extra charge.

Tel: 9296 4999 Fax: 9296 4742 www.sydneyports.com.au

First port…future port

11月号 (No. 9) 01.10.31 4:23 PM ページ2

INTERNATIO

NAL

ASSO

CIATION OF PORTSAN

DHARBORS•

selves.In today’s global maritime indus-

try, competition among portshas become remarkablyintense, especially with the prevail-ing trend for giant container shipsto call only at a selected number ofports, with the others being servedby smaller feeder vessels. This hasinevitably led on one hand toincreasing gaps between large andsmall ports, while on the other ithas also led to calls for evenstronger cooperative ties among dif-ferent ports. In this time of intense

competition, many ports have found it moreimportant than ever to collaborate with oneanother for tangible mutual benefits, inorder to survive in the current market. This isillustrated in the many new patterns of portaffiliations seen among ports in various coun-tries, which have become more strategicallymarketing-oriented in comparison with themerely friendly affiliations common in the past.

It is also worth noting that growing con-cerns for the environment have led ports inevery part of the world to take appropriatemeasures to ensure healthy and sustain-able development. Environmental issues,however, cannot be addressed at the individualport level. Rather, they need to be consid-ered on a global scale, as degradation of theenvironment in one part of the globe can alsoseriously affect the environment in other areas.This is seen in the cases of ocean contamina-tion and global warming. Thus, portsaround the world are now required to makeconcerted efforts to tackle these crucial issues,and further cooperate with one another toensure the heritage that we as the world portcommunity can hand down to coming genera-tions. After all, no port can thrive in isolation,protecting only its own interests; the way tostable prosperity lies in mutual coopera-tion and understanding.

Under such circumstances, the IAPH, as amajor world ports association, is expectedto play an even more important role, to facili-tate such cooperative relations and betterserve the interests of the world ports commu-nity at large. Through strong collaborationinside the Association, the IAPH enhances theexchange and flow among its members of infor-mation that is relevant and necessary for portdevelopment, so that they can better cope withthe challenges facing ports around the world.With a strong solidarity, the Associationalso works to protect the interests ofports at large on the international level.By fulfilling these missions, the significance ofthe IAPH is again demonstrated and acknowl-edged in this time of increasingly rapid changes.

In order to further expand the already con-siderable significance of the IAPH in the comingdecades, and thus make the world of the 21stcentury a better place for all, let us continueworking together into the future to achieveworld peace through world trade, whichdepends, of course, on the prosperity ofworld ports themselves.

O N November 7 this year,the InternationalAssociation of Ports and

Harbors marks its 46th Anniversarysince being established in 1955. Fornearly half a century, the IAPH hasworked, with strong solidarity amongits members, under the fundamentalconcept of “World Peace throughWorld Trade, World Trade throughWorld Ports.”

Most unfortunately and sadly,however, the underlying theme ofour Association, world peace, wasseriously challenged on September11 this year, when the world met with anunprecedented tragedy in the terrorist attacksthat devastated New York’s World TradeCenter, which also housed the office of thePort Authority of New York and New Jersey, along-time active member of our Association.

While expressing our deepest condolencesand sympathies to the families and friends ofour dear colleagues at the Port Authority ofNew York and New Jersey who suffered fromthe tragedy, we also admire the resolutecourage of the bereaved staff at the PortAuthority, which brought the port operationsback to normal in a very short time after theattacks. It is indeed worthy of the highest com-mendation. Fully aware that the transport sec-tor plays a vital role in people’s lives, theyworked around the clock with what must havebeen very heavy hearts to carry out theirduties.

The members of the IAPH have alwaysbelieved, just as our courageous colleagues inNew York do, that trade is ultimately one ofthe most constructive ways to maintain andenhance the harmonious development of theworld, and we take pride in being involved in aport community that supports the healthygrowth of the world maritime transport indus-try. The fundamental theme of the IAPH,“World Peace through World Trade,World Trade through World Ports” hasnever at any time in the past had such signifi-cance as it does today. We, as the world portsassociation, vow that this mission will remainunchanged for the future, and will strive contin-uously for its fulfillment.

While steadfastly fostering this perpetual andunchanging theme, the IAPH has always trans-formed itself to meet the changing needs of dif-ferent times, and will continue to do so in thefuture. As we approach a history of half acentury, I would like to take this opportunityas the 24th President of our Association toexpress my heartfelt respect and appreciationto our founders and predecessors for theirdedicated efforts to make the IAPH what it istoday; these efforts have helped the world portindustry develop to the extent we now enjoy.By squarely addressing various issues that haveemerged in the field of maritime transport andensuring that the IAPH has been able to meetthe resultant needs of our members at differenttimes, the Association has over the course oftime played an important role in the maritimecommunity. Equally important are the devoted

3PORTS AND HARBORS November 2001

the th Anniversary4646 of IAPH

Commemorating

contributions of our members today to furtherimproving the Association and making it aneven more meaningful and relevant organiza-tion in this new century. I here again would liketo express my deepest thanks.

As we are all aware, the world maritimeindustry has evolved dramatically interms of shipping and trade patternsover the past few decades, and this hasinevitably required ports to constantly remainon top of newly-arising trends. No one couldhave imagined 46 years ago, for example, thatcontainer shipping would ever play such agreat role as it does today, and that ships carry-ing these containers would grow to their cur-rent size. Forty-six years ago, the impor-tance of environmental concerns was notalways given the attention it is todaywhen establishing port development projectsand introducing new innovations in shipping.Also over this time, port administration sys-tems themselves have developed into the manyforms we see today, with dramatic increases inthe level of participation of the private sector inport management and operation, aimed atupgrading efficiency and lowering the costsborne by customers.

With this in mind, one may easily imagineequally unforeseeable changes in the com-ing decades as well. During this period, theIAPH, as always, will be encouraging and assist-ing our members to think ahead of comingchanges, not just keep abreast of them. It isjust this role that will guarantee the viability ofthe Association in the coming decades; howev-er, this is a role that will not be possible for usto fulfill without the continued contributionsand cooperation from our members them-

Dr. Akio SomeyaPresident, IAPH

11月号 (No. 9) 01.10.31 4:23 PM ページ3

4 PORTS AND HARBORS November 2001

World Trade Centers

O UR story goes back to NewOrleans for its InternationalHouse, an NPO created in 1943

with the support of the State ofLouisiana and its Chambers ofCommerce. It is, so to say, a One StopTrade Service Center for traders and con-sumers. The motto of the New OrleansInternational House is “Dedicated toWorld Peace, Trade andUnderstanding.” (Source: pp. 65, WTCTokyo Matsumoto file, pp. 196, 1967Conference Proceedings)

The roles played by the New OrleansIH (International House) and its serviceshave received recognition from varioussources. For example, Reader’s Digest,in its October 1948 issue, introducedheartwarming episodes concerning thespeedy and timely cross-border servicesprovided by the New Orleans IH for theurgent and timely delivery of Seasonalpresents to orphanages in a country inLatin America. (Source: pp. 65, WTCTokyo Matsumoto file)

President Dwight D. Eisenhower com-mended the facility as follows: “The spir-it and program of International Houseare a splendid example to cities acrossthe country.” President John F. Kennedyalso praised it, saying: “InternationalHouse has demonstrated that trade rela-tions must be accompanied by a betterunderstanding of human relations andhas done something about it in a practi-cal positive way.” (Source: pp.9, WTCTokyo Matsumoto file).

New Orleans WorldTrade Center: The NewOrleans IH not only con-tributed to raising the pro-file of the business com-munity in New Orleansbut also to the rise of traf-fic at the Port of NewOrleans. Importantly, theconcept of these interna-tional facilities spreadwidely to other cities inthe USA and all corners ofthe world, while the com-mon name employed for these institu-tions was “World Trade Center.” San

Francisco, Miami, Houston, New York,Melbourne, Australia, and Rome, Italywere the cities which stepped forwardto follow New Orleans’ lead.

(Ref: Tokyo WTC was initiated in 1964)(Source: pp. 5, WTC Tokyo Matsumotofile)

In 1963,at the 3rdI A P HConferencein NewO r l e a n s(ConferenceChairman:Mr. W.J.A m o s s ) ,

IAPH delegates sat withdelegates of the then-con-vening Mississippi ValleyWorld Trade Conference,taking the opportunity toexchange views andideas. IAPH delegatesalso heard a presentationby Mr. Harvey Williams,Chairman, Commission onCommercial Policy of the

ICC, entitled “Trade: The Secret Weaponof the Free World.” An excerpt of hispaper reads:

A brief presentation onWTC and IAPH

In Honor of The World Trade Center New York and Trust in its Revival

W.J. Amoss

Delegates and representatives have enjoyed their harbor tour on board “President.”

11月号 (No. 9) 01.10.31 4:24 PM ページ4


I A P H A N N O U N C E M E N T S & N E W S

“I should like to talk with you notabout the construction and managementof ports & harbors but about their func-tion and your responsibilities at a verycritical moment in the history of ourWorld. Ports and harbors are the verita-ble nerve centers of the world trade.Your membership representing 61 majorworld ports, and others at smaller har-bors, are the brains actuating thesenerve centers. To them and from themflows the commerce of the World.

“You are at the points where inlandand sea-borne commerce meet at thecenters of assembly and distribution.The struggle, which is going on in theworld today in combination with thestrategic location and nature of your ownactivities, places upon your shouldersresponsibilities in two different but relat-ed areas. One is to maximize the flow ofinternational trade, having a full under-standing of the significance and essen-tial character of commerce to the devel-opment and preservation of the FreeWorld. The other is to develop an effi-cient system of coordinated internationaldoor-to-door transportation, operated asa single service, as simple to use, as effi-cient in operation, and as reliable as theinternational postal service.” (Source: pp.40, 1963 Conference Proceedings ofIAPH)

New YorkWorld TradeCenter: In themeantime, theWorld Trade CenterNew York wasapproaching thefinal stretch whereboth its conceptand its design weretaking realisticshape – a shape it would retain untilSeptember 11, 2001. Mr. Austin J. Tobin,then Executive Director for the Port ofNew York Authority, in the December1965 issue of the IAPH journal “Portsand Harbors” introduced an article enti-tled “The World Trade Center in the Portof New York” describing in detail theconcept for the new facility. The modelof the WTC New York was featured onthe journal’s front-cover.

Notes by the Head Office: Mr. Tobin was theCreator and Mentor of the IAPH Committee onInternational Port Development and the IAPHInternational Port Development Technical AssistanceFund (sometimes known as Tobin Fund), which sup-ports the IAPH’s Bursary and Award schemes as car-ried on and out today by the IAPH Human ResourcesDevelopment Committee. He was elected HonoraryMember in 1971.

World Trade CenterAssociation (WTCA)

Well before hisleaving the office asIAPH SecretaryGeneral in 1967 (apost he had heldsince 1955 whenIAPH was estab-lished. He was thearchitect of IAPH.),Mr. G. Matsumoto,as the Chairman ofTokyo World Trade Center, was workinghard to strengthen the unity of the WorldTrade Centers. He stressed the signifi-cant roles to be played by world trade

centers on the occasion of a press confer-ence at the 4th IAPH Conference in 1965in London. In 1967, at the 5th IAPHConference in Tokyo, Hon. T.H. Boggs(Member of the House ofRepresentatives, US; IAPH HonoraryMember 1963) in support of organizing anew Association, presented a paper on“Development of Ports and the Role ofthe World Trade Center.” (Source: pp.194-200, 1967 Conference Proceedings)

In 1968, an international group of sup-porters of the concept returned to NewOrleans and discussed the possibility ofestablishing a World Trade CenterAssociation. They further met in 1969 inAmsterdam.

Then, in 1970, at the newly createdWorld Trade Center Tokyo, representa-tives of 28 WTCs covering a total of 8countries met and established the WorldTrade Center Association as it is knowntoday and agreed to locate its headquar-ters in the New York World Trade Center(Mr. Guy Tozzoli as Chairman). Today(as of April 2001), the WTCA embraces322 World Trade Centers in 95 differentcountries and economies and is function-ing as actively as ever.

(Notes by the Head Office: Our thanks go to WorldTrade Center Tokyo and the Tokyo Office of thePort of New Orleans for their support and generousoffer of materials.)

DECEMBER 1965 Vol. 10 No.4

THE INTERNATIONAL ASSOCIATION OF PORTS AND HARBORS

Austin J. Tobin

Gaku Matsumoto

Port of New Orleans

Port of New Orleans / Donn Young Photograph

11月号 (No. 9) 01.10.31 4:24 PM ページ5



The 14th International Symposium onthe Transport of Dangerous Goods

by Sea an Inland Waterways, ISTDG143-5 September 2001-09-19 Johannesburg, South Africa

P.C. van der KluitAbdullah Omar

A South African ConferenceCommittee under the auspicesof IMO and an international

advisory committee, in which IAPH wasrepresented, had organized ISTDG14.Conference host was Capt. Brian Watt,Chief Executive Officer of the SouthAfrican Maritime Safety Authority,SAMSA. Conference Chairman was Mr.Tom Allen from the UK Department ofTransport and Chairman of IMO’sMarine Safety Committee, MSC.Another prominent participant was theChairman of IMO’s Marine EnvironmentProtection Committee, Mr. Mike Julianfrom the Australian Maritime Safety

Authority, AMSA.Mr. Abdullah Omar, South African

Minister of Transport, presented theofficial opening address.

His presence underlined the dedica-tion of the South African government inmatters related to the safety of trans-portation and handling of dangerousgoods.

In his address he touched on the veryessence of the matter when stating that“If the transport infrastructure is thearteries of our economies, then keepingthese arteries clean and healthy meanssparing no effort to make them safe,reliable and secure.”

During the two-day event a numberof highly authoritative session chairmenand speakers took the audience througha wide variety of subjects related to thetransportation and handling of danger-ous goods. Regulatory aspects, bulkcargoes, environment protection, riskassessment, traffic management andlogistics were amongst the headingsunder which presentations were made.

The successful seminar was conclud-ed with the unanimous adoption of 5resolutions that are reproduced else-where in this issue of “Ports andHarbors.” It was particularly rewardingfor IAPH that one of the resolutionscalls for support for IMO’s WorkingGroup on the Ship/Port Interface, SPI.This resolution was a direct and posi-tive response to the paper of your IAPHrepresentative on global issues that areof relevance to ports, and in which heemphasised the importance of the workof SPI in addressing matters that arecrucial to the safety in the ship/portinterface.

P.C. van der Kluit Managing Director

IAPH Europe Office

Sponsors: The National Ports Authority of SouthAfrica (Portnet), Smit Pentow Marine, BureauVeritas, African Explosives, Unicorn Tankers,SAMSA

Supporting Organizations: IMO, UN/ECE, ICS,IAPH, ICHCA, IRU, OCIMF, DOT-UK

RESOLUTION 1

IMPLEMENTATION OF THE IMDG CODE AND OTHER IMOINSTRUMENTS CONCERNING THE CARRIAGE OF

DANGEROUS GOODS BY SEA

The Johannesburg International Symposium on the Transport ofDangerous Goods (ISTDG 14)

RECALLING the provisions of SOLAS chapter VI/I-1, which appliesto the carriage of cargoes (except liquids in bulk, gases in bulk and thoseaspects of carriage covered by other chapters) which, owing to their par-ticular hazards to ships or persons on board, may require special precau-tions in all ships to which the present regulations apply and in cargo shipsof less than 500 gross tonnage,

RECALLING ALSO the provisions of SOLAS chapter VII/I-1, whichapplies to dangerous goods carried in packaged form or in solid form inbulk, in all ships to which the relevant regulations apply and cargo ships ofless than 500 gross tonnage,

RECOGNIZING the importance of the wide and effective imple-mentation of the International Maritime Dangerous Goods (IMDG) Codeand other IMO instruments concerning the carriage of dangerous goodsby sea and their contribution to the safety of life at sea and protection ofthe marine environment and ultimately to the seamless flow of interna-tional seaborne trade,

RECOGNIZING ALSO the urgent need to establish bilateral ormultilateral agreements or arrangements for the implementation of theIMDG Code and other IMO instruments concerning the carriage of dan-gerous goods and co-operation between States,

URGES coastal States concerned, in particular coastal States in theSouthern African region:

(a) to establish bilateral or multilateral agreements or arrangements inaccordance with the provisions of the relevant InternationalConventions so as to facilitate the efficient and safe handling and car-riage of dangerous goods by sea; and

(b) to communicate to the Secretary-General of the International MaritimeOrganization the text of such agreements or arrangements for circula-tion to all Member States of the Organization.

RESOLUTION 2

TECHNICAL ASSISTANCE IN THE CARRIAGE OF DANGEROUSGOODS BY SEA

The Johannesburg International Symposium on the Transport ofDangerous Goods (ISTDG 14)

HAVING ADOPTED Resolution 1 on the Implementation of theInternational Maritime Dangerous Goods (IMDG) Code and other IMO

11月号 (No. 9) 01.10.31 4:24 PM ページ6



instruments concerning the carriage of dangerous goods by sea,RECOGNIZING that proper compliance with the provisions of the

IMDG Code and other relevant IMO instruments requires appropriatetechnical expertise, resources and well-trained personnel,

BEING AWARE that certain coastal States of the Southern Africanregion do not yet posses all appropriate technical skills and knowledgeconsidered essential for the implementation of the provisions of theCode and other relevant IMO instruments and therefore are in urgentneed of appropriate training for their personnel involved in the handlingof dangerous goods aboard ships and in port areas,

CONSIDERING that the promotion of technical assistance willstrengthen the effective implementation of the provisions of the IMDGCode and other relevant IMO instruments,

1 INVITES Member Governments to make available their nationalmaritime training facilities for the training of personnel of interest-ed States, in particular Southern African States in the region,involved in the handling of dangerous goods, and to sponsor fel-lowships for such training in consultation with the InternationalMaritime Organization.

2 INVITES the Secretary-General of the International MaritimeOrganization:(a) to seek ways and means of securing the necessary funds to assist

States which request technical assistance for the provision of propercompliance with the provisions of the IMDG Code; and

(b) to bring this resolution to the attention of the Maritime SafetyCommittee, the Marine Environment Protection Committee and theTechnical Co-operation Committee; as well as to all MemberGovernments.

RESOLUTION 3

IMO’s SHIP/PORT INTERFACE (SPI) WORKING GROUP

The Johannesburg International Symposium on the Transport ofDangerous Goods (ISTDG14)

RECALLING the provisions of IMO resolution A.786 (19) on aStrategy for Ship/Port Interface (SPI), thereby taking matters concerningthe ship/port interface under the aegis of IMO,

RECALLING FURTHER that the main objective for the SPIWorking Group was to act as a forum for promoting co-ordinationbetween relevant intergovernmental and non-governmental internationalorganizations on matters arising from the ship/port interface,

NOTING that the SPI Working Group identifies and considers sub-ject areas and topics concerning both ships and ports with the aim ofensuring the availability of appropriate standards, codes, recommenda-tions and guidelines in order to enable ships and ports to interface har-moniously in ensuring safety, preventing pollution and enhancing mar-itime traffic,

NOTING FURTHER that the SPI Working Group, in order toavoid duplication of work and efforts, takes into account all work doneand/or presently under consideration in other fora within or outside IMOand addresses a variety of maritime safety and environmental interfaceissues not only relating to port but also further into the hinterland,

1 EMPHASIZES the importance of the work of the SPI Working Group; 2 URGES States concerned, particularly States in the Southern African

region, to actively participate in the work of the SPI Working Group.

RESOLUTION 4

OUTCOME OF THE GLOBALLY HARMONIZED SYSTEM FOR CLASSIFICATION OF CHEMICALS AND

HAZARD COMMUNICATION

The Johannesburg International Symposium on the Transport of

Dangerous Goods (ISTDG14)

RECALLING the provisions of Agenda 21, chapter 19 of the 1992United Nations Conference on the Environment and Development(UNCED) which deals with the environmentally sound management oftoxic chemicals, including prevention of illegal international traffic intoxic and dangerous products,

RECALLING ALSO the provisions of IMO resolution A. 717 on“Co-ordination in matters relating to Dangerous Goods andHazardous Substances,” whereby IMO agrees to co-operate with theUnited Nations Committee of Experts on the Transport of DangerousGoods on an international code for carriage of dangerous goods,

NOTING, with satisfaction, the successful outcome of the GloballyHarmonized System (GHS) for the classification of chemicals and haz-ard communication in the context of Agenda item 21, chapter 19 ofthe 1992 UNCED,

NOTING FURTHER, in particular, the criteria adopted for theclassification of substances and mixtures hazardous to the marine envi-ronment;

INVITES the International Maritime Organization to continue towork closely with the United Nations Committee of Experts on theTransport of Dangerous Goods and other modal transport regulatorybodies in considering possible adoption of the GHS criteria in maritimetransport regulations.

RESOLUTION 5

EXPRESSIONS OF APPRECIATION

The Johannesburg International Symposium on the Transport ofDangerous Goods (ISTDG14)

NOTING the support provided by the Government of SouthAfrica and the International Maritime Organization (IMO) for the orga-nization and running of the Symposium,

NOTING ALSO the support provided to the same effect by theUnited Nations Economic Commission for Europe (UN/ECE), SouthAfrican Marine Safety Authority (SAMSA), UK Maritime andCoastguard Agency (MCA), Transport Canada, South African NationalDepartment of Transport, National Ports Authority (PORTNET), theInternational Chamber of Shipping (ICS), the International Associationof Ports and Harbours (IAPH), the International Cargo Handling Co-ordination Association (ICHCA), the International Road TransportUnion (IRU), the Oil Companies International Maritime Forum(OCIMF), World Nuclear Transport Institute (WNTI), Marine DataSystem, DRIZIT, TEN-E, SIGTTO and Smit Pentow Marine (PTY) Ltd.,

1 EXPRESSES its deep appreciation to the Government and peo-ple of the Republic of South Africa for the welcome extendedand kindness shown to all participants and for their generoushospitality and overall contribution to the success of theSymposium;

2 CONVEYS its most heartfelt thanks to the Minister ofTransport of South Africa for the highly successful Symposium;

3 EXTENDS its sincere thanks to:- the Secretary-General of IMO; - the Chairmen and lecturers of the various sessions of the

Symposium for preparing and delivering excellent and veryinstructive lectures on their topics;

- the Governments and international organizations sponsoring themfor making them available; and

- all other persons who have contributed in various ways to the suc-cess of the Symposium;

4 REQUESTS the IMO Secretariat to convey these expressionsof appreciation to all entities concerned

11月号 (No. 9) 01.10.31 4:24 PM ページ7



F ROM September 21 to 23, the Fairof Port Development andInvestment was held in Nantong,

China, which is one of the first 14Chinese cities opened to the world, lyingapproximately 100 km north of Shanghaion the north bank of the Yangtze River.Dr. Akio Someya, President of IAPH,attended this first large-scale port-relat-ed event in the city, organized by theNantong Municipal People’sGovernment and the China Ports andHarbors Association, and offered con-gratulatory remarks for its success onbehalf of the IAPH.

The City of Nantong, taking advantageof its strategic geographical location atthe point where the South Yellow Seameets the Yangtze River, has, as one ofits development policies, the concept“City Thrives on Port Development.”With a strong industrial foundation in itshinterland, the Port of Nantong is one ofthe fastest growing ports in the country.It joined the IAPH in 2000 and sent itsdelegates to the World Ports Conferencein Montreal.

Furthermore, the road networks con-necting the port with the surroundingareas are being further upgraded, whichwill accelerate the speed of port and cityexpansion. Facilities at the port are ofcourse being greatly improved by thedeepening of port waters and construc-tion of additional berths to accommodatelarger vessels.

The Fair of Port Development and

Investment could not have happened atany better time, in the sense thatNantong is currently making all-outefforts to find the best ways to developitself into a major port city. Suitable tothis fast-rising city of China, the Nantong

From left: Mr. Li Zheng Dong, Secretary General,China Ports and Harbors Association; Dr. AkioSomeya, IAPH; and Mr. Shi Boxiang, DirectorGeneral, Nantong Port Authority

Mr. Shi Boxiang, Director General, Nantong Port Authority (center) and Dr. Aoki Someya, IAPH (thirdfrom right)

IAPH President Someya attendsThe Nantong Fair of Port Development and Investment

in China

Fair was filled with energy and enthusi-asm, and was attended by some 750 del-egates from inside and outside of thecountry, including such dignitaries as Mr.Luo Yiming, Mayor of Nantong City, Mr.Lin Yunqing, Vice President of the ChinaPorts and Harbors Association, and Mr.Shi Boxiang, Director General of theNantong Port Authority. The presence ofMr. Hu Jinglu, Director General of theDepartment of International Cooperation,Ministry of Communications, alsoshowed the strong support of theChinese Government for the develop-ment of this port city.

During the course of the event, expertsin many different fields activelyexchanged views and opinions on thefuture possibilities of Nantong, includingdevelopment plans for its port and theeconomy at large. All these inputs werevery much appreciated by the City andPort of Nantong, for the promising futureof regional industry together withadvanced port facilities form the funda-mental driving force for further prosperi-ty.

Dr. Akio Someya, in his remarks duringthe Nantong Fair, made a brier presenta-tion of the IAPH to the participants, andoffered his heartfelt wishes for the greatsuccess of the event, noting that it wouldalso contribute to the ultimate goal of theIAPH, which is the prosperity of worldports and world peace. The strong willand enthusiasm of the people of Nantonghas led this event to such a great suc-cess, and will no doubt bring furtherprosperity to the beautiful port city andin turn facilitate global trade at large.

11月号 (No. 9) 01.10.31 4:24 PM ページ8

1st Pan-African Port Conference

December 10 – 12, 2001Abidjan (Côte d’Ivoire)



P R O G R A M M ERevised as at September 30, 2001

Monday 10 December, 2001

0900 – 1230 - Meeting of the IAPHEurope/Africa Officials

- Meeting of the Pan-African Association for Port Cooperation

- Meeting of the Pan-African Association for Port Cooperation (PAPC)

1500 - 1600 Official opening ceremony of the Conference & Exhibition

1600 - 1630 Cocktail 1630 – 1850 1st Session

Main theme:Recent Evolution & Perspectives of International TradeChairman: Mr. Pieter Struijs1st Vice-President, IAPH

1630 - 1650 Major Global Trends in Commercial ExchangesProfessor Pierre BAUCHETProfessor Emeritus, Past President, University of Paris-I-Pantheon Sorbonne Member, Institute of France.

1650 – 1710 Trade Patterns in AfricaMrs. Assiatou GUEYEEconomic Affairs OfficerEconomics and Social Policy DivisionEconomic Commission for Africa (ECA)

1710 – 1730 Globalisation & New Stakes in International Trade:Impact on the African Countries’ TradeProfessor Allechi M’BETDirector of the Faculty of Economics – University of Cocody, Ivory Coast.

1730 – 1750 Globalisation: The New Challenges for the World’s PortsPieter STRUIJS1st Vice-President, IAPH

1750 – 1830 Panel Discussion

End of Session 1

Tuesday 11 December, 2001

0900 – 1230 2nd SessionMain Theme:Maritime Transport and Ports

0900 – 1030 Sub-Theme 1:New challenges in the Logistic Transport Chain.

Chairman: Professor Pierre BAUCHETProfessor Emeritus;Past President, University of Paris-I-Pantheon, Sorbonne; Member, Institute of France.

0900 – 0915 Recent Evolutions & Changesin Maritime TransportMr. Nicolas TERRASSIERDirector of the Shipping Institute & Maritime Studies Institute (ISEMINAR), France.

0915 – 0930 The Development of Inter-modalism: Role of Ports as Logistic Plate FormsMr. Bruno VERGOBBIManaging Director, Dunkirk Port Authority (France)

0930 – 0945 The Importance of Land Transport ServicesMr. Abdel Aziz THIAMManaging Director, STARAIL (Ivory Coast)

0945 – 1000 Liberalisation in Maritime Transport: Consequences for African CountriesMr. René M’BAYENExecutive Director of CAMSHIP, (Cameroon).

1000 – 1030 Panel Discussion1030 – 1100 Coffee break1100 – 1230 Sub-theme 2

Competitiveness of African PortsChairman: Mr.Jean-Marie ANIELEPresident, PMAWCAPresident, PAPC

1100 – 1115 Maritime Services to African Ports: Physical and International ConstraintsMr. Serges LASTCHENKOPresident of the European Community Shipping Association Managing Director for West and Central Africa (SCL: Safmarine Container Line), Belgium

1115 – 1130 Elements of Port CompetitivenessMr. Gary CROOKTransport Unit, UNCTADGeneva, Switzerland

1130 – 1145 Port Costs & Competitiveness of the Transport Chain in AfricaMr. Claude TORCHONDeputy Managing Director, CATRAM (France)

1145 – 1200 The Importance of Efficient Administrative and Customs ProceduresMr. Bernard STOVENGeneral Secretary of SIMPROFRANCE

1200 – 1230 Panel Discussion1230 – 1400 Lunch

End of Session 2

1500 – 1830 3rd SessionMain Theme:Ports & Development

1500 - 1630 Sub-Theme 1:African Ports & the New International Maritime EnvironmentChairman: Mr. Siyabonga GAMAPresident, PMAESAManaging Director, NPASA

1500 – 1520 Technological Changes in Maritime Transport: What Strategies for the African Ports?Mr. BANADDENNBIDirector of Development – ODEP Morocco Ports Authority.

1520 – 1540 New Developments in Information Technology: The Implication of the Port CommunityMr. Paul SCHERRERTechnical Director, Port Authority of Le Havre, France

11月号 (No. 9) 01.10.31 4:24 PM ページ9

1100 – 1230 Sub-Theme 2:Port Cities and Development

1100 – 1120 Cities and Ports Relations in Africa: Conflict or SynergyProfessor Jacques CHARLIER Professor of Maritime Geography and Port University of Louvain, La NeuvePresident of Belgian Royal Academy for Sciences (Belgium).

1120 – 1140 Emergence of Hub Ports on the African RangeAlhaji BANDAPresident, OTAL

1140 – 1230 Panel Discussion1230 - 1400 Lunch

End of Session 4

1500 – 1630 Tour of the Port1700 – 1800 Closing Ceremony

• Concluding Remarks - Port of the FutureMr. Pieter STRUIJS1st Vice-President, IAPH

End of the Conference

For more information, please contact:Port Autonome d'Abidjan

(Conference Secretariat)Abidjan - BP V 85 –

Tel: (225) 21 83 80 00 Fax: (225) 21 23 80 80

Website: http://www.paa-ci.org



1540 –1600 Inter-regional and Regional Ports Co-operation, a Factor in Port DevelopmentMr. Ben OWUSU-MENSAHDirector General, Ghana Ports & Harbours Authority, Ghana

1600 – 1630 Panel Discussion1630 – 1700 Coffee break1700 – 1830 Sub-Theme 2:

Port Organisation & FinancingChairman: Mr. Moustapha BARROUGPresident, UAPNAManaging Director, National Ports Authority, Morocco

1700 – 1715 Evolution of Institutional Framework & Port ReformsMr. Jean SMAGGHEFormer IAPH PresidentMr. Gary CROOKTransport Unit, UNCTAD

1715 – 1730 Ports Investment Financing: Collaboration between the Public and Private SectorsMr. Jean GRODIDIER DE MATONSInternational Transport ConsultantThe World Bank - Washington

1730 – 1745 Possibilities of Financial Assistance in the Development of African PortsMr. Yozo SAKAI

Resident Executive Director for AfricaJapanese Bank for International Co-operation (JBIC), Cairo, Egypt

1745 – 1805 Privatisation of Port Terminals: Examples

1745 – 1800 TheDar-Es-Salaam ExperienceMr. Samson LUHIGOManaging Director, Tanzania Ports Authority

1800 – 1830 Panel Discussion

End of Session 3

Wednesday 12 December, 2001

0900 – 1230 4th SessionMain Theme:Maritime Security and Sustainable DevelopmentChairman: Mr. Jean SMAGGHEFormer IAPH President

0900 – 1030 Sub-Theme 1:Maritime Safety

0900 – 0920 International Regulation ApproachMr. H. G. van UNNIKChief SuperintendentHead of Criminal Investigation DepartmentPort of Rotterdam, The Netherlands

0920 – 0940 A Port’s PerspectiveMr. P. C. van der KLUITDirector, IAPH Liaison Office in Europe

0940 – 1000 Dredging for Development - Challenges & OpportunitiesMr. Peter J. HAMBURGER Secretary General, International Association of Dredging Contractors

1000 – 1030 Panel Discussion1030 – 1100 Coffee break

Visit the new IAPH website launched on 1 January 2001 at

http://www.iaphworldports.org/to find out more about IAPH and the world port industry IAPH represents.

For IAPH members to enter the "Members Area", you need a user ID and a password assigned by the IAPH Secretariat in Tokyo.

NB.: Our group email address is now <[email protected]>, while ourformer email address at <[email protected]> was closed and terminated in November 2000.

11月号 (No. 9) 01.10.31 4:24 PM ページ10



Informative publications sent to IAPH members

E ARLIER in October, the followingpublications have been sent to allIAPH members:

1 IAPH Guidelines for PortPlanning and Design

(A4 105pp, with a CD-ROM) by the Port Planning and Construction Committee of IAPH (Mr. John Hayes in chair)

Chairman Hayes notes, “Placementof the publication in public and insti-tutional libraries’ universities andindustry associations, etc.,deserves consideration, as this mayhelp in spreading an understanding ofthe many considerations involved indecisions on port development andoperations. He further notes, “IAPHmembers are encouraged to distributethe guidelines electronically, on CD-ROM or in print to all organizations,interest groups or individuals who theybelieve can benefit from having accessto the information which the Guidelinesprovide.

Additional copies of this Guidelinesis available:

For IAPH Members: US$37 (Asia),US$38 (North & Central America,Oceania, Mid-Near East), and US$39(Africa, Europe, South America) respec-tively per copy inclusive of postage forairmail and handling charges. Per copyprice for non-members is US$45 (North& Central America, Oceania, Mid-NearEast), US$46 (Africa, Europe, SouthAmerica) Japanese Yen 5,000 (Japan)respectively.

2 FIDIC Form ofContract (A4,

40pp, withinsertions)(Withthanks, thisoffice notesthat the bookwas con-tributed bytheInternationalFederationo fConsultingEngineers(FIDIC) forreferencefor actual

implemetion of con-tracts for dredging.

In his letter addressed to IAPH, Mr.Daniel Ivarsson, FIDIC ManagingDirector, notes, “The essential part of adredging contract is formed by thedescription of the activity itself, thespecifications, drawings and design ofthe world. The FIDIC Dredging Contractgoverns the rights and obligations ofthe contracting parties with respect tothis activity. He further notes, “For theavoidance of doubt, please note thatFIDIC cannot assist in the drafting orinterpretation of individual contracts andthat the parties should use legal advicewhenever appropriate, and particularlybefore entering into or terminating acontract.”

FIDIC Bookshop: Tel: 41-21-654-4415ax: ISDN G$: 41-21-654-4417Website: http://www.fidic.org/bookshop

E m a i l :[email protected]

FIDIC Secretariat: PO Box 86, 1000 Lausanne,12, SwitzerlandTel: 41-21-654-4411Fax: 41-21-654-5432Website:www.fidic.orgEmail: [email protected]

3 I A P H b r o c h u r e ( A 4 ,4pp, with

an insert ion) This off icewe lcomes your requestfor additional copies.

Contributorsto the IPDFund(Tobin Fund)

I N honor of and thanks to the con-tributors, this office recognizes thecontributors to the Special Port

Development Technical AssistanceFund (IPD Fund or remembered asTobin Fund) in response to the call forvoluntary contribution as per theSecretary General’s letter of September19, 2001. Listing is made on the basisof the date of receipt of funds at thisoffice.

The IPD Fund was created in 1967 byMr. Austin Tobin, Executive Director ofthe Port of New York Authority(presently PANYNJ) & the Chairman ofthe Committee on International PortDevelopment (CIPD) and has been sup-porting the IAPH Bursary Scheme andAward Scheme as conducted by theHuman Resources DevelopmentCommittee chaired by Mr. Goon Kok-Loon, PSA Corporation. Reflecting thisheritage, the IPD Fund has beenremembered as Tobin Fund. This list-ing of honor and thanks will continue tobe on the journal for unspecified num-ber of future issues.

Organization Country Amount (in US$)

Port Autonome d’Abidjan Cote d’Ivoire 980Port of Brisbane Corp. Australia 985Maldives Ports Authority Maldives 250Port of Rotterdam Netherlands 1000Sydey Ports Corp. Australia 1000

Total 4,215

As of October 15 2001

11月号 (No. 9) 01.10.31 4:24 PM ページ11



VisitorsON September 26, 2001, at Nagoya, the Port of Antwerp

organized the trade development presentation. The Portof Antwerp Promotion Tour in Japan was led by Baron LeoDelwaide, Deputy Mayor of the City of Antwerp & Presidentof the Antwerp Port Authority; Mr. Joeri Tielemans, Deputy tothe CEO; and participated by Mr. Bruno Walkeniers from theprivate sector; Antwerp Port Federation; Mrs. AnnieSmeulders, President of the Antwerp Freight ForwardingLogistics and Works’ Agents Association; and Mr. AlainGeypen, Antwerp Shipping Federation, and further by Mr.Danny Deckers, Manager, External Relations and Mr. Eddy deBondt, PR Manager of the Antwerp Port. Invited to the pre-sentation was Dr. Akio Someya, Vice-President of the NagoyaPort Authority. The two ports have been affiliated as SisterPorts since 1988. The delegation organized yet another pre-sentation in Tokyo on September 28 to which Dr. SatoshiInoue was invited.

ON October 10, 2001, Mr. Walter A. Abernathy, PrincipalVice President and Managing Director, Global Aviation,

Bechtel Limited (London), Mr. Tetsuhiko Matsuo, GeneralManager, Overseas Bechtel Inc., (Tokyo) and Ms. Isabel H.W.Liu, Chief Financial Officer, Alterra Partners (London), visitedthe Head Office and met with Dr. Satoshi Inoue to exchangeviews on the current situation of airport and civil aviationbusinesses in Japan. Mr. Abernathy was the ExecutiveDirector of the Port of Oakland, California for many years until1989 and served IAPH Exco from 1981 to 1983.

Membership NotesChanges(Changes involved are underlined)

Busan Regional Maritime Affairs & Fisheries Office [Regular] (Korea)Administrator: Mr. Chung Yee-kee

DMJM+HARRIS, Inc. [A-3-1] (U.S.A.)(Formerly Frederic R. Harris, Inc.)Email: [email protected] Page: http://www.dmjmharris.com

DMJM+HARRIS Merger Enhances Marine Expertise

The recent merger of AECOM’s Frederic R. Harris, Inc., DMJM Infrastructure andHolmes & Narver Infrastructure has created the new global powerhouse DMJM+HARRIS.With over 2,200 engineers, planners, and construction managers DMJM+HARRIS offers theexperience to bring new insights, efficiencies, and innovation to the planning, design, and con-struction management of ports, harbors, and marine facilities.

DMJM+HARRIS boasts nearly 75 years of Marine experience. In 1927, when AdmiralFrederic R. Harris began his company, his first projects were focused on the marine sector.While the firm has expanded to work on transportation infrastructure projects in many sec-tors over the years, it has maintained and improved its capacity and expertise in the Marinesector.

DMJM+HARRIS offers a complete spectrum of services from planning and programmanagement through design, construction, operations, and maintenance. The firm’s ports,harbors, and marine facilities resume is one of the largest and most impressive of any com-pany anywhere, with thousands of completed and on-going projects in the United States andaround the world. DMJM+HARRIS has been involved with such high profile projects as thePort of Los Angeles in California and the Pier 17 Replacement at the New LondonSubmarine Base in Connecticut.

Engineering News Record has ranked our AECOM family as the #1 TransportationInfrastructure Firm in the United States for 2001.With its employees strategically deployed inoffices around the world, DMJM+HARRIS is equipped to meet the most demanding andcomplex requirements that a client can define. DMJM+HARRIS can be trusted as “ThePeople Who Get It Done.”

Contact: Joseph G. O’Neill, (732)-596-5344

Halifax Port Authority [Regular] (Canada)Acting President & CEO: Mr. Dennis Creamer

Institute of Transportation (MOTC) [D] (China)(Formerly Institute of Harbor & Marine Technology)Permanent address: No. 240, Tun-Hwa North Road, Taipei 105,

TaiwanMailing address: No. 2, Jungheng 10th Road,

Wu-Chi, Taichung, TaiwanHome Page: http://www.iot.gov.tw

I APH has successfullylaunched its totally redesignedWeb site with a new domain

name on 1 January 2001 at thestart of the 21st century. The newsite is now located at<"http://www.iaphworldports.org/"http://www.iaphworldports.org/ >.

It is totally new in design andfunctions, and offers “MembersArea” where only IAPH members with their user ID and password canenter and have access to the latest information on our activities includ-ing IAPH publications on-line. Such IDs and passwords were issued tothe chief executive officer of every member port or organization inDecember 2000. Members are requested to share their own user IDand password among concerned staff of the organization.

In the Members Area, we have also installed the “Open Forum”where IAPH members may post their opinions or raise questions onany subject of common interest to initiate on-line discussion. In paral-lel with “Open Forum,” the “IAPH Email Discussion” has also started,where members can exchange views and opinions regarding variousissues by means of email. For better and enhanced communication,IAPH members are strongly requested to visit the new Web site andtake part in the newly installed “Open Forum” and “IAPH EmailDiscussion”.

New IAPH Websitereceived 18,889 hitsby October 23

11月号 (No. 9) 01.10.31 4:24 PM ページ12


Technological Innovation is A Mustfor Both Ships and Ports

Introduction

I NFLUENCED by legislation in thefields of safety and the environment,as well as by commerce, shipping is

undergoing huge technological develop-ments. Naturally, this has an impact onport development, whether we are talkingabout the emergence of the transporttechnology Automated IdentificationSystem (AIS) or the introduction ofincreasingly large ships with increasinglylarge capacities.

Any port that is unwilling to adapt tothe developments in shipping faces asombre future. It is not without reasonthat shipping companies are trying to gettheir own terminals throughout the world,so that the technology at the terminalslinks up optimally with that on board ship.But, of course, the reverse is also true.Modern developments in ports and onshipping routes also influence shipping.

The many dedicated ships that havebeen modified to meet regional conditionsbear witness to that. But there is still a lotof room for improvement. When it comesto technological innovation, there shouldbe more co-operation at the global levelbetween shipping and ports, so that safe-ty, the environment and commerce canbenefit more, and in a good balance, fromthe developments in technology.

In Europe, the Michelin Guide sets thestandard when it comes to judging hotelsand restaurants. Chefs would kill to gainan extra star and a place on the Michelinlist. If such a certification system wereintroduced for ports, they would bejudged primarily on the qualities below.

Safety

How does the port do in terms of nearmisses and accidents? What is the statusof the vessel traffic system?

Infrastructure

Investment in maritime infrastructure isan essential precondition for the commer-cial development of the port: morethroughput, more jobs and more addedvalue. But the land-side port infrastructureand hinterland connections also form anindispensable link in the whole chain.Unlike Singapore, where there is a lot ofsea-sea transport, the majority of transitcargo in Western Europe is carried overthe continent, by land. This means thatthe quality of the roads, inland water-ways, pipelines and rail are very impor-tant there. Due to the environmentalaspects, there is increasing political pres-sure in many countries to reduce roadtransport. This encourages the develop-ment of alternative transport systems.

Turnaround time

How long does a ship spend in the port,in total? This not only involves the produc-tivity of the terminals but also the perfor-mance of the maritime service providers.It doesn’t matter how fast a stevedore cantranssship containers if ships have to waitbecause there are not enough pilots ortugs. This gets the shipping companiesnowhere.

Sustainable port

A clean, sustainable port is an econom-

ic must. Modern companies are not will-ing to set up business in a polluted envi-ronment; they cannot justify that to them-selves or the environment. Naturally, thefact that a polluted environment can havelegal consequences also plays a role; justthink for instance of massive claims fordamages. This summer, I read that theAmerican supermarket chain K-Mart wasthe most prosecuted organisation in theUSA after the government. They get sued,for instance, about slipped discs becausethe shelves are too high for people of acertain height. Risk management, gearedtowards minimising the chance of calami-ties, for instance, will start to form anincreasingly important aspect of portmanagement.

Within the ‘sustainable port’ concept,the whole port and marine R&D sector isfacing huge challenges. I would like toexplain this on the basis of the problem ofcontaminated dredged material. Manyports are faced with high costs when con-taminated sediment has to be dredged inorder to maintain the necessary depth forshipping. The high costs are associatedwith the strict demands made, in theinterests of the environment, on thedredging, disposal and treatment of cont-aminated dredged material.

It is very important, for the ports in par-ticular, that long-term solutions are foundfor this problem, in the form of an effectiveapproach to sources of pollution and theresponsible management of dredgedmaterial. Thanks to focused co-operationbetween the scientific world, govern-ments and the business community, greatprogress is being made in both areas.Under the chairmanship of RotterdamMunicipal Port Management, a proposalhas been launched for a broad EuropeanSediment Network (SedNet). This is aEuropean platform where organisationsinvolved in sediment management andrelated dredged-material issues canexchange knowledge and expertise.

An example of this is the developmentof bio-assays. Bio-assays are tests inwhich organisms are exposed to contami-nated dredged material. Thanks to thesetests, a better estimate can be made ofthe possible environmental effects ifdredged material is distributed in watersystems. The aim is to also use bio-assays, within the foreseeable future, totrace the most harmful sources of pollu-tion, which can then be given priority.

The most talked-about compound inrelation to dredged material is tributyltin,

Pieter StruijsFirst Vice-PresidentInternational Association of Ports and Harbors andExecutive DirectorRotterdam Municipal Port Management The Netherlands

The paper was presented at the International Conference on Portsand Maritime R&D and Technology in Singapore on October 29, 2001

11月号 (No. 9) 01.10.31 4:25 PM ページ13


O P E N F O R U M

or TBT for short. It has a harmful impacton the environment and is used in marinepaint to inhibit the growth of algae onships’ hulls. TBT particles are foundeverywhere in water and also in dredgedmaterial from ports. Paint containing TBTis to be banned internationally throughthe International Maritime Organization(IMO). The challenge in the field of R&D isto develop environmentally-friendly alter-natives. Encouraging results are alreadybeing achieved.

Price/performance

As a result of globalisation and interna-tionalisation, the volumes of goods flowsare increasing all the time. Economic andgeographic boundaries are fading and theworld is increasingly becoming one mar-ketplace. In addition, there is evidence ofa trend towards regionalisation, whichmeans that industrial concerns organiseproduction per continent. As a result ofinformation and communication technolo-gy (ICT), these trends are progressing fur-ther and further. This makes it even moreimportant for ports to distinguish them-selves in terms of quality and price/perfor-mance. This applies to both the maritimeservices and the logistic processes.Innovation and improvements to efficien-cy must ensure this.

Security

Port business suffers a lot of damageevery year due to crime and the lack ofsecurity. I am referring here to such thingsas drugs trafficking, theft, smuggling,fraud, crime against property and corrup-tion. The reliability of the logistic networkis of eminent importance if a port is tofunction well. The business community,government and the scientific world mustaccept joint responsibility here.

Crime prevention in ports requires thatparties be brought together, that knowl-edge networks be created and that aprocess of increasing awareness regard-ing the risks of crime be set in motion andmaintained. In order to achieve this, aregional crime control platform has beenset up in Rotterdam, with representativesof the Ministry of Justice, the local admin-istration and business community.

In Rotterdam, the most modern aids areused nowadays so that fast and adequatechecks can be made on containers.Recently, a fixed container scan went intooperation, by means of which around ahundred scan photos a day are taken.Closer analysis of these photos leads toabout ten more detailed container inspec-tions a day, or some fifteen hundred ayear.

Rotterdam Customs does not base itschecks on the technical capacity of thescan, but on a good analysis of loadingdocuments, supplemented with a smallpercentage of random checks. It isCustoms in particular that tries to main-tain a correct and even balance betweenpreventing illegal goods flows, on the onehand, and too many delays in the logisticprocess, on the other. It is important hereto be in synch with surrounding countriesin terms of the frequency and intensity ofthe checks. A reliable port, but also anequal playing field when it comes tochecks, thus. This is in the interests of theshipowner, the port and society in gener-al.

If you go through this list again verybriefly, features such as efficiency, reliabil-ity, sustainability and safety stand out.The quality of a port is largely determinedby how well it does on these points.Bearing this in mind, ports should excelmore as innovators, for example when itcomes to the development and use of ICT.Although I can see signs of improvement,ports should still be even more open tothe opportunities new technology has tooffer. I am referring here to such things asshore-based pilotage, transponder tech-nology and Vessel Traffic Systems visibleon board ships. How much longer will aship have to remain outside the port if thepilot is unable to reach it due to heavyseas or wind?

The slight reticence on the part of portsto embrace new technology also hasrepercussions on other aspects, such asadmittance policy. While people only usedto have access to static information, forexample on ships’ draughts and the cur-rent in waterways, they can now consultinformation that reflects the actual situa-tion. Despite these improvements, portshave not made any great changes to theiradmittance policy. This also applies to aquality port like Rotterdam, I must admitin all honesty. Although it is very expen-sive to generate high-quality hydrograph-ic information, it is not wise to skimp onsuch services.

In Rotterdam, the about-turn came afew years ago. A large section of the portof Rotterdam, that stretches forty kilome-tres, has been moved in the past fewyears from the city to the coast. For rea-sons of safety, this led to the need for aseparate waterway for inland shippingand maritime shipping. That meant that adividing dam next to the Maasvlakte hadto be broken. This caused an unexpected,complex tidal and density-driven currentpattern, with freshwater gliding over salt-water precisely at a point where largebulk ships manoeuvre to get to theirmoorings. In order to keep restrictions on

incoming shipping to a minimum, wewere one of the first ports in the world tointroduce continuous three-dimensionalmeasurement of the current speeds byusing the so-called ADCP (AcousticDoppler Current Profiler). Thanks to this, awealth of information became available,which we now also use in modernisingother parts of the port. Hydrography isnow receiving the attention it deserves inRotterdam. Real-time information on cur-rents, swell and the up-to-date seabed sit-uation enables us to optimise our admit-tance policy and provide our clients witha tailored service. And that meansreduced waiting times for tide-boundships and new opportunities for the older,shallow ports while maintaining safeaccess to the port. Shorter turnaroundtimes, thus.

I am extremely happy with the theme ofthis conference: Port and Maritime R&Dand technology. This title reflects the con-nection between the shipping sector, theport sector and R&D consultancy. Thesuccess of the endeavour towards safety,environmentally friendliness and efficien-cy depends on precisely these sectors.

It is due to the synergy between shipand port that Rotterdam created theGreen Award system. A mark of qualitythat the independent Green AwardFoundation bestows on ships in whichextra investments have been made inboth vessel and crew. Ports in such coun-tries as South Africa, the Netherlands,England, Spain and Germany give bonus-es and offer cheap maritime services toGreen Award ships. At the moment, 140tankers with a Green Award are sailingthe world’s seas.

In 2000, these ships transported over20% of the international flow of crude oil.Last May, the first Thor Heyerdahl Award,an International Maritime EnvironmentalAward, a prestigious prize that could beranked alongside the Nobel Prize, went tothe Green Award Foundation. TheNorwegian shipping association took theinitiative for this prize. We hope the prizewill encourage other ports to adopt theGreen Award system too.

I have noticed that the need for co-oper-ation is really being felt. This is not onlyapparent from this conference, but alsofrom the recent establishment of the‘Inter-Industry Shipping and PortsContact Group’. This is a platform set upon the initiative of the InternationalChamber of Shipping and theInternational Association of Ports andHarbours, with the aim of creating win-win situations for both ship and port. Inthis platform, shipping-related branchessuch as ICS, Bimco and Intertanko arerepresented, as well as port-related

11月号 (No. 9) 01.10.31 4:25 PM ページ14


CARGO 2000O P E N F O R U M

G e n e r a l B a c k g r o u n d

IN April 1999, the installation of “Cargo 2000” was completed at Israel’s three ports (in Eilat,the system was already installed in 1998, in Haifa in November 1998, and at Ashdod port inApril 1999). Cargo 2000 is an advanced version of the cargo system implemented at Haifa and

Ashdod ports in 1984. “Cargo 2000” was developed wholly by a development team that was partof the Ports Authority’s computer department.

The Ports Authority developed and operates all of Israel’s sea ports (Haifa and Ashdod portson the Mediterranean, and Eilat on the Red Sea).

The cargo system handles all types of cargo unloaded and loaded in ports (containers, generalcargo, bulk, fluids and vehicles). The handling of import cargo commences with the receipt of themanifests and ends with the delivery of the cargo to the customer, and the handling of exportcargo starts with receiving the cargo in a warehouse or area, and ends with its being loadedaboard a vessel.

The system is based on a single database situated on the operational computer at each port.The database is of Image/3000 type, running on HP-3000 computers. The software was developedusing Cognos’ Powerhouse application generator, integrating a number of programs written inCOBOL.

Each Mediterranean port has approximately 25 workstations connected to the computer situat-ed in the port computer department, which has another computer as a backup for the operationalinformation systems. All computers at the ports and the head office computer are interconnected,allowing working on any workstation at a given site on each of the remote computers.

CargosystemCargosystem

Schematic description ofcargo system

Unclaimedgoods

Tenders

Exportsub-

system

Internaland

externalinterfaces

Manifests

Importcargo

reception

Importcargo

dispatch

Scales

Unclaimedgoods

Tenders

Exportsub-

system

Internaland

externalinterfaces

Manifests

Importcargo

reception

Importcargo

dispatch

Scales

CARGO 2000organisations such as IAPH, IHMA,PIANC and IALA. This platform focusesmainly on the ship/port interface andwould like to serve as a breeding groundand ‘informant’ when it comes toresearch, guidelines and perhaps also reg-ulations.

When I look at current practice, I havemy doubts as to whether all the opportu-nities for creating win-win situations forship and port are actually being utilised.When it comes to port innovation, stepsare being taken in the right direction, aswitnessed by the great interest portshave in the maritime working groups inIAPH and PIANC. These two recentlydecided to join forces to offer port clientsthe quality they require.

At the moment, quality impulses areoften initiated by the ports themselves.One disadvantage of this is that port-related developments are extremely var-ied and there is relatively little standardis-ation. Closer co-operation between portsand knowledge institutions in an interna-tional context, like the co-operationbetween IAPH and PIANC, could improvethis situation.

The shipping sector is very much influ-enced by international regulations, bothglobally via IMO and regionally via, forexample, the US Coastguard or theEuropean Union. Fed by safety and envi-ronment oriented thinking, the demandsmade on both ship and crew are highlydeveloped and uniform. It goes withoutsaying that these regulations will alsohave their repercussions on the ports andthe hinterland, because intermodal trans-portation requires an approach thataddresses the complete logistic chain.Awareness of this need for a networkapproach has not penetrated enough atthe interface between ship and port.

The foundation of the Inter-IndustryContact Group, referred to earlier, but alsothe IMO working group on the Ship/PortInterface, an initiative from the SecretaryGeneral of the IMO, is an attempt to fillthis gap. SPI provides guidance, codes ofbest practices and training courses, butdoes not have a mandate to draw up reg-ulations. Due to various circumstances, Ibelieve this has had too little effect. Iwould therefore like to close with an argu-ment in favour of strengthening and inten-sifying the SPI, under the IMO umbrella.The issues related to Ship/Port Interfacedefinitely need a home. Let’s find a suit-able one together.

I would like to wish you all a very fruit-ful conference. I trust that this gatheringwill help bring ship and port technology alittle closer together.

Itzhak BenozerSystem analyst, Project ManagerPort and Railways Authority

11月号 (No. 9) 01.10.31 4:25 PM ページ15


O P E N F O R U M

M a n i f e s t s m o d u l e

This module handles the followingactivities:

1) Inputting import manifest data from ship-ping agents representing the shippingcompanies.

2) Inputting sub-manifest data from interna-tional forwarders consolidating and split-ting cargo.

3) Correcting and updating manifests.4) Issuing lists of expected containers and

transferring electronic data to the con-tainer terminal system.

5) Handling hazardous material data.6) Transferring manifest data to customs.7) Building export manifests based on ves-

sel’s loading data.8) Issuing work documents for the purpose

of ongoing port operation (storagecards, cargo indexes, packing lists, mani-fest books).

In the Mediterranean ports, some 70shipping agents are currently active (inEilat, the number of active agents isless than ten). Roughly half of theserepresent marine carriers who handlecontainers on ships, whereas the othershandle ships that are not containerships (of course, some agents handleboth containerized and non-container-ized cargo). All shipping agents repre-senting container ships forward to theport, in addition to the manual manifestcopy, an electronic message containingthe manifest data (all cargo intended foroffloading at the port and the list ofempty containers, for the purpose oftransferring the data to the containerterminal system). The printed manifestis submitted by the shipping agent tothe customs, and a signed copy istransferred to the port. Concurrently, anelectronic message is transferred fromthe shipping agent’s computer to theport’s computer (roughly half of theagents representing only general cargofreighters do not yet send electronicmessages). The manifest data producedby the shipping agent is based on thebill of lading data, is transferred bycomputer, fax or any other means ofcommunication.

Each voyage of a vessel enteringIsrael’s territorial waters has allocated aunique manifest number by the ship-ping agent. The manifest number willbe identical for Haifa and Ashdod portsif the vessel is to visit both ports on thesame voyage or if the cargo unloaded atone port is transported overland to theother port for delivery to the customerat that other port.

The unique manifest number derivesfrom a manifest number range allocated

by the customs and the Ports Authorityat the beginning of each year, and isannounced to all the shipping agentsover the course of December. The mani-fest number range allocated to each ofthe agents depends on the agent’sactivity during the 12 months precedingthe allocation. During the allocation, theunassigned number ranges are saved incase of new agents joining during theyear or in case of certain agentsincreasing their scope of activity inexcess of forecasts. The manifest num-bering being identical at both ports ishelpful for locating irregularities arisingfrom unloading of cargo at the wrongport.

The manifest number is composed of 10 characters.

Direction Year Manifest Agent serial

number code01-01 02-03 04-07 08-10I or E 99 3000 025

The manifest number structureallows for differentiation betweenimport and export manifests.

The value of the number allows fordifferentiation between manifests relat-ing to different years.

The four digit serial number allowsfor allocating manifest number fields foreach of the active shipping agentstowards the beginning of the fiscalyear.

Each shipping agent has a three digitidentification code that is given by thecustoms in conjunction with the PortsAuthority, and it is recognized by allbusiness partners taking part in seacommerce.

The manifest is composed of one ormore bills of lading (transactions), eachbill of lading (transaction) relating toone or more cargo/containers.

Entity Relationship Diagram

Each cargo is described by a recordcontaining the various informationitems at the individual cargo level:

1:M

1:M

Manifest

Transaction (“Bill of lading”)

Cargo / container

▼

▼

cargo identifier, handling type, contain-er identifier, packaging type, quantity,weight, description of cargo, marks andnumbers, bill of lading, transactionidentifier, transaction serial number,port of origin, etc.

Updating the manifest number allowsthe generating of forecast documentsfor expected cargo/containers.

Updating any of the manifest dataitems (including cancellations and addi-tions) leads to a message being gener-ated for the container terminal manage-ment system and for the customs infor-mation system, and indicates a need tocheck for account settling in the billingsystem.

The port handles different types ofvessels, and each vessel/voyage has amanifest number allocated.

The manifest type provides for differ-entiation between the different types ofmanifests (passengers, warship, fueltanker, empty…).

I m p o r t c a r g o r e c e i p tm o d u l e


1. Entering the receipt of a non-container-ized cargo at the warehouse.

2. Entering the fact of a container beingreceived at the port.

3. Entering damages (if there are any).4. Entering the cargo’s exact location

within the warehouse.5. Generating a port availability message

for customs.6. Providing answers to queries concern-

ing cargo status at port (as a display ona screen at the port or at the customshouse, and as an EDIFACT messageusing the Integrated Foreign TradeSystem).

I m p o r t c a r g o d i s p a t c hm o d u l e


1. Entering delivery orders from the ship-ping agent.

2. Receiving electronic clearance fromcustoms.

3. Receiving port finance department’sclearance.

4. Checking whether cargo is blocked (bycustoms, court...).

5. Issuing a release certificate for the cargoin the port’s warehouses.

6. Entering the dispatch of direct deliverycargo.

11月号 (No. 9) 01.10.31 4:25 PM ページ16


O P E N F O R U M

W e i g h i n g m o d u l e

This module handles all activities per-formed at the port’s weighing scales.

At the port’s scales, weighing ofexport containers and some importcargo is weighed (general cargo, andmainly bulk cargo).

Trucks transporting import cargo areweighed as tare upon entering the port,and are thereafter weighed with theirpayload (gross), the difference consti-tuting the weight of the load’s cargo.

Trucks transporting export containersto the port are weighed with the con-tainers, and the container weight is cal-culated (there is a file with tare data ofall vehicles, based on empty weightdata provided by the Ministry ofTransport) upon weighing, allowing arecommendation concerning the con-tainer’s location in accordance with theweight group it belongs to.

Side effects of routine activity at thescales:

1. Issuing weight certificates, includingregard for the maximum weight thatthe vehicle is permitted to carry.

2. Accumulation of total weight of cargoreleased at the gate pass level.

3. Issuing messages concerning excessweight of dispatched cargo.

4. Handling combination truck types (fulltrailer, semi trailer).

5. Handling mixed weighing of differentcargo types on the same truck.

6. Calculating yield for weighers7. Deriving release certificates for weighed

direct delivery cargo types.

U n c l a i m e d g o o d s m o d u l e

This module handles unreleasedimport cargo and unloaded exportcargo. At the first stages, the cargo islocated in accordance with the report ofcargo for which more than 90 days haveelapsed since its being received at theport. After checking and verifying thefacts, the cargo is transferred forunclaimed goods (dispatching from aregular warehouse to unclaimed goodswarehouse, opening an unclaimedgoods card, location in an unclaimedgoods warehouse, detailed descriptionof the cargo for integration in tender).

T e n d e r m o d u l e

This module handles the following

activities:

1. Handling the subscribers file.2. Tender preparation.3. Tender production.4. Receiving bidders’ bids.5. Comparing bids and determining win-

ners.6. Issuing letters to winners and losers.7. Delivering cargo to winners (disposal

certificate).

E x p o r t s u b s y s t e m

This subsystem handles all processesassociated with export:

1. Receiving export cargo in port’s ware-house.

2. Loading export cargo from warehousein port aboard vessel.

3. Direct loading from truck to vessel.4. Containerizing cargo from warehouse.5. Canceling export.6. Transshipping cargo. 7. Generating export manifest.

I n t e r f a c e sOne of the prominent characteristics

of the cargo system is there being anumber of interfaces (data transfer overelectronic media between one informa-tion system and another, whether with-in the organization or information sys-tems of business partners within themaritime trade community).

Connections with intra-organizationalinformation systems:

1. Container system – the manage-ment system of the container termi-nal called Nimrod, having intensiveconnections with the cargo system.This connection is expressed inmassive data transfer between thetwo systems, which is performed athigh frequency.The connection between the twosystems is expressed in a numberof fields:

One. The existence of a common access key for basic entities inthe two systems

Two. Generating a forecast ofimport containers based onmanifest data in the cargo sys-tem

Three. Updating information items inthe container systems’ data-base by the cargo system(delivery site, dangerous cargodata).

Four. Entering cargo clearance datafor the container system.

Five. Transferring container receiptdata from the container sys-tem to the cargo system.

Six. Transferring export containerloading data from the contain-er system for the purpose ofgenerating an export manifest.

2. Billing system – the informationsystems in ports dealing with col-lecting fees from customers foroperational services that the portprovides is based on data accumu-lated in the cargo system’s data-base. The new software version,whose implementation begun atthe end of 1999, is based on thecargo system data infrastructure.The main improvement in this ver-sion is the obviating of the need fortyping in data for issuing theinvoices. For ad hoc purposes, acommercial transaction is given anidentification as the basis of theport invoice. Furthermore, a specialfile is built up in which the recordsthat have undergone any modifica-tions that may affect the customerdebit are indicated.

3. Table system – all codes anddescriptions thereof are gathered inthe table system, which serves allinformation systems at the port. Asignificant share of the tables hasbeen adopted by the maritimetrade community business partners(used as valid value tables for com-posing both private standard andEdifact standard messages). Thecommon tables are regularly updat-ed on the Port Authority’s websiteand can be downloaded free ofcharge.Examples: vessels, shippingagents, customs agents, countries,ports, packages, hazardous materi-als.

4. Vessels system – a system han-dling vessels visiting the port.

5. Cargo claim and damage system.

Improvements in latestversion

1. Forming a uniform key for importcargo and export cargo, adapted toconventional overseas keying (16character-long transactionidentifier, adapted in length to the“unique bill of lading” field lengthas defined by the U.S. Customs).

2. Y2K modification of the cargosystem.

3. Improving connection with thecontainer system (generating a

11月号 (No. 9) 01.10.31 4:25 PM ページ17


O P E N F O R U M

common access key).4. Integrating a transaction identifier

as an access key (allowsconnection with billing system andthe cargo community system).

5. Minimizing the redundancy of thedatabase.

6. Transition to uniform codesconventionally used in themaritime trade community (forexample: site codes according toUN/LOCODE table).

7. Preparations for receiving “new”messages, such as: delivery ordersand/or storage certificates.

M e s s a g e s b e t w e e n t h e p o r t a n d p a r t n e r s

8. Constructing a mechanism forhandling changes in thetransaction structure will providefor operational flexibility for theport’s customers.

9. Providing a tool for the billingsystem for using the cargosystem’s data in a controlledmanner.

10. Preparation for inputting permitdata from the port’s billing system.

11. Coverage of a wide variety ofprocesses not expressed in theexisting software version(prolonged storage, direct delivery

in export, issuing customs form no.23 in Eilat).

12. Receiving a “wider” variety of dataon truck weight.

13. Archiving truck weighing history.

In-house development oroutsourcing

The cargo system, in both its originaland new versions, was developed by adevelopment team in the Port andRailway Authority’s Computerization andInformation Department. The reasonsunderlying the decision for in-housedevelopment were as follows:

1. The port activity in Israel isdifferent from that undertaken inmost ports in the world, as ports inIsrael handle all activities involvingboth vessels and cargo, whereas atother sites, some of the work issubcontracted.

2. The input screens, output and asignificant share of the informationitems require use of the Hebrewlanguage.

3. The cargo system is not stand-alone, and intensively interfaceswith other information systems atthe port. The implementation of thesystem requires the existence ofthese interfaces.

4. A limited supply of appropriatesoftware running on HP-3000computers (the hardware at Israel’sports).

The system is run 24 hours a day and ismaintained by the computer departmentsat the ports. Software and databasechanges are scheduled for a limited timewindow on Saturday evenings.

Launch of Tokyo News Service's Website

Tokyo News Service, Ltd. has posted its website “S&TN OnLine” on the Internet. Provided on this homepage for easy reference are liner shipping schedules and related data extracted from Shipping and Trade News and Sea Sprite.

With use of the website initially being offered free of charge, we would like to invite you to sign up to access the latest updates on the homepage by first entering the information requested on the registration page.

URL: http://www.tokyonews.co.jp/marineInformation posted: 1. Sailing schedules a. Liner shipping schedules (export/import) to and from Japan b. Liner schedules (export)

from Asian countries other than Japan c. Feeder schedules to and from Singapore 2. Ship details 3. Telephone and fax numbers of shipping firms and agents 4. Surcharges 5. News (in preparation)

S & TN OnLine

Tokyo News Service, Ltd.

11月号 (No. 9) 01.10.31 4:25 PM ページ18


P O R T N E W SDLROWI N T E R N A T I O N A L M A R I T I M E I N F O R M A T I O N

AAPA 2002 Quick Reference

Seminar Schedule

P R O G R A M

• Cruise WorkshopJanuary 24-25Progreso, Mexico

• Marine Terminal Training ProgramFebruary 4-8Miami, Florida

• Planning and Research SeminarFebruary 20-22Canaveral, Florida

• Spring ConferenceMarch 18-20Washington, D.C.

• Bulk and Breakbulk SeminarApril 10-12Mobile, Alabama

• Executive Management SeminarMay 6-10Napa, California

• Port Legal Issues SeminarMay 20-22Boston, Massachusetts

• Commissioners SeminarJune 5-7Vancouver, B.C.

• Port DirectorsJune 13-14St. Louis, Missouri

• Port Property Management Seminar July 24-26Seattle, Washington

• Harbors, Navigation & EnvironmentAugust 7-9Oakland, California

• AAPA Annual ConventionSeptember 22-27Palm Beach, Florida

For more information, please contactThe American Association of Port Authorities1010 Duke Street, Alexandria, Virginia 22314-3589Tel: 703-684-5700Fax: 703-684-6321Home Page: www.aapa-ports.orgE-Mail: [email protected]

American Association of Port Authorities

ICHCA 2002

YOKOHAMA, JAPAN

April 15-17, 2002

Homepage: www.ichca2002yokohama.comEmail: [email protected]

ILO: Programme of

Meetings in 2002

• January 21-25, GenevaTripartite Meeting on the Restructuring ofCivil Aviation: Consequences forManagement and Personnel

• February 25 - March 1, GenevaTripartite Meeting on the Promotion ofGood Industrial Relations in Oil and GasProduction and Oil Refining

• March 25 – 26, GenevaTripartite Forum on Promoting theTripartite Declaration of Principles concerning Multinational Enterprises andSocial Policy

• May 13 - 17, GenevaTripartite Meeting on Employment,Employability and Equal Opportunities inthe Postal and TelecommunicationsServices

• June 4 – 20, Geneva90th Session of the International LabourConference

• September 23 – 27, GenevaTripartite Meeting on Lifelong Learning inthe Mechanical and Electrical EngineeringIndustries

• October 7 – 11, GenevaTripartite Meeting on the Evolution ofEmployment, Working Time and Trainingin the Mining Industry

• October 21 – 25, GenevaMeeting on Social Dialogue in the HealthServices: Institutions, Capacity andEffectiveness

• Last quarter, Lima

Fifteenth American Regional Meeting

Source: Ref. BIT/ILO(ILO letter from Dominique Peccoud,Special Adviser, Bureau for ExternalRealtions and Partnerships)

ISU: The 4th International

SALVAGE & WRECK 2001

A Spotlight on Today ’s Global

Salvage Industry

December 5-6, 2001, Jury’s Great

Russell Street Hotel, London

also featuringInternational Marine Salvage Seminar 2001

An In-depth Guide to Salvage Law and PracticeDecember 3-4, 2001, The Westbury Hotel

Programme Highlights• Recognising the Primacy of the Salvor’s

Role • Understanding the Responses Taken by

Individual • States Confronting Salvage Incidents • Reviewing Experiences of Secretary of

State’s • Representative During the Inaugural Year • Achieving Effective Environmental

Protection • Exploring the Use of Commercial Salvage

and Wreck • Contracts as a Viable Alternative to

LOF/SCOPIC

Featuring Case Studies for Salvage Operations:• An Tai, Ievoli Sun • Coral Bulker, Erika

A SPOTLIGHT ON TODAY’S GLOB-

AL SALVAGE INDUSTRY

Endorsed by the InternationalSalvage Union, this international confer-ence continues to receive excellentfeedback from speakers and delegatesalike: “This conference provides anexcellent snapshot of the industry.”

Featuring case studies for salvageoperations including Ievoli Sun, Coral

11月号 (No. 9) 01.10.31 4:25 PM ページ19


INTERNATIONAL MARITIME INFORMATIONBulker and Erika, and with contribu-tions from many of the industry’s lead-ing players, including Jean Labescat,International Salvage Union, ArnoldWitte, Donjon Marine Co. Inc., DavidParrot, Titan Maritime Industries Inc.and Cees Bom, Smit International, thisinternational forum will provide unpar-alleled opportunities to investigate anddebate key themes effecting the provi-sion of salvage services on a globalscale.

Delegate Fees:

• Salvage & Wreck Conference: £850.00+VAT @17.5% (£148.75) = £998.75• International Marine Salvage Seminar: £850.00+VAT @17.5% (£148.75) = £998.75• Attend both events: Save £200

For further information contact:The Booking Department, Lloyd’s ListEventsGilmoora House, 57-61 Mortimer StreetLondon, W1N 8HS EnglandTel: +44 (0) 1932 893 861

(Attn: Monique Ogunmefun)Fax: +44 (0)1932 893 894email: [email protected] Website: www.lloydslistevents.com/lm1374

Marintec China 2001

December 4-7, 2001

Intex Shanghai, China

Please visit our website: www.cmpchina.com/marintec

For further details of Marintec China 2001,please contact:

Ms Ginnie KoayCMP China / Seatrade17/F, China Resources Building26 Harbour Road, WanchaiHong KongTel: (852) 2827 6211Fax: (852) 2827 7831Email: [email protected]

Madam Wang LingzhiSSNAMERoom 6322, Jin Jiang Hotel59 Maoming Road (S)Shanghai 200020, ChinaTel: (86) 21 6258 2582

Extension 6322Fax: (86) 21 6472 1270Email: [email protected]

Rotterdam:Rotterdam Tanker Event

14-17 April 2002

T he theme for the Event is “TankerVisions” with senior representativesfrom all branches of the industry invit-

ed to share their views and future visions for thetanker industry. The Tanker Event will, as usual,also include analyses of current oil and tankermarkets, and updates on technical, commercialand regulatory developments.

Today the Rotterdam region has 1.2 millioninhabitants and is by far the biggest port in theworld, both in terms of length, almost 40 kilo-metres, and in terms of tonnage handled, over300 million tons per year. In comparison,Singapore handles approximately 240 milliontons and Shanghai 165 million tons. The port hastraditionally been strong in crude oil, ore andscrap, but Rotterdam is also the largest contain-er port in Europe and the fourth largest in theworld. Every year, some 30,000 ocean-goingships and more than 130,000 river barges passthrough Rotterdam. The port as a wholeemploys an estimated 60,000 people and con-tributes seven per cent to the Netherlands’Gross National Product.

The port continues to grow and modernise.Its importance as a European transport hub isexemplified by the hinterland link to Italy andthe “Overnight Express” which offers a transittime of 14 hours to Milan. Less well known isthe importance of Rotterdam Fruitport whichhandles more than 50 per cent of European fruitimports.

With the decision to organise the TankerEvent 2002 in Rotterdam, INTERTANKO haschosen a location of vital importance not only tothe tanker trade but to world shipping in gener-al. The Event presents an opportunity to visit acity with ambitions, offering business opportuni-ties in a variety of maritime sectors and deter-

mined to remain the largest port in the world.Make sure to mark the Rotterdam Tanker

Event 14-17 April 2002 in your diary today!

Contact: Anders Baardvik mailto:[email protected]

Useful links:http://www.rotterdam.nlhttp://www.portofrotterdam.comhttp://www.dutch-maritime-network.nl

SEA JAPAN 2002

International Maritime Exhibition

and Conference

April 10-12, 2002

Tokyo Big Sight Exhibition Centre

Organized by: CMP Japan Co., Ltd.The Seatrade Organisation

(Conference organised by: The Japan ShippingExchange, Inc.)

Sponsored by: The Japanese Marine Equipment Association The Shipbuilders’ Association of Japan The Japanese Shipowners’ Association The Japan Ship Exporters’ Association JETRO The Ministry of Land, Infrastructure and Transport Tokyo Metropolitan Government

For more information, please contact:Email: [email protected]: http://www.seajapan.ne.jp

SHIPORT CHINA 2002The 3rd International Ship Building,

Port and Marine Technology andTransportation Equipment Exhibition

in China

June 26-29, 2002

Dalian Xinghai Convention &

Exhibition Center, Dalian

• Organisers:China Association of the Shipbuilding TradeDalian Municipal Government

• Co-organisers:Dalian Shipbuilding Industry Corp. (Group)Port of Dalian AuthorityLiaoning Province Society of Naval Architects & Marine Engineers

Dalian Xinghai Convention & Exhibition Center

Business & Industrial Trade Fairs Ltd.

• Supporting Organisers:Dalian Municipal Bureau of CommunicationsDalian Shipbuilding Technology Center

• Exclusive Association for US and Europe:Hamburg MesseRAI Group

For details, please contact:BUSINESS & INDUSTRIAL TRADE FAIRS LTD.Unit 1223, HITEC, 1 Trademart Drive,Kowloon Bay, Hong KongTel: (852) 2865 2633 Fax: (852) 2866 1770Email: [email protected]

11月号 (No. 9) 01.10.31 4:25 PM ページ20


INTERNATIONAL MARITIME INFORMATION

ISU: Marine Salvors set toreinforce their responderimmunity

M ARINE salvors are to urgegovernments to take individ-ual action following the failure

to include responder immunity in thenew international convention on bunkerspill damage.

Delegates attending the InternationalSalvage Union (ISU) Annual Meeting inShanghai this week decided to reinforcetheir campaign for protection againstclaims as the new InternationalMaritime Organization convention,adopted last March, excludes immunityfor the salvor.

ISU President Jean Labescat said:“Our members are responsible for over90% of all salvage performed world-wide. We regard the omission ofresponder immunity as a serious anom-aly. It leaves our members exposed tocivil action if a bunker spill occurs dur-ing salvage and is a serious disincen-tive to get involved.

“This omission is inconsistent withpast decisions taken by IMO membergovernments. They included responderimmunity in the CLC and HNS conven-tions, dealing with pollution from cargooil and chemicals.

“We now call on IMO governments totake the initiative and put in placedomestic laws to protect salvors work-ing in their waters. It is in their inter-ests to do so. Prosecution of claimsagainst a salvor under such circum-stances would have a severe impact onour members’ willingness to interveneand deal with casualties in certain juris-dictions.

“Governments should act immediate-ly by implementing a Resolution in theBunker Spill Convention which recom-mends States, when enacting theConvention, to give the protectionsought by salvors. Responder immunityis strongly supported by many otherleading industry organisations, such asthe International Group of P&I Clubs,the International Chamber of Shipping,Intertanko and OSIMF.

“ISU members are to approach theirgovernments at the earliest opportunityto encourage timely action. As a firststep, we intend to press for a clearunderstanding that salvors will havefull immunity from claims whenresponding under National SpillContingency Plans."

The ISU Annual Meeting, hosted byChina Salvage, also reviewed repeatedrefusals to grant safe havens for casual-ties. The problem was highlighted by

the case of the Castor.The tanker, laden with gasoline, was

refused refuge by a succession ofMediterranean Coastal States earlierthis year. ISU members identified othercases where the refusal to grant shelterhad exposed casualties to greater risk.

ISU President Jean Labescat added:“We welcome the IMO’s recent decisionto give priority to the development ofnew international arrangements, thatshould ensure salvors receive morecooperation from Coastal States. TheIMO’s Subcommittee on Safety ofNavigation is coordinating this workand we look forward to contributing tothese discussions. Hopefully, the IMOwill now deal with the ‘lepers of thesea’ problem, once and for all.”

During the Annual Meeting, the ISUalso reviewed issues concerning thenew LOF 2000 contract and the SCOPICSpecial Compensation arrangements.Both are working well. SCOPIC’s two-year trial period ended this August.There have been 46 SCOPIC cases todate; only two went to arbitration. Thevast majority have been settled.

The ISU Annual Meeting also wel-comed two members: Shetland Towageof the UK and Kumho Salvage Co. ofKorea.

Swedish Club: ISM Code-compliant owners gain morebenefits

A new study carried out by TheSwedish Club confirms thatowners implementing the ISM

Code can expect to achieve a reductionin hull claims of 30 per cent or better,together with a similar improvement inthe incidence of P&I claims.

In December 1999, the Club issued

the findings of a pioneering study com-paring claims involving two groups ofships entered with the Club: Phase 1vessels (tankers and bulk carriers),required to achieve ISM Code certifica-tion by July 1, 1998, and Phase 2 ves-sels (container ships, reefers, ro-rocargo ships and general cargo vessels),subject to a July 1, 2002, deadline.

The 1999 study reviewed claimstrends in the three years to June 30,1999, and noted that the claims devel-opment during the period was 30 percent better for Phase 1 ships.

Martin Hernqvist, The SwedishClub’s Loss Prevention Officer, says:“At that time, we predicted that thegap between the claims trends for thetwo vessel groups would narrow as weapproach the 2002 deadline. Now, lessthan a year before the Phase 2 deadline,we have the evidence demonstratingthat Phase 2 vessels are undergoing aclaims development very similar to theclaims development of the Phase 1 ves-sels prior to their deadline. It is clearthat implementation of ISM has a majorimpact on the frequency of claimsreported to the Club.”

The full claims development since1995-96 for Phase 1 vessels, in relationto Phase 2 vessels, is as follows:

• 1995-96 (base year): - Phase 1 vessels compared to Phase 2

vessels: 100% • 1996-97:

- Phase 1 vessels compared to Phase 2vessels: 95.5%

• 1997-98: - Phase 1 vessels compared to Phase 2

vessels: 85.2% • 1998-99

- Phase 1 vessels compared to Phase 2vessels: 67%


vessels: 70.8%

♦♦

♦

♦ ♦♦

100.0%95.5%

85.2%

67.0% 70.8%78.0%

95/96 96/97 97/98 98/99 99/00 00/01

120%

100%

80%

60%

40%

20%

0%

120%

100%

80%

60%

40%

20%

0%

Hull claims development since 95/96 for phase 1vessels in relation to phase 2 vessels

Hull claims development since 95/96 for phase 1vessels in relation to phase 2 vessels

11月号 (No. 9) 01.10.31 4:25 PM ページ21


INTERNATIONAL MARITIME INFORMATION


vessels: 78%

Martin Hernqvist says: “In the threeyears to June 30, 1999, a substantial gapopened between the hull claims inci-dence rates for Phase 1 and Phase 2ships. Within 12 months of the 1998deadline, Phase 1 hull claims were run-ning at just 67 per cent that of Phase 2.At that point, however, the curve startedto move upwards and the gap narrowed,as an increasing proportion of Phase 2vessels became involved in the ISMCode implementation process.

“Looking ahead, it is likely that thegap will continue to narrow, as thePhase 2 ships complete the process byJuly 1, 2002. In all probability, bothgroups will be seen to have passedthrough the same claims developmentonce ISM is fully implemented. The curvein our study would return to around100% at that point.

“Thanks to the time difference of fouryears between the 1998 and 2002 dead-lines, we have been able to compare the

claims development of a group of vesselsthat have implemented ISM with agroup of vessels where the majority hasnot. The lowest point in our study curvegives an indication of how much ashipowner could expect to gain throughthe successful implementation of theCode. The lowest point was 67% - corre-sponding to an improvement of 33%.This is a huge improvement when mea-sured in terms of the direct and indirectcosts of accidents and claims. Animprovement of over 30% may be regard-ed with disbelief by some. Yet there areshipowners who have practically eradi-cated claims following their effectiveimplementation of safety and qualitymanagement systems.

“The Swedish Club provides both hulland P&I cover. Accordingly, we can pre-sent a comprehensive picture of claimstrends in both sectors. We carried outthe same analysis involving P&I claimsand saw a similar trend. Our P&I results,however, are tentative due to the 'longtail' in this sector. We should have aclearer picture here during the first quar-ter of 2002.”

TT Club: Warns of newprocedures for heavy cargohandling

I N the latest issue of Door to Door, theTT Club’s magazine for members andbrokers, the Club cautions its

Members with regards to new proceduresfor heavy cargo handling, with specialfocus on US railroads. The US railroadshave recently experienced situations inwhich heavy cargoes, such as coils ofsteel, have not been properly loaded,stowed and secured inside containers andhave broken out of the containers and insome cases the railcars as well. This haslead to derailment and other major dam-age.

As a result of such incidents the rail-roads are requiring the bill of lading issuer(ocean carrier or NVOCC), whom theytreat as the shipper in the intermodalapplication, to sign an agreement bywhich the railroads are to be held blame-less and indemnified. The agreement alsoseeks to make the railroad an additionalassured on any pertinent insurance policyof the shipper with respect to any acci-dent that may be caused by or con-

tributed to by faulty cargo stowage insidethe container. These new shipping poli-cies and procedures have been put intoplace and were effective as of 1 April2001.

John Nicholls, the TT Club’s LossPrevention Director and editor of Door toDoor, comments:

‘The safe handling of coiled metal shipmentson the US railroads is of high concern.’

The procedures outlined below havebeen designed to ensure shipments aresafe for transport to reduce the potentialfor further accidents and the resultingshipper liability:

• The container bearing a coiled metal loadcannot be over ten years old.

• Coiled metal shipments must be identifiedon the shipping instructions with the appro-priate special price authority, coiled metalSTCC and commodity description: “CoiledMetal Products.”

• A separate letter from the shipper must beon file with the railroad. This letter mustspecify the cargo to be loaded, its range ofweight and include a diagram outlining theblocking/bracing which will be used. Formerly filed letters are void.

• All coil, roll, spool, or reel metal productsmust be properly blocked and braced.

• Objects weighing 2,268 kilos (5,000 lbs) ormore must be loaded on a load-roll pallet ora similar apparatus to spread the weight

over the floor surface. This must be inaccordance with US railroads DamagePrevention Services standards and guidelines.

• The shipper must carry a US$5 million liabili-ty policy, naming the railroads as the co-insured.

• Coiled metal loads or any load stowedwhich weighs 11,340 kilos (25,000 lbs) ormore per any 3 metre (10 ft) linear spacemay not move under general contract rates.A single coiled metal piece in a containercauses the entire container to be rated as acoiled metal load.

• Periodically, coiled metal shipments tendered(in-gated) to the railroads will be subject toinspection. Audits of all intermodal ship-ments will occur at intermodal facilitiesacross the railroads' network to monitor forcompliance with the railroads' shippinginstructions and loading standards.

Compliance with these new policiesand procedures will be strictly enforced.Fines for failure to comply will beassessed, including (if applicable) fines formisdescribing either a shipment, restrict-ed commodities, or coiled metal products.

Mr Nicholls makes the following recom-mendation:

"Members who move such loads should con-tact their TT Club regional or local officeregarding these shipments, especially wheresuch agreements are to be signed in orderto satisfy the US railroad operators."

This issue of Door to Door also featuresadditional articles covering topics such asthe mandatory application of the IMDGCode, a need for greater vigilance in portsto prevent serious accidents and an inter-view on the subject of seals. Door to Dooris published on the TT Club’s website atwww.ttclub.com.

New PublicationsNew Publicationsinforma:“Lloyd’s Ports of the World2002”

L LOYD’S Ports of the World 2002 is theonly Port Directory that lists all of the

world's 2,600 commercially active ports.Published in two A4 sized volumes, thedirectory provides relevant data in a clearand easy-to-read tabular format.

Lloyd’s Ports of the World 2002 qualifies allthe updates received from the world's portsinto a clear and easily searchable classifica-tion system of essential port information.This system is officially recognized by theInternational Association of Ports and

11月号 (No. 9) 01.10.31 4:25 PM ページ22


award-win-ning privateisland paradise.Guests may sail,swim and snorkelin the turquoisewaters, bask onwhite sandbeaches, have abeachside massage, and then enjoy anarray of traditional barbecue fare. Theisland also offers a fun time for kids witha variety of age-appropriate activitiesthrough the company’s Club HAL chil-dren’s program. Prices for 7-day EasternCaribbean Zaandam cruises start atUS$699 per person, double occupancy,including port charges. Governmenttaxes are extra.

Canaveral: New waterside

security zones in place

T EMPORARY measures inresponse to the recent terroristattacks in Washington, D.C. and

New York City have led to some earlierthan anticipated permanent securitymeasures at Port Canaveral with theestablishment of waterside securityzones and continued enhanced landsiderestrictions.

“This week’s tragedy dictates that wedo more to ensure the safety and securi-ty of all those who work and visit PortCanaveral,” says Canaveral PortAuthority Chairman Joe Matheny. “Weextend our prayers and heartfelt condo-lences to all who suffered loss in thedevastating attacks, especially to ourcolleagues at the Port of New York andNew Jersey who lost their lives or lovedones.”

The Canaveral Port Authority is work-

W O R L D P O R T N E W S

Harbours (IAPH) and International HarbourMasters Association (IHMA).

Completely revised, with all data re-entered into a two-volume tabular format,users can locate essential port informationquickly and easily. With reviews andendorsements by the IAPH & the IHMA, ourport classifications are quickly becoming theworld standard system for all of the world'sdocks and harbours.

The 2002 Directory includes 40 new ports -all with full contact, facility and geographicallocation details and World Port LocationMaps with inset distance tables. Lloyd's Portsof the World is fully cross-referenced withthe newly updated Lloyd's Maritime Atlas.

The directory is invaluable to anyone inthe shipping industry, in freight/cargo trans-portation or involved in crew transfers toand from vessels via airport or railway.

ISBN: 1 84311 103 9Price: UK£260/US$442Publication Date: October 2001

For further information please contact: Elaine Hinchliffe, Informa Maritime andTransport4th Floor, 69-77 Paul Street, London,United Kingdom, EC2A 4LQ. Tel: + 44 (0) 20 7553 1816Fax: +44 (0) 20 7553 1105Email: [email protected],Website: www.informa.com

UIA:Yearbook of InternationalOrganizations Guide to Global Civil Society

Networks

Union of International Associations -Clearing house for information on over40,000 international non-profit organiza-tions and constituencies

edited by the Union of International

Associations

Published by K G Saur Verlag, München.38th edition 2001, 5 volumes in 6 parts.CD-ROM and on-line versions are also available.

The newly published 38th edition 2001/2002provides details on 30,748 organizationsactive in nearly 300 countries and territories.In addition to postal address, telephone andfax numbers, telex, e-mail and website par-ticulars, the entries comprise backgroundinformation on fields of activity, history,aims, organizational structure, staff, finances,relations with other organizations and muchmore.

P R I C E• Volume 1

(Organization Descriptions and Cross-

References) – DM 974.00• Volume 2

(Country Directory of Secretariats andMembership) – DM 778.00

• Volume 3 (Subject Directory and Index) – DM 778.00

• Volume 4 (International Organizations Bibliographyand Resources) – DM 387.00

• Volume 5 (Statistics, Visualizations and Patterns) –

DM 348.00• The five-volume set – DM 2,440.00

For more information, please contact:Union of International Associations (UIA)40 rue Washingtonstraat, B-1050 Brussels, Belgium Tel: +32 2 640 18 08Fax: +32 2 643 61 99 Web page:http://www.uia.org/ E-mail: [email protected]

The AmericasThe Americas

Canaveral: New home port

for Holland America Line

H OLLAND America will launch anew Florida home port nextyear with the introduction of

Port Canaveral as a gateway to the pre-mium line’s popular seven-day EasternCaribbean itineraries.

Six sailings depart starting Nov. 9, 2002,aboard the 1,440-passenger Zaandam.

“As Holland America continues to pro-vide attractive and convenient cruiseoptions next year, we are delighted to beable to add a completely new gatewayin addition to Fort Lauderdale andTampa for our more than 150 Caribbeancruises,” said David Giersdorf, seniorvice president of marketing and sales.

“The Zaandam is ideal for this market,with the highest passenger ratings of ourfleet, dedicated kids rooms and a contem-porary decor complete with autographedrock guitars”.

Oct. 19, 2002, the Zaandam sets offfrom Vancouver on a 21-day transcanalcruise that ends at Port Canaveral onFlorida’s central east coast. Zaandamwill be the first Holland America vesselto sail from the “Space Coast” port locat-ed only a few miles from the KennedySpace Center. Following the transcanalcruise, the Zaandam will sail a series ofsix seven-day eastern Caribbean cruises,departing Saturdays from Nov. 9 throughDec. 14, 2002. The itinerary featuresPhilipsburg on the Dutch side of theFrench-Dutch island of St. Maarten; St.Thomas; and Half Moon Cay, Bahamas.

Two special seven-day holiday cruises fol-low, departing Dec. 21 through 28.

Eastern Caribbean cruises feature avisit to Half Moon Cay, the company’s

11月号 (No. 9) 01.10.31 4:25 PM ページ23


W O R L D P O R T N E W Sing in coordination with the U.S. CoastGuard, the Florida Marine Patrol, and theBrevard County Sheriff’s Office on penal-ties and enforcement of the watersidesecurity zone and landside restrictions.

While the two public boat ramps havebeen re-opened, existing plans to closeoff the north side according to legislativemandate are proceeding.

Fraser River: Cargo traffic

during first half of 2001

W EAK Asian markets andchanges in shipping linescombined to affect cargo vol-

umes through the Port of Fraser Riverduring the first six months of 2001.Total shipments fell from 12.7 millionmetric tons last year to 10.3 million tonsand ship arrivals from 315 to 303.

Port of Fraser RiverCOMMERCIAL TRAFFIC

January - June2001 2000 changeCargo, Metric Tons

ExportsAutos 1,059 850 24.6%Bulk (NOS) 0 15,000 -100.0%Cement 115,184 0 ERRChemicals 3,380 8,619 -60.8%General Cargo 80,625 76,688 5.1%Heavy Equipment 76 3,055 -97.5%Lumber 186,312 204,209 -8.8%Metal (Non-Fer.) 1,466 1,569 -6.6%Other 191,252 45,800 317.6%Paper 24,426 33,151 -26.3%Pulp 199,010 183,616 8.4% Steel 5,566 11,796 -52.8%Wood Products 11,566 19,873 -41.8%Total Exports 819,921 604,226 35.7%ImportsAutos 178,445 156,568 4.0%Chemicals 44,372 2,505 1671.3%General Cargo 79,640 75,024 6.2%Heavy Equipment 340 7,636 -95.5%Other 60,592 13,714 341.8%Paper 929 133 598.5%Pulp 199,010 183,616 8.4% Steel 342,509 499,957 31.5%Wood Products 11,413 953 1097.6%Total Imports 718,240 756,490 -5.1%Total International 1,538,161 1,360,716 13.0%Total domestic 8,786,568 11,328,529 -22.4%Total Cargo 10,324,729 12,689,245 -18.6%

OtherContainer TEUs 15,761 16,589 -5.0%Ship Arrival 303 315 -3.8%

Source: Fraser River Port Authority, www.frpa.com

Long Beach: Sees falls inbox traffic; puts up 5mshare for PCH project

ECONOMIC sluggishness in theUnited States and Asia slowed con-

tainer cargo shipments at the Port ofLong Beach in July, with shipping termi-nals moving the equivalent of 379,032twenty-foot-long container units, adecline of 7.5 percent from July 2000.

Long Beach’s July import total of208,179 twenty-foot-equivalent units(TEUs) was the highest since November2000. July’s import totals are typicallyboosted by back-to school orders ofAsian-made clothing and shoes, andeven some early Christmas merchandise.With weaker orders this year, July’simports were down 7.4 percent from lastJuly’s import total.

Hampered by a strong dollar, exportsdipped to 77,956 TEUs, a 10.3 percentdecline from July 2000. Long Beach’sleading exports include raw materialssuch as plastics, leather hides and recy-cled paper used by Asian manufacturesto produce merchandise for Americanconsumers.

THE Long Beach Board of HarborCommissioners has agreed to put

up $5 million as its share toward thecompletion of a critical, long-delayedPacific Coast Highway commuterbridge over the port’s main rail line.

The $107 million overpass at the bor-der of Long Beach and Wilmington is thelast in a series of bridges needed to com-plete the $2.4 billion Alameda Corridorrail expressway linking the ports of LongBeach and Los Angeles and transconti-nental rail yards near East Los Angeles.The overpasses allow motorists to passover the Corridor without being blockedby rail traffic.

Delay in launching the PCH bridgeproject, along with a major designchange, resulted in a $42 million fundingshortfall. In addition to the Port of LongBeach, the Metropolitan TransportationAuthority ($14 million), Port of LosAngeles ($5 million), the Union Pacificand Burlington Northern railroads ($4million), and Caltrans ($14 million inaddition to its original $65 million) willmake up the shortfall.

THE Port of Long Beach has wonthree Awards of Excellence (the

top awards) in the AmericanAssociation of Port Authorities’ annualCommunications Competition.

Long Beach was honored for its 2000Annual Report, last year’s port holidaycard and the port’s newsletter. This year

While international cargo increasedto 1.5 million tons, container traffic wasdown by 5% to 15,761 TEUs. Domestictraffic dropped by 22% to 8.8 milliontons, reflecting what the Port Authoritydescribes as “the current state of affairswithin the forest products industry.”

(AAPA ADVISORY)

Halifax: Forges ties withprivate sector for“SEA WALL” development

T HE Halifax Port Authority ismoving forward with plans todevelop its ‘Seawall’ properties

in South End Halifax. On September 26,2001, the Board of the HPA selected aprivate sector group led by GreenwoodLane Inc. as the successful proponent inresponse to an open call for proposalsissued in April 2001.

The HPA and Greenwood Lane Inc.have agreed to enter into exclusivenegotiations over the next severalmonths to jointly establish a compre-hensive agreement to proceed with adevelopment plan.

Located south of the existing water-front boardwalk, the property includesland area of approximately 15.6 acres,plus a number of buildings and generalreal estate facilities. The proposeddevelopment will be mixed-use andtake into account use of the area forother shipping business and in particu-lar the flourishing cruise business.

The HPA is a Government BusinessEnterprise mandated by the FederalMinister of Transport. The HPA devel-ops, promotes, and manages portassets, fosters and promotes trade andtransportation and serves as a catalystfor the local, regional and nationaleconomies.

11月号 (No. 9) 01.10.31 4:25 PM ページ24



58 ports submitted 175 entries in 38 cat-egories. The awards will be presented atthe AAPA's annual convention Sept. 30-Oct. 4 in Quebec City, Canada.

(tie lines)

New Orleans: Executivechange-over at Port’sBoard of Commissioners

O N September27, 2001, thechange over

of the top official of thePort of New Orleanstook place.

Newly becameExecutive Director ofthe Board ofCommissioners of thePort of New Orleanswas Mr. Gary P.LaGrange. Mr.LaGrange, a native ofSouth Louisiana,joined the port busi-ness in 1976 at thePort of West. St. Maryin Franklin, La., wherehe served as ExecutiveDirector for 21 years.He then moved to Mississippi State PortAuthority at Gulfport as ExecutiveDirector from 1997 to 1999. From 1997 to1999, he was Executive Director and CEOfor the Port of South Louisiana.

Outgoing was Mr. J. Ron Brinson,President and CEO of the Board ofCommissioners of the Port of NewOrleans who served the Port for 16 yearssince June 1986. He was the first winnerand recipient of “Certified ProfessionalPort Manager - PPM®”, in 1995, under thecitation of “Public Port Authorities andPrivate Sector Service Providers –Realities of Co-Dependent Relationships”.

Mr. Brinson was active in IAPH. Heserved on the Executive Committee for 4years form 1993-1995 term and 1997-1999term respectively. He also chaired theIAPH Membership Committee for 1997-1999. He was the host of the IAPH Excomeeting in New Orleans in 1998.

STATE OF NEW YORKEXECUTIVE CHAMBERGEORGE E. PATAKI, GOVERNOR

Press Office518-474-8418212-681-4640http://www.state.ny.us

Governor Announces Graduate Institute

in Honor of Neil D. Levin

SUNY to Create Neil D. Levin Graduate Institute of International Relations & Commerce

GOVERNOR George E. Pataki today announced that the State of NewYork will establish the Neil D. Levin Graduate Institute of

International Relations and Commerce under the auspices of theState University of New York. The institute is dedicated to thememory of Neil D. Levin, Executive Director of the Port Authorityof New York and New Jersey, who was lost in the terrorist attackon the World Trade Center on September 11, 2001.

"Neil Levin was a talented, dedicated and selfless public servant forthe people of New York State, and his loss is a tremendous blow to allwho knew him," Governor Pataki said. "The creation of this new institutewhich will benefit New Yorkers and draw people from around the world for generations tocome is a fitting tribute to honor Neil's major achievements in the business, banking andinsurance fields and is a tribute to all who perished at the World Trade Center. Neil Levinwill be greatly missed, but he will not be forgotten."

The Neil D. Levin Graduate Institute of International Relations and Commerce will carryon Neil Levin's vision and commitment to the people of New York, enabling future genera-tions to gain advanced skills and experience necessary to function in the complex world offoreign relations and the global economy. The Institute will partner the great academicstrengths of the State University, City University and other outstanding universities.

Located in New York City, the Neil D. Levin Graduate Institute will work with theUnited Nations, representatives of foreign nations, international organizations and agencies,Federal, State and New York City governments, and leading firms involved with diplomaticrelations among the nations of the world, international business, banking, law and finance.

A native New Yorker, Neil Levin was a leader in business, banking and insurance at thestate, national and international levels. As the Executive Director of the Port Authority, heserved at the focal point of international commerce, serving not only as landlord of theWorld Trade Center complex, but as operator of New York's major airports, port facilities,bridges and tunnels.

Neil Levin served as Chairman of the New York State Commission on Recovery ofHolocaust Victims' Assets. The Commission was created by Governor Pataki to assistHolocaust victims and their heirs in the recovery of assets wrongfully taken in theHolocaust. While at Goldman, Sachs & Co., Neil Levin also had firm-wide responsibility forGoldman, Sachs & Co.'s business in the State of Israel. He was also a member of the Councilon Foreign Relations.

On March 30, 2001, New York Governor George E. Pataki and Acting New JerseyGovernor Donald DiFrancesco recommended Mr. Levin as Executive Director of the PortAuthority of New York and New Jersey. Prior to his appointment as Executive Director,Mr. Levin was appointed New York State Insurance Superintendent in 1997, following hissuccessful tenure as New York State Superintendent of Banks.

He had nearly 20 years of experience in both the public and private sector, and served asa Vice President at Goldman Sachs, Chairman of the Federal Home Loan Bank of NewYork, a Director of the Federal Agricultural Mortgage Corporation (Farmer Mac), and amember of the Freddie Mac Advisory Committee. He was also a Trustee of HofstraUniversity and held an AB in Economics from Lafayette College, an MBA in Finance from theC.W. Post Center of Long Island University Graduate School of Business and a J.D. from theHofstra University School of Law.

Mr. Levin is survived by his wife, Christine Ann Ferer and her two daughters from a pre-vious marriage. He is also survived by his mother, Gloria, of Atlantic Beach, N.Y. and abrother, Stanley, of Westchester County.

September 25, 2001

Gary P. LaGrange

J. Ron Brinson

11月号 (No. 9) 01.10.31 4:25 PM ページ25

Panama: “The Future ofPanama” by Alberto AlemanZubieta

T HE currenttrends in thet r a n s p o r t

industry, in whichthe Canal is one ofthe components inthe chain of tran-shipment, means theexpansion of thewaterway is ‘some-thing we have to do,’ says Aleman, acivil engineer by profession. ‘Otherwise,there will be alternatives to the Canal; athought that Aleman dares not contem-plate.

The future of Panama as a tranship-ment and multi-modal centre willdepend on the decision to proceed withthe Canal's expansion, stresses the ACPadministrator who received theSeatrade Personality of the year awardduring the Seatrade Awards ceremonyheld in London in April. ‘It is neither aneasy decision nor a small one,’ but it ismade, ‘the industry is going to pay a lotof attention to the location of Panama,’

Planning takes time, ever in the tran-shpment world, and there is a fiercecompetition ranging from inter-modalfacilities in the US to pendulum systemsand other ports. ‘Panama’s success willrely on the added-value we can offer,’adds Aleman. ‘If we don’t loose thecompetitive advantage and withPanama’s strong financial position com-plemented by the second largest freezone of the western hemisphere, thecountry should become more and morea destination for goods, something morethan just a location where ships passthrough.’

A network of infrastructure facilitiesthat includes a good communicationsystem, privatised ports and an effec-tive legal system is already in place.Panama’s culture and education havebeen historically service-oriented. It is aconsideration many investors look atwhen deciding upon further financialventure. ‘Servicing is very much whatwe (Panamanians) do every day,’ saysAleman. ‘And we have done it betterthan anyone in the region.’

(Seatrade Review September 2001)



Trinidad Tobago:

Attracts global interest

T HE long-awaited invitation tointernational port operators toparticipate in the running of

Trinidad’s Port of Spain will go outbefore the end of the year, according toColin Lucas, chief executive of the port.

Industry sources said Singapore’sPSA Corp, ICTSI of the Philippines andMexico’s TMM (CP Ships) have alreadyexpressed informal interest in the pro-ject. Officials at Hutchison PortHoldings of Hong Kong, the world’slargest independent port operator,declined to comment.

Before proposals are invited, the PortAuthority of Trinidad and Tobago(PATT) will be split into two sub-sidiaries. One will deal with cargo han-dling and the other with marine ser-vices. Foreign investors will be offeredup to 49 per cent equity stakes in both.

The government will also be requiredto write off PATT’s US$450 mill of debt,which has largely resulted from highmanpower costs.

PATT is aiming to raise throughputfrom 282,500 TEU last year to 500,000TEU, with transhipment accounting forabout 60 per cent.

(World Cargo)

Several international operators are interestedin running Port of Spain

Vancouver: A new study

released

P ORT of Vancouver activities gen-erate 27,500 direct jobs, accord-ing to a new study released by

the Vancouver Port Authority. Whenmultipliers are factored in, the totalemployment from port operationsincluding direct, indirect and inducedclimbs to 62,000.

The study, conducted by MikeTretheway, former UBC professor andone of Canada’s leading transportationeconomists, also concluded the port

generates $1.6 billion in Gross DomesticProduct (GDP) and $3.5 billion in eco-nomic output.

“This study confirms the value of theport as a major economic generator ofemployment for Greater Vancouver, theprovince and indeed, the Canadianeconomy,” said David Stowe, Chairman,Vancouver Port Authority. “In additionto creating substantial employment,port operations are a major contributorto all levels of government in taxes paidand other revenue generated.”Activities at the port contribute $366million in federal taxes, $201 million inprovincial taxes and $55.5 million inmunicipal taxes.

“Every ship arriving at our portmeans jobs here and elsewhere in thecountry,” said Captain Gordon Houston,President and Chief Executive Officer,Vancouver Port Authority. “While thesenumbers are indicative of the strengthof the port, it is important we work tomaintain our competitive advantagewith reliable, cost-effective service andfacilities in a business environmentwhere there are many ports to choosefrom.”

The port has two main sectors ofdirect employment: maritime cargo andthe cruise industry. The maritime cargosector accounts for 19,700 direct jobs -or more than 70 per cent - with $1 bil-lion in wages, $1.2 billion in GDP and$2.7 billion in economic output. Thevalue of cargo shipped through the portis $29 billion. The cruise industry gener-ates 4,500 direct jobs, $177 million inwages, $228 million in GDP and $508million in economic output.

Maritime cargo generates 14,000direct jobs in total in B.C. It generates4,700 direct jobs in Vancouver alone aswell as 1,000 in Delta and 4,500 on theNorth Shore.

Capital investment by the VancouverPort Authority and its tenants is a con-siderable generator of employment,wages, GDP, and economic output."Planned investments by the VancouverPort Authority and its tenants of $2 bil-lion in Western Canadian infrastructureover the next 10 years will continue to

David StoweChairman

Gordon HoustonCEO

11月号 (No. 9) 01.10.31 4:25 PM ページ26


H e r f u r t hS h i p p i n g(UK) Ltd.

Commenting on the first call of the“mother vessel” to Immingham, IanBennett, Director, Forest LinesAgencies (UK) Ltd, said:

“With the Humber now firmly estab-


strengthen the economy,” saidHouston. Future investment plans with-out considering multiplier impacts willmean 1,300 direct jobs annually, $54million in wages, $58 million in GDPand $140 million in economic output.

The Port of Vancouver is Canada’slargest and most diversified port, trad-ing more than $29 billion in goods withmore than 90 nations. In 2000, a record76.6 million tonnes of cargo wereshipped through the Port of Vancouver.

Africa/EuropeAfrica/Europe

ABP/Immingham: HITwelcomes Forest Lines’m.v. Atlantic Forest

HU M B E RInternationalT e r m i n a l

(HIT) at AssociatedBritish Ports’ (ABP)Port of Imminghamrecently welcomed anew customer withthe arrival of ForestLines’ m.v. AtlanticForest, a 40,881 dwtLASH (LighterAboard Ship) barge carrier.

Operating on a service that runsbetween Forest Lines’ Rotterdam baseand New Orleans, m.v. Atlantic Forestis a “mother vessel,” which can carryup to 82 barges, each able to hold 385tonnes of cargo. Cargo destined for theUnited Kingdom is then transhippedfrom Rotterdam to the Humber viaForest Lines’ semi-submersible feedervessel, m.v. Spruce. A regular visitor tothe Port of Immingham, m.v. Spruceberths at one of the port’s river jetties,ready to discharge the vessel and toreceive export cargoes. Cargoes are dis-tributed by specialist tugs toImmingham and elsewhere throughoutthe Humber estuary.

With the opening of HIT in June 2000,however, the Port of Immingham is nowable to accommodate a direct call of theactual “mother-vessel”, m.v. AtlanticForest, ensuring that the service can bemaintained at all times. This is especial-ly beneficial under present circum-stances, as m.v. Spruce is currently indry dock at Falmouth. Cargoes dis-charged at HIT from m.v. AtlanticForest included bulk commodities –such as rice, clay and petcoke - steelproducts, timber, paper and woodpulp.Exports loaded on to the vessel, des-tined for the United States, includedsteel products, sheeted glass and vari-ous general cargoes, and were handledby the line’s westbound agents,

Dennis Dunn IAPH Exco member

lished as our main UK trading base, it isimportant we have the flexibility tomaintain our unique service to our cus-tomers when we have to dry-dock theSpruce.

“Since we first introduced theHumber call into our schedule inOctober 1997, the number of calls hasincreased to over three per month inresponse to customer demand. This isthe first time that the “mother vessel”has called direct at a UK port since1998, but I am sure it will not be thelast.”

Dennis Dunn, Port Director, ABPGrimsby & Immingham, said:

“Forest Lines’ service is an importantdeep-sea connection for Immingham,and the versatility of HIT allows us forthe first time to service the “mothervessel” herself. An operation of thistype illustrates the flexibility of the newterminal, and while there has beenmuch focus on our coal traffic, generalcargo such as this will form an impor-tant component of HIT’s business in thefuture.”

AMS: Bright Future forPassenger TerminalAmsterdam

T HE new Passenger TerminalAmsterdam (PTA) has had avery good first year. Its efficient

passenger handling procedure has wonadmiration from all sides. The year 2001also looks promising, partly due to thearrival of the cruise ship Amsterdam onMay 29th.

Mr Rene Kouwenberg, manger of theterminal since March 1st 2000, is veryenthusiastic. The former hotel manageris proud of the praise he gets from ship-ping companies telling him that theirpassenger handling procedure is moreefficient than in Miami and other portswith a reputation in this field.

Mr Kouwenberg attributes this suc-cess to the excellent cooperationbetween his team of six people, theshipping agents, and the tour operators

11月号 (No. 9) 01.10.31 4:26 PM ページ27



who were soon familiar with the possi-bilities and limitations of this building.'This required a great deal of flexibilityfrom everyone. This is why they gotused to the building so fast.’

PTA is used the most for handling so-called turnaround passengers: mostlyAmerican passengers who embark inAmsterdam and disembark here after acruise of, say, two weeks. ‘When the294-metre long Millennium is dockedhere, 2000 passengers arrive withapproximately 8000 suitcases. Theymust leave the building within two anda half hours in order not to miss theirconnecting flights from SchipholAirport,’ Mr Kouwenberg explains.

He says that this efficient handling isthe work of Mr Ab Roussou who hasbeen doing this job for nine years now.A beaming Mr Roussou, who wasjoined by his colleague Mr Jan-Willemde Jong one year ago, indicates afterthe interview with his manager that allthe success is really the work of ‘thegreat team we have here.’

Appreciation

All this led to numerous visits bymanagers of other terminals worldwideto have a look in Amsterdam to find outhow they do things here. Even the ship-ping companies and shipping agentshave made no secret of their apprecia-tion. 'This is illustrated by the fact thatmany requests for berthing here in 2001came in earlier than in previous years,‘Mr Kouwenberg emphasizes. Two ves-sels arriving one immediately after theother, can be handled very quicklywithout any problem. Mr Kees P.C. vander Hoop of the marketing and salesdepartment of the Amsterdam PortAuthority (GHA) attributes this to thefact that passenger handling, previous-ly a responsibility of GHA, has beengradually transferred to PTA. ‘I receivethe docking requests and forward themto Mr Lammert Leinenga in the cap-tain’s office who then forwards therequests to Mr Rene Kouwenberg. Oncethey have approved the request, wewill send a confirmation to the shippingagent,’ Mr van der Hoop explains.Therefore, a complete scenario existsfor the simultaneous arrival of two ves-sels to ensure that there is enoughdocking space.’

Operational

PTA has thus had a very good firstseason during which an official numberof 100 sea-going cruise ships were han-dled and nearly 100,000 passengersused the terminal. Much work wasdone during the first year to finish the

building, including the installation ofvarious facilities such as telephonebooths, and preparing the 10-room con-ference centre that will be operated byMartinair Partyservice. The meetingrooms are now ready for use. TheBrasserie, located on the first floor andalso operated by Martinair Partyservice,opened recently, and the Croissanterieon the ground floor operated by ACRestaurants will be opening next sea-son.

(Haven Amsterdam)

AMS: Enormous growth

in cruise shipping

T HERE has been a dramatic increasein the number of cruises from andto Amsterdam. The number of river

cruises calling at Amsterdam this year ismuch higher than in previous years. Thisrequires a great deal of puzzling and jugglingon the part of Mr Leinenga, station sergeant,and Mr Compier, one of the traffic con-trollers, in the captain’s office of theAmsterdam Port Authority (GHA).

This significant expansion is mainlydue to the increase in size of both sea-going and river cruise ships in order toaccommodate greater numbers of pas-sengers. ‘Not only has the number ofships increased in recent years, butshipping companies have been replac-ing small ships with larger ones,’ saysMr Leinenga. Mr Compier adds: ‘Thebiggest problem for us is that largerships obviously need larger berths.’

This explosive growth is illustratedby the figures for the past five years. In1996, 73 sea-going cruise ships called atAmsterdam, and exactly 100 did so lastyear. By early February, 95 arrivals hadbeen announced for they year 2001, andby that same time 7 had beenannounced already for 2002.

Figures for river cruises were evenmore telling: 219 ships carrying a totalof 29,510 passengers in 1996, versus463 ships carrying a total of 62,326 pas-sengers last year. By early February2001, as many as 508 arrivals with atotal of 68,838 passengers had beenannounced-figures which were alreadyexceeded when this issue was pub-lished. Until fairly recently, the berthsbehind Amsterdam Central Stationused to be sufficient to accommodateriver cruise ships with lengths of up to60-70 metres. Mr Leinenga says thatthe latest river cruise ships have anaverage length of approximately 100metres, and ships with lengths of 115metres and even 125 metres will be

calling here for the first time this year. Itis impossible for these ships to dockhere at right angles, since this woulddisrupt other ship traffic. The process-ing of the requests to berth inAmsterdam therefore requires somejuggling.

A tight schedule

The nautical handling of sea-goingcruise ships is a slightly different story.Shipping companies, through their ship-ping agent in Amsterdam, contact MrKees P.C. van der Hoop of the market-ing and sales department of theAmsterdam Port Authority (GHA) far inadvance to reserve a berth. Mr van derHoop forwards the requests to the cap-tain's office which is responsible for thenautical handling. This process startswhile the ships are still at sea.

Mr Leinenga: ‘Sea-going cruise shipsoperate on tight schedules with fixedtimes for disembarking and for takingnew passengers on board, and ourschedules must allow sufficient time forships to pass through the locks ofUmuiden. When three large sea-goingcruise ships arrive in Ijmuiden at thesame time, we know that they will notbe able to pass the locks simultaneous-ly. In such cases, we contact their ship-ping agents well in advance, becausethey only know the arrival time of theirown ship, whereas we have a list of allships announced.’

Shipping agents are notified, becausecruise ships may get the attention fromthe captain’s office, they do not receivepreferential treatment. They must fitinto the overall port schedule, alongwith merchant ships, coasters, inlandnavigation ships, and river cruise ships,which all have equal rights. When aship approaches lJmuiden, a pilot willcome on board and the ship will imme-diately be in contract with the trafficcontrol centre in lJmuiden which, afterthe ship has passed the locks, leavesfurther nautical handling to Mr GerardCompier and his colleagues.

RulesMr Compier: ‘We provide patrol boats

for guidance and for traffic control onthe water. The crew of the patrol boatsensure that ships get to their docks,taking into account non-standard navi-gating characteristics, if requested.Some captains want to moor their shipsin a different manner and we will makeallowance for this. When the 294-metrelong Millennium calls here, many thingsneed to be taken care of before it isfinally docked.’

Mr Leinenga adds: ‘There are many

11月号 (No. 9) 01.10.31 4:26 PM ページ28



rules to be complied with, and theyapply to cruise ships as well as to othershipping traffic. Each ship must gothrough immigration and customs pro-cedures, deal with the Koperen Ploegboatmen’s association, etc. They mustoberve speed limits. This applies to allshipping traffic. The special thing aboutcruise ships is that their load is differ-ent: they are passengers. ‘The samerules and procedures apply at the timeof departure, but in reverse. ‘Departuresalso require a great deal of organiza-tion, partly because of the tight sched-ules of the locks in lJmuiden. This callsfor very precise planning,’ says MrCompier.

Flexible

These tight schedules also apply tothe river-cruise industry with itsincreasingly large ships calling atAmsterdam. In fact, various shippingcompanies in this sector have more orless selected Amsterdam as their homeport. Over the next 10 years, the river-cruise industry will have to take intoaccount the construction of the so-called lJ river boulevard which willinvolve a significant amount of recon-struction work behind Central Station.During this transition period, the peoplein the captain’s office of the AmsterdamPort Authority (GHA) will have quit ajob steering everything. Mr Leinenga:‘We try to arrange everything so as tominimize nuisance to customers.Nonetheless, berthing capacity willcontinue to be an issue during the com-ing period.’

Mr Compier adds: ‘We use floatingjetties. This gives us more flexibilityand allows us to dock ships somewhereelse every now and then. It is very diffi-cult for us to keep up with the rapidincrease in size of river cruise ships.’

Both gentlemen sigh that if theincrease in scale and explosive growthcontinue, they may have to announce

t h a tAmsterdam isfull. ‘Thatpoint of satu-ration isapproachingrapidly,’ MrCompier con-cludes.

Once thework behindCentral Stationis finished, MrLeinenga andhis people willhave larger

berths at their disposal. 'The specialthing about river cruises is that the cus-tomer wants a specific berth for a spe-cific time, and we must find it.Honouring each request for a specificberth is a tremendous effort, especiallyduring the peak months of April, Mayand June,’ says Mr Leinenga. His wordsillustrate that customers, i.e., shippingcompanies, have much confidence inthe work done by the people in the cap-tain’s office. This was once emphasizedby representatives of shipping compa-nies during an interview for the HavensAmsterdam magazine. The firstrequests for berths arrive as early as inSeptember. By mid-December, approxi-mately 90% of all requests have beenreceived and that’s when Mr Compierand Leinenga start puzzling and jug-gling, a job they finish in mid-January.

(Haven Amsterdam)

Antwerp: Maritime cargoturnover up 3.3% duringfirst half 2001

I N the first half of this year the Port ofAntwerp registered a maritime cargoturnover of 65.6 million tonnes.

Compared to 63.5 million tonnes over thesame period of last year this means anincrease of 3.3%.

The growth of the container trafficslowed down to 4% whereas in some mainEuropean container ports this traffic evensuffered a setback. During the first sixmonts 22,849,123 tonnes (2,058,002 TEU)of containerised goods were handled inthe Port of Antwerp compared with22,002,185 tonnes (1,998,845 TEU) duringthe record year 2000.

As to conventional general cargo, load-ings remained at the same level whileunloadings of almost all products droppedby an average of 14%.

In particular, bulk goods went strongly

Antwerp: Flemish Parliamentargues for further deepeningthe Scheldt

T HE Flemish Parliament has set outits long term vision for the ScheldtEstuary. Its unanimous object is a

further deepening of the Scheldt, so that inthe first phase ships with draughts of upto 12.80 m could sail the river regardless ofthe state of the tide. When the provisionsregarding keel tolerances are taken intoconsideration this would mean that theScheldt could accommodate real draughtsof up to 13.10m, thus enabling ships of upto 6,500 TEU to reach Antwerp withoutdifficulties. As agreed with theNetherlands, the Flemish MinisterPresident Patrick Dewael informed theDutch Prime Minister Wim Kok of thisposition before 1 June 2001. The DutchGovernment will now state its positionwithin a period of six months.

(Antwerp Port News)

up. The turnover of liquid bulk rose by7.1% to 17,128,128 tonnes. Dry bulk wentup by 5.4% thanks to the increased vol-umes of incoming coal and ores.

(Antwerp Port News)

Cargo volume First six months Fist six months Differencein tonnes 2000 2001

Total 63,476,127 65,595,643 +3.3%General cargo 34,284,316 34,555,166 +0.8%Containers 22,002,185 22,849,123 +3.8%Ro/Ro 2,933,401 3,029,032 +3.3%Conventional 9,348,730 8,677,011 -7.2%

Liquid bulk 15,991,512 17,128,128 +7.1%Dry bulk 13,200,299 13,912,349 +5.4%

Antwerp: Ports ofFlanders-Centres forhinterland logistics

T HE ports of Antwerp, Zeebruggeand Ostend were jointly repre-sented on a stand at the

Transport Logistic Fair in Munich. Thegroup stand was co-ordinated byFlanders’ Export Promotion Agency.

The theme of the Belgian Day organ-ised during the fair was “Mobility andHinterland Logistics.” The ports ofAntwerp, Zeebrugge and Ostend madea presentation of the various forms ofoverland transport they can offer theEuropean hinterland. Nowadays portshave to pay ever greater attention totheir accessibility. Major investmentssuch as the renovation of the Iron Rhine

11月号 (No. 9) 01.10.31 4:26 PM ページ29



Constanza: Building newcontainer terminal atConstanza South

T HE international bid for the newContainer Terminal to be built inConstantza South has made

another step forward. On September 25at the Port Administration headquarters,the financial offers were opened for thefirst package, Infrastructure ConstructionWorks.

This package consists of the construc-tion of: quays, container storage plat-forms, access roads, office buildings, railterminal and other facilities.

The technical offer was presented atthe beginning of August by 6 companiesand / or joint ventures but only 4 present-ed their financial solution because KajimaCorporation Japan renounced and BesixBelgium did not qualify.

The offers made by the remaining com-panies / joint ventures were:

1. - JV Archirodon Construction (Overseas)Co. SA

- Mitsui Engineering and Shipbuilding Co,Ltd

Cyprus: Concession Contract for

Re-development of Larnaka Port

T HE Government of the Republic ofCyprus is initiating a procurementprocess for the award of a conces-

sion contract for the re-development ofLarnaka Port under a long term Design-Build-Finance-Operate style contract. Theattached advertiserment has been placedin the [Financial Times (Friday 21st andFriday 28th September 2001 editions) andin the Economist (Saturday 22nd andSaturday 29th editions)]. Prospective par-ties can apply to the Ministry for a copy ofan Information Circular which providesfurther details on the project and the pro-curement process. Copies of theInformation Circular have also been sentdirectly to a number of parties, including

those who have previously expressedinterest in this opportunity.

This is an interesting project which willrequire bidders to provide an outline oftheir proposals for the project, whichincludes a substantial real estate develop-ment on surplus port land as well as thereconfiguration and operation of the portitself.

Any enquiries should be addressed to:The Senior Control Officer, Ministry ofCommunications and Works, 28 AcheonStreet, CY-1424 Nicosia, Cyprus;Telephone Number: +357 2 800253; FaxNumber: +357 2 776272

The Government of the Republic ofCyprus is being advised byPricewaterhouseCoopers with WSPGroup, Masons and Lellos P DemetriadesLaw office.

(railway), a second railway access to thePort of Antwerp, the widening of theAlbert Canal, the completion of the InnerRing Road round Antwerp, and the con-struction of the “Main Hub” will all helpto ensure that Antwerp remains easilyaccessible in the future.

In his presentation on the Rhine con-tainer trade, Rudiger Herzog, Chairmanof AGHA’s Germany working group,went a step further. In his view it is notenough to simply build more traffic infra-structure. Improved co-operationbetween the various modes of transportis essential. The container barge tradecan only overcome the geographical limi-tations of the waterways by workingmore closely with the railways. lmprovednetworking between river ports andgreater co-operation between seaportsand river ports could create new oppor-tunities for the further development ofthe logistical activities of the Rhine con-tainer trade.

(ANTWERP PORT NEWS)

2. - JV Penta Ocean Construction Co, Ltd3. - Taisei Corporation4 - LG Engineering & Construction

Corporation

The winner will be announced soonafter the analysis of the offers.

11月号 (No. 9) 01.10.31 4:26 PM ページ30



Dublin: Major upgrade

for Dublin

J UST a year after it was acquired byMersey Docks & Harbour Company(MD&HC), Dublin container terminal

operator Marine Terminal Ltd (MTL) hasannounced details of its I£17 mill invest-ment programme. Expansion of the exist-ing 15.5 hectare terminal, with a 700mlong quay, to take in an adjoining areawill help triple storage capacity from 2000TEU to 6500 TEU, with the help of fivenew widespan RMGs already orderedfrom Liebherr. The development pro-gramme, due for completion next June,will increase the length of quay offering adepth of 10.2m at lowest overall tide from400m to 570m. The other 30m of berthwill provide a minimum depth of 8.5m.The terminal will have 260 reefer pointsfor reefer containers.

MLT revealed some time ago that itwas considering a dense-stacking RMGsystem to replace its reach stacker-directoperation. As reported in the July 2001issue of World Cargo News (p34), three ofthe new RMGs measure 14.3-51.45-14.3mand stack 1 over 4 and the other two are14.3-51.45-0m and stack 1 over 2 high.Liebherr has also just delivered aPanamax crane to MTL and is due todeliver three more cranes to MD&HC inLiverpool, later this year and early next.

MD&HC has also announced an invest-ment of £5.5 mill in a giant 23,100m2

warehouse in Liverpool for use by ArakdyFeed(UK) Ltd, part of one of the world'slargest grain trading groups. A 460m longoverhead conveyor will link the newwarehouse to the deepwater S10 berthwhich is capable of handling largePanamax size vessels.

The conveyor will be able to transferanimal feed from ship to warehouse at upto 750 t/h and will be fully-enclosed. Allloading of road distribution trucks will beundertaken in a 15m-wide roadwayinside the giant store. The 220m long by105m wide cladded, steel framed struc-ture can hold as much as 75,000 tonnes ofup to six different products.

Completion of the new warehouse andconveyor at Royal Seaforth Dock inSeptember, 2002 will allow Arkady totransfer operations from Canada Dockwhere there is a limit on the size of bulkcarrier that can be accommodated.

(World Cargo)

Helsinki: A new ferry

berth is completed

A new ferry berth was inaugurat-ed in the North Harbour inHelsinki. The construction of a

new ferry berth became necessary dueto the increase in the number of sips vis-iting the Port of Helsinki. In addition, astraffic has increased, shipping compa-nies have acquired new types of vesselsthat require a wide shore ramp for theirstern ramps. Only three of the NorthHarbour’s previous six ferry berths weresuitable for such vessels.

Cargo passing through the NorthHarbour is primarily transported in lor-ries and trailers. It is expected that traf-fic volumes will continue to increase.

The new ferry berth is in line with thePort of Helsinki’s strategy of developingits functions in its present harbours andmeeting the needs of customers whilevigorously advancing the VuosaariHarbour project.

The first ship to use the new ferryberth was Finnbirch, which is part ofFinnlines plc’s fleet. The ship arrivedfrom Aarhus, Denmark, on 13 August.

The side pier of the new SS7 ferryberth is formed of dolphins on a founda-tion of light-structured steel piling. Thebasic structure of the ground ramp is apiling wall made of steel tubing. The pieris 150 metres long and has a waterdepth of 9.0 metres. The new ferry berthcost FIM 11 million.

(INFO)

Artist’s impression of upgraded MTL containerterminal in Dublin

Helsinki: Turnover almost at

the previous year’s level

D URING the January-July periodof the present year, turnover fellFIM 5 million short of turnover

in the corresponding period of the previ-ous year; passenger traffic and storagehave declined. The turnover forecast forthe present year is FIM 400 million. Thesurplus before reserves is expected to beslightly lower than last year.

Investments in the January - July peri-od totalled almost FIM 30 million, orsomewhat over one-third higher than inthe corresponding period of the previousyear. This year, investments are expect-ed to rise to slightly over FIM 64 million.One of the major investments is ferryberth SS7, which was recently complet-ed in the North Hrbour.

The Port has a new quality manager

The Port of Helsinki puts the accent onhigh quality. MS Kaarina Vuorivirta,M.Sc. (Eng.), started out as the Port ofHelsinki’s quality manager on 1 June2001. This is a new position.

(INFO)

Le Havre: Public sector

contracts for Port 2000

A FTER inter-national invi-tations to

tender in the course ofthe year 2000, the Portof Le Havre Authorityhas just appointed thecompanies which willparticipate in the con-struction of the futureinfrastructures of Port 2000 intended to

J.M. Lacave

11月号 (No. 9) 01.10.31 4:26 PM ページ31



accommodate the biggest containerships.At the end of August, the main two pub-lic sector contracts were signed by theManaging Director of PAH.

The first contract for the construction ofthe breakwater and digging of the chan-nel, amounting to 1.6 billion francs (that is244 million Euro), was signed with agroup of companies made up of GTM-Construction, Campenon-Bernard,Dumez-GTM and Dredging International,the Belgian dredging company. Thegroup of companies will be directed byGTM-Construction, a subsidiary of theVINCI group.

The second public sector contractamounting to 800 million francs (122 mil-lion Euro, was signed with Soletanche-Bachy which will build the first fourberths.

In November next, once the mineclear-ing operations are over on the maritimesite of Port 2000, it will be possible tostart the maritime works. They will lastabout 3 years. The first phase of Port 2000whose total cost amounts to 3.4 billionfrancs will be operational in mid-2004.

Marseilles: Seeking 3

candidate specialists

T HE port of Marseilles Authority(PMA) is to begin its search fora specialist partner to operate

the Fos 2XL container terminal set toopen in 2004.

Fos 2XL is to be developed as anintermodal transhipment hub and willincrease capacity in the port's mainbox-handling area from 720,000 TEU to1m TEU.

PMA plans to contact potential oper-ating partners by this autumn. A maxi-mum of three candidates will be short-listed by the end of the year and thefinal choice will be made next July.

Candidates will be required todemonstrate wide-ranging experienceof port and landside services, includingvessel handling, stevedoring and railhandling.

(Cargo Systems)

Namport: Port of Walvis

Bay to play important role

I N T R O D U C T I O N

T HE Port of Walvis Bay’s vision isto play an important role as facili-tator for the Walvis Bay Corridor

and as a major outlet for Southern CentralAfrica. The port has the opportunity tocapitalise on its geographic location inrelation to Europe, the Americas and theindustrial centre of Gauteng (RSA) in con-juction with the East/West highway of theTrans Kalahari and the Trans Caprivi tothe landlocked neighbours.

Main Features including water area

The port of Walvis Bay handles some 2million tonnes of cargo per annum consist-ing of dry bulk, break bulk, petroleumproducts and containerised cargo. Thecommercial harbour consists of a quaywall of 1.4 kilometres in length, dividedinto eight berths. Berths 1-3 each has adepth of 12.8 metres while the depth ofberths 4-8 are 10.6 metres. A separateTanker jetty caters for tankers of 128m to192m in length and maximum 10mdraught. Approximately 800 vessels callat Walvis Bay per annum.

The Port prides itself on the fast transittimes achieved for cargoes, in particular,

containerised cargo. Cargo throughputcould be increased to 5 million tonnes perannum or more by introducing additionalshifts and equipment to meet growingdemand. Namport partners are privateoperators, who are port users, and includethe Walvis Bay Bulk Terninal, Walvis BayCold Store, Rossing Uranium Mine, theFish Oil Company, the Offshore Oil SupplyIndustry, the Okoruso Mine, and others,like our own Synchrolift, who all enhancethe port operation.

Future Development

New projects proposed for the port ofWalvis Bay:

• A distrubution centre for just in time deliveries to the region (Freeport)

• A bulk grain storage facility

• Increasing the drydocking facility at thesynchrolift

Weather not affecting port

Climatic conditions in Walvis Bay areideal with no delays known due toinclement weather.

OPERATIONS

Radio/Port control

Walvis Bay Port Controls controls allshipping movements within port limitsand keeps a 24-hour VHF radio watch onChannel 16 and works on Channels 12and 14.

Pilotage

The port is a compulsory pilotage area.Requests for pilots must be directed tothe Port Captain prior to arrival.

Cargo Handling

Bulk CargoSalt, coal, fluorspar and mineral concen-trate are mechanically handled in bulk. Liquid bulk handled.General Cargo & Ro-Ro: Handled at berths 4 and 6.

Main Commodities

Handled

Export:Salt, manganese ore,fluorspar, fish, mar-ble/granite, contain-ersImport:Coal, petroleum prod-ucts, grain, fishmeal,sugar, offshore oil,industrial commodi-ties, equipment, con-tainers

Container Terminal

The new container terminal is in usesince 1999 and operates at designatedcontainer berths 1, 2 and 3 each of whichhas a depth of 12.80 m below the chartdatum. Our new container terminal has382 ground slots and roadways are laidout to cater for reach stacker operations.190 reefer plug connections in a threehigh configuration are provided in thenew terminal plus 48 reefer plug points atthe old terminal. A new entrance desig-nated for container trailers is fully com-pleted and equipped with ContainerTerminal Information System (CTIS).

Bulk Terminals (Privately Operated)

The port has 2 bulk terminals, each ofwhich is capable of handling various bulk

11月号 (No. 9) 01.10.31 4:26 PM ページ32


MISSION STATEMENT

“TO ensure the efficient manage-ment of port operations, optimalallocation and use of resources,

diversification of sources of revenue and guar-enteeing adequate returns on its investments,in order to contribute effectively to the well-being of the Nigerian society.”

The history of sea port development inNigeria dates back to the mid-19th cen-tury, following the adventures of earlyexplorers on the West African Coast andthe international trade which resulted.Initial efforts consisted of opening up theentrance to the Lagos Lagoon and theprovision of facilities for ocean-goingvessels, the mainstreamer SS Akoko,entered the new Lagos Harbour. Twomonths later the Customs Wharf onLagos Island was opened, and not longafter Apapa and Port-Harcourt were

added to the network of ports. Theestablishment of the Nigerian PortsAuthority, NPA for short, in 1954,brought a new impetus in the develop-ment of Nigerian sea ports. The organi-sation made remarkable progress and inline with goverment’s efforts to improvethe services and revenue yielding poten-tials of the organisation, the activities ofNigerian Ports were commercialised in1992 under the name, "Nigerian PortsPlc.” However, considering the fact thatthe company is still wholly owned by thegoverment, it reverted to its formername, NIGERIAN PORTS AUTHORITY inOctober 1996. This reversion is however,not in conflict with commercialisationefforts and the commitment to improvedservices. Nigerian Ports Authority todayoperates under the supervision of theFederal Ministry of Transport with theresponsibility of providing specific ports

Nigerian Ports Authority’s Mission Statementwith Port Profile


cargoes at 500 tons per hour.

Fuel & Water

Fuelling Facilities (Berths 1, 2, 3, 4 & 5)via pipeline and all other berths via roadtransport, bunker fuel transfers in theinner anchorage are subject to priorapproval by the Department of Transport(Marine Division) and the Port Captainand are monitored.

Fresh Water SuppliesFresh water can be supplied at any

quay at a rate of 15 tons/hour up to 4hoses per vessel. Walvis Bay is experienc-ing a water shortage and limitations onwater supply may be imposed. Freshwater is supplied by prior arrangementthrough the Port Captain.

Synchrolift Ship Repair Facilities

Synchrolift: a synchrolift with a liftingcapacity of 2000 tons (12-metre beam and80-m length) is operated by Namport.Various private companies provide repairservices.

Other Services

Fire Prevention and SecurityFire prevention service is available on a

24 hour basis. Access to the harbour is controlled by

security guards. Permits are required toenter controlled areas.

DiversThe port offers professional diving ser-

vices on request through the Port Captain.

THE WALVIS BAY CORRIDOR

The principle of the Walvis Bay Corridorflows from the concept of the creation of atransport conduit from Walvis Bay to land-locked countries and other potential trad-ing partners for Namibia in the subconti-nent, in line with the founding philosophyof other regional corridors such as theMaputo Corridor and the Beira Corridor.As such, it has the primary purpose of fos-tering reciprocal trade with such coun-tries, utilising the Port of Walvis Bay asan import/export point. The Walvis BayCorridor further contributes to the visionof linking up as a transport route with theMaputo Corridor, thus providing a power-ful transport link across the breadth of theSouthern African subcontinent and pro-viding concomitant trade opportunities forthe countries along the route of the linkingcorridors. The importance of this wasstressed at a recent meeting between therelevant responsible Ministers of

Transport of Namibia and South Africa. Itwas however also evident that, in order torealise this vision, certain portions of thisroute (in particular between Gaborone inBotswana and Rustenburg in SouthAfrica) would require significant upgrad-ing. This would be essential to realise thefull potential of the other essential corridorlinks, such as the Trans-Kalahari Road.

The Walvis Bay Corridor offers the fol-lowing advantages to potential cus-tomers:

I. A well developed port, town, and businesschain, connected to an excellentinfrastructure system.

2. A dynamic Walvis Bay town administration,keen to expedite and assist business andcorridor development opportunities.

3. No delays due to weather or port conges-tion.

4. High cargo security and low insurancerisks.

5. Flexibility in port operations, and the abilityto double or treble capacity upon demand.

6. A saving of four to seven shipping days onaverage from the North West Continentand the Americas for cargo destined forSouthern and Central Africa, compared toother Southern African ports.

7. Three-day transit time from Walvis Bay toHarare and Lusaka.

8. Three to five-day rail service to theGauteng area of South Africa.

9. Guaranteed three-day clearance of contain-ers in the port.

10. The Export Processing Zone and Free Portconcept, linked to the Corridor, providingbusiness incentives in this regard.

The corridor concept is strongly sup-ported by the private sector, and will beoperated as a private sector initiative. Itis intended to establish a Walvis BayCorridor Group, with the purpose of facili-tating the marketing of the Port of WalvisBay, including the access routes throughneighbouring countries, work on issuesrelated to trade and traffic facilitation toensure smooth cross border operations,and work as regards quality assuranceand the competitiveness of the transportroutes to and from Walvis Bay. TheCorridor Group will be driven by the pri-vate and commercial sectors, but withrepresentation by key government min-istries and government agencies. In prin-ciple, private and commercial interestswould not be represented at the companylevel, but through the respective associa-tions representing the trade groupings. Itis planned to finance the Corridor Groupmainly through contributions from the pri-vate sector, with an organisational andgovernance structure essentially like a pri-vate company. The day to day activitieswould be managed by a BusinessDevelopment Manager, reporting to aBoard of Trustees.

11月号 (No. 9) 01.10.31 4:26 PM ページ33



area of over 460,400 square metres.

Also available in the ports are:• A fleet of 54 harbour craft• Over 600 different types of cargo han-

dling equipment

These plants and equipment are amatter of policy, updated consistently inaccordance with international standardsand maritime developments.Characteristics of the various major portsare as follows:

Maximum QuayS/No. Ports Location Depth Length

of berth in metres

1 Apapa Lagos 9.0 24592 Tin Can Lagos

Island 11.5 20453 RoRo Lagos 11.5 7054 Container Lagos

Terminal l10.5 10055 Port Port

Harcourt Harcourt 7.8 18776 Delta (*) Warri 11.5 25067 Calabar Calabar 11.0 11378 Federal

Lighter Onne 5.7 1185Terminal

* Both new Sapele and Koko ports have been integrated intothe Delta Port Complex.

CONTACTS

Corporate Headquarters and Offices

• Nigerian Ports AuthorityPlot 126 Olusegun Obasanjo WayCentral Business DistrictGarki-AbujaTel: 09 234 7920-8Fax: 09 234 7930-1

• NPA Kano Office221 Audu Bako WayP.O. Box 930Nassarawa, KanoTel: 064-632269

and harbour services for the country'smaritime industry.

Statutory Duties and Major Functions

The following list highlights the funda-mental duties and functions of theNigerian Ports Authority:

• Provision and operation of cargo handling and quays facilities. Pilotage and towageservices.

• Supply of water and fuel to vessels atanchorage or mooring buoys.

• Repairs and maintainance of vessels.• Dredging and contract dredging waterways• Navigational lighting of the ports.• Other ancillary services.

Highlights of the Nigerian PortsAuthority

• The NPA provides the gateway to Westand Central Africa, through 8 major portsstrategically located along the coastline andestuaries of the most important navigablerivers.

• These ports account for some 99 per centby volume and 95 per cent by value of thecountry’s total imports and exports.

• The ports have a highly developed infra-structure and efficient, professional meth-ods of cargo handling and freight manage-ment.

• Many of the ports and terminals are direct-ly geared to the requirements of majormultinational companies in essential indus-tries such as oil, gas, and steel production.This helps to ensure stability and long-termcommitment.

• Every aspect of cargo handling, storage andtranshipment is provided for – from bulkcommodities and containers to generalgoods and foodstuff.

• Nigeria is the largest and most developedeconomy in West Africa, with a trade her-itage extending back over many centuries.It is now unique in its placement of provid-ing trading and investment opportunities,unrivalled on the African continent.

MAJOR NPA INSTALLATIONS

The eight major ports controlled bythe Nigerian Ports Authority provide:

• 93 general cargo berths• 5 RoRo berths• 7 bulk solid berths• 11 bulk liquid cargo berths• 63 buoy berths• Numerous private jetties

Cargo storage facilities include:

• 63 transit sheds• 22 back sheds• 4 arcon sheds• Over 40 warehouses with a total storage

• New Ocean & Federal Lighter Terminal, Onne PortNigerian Ports Authority,OnneTel: 084-820461

• Lagos Port Complex, ApapaP.M.B. 1021, ApapaTel: 5452820-4

• Lagos Marina Office26/28 Marina LagosTel: 01-2600620-12Fax: 2341-263671, 2630306Telex: 21500 ONP PNPA NG213763 ONP PNPA NGCable: Genports Lagos

• NPA London Office2nd Floor, Allenby House1A Temple Road(Off Cricklewood Broadway)NW2 6PJTel: 020-8450 3101 (3 lines)

• Cable Gen Ports, LondonFax: 020-8458 062Telex: 25505 NPALRG,266551 NPALRFG

• Tin Can Island Port (TCIP)P.M.B. 1201, ApapaTel: 090-402495

• Roro PortP.M.B 1198, Tin Can Island, ApapaTel: 804100-49Telex: 23715Fax: 875488

• Container Terminal Port, IjoraP.M.B 1169 IjoraTel: 5870052, 5874644,5874738, 5873621

• Calabar PortNew Calabar Port ComplexP.M.B 1014, Esuk-Utan, CalabarTel: 087-225111-5Fax: 087-221192Port Manager: 087-222505

Website: http://www.nigeria-ports.com

11月号 (No. 9) 01.10.31 4:26 PM ページ34



for exam-ple railaccess in theT r a d e C o a s tprecinct.

“This announcement will create signif-icant new job opportunities during con-struction of the new Fisherman Islandsfacilities,” Mr Bredhauer said.

“The TradeCoast precinct at the mouthof the Brisbane River, offers world-classinfrastructure to drive trade, jobs andeconomic development,” he said.

PBC Chief Executive Officer GrahamMulligan said the need for the relocationof the port from Hamilton was first recog-nised in the early 1970s when FishermanIslands was identified as the preferredfuture location for Port of Brisbane.

“Since then, Fisherman Islands hasdeveloped significantly. And the reloca-tion of the existing Hamilton facilities

Asia/OceaniaAsia/Oceania

Brisbane: Inks agreementwith stevedor Patrick forfacility relocation

P ATRICK The Australian Stevedoreand the Port of BrisbaneCorporation have signed a Heads

of Agreement for the staged relocation ofsome of the company’s facilities fromHamilton to Fisherman Islands.

Patrick will relocate its break-bulkoperation and vehicle pre-delivery andinspection facilities, starting in the sec-ond half of 2002.

Existing shipping services – other thanPatrick’s – will continue to operate atHamilton.

Transport andMain RoadsMinister SteveBredhauer saidPatrick would beable to take advan-tage of the benefitsthe Port ofBrisbane offered,

continues to be reflect-ed in our long-rangestrategic plans,” hesaid.

“These plans havebeen based on theassumption that within10 to 15 years, all port-related activity atHamilton will have moved down-river,”Mr Mulligan said.

“The timing is consistent with theterms of the existing leases,” he said.

The Heads of Agreement requires theCorporation to provide facilities atFisherman Islands, such as common-userberths and developed back-up land, toaccommodate the business activitiestransferred from the Hamilton area.

Under the agreement, Patrick will takeup some of the developed backup landbehind Berth 8.

This will, in turn, fast-track the devel-opment of Berth 9, which will consider-ably increase the capacity of wharffrontage at Fisherman Islands.

FURTHER DETAILS: Andrew Williams,Minister’s office 3237 1944 or 0408 725 308 …Nikki Wood, Port of Brisbane Corporation 32584675 or 0417 732 556

Cochin Port Trust (CoPT) proposes to set up an international bunkering terminal in Cochin Harbour. This development may take place under a BOT formatconsistent with existing privatization guidelines of GOI, under Revenue sharing basis. Only land for setting up tankage facility will be given on lease byCoPT under TAMP approved tariff. Necessary berthing facility, development of other infrastructure facility and operation of the terminal shall be theresponsibility of the operator.Recognising however the time required for the setting up of the Bunkering Terminal Project, CoPT intends to develop the project in stages.Cochin Port stands in advantage for setting up of the Bunkering facility on account of the following:(i) Location near to international sea route(ii) Location of international airport nearby(iii) Availability of facilities for all official clearances like customs, immigration etc. and other facilities like nearness to ship repair yard etc. required for

conducting shipping operations(iv) Availability of all grades of good quality bunkers on account of the nearness to Oil Companies like KRL, IOC, BPCL etc.To make the Bunker competitive in international market, this terminal is being declared as 100% EOU which will facilitate exemption from customs duty,excise duty, sales tax, turnover tax and enjoy tax holiday for 5 years.Request For Qualification (RFQ) are hereby invited from experienced and highly qualified domestic and international private sector port developers/operators or Port Authorities or a Consortium of firms for the Development and Operation of the Bunkering Terminal at Cochin Harbour.The Port Trust is looking for the parties who generally satisfy the following criteria, for responding to the above.(i) Possessing a minimum of two sea going, twin screw, highly manoeuvrable barges (tankers), suitable for bunkering purpose.(ii) Valid import/export license.(iii) Experience in ship to ship oil transfer at high seas, complying with O.C.I.M.F. rules.(iv) Experience in handling petroleum products at shore tank installation and suitable infrastructure to handle bunkering round the clock and 365 days in

a year.(v) Experience in setting up such Bunkering terminal and tankage facilities.Interested parties may send their request along with a demand draft of Rs. 5,500/- (US $ 120 in case of Foreign Bidder) in favour of FA & CAO, Cochin PortTrust, Cochin-682 009 for obtaining RFQ document at the address below:The Chief Engineer, Cochin Port Trust, Willingdon Island, Cochin 682 009. KERALA, INDIA. Tel: No. 0091-484-666414, Fax No. 0091-484-668163The RFQ document can be obtained on any working day from 18-9-2001 to 10-12-2001 and proposal for pre-qualification should reach the above addresslatest by 12-2-2002.Cochin Port Trust reserve the right to itself not to issue the document and/or to accept or reject any or all the offers at any stage of the process and/or modifythe process without assigning any reason whatsoever.

Sd/-(Dr. JACOB THOMAS)

CHAIRMAN

COCHIN - 682 009, KERALA STATE, INDIA

GLOBAL NOTIFICATION FORPRE-QUALIFICATION OF BIDDERS

FOR SETTING UP OF ANINTERNATIONAL BUNKERING

TERMINAL IN COCHIN HARBOUR

Graham Mulligan

11月号 (No. 9) 01.10.31 4:26 PM ページ35



Calcutta: Port’s Future

Plan

M AJOR Development Programmes atCalcutta Dock System and Haldia DockComplex during 9th Five Year Plan

The 9th Plan outlay projected to theGovernment of India by Calcutta Portwith envisaged funding from InternalResources primarily, is as follows:

(Rs. in Crores)

Calcutta Dock System 47.746Haldia Dock Complex 202.60*River Related Works 290.00Sub-total (Port Sector) 540.346SBR/Dry Docks 2.80Grand Total 540.346

*Scheme entitled 'Comprehensive Scheme, (Phase II) forimprovement of draft in Hooghly estuary at a total cost ofRs.400 Crores with Rs. 290 Crores to be spent by 2001-02 is envisaged to be funded by grant in aid from the Govt.of India. To gauge efficacy and sequential priority of 'com-ponents of the scheme, foreign consultant will start appro-priate studies soon.

The envisaged 9th Five Year Planembraces, amongst others, the followingworks deemed important for develop-ment of the Port:

Haldia Dock ComplexDevelopment of one liquid cargo serv-

er and one server for dangerousgoods/liquid cargo and completion ofone multipurpose berth.

Replacement of Despatch vessel/GrabDredger.

Infrastructural development for effi-cient cargo operations and aggregation/dispersal including replacement of ship-loaders, procurement of locomotives/tugs, railway track refurbishment, aug-mentation of cargo handling equipment,signalling and telecommunication equip-ment, construction of office-building/quarters, etc.

Calcutta Dock ComplexRefurbishment/reorientation of facili-

ties for handling liquid bulk cargo/con-tainers, etc.

Renovation of Fendering System, mod-ernisation of lock entrance, developmentof roads/refurbishment of bridges,improvement of illumination, develop-ment of shore-station/related facilities.

Replacement of survey vessels, pro-curement of launches, container handlil-ng equipment, etc.

Additionally, modernisation of dry-docks including replaceament of onecaisson, is also envisaged (SBR-Sector).

River Related Works (RR)Under the category of river-related

works, improvement of draft/width of

the navigational fairway is being con-templated by the technical/hydraulicexperts of CPT who are working out con-tour of a revised "ComprehensiveScheme" with an indicative investment

size of Rs.400 Crores, with Rs.290 Croresenvisaged to be spent during 9th Planonly. This however would require techni-cal appraisal/clearance by the compe-tent authority.

Traffic Projection at Haldia Dock ComplexThe perspective plan for the Port of Calcutta till 2019-20 projects the following

throughput at Haldia :-

(in '000 tonnes)

Sl.No. Commodity Projection

1999-2000 2004-05 2009-10 2014-15 2019-20

1. POL Crude 8300 8300 8300 14000 140002. POL Product 5617 7850 8160 8740 109003. LPG 600 1500 1520 1810 19004. Other

Liquid Cargo 860 860 860 860 8605. Thermal Coal 6000 6000 6000 6000 60006. Coking Coal 4000 4500 4500 4500 45007. Fertilizer 70 70 60 60 608. Fertilizer

Raw Material 300 340 360 385 4209. Container 240 285 340 430 50010. Other Cargo 490 565 725 740 840

Total 26477 30030 30725 37515 39980

Traffic Projection at Calcutta Dock System:(in '000 tonnes)

Sl.No. Commodity Projection

1999-2000 2004-05 2009-10 2014-15 2019-20

1. POL (Product) (Imp) 2850 3100 3600 3600 36002. POL (Product) (Exp) 72 75 80 85 903. Other Liq.Cargo (Imp) 60 70 90 95 1004. Edible Oil (LB) (Imp) 135 145 165 185 2105. Fertilizer (Imp) 100 100 90 80 806. Raw Material for Fert. (Imp) 70 75 80 90 1007. Timber (Imp) 60 55 55 45 458. Iron, Steel, Machinery (Non.Cont.)

A) Import 160 180 200 210 220B) Export 260 270 290 310 350

9 Tea (Non-Cont)(Exp) 15 15 15 15 1510. Jute & Jute Products 65 55 55 50 4511. Containerised Cargo

A) Import 1250 1350 1450 1600 1750(92) (100) (110) (115) (130)

B) Export 13550 1450 155 1600 1850(88) (120) (140) (180) (200)

12. Other CargoA) Import 750 800 900 950 1000B) Export 400 500 550 570 600

13. Total Sea Borne TrafficA) Import 5435 5875 6630 6855 7105B) Export 2162 2365 2545 2630 2950C) Total 7597 8240 9170 9485 10055

14. IVW Traffic 370 380 390 400 42015. Total Traffic 7967 8620 9560 9885 10475

Note : Figures within brackets indicate number of TEUs in Thousand numbers.

Traffic Projection at Calcutta Dock System

Chennai: 30-year concession toP&O Ports-led consortium forbox terminal development

A consortium led by P&O Portshas gained a 30-year conces-sion to develop Chennai

Container Terminal, India.The concession agreement provides

for the modernization of the current ter-minal operations and the developmentof Chennai as a major hub port.

The consortium partners are P&OPorts, which holds 75%, the ChettinadGroup, 20%, and MBEC, 5%.

P&O Ports reports that the terminal is

currently handling approximately385,000 TEU annually and has had aver-age annual growth over the last fiveyears of 15%.

Draught is in excess of 13 m and thiscan be dredged to 15.5 m, sufficient forthe largest container vessels.

Capacity of the terminal followingcompletion of the quayline extensionwill be approximately 1.3m TEU perannum. This is expected to increase toapproximately 2m TEU per annum.

Investment during the first five yearsof the project is estimated at US$100m(C109m).

(Cargo Systems)

11月号 (No. 9) 01.10.31 4:26 PM ページ36



Gladstone: $1 billion oftrade via Gladstone PortCentral during 2001/2002

T HE importance of Gladstone PortCentral to the local, state andnational economy will be high-

lighted during the 2001/2002 financialyear with increased trade handling fig-ures forecast for this area.

Incorporating all Auckland Point andBarney Point wharf and land facilities,Gladstone Port Central currently han-dles in excess of four million tonnes ofcargo, at a total value of more than$854,532,976.

Products handled through GladstonePort Central include coal, wheat,sorghum, sunflower seeds, chick peas,magnesia, calcite, woodchip, mag-netite, cottonseed, aluminum, causticsoda, petroleum products, LP gas,cement gypsum, magnetite, copperslag, containerised and general cargo.

Future forecasts have the value oftrade through Gladstone Port Centralduring 2004/2005 increasing to morethan two billion dollars. A significantfactor in this result will be the increase

in the handling of containerised cargofrom the current 78,000 tonnes to210,000 tones.

Figures such as these highlight thatthe future growth of Gladstone PortCentral, and in particular the containerfacilities, can only be guaranteed by thefacilitation of Gladstone's proposed PortAccess Road.

GPA continues to recognise the closeproximity of this valuable port land to

Gladstone Port Central - value of trade

Financial Year Total Trade (tonnage) Total value of cargo

2000/01 4,764,000 $854,533,0002001/02 6,914,000 $1,001,962,000 2004/05 7,119,500 $2,169,450,000

The value of trade through Gladstone Port Central during 2004/2005 is forecast to increase to morethan two billion dollars.

sections of the community and will con-tinue to ensure any impact from theexpansion of this area remains minimal.

(PORT TALK)

Gladstone: Port FacilityRemediation Works

Auckland Point No.1 and Dolphins

June marked the completion of 6.5million dollars worth of concreteremediation work on Auckland

Point No. 1 berth and the western moor-ing dolphins.

Wharf remediation was completed atthe beginning of the year, while workon the mooring dolphins has been ongo-ing for the last twelve months. Therecent works will give the structure anadditional life span of 35-40 years.

Concrete remediation was alsoundertaken on the woodchip conveyortrestle foundations behind AucklandPoint No.1 berth to extend the workinglife of these concrete footings.

This project was the first of severalconcrete remediation projects in theport to be completed utilising spe-cialised technology and repair tech-niques. Thanks to the efforts of RKFEngineering Services, GoldingContractors, Gardner Perrott and GPAPainters the project was successfullycompleted within budget and to sched-ule.

Barney Point Wharf Approach

Eighteen months of major works onthe Barney Point Wharf Approach will becomplete shortly with final commission-ing and energising of the cathodic pro-tection system. The 2.9 million dollar pro-ject will breathe another 35-40 years oflife into vehicular access for the BarneyPoint Wharf.

GPA Project Engineer Tony Micalizzisaid the concrete deterioration (concretecancer) was well advanced and a majorremediation project was essential toensure the working life of the approach.

“Contractors demolished the old road-way deck, removed girders, repairedheadstocks and built a new roadwayusing new deck units. A new water sup-ply pipeline along the approach and theinstallation of a cathodic protection sys-tem to all headstocks to prevent theonset of concrete cancer was also under-taken as part of the overall project,” MrMicalizzi said.

The project will be completed, withinbudget and ahead of schedule, with fourmain contractors having contributed.

GPA employed RKF EngineeringServices as project superintendents,working with Gardner Perrott for hydro

concrete demolition, Golding Contractorsfor civil construction and CorfieldsElectrical Service for installation of theelectrical cathodic protection system.

Contractors have worked in with portoperations since February last year toensure access to the wharf was main-tained at all times and port operationswere not interrupted. Concrete remedia-tion will now proceed on the BarneyPoint Wharf structure.

South Trees Causeway Bridge

3.7 million dollars worth of repairs andremediation to GPA's South Trees Inletcauseway bridge are complete following14 months of continuous work.

The causeway bridge is the vitaltransport link between QAL and theBoyne Island alumina storage shed andexport wharves. The completed projectensures another 30-35 years of workinglife for bridge.

The original deck had to be down-graded to 60 percent of its original vehic-ular load capacity. Remediation workshave ensured full capacity has beenrestored. The causeway was in constantuse throughout the project, calling forsolid work planning to maintain opera-

11月号 (No. 9) 01.10.31 4:26 PM ページ37



tional use whilst completing the projectahead of schedule and within budget.

RKF Engineering Services were theconsulting engineers who designed andsupervised remediation works whileWietalaba Holdings were employed asthe primary civil construction contractor.

JSE: Celebrates its 80thanniversary on Oct. 3

JAPAN Shipping Exchange celebratedits 80th anniversary in Tokyo onOctober 3, 2001 at the Kaiun Club in

Tokyo, attended by more than 300 repre-sentatives from shipping companies, bro-kers, shipbuilders, steel-makers, traders,insurers, ports, stevedores, warehousingfirms and bankers. JSE originally wasestablished in Kobe in 1921 as the KobeShipping Exchange Limited, just like theBaltic Mercantile & Shipping Exchange ofLondon. Along with the rapid growth ofshipping businesses, in 1933, it moved toTokyo and was restructured as the JapanShipping Exchange, Inc. JSE is active inthe fields of arbitration, known as TOMAC(Tokyo Maritime Arbitration Commission)and surveying/certification, as well as theformulation of standardized contract for-mats, and publication of maritime relatedbooks, references, directories and others.

Hachiro Tomokuni, President of JSE, deliveringhis message in commemoration of the 80thanniversary of JSE

PSA: Responds to ongoingglobalization in shippingand logistics

G LOBALISATION has revolu-tionised the transport and logis-tics industry, driven by the need

to move goods internationally faster,more reliably and more cost effectively.This has led to dramatic changes in theshipping industry, and in the ports andlogistics sector.

What drives globalisation is not justgovernments and companies but thedesire by all of us for better quality

Sydney: New Terminal to

boost rail freight

T HE NSW Government today com-menced planning and public con-sultation for the development of

the State’s biggest rail freight terminal.The Minister for Transport, Mr Carl

Scully, said the new $80 million inter-modal terminal planned for Enfield willalmost double the amount of containerfreight that can be transported by railfrom Sydney’s ports to Western Sydney.

“At the moment 75 per cent of all con-tainer freight to and from Port Botany ismoved by road through busy WesternSydney streets, while only 25 per centtravels by rail,” Mr Scully said.

“This new rail and truck terminal willenable up to 40 per cent of containerfreight to leave Sydney’s ports by rail,alleviating traffic congestion, air qualityand delivering economic benefits toindustry and business.

“Sydney’s ports handle over one mil-lion containers annually, with volumesexpected to grow to well over three mil-lion containers over the next 20 years.

“The 47-hectare terminal will be criti-cal to handling the expected growth inSydney Port’s $41 billion annual trade

goods and services at reasonable pricesand better returns on our savings andinvestments.

To create value, companies increas-ingly scour the international markets tolook for the most cost-effective sourcesof supplies of materials and labour andset up manufacturing plants all over theworld.

As product life cycles become short-er, the companies have to be competi-tive by creating and capturing morevalue in technological superiority whilemaking sure transport and logisticscosts and transit times are minimisedleading to reduced inventory costs aswell as shorter time to market.

Globalisation has therefore resultedin increasing volumes of goods beingshipped internationally. This has creat-ed tremendous growth opportunities inthe transport and logistics industry. Butit has also led to radical changes in theway the players in the industry nowhave to operate. The increased freedomof movement of goods and peopleresulting from globalisation have ledgovernments around the world torecognise the need to change from aregulator's mindset to that of a facilita-tor and promoter if their countries wereto remain competitive. The ports thatcould not adapt were marginalised.

Governments learnt that the fastestway to grow their ports was to let thembe run by these operators through a pri-vatisation process. In recent years PSACorporation has made significantinvestments internationally in responseto these needs. What is needed increas-ingly are governments working in part-nership with highly efficient global portand logistics operators who can get themost value out of scarce resources andultimately bring the most benefits toany local community and its economy.PSA as a port operator has cut its teethin an environment where resources andthe environment matter critically, there-fore I believe that we are now in a posi-tion, technologically, financially andexperience-wise, to assist governmentsand countries who wish to play a role in

the world's logistics revolution. PSAnow operates successfully in 13 ports in8 countries since we embarked on ourinternational business expansion onlyfive years ago. Besides Singapore, wenow operate in China, India, Korea,Brunei, Yemen, Italy and Portugal.Belgium and Japan are likely to beadded to the list shortly.

Our criteria for selecting a port to par-ticipate in the management or takeequity are simple: there must be growthpotential, and the social and economicconditions must be right to enable oursystems, technology and experience toadd value and make a difference. Thetwo key conditions are a businessfriendly regulatory climate and a flexi-ble and progressive workforce that isprepared to be trained and rewarded onthe basis of productivity and merit.

Mr Khoo Teng Chye, Group President, PSACorporation Ltd, recently spoke at an internationalsymposium in Genoa on29 June 2001 on THEGLOBALISATION OFTRANSPORT ANDLOGISTICS: AN INTER-NATIONAL PORT OPER-ATOR'S PERSPECTIVE.The above is an extractof his speech.

11月号 (No. 9) 01.10.31 4:26 PM ページ38



Taranaki: Maersk Sealandbrings another new shippingservice

M AERSK Sealand will be startinganother new shipping servicelater this month that will give

the Taranaki region’s importers andexporters improved access to overseasmarkets.

The fixed-day fortnightly service willlink Port Taranaki to the Maersk Sealandhub port of Tanjung Pelepas in Malaysia.

With Port Taranaki the last call in NewZealand for the service, the transit timesthat it offers to Europe, the Middle Eastand Asia will be very fast. The first shipin the service, the Nicoline MaerskVoyage 0120, will call at Port Taranaki onSaturday, September 22.

Maersk New Zealand’s ManagingDirector Flemming Gamst says the newdevelopment for Taranaki is additional tothe company's recent announcement thatNew Plymouth would be a port of call onthe new Maersk Sealand container ser-vice to North and Latin America, includ-ing the company’s hubbing ports for thatregion.

“Combined these two services willgive the region’s importers and exporters

and create an estimated 1,500 new jobsover the next two decades.

“It will also facilitate more effectiveclearance of freight containers from theport, increasing productivity and capaci-ty of existing port lands,” he said.

Mr Scully said a rigorous environmen-tal assessment process would carefullyconsider any community concerns, trafficimpacts and other planning issues.

“The community and stakeholders willhave every opportunity to have their sayduring the preparation of theEnvironmental Impact Statement andalso after the Statement is released forpublic comment,” he said.

“Upgrades to roads and rail are animportant part of the Enfield terminalproposal which will be designed to min-imise the impact of truck and rail move-ments on local residents.

Mr Scully said an EIS for the project isexpected to be lodged by the end of theyear, the planning approval process willfollow over the next 12 months, with con-struction commencing for 18 monthsafter approval has been granted.

“Subject to environmental and plan-ning approval the terminal should be inoperation by early 2004,” he said.

a very competitive service to and from allareas of the world, including a fastimport service from Australia.”

The Asian service will call on a fixed-day weekly basis at Auckland, Taurangaand Napier with fixed-day fortnightlycalls at Lyttelton, Timaru, Port Chalmers,Nelson and now New Plymouth.

Maersk Sealand is the world’s largestcontainer line. It commenced operationsin New Zealand in February 1997 andnow offers weekly fixed-day servicesbetween ports in the North and SouthIslands to destinations right around theworld.

Westgate: Announces its 2000/2001

performance review

Financial Performance

T HE company recorded a tax paid prof-it for the year of $4.34 million, anincrease of 28% over the $3.39 million

recorded the previous 12 months. This repre-sents a return of 8.5% per annum on averageshareholder's funds employed during2000/2001.

Following earlier consideration of the com-pany’s financial structure the directors decidedon 23 February to declare a special dividend,together with a $1.1 million interim distribu-tion. This special dividend of $15 million afford-ed the opportunity to utilise accumulated impu-tation credits and provide a more efficientfunding structure for the company.

Total shareholder's equity stands at $44.90million, compared to $56.66 million at thesame time last year.

The ratio of equity to total assets at year-end was 1:1.46 (30 June 2000 - 1:1.38).

External borrowings have increased from$13.7 million to $18.2 million.

Trading Environment

Over 90% of the port’s revenues are derivedfrom handling bulk liquid products. Methanolfrom Methanex and crude oils made up 80% ofWestgate's total cargo throughput. The impor-tance of these trades is evident. Westgate hascommenced a strategic plan review, includinginput from these key customers to ensureopportunities for mutually beneficial develop-ment are fully explored.

The combination of these products andother exports make Westgate Port TaranakiNew Zealand’s second largest export port (bycargo tonnage handled).

Westgate has an opportunity to build on thistrading strength, with a number of new devel-opments including:

• renewed oil exploration acitiviy;• new container business based on capturing

primary production tonnage from the area,particularly dairy and meat products;

• increased log and wood products exportopportunities;

• increased fertiliser volumes.

Lauritzen Reefers A/S and Kyokuyo ShippingCompany Limited have been steady supportersof direct shipping from the region for 10 yearsand remain a very important component ofWestgate’s shipping service options.

We also acknowledge P&O Nedlloyd andCOSCO for their considerable contribution tothe development of this port’s container han-dling capability, and recognise their need to fol-low their own strategic paths, which unfortu-nately did not include calls at Westgate at thistime.

Maersk Sealand recently announced thecommencement of their new Oceania serviceto the Americas from Australia and NewZealand. Ports of call in New Zealand includeNew Plymouth covering the western side ofthe North Island.

Customer and Community Relations

Westgate joined with Shell (PetroleumMining) Company in becoming foundation cor-porate partners for Puke Ariki, a major her-itage, culture and information centre for

5.95

4.65

5.47 5.62 5.39

4.69

3.52

4.61

4.73

4.59

1.26

1.13

0.86

0.89

0.80

6

5

4

3

2

1

0’97 ’98 ’99 ’00 ’01

Overseas Coastal Total

Trade TonnesMillions of freight tonnes

9.15

5.15

6.64

3.39

4.34

10

8

6

4

2

0’97 ’98 ’99 ’00 ’01

Net Profit After Taxation$ Millions

11月号 (No. 9) 01.10.31 4:26 PM ページ39



Taranaki.This centre will become a local and national

visitor attraction and will incorporate much ofthe port's history, its operations and develop-ment plans.

The port continued its financial support ofTaranaki’s surf life saving organisations, withsponsorships providing equipment for clubs andtraining for senior lifeguards.

Westgate has sought to be intimatelyinvolved in the preparation of the NewPlymouth District Plan in order to ensure thatthis important community document reflectedthe needs of the port well into the future. Thecompany has recognised over many years theunique relationship between the port and itssurrounding community. In its submissions thecompany has sought to protect and enhancethis relationship without jeopardising the long-term efficiency of port operations. Alongsidethis submission has been the company’s partici-pation in a group whose purpose is to producea document which will allow the joint manage-ment of the recreational areas of the portbetween Westgate, New Plymouth DistrictCouncil and Ngati Te Whiti Hapu Society Inc.

Operations

The term contract for provision of mainte-nance dredging services was due for renewal inApril. Westgate, along with the other twoports that are party to the contract, has exam-ined the market for dredging services in theSouth Pacific region and has concluded that arollover of the existing contract is appropriate.

The consent for the disposal of maintenancedredgings off Port Taranaki has been the sub-ject of exhaustive studies over the last fouryears. This subject has historically been contro-versial for the port. Consequently, every efforthas been made to find a solution to the disposalof dredged sands that will satisfy the public’s

desire to nourish the shoreline. At the sametime the environmental values associated withNew Plymouth’s reef system must be protect-ed. The research and investigation work hasfound what Westgate believes to be a uniqueand practical solution that will satisfy the con-flicting demands.

Much effort over the past twelve months hasbeen spent on explaining the proposal, whichwill form part of the company’s application forrenewal of its dredging consents.

The company entered into a contract withOMC International of Melbourne, Australia, todevelop and install a Dynamic Under KeelClearance (DUKC) system for Port Taranaki.The use of this technique will allow the existingdepths and target any future dredging opera-tions for the best net effect. The system isexpected to bring major benefits in operatingwindows to our customers in the short termand deeper operating depths and payloads inthe longer term.

Tug ‘Tuakana’ was involved in her first off-shore tow when contracted to tow the jack-updrilling rig 'Ensco 50' from the Pohokura 2 drillsite to Admiralty Bay. The tug proved itselfeminently capable for the job and received highpraise for its efforts.

In October a contract was signed with DuffillWatts & King Ltd (DWK), consulting engi-neers, for the provision of engineering servicesto the port company. As part of the arrange-ment a section of the staff of Westgate’s tech-nical services division was transferred to DuffillWatts & King.

The move was made to provide the compa-ny with the benefit of being able to draw on awider pool of expertise to deal with the engi-neering issues before it. For the staff involved itprovides the opportunity to expand their pro-fessional horizons, which in turn provides abenefit to Westgate.

Governance

The board’s audit and personnel commit-tees, comprising - audit committee - Messrs JS

60

50

40

30

20

10

0’97 ’98 ’99 ’00 ’01

Equity$ Millions

47.5850.64

55.47 56.66

44.90

Return on Total Tangible AssetsPercent

15.86

8.38 8.78

4.34

6.61

’97 ’98 ’99 ’00 ’01

18

15

12

9

6

3

0

’97 ’98 ’99 ’00 ’01

Principal Berths OccupancyPercent

40

30

20

10

0

39

28 2831

27

Principal Berths Vessel Stay TimesAverage Hours

30

25

20

15

10

5

0’97 ’98 ’99 ’00 ’01

28.59

25.6224.64

25.5024.49

Asia 35%

Coastal 30%Other 9%

Australia/Pacific 10%

Americas 16%

Coastal 13%

Australia/Pacific 18%

Americas 15%

Asia 53%

Other 1%

•

•

•

•

•

•

•

•

•

•

Trade by RegionImport

Trade by RegionExport

Auld (chairman), R L Allen and N D Leuthart -personnel committee - Messrs W J Falconer(chairman), JB Matthews and D E Walter, metas required during the course of the year.

On 14 December last, in accordance withAudit Office procedure, the Controller andAuditor-General confirmed the appointment ofMr B R Taylor, a partner in Deloitte ToucheTohmatsu, Hamilton, as the company's auditservice provider for the financial years ending

Permanent EmployeesYears of Service

100

90

80

70

60

50

40

30

20

10

0

< 1 Year

1 - 3 Year

10 - 20 Year

20 -30 Year

Over 30 Year

5 - 10 Year

3 - 5 Year

3

14

5

20

33

10

7

Numb

er of

Emplo

yees

Perce

ntage

of Em

ployee

s

Total 92

30 June 2001, 2002 and 2003.Mr Morris Roberts retired from the board

at the beginning of May. Morris’s 12 years ser-vice to the Westgate board was duly recog-nised at a meeting of the board held on 4 May.

Messrs R L Allen and D E Walter retire byrotation at the coming 13th annual meeting ofthe company, and being eligible offer them-selves for re-election.

Outlook 2001/2002

Westgate is currently undertaking a thor-ough review of its strategic plan to ensure it isequipped to meet the challenges of the yearsahead. Opportunities for further developmentexit across a wide spectrum of port activities.The challenge for 2001/2002 will be to ensurewe have embarked on the correct course tomaximise these opportunities.

W J Falconer CNZM Chairman

R J WeaverChief Executive

11月号 (No. 9) 01.10.31 4:26 PM ページ40

11„”“ƒ (No. 9) - IAPH

Documents

Transcript of 11„”“ƒ (No. 9) - IAPH