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PORTS HARBORSPublished monthly by

The International Association of Ports and Harbors

Consultative Status, N.G.O., United Nations IMCO

President:

V. G. SwansonChairmanMelbourne Harbor TrustCommissioners

Executive Committee

Chairman:

V. G. SwansonPresident, IAPHChairmanMelbourne Harbor TrustCom missioners

Members:

Dr. Chujiro HaraguchiImmediate Past President, IAPHMayor of Kobe

Howard A. Mann1st Vice President, IAPHChairmanNational Harbours BoardOttawa

Ir. J. Den Toom2nd Vice President, IAPHManaging DirectorPort of Amsterdam

C. BarrillonDirecteur G"neralPort Autonome de Marseille

Sidney A. FinnisChairmanBritish Transport Docks Board

Thomas P. GuerinGeneral Manager & SecretaryThe Commission of Public DocksPortland

A. Lyle KingDirectorMarine Terminals Dept.Port of New York Authority

Walter J. ManningDirector. Marine WorksDepartment of TransportCanada

Goh Koh PuiChairman/General ManagerPort of Singapore Authority

Louis C. PurdeyExecutive DirectorToledo-Lucas County Port Authority

Rt. Hon. Viscount SimonChairmanPort of London Authority

Gengo TsuboiManaging DirectorThe Japan Shipowners' Association

Head Office:

Kotohira·Kaikan Bldg.1. Kotohira·cho, Minato-ku.Tokyo 105, JapanTel.: TOKYO (591) 4261Cable: "IAPHCENTRAL TOKYO'

Secretary General:

Toru Akiyama

Editor: Yoshio Hayashi

July, 1969 Vol. 14, No.7

CONTENTSPage

Forum:

Sense and Nonsense About Our Ports

By Sir Arthur Kirby 7

Ports:

Liverpool, Britain's Major Port for the Export Trade 15

Pilots Descending by Copter at the Port of Amsterdam 17

Los Angeles is World's Safest Port 19

San Francisco is planning New Big Terminals 20

Topics:

Delegates to IAPH Conference Stop-over in Western Australia

As Guests of the Fremantle Port Authority 13

Orbiter Probe (International News): 21--23

IAPH News 21

President Swanson Active in European Countries 21

The Port Development Technical Assistance Fund 22

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PORTS HARBORSForum on Port Problems:

About Our Ports

Sense and Nonsense

(Text tif talk given at Thurrock TechnicalCollege, March 4, 1969)

cleo Disputes about labour makeheadline material and entertainingT.V. confrontations which somepeople seem to revel in. One weekof that stuff destroys six months ofgood work in its effect upon a port'sreputation. However, if we can takea cool look at the situation, we shallfind that the standards of perform­ance and efficiency in our ports arenot far out of line from the socialand industrial standards broadly ex­isting in Britain.

4. I hope to demonstrate thatmany of the adverse criticisms areso ill-founded as to be nonsense, andthat most of the inefficiencies andshortcomings stem from the way inwhich the ports are used. Manypeople glibly refer to the ports aslinks in the transport chain, and arefond of describing them as the weak­est link. In their Annual Report for1967/68 the Chamber of Shippingstated: "The most unreliable andvulnerable link is the port." This isfallacious because in a ch:tin all linkshave the same function. Transportis not a chain. I t is movement. Ifwe are to use metaphors, I preferto regard the ports as valves. In­deed, most users of the transportsystem seem to regard ports asrectifier valves which will smoothout irregularities. Many of our portstroubles are caused by too muchbeing pumped into the system in anill-regulated fashion so that thevalves become blocked and trouble-

By Sir Arthur Kirby, K.B.E., C.M.G.

ChairmanNational Ports Council

a specific matter.

(b) Practical wisdom, judgmentand commonsense (whateverthat might be).

(c) A prevailing sentiment amonga number of people.

Let me first deal with the thirdone, namely the prevailing senti­ment amongst a number of people.I daresay that none of us here to­night would deny that there is anall too widely prevalent sentimentin this country that our ports areinefficient in performance, that theyare lacking in facilities, that wehave a long way to go in catchingup with standards elsewhere andthat we have been sadly deficientin not producing a "Rotterdam".Industrialists and the press and theradio are always ready to assert thatthe ports are strike-ridden, that be­cause of their inefficiency we havelost traffic to the Continent, thatthere is frustrating export conges­tion, that London has lost herentrepot trade, that we have toomany ports, that the dockers neverwork, and so on, ad infinitum. Thislist is depressingly almost inex­haustible.

3. Picking upon our ports foradverse criticism is a popular escaperoute for those seeking excuses forpoor performance in their owntrades. It is an alibi for failure todeliver goods on time, and it is al­ways a good theme for a press arti-

Sir Arthur Kirby

I had better first define what Imean by 'sense'. Generally speaking,when I say that a man had goodsense I mean that he is being sensi­ble. According to the Concise Ox­ford Dictionary being sensible is be­ing reasonable, judicious, moderateand practical. A human tendency-indeed I could almost say it is ahuman certainty-is to attributegood sense to those who agree withus. vVe usually say "How reason­able", "What good judgment!","How wise!" when people's ideasline up with our own. But it is al­most impossible for anyone of usto be absolutely sensible in a trulyobjective fashion. Despite what wesay about putting ourselves in otherpeople's shoes, we are governed bylooking at a situation from our ownindividual point of view.

1. What I shall recite in thispaper is very much a personal pointof view and is not the voice of theNational Ports Council. In listeningto what I may say you will be wiseto have in mind that I am vergingon the age of senility-I am nearly70.

2. If I may now return to thedefinitions in the Concise OxfordDictionary. It has three importantdefinitions of the word "sense":

(a) An accurate appreciation of

JULY 1969 7

some.

5. Despite the denigration ofour ports, however, the hard factis that the tonnages passing throughthem during the past few decadeshave changed in character and haveincreased in total. One example ofchange is that coal exports have be­come minimal and have been re­placed by far greater tonnages ofoil imports. In 1958 the total ton­nage of all kinds through our portsin foreign trade was 133 milliontons, whereas in 1967, only nineyears later, it was nearly 202 milliontons, an increase of over 50%. Alarge proportion of that increasewas oil, but dry bulk cargoes in­creased by over 16%, and other drycargoes, that is difficult loose car­goes, increased by nearly 35%. Irealise that more spectacular risescan be shown in some overseasports, but they are in countries suchas Japan and the European Eco­nomic Community, where the in­dustrial expansion has far exceededours.

6. I would be foolish to attemptto prove that there are no causesfor worry about our ports. Thereare indeed all too frequent occasionsof delays, too many strikes and toofrequent frustrations of one sortor another. Nevertheless, the condi­tions in our ports do not show uptoo badly if compared with condi­tions elsewhere in Britain. To makecomparisons we should ask ourselvessuch questions as-how many in­dustrialists regularly deliver to pro­mised dates? How reliable aredespatch times in relation to pro­mises? How often have we seencases of the manufacturer being sixmonths behind in his delivery, andthen expecting the transport systemto deliver without delay? Howoften can you go to industrialistsin this country and obtain fromthem the standard of efficiency ofservice which they expect from theports? Are documents for customsand other purposes always properlypresented? Do consignees alwaysclear their goods promptly from theport areas ? No doubt many of youcould think of a dozen similar ques­tions.

7. This does not excuse the portsfrom their failing but it does getthings into balance. The industri-

alist is entitled to demand an effi­cient ports service, but he too-asalso must the freight forwardingagents, shipping companies and allthe others along the line, must beequally efficient. Any failure at anypoint will almost certainly be reflect­ed in the ports. In a recent speechto the Liverpool Shipping Staff As­sociation, Sir Andrew Crichton isreported as having said:-"Whatthe users, shipowners and transportoperators and traders require is effi­cient port service". I could reversethe quotation and say what theports want is efficiency from theusers.

8. All service industries arepopular targets for blame. Whenthe port is the target it is usuallymost difficult to pinpoint the causesof failure or shortcoming. The port-as a valve in the transport system-can become the focus point of somany other people's shortcomingsthat the explanation of the valve ce­coming blocked is so complex andthe apportionment of blame so di­verse, the story so tedious, that peo­ple do not want to listen. Certainlyit is not the stuff of a pithy newsparagraph. Unfortunately once adamaging statement has been madethe bad impression is left-somemud sticks, no matter how strongthe facts of refutation.

9. In a paper which I read tothe Institute of Transport in 1965I said, "The ports are a service, in­termediate between two forms oftransport, and the ports do notgovern either the methods of pack­ing the goods which pass throughthe ports, nor the means by whichthose goods arrive at or leave theports. The ports have to acceptcargo presented to them in condi­tions determined by the makers, thegrowers, the marketing agencies, orthe transporters, none of whom iscontrollable by the ports. In themain the movement of cargo to theports is uncoordinated and consign­ments arrive under multifarious andscattered ownership without anyunification of control." Despite theexcellent work of the British Ship­per's Council and the efforts of theE.D.C. for Exports, that state of af­fairs still largely persists for generalcargo.

10. I will endeavour to prove

my points by what I consider to besome examples of nonsense. Amajor piece of nonsense - and avery popular one-is that Britishports are all behind the rest of theworld-and especially the Continent-in the provision of adequate andmodern facilities. In presenting therecent White Paper on Ports Na­tionalisation, Lord Shepherd said;"I do not think there is any doubtthat our docks do not compare wellwith the major docks in Europe andin any other part of the world." Ireckon that was a piece of unfor­tunate denigration to come from anoble lord and even worse from aGovernment spokesman. It is cer­tainly a pretty shaky justificationfor nationalisation and would notstand up to serious examination.Oddly enough visitors from ports inother countries often make compli­mentary remarks about our portsand wonder why we have such aninferiority complex. Most of ourmajor ports now have general cargoberths which compare favourablywith any overseas ports. Since theRochdale Report in 1962 the num­ber of dry cargo berths with 35 feetor more depth of water alongsidehave increased from 49 to 93-thatis by almost 100%.

11. Many people have jumpedon the bandwagon of popular asser­tion that our ports have not beenforward looking. But the critics arespeaking with hindsight-an all tooeasy exercise. There has been arevolution in ship sizes and cargotechniques within the past decade-and some nearer the end ratherthan the beginning of the decade.When I first had anything to dowith ports in the early 1920's mostcargo was transferred to and fromships in lifts of about 30 cwt. to 2tons, made up of a collection ofheterogenous small items, except forthe occasional heavy lift such as alocomotive or girder work for whichspecial facilities existed at only afew ports and on only a few ships.Coal was the only major bulk cargoand it governed the size of dry bulkcarriers-a term not used in thosedays: we knew them as trampers,which ranged about 8/10,000 tons.

12. In 1921, only 48 years ago,the largest cargo ship afloat was thetanker "J. D. Archbold" of 22,000

PORTS and HARBORS

tons, and it remained so until 1944,when the '''Phoenix'' of only 23,000tons was built. The first of a seriesof 276,000 ton tankers was launchedin Japan only last year. In the1920's nearly all grain and sugarwas in bags, as also was cement­and a most unpleasant cargo it was.At the overseas ports at which Ithen worked, oil was in either fourgallon tins or forty gallon drums.Even bulk cargoes like coal and afew ores were grabbed out of theship only a few tons at a time. Itremained thus until comparativelyrecently. Even five years ago, noport authority could have obtaipedsupport from the British steel indus­try to provide a terminal to accom­modate 120,000 ton carriers: yettoday this is regarded as essential.

13. \Vhen I read my paper tothe Institute of Transport - onlyfour years ago-advocating bulkingof general cargo, I received an al­most unanimously negative responsefrom the audience. Any port au­thority in this country planningto have provided a containershipberth, equipped with gantry cranesand without transit sheds wouldhave been thought to be peculiarand unrealistic. At that time, thecry from the users, and from ship­owners in particular, was for morecapacity, more and more berths toaccommodate the conventional typeof general cargo ship. None of themhad seen that the container-ship andthe roll-onl roll-off type of shipwould completely change the pat­tern within a year or so. The mereprovision of additional berths of theconventional type, unaccompaniedby any improvement in labour us­age, or in the methods of movingcargo to and from the port, wouldnot have produced any great upliftin efficiency.

14. In their 1967/68 Annual Re­port the Chamber of Shipping madea plea for equivalent and coevalprogress in ports, otherwise potentialbenefits of container ships would beunrealised. In another part of thisreport they referred to inherent in­eptitude and inefficiency, in theports of the world if you please!This would make more sense if theshipping companies had always beenforthcoming to the ports about theirplans. As for inherent ineptitude,

JULY 1969

it took a road trucker in Americato prove the case for the containership!

15. When all ships could usethe same sort of berths, coal beingthe only major exception, portauthorities could and did risk longterm investment with a fair confi­dence that the provision of the con­ventional wharf or quay equippedwith cranes and transit sheds wouldbe suitable for most ships afloat.The shipowners seldom collaboratedwith the ports in planning newgeneral or dry cargo ships. I amglad to say that shipowners are nowmore inclined to make their plansand intentions known. They mustdo so because of the greater speci­alisation in berth requirements, forexample, containership berths. Apoint I wish to emphasise is thatports cannot move much in advanceof the intentions of the users. Myview was confirmed in a recentUnited Nations report, which stat­ed that port managements have lit­tle or no control over developmentsince decision making is in the firstinstance with the shipowners andshippers.

16. An example of the foregoingis that many port operators saw thelogic of bulking general cargo butthey had to wait for the shipownersto make the decisions. As soon asthose decisions were taken the portsauthorities were soon off the markto provide the specialised facilities.The situation today is that for gen­eral cargo our ports are well equip­ped to meet the needs of the newcontainer ship-some say they areoverdoing things. I very muchdoubt this. In the international longdistance trades the age of the con­tainer ship is here. 145 full con­tainerships with a total capacity of25,000 units are now in service withno fewer than 40 shipping compa­nies involved. Another 130 with acapacity for 65,000 units are onorder. 75 conversions for another6,000 units are in hand and 33 fullcontainer ships for 22,000 units areunder study.

17. The pattern which appearsto be emerging is for a relativelyfew pivotal ports with feeder serviceradiating therefrom. We could wellhave two or three such pivotal portsin Britain with feeder services to

Europe and Scandinavia. Contain­ers from Sweden are reaching Can­ada via Manchester. We alreadyhave berths for container ships tomatch those in Northern Europe.With the large development atTilbury and at the new Seaforthdocks in Liverpool, and with con­tainership berths at Greenock, Man­chester, Newport, Southampton,Felixstowe, Tees and Grangemouth-and with similar berths in pro­spect at Hull and Bristol, we arekeeping pace with developments inEurope. Far from having to suffertranshipment costs as was threaten­ed in a recent Sunday Times article,we shall be able to offer such effi­cient service that, if we play ourcards right, container-ships willprefer to call at British ports forpart cargoes, in preference to tran­shipping at a Continental port, oreven to use them as pivotal ports,as for example Southampton forWestern Europe, London for North­ern Europe, or perhaps the Clydefor Scandinavia.

18. Sir Alexander Glen dealtvery fully with bulk cargoes in histalk to you in January. I wouldonly say now that while we arewell provided with bulk oil termi­nals-we shall be able to take tank­ers up to 250,000 tons-there arestill some large question marks aboutprovision for dry bulks and the verylarge tankers. For example, whatwill the steel industry want in addi­tion to the Port Talbot harbour totake 150,000 ton ships? Will thegrain industry organise itself to takelarge cargoes? Will the oil industrydevelop the Bantry Bay type ofterminal as a pivot port? Or willthey have off-shore buoy terminals?Above all, should we develop indus­trial complexes of the Europorttype? Complementary to all this,should we provide facilities for veryheavy lifts up to 1,000 tons for theexports of our heavy industries, andought we not to have our own Brit­ish based dredging industry? Theanswer to these questions does notlie with the ports. The Govern­ments, the shipowners and industrymust first make decisions.

19. In the short sea trades theshippers and shipowners realisedonly a few years ago that the nar­row seas need not be treated as if

they were vast oceans. ColonelBustard was a pioneer in this fromPreston across the Irish Sea twentyy.:ars ago, Lut it took a long timefor the idea of the lift-on/lift-offcontainer ship and the roll-on/ roll­off ship to catch on. Once it d:dcltch on, all the ports in this coun­try, large and small, were quick tosee the possibilities and providedfacilities for the specialised types ofship. Not only London, but portslike Dover, Felixstowe, Southamp­ton, Hull, the Tees and others wereeager and ready to provide the spe­cialised berths required, and theterminals in Britain were ready wellin time for the ships to use them.Our ports were usually well aheadof the Continental ports and I thinkthat ours compare favourably withthose across the water. There areat present 43 of these specialisedterminals around our coast. Ampleport capacity is thus available tocope with the growth in our exporttrade in Europe and I foresee thatwithin a few years almost all cargoin the short sea trades will be unit­ised in one form or another.

20. But the benefits of bulkmovement will be vitiated unless thefacilities are properly used. Con­tainers are delayed at ports, bothhere and on the Continent, for daysand weeks because of lack of papersor some other reason within thetrading sphere. Although these de­lays are no fault of the port, it seemshopeless to try to convince the im­porters or exporters that the portsare not the cause of the delays anddo not frustrate our export trade.I can illustrate this by the result ofa survey undertaken by a firm ofconsultants for the Little Neddy forExports. The conclusion of theconsultants was that of the totaldelivery time-i.e. from the date ofacceptance of an order to final de­livery-the transport time was rela­tively small and that any reductioncould, at best, be only negligible inthe total delivery time. This con­clusion is unwelcome to most ex­porters because it destroys theiralibi. When I quoted it at a recentpublic meeting, in response to anassertion from the platform that ifonly we had efficient ports we couldincrease our export potential by50%--the implication being that it

10

was the ports which were frustratingexports - I was told we shouldchange our consultants! Anyhow,the ports cannot be too bad if, asthe C.B.I. have reported in a recentissue of "Fanfare", Britain was topin punctuality of delivery in Europeand November exports were at anall time high.

21. Now may I deal with somenonsense talked about Britain nothaving a port like Rotterdam. Ithas been alleged that because wehave no Rotterdam we are sufferingpunitive costs of transhipment; thatBritain has lost most of its entre­pot trade, that London has ceasedto be a transhipment port and thatwe have become an off-shore island.I have yet to see facts and figuresto prove that any of this is true andthat, if so, it is due to deficiency inports capacity in this country. Ireckon that any loss of entrepottrade which London may have suf­fered stems from causes which arenot attributable to inefficiencies orto any shortcomings in the port.The collapse of the old imperialstructure has had severe effectsupon Britain's economy and hasproduced changes in trade whichmust have affected London as anentrepot port. Similarly, the re­markable development in the Eu­ropean common market has meantthat in many cases the majorityflows of traffic are now to and fromthe Continent rather than this coun­try. This is bound to have a deci­sive effect on transhipment policiesbecause the ship will make its primecall where the major portion of itscargo is.

22. Rotterdam is fortunate inits uniquely advantageous positionat the mouth of the Rhine, which isnavigable deep into the prosperousEuropean hinterland. Anyone hop­ing to repeat the same geographicaladvantages in Britain, where no­where is much more than fifty milesfrom a port, is crying for the moon.Over 40 % of the total tonnagethrough Rotterdam and 80% of thedry bulk cargo is in transit throughHolland, to and from countries bey­ond. The cargo transfer operationsare simple as compared with thosein London, where most cargoes haveto be broken down. A high propor­tion-as much as 50%-of the Rot­terdam cargo goes direct to or from

Rhine barges. No less than 50% ofthe tonnage imported into Hollandis oil, which again has no handrngproblems and which, after process­ing, is piped or otherwise sent onto other countries.

23. I am not concerned aboutthe danger of transhipment to andfrom Continental ports and the costinvolved, which some press writersappear to be obsessed with, for Iam sure that, largely for tradingreasons, this sort of thing will con­tinue. Grain is probably a good ex­ample of this. It will, however, bebut marginal to the main flows oftraffic, provided always, of course,that the modern facilities which weare providing in this country aresensibly used and that we do notlose traffic to the Continent becauseof our inability to solve our labourproblems. I am, however, very con­cerned about developing in thiscountry large complexes for heavyindustry because, while I feel surethat London cannot, like Rotter­d2m, be a transmission port forgoods to and from Europe, I amequally sure that we need a Euro­port type of industrial complex ifBritain is to be internationally com­petitive.

24. Over two years ago the Na­tional Ports Council advanced theidea of Maritime Industrial Areas,abbreviated to M.LD.A.S., by whichwe should endeavour to find areassuitable for large scale industrial de­velopment alongside existing oreasily made deep water. A surveyof possible areas has been made andthe information is in the possessionof the Government. Three suchareas, one on the Clyde, one on theTees and a really major one in theFoulness area of the Thames estuaryhave recently been publicised. Ireiterate that if Britain is to main­tain her competitiveness in interna­tional trade she must create largescale heavy industrial complexessuch as consume large tonnages likeoil bulks and chemicals. A con­sequent advantage of such bigschemes might be the establishmentof a British dredging industry and,say, seabed graders rather like theone recently introduced in Japanwhich will level the sea bed at adepth of up to sixty or seventy feet.

25. I was pleased to sec mentionof MIDAS in the recent White

PORTS and HARBORS

Paper on the Reorganisation of thePorts and I can but hope that fromnow on Government will be moreenthusiastic about the MIDAS con­cept than has appeared up till now.Any MIDA will involve an invest­ment of many millions of pounds,for which it will not be possible toshow any immediate and sure fi­mmcial return. This kind of ex­penditure does not bring early re­turns and does not appeal to theTreasury. We don't have in thiscountry the same positive attitudeof mind as the Dutch about win­ning land from the sea. They arenot deterred by the enormous costsinvolved because their very exist­ence depended upon fighting thesea. However, with onr small islandbecoming increasingly over-used itwill pay us to win land from thesea. Unless we are prepared to takerisk decisions and to spend moneyon a grand scale, it is useless for peo­ple to lament about Britain not hav­ing a Rotterdam type of develop­ment. Examples of the sort of de­velopment which I think we mustundertake are the Le Fos project atMarseilles which by 1978 will pro­vide an area of over 18,000 acresfor industry and many very deepwater berths at a cost of about £100million. Or the Kobe scheme in Ja­pan which by 1975 will provide anisland area of five million squareyards, 32 berths for large ships, in­cluding six for container ships, at acost of £ 130 million.

26. Another big nonsense is thereadiness of people to attribute porttroubles to what they euphemistical­ly describe as bloody-mindedness onthe part of labour. Not that portsperformance does not suffer fromtoo many strikes: but bloody-mind­edness isn't confined to one side onlyand we would profit if we took thetrouble to find out why it exists. Iwon't go into that now because mostof you have to live with it. It mustcertainly be depressing to have tolive with the fine new unused berthsat Tilbury, knowing that Britishcontainer ships are loading British­cargo across a t Rotterdam. Thepoint I want to make in this talk isthe extent to which many labourproblems have stemmed from theway ports were used.

27. It is but seldom that the

JULY 1969

labour troubles and disputes arisefrom bulk cargoes. Most of themare concerned with general cargobecause it moves in unco-ordinatedfashion and has perforce to be dealtwith item by item at the ports. Onehas only to look at the pattern oflabour usage in connection with,say, a 10,000 ton cargo of generalexports to realise how these panicconditions are produced at the ports.The cargo might consist of any­thing up to 150,000 or more sepa­rate items despatched from a hun­dred or more widely dispersedplaces throughout Britain on vari­ous days. There is thus a wide dis­persal of the labour usage in load­ing and despatch, both in time andplace: no concentration and nopanic. But when all these thou­sands of items converge upon theport within a few days there is avery high concentration of laboureffort both in time and place. Panicensues in a greater or lesser degree.Most practices which are nowadaysdeplored and which form the basisof the agreements which both sidesare now finding it difficult to nego­tiate out of were born in these panicconditions. Containerisation andunitisation in one form or anotherought to remove these panic con­ditions.

28. There is also often panic inthe allocation of labour when thereis a concentration of ships' arrivals.The National Ports Council re­cently examined those all too fre­quent occasions when there is in­sufficient labour available to keepall the ships in port working at fullpitch. The survey clearly demon­strated that the best way to deploylabour for purposes of achieving thehighest average ships' turnroundwas to use the available labour towork fully a few ships only ratherthan to allocate a fair share ofgangs to all the ships. However,captains and ship's agents becomealmost hysterical when they seeother ships working while they arelying idle alongside. It is difficultto convince them that it would paythe ship to lie idle for a day or soand that, in the end, the ship wouldget away sooner. Unless the man­ager can exercise remarkable per­suasion or disciplinary control overeveryone concerned, shipper, ship­owner, shipworker alike, the effi-

ciency of the port suffers corre­spondingly.

29. Similarly, the management isafflicted by excessive documentationprocedures which cause delays incargo movement. By an exercisewhich the National Ports Councilinstituted it was shown that for onesingle consignment the same infor­mation was repeated manually asmany as twenty to thirty or moretimes during transit without addingany significant information. TheN.P.C. is now participating in a re­search exercise by which it is hopedthat by using computers all the in­formation will be streamlinedthrough from the originating pointto destination.

30. Another frustration to effi­cient management is the manner inwhich some trading practices pre­vent the efficient use of port facili­ties. An example is the manner inwhich some importers use the portsfor distributing direct into the retailmarket. This can convert a homo­geneous cargo capable of quick de­livery in bulk into hundreds orthousands of items which have tobe laboriously sorted to mark andaddress. Two examples in the portof London have recently come tomy notice. One was the receivers'requirement that West Africa roundtimber has to be sorted on the shipfor delivery to barges alongside.This slows up discharge and was acontributory factor to the longertime taken to turn round a ship inLondon as compared with one onthe Continent which was the sub­ject of a critical letter to the "Eco­nomist". The other example is meatwhich has to be sorted for deliverydirect to the retail market. Thiswas part of the congestion which,allegedly, led to an increase in theprice of New Zealand lamb in themarkets. The port, of course, waSblamed.

31. Yet another popular nonsenseis the commonly held idea that ourports are in a state of permanentcongestion: that ships are alwayswaiting for berths, and that lorrydrivers are kept waiting for dayson end and that roads are congest­ed by dock traffic. How often haveshopkeepers and other suppliers ex­cused their deficiencies by blamingthings on the docks? '

32. On the seaward side, a fre­quent cause of congestion is ships

11

bunching. Whenever this happensthe shipowners repeat their refrainfor more berths to be available forthem at all times. As you will allknow, the bunching of ships canarise from bad weather conditionsor, more often from seasonal move­ment, such as Scandinavian timber.Berths which have been little usedfor months become fully occupiedwhile several ships are waiting inthe stream for days or weeks. Theport is blamed for congestion. Yeteven at the berths which are work­ing the receiver cannot take thetimber fast enough to keep the shipsworking all gangs and shifts. Theconversion of loose timber to pack­ages should go far to cure this sortof thing but, here again, it was thetrade which had to make the deci­SIon.

33. In the liner trades bunchingis usually the cumulative conse­quence of delays in one port or an­other on the trade route. The ship­owner has a jaundiced view aboutthis. He grumbles about the greaterpart of his ship's life being spentin port and, not unnaturally, heblames the port, as such. But deeperexamination may well reveal thatthe delays in ports are not due todeficiencies in the actual port serv­ices. There may have been somebreakdown in the inland transportsystem, poor agency work, non­adherence to closing dates, conges­tions arising from seasonal peaks ofcommodity movements and suchlike. There are also occasions when,to suit the shipowner, ships dis­charge or load slowly because it suitsthe ships' schedule. Sometimesmaintenance and overhaul is doneat the berth. The result is poorperformance in terms of cargo pass­ing over the quays, while otherships are kept waiting. We all knowof this sort of thing, but, like thepoor, it is the port which alwaysgets the blame. The obvious re­medy is the imposition of disciplineby the port management. This maynot be so easy when the governingboard of the port authority is large­ly composed of shipowner and ship­per interests. Also a port managermay be disinclined to be too toughfor fear of driving the shipowner touse a competing port.

34. So far as the port servicesthemselves are concerned, troublescan, and do, spring from failures in

12

port equipment such as crane break­downs, but for the most part delayscan usually be traced to what ap­pear to be labour shortages of onesort or another. I deliberately usethe words "appear to be" becausewe should beware of jumping toconclusions. Labour shortages areworst during seasonal movementsand heavy peak demands. No portcan, economically, retain enoughpermanent labour to work all ships,all the time, at every berth. Thesame applies to cranes, fork lifttrucks, transit sheds and otherequipment. The appropriate mar­gin of capacity in ports has beenan unceasing cause of disputationfor as long as I have been in thebusiness, and it will so continue foras long as the port is expected tobe a rectifier in the transport sys­tem.

35. But even supposing we couldbe profligate enough to providelabour and facilities for peak andseasonal movements, and to copewith ships bunching, and supposingwe arranged shift working roundthe clock, the effort would soon befrustrated unless the distributivetrades and industry had capacity tomatch. We know they havent. Inthe meat case I mentioned just now,one of the reasons for slow move­ment was the inadequacy of roadtransport. Time and time againport working has to be stopped orslowed down because the receiveris unable to receive the goods asfast as the port could deliver owingto full warehouses, closed marketsor works closed at weekends andso on. As I said earlier, everyonealong the line must be equally re­gulated or the valves-the ports­will become gummed up.

36. If I may now say a fewwords about planning about whicha lot of nonsense is uttered. I re­gard planning as a continuous pro­cess-a state of permanent discom­fort. Many of our ardent plannersseem to me to be seeking the com­fort of being able to work and pro­gramme within a framework ofcertainty. This can never happenin a progressive economy.

37. The National Ports Councilhas the statutory duty to formulatea national plan; indeed this was theprime object stated in the HarboursAct of 1964. Whatever notions mayhave been in the minds of people

at that time, the changes that havehappened since necessitate a degreeof caution before any enunciationcan be made about what a nationalplan should be. If we can evolvea national plan we shall, I think,be the only country to have sucha thing. It cannot be done in isola­tion and can come only from somesensible co-ordination with an over­all national, social and economicplan. Not only the National PortsCouncil, but industry and the na­tional planners, are far from thatstage. Despite the increasingvolume of statistics about trafficthrough our ports, we do not yethave sufficient information aboutcargo flows and the intentions ofindustry and shipowners upon whichto base a specific plan. Even if wehad, all attempts to define a portsplan without keying it in to an over­all national plan would result insuch bland rotundities as not to beworth the name of a plan. The bestthat we can hope is that we mayindicate the right direction. As Isee it, all the work we are doingin the N.P.C. is to assist us to getour sights right.

38. As to any likely pattern ofports, we have to recognise thatnowhere in Britain is more thanabout sixty miles away from the sea,and that, in consequence, ports inplenty have developed all aroundour island coastline from the timeof the small ship. The road andrail network has developed accord­ingly while during the last centurymany medium sized ports were builtprimarily for the export of coalwhich has now declined to negligibleproportions. I reckon that most ofthe small ports will remain and willperform a useful modest function inthe coastal and short sea move­ments. The difficult problem will beto sort out the survival factor forthe medium ports in relation to two,three or four large pivotal ports.Some may survive as little morethan feeder ports: for others theoutlook is bleak.

39. Our problem would be verymuch simpler if we, like Russia, hada very large land mass with onlya very short sea coast. In thoseconditions there is no choice; theports have to be at the only placesavailable. If we were starting from

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PORTS and HARBORS

Delegates to IAPH Conference

Stop-over in Western Australia

As Guests of

The Fremantle Port Authority

Delegates to the International As­sociation of Ports and HarboursConference, held in Melbourne onMarch 3rd, 1969, were invited bythe Fremantle Port Authority, tovisit Western Australia pre confer­ence and post conference. In re­sponse to the invitation 30 pre con­ference delegates and 24 post con­ference delegates visited WesternAustralia. A programme, over three

Port Conference tour visitors assemble outside Perth's international Hotel Parmeliabefore a bus tour.

scratch, knowing all that we do now,we could devise a much more effi­cient pattern of ports than now ex­ists in Britain. But we cannot ignorethe facts of life and our task is tomake the best of what we have withfull consideration of the human andeconomic factors. As I see it, thebest that the National Ports Coun­cil can do is to give some idea ofan evolving pattern. This wouldencourage development in the rightplaces and, we hope, prevent it inthe wrong places.

JULY 1969

40. I fear, however, that no mat­ter what national plan may even­tually be announced, political orother considerations will upset it.For example, decisions were recent­ly taken to site aluminium smeltersat three places in Britain. This wasmentioned to you by Sir AlexanderGlen. Those decisions were proba­bly rightly taken in relation to na­tional needs but they ignored anynational ports plan. What will nowhave to happen is that ports willhave to be made to fit into the

smelter requirements.41. I have tried to demonstrate

in this talk that it is decisions takenby the shipowners, oil companiesand others which largely determinewhat we can do in the ports. Ifcontainerisation and unitisation fol­low the path of present indications,most general cargo will be transfer­red between ship and shore in bulkand will largely eliminate many ofthe existing inefficiencies whicharise from the cargo having to bedealt with loosely.

13

Conference visitor, Dr. H. Sato (centre), aboard the Port InspectionShip "Challenger". At left, Mr. J. McConnell, Chairman of Commis­sioners of the Fremantle Port Authority and right, a Fremantle PortAuthority Hostess.

From left to right Mr. H. C. Rudderham, General Manager, Fre­mantle Port Authority; Mr. Johnson of the British Transport DocksBoard; Mr. Hasan of the Karachi Port Trust.

Mr. H. F. Sanderson, Divisional Manager-Operations, of the Fre­mantle Port Authority (left), explains a point to Mr. K. Enomoto,Councillor of the Keihin Port Development Authority and Dr. H. Sato,Director General of the Japan Port and Harbour Association.

14

days, was arranged for both partiescovering a number of points of in­terest situated in and around Perth,the capital city of Western Aus­tralia. Accommodation was arrang­ed in Perth at the internationalhotel 'Parmelia'.

On the first day a scenic tour ofthe metropolitan area was arrangedwith afternoon tea at the picture­sque King's Park Garden Restau­rant. From King's Park can beseen a panoramic view of the cityof Perth. Considerable time wasallowed on the first day for gueststo arrange personal shopping tours,etc.

The second day a scenic cruiserleft the Hotel Parmelia and jour­neyed some 30 odd miles to YanchepNational Park, one of the touristattractions in Western Australia inclose proximity to the city of Perth.Yanchep Park has a country styleInn/Hotel where guests were pro­vided with luncheon. Shortly afterluncheon the ladies were given anopportunity to feed the native Aus­tralian Koala Bears, which was fol­lowed by a launch trip on the pic­turesque Yanchep Lake. Guestswere also shown the Crystal Cavewith its beautiful limestone forma­tions of stalactites and stalagmites.After a bus trip to Yanchep OceanBeach guests enjoyed an informalWestern Australian outdoor barbe­cue meal returning to their hotelabout 9.00 p.m.

On the third day guests boardedthe Fremantle Port Authority In­spection Ship Challenger in Perthfor a scenic trip down the SwanRiver to the Port's Inner Harbour,following which the party weretaken on an inspection of the OuterHarbour including the industrialarea of K winana. Luncheon wasserved on board the Challenger, an­chored in Careening Cove, off Gar­den Island, after which the Chal­lenger journeyed to the Palm BeachJetty and guests again boarded ascenic cruiser for their return toPerth by road through K winanaand later to their Hotel. A formaldinner, given by the Fremantle PortAuthority for these distinguishedguests, was held in the Hotel Par­melia Ballroom on the evening ofthe third day.

PORTS and HARBORS

Liverpool, Britain's Major Port

For the Export Trade

The Port of Liverpool is thelargest and most highly developedseaport on the Atlantic seaboard ofEurope. I t has more than ninemiles of docks and 37 miles ofquays, from which 100 regular ship­ping services link Britain with everypart of the world. More than 30million tons of cargo pass annuallythrough this port on the River Mer­sey.

Figures for 1968 are not yet avail­able, owing to a change from finan­cial year to calendar year account­ing, but the latest independentstatistics produced by the NationalPorts Council show that Liverpoolis the main British port, both forimports and exports of goods otherthan fuels, in the deep sea trades,and handles the largest proportionof all goods other than fuels ex­ported from Britain in those trades.Already more than one-third ofBritish manufactured goods export-

ed deep sea passes through Liver­pool.

Everyone connected with shippingand the port industry appreciatesthat the next few years will be cru­cial in determining the future ofBritish overseas trade and the na­tional economy. To be ready for theindicated upsurge in world trade,the Mersey Docks and HarbourBoard has already invested morethan £55 million in new port facili­ties in recent times and is spendinganother £36 million on further de­velopments in the immediate future.The need is for deeper and longerberths for the larger ships expectedto come into service in the next fewyears, with sufficient supportingland areas capable of massing theircargoes either in containers, in bulkor in conventional packages. Addi­tional port accommodation will easethe pressure which has been putupon Liverpool by its very success

as an export centre.

New Deep Water System

Good progress has been madewith the construction of a complete­ly new deep-water dock system atSeaforth, at the Northern end ofthe port, where a new sea wall isbeing built to contain some 500acres of foreshore and land reclaim­ed from the River Mersey. The newdock system in the first instance willprovide for ten modern berths hav­ing up to 52 ft. of water alongside.This will be ready by the early1970's. Over one mile of quayfrontage will be available for cargohandling facilities of every kind, forcontainer services and bulk and gen­eral cargoes.

With the quickly changing pat­tern of shipping services and cargohandling techniques and the em­phasis in the building of the Sea­forth docks will be no maximumflexibility. The construction pro­gramme will be phased so that theberths when built will serve the mosturgent needs of the port.

Ships using the new docks willenter by the Gladstone River En­trance which is 1,070 ft. long and130 wide. An access passage of the

JULY 1969 15

same width will be made in thenorth side of Gladstone Dock.

Special attention is being givento road and rail facilities and thewhole area will be completely self­contained with administrative of­fices, full amenities for dock work­ers, transport holding areas, carparks and plant and equipmentstorage.

Gladstone Container Terminal

Meanwhile the former GladstoneGraving Dock is already equippedfor full-scale container handlingpending the construction of the Sea­forth berths. The dock is 1,050 ft.long and 120 ft. wide with an avail­able water depth of 43 ft. Morethan 1, 100 containers can be ac­commodated on the adjacent landareas, where there is a new shedfor groupage work. Two 35-tonscontainer handling cranes are inoperation, in conjunction with VanCarriers and side loaders. A 50­tons quay crane on the south sideof the dock is also available. At theEast end of the Terminal a concreteramp for roll-on/ roll-off services willbe provided.

North Atlantic Container TrafficTowards the end of 1969 the

whole of the Cunard's Line tradebetween Britain and the Americannorthern range of ports, from Bos­ton and New York to HamptonRoads, will be carried in the new24~-knots, 15,000-tons deadweightcontainer ships which have been or­dered by the Atlantic ContainerLine-the French, Dutch, Swedishand British shipping consortium ofwhich Cunard is the British mem­ber. Each ship can carry 500 20-ft.containers as well as 1,000 cars and80 to 90 roll-on/roll-off units. It isexpected that there will be a servicetwice weekly from Liverpool andturnround time in port is not ex­pected to exceed 18 hours.

New Facilities For. ConventionalShips,

Despite the "container revolu­tion" much of the port's trade willcontinue to be carried in conven­tional ships, and much is being doneto improve facilities for handlinggeneral cargoes.

As an example, the new berths atVittoria Dock for the Far Eastservices of the Blue Funnel Lineprovide everything necessary for thespeedy handling and loading of ve-

16

hicles, and the rapid handling ofcargoes through the transit shed andinto the ship. This new layout isconsidered to be the most moderndock installation in Europe. A load­ing rate of 2,400 tons per day canbe achieved.

Individual loads are controlledwith pinpoint accuracy. Lorries ar­riving check into a control centre.Drivers' numbered cart notes passin seconds to the receiver's office ateach of the three berths, fromwhere the loading of each ship iscontrolled in detail.

If any given load is not imme­diately required the control centreis notified and the lorry is thenmoved to a special park. The drivercan make use of the facilities of anamenity centre, where he can gethot drinks and snacks.

As soon as the receiver's office isready for the load, the driver is sum­moned by loudspeaker from thelorry park and given a colouredcoded bay number. This tells himthe exact location at which his loadis required.Services

Ship's services, such as mainselectricity, telephone lines and com­pressed air, are installed in the quayface so that loading operations arenot interfered with.

The new installation had beendesigned to be operated with bothcontainerised and conventional car­goes. Documentation has been radi­cally simplified.

A system of anti-pilferage devicesensures better security for cargoesand a paging system ensures thatdock operating personnel can becontacted rapidly.

An electronically controlled pneu­matic tube system, designed to carrydelivery notes between a centralcontrol point and the appropriatechecker's offices each a quarter ofa mile away, is the first system ofits kind at a British port and isunique in that the pneumatic car­riers are sent to their destination byan electronic reading device.Modern Export Berths

In another part of the VittoriaDock system work has begun on thebuilding of four modern exportberths for the important India,Pakistan and African services of theClan Line. The main features ofthis scheme, which will cost about£2,000,000 are two transit sheds

each 600 ft. long and 250 ft. wide,and each serving two berths. Thesheds will have quay margins almost50 ft. wide served by twelve 6-tonsportal cranes.

Coastal TradesThe Vittoria Dock is only one of

the areas where the progressive portauthority is reorganising and re­building in anticipation of futuretrade.

The needs of the coastal tradeshave not been forgotten and workhas started on an imaginative planto provide a modern cargo terminalfor the British & Irish Steam PacketCo. Ltd. driven-on/drive-off serv­ices between Liverpool and Dublin.A 17-acre site is being prepared atLiverpool by filling in TrafalgarBranch Dock and Victoria Dock toprovide a passenger car ferry ter­minal and a container marshallingarea to service these berths. Trans­porter cranes and ancillary equip­ment, together with breakbulksheds, are being provided. Thecompany envisages computer con­trol of container movements on theservice and aims to achieve a 15­days cycle for containers from ori­gin to destination and back to ori­gin, against the present time of 21days.

Although intermittent stoppagesof labour, inevitable during a periodof transition, attract a dispropor­tionate amount of public attentionto the picture of labour relations inthe port industry, there are manysigns in Liverpool that a really last­ing breakthrough is being achieved.Efforts are always being made toimprove on the day-to-day situationand encouragement is being givento improving the training and tech­nical proficiency of management,shop stewards and quay foremen.

Cargo Handling Organisation

The most significant development,however, in recent years has beenthe part in which the Mersey Docksand Harbour Board itself has playedin cargo handling. After the recom­mendations of the Devlin and Roch­dale Reports a start was made onreducing the number of port em­ployers. This has been achieved bymuch goodwill, and the fact thatthe total number has been reducedfrom over 150 to eight within fiveyears is a tribute to the commonsense and perserverence of so many

PORTS and HARBORS

At the Port of Amsterdam

Pilots Descending by Copterdifferent interests in the port.Nearly three years ago the Board

created its own cargo handling or­ganisation. It was a new venture,but staffed by some of the bestoperators in the field. Under theirguidance their work on five berthsrapidly expanded. Good resultswere achieved in turnround and thereputation of the organisationspread, setting a standard for othersto emulate. The fact that it was alarge organisation gave the Boardan opportunity to experiment withnew equipment and the increase inthe number of containers being han­dled over conventional berths gavethe experience to make the Glad­stone container berth work success­fully. Employees are fully briefedon the latest developments in thecargo handling field. Senior quayworkers have been flown to Con­tinental ports to study theirmethods of working. These visitshave undoubtedly assisted the rapidgrowth of the Board's cargo han­dling organisation.

Service to Port Users

These have not been the onlymoves made in this aspect of portworking. Before decasualisation, theBoard used to allocate berths tospecific master porters, enablingthem to concentrate their activitieson their own goods, so reducing theitinerant nature of their activities.This has had an all-round benefitin the port. In addition, the Board'sdevelopment of canteens and tea­room facilities, of washrooms andshowers, has had a decisive impacton all who work in Liverpool docks.

The service to port users has beenextended in many other ways bemaking provision in the overall mod­ernisation programme for new pro­jects, lighting, roadways, lorry parksand weighing bridges, all of whichadd up to a large proportion of theannual budget. On the administra­tion side similar new thinking is inevidence. Probably no more strikingexample of this is to be found thanin the use of computers over thelast five years.

Use of Computers

Liverpool was the first port in theU.K. to use computers seriously asan aid to dock development andport administration. The third gen­eration machine installed two years

JULY 1969

After comprehensive preparationstests were made recently to putship's pilots on board, using heli­copters.

It has been remarkable that, notwith standing all the recent tech­nical progress in shipping, pilotswere still being put on board in thesame manner as centuries ago, towhit by the use of a ropeladder anda very lively little boat, requiringthe pilot to possess veritable acro­batic qualities. When the weatherwas bad, the pilot-service had to besuspended, yet it had been shownsome years ago, while saving menfrom ships in distress, that helicop­ters can be used long after the pilot­service has had to be suspended.

Now, for the first time in the his­tory of Europe, a pilot has been putaboard a vessel at sea by means ofa helicopter. This test was carriedout with the assistance of the bulk­carrier "Ursula Schulte" (Schulte& Bruns Shipping Company, Em­den, Germany), which was en-routefrom Narvik to the Overslagbedrijf"Amsterdam" with 80,000 tons of

ago has more than justified the faithwhich the Board placed in it andthe claims of its makers, and nowa further order of over £ 10 millionhas been placed for an LB.M. Sys­tem/360 Model 40 computer, whichinitially will have on-line teleprocess­ing facilities for operational controlat the Gladstone container terminaland ultimately will control and traf­fic passing through the Seaforthproject on its completion in 1971.

It is Liverpool's boast that notime, trouble or expense is sparedin grasping the opportunity to de­velop and extend trade. The topmanagement and commercial staffare always in close touch with ship­ping and trade development rightacross the world. Personal visitsand on the spot investigations area growing trend in the Board's at­tempts to develop more and moretrade for the port.

ore. The latter had also developedthe reasoning from which this ini­tiative of the port of Amsterdamstemmed.

Three testsIn total three tests were made

with a type 62 Sikorsky helicopterbelonging to N.V. KLM Noordzee­helicopters.

This subsidiary of KLM wascreated in order to assist in supply­ing the various drilling-platforms inthe Northsea. During the first testthe "Ursula Schulte" lay stoppedand the pilot was lowered on deckby means of a hoist. Next the pro­cedure was repeated while the shipwas underway. Finally the helicop­ter landed on the ship's deck. Thesetrials were in every way successful.

Ever larger cargoesWhen the "Ursula Schulte" tied

up at the installations of the Over­slagbedrijf "Amsterdam" in theWesthaven, the "Aegir" (Seereede­rei Frigga A.G. Hamburg, Ger­many) , was already alongside.Some months ago the "Aegir" brokethe "Ursula Schultes" record bybringing a cargo of 82,000 tons ofore to Amsterdam, the largest cargoof dry bulk goods ever brought intoa continental Northsea port. Thanksto the extension of Amsterdam har­bourmouth at IJmuiden and thefurther enlargement and deepeningof the Noordzeekanaal, ships witha draught of 45 feet can steam rightinto the heart of the port of Am­sterdam under any weather condi­tions, something which was notthought to be possible, some yearsago.

Important advantagesBoth the captain of the "Ursula

Schulte" (Capt. Helmut Rober, 57)and the captain of the "Aegir"(Capt. Gerd Oltmanns, 35) wereexceptionally enthousiastic in theircomments.

Among other things Capt. Robersaid that big ships often have toawait the turning of the tide (butnever in Amsterdam) and may loosethe tide if the pilot does not come

17

on board in time.

The resulting very expensive lossof 6 or 12 hours is no exception.\Vith the aid of helicopters thepilot need not come aboard whenthe ship is quite near the coast.Somewhere right at sea a rendez­vous can be fixed well in advance.This has the additional advantagethat a very accurate prediction canbe made regarding the exact timethe vessel will be alongside, saidCapt. Rober. Although he did notyet expect to receive his pilot byhelicopter when next he called atAmsterdam, he certainly expectedthis service to be organised on aregular basis in the near future, andfor it to be available in case of need,well before that. Which ever wayyou look at it, he said, in this waytime is safed and thus money, oftena great deal of money.

The comments of Captain Olt­mann of the "Aegir" were even morepithy: "Great guns. Wonderful job,great improvement!" Furthermore

18

he pointed out that ships recelvIllgtheir pilot by helicopter will havepriority over ships embarking himby conventional means. This advan­tage was also stressed by the au­thorities of the pilotage-service.With a speedier passage of the verylarge vessels the general interest isalso served and this can now beaffectuated, while avoiding the pos­sibility that smaller ships feel theyhave been passed over.

Airtransport will also result in aquicker turn-round of pilots, whichwill also be of benefit to the smallervessels.

The American Export IsbrandtsenLines, who's Container MarineLines operate in and out of Amster­dam on a weekly basis, were alsomost interested. Even though thelanding of helicopters on container­ships is not possible at the moment,owing to the numbers of containersstowed on deck, the construction ofa landing platform for helicopterswould seem to offer no great tech-

nical problems, if the method ofactually landing to deposit the pilotwould prove to be preferable tolowering him by hoist. For con­tainerships also, it is of great im­portance to speed up the embarka­tion of the pilot. The accurate pre­diction of the exact moment theship will be alongside is of greatimportance and makes it possible togive an accurate forecast of the timeof arrival of containers at their ulti­mate destination, somewhere III

Europe.

With regard to large cargoes ofgrain it is equally of enormous im­portance that transshipment intosmaller seagoing and inland water­way vessels can commence at once.It would now be possible to regu­late their time of arrival alongsidethe bulk-carrier more exactly, thusavoiding costly waiting time.Rotterdam also

Naturally the port of Rotterdamwas also most interested, particular­ly because of the fairway that is

PORTS and HARBORS

World's Sa:fest Port

Los Angeles Is

being dredged way into the North­sea, in order to enable the verylarge modern tankers to reach theport. Pilots will have to be em­barked at the seaward end of thisfairway, about 10 n.m. out fromthe coast.

Taking a pilot there by cutterwould take considerable time, byhelicopter this would be a questionof minutes.

Some days after the test off IJmui­den, another series of tests was ex­ecuted off Hook of Holland, withthe cooperation of the 210,000 tonShell-tanker "Macoma". Thesetests were equally successful.

The organisation is ready

Although during the three previ­ous years serious efforts had beenmade to realise a plan to use heli­copters to put pilots on board, therealisation had been held up bytechnical problems and questions oflaw.

One of these was that insuranceauthorities would not cover therisks run by the sea-pilot.

This problem has now been solvedsatisfactorily. Another was thatthere were no helicopters of a suita­ble type available on a permanentbasis. This has now also been over­come. KLM has one Sikorsky 62,suitable to drop pilots on board. Alarger Sikorsky will be suitable assoon as a hoist has been installedand a third helicopter of suitabletype has just been shipped from theUSA to KLM. These helicoptersremain in their operational base,Schiphol-Oost, and will operatefrom there. To embark a pilot theywill land in IJmuiden (Amsterdam)or Rotterdam en-route to the ship.Both places have a heli-port.

Regarding the N oordzeekanaal,the organisation of this service isnow complete. Under the auspicesof the Scheepvaart VereenigingNoord, the firm of Halverhout andZwart at IJmuiden are chargedwith the execution. In the very nearfuture it will be possible to ask fora pilot to be embarked by helicop­ter when bound for IJmuiden orAmsterdam. (AMSTERDAM, May12th 1969)

JULY 1969

Los Angeles, Calif., March 3:­Los Angeles Harbor is one of thesafest ports in the world and its safeoperating record is no accident, ac­cording to Mayor Sam Yorty. TheMayor pointed to the closely co­ordinated activities of the four safe­ty services functioning in the Portarea.

"The Harbor Department's Of­fice of the Port Warden, the City'sFire and Police Departments andthe United States Coast Guard havebeen highly developed and equip­ped in the Harbor area in recentyears to a point of effectivenesswhich directly accounts for thePort's good safety record," he said.

Last year the Port Warden'soffice logged 9,000 hours patrolingHarbor waters in three patrol boatsand 125,000 miles of moving sur­veillance in three patrol cars andthree three-wheeled motorcycles.Throughout the more than 7,000acres of the Harbor's land and wa­ter area, the 35-man force rescued25 persons, assisted 176 small craftin distress, and called for the re­moval of more than 300 navigation­al hazards from Harbor waters.

Water patrolmen also warnedmore than 500 boaters of violationsof safe boating laws and cited morethan 70 of the violators into court.According to Capt. Lionel H. deSanty, the Harbor Department'sPort Warden, "Our men are charg­ed with the responsibility of enforc­ing the State of California BoatingLaw and the Los Angeles CityOrdinances for the safety of pleas­ure boat operators, as well as foreveryone using the Harbor."

"We take the educational ap­proach where pleasure boaters areconcerned," he said "and regularlydistribute our own 'Safe BoatingRules' pamphlet, and the 'State ofCalifornia Boating Laws and Re-

gulations' booklet."

Capt. de Santy believes that fel­low boatmen will enjoy boating inLos Angeles Harbor a lot more ifthey observe the "rules of the road"and use common courtesy. He saidthe United States Coast GuardAuxiliary and the United StatesPower Squadron sponsor free pub­lic courses in boating safety. TheCoast Guard, with 11 patrol boatsserving the Los Angeles area, rang­ing in size from 40 to 95 feet inlength and two helicopters, respondsto as many as 100 emergency callseach month during the summer.The calls may include any kind ofemergency from a distressed yachtto an oil spill on the water.

The Harbor Department is notonly concerned with oil spills be­cause of their polluting effect ofHarbor waters. Oil can also createone of the Port's most hazardousconditions, since some petroleum ishighly flammable. The PortWarden's office receives reports ofoil spillage from terminal operators,ship's agents, pleasure vessel an­chorages and from the PortWarden's own water and landpatrols. Occasionally, reports comein from the Los Angeles Fire De­partment and the U.S. CoastGuard.

In almost all cases where a ter­minal or vessel is involved in thespillage, the petroleum is promptlycontained by use of spill booms,then removed from the water byclean-up crews. Upon receipt of anoil spillage report, the Port War­den's Communications Control Cen­ter promptly notifies the Port War­den, the Port Warden field units,the Fire Department, the CoastGuard Captain of the Port and thelocal office of the State Fish andGame office. The Police Depart­ment might also be called if a

19

San Francisco Is Planning

New Big Terminals

hazardous traffic condition exists.At Los Angeles Harbor all vessels

engaged in transferring bulk petro­leum are required to plug theirdeck scuppers to prevent the escapeof oil spilled on deck. Tank shipsare required to close and lash pumproom sea valves and overboard dis­charge lines. Because of these pre­cautions, fires at the Port of LosAngeles are not frequent. The Har­bor branch of the Los Angeles CityFire Department's Fire PreventionBureau strives to keep the numberof fires at a minimum. Last yearthey made 1,200 inspections of pe­troleum tank ships while cargotransfer operations were in pro­gress. They also made 220 inspec­tions as a follow-up of hazardouscargo notifications, and inspectedmore than 3,000 welding operationson the waterfront.

When fires do occur, five fireboats and units from 11 land sta­tions are immediately available tokeep the loss to a minimum. Oftena single incident like an oil spill,which may be discovered by anyone of the four agencies, becomesthe interest and business of all four,requiring a smoothly coordinatedeffort. All have codes and regula­tions controlling such situations andall four agencies are well acquaint­ed with the requirements of theothers.

While in Port, a vessel may be in­spected for routine reasons and con­ditions by Fire Department, CoastGuard and Harbor Department au­thorities. Although some overlap­ping of interest occurs, each agencyplaces emphasis on the most per­tinent part of its own regulations.The result is a thoroughness ofsafety inspection not to be found inmany ports. Qualified persons fromthese agencies noting an unsafe actor condition may warn, cite, trans­port, restrain, or take whatever ac­tion necessary, through quick com­munication and cooperation be­tween agencies.

More than once they have heardthe apologetic remark from a sailor,"Sorry, Mac - I forgot I was inL.A."

20

San Francisco, Calif., May 13:­The Port of San Francisco is plan­ning the construction of new ter­minals and the expansion of presentfacilities to accommodate steamshiplines growing with the changingtechnologies of ocean shipping.

Port Director Rae F. Watts an­nounced the following terminal pro­jects anticipated on the San Fran­cisco waterfront, encompassing con­tainerization, LASH, bulk commodi­ties and the shipment of automo­biles:

1. Improvements to the ArmyStreet Terminal to provide increas­ed cargo terminal area for the ex­panded container and breakbulkservice of American President Linesand States Steamship Company.

APL will move from its presentlocation at Pier 50 to the newerArmy Street site where it will oc­cupy 47 acres of open and enclosedstorage space and have the use ofsix deep-water berths.

The new APL terminal has threeworking sides with aprons approxi­mately 1,300 feet in length. Nextto each berth is a clearspan, steeland concrete cargo transit shedranging in length from 763 to 1,100feet and each is 225 feet wide. Thecentral core area for container stor­age has direct access to each berthand the deck load capacity is 1,000pounds per square foot.

The move, APL reported, is con­sistent with the short and longrange plans of the company tomaintain its leadership in customerserVIce.

Moving from Piers 15-17 in thenorthern waterfront area, Stateswill operate from the remainingtwo berths and approximately 21acres, which includes a cargo tran­sit shed 1,000 X 225 feet and largeopen storage space.

The APL and States terminalswill be completely separated withprivate entrances and will includeterminal office and service build­ings.

To facilitate the movement ofcontainers for both APL and

States, the Port Commission recent­ly awarded a $825,000 constructionand installation contract to PACE­CO for a container crane. To beinstalled next spring on the IslaisCreek wharf to serve four berths,the crane will be capable of han­dling 20 and 40 foot containersweighing as much as 30 long tons.It will be the Port of San Fran­cisco's first shore-base containerhandling crane.

All lines presently berthing at theArmy Street Terminal will be re­located at other piers on the water­front, including APL's vacated Pier50 and possibly Piers 39 and 41,Watts said.

2. A new, 40-acre terminal willbe constructed in the India Basinarea for Pacific Far East Line's newshipping concept, the LASH (light­er aboard ship) system. When thehuge ships enter service in early1971, the Port will have ready atwo-berth facility to accommodatethe specialized liners. There will beacres of storage area for containers,a container crane serving thewharf, and a lighter loading stationconsisting of a 300,000 square footcargo transit shed designed with acanal system so that lighters maybe floated inside the shed for easyloading and discharge of cargo.

PFEL will headquarter its sixLASH ships at the Port of SanFrancisco and estimates that the sixships will carry more cargo in oneyear than ten conventional ships.Each liner is 814 feet long with abeam of 100 feet and carries ashipboard crane of SOD-ton capacityfor loading and discharge of the 61­foot lighters.

Watts pointed out that all threelines-APL, PFEL and States-areSan Francisco-based steamship com­panies with their home office andmain headquarters here. By provid­ing new and improved terminalfacilities, the Port assures that theselines will continue to center theirfar-reaching cargo operations III

San Francisco, he said.3. The passenger liners of Ameri-

PORTS and HARBORS

President Swanson Active

In European Countries

can President Lines will be centeredat Pier 33 in the northern section ofthe waterfront near Fisherman'sWharf and convenient to the down­town area. The two-berth pier isadjacent to Pier 35, headquartersfor the passenger liners of Matson,Oceanic, P & 0, Holland-Americanand Princess Cruise lines.

4. New construction is well alongat the Port's Islais Creek Grain Ter­minal to increase its present storageand loading capacities. When com­pleted early next year, the terminalwill be capable of loading 1,200 tonsof bulk commodities per hour fromsix automated spouts and will havea storage capacity of two millionbushels. More than $5 million isbeing spent by the Port of SanFrancisco to make the terminal oneof the most modern and efficient onthe Pacific Coast. During construc­tion the terminal remains opera­tional, Watts pointed out, and withwater depths of at least 40 feet, itis attracting some of the largest bulkcarriers in the world.

5. The Port is looking toward in­creasing foreign automobile im­ports by providing an enlarged andimproved foreign automobile termi­nal at Pier 92 which is located inthe Islais Creek-India Basin area.Engineering plans are underway forthe redesigning of the facility, andnegotiations are being conducted foruse of the terminal primarily byJapan's Toyota automobile. NYKand "K" Lines will operate a totalof 11 new automobile carriers builtespecially for the Toyota. WalleniusLine is also expected to use thethree-berth complex for importsfrom Europe and Japan.

The shift of a large portion ofthe Port's maritime activity to thesouthern section of the waterfrontis part of an overall plan by thePort Commission to free certainpiers in the northern section for re­development.

A sweeping commercial develop­ment is envisioned to expand retail,restaurant and entertainment facili­ties on port property at Fisherman'sWharf. The Port Commission isalso looking at the Ferry Buildingarea to focus development of res­taurants, shops, a small boat lagoonand pedestrian promenades andmalls.

JULY 1969

Orbiter'APH News:

Over May and June (May 8 tillJuly 1, to be more specific), Mr.V. G. Swanson, IAPH President(Chairman of Melbourne HarborTrust Commissioners), accompani­ed by Mrs. Swanson, is scheduledto attend two very important in­ternational meetings in Europe, i.e.the 9th International Conference ofI.C.H.C.A. (The International Car­go Handling Coordination Associa­tion) June 2--5 in Gothenburg,Sweden and the 22nd InternationalNavigation Congress of P.I.A.N.C.(The Permanent International As­sociation of Navigation Congresses)June 15--22 in Paris, France.

Although IAPH's relations withthose two international organiza­tions have been friendly, it is thefirst time that an IAPH Presidentshould find it possible to personallyattend the two global conventionsin a year. There is no doubt thatmore widespread understanding be­tween ports and other maritime ac­tivities will become visible in thewake of President Swanson's endea­vors. You will read more about Mr.President in this column.

Secretary General

• Mr. James G. Craig, Jr., Presi­dent, Mr. Robinson A. Reid, VicePresident, The Board of Commis­sioners, and Mr. Charles L. Vick­ers, General Manager, The Port ofLong Beach, California, held a cock­tails and buffet from 18:00 hours onMay 15 (Thursday) at the PalaceHotel, Tokyo to introduce the in­coming General Manager Mr.Thomas J. Thorley.

Mr. Toru Akiyama, IAPH Secre­tary General, was unable to accept

IAPH News

Probe

the invitation, but on Friday, May23 invited Mr. Vickers, Mr. Thorleyand Mr. Hasegawa (Long Beachrepresentative in Japan) to lunchat Crescent Restaurant, Minato-ku,Tokyo. Mr. Hasegawa was unableto be there due to pressure of busi­ness. Two IAPH staff members alsosat in.e Mr. Goh Koh Pui, Chairman ofthe Port of Singapore Authority,accompanied by Mrs. Goh, made aone-week pleasure trip of Japanthrough Wednesday May 28-June 4.Before coming to Japan, the couplespent one week of vacation in Tai­wan.

Mr. Toru Akiyama, IAPH Sec­retary General, invited Mr. andMrs. Goh to lunch at Palace Hotel,Crown Room, Tokyo, Thursday,May 29. Mr. Gengo Tsuboi, Dr.H. Sato and a few IAPH staff mem­bers also attended.

• Mr. R. H. Doig, Public ServiceCommissioner of the State of West­ern Australia, arrived in Japan May18 with Mrs. Doig on a vacationtrip, and departed for Hong KongJune 6. Dr. H. Sato, Deputy Secre­tary General, had lunch with himMay 28.

• Mr. Toru Akiyama, IAPH Sec­retary General, departed from To­kyo airport May 31 night accom­panied by his company executiveson business tours in Europe, sched­uled to return June 16. During thetrip he is slated to attend the Sec­ond Convention of AOCI (AirportOperators' Council International)in Zurich June 1--4 and the NinthConvention of ICAA (InternationalCivil Airports Association) in ParisJune 5--9.

21

Topics

500

8,500

500

1,000

1,000

1,000

1,000

1,000

500

1,000

1,000

500

1,000

1,000

16,750

A 44-page brochure in English(size 138 X 225 mm.) captioned"Cargo Loss Prevention Recom-

Useful Brochure

1969) .

Mr. Walter Hill, ICC SecretaryGeneral, wrote on January 31, 1969to Mr. Toru Akiyama, IAPH Secre­tary General, soliciting to send anIAPH representative to Istanbul, orto nominate some member whocould conveniently represent IAPHin Istanbul.

Mr. Hill wrote in part: "In viewof the importance of close collabora­tion between our two organizations,no registration fee will be payablein respect of your first observer, inaccordance with the usual recipro­cal arrangements."

In response, Mr. Akiyama, find­ing himself unable to comply, sentan inquiry to Capt. Fethi Isin(R.T.N.), Director of Ports, StateRailways of the Republic of Turkeyon the matter. Fortunately, Capt.Isin replied that he would be ableto attend the Congress on behalf ofthe IAPH.

Total

(As of May 31, 1969)

Pledged1,000

1,000

1,000

1,000

1,000

1,000

500

1,000

1,000

1,000

1,000

250

500

1,000

1,000

1,000

The Port Development Technical Assistance Fund(in US$)

Received

Houston

Maryland

Massachusetts P.A.

Georgia P .A.

Oslo P.A.

Singapore P.A.

Six French Autonomous Ports

Mozambique Port and

Railway Administration

Hamburg Port Authority

Swedish Association of Ports

and Harbors

PortKobe

Yokohama

Amsterdam

Rotterdam

Maritime Services Board of N.S.W.

New York

Lisbon

Los Angeles

Seattle

PIANC-Istanbul

of Dangerous Goods-16th sessionSep. 30'-'Oct. 3 .

Sub-Committee on Safety of FIsh­ing Vessels-9th session

Oct. 15,-,30Assembly-6th sessionCouncil-23rd sessionMaritime Safety Committee­20th sessionWorking Group on Technical As­sistance-I st session

Nov. 10'-'28International Legal Conferenceon Marine Pollution Damage

Dec. 2'-'5Sub-Committee on Fire Protec­tion-9th session

Dec. 9'-'12Sub Committee on Subdivisionand Stability-10th session

Dec. 16'-' 19Sub-Committee on Containersand Cargoes-9th session

The 22nd Congress of the ICC(International Chamber of Com­merce), Paris, was scheduled to beheld in Istanbul, Turkey, May 31­June 6, 1969 (Refer to Ports andHarbors, Vol. 14, No.3, March

IIIIIIIII!IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII11111111111111111111111111111111111111111111111111111

IMCO Program1969May 6'-'8

Working Group on IMCO's Ob­jectives and Method-2nd session

May 9Pre-Council Budgetary WorkingGroup

May 12'-' 16Council-22nd seSSIOn

May 27'-'June 23International Conference on Ton­nage Measurement

July 1'-'4Ad Hoc Working Group on Fa­cilitation-3rd session

July 7'-' 11Ad Hoc Sub-Committee on Revi­sion of Silma Rules-2nd session

Sep. 8'-' 12Sub Committee on Marine Pollu­tion-7th session

Sep. 16'-' 19Sub Committee on Safety of Navi­gation-8th session

Sep. 23'-'26Sub-Committee on the Carriage

illllllllllllllllllllllllllllllllllllllllllllllllllllllill11111111111111111111111111111111111111111111111111

Help Wanted at UNCTAD

A vacancy exists in the Secretariatof UNCTAD for an economist towork on the economic issues in­volved in the development of portsin developing countries. The dutystation is Geneva, but frequent mis­sions may be expected. The manappointed is likely to be a graduatein Economics and to have severalyears experience working in a port(or airport) on either general ad­ministration or development plans.He will join a team headed by asystems analyst and including anengineer and an economic geograph­er; the whole team \","orks under theoverall supervision of a senior eco­nomist. Salary in accordance withage and experience on official UNscales. The appointment may befor a fixed term of two years or ona probationary basis with the pos­sibility of a career appointment.Fluency in English is essential.French or Spanish highly desirable.

For further particulars and appli­cation form please write to Officeof Personnel, UNCTAD, Palais desNations, Geneva.

22 PORTS and HARBORS

mendations of the InternationalUnion of Marine Insurance toShippers, Consignees, Ocean Car­riers, Port and Terminal Operators,Air Terminal Operators, ~farine

Underwriters (2nd Revised and en­larged edition 1969) was publishedby International Union of MarineInsurance, Stadthausquai 5, 8001Zurich, Switzerland. The English­language edition is distributed byInternational Insurance Monitor,282 Seventh Avenue, New York,N.Y. 10001, U.S.A.

The booklet is priced at $1.00U.S. Currency, and bulk rates areas follows:

2--5 copies: $0.95 per copy6--10 copies: $0.85 per copy11 & more copies: $0.75 per copy

The above information has beenprovided by Mr. Harold Jackson,President, International Union ofMarine Insurance, 111 John Street,New York, N.Y. 10038, U.S.A.You will note that the article en­titled "Shippers' Guide" in Portsand Harbors, June 1969, page 21,was also furnished by the same per­son.

Tonnage Measurement

London, June 4: - The world'smajor shipping nation June 2 crown­ed a 44-year-old effort to unify shipmeasurement rules by agreeing torevise the two-tier gross and net ton­nage system.

They ruled that gross tonnageshould express the volume of theship in weight and net tonnage, thedisplacement of the ship loaded.

At present, gross tonnage repre­sents the volume in weight of thewhole ship. Net tonnage is thesame volume minus the space re­quired for machinery, propellingequipment, crew quarters and be­tween-deck space.

The new guidelines were adoptedin a plenary session of a tonnagemeasurement conference sponsoredby the U.N. Inter-governmentalMaritime Organization (IMCO) ,which opened in London a weekago.

The conference still has to workout technical details and present adraft convention for signature onJune 23.

A new convention would take 10

JULY 1969

to 15 years to be universally adoptedbut would help shipbuilders to settheir sights when accepting new or­ders in the early 1970's.

Gross tonnage is mainly used todetermine the technical and safetyfeatures of a ship. Net tonnage re­presents its freight or passenger­carrying capacity.

Port and canal authorities havebeen divided over the tonnage onwhich to levy dues and tolls. Be­cause net tonnage has been workedout by deducting a percentage fromthe gross, some authorities thoughtit unrealistic and based their levieson the gross tonnage.

For taxing purposes, the sameship could be treated differently ina British, Australian or Soviet portor by the Suez and Panama c1,nalauthorities. Some preferred to levytaxes on the gross tonnage, otherson the net.

The conference could not dictatewhich of these measurements shouldbe used for levy purposes. But itvoted to issue a recommendationthat the new net tonnage based ondisplacement be used as a yardstickfor tolls and dues. (Japan Times)

Engineers' Conference

London:-The Institution of CivilEngineers at Great George Street,Westminster SW1, London, hasmade a preliminary announcementon Conference on the Behaviour ofPiles-London, September 1970.

The above Conference will takeplace at the Institution of Civil En­gineers, from Tuesday 15 Septem­ber until Thursday 17 September1970 followed by study-tour on Fri­day 18 September. There will betwo main themes, namely:-

A-Behaviour of piles with particu-lar reference to settlement.

B-Constructional control affectingthe behaviour of piles.

For further information you arereferred to Secretary: lG. Watson,C.B., B.Sc. (Eng.), F.I.C.E., F.I.E.E.,Chartered Engineers, at the aboveaddress.

Atomic Zeppelin

Luebeck, Germany: - A Germanshipycxd announced June 4 plans tobuild the world's first atomic-pow­ered Zeppelin-a nuclear-age ver-

Topics

sion of the giant airships that roam­ed the skies before long-range air­liners took over.

The Schlichting Yard said it hastaken an option on the design ofAustralian engineer Erich vonVeress for an "airship of thefuture" and will build it if prelimi­nary studies prove favorable.

The Veress design calls for astreamlined, rigid-frame Zeppelinwith a huge airscoop hole in frontfunneling air to the atomic-poweredengme.

Alexander Schmidt-Klieber, Sch­lichting's airship project manager,said he is negotiating with Ameri­ca's General Electric Co. to buildthe atomic engine.

According to Schmidt-Klieber,the airship should carry 500 passen­gers and 50 tons of cargo at an aver­age speed of 220 miles an hour foralmost limitless distances. "Rangeis no problem with nuclear-power,"he said.

The Veress airship would crossthe Atlantic in about 17 hours, farslower than the five-hour trips oftoday's jet airliners-not to men­tion the supersonics. But propo­nents argue that airships can offercomforts and cargo capacity air­liners cannot match.

Schmidt-Klieber estimated theairship would cost about $37,500,­000.

Unlike the old steel-bodied Zep­pelins, the Veress airship's fuselagewould be made of fireproof plastics.(Japan Times, June 6)

Alaska to East CoastWashington, June 5: - A "$30

million gamble" to open up a 20thcentury Northwest Passage-acrossthe arctic ice to Alaska oil fields­was announced June 3 by one ofthe nation's largest petroleum pro­ducers.

Humble Oil Co. officials said agiant ice-breaking tanker, the Man­hattan, is scheduled to leave Phila­delphia July 15 to plow through iceacross the top of North America tothe oil fields on the north coast ofAlaska.

If the route proves practical theysaid, they hope to be freighting oilyear-around to the U.S. East Coastby 1972.

Beyond that, they said, the ex-

23

The Americas

periment could open up a new in­ternational sea route that could cutthe London-Tokyo sea distance byalmost half-from 14,000 miles to8)000-and open up Canada's andAlaska's rich northern mineral re­sources.

Humble president Charles F.Jones said one point on the routeis equidistant from London, NewYork and Tokyo and added:

"History teaches us that new searoutes have frequently had un­foreseen consequences, actually al­tering the relationships and balanceamong nations."

J ones and other company officialsannounced their plans in an elabo­rate news conference conducted byclosed-circuit television simultane­ously in Washington and New York.They said they have no assurancethe Northwest Passage will be prac­tical.

If it's not, they indicated, thealternative will be oil delivery bypipeline, probably across the north­ern United States.

"Right now the whole operationis a big question," said projectmanager Stanley B. Haas, "A $30million gamble."

The ice-clogged passage has beencrossed several times. Haas indicat­ed the question to be answered iswhether drifting ice conditions willprevent regular, year around tripsby ice-breaking tankers.

If the passage can be opened, hesaid, various companies should besending some 30 ships back andforth on an average of every dayand a half-maintaining a channelthrough most of the passage inwhich ice would have little time tobuild up.

Humble's goal, said Jones, is totank up to two million barrels of oila day to the East Coast by 1980from the oil fields it operates withAtlantic Richfield near Prudhoe Baynear the middle of Alaska's northcoast.

Atlantic Richfield and the BritishPetroleum Oil Co. each are contri­buting $2 million to the Manhattanattempt to open up the passage thissummer, officials said.

The 1,000-foot Manhattan wascut up into four sections and dis­tributed to ship yards from Bath,Maine, to Mobile, Ala., for modifi-

24

cations including a new 125-footice-breaking bow.

The 9,000-ton ship is being re­assembled at Chester, Pennsylvania.

I t is to break through the up toseven-foot ice thicknesses on a"down breaking principle." Theship moves up and over the ice,collapsing it as well as cutting it.(Shipping and Trade News)

1Oth Annual Report

Ottawa, May 23, 1969: - The10th Annual Report of the St.Lawrence Seaway Authority, tabledin the House of Commons to-dayby the Honorable Don C. Jamieson,Minister of Transport, reveals thatthe year 1968 produced the highestrevenues and one of the smallestdeficits ever recorded in the Mon­treal-Lake Ontario section of thewaterway.

Toll revenues for this part of theSeaway, operated jointly with theUnited States Saint Lawrence Sea­way Development Corporation, roseto a total of about $25 million. TheAuthority's share was $18.1 million.

Cargo tonnage for 1968 reached48 million tons through the Mon­treal-Lake Ontario section and 58.1million tons in the WeIland section,a 9 per cent increase over 1967, andthe second best year to date.

A three-week strike of Authorityunion employees) coupled with alate season slowdown in bulk ship­ments, prevented attaining and pos­sibly surpassing the record tonnagelevel of 1966.

Iron ore continued to dominatetraffic with 17.7 million tons and18 million tons being carried on theMontreal-Lake Ontario and WeI­land sections respectively. In theformer, wheat with 6.4 million tonsfollowed by iron and steel at 5.2million tons were the next mostimportant items. In the WeIlandsection, coal ranked second with 9.7million tons and wheat third with6.6 million tons.

General cargo tonnages surpassedthe 1967 record with increases of34 and 42 per cent in the Montreal­Lake Ontario and WeIland sectionsrespectively.

A special feature article in ap­pendix to the report describes andreviews the first decade. It traces

the growth in traffic and improve­ments made to the waterway overthe ten year period. It notes thatin 1959, it required 7,452 transits inthe Montreal-Lake Ontario sectionand 8,072 in the WeIland to moveless than half the tonnage carriedin 1968, when 6,576 transits wererecorded in the St. Lawrence and7,203 through the WeIland.

The Authority's planning pro­gram presented in the report callsfor the optimum employment offacilities already existing in theWeIland and Montreal-Lake On­tario Sections. Improvements tothese facilities will significantly ex­tend the life of the present water­way thereby saving the Canadiantaxpayer millions of dollars a yearby postponing the day when a newSeaway might be required. (The St.Lawrence Seaway Authority)

'69 Navigational SeasonBuffalo, N.Y.:-The Port of Buf­

falo waterfront is bustling with ac­tivity in preparation for the 1969navigational season. Streamshipsuppliers, vessel agents for lake andocean ships, and the Marine Inspec­tion Bureau of the U.S. Coast Guardare closely observing weather andlake conditions, to ascertain exactlywhen ship owners will be able todispatch their fleets. The Buffalo­based icebreaker Ojibwa has beenprobing Lake Erie to report on lakeand river ice conditions. Weeklyice reports, aided by long-rangeweather forecasts and airline pilotobservations, will help the NiagaraFrontier Port Authority determinewhen to set up the fit-out crews thatwill facilitate shipping and naviga­tion at the Port.

Elevator and warehouse facilitiesare also being prepared for the sea­son. The last of Buffalo's winterunloading of grain fleets is in pro­cess, from the ships brought downfrom the head of the lakes. Ware­houses A and B on FuhrmannBoulevard are expecting a good sea­son of foreign-based shipping activi­ty, based on a recent consensus bythe Niagara Frontier Port Authorityand various vessel agents, all ofwhom have been in close contactwith the New York offices in recentweeks. (Port of Buffalo ProgressBulletin)

PORTS and HARBORS

1968 Season Traffic

Detroit, Mich.:-The 1968 over­seas shipping season in the Detroit­Wayne County Port District regis­tered a 39.3 percent gain in totaltonnage handled, reaching 2,526,503net tons.

The increase of 713,122 tons overthe previous season established anall-time record high for the portfor the third time in the last fouryears.

The season was the longest inhistory-241 days-but this advan­tage was largely nullified by a 24day strike of Canadian lock tendersfrom June 21 to July 15, so therecord was accomplished in spite ofadversities.

Shipping opened at 6: 12 a.m.,April 13, with the arrival of theMjV Barbara (Ger.) and closedwith the departure of the MjVHadar (Israel) at 4:35 p.m., De­cember 9.

In between these two points intime, 398 individual ocean goingvcssds made 764 calls at the port.This constituted 121 fewer shipcalls than in 1967 but these 13.7percent fewer ships moved 39.3 per­cent more cargo than was handledhere in the 1967 season.

This apparent paradox is merelyfurther evidence that the size ofvessels visiting the port and the sizeof cargo loads carried by them, con­tinues to increase.

The average length of vesselscalling during the 1968 season was468.3 feet as compared to last sea­son's average length of 453.8 feetand 1966's average length of 444feet. Included in 1968 vessel callswere the MjV NANFRI and MjVROLWI (Norwegian), sister shipshaving overall lengths of 709 feet.These were the largest overseas ves­sds ever to berth at Detroit.

The port's tonnage record for asingle month was once more brokenthis season. The November 1968total of 430,828 net tons topped theformer record of 359,910 tons inthe month of October 1967 by ahealthy margin.

The 398 individual overseas ves­sels calling at Detroit represented63 percent of the total number of

JULY 1969

vessels coming into the Great Lakesduring the season.

A healthy gain in volumes ofgeneral cargo handled was oncemore registered in 1968. Of thetotal overseas tonnage handledthrough the port, 87.8 percent washigh-value general cargo, an in­crease of more than 7 percent overthe 1967 season. Preliminary re­ports indicate this mark will proba­bly top the record of all other GreatLakes ports for the season.

Employing the nationally accept­ed formula developed by the Ameri­can Association of Port Authorities,based on research conducted by theFederal Maritime Administration,which establishes that a ton of over­seas general cargo handled by aGreat Lakes port brings $24 indirect income into such a port andthat a ton of bulk cargo results in$8 of such income, movementthrough the port during the 1968season brought a total of $55,701,­944 into the economy of the area.This represented an increase of $17,­821,200 over the 1967 direct bene­fits derived from foreign trade bythe port community. (Detroit­Wayne County Port Commission)

New Planning Director

Los Angeles, Calif.:-Bernard J.Caughlin, general manager of thePort of Los Angeles, has announcedthe appointment of Donald A.Walsh to the $21,792-a-year positionof planning and research directorfor the Harbor Department, effec­tive next month (June).

Vvalsh, 46, has had extensixe ex­perience in the planning and de­velopment of harbor facilities bothhere and abroad and recently com­pleted a harbor feasibility study forViet Nam, which is now being fol­lowed in implementing port de­velopment there.

As project manager for Daniel,Mann, Johnson & Mendenhall, LosAngeles, he also completed a re­habilitation study of the Port ofSanto Domingo in the DominicanRepublic, and a completely inte­grated transportation plan for thenation of Bolivia.

Walsh attended Bradley Univer­sity in Peoria, the University of Illi-

The Americas

nOls III Chicago and was graduatedfrom the Illinois Institute of Tech­nology.

He has served as director of opera­tions for AMCO Engineers Inc., LosAngeles; associate and administra­tive director for Rader & Associates,Miami; chief civil engineer forMeissner Engineers Inc., Chicago,and assistant chief structural en­gineer in Madrid, Spain.

In his new position at the Portof Los Angeles, Walsh will directthe planning and research activitiesof the Harbor Department, originat­ing and developing plans and pro­grams for land and water use, portfacilities and financing.

Walsh resides in Los Angeles withhis wife and three children. (Portof Los Angeles News Release)

Record Mail Volume

Los Angeles, Calif.: - A recordvolume of combined military andoverseas mail arrived at Los An­geles Harbor during a recent five­day period, according to San PedroPostmaster Oley Little.

The mail, received May 12--16,consisted mainly of packages andprinted matter and "only a veryfew" letters. It was offioaded in 109containers and 1,500 bags at fourport terminals.

Postmaster Little said it was thelargest receipt of its kind in the 22years he has been with the postals~rvice in San Pedro. There was noapparent reason for the unusualvolume.

Most of the containers - 59 ofthem-arrived at the port's MatsonTerminal aboard the "Pacific Bank­er". Fifty-eight were from Japanand one from Taiwan.

American President Line's "Presi­dent Filmore" brought in 37 con­tainers of military mail from J a­pan, offioading the "mail boxes" atthe harbor's Consolidated MarineTerminal.

Another eight containers arrivedat the Matson facility aboardN.Y.K. Line's "Hakone Maru".Yamashita-Shinnihon's "Kashu Ma­ru" delivered five containers of par­cels at the port's East-West Con­tainer Terminal.

Four other ships deposited 1,500bags of "loose" mail on the wharves

25

The Americas

at several other terminals at LosAngeles Harbor.

All of the mail was delivered tothe post office at San Pedro, whereit was unloaded, labeled, processedand loaded again onto trucks fordispatch throughout the UnitedStates.

Little, a 34-year resident of theharbor area, said military and in­ternational mail usually arrives onjust one ship per week, plus anotherevery two weeks.

"Each ship brings in about 11 or12 containers of parcels, mainlyfrom Japan," he said.

"And it takes from ten to 12 man­hours to process the mail in a singlecontainer," he added.

More than 1,300 man-hours wereinvolved in processing the 109 con­tainers in the record receipt.

The most common contents of thepackages mailed from Japan arechina, hi-fi and stereo speakers andsouvenirs sent home by militarypersonnel, according to Little.

All parcels arriving from foreigncountries must first be cleared byU.S. Customs; fees are collected bythe Post Office Department forCustoms. (Port of Los Angeles NewsRelease)

Larger Port Newark

New York, N.Y., May 8: ~ Tomeet the increasing demand formodern marine facilities in the NewJersey-New York Port, the Commis­sioners of The Port of New YorkAuthority today authorized the ex­penditure of $7,211,000 for wharfconstruction and the paving ofabout 74 acres of open storage areaat Port Newark. Announcement ofthe Commissioners' action was madeby Vice Chairman Ben Regan fol­lowing the monthly Board meetingof the bi-state agency at 111 EighthAvenue.

Wharf Construction

A 947-foot wharf will be con­structed on the north side of theElizabeth Channel, and 57 acres ofadjacent open area will be paved toprovide berthing space and cargostorage area for container or break­bulk operations. Work under thisproject, to cost an estimated $5,-

26

273,000, will begin this summer andis scheduled for completion by theend of 1971.

With this new dock structure,which will extend inshore from thepresent 4,360-foot-Iong wharf to thehead of the Elizabeth Channel,there will be more than a mile ofberthing space on the north side ofthe Channel, with seven berthsavailable for efficient shipping ac­tivity.

Paving

A total of about 17 acres of openarea in three locations at PortNewark will be paved to accom­modate the growing volume of ex­port-import automobiles handled atthe Port Newark-Elizabeth marineterminal complex. Last year, 252,­910 vehicles were loaded or dis­charged at the two seaports, a 40per cent increase over 1967.

The areas to be paved includeabout 14 acres south of Tyler Street,2.7 acres north of Port Street, andthree-quarters of an acre south ofTransit Street. This project, to costan estimated $1,938,000, also callsfor the construction of a 1,500-foot­long and 50-foot-wide roadwayjoining Tyler and Algiers Streets toimprove the flow of traffic at PortNewark.

Work under this project IS

scheduled to begin this summer; itwill be completed by the end of1970.

Last year Port Newark handled4,497,889 tons of cargo and provid­ed jobs for 5,461 people who earnedabout $33,280,000.

When the dock facilities author­ized today are completed, PortNewark will have 37 vessel berths.The seaport's annual cargo capacitythen will be increased to an esti­mated 5,650,000 tons. This move­ment of commerce will provide jobsfor about 5,900 people who willearn over $44,000,000 a year.

To date, the Port Authority hasspend over $106,000,000 at PortNewark. When the seaport's de­velopment is completed in aboutfive years, the Port Authority's in­vestment will amount to $125,000,­000. (News from The Port of NewYork Authority)

Philadelphia Notes

• The world's first nuclear-pmveredmerchant ship, the United States'NS Savannah, now has a foreigncounterpart. On October 12 Eu­rope's first nuclear freighter, theOtto Hahn, made her maiden voy­age, a six-hour run on Kiel Bay inthe Baltic Sea.

Built as an iron ore freighter, the520-ft.-Iong vessel was constructedat a cost of $18 million through thecombined financing of Euratom (thesix-nation European Atomic Com­munity) , the Bonn Governmentand West Germany's four coastalstates.

The 16,870-ton vessel was launch­ed in July, 1964, and was given asea trial under conventional powerlast October.

The Savannah is undergoing re­fueling in Galveston and is expectedto be back in service by mid-Novem­ber.• A new ship design, developed bythe naval architect firm of GeorgeG. Sharp, Inc., will provide in­creased flexibility in cargo handling.The vessel is called the transitionalcontainership and will allow a shipto perform four separate operationssimultaneously~containers, uncrat­ed automobiles, pallets and piecesof cargo up to 45 ft.

Terminals and Cranes

Portland, Ore May 14:~ ThePortland Dock Commission's $14million construction program is wellunderway and proceeding about onschedule toward tentative comple­tion date of 1975.

Augmenting the $50 million inexisting public facilities, construc­tion is underway on a modern con­tainer and general cargo handlingfacility at the Commission's Termi­nal 2 and an automobile terminalwith floating dock at Terminal 4,largest of the city facilities.

By 1975, according to Chief En­gineer A. M. Eschbach, a paved50,000 square foot storage area for270 containers at Terminal 1, 26acre container terminal at Terminal2, floating auto receiving dock withpaved 35 acre backup area and autoservice area, and 20 acre containerfacility with 850 foot berth adjacent

PORTS and HARBORS

to Terminal 4 should be completed.At Terminal 2, phase two of the

three phase program should be com­pleted sometime this summer. Thisincludes installation of rail tracks,an additional 50-ton Americanwhirley crane, a 40-ton straight linecontainer crane and all utilities, in­cluding lighting.

The reinforced, concrete pier,1,340 feet long and 68 feet wide,was finished in phase one. A 90,000square foot transit shed is scheduledfor the final phase.

A $23,000 whirley crane with50--60 ton capacity at 40 feet and25 ton capacity at 90 feet has justbegun operation. The $800,000Hitachi multi-purpose containercrane should be operable by Sep­tember, 1969.

These crane additions will giveberths 5 and 6, Terminal 2, two50--60 ton whirleys and the con­tainer crane.

Clearing is underway adjacent toTerminal 4 for the auto and con­tainer terminals. The auto termi­nal is scheduled for fall 1969 com­pletion.

The Commission also has begunacquisition of mobile land equip­ment in its modernization program.

Recently delivered was a con­tainer handling lift truck, largest onthe Columbia river. The $59,000truck can lift 52,000 pounds withforks and 47,500 pounds with tophandling attachment, a special con­tainer apparatus.

A pair of straddle carriers are alsoon order primarily for containerhandling at Terminals 1 and 2.

Completing the near future equip­ment picture, is a 175-ton mobilecrane, expected in service by J anu­ary, 1970. The $358,000 mobilecrane can reach across vessels tooff-load barges, or can serve trucksand rail cars on the pier. (PortlandPublic Docks News Release)

1969·70 Budget

San Diego, Calif.: - The SanDiego Unified Port District today(May 13) adopted a preliminarybudget for 1969--70 fiscal year of$8.2 million, an 18% increase ascompared with 1968--69.

Walter A. Vestal, Chairman ofthe Board of Port Commissioners,

JULY 1969

said the Port of San Diego in thecoming year will be a completelys~lf-sustaining operation for thefirst time in its history. The newbudget contains no requirement fortax monies, he said.

Vestal emphasized today's actionwas a preliminary to formal adop­tion of the budget, which will takeplace after a public hearing sched­uled for June 17.

"Since the Port District forma­tion, it has been one of the objec­tives of the Port Commission tomake the Port entirely self-support­ing, with no financial assistancefrom the taxpayer," Vestal said."This year, thanks to a consistentprogram based on sound fiscal man­agement, that objective has beenachieved."

Showing an 18% gain in operat­ing revenues, the new budget in­cludes an expanded capital outlayprogram as well as increases anti­cipated in the Port's payroll.

Don L. Nay, Port Director, saidconsideration of the salary ordi­nance has been scheduled for theBoard meeting of May 27.

The total budget for the 1969-­70 fiscal year is $8,232,223, as com­pared with the current year's budgetof $6,969,810. The capital outlayportion of the budget is estimatedat $2.9 million, up 55% as com­pared with the prior year. About$4.03 million is scheduled for opera­tions, and another $1.2 million fordebt retirement.

Largest items in the budget in­clude $335,000 for operation of therecently-completed Lindbergh Fieldcrash and rescue unit, dredge andfill operations in the South Bay($644,000), improvements to theNational City Marine Terminal($340,600) and renovation of agingBroadway Pier ($168,000).

Operating revenues will be upabout $1 million in the comingyear. Nay said the District expectsa 22% gain in revenues frommarine terminals, 17.5 % from prop­erty (tideland leases, rentals, etc.)and 13% from operations at Lind­bergh Field. Some of the expandedincome will be coming from newfacilities created in the past year,such as Harbor Island, LindberghField expansions and the National

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City Marine Terminal, Nay said.

Adjustments to meet organiza­tional changes are included in thebudget, Nay pointed out. He saidan increase in the District engineer­ing staff is planned to meet de­mands of increased Port develop­ment. A new position also isbudgeted for a Marine TerminalsManager whose special responsibili­ty will be the close supervision ofthe growing cargo activities at thePort's marine terminals. Thischange will permit a strengtheningand realignment of the Port's mar­keting efforts, including an expand­ed advertising and promotion pro­gram. It is planned to direct theseefforts towards all Port Districtmarketing and sales targets includ­ing revenue-producing activities, aswell as development of maritimeimport and export cargoes. (Port ofSan Diego News Release)

Railroad Project

Savannah, Ga., April 24: - Bidswere opened April 23rd by theGeorgia Ports Authority for theconstruction of a 21.7 mile railroadto the Authority's deepwater indus­trial track on Colonel's Island locat­ed at Brunswick, Georgia.

The apparent low bidder was theWilliam A. Smith ConstructionCompany, Inc. of Kansas City,Kansas with a bid of $3,734,753.The pr~ject will be financed jointlyby the Georgia Ports Authority andthe U.S. Department of CommerceEconomic Development Administra­tion. Construction should begin inSeptember of this year and be com­pleted in September 1970.

In 1962 the Georgia Ports Au­thority purchased the 7000 acreColonel's Island track for 1.1 mil­lion dollars. The property is oneof the few remaining prime wateroriented industrial sites on the East­ern seaboard.

With the construction of the rail­road the first announced industrialdevelopment on the Island will bea $2 million quick lime plant andaragonite terminal to be constructedby Ocean Industries, Inc. of Ft.Lauderdale, Florida.

Ocean Industries will barge ara-

27

Asia-Oceania

Swanson Dock, Melbourne, Aerial View

Aerial view of Port of Melbourne, one of the world's first ports to use Twin­Container Terminal Systems. Containers are handled in pairs by Twin-LiftPortainer cranes and Twin-Lift Transtainers or terminal cranes. (PACECO News)

gonite from the Bahama Islands toColonel's Island.

This revolutionary substance canbe applied directly upon the soil asa lime substitute and in additionwill be processed into quicklime tobe used in paper manufacturing andpulp effluent purification.

As plans for the Colonel's Islandrailroad are announced, other per­spective tennants for the prime wa­ter oriented site materialize. Theseproposed industries include a steelwire manufacturer, a fish proteinplant, a fiber board plant, a fertiliz­er plant, and an aluminum reduc­tion plant.

Commenting on this latest GPAdevelopment, Georgia Ports Author­ity Executive Director J. D. Holtstated "The completion of this pro­ject will achieve the number onegoal of the Georgia Ports Authorityin that our purpose for existence isto promote the economic well-being

28

of the citizens of the state of Geor­gIa.

It is our studied opinion that theconstruction of a rairoad track toserve Colonel's Island will have apronounced effect upon the indus­trial development of the area, pro­vide many thousands of jobs forthose living in the surroundingcountries and accrue to the bene­fits of all Georgia." (Georgia PortsAuthority News Release)

Venezuela News

Customs VigilanceNew efficient systems to guard

goods at the customs premises atLa Guaira port were announced bythe Administrator Dr. Luis E. Ber­rizbeitia.

The problem of missing mer­chandise had worried authoritiesand importers for the past months.Free Zone

The economic bodies of Falcon

State are interested in the creationof a free zone at Paraguana penin­sula. To this extent, a Committeeto favor industrial free zone hasbeen formed to study facilities andthe achievement of purpose (Cartade la C.A. Venezolana de Navega­cion)

Water Traffic Regulations

Sydney, May 30: - New regula­tions known as The Water TrafficRegulations-N.S.W. which will su­persede The Control of NavigableWaters and Boating Regulations­N.S.W. were gazetted to-day. Thiswas announced by Mr. W. H.Brotherson, President of the Mari­time Services Board of N.S.W.

Mr. Brotherson said that the re­gulations were unchanged in respectof general licenses and commerciallicenses to drive a registrable vesselat a speed of 10 knots or more.However, he said, the requirements

PORTS and HARBORS

in relation to registration of powerdriven vessels with a potential speedof 10 knots or more have been ex­tended to include vessels not exceed­ing 65 ft. in length. Previously thisapplied only to vessels up to 50 ft.in length. The registration fee re­mains at $5 per annum.

Mr. Brotherson said an importantaspect now included refers to thenecessity to obtain a navigation per­mit for any vessel, other than aregistrable vessel, propelled by me­chanical power and up to 65 ft. inlength, which operates on waters ofthe Hume Reservoir and the Yar­rawonga Weir. He said the adop­tion of this regulation follows rep­resentations by the Government ofVictoria regarding increasing thelength of registrable vessels to 65 ft.and the desirability of ensuring thatall power vessels entering Victoriaby inland waters bear an officialidentification number. Fees in re­gard to navigation permits will bethe same as for registrable vessels,i.e. $5 per annum.

The definition of a water skierhas been amended to cover the useof kites and similar aerial equip­ment and the regulations providethat neither the towing vessel northe person using such equipmentmay pass within 1,000 ft. of anybridge, cable, wire, etc. erected orsuspended above enclosed waters orwithin 200 ft. of any structure orperson on the enclosed waters orshore.

The dangerous practice of towingwater skiers by land vehicle or anyother unorthodox means is now pro­hibited except by express writtenpermission of the Board which willfirst satisfy itself that special orunusual circumstances justify thegranting of the permission.

Mr. Brotherson said two otherimportant aspects have been in­cluded in the regulations. Theserefer to the use of Trade Plates bymanufacturers and dealers and theissue of penalty notices which willenable the Board to give minoroffenders the opportunity of payinga penalty by post and thereby incur­ring considerably less expense thanif court proceedings were involved.

Mr. Brotherson added that thenew requirements as to the regis­tration of the larger vessels and

JULY 1969

navigat:'on permits for the HumeReservoir and Yarrawonga Weirwill be enforced on 1st July, 1969.(The Maritime Services Board ofN.S.W.)

The Big Link-Up

Hong Kong: - Work on HongKong's HK$280 million cross-har­bour road tunnel will begin thisSeptember.

London last month agreed to un­derwrite a loan of HK$200 millionby Lloyd's Bank to the Cross-Har­bour Tunnel Company.

This successful conclusion to twoyears of negotiations is interpretedin Hong Kong as yet another voteof confidence in the future of theColony.

The first car should use it in 1972,and then the twin cities of Kowloonand Victoria will be fused into onevast metropolis, leading to whatcould be profound changes in thehabits of thought and the way oflife of four million people, previous­ly conditioned only to crossings byferry.

The tunnel will be a "shot in thearm" on a grand scale. By generat­ing new cross-harbour traffic, at theanticipated rate of 40,000 cars aday soon after it has begun tooperate-it will stimulate activity intrade, real estate and the touristindustry.

A consortium of engineeringfirms headed by Richard Costainswill lay the tunnel down on onemile of the harbour bed betweenWanchai and Hunghom.

Present plans envisage nothingunconventional in the construction.The tunnel is to be fabricated onland in 12 sections, weighing 20,000tons each, and then sunk into apredredged trench for link-up underwater.

The sections will be 90-feet wideand 30-feet high, and the trenchinto which they will be sunk will be70-feet deep at low tide.

This is to make certain thatwhen the tunnel is operating, therewill be a 40-feet draught left forocean-going ships entering the har­bour.

At the height of construction,there will be a labour force exceed­ing 1,000. Permanent staff to main-

Alia-Oceania

tain it after the opening will num­ber 100, with the general managermost likely a local man, who willbe sent abroad to study internation­al tunnel operations before takingup his job. (The WorId of HongKong, May)

"Ports of Gujarat"

A book titled "The Ports ofGujarat"" giving detaile of servicesand charges at ports of the Stateof Gujarat, India is published in a175-page, 430-gram, 45 X 222 mm.hard cover book (2nd edition, re­vised and enlarged) by The Kandla,at a price of Rs. 20.00 ($3.00/£1.Sh. 5) per copy. Foreword by S. K.Chatterjee, Chairman, Kandla PortTrust, is quoted below.

"Gujarat State has a long coastline and has one major port, 10 in­termediate ports, and 37 majorports, which in all handle a trafficof about 60 lakh tons. This tonnageis increasing year by year. I tis,therefore, very helpful to have abook giving information regardingall these ports through which sucha large volume of trade passes.

"Shri Satkartar Batra publisheda book "Ports of Gujarat" in April1963 which was very useful. He isnow bringing out the second editionattempting to bring all the factsand figures uptodate.

"This book will no doubt provevery helpful to all sh:'ppers andshipping agents, the commercialcommunity and to port authorities,and Shri Batra should be thankedfor taking so much interest as re­gards ports and shipping. I haveno doubt his book will have a widecirculation and prove very useful towhosoever wants information aboutthe Gujarat Ports."

(Another book of the sameauthor and by the same publisherswas introduced in Ports and Har­bors, December 1968, page 30 in anarticled captioned "Book on Bom­bay".)

Seamen's Strike Ended

Tokyo: - Federated oceangoingshipowners and seamen formallyconcluded this fiscal year's laborcontract calling for a ¥5,780 in-

29

Asia-Oceania

crease in the monthly basic wagefor seamen on board and good forone year from Apr. 1.

The present average basic wagefor seamen on board is ¥73,688monthly. The raise is to be enforc­ed retroactive to Apr. 1.

The document was signed byrepresentatives of the two manage­ment bodies, one for major ship­owners and the other for smallerowners, and the All Japan Seamen'sUnion at the Nippon Kaiun Clubat Mita, Tokyo May 20 morning.

The signing officially ended acheckered four-month course of thisspring's labor contract renewal dis­pute which got under way in mid­January and has its climax in the12-day-and-a-half strike from May3 through 15.

The Seamen's Labor RelationsCommission's (SLRC) "unofficialmediation" helped the parties in dis­pute settle differences at a series ofcollective bargaining sessions heldon May 13 and 14.

In the estimation of the Ocean­going Labor Affairs Association, themanagement body of major ship­owners, oceangoing shipowners'basic-wage payroll burden will ac­tually go up by ¥9,666 a monthper capita when the average pe­riodical raise is added in. (Shippingand Trade News)

Container SeminarBombay:-"Considering that con­

tainerisation is being adopted byseveral maritime countries in theworld with a view to providing mostefficient and economic transporta­tion, this Seminar is of the viewthat India also should take full ad­vantage of this development." Thiswas the unanimous conclusion ofthe Seminar on Containerisationheld in Bombay on the 5th, 6th and7th of December 1968. The Semi­nar, which was sponsored by thecentral organisations of Indian ship­owners and shippers viz., the IndianNational Shipowners' Association,the Shipping Corporation of Indiaand the All-India Shippers' Council,as well as by the Directorate Gen­eral of Shipping, was organised withthe enthusiastic support of the Min­ister of Transport and Shipping,Prof. V. K. R. V. Rao, and hisMinistry. Besides prominent repre-

30

sentatives of shipowners, shippers,railways, road transport, air and in­land water transport, Port Authori­ties, Customs Officials, Port andDock Workers, seamen and floatingofficers, marine insurers and theconcerned Ministries of the Govern­ment of India, various Indian andforeign experts in the field of trans­port as well as representatives ofIMCO and ECAFE, actively par­ticipated in the deliberations of theSeminar. The Seminar also receiv­ed practical guidance from suchprominent and senior persons asProf. Rao, Sir. A. Ramaswami Mu­daliar and Shri NarendrasinghMahida and got off to a good start.After considering the different as­pects of the question of container­isation from the angle of shipownersand shippers, port facilities and in­land transportation by rail and road,as well as its probable effects onemployment of seamen and portand dock labour at five separateTechnical Committee meetings inwhich men of considerable know­ledge and experience in their re­spective fields participated, theSeminar issued a detailed State­ment of Conclusions providing prac­tical guidelines for immediate andfuture planning. None of the par­ticipants, including the representa­tives of labour and seamen, had anydoubts that India would have tokeep abreast of the new technologi­cal development in the internationalocean transport, in view of the factthat all the major maritime coun­tries were already busy buildingcontainer carriers as well as provid­ing port and inland transport facili­ties to take advantage of the eco­nomies promised by the containersystem, particularly in the generalcargo movement, and since it waSanticipated that almost all themajor trade routes of the worldwould be covered by container shipswithin the next one or two years.The Seminar was also influenced bythe fact that the U.K. Europe-Aus­tralia trade was being containerisedand, nearer home, Japan was plan­ning to extend its American con­tainer services to South Korea, Tai­wan, Phillippines and possibly toother South East Asian countries,while full-fledged container facilitieswere being planned to be provided

at the ports of Singapore andColombo almost next door to Indiawhich would no doubt profoundlyaffect our own pattern of trafficand trade. It was accordingly theconsidered view of the Seminar"that ways and means should befound to adapt Indian ports, ship­ping, inland transport, trade for­malities, etc. to the requirements ofthis new technological develop­ment." (From Indian Shipping, De­cember 1968)

Seaforth Dock SystemLiverpool, March 14:-A further

important step in the constructionof the new £35 million Seaforthdock system at the Port of Liver­pool, was reached today when theMersey Docks and Harbour Boardannounced the award of a contractworth more than £21'2 million toNorwest Construction (Civil Engi­neering) Ltd. to build the entrancepassage between the existing Glad­stone Dock and the new Seaforthcomplex.

The passage, which will be cut inthe North wall of the GladstoneDock, will be 480 ft. long and 130ft. wide. Ships using Seaforth willenter from the River Merseythrough the existing Gladstone riverentrance lock, which is 1,070 ft. longand also 130 ft. wide.

Work is now well advanced atSeaforth and the first of the tenberths to be provided will be inoperation in 1971.

The overall scheme will provide10 modern deep water berths forgeneral cargo, specialised accom­modation for packaged timber, bulkgrain and installations for themechanised discharge and handlingof meat and other perishable car­goes. The whole of the north sideof the dock will be developed forcontainer ships. Considerable landareas have been made available forthe reception and stowage of con­tainers and further land can bebrought into use as the trade de­velops.

The new dock system will enablethe Port of Liverpool to improveeven further its position as the ma­jor export port of the country, andone of the main import ports serv­ing a large concentration of popu­lation and industry.

PORTS and HARBORS

Europe-Africa

GRIMSBY ROLL-ON ROLL-OFF TERMINAL

Proposed GeneralCargo Area

\DOCK

....... \ '- . ~.- ................... -....••••••••••••••••••••r~.

:;:~::;: :;:t;O;r~~~rs---l"'I/::::::::::::::::::::::::::::::-::::"".:::::.... Proposed area for 70

standard empty trailers

.........................'::P~~p~s~d' a~e·a·:·:-:·:-:-:I·.. .......:. for 70 full :.:-:.:.~.":.: trailers -:·:·:·:·:-:·t...................................

.......-.-..~- ROYAL

_._. - Existing Terminal Boundary Proposed Terminal Boundary

52BritishTransport Docks Board

Full container facilities are, ofcourse, at present available at theGladstone Container Terminal.(Mersey Docks and HarbourBoard)

Grimsby RojRo Terminal

London, March 6:-The special~

ised terminal provided at GrimsbyDocks primarily to handle importsof Danish bacon in refrigerated con­tainers is to be extended to caterfor the growing traffic being carriedon the roll-on/roll-off service toEsbjerg, the British TransportDocks Board announced today(Thursday, March 6th). Thescheme is expected to cost in theregion of £200,000.

"Traffic through the terminal,which began operating two yearsago, has exceeded all our expecta~

tions," said Mr. Peter Murdoch, thePort Master at Grimsby and Im­mingham, "particularly consign­ments of general goods which havebeen attracted through the port by

the United Steamship Company'sfast roll-on/ roll-off service. The to­tal traffic dealt with by the terminalhas grown from under 90,000 tonsin the first year of operation to over118,000 tons last year," he said.

The Docks Board has been awarefor some time that the unexpected­ly high level of demand has placedconsiderable strain on the existingterminal facilities. Now it has beenannounced that the United Steam­ship Company is to meet the ex­panding Grimsby/Esbjerg trade byproviding a new and larger ferryvessel to make two sailings a weekin each direction, in addition to onesailing by the existing vessel. Ex­pansion of the terminal area to copewith the additional trade expectedhas, therefore, become essential.

The scheme, which has beenworked out by the Docks Board inconsultation with the shipping com­pany and the Danish Bacon Fac­tories Export Association, will pro­vide the maximum possible addi­tional land area at the terminal. It

includes the filling in of the old No.1 Graving Dock to the north of theterminal's two-level ship-to-shoreloading ramp, to provide a parkingarea for general cargo trailers, cara­vans, export cars and other wheeledfreight. Certain buildings are to bedemolished to provide further openareas and, in all,approximately 12,­000 square yards of additional stand­age is being provided, an increaseof 60 per cent.

On completion of the scheme inabout nine months time, the termi­nal area will be able to accommo­date 180 loaded bacon containersand a maximum of 218 empties, inaddition to the new general cargocapacity. Additional plug pointswill be provided to enable all 180loaded bacon containers to be main­tained at controlled temperatures.

Other items in the scheme includethe provision of additional flood­lighting and a Customs examinationroom for the inspection of generalcargo containers. (British TransportDocks Board)

JULY 1969 31

Europe-Africa

Container-handling in Bremerhaven

Container-handling in Bremerhaven. One of the biggest port construction pro­grams on the Northsea is under way here. 400 metres of quay, with two containerbridges, 100,000 sq. m. storage space and roll-on/roll-ofI facilities are operationalon the westside as well as 285 m. quayage, general-cargo sheds and a 77,000 sq. m.car collecting area on the eastside of the Nordhafen. There are 700 metres ofriver-side quayage under construction, which will be served by 6 container bridges,400,000 sq.m. storage area, a packing-centre and despatch offices. Developmentof container traffic through the Bremen ports: 1966-8,000 van-containers; 1967­35,000; 1968-40,000.

Port TalbotLondon:-The first are carrier to

use the British Transport DocksBoard's new £20 million Tidal Har­bour at Port Talbot in South Walesis due to arrive in late Novemberor early December, 1969, it was re­vealed today (Thursday, 29th May).It will be a medium-sized vesselfrom Scandinavia, as a precursor tothe 100,000-ton bulk carriers forwhich the harbour has been de­signed.

Coinciding with the announce­ment, a significant stage was reach­ed today in the harbour construc-

32

tion, which has been in progress forabout two and a half years, withthe placing of the last of the 2,500,­000 tons of stone used in buildingthe one and a third mile-long mainbreakwater. The stones, up to eighttons in weight for the main armour­ing, enable the breakwater to with­stand the worst storm conditionsprevailing in the area, when wavesof up to 18 ft. can occur.

Port Talbot Tidal Harbour willbe the first ore terminal in Britaincapable of accommodating ships of100,000 tons and is believed to bethe largest harbour project of its

type in this country for half a cen­tury. It is being provided for theBritish Steel Corporation, to permitthe economic importation of high­grade iron ore for the Margam andAbbey Works at Port Talbot wherea £38Y2 million modernisationscheme giving 30t million tons ayear of new steelmaking capacity isnearing completion.

In addition to the main break­water, the harbour project involvesthe construction of a shorter leebreakwater, and an unloading jettywith one berth for 100,000-ton ves­sels, equipped with high capacityunloaders and a conveyor system;

PORTS and· HARBORS

a second berth can be provided ata future date for even larger vesselsof up to 150,000 tons. To enableships of 47ft. draught (100,000tons) to use the harbour at anytime, some 10 million cubic yardsof spoil are being dredged from theharbour. (British Transport DocksBoard)

New Labor ContractLondon, May 21 :-A revolution­

ary new productivity agreement,considered to be a possible blue­print for the future of industrial re­lations in the docks industry, wasannounced today in a joint state­ment by the British Transport DocksBoard and the Unions concerned:the National Union of Railwaymen,the Confederation of Shipbuilding& Engineering Unions, the Trans­port and General Workers Union,the Amalgamated Union of Build­ing Trade Workers, and the Elec­trical, Electronic and Telecommuni­cations Union - Plumbers TradeUnion (Sic. see note).

The term agreement allows forthe introduction of new workingmethods, special shift arrangements,extended mobility, flexibility, andinterchangeability covering allmanual grades, employed by theBritish Transport Docks Board attheir 19 ports which include South­ampton, Hull and the South Walesports.

A new wages structure compris­ing five basic pay rates related tojob groupings has been agreed fol­lowing a comprehensive job evalua­tion conducted over the precedingyear. Employees concerned in theagreement will be placed, subjectto the job evaluation grouping, ina wage structure £ 14 per weekminimum to £18 per week maxi­mum on basic rates. The agree­ment includes the establishment ofJoint (Management/Employee)Productivity Councils and Commit­tees at port level with a NationalJoint Productivity Council whosefunctions will be to monitor andstimulate further productivity agree­ments which will be introduced atthe ports. Improved negotiatingmachinery embracing all manualgrades will also be introduced.

Participating in new methods andin improved working practices re-

JULY 1969

suIting in further productivity willenable all workers to receive addi­tional payments in the form of aProductivity Allowance.

Conditions of service have beenimproved and include special per­centage premiums for particularshift working arrangements whichwill allow port operations to be con­ducted, where agreed locally, overa twenty-four hour period, duringthe seven days of each week. Allemployees will receive three weeksholiday, with pay, from 1st January,1970.

A special Voluntary SeveranceScheme included in the agreementprovides for a payment of up to£1,600.

Commenting on the agreement,Mr. K. W. B. Domony, Chief StaffManager of the Docks Board, said:"During the negotiations which havebeen conducted since January ofthis year, very hard bargaining hastaken place covering all aspects ofproductivity improvement, jobevaluation, conditions of service,and a new wages structure. Theagreement, which we consider to bevery progressive, may well prove tobe a blue-print in employer/em­ployee relations in this industry.

"The Agreement will further in­crease the efficiency and productivi­ty in all areas of the Board's under­takings and provide for a period ofstability during which time the over­all service to the customer and thecommunity in general can continueto improve and expand."Note-The name of the fifth Union

is as given: Electrical, Electronicand Telecommunications Union­Plumbers Trade Union. (BritishTransport Docks Board)

Cargo Turnover 1968Hamburg:-Cargo turnover rose

to 38.1 million tons, i.e. 2.7 milliontons (7.6%) more than in 1967 and600,000 tons more than in the pre­vious peak year, 1966.

About half of the increase wasmade up by general cargo, a par­ticularly satisfactory result. Its over­average rise was 11.2%, i.e. by 1.3million tons to 12.9 million tons.This development is reflected in theregular liner services: The numberof sailings went up to over 8,800,4,500 of them to non-European

Europe-Africa

ports-almost three times the pre­war-figure. As far as can be judgedup to now, Hamburg with its rateof growth-especially in the impor­tant general cargo field - ranksamongst the leading European sea­ports.

Traffic with the hinterland de­veloped on just as favourable lines.Over 30 million tons were handledto and from the Federal Republic,6.4 million tons in trade with theGDR and in the land and sea-bornetransit trade with the countries ofNorth, East and Central Europe.Noteworthy is the growing transittrade with the Scandinavian states.According to provisional figures, 1.5million tons were handled in thetrade with the GDR, 1.2 millionwith Czechoslovakia, 950,000 tonswith Austria and 600,000 with Den­mark.

The port adapted itself to modernmethods of transportation with en­ergy and obvious success: it joinedthe group of European containerports as a full-fledged member, im­proved and expanded the facilitiesfor roll-on/ roll-off and truck-to­truck traffic, converted existing onesfor the dispatch of modern allroundgeneral cargo vessels and, by ac­quiring a large number of newcargo handling equipment, improv­ed the overall efficiency of quaysideoperations. The same aim was pur­sued in the bulk goods sector by theconstruction of a large new silo andthe modernization of a bulk goodshandling facility. The total invest­ment in new port facilities shouldconsiderably exceed that of the pre­vious year. The trend towards in­tensified horizontal and vertical co­operation within the port economycorresponds with the changed con­ditions in transport as a whole.Groups based on informal arrange­ments up to complete fusions cameinto being to a growing extent.

Good progress was made in therealm of Infrastructure: The Fed­eral Railway electrified the mainline from the Ruhr to Hamburg,and introduced a daily containertrain between Hamburg and Westand South Germany respectively.Shorter connections by autobahn toWest and South Germany were es­tablished by the "Hansa Line" andthe "Rhon Line". The new auto-

33

Europe-Africa

bahn to the Danish frontier leadingpast the Container Terminal Bur­chardkai will provide the port withthe perfect link to the Europeanhighways; construction, which in­cludes the new Elbe Tunnel, hasstarted. Deepening the Lower Elbefairway to 14.5 metres at meanhigh tide has made good progress.Work is proceeding on the first sec­tion of the Elbe Lateral Canal. Asa whole, the 1968 results are reasonenough for Hamburg and its portto look forward with confidence tothe new year. (Ship Via Hamburg)

Successful "ContainerYear" Hamburg in 1968

(Ship via Hamburg, December1968)

Worldwide containerisation is stillin its initial stages, yet it is alreadyclear that a revolution has not takenplace in the flow of goods. At least,as far as the Continent of Europeis concerned, the greater part ofgeneral cargo shipments still followsthe traditional route-and in con­tainers as well. This confirms whatwas predicted in Hamburg from thebeginning about the development ofcontainer traffic: that there will bea number of important containerports in Europe because it runscounter to economic sense for allcontainer traffic to pass through oneport alone. Hamburg's results atthe end of 1968 are most satisfac­tory: the port on the Elbe has suc­ceeded in becoming one of the lead­ing container ports in Europe. Inthe second half of 1968, approx.5,500 containers (based on the 20ft. type) were handled each month.In 1969, the Head of the HamburgDepartment for Economics andTransport, Senator Helmuth Kern,estimates that 80,000 to 100,000containers will be handled.

Even the largest North Sea com­petitor reckons the chances for theport of Hamburg to be high. TheDirector of Trade, Transport andIndustry of the City of Rotterdam,Dr. H. C. Kleinbloesem, in a re­cently published study for the year1980, concluded that, with the ex­ception of Rotterdam, no otherEuropean port possesses such a highcontainerisation potential as Ham­burg. Dr. Kleinbloesem calculated

34

that of the cargo to be handled byHamburg, 5.3 million tons is suitablefor shipping in containers. Thisputs the Hanseatic City well in frontof Antwerp, Bremen and Amster­dam.

1968 was by no means a com­plete "container year" for the portsof Hamburg. The United StatesLines only started operating theirfull-scale containership service inJune and the Hapag-Lloyd Con­tainer Lines did not start until Oc­tober. Finnlines and the JohnsonLine put their semi-containershipsinto service only in the latter halfof the year. (In addition to thesetwo shipping companies, the MeyerLine also uses the port for its semi­containership operations.)

300% Rise in Container TrafficSince the month before the open­

ing of the United States Lines' con­tainer service, container traffic inthe port of Hamburg has risen bymore than 300% according to num­ber of units based on the 20 ft. type.Altogether, in 1968, about 35,000containers have probably been tran­shipped in Hamburg. Of these, 90%related to traffic with the east coastof U.S.A. The "lion's share" of con­tainer handling (about 75%) fallsto the Container Terminal, Bur­chardkai, operated by the Ham­burger Hafen- und Lagerhaus Ak­tiengesellschaft.

Of containers handled about 80%move in door-to-door traffic viaHamburg. The remaining 20% arepacked in the port-principally atthe Ubersee-Zentrum, the centralfacility for consolidated export car­goes. Cargo received here for con­tainer shipment in the last monthsof the year was about 50% higherthan in January and prompted theHamburger Hafen- und Lagerhaus­A.G. to increase the size of the con­tainer packing station from 50,000to 100,000-sq. ft.

Further investment plans for theport of Hamburg are based on han­dling an anticipated 80,000-- 100,000containers. At present Hamburghas the most extensive facilities inGermany for container traffic witheight berths for all-container shipsand semi-container ships, 70 acresof paved open space, 280,000 sq. ft.of packing shed area, and 60,000sq. ft. of transit shed area with over-

head gantry cranes for four layerstacking. The facilities are equip­ped with the most modern handlinggear (container cranes, van andstraddle carriers, mobile crane, highcapacity fork lift trucks, etc.). To­gether with a ninth berth with 300,­OOO-sq. ft. of paved open space,Hamburg is just ahead of the re­quirements necessary for dealingwith cargo peaks and ensuring theprompt satisfaction of sudden de­mands.

DM 47 Million for Container Han­dling Facilities

Hamburg has so far invested ca.25 million DM from public fundsand private enterprise a further 22million DM in container handlingfacilities. For 1969, ca. 8 millionDM from public funds and aboutthe same amount from privatesources are earmarked for furtherextensions to handling facilities.These will include an extension ofthe container marshalling yards, athird container crane, already or­dered for the Burchardkai, and thepurchase of further handling equip­ment. Should other container linesdecide to operate to Hamburg­negotiations are still being conduct­ed-the investment programme canbe adapted at short notice. In theWaltershof harbour district alone,Hamburg has an area in reserve ofover 270 acres which would be suf­ficient for the construction of 18-­20 containership berths.

As in the case of traditional cargotraffic in the past, the favourableposition of the port of Hamburg inrelation to Central and SoutheastEurope as well as Scandinavia hasproved itself equally advantageousfor container traffic. In addition tothis, there are excellent road andrail connections stretching deep intothe European hinterland, and thesewill be further improved when thenew autobahn link has been com­pleted. Moreover, the idea of acentral terminal, with the cost ad­vantages resulting from this, toge­ther with the modern equipmenthave certainly contributed to thesuccess of the Hansa City in thefield of container transport.

Hamburg can also look confident­ly to its chances in the extensionof relations with other overseas re-

PORTS and HARBORS

gions in container transport. Theport on the Elbe is in a posItIon tooffer shipping companies on FarEast and Australian routes a cargopotential which can compare withthat of any of its competitors. Tosum up: 1968 was a successful yearin container traffic for Hamburg.Prospects for the future can be re­garded with some optimism.

Africa's Longest Pipeline

Nairobi: - Approximately 13months was the time required forpipelaying work on the new petro­leum products pipeline runningfrom Dar es Salaam in Tanzania toNdola in Zambia. This 1,060-milepipeline is the longest so far builtin Africa and represents one of thebiggest projects and most importantinvestments of this kind yet effectedby any of the newly independentcountries. Although forced to over­come many natural obstacles,SNAM Progetti averaged a pipe­laying rate of about 318 miles perworking day.

Rated capacity of the line is 9,000bid of petroleum products from theDar es Salaam refinery on the Tan­zania coast to N dola in the heartof the Copperbelt region of Zam­bia, where the immense mineral de­posits make that country the world'ssecond largest producer of copper.

The total cost of this project tothe pipeline operator, Tazama pipe­lines, was $44.8 million. Tazama isa company jointly owned by thegovernments of Tanzania (33.3 percent) and Zambia (66.7 per cent).In addition to being one of the big­gest projects in Africa, the functionof this pipeline symbolises a revers­ing of the heretofore normal courseof commercial flow for African pe­troleum which for the major parthas been going from the continentoutward to other parts of theworld. Now for the first timeAfrican-made petroleum productson a large scale will be flowing con­tinuously and specifically in the op­posite direction.

In 1966, after the declaration ofRhodesian independence, suppliesof petroleum products were errati­cally transported from the port ofDar es Salaam over a long, difficult1,200 mile route, the Great North

JULY 1969

RO:ld, to Ndola, but it was soonfound impractical to supply theheavy Copperbelt demand for petro­leum products over a long anddifficult motor route which becomesvirtually impassable for weeks at atime during the six-month rainyseason. Consequently, the construc­tion of a petroleum products pipe­line was necessary. The first ship­ments of the 45,000 metric tons ofpipe needed for laying the line be­gan arriving in the middle of April1967.

Apart from crossing three rail­roads in Tanzania and one in Zam­bia, traversing more than 20 rivers,winding over mountainous andheavily forested terrain to altitudesas high as 6,500 ft. above sea-level,the pipelaying job also faced themost inclement weather. Duringthe winter of 1967 all local rainfallrecords were broken with precipi­tation running as high as 12.2 in­ches in 48 hours. Bridges werewashed out, hundreds of vehicleswere blocked for days. On oneoccasion there were some 600 vehi­cles stranded in the mud.

To help overcome such break­downs of the transportation systemthe engineers were forced to devisean alternate route for bringing inmaterials. This became a route byrail from Dar es Salaam over 690miles to Kigoma on the northernshore of Lake Tanganyika, thenceby boat across 312 miles of lake toAbercorn, and then by motor trans­port to job sites. (SPEAR)

Port of Lourenco MarquesJ

Louren<;o Marques:-The port ofLouren<;o Marques is since someyears, one of the most efficient ofSouthern Africa, and this is acknow­ledged by the users who do notspare her praizes to this portugueseport.

Further than the praizes, there isindication that the port is beinglargely frequented by the shippingof all the countries of the world. Toprove this are the statistics whichshow a constant increase of cargoeshandled in the Bay of Louren<;oMarques.

Recently however the movementof ships have been exceptional andtherefore the 21st November 1968

Europe-Africa

registered at the port of Louren<;oMarques the greatest number ofships entered-35 vessels-one ar­gentinian, one spanish, one malgaxe,one french, one italian, two ger­man, three south african, threedutch, two swedish, two norwegian,one greek, two portugueses andfifteen british.

One of the main reasons of theaglomeration derived from the factof having rained copiously duringthree consecutive days causing de­lays in the cargo handling opera­tions and consequently the depar­ture of the vessels at the prescribedhours and dates.

This does not mean that the porthad lost her fluidity, this light ir­regularity was only the consequenceof a factor which the services aretotally strange - the rain - andwhich can be normalized in a shortspace of time. (Boletim Portos,Caminhos de Ferro e Transportesde Mo<;ambique, Noviembro 1968)

Trans-Zambezia Railway

Louren<;o Marques:-A series ofinaugurations that took place on the7th December 1968 marked anotherstep in the life of the Trans-Zambe­zian Railway, we were going to say,of the staff of the TZR, since theypertained to improvements for them.

The most important was the co­operative and the bar of the club,particularly the former, which wasattended by the local authoritiesexcept Engineer Fernando Seixas,the Resident Director in Mo<;ambi­que, who was away in Lisbon onofficial duty.

The Deputy General Manager,Mr. Ilidio Tavares who presidedthe ceremonies at a certain part ofhis speech, said:

"It would not be necessary tostress, that on my part you can ex­pect all my support so that the lifeof the Cooperative will be processedin ever growing rithym.

I do not want to end my speechwithout doing an act of justice byremembering here the name of En­gineer Fernando Seixas. Complete­ly integrated in the Railway Familyfor a long time, we have found al­ways on his part the best under­standing and support for all the

35

Most up-to-date informationon 104 ports throughout Japan

Europe-Africa

JAPAN PORT INFORMATION¥ 3,500

(US$14 Overseas)

For particulars, write to:

The Japan Investors, Ltd.c/o The Japan Press, Ltd.

c.P.O, Box 583 Tokyo, Japan Tel. 404-5151 (Rep.)

11o

SHIPPINC CaZETTEMost Accurate Soiling Schedulesfrom All Major Ports in Japan

(Up to 6-12-68)The traffic recorded in the year

1963 has been taken as Index 100,immediately before initiating thefirst Development Plan. (Puerto deI3arcelona Boletin Informativo)

portance of same should be stressed,as it is one more exponent of theSpanish promotion resulting fromthe Development Plans now in exe­cution.

The figures, which express moreeloquently than any commentarycould convey, provide an idea ofthe evolution of traffic in Spanishports, are as follows:-

1940 20,304,530 251950 30,389,409 331960 59,185,284 741961 68,984,869 871962 74,814,681 941963 79,322,520 1001964 84,341,668 1061965 92,201,176 1161966 95,839,104 1211967 110,792,570 1391958 120,000,000 151

initiatives which aim to improve theliving conditions of all the staff ofthe T.Z.R.

To him and to all those whohelped us, we convey now our deep­est gratitude".

In the evening, a jolly dancecrowned the inauguration of thebar of the Club, which was attendedby hundreds of persons. (BoletinPortos, Caminhos de Ferro e Trans­portes de Mo<;;:ambique, Dezembro1968)

Traffic in 1968

Barcelona: - During 1968 ourPort surpassed for the first time inhistory the seventh million ton. Infact, according to the total statisticsfor the year, the movement ofmerchandise was 7,465,786 tons, andof these 2,387,109 were petroleum,457,604 non-petroliferous liquids,2,484,421 general cargo, and 2,136,­652 solid bulks.

It is significant that the total in­cre3se of 7.23% with respect to theprevious year, is not uniform, sincealthough petroleums have remainedpractically constant, non-petrolifer-

ous liquids have increased by 10.­10%, solid bulks by 7.43%, andgeneral cargo by 13.72%, and it isthe last named that gives the truepicture of the importance of ourserVIces.

The evolution in the loading sys­tem was demonstrated by the in­crease in containerization, since wenow have two terminals in servicefor specific lines of this class, and theset up has already been announcedfor the construction of a terminuswith capacity for 1,300 containers.

It is also worth mentioning thatthe traditional gap between exportsand imports in Barcelona has beenbreached to a considerable extent.In 1968, unloadings totalled 5,979,­085 tons, and loadings 1,486,701tons, this means that the latter were20.5% of the total, whilst the pre­vious year they were only 17%.

On the 6th December 1968 the120 millionth ton was loaded at thePort of Barcelona of all the tonshandled in Spanish ports during thepresent year.

The above figure is the largestever registered in the history ofSpanish port traffic, and the im-

YearsTotal Traffic

Tons Index

36 PORTS and HARBORS

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Yokohama Pneumatic Rubber Fenders easi Iy absorb the intense shock energy createdwhen ships contact the quay while berthing or bump against each other when alongside at sea. These fenders are already in common use with large-size whaling vesselsand mother ships, mammoth tankers and oil jetty around the world.

A unique and epochal development of The Yokohama Rubber Co.,Ltd.-patented abroad in the United States, England, Norway andelsewhere.

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<§> YAWATA STEEL

Laying a Life Line

This pipeline, linking a supertanker sea~berth 12 miles out in Tokyo Bay with a groupof oil refineries on the Chiba shore was laid by Yawata Steel's pipe-laying ship in under100 days. The 48"-diameter steel pipeline handles 10,000 kiloliters of crude oil an hour,and unloads a 200,000-ton tanker in a matter of hours.

Yawata pipes play a vital part in keeping things moving wherever the going is tough... as at the bottom of the sea ... for Yawata pipes are made to withstand the hazardsof corrosion, storm and abrasion. Available in sizes from 200 mm to 3,200 mm, and inwall thickness from 4.5 mm to 50 mm, and in general and special grades.

Yawata steel ... the product of imagination and experience.

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European Office: 4 Duesseldorf, Immermann Strasse 15, West Germany