PORlS efIed HARBORS - IAPH

PORlS efIed

HARBORSSEPTEMBER 1960 Vol. 5 No.3

THE INTERNATiONAL ASSOCIATION OF PORTS AND HARBORS

(Each Issue One Port)

THE PORT OF SAN DIEGO, U.S.A.

~O~\f~"''''

O~·~"!'_i'l

"""''TY.oiI.V

The Port of San Diego as seen from the Ocean.

.IIPORTS AND HARBORS,I.I September 1960, Vol. 5 No.3

The International Association of Ports and Harbors

ATTENTIONIn regard to the article "Huge Reclamation Works at Port of Yokohama," pp. 9-14, it is requestedto kindly correct the careless misprints, according to the following errata:

ERRATA

Error Correction

Page 13

Megishi (in caption of above photo) Negishi

Page 14 (in table at bottom)

1. Area to be reclaimed

2. Height to be reclaimed

3. Length of Revetment

4. Fairway

5. Period of Construction

3.624,124 meters (883.3 acres)

( +) 2.60 meters (above L.W.L.)

7,651 meters

Dredged (-) 13 meters"""" (-) 15.1

meters deep

Started Feb. 1919

Completeed Mar. 1965 (at latest)




4. Fairway

5 Period of Construction

3.624,124 sq. meters (895.5 acres)

(+ )3.60 meters (above L.W.L.)

7,651 meters

Dredged (-) 13 meters"""" (-) 15.5

meters deep

Started Feb. 1959

Completeed Mar. 1965 (at latest)

Editor: Akira Ikeda

THE INTERNATIONAL AS80UIATIOIOF PORTS AND HARBORS

Published by

The Central Secretariat of the International

Association of Ports and Harbors

Rm. 715-A, N.Y.K. Bldg.,20, Marunouchi 2, Chiyodaeku, Tokyo, Japan

PORTS andHARBORS

SEPTEMBER, 1960

Vol. 5 No.3

CONTENTS

PORTS AND HARBORS is quarterlypublished by the Central Secretariat ofthe International Association of Portsand Harbors as an official journal of theAssociation, to provide its memberswith information concerning port, andharbor development in the world.

Lloyd A. Menveg, President of Board of HarborObmmissioners, City of Los Angeles, California, U.S.A.

............................................................ President

Lt. Gen. Huang Jen-ling, Chairman, Board ofDirectors, China Merchants Steam Navigation Co., Ltd.

Taipei, Taiwan, China First Vice President

Francisco A. Medrano, General Manager,Manila Port Service, Manila, the Philippines

....... Second Vice President

From the Central Secretariat Chief ofthe Central Secretariat 3

Honorary Membership Scrolls Presentation 4

I.A.P.H. News Letter to Be Inaugurated 6

Huge Reclamation Works At Port of Yokohama 9

Port of San Diego in Progress 15

Golden Anniversary for The Port of Portland.... 19

Baltimore-World Port 23

Report on the Organization, Operation andInstallations of Certain European Ports .... 29

(Per Article 3 of Constitution)

THE INTERNATIONAL ASSOCIATION OF

PORTS AND HARBORS

This. Association shall carry out the following undertakings in order to accomplish the objects and purposesspecified in the foregoing Article:

(a) The holding 0'£ conferences of the InternationalAssociation of Ports and Harbors as provided in theBy-Laws;

(b) The publication of t·he minutes. of Conferences, anofficial Association journal or other publication and otherspecial publications concerning ports and harbors, as maybe authori.zed by this Assoelation;

(c) The establishment of relations with other international organizationsl , associations and agencies on matQ

ters of mutual international interest concerning portsand harbors;

(d) The establishment of a center or centers for thec@llection, tabulation and distribution of information concerning ports and harbors from throughout the worldfor the benefit of members of this Association and otherinterested persons:

(e) The dissemination to ports and harbors, andgovernmental agencies and private operators thereof, ofthe accomplishments of this Association as expressed inresolutions, bills, reports of committees, and the published proceedings thereof;

(f) The establishment of committees from amongthe membership of this Association for reference purrosesof members engaging in the organization, administration.development, operation, utilization, management or promotion of ports, harbors and other waterfront facilities;

(g) The assumption of other undertakings necessaryto effectuate and realize the objects and purposes of thisAssociation.

OBJECTS AND PURPOSES

(Per Article 3 of Constitution)

UNDERTAKINGS

The objects and purposes of this Association shall be:

(a) To associate its members from all countries together in the common cause of mutual internationalfriendship and understanding;

(b) To exchange information relative to port andharbor organization, administration. management, development, operation and promotion;

(c) To encourage, develop and promote waterbornecommerce to and from all world ports and harbors; and

(d) To encourage the standardization and simplification of procedure governing imports and exports andthe clearance of vessels in international trade:thereby promoting the peace in the world and the welfareof mankind.

I

"r

Officers and Members of The Board of .... Directorsof

The International Association of Ports and HarborsOfficers

1I

President

Mr. Lloyd A. MenvegPresident, Board of Harbor CommissionersCity of Los Angeles

First Vice President

Gen. Huang Jen LingChairman, Board of DirectorsChina Merchants Steam Navigation Co., Ltd.Taipei, Taiwan, China

Second Vice President

Mr. Francisco A. MedranoGeneral Manager, Manila Port ServiceManila, Philippines

Chief of the Central Secretariat

Mr. Gaku MatsumotoPresident, Japan Port and Harbor AssociationTokyo, Japan

Australia

Canada

China

Israel

Japan

Liberia

Mexico

Peru

P~ilippines

Sweden

Thailand:

U.S.A.'

Venezuela

Viet-Nam

Board of DirectorsDirector

Mr. V. G. SwansonChairmanMelbourne Harbor Trust CommissionersMelbourne, Victoria

Mr.. R. J. RankinVice-ChairmanNational Harbours BoardOttawa

Mr. Liu Keh-shuVice-MinisterMinistry of Communications

Mr. Amos LandmanDirectorPort of Haifa Authority

Dr. Chujiro HaraguchiMayor, City of Kobe

Mr. Edward Julius WesleyAssistant to Port DirectorMonrovia Port Management Co., Ltd.

lng. Daniel Ocampo SiguenzaResidential Engineer of PortConstructionVillahermosa, Tabasco

Col. Howard W. QuinnExecutive DirectorPort of Callao Authority

Mr. Florencio MorenoSecretary, Department ofPublic Works & Communications

Mr. John-lwar DahlinGeneral ManagerPort 'of Helsingborg

Col.Prachuab SuntrangkoonDirectorPort Authority of Thailand

Mr. John P. DavisCommissionerBoard of Harbor CommissionersPort of Long Beach

Dr. Jose Antonio MayobreMinister of Finance

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Mr. Nguyen Van ChieuDirector, !: Saigon Port

Alternate Director

Mr. H. C. MeyerCommissioner & General ManagerThe South Australian Harbors BoardAdelaide, South Australia

Mr. J. R. MitchellPort ManagerNational Harbours BoardHalifax, N.S.

Mr. Hsu Ren-shouDirectorKeelung Harbor Bureau

Mr. Yehuda RokeachPort Secretary and Head ofAdministrationPort of Haifa Authority

Mr. Torn AkiyamaPresidentJapan Airport Building Co., Ltd.

Mr. Raymond J. WeirConsul, Consulate of LiberiaLos Angeles, U.S.A.

I 'i. ~.

lng. Mario E. Villanueva ReyesResidential Engineer of PortConstructionTuxpan, Ver.

Mr. Carlos DonayreWashington RepresentativePort of Callao Authority

Mr. Francisco A. MedranoGeneral ManagerManila Port Service

Capt. Luang:Sribyatta, R.T.N.Deputy DirectorPort Authority of Thailand

Dr. Jose Arnaldo PuigboGeneral AdministratorNatiorial Port ServiceMinistryr(of , Finance

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(Directors and Alternate Directors for Brazil and Burma are yet to be elected.)

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From The Central SecretariatBy Gaku Matsumoto

Chief of the Central Secretariat1. A. P. H.

Presentation of HonoraryMembership Scrolls

The presentation ceremony ofthe International Association ofPorts and Harbors' HonoraryMembership Scrolls was held from5 p.m. on July 11 at the UenoSeiyoken Restaurant, Tokyo.

The ceremony was opened bythe Chief of the Central Secretariat, and Mr. Douglas MacArthurII, Ambassador of the UnitedStates of America to Japan, preBented the scrolls, on behalf ofI.A.P .H. President Lloyd A.Menveg, to Prince Takamatsu ofJapan and Admiral Manuel Zermeno Araico of Mexico throughMr. Alfonso Castro Valle, MexicanAmbassador to Japan. PrinceTakamatsu and Ambassador Valle,

on behalf -of Admiral Araico, expressed their appreciation on receiving the scrolls and wished theLA.P.H. further prosperity.

Cocktail party to mark the occasion was held after the ceremonyat the same place, with more than120 persons.ambassadors and ministers of LA.P.H. member countries, press, representatives ofJapanese shipping concerns, ofports and harbors, etc.-attendingthe reception. The party was azreat success.

* * *Board of Directors,' Meeting by

Correspondence

The notice of the Board of Di:::ectors' meeting by correspondencewas sent out on July 15, 1960, andthe voting was made on August 15.

The meeting approved the newDirector for Australia, and thePort (Cargo) Corporation, Co10mbo, Ceylon, as a new member.It was reported to the meetingthat the LA.P.H. membership withthe new additions amounted to 94(53 regular and 41 supporting) of19 countries.

As for the site of the ThirdTriennial Conference (which under::he Constitution has to be decidedtwo years before 1962-that is~

within this year) and its agenda(to be agreed upon 10 months before the conference), there was nvspecific wishes or suggestions expressed by any Director.

The Directors' meeting, however, decided to form and startthe functions of the Port Infor-

Photo shows U.S. Ambassador Douglas MacArthur II presenting the Honorary Member-!ship Scroll to Prince Takamatsu, while Chief of the Central Secretariat Gaku Matsumoto,!extreme left, and Mexican Ambassador Alfonso Castro Valle, extreme right, are looking

at them.

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New Directors

Appointed as the new Director'of Peru is Technical DirectorComm. Enrique B. Camino of thePort of Callao. He replaces Col.Howard W. Quinn. The new Director for Australia, replacing Mr.A. D. Mackenzie, is Mr. V. G.Swanson, Chairman of the Me~

bourne Harbor Trust Commission-

mation Center (PIC), the Standing Committees, and the LA.P.H.News Letter. As Chief of theCentral Secretariat, we would liketo ask for the greatest possiblel1elp and cooperation, in theI.A.P.H.'s new operations, of ourDirectors and members.

Agenda of the Board meeting"consisted of:

1. Formation and Operation ofExecutive Committee

2. Rules and Regulations governing Meetings by Correspondence

3. Chief's Report on Association's Affairs

·4. Election of Australian Directors,

·5. Appointment of Two VacantPermanent Councillors

6. Foundation and Operation ofPort Information Center

7 . Election of New Members8. Time of Third Triennial

Conference9. Monthly Publication of News

Letter.

The agenda met the unanimous.approval of the Directors.

ers, with Mr. H. C. Meyer, Commissioner and General Manager ofThe South Australian HarborsBoard, Adelaide, concurrentlydected Alternate Director.

***

Membership ApplicationsKobe Pier Co., Ltd., applied in

August for the supporting membership of LA.P.H.

1951-1954Manager of Messrs. Thomson's Havenbedrigf, Rotterdam Stevedoring Company,Representative/Hamburg

Since 1954General Traffic Manager, C.F.Sharp & Co., Tokyo

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I.A:P.8. PublicationThe "Principal Ports in J apan

1960" which was jointly compiledby this Central Secretariat and theJapan Port and Harbor Association, was published in early August.Copies, free of charge, will shortlyreach the members. Weare particularly grateful that we haveobtained for the book a nice review of Mr. R. S. Wintemute,member of the Permanent Counciland former chairman of the TransPacific Freight Conference ofJapan.

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1947Repatriated from Japan toGermany

1948-1950Freight Manager K.L.M.Royal Dutch Airlines

New Permanent CouncilMember

Mr. H. D. Leonhardt, generaltraffic manager of C. F. Sharp &Co., Inc., Tokyo, has been appointed to occupy one of the two vacantt',eats in the Permanent Council.Mr. Leonhardt is German by nationality, and his career brieflyfollows:

1933-1935Apprentice North GermanLloyd

1936Purser assistant North German Lloyd SIS "Bremen"New York run

1936-1938Military service

1938-1941Representative of HamburgAmerican Line at Kobe represented by K.K. IrisuShokai

1942-1954Hamburg-American LineNorth German LloydYokohama

-Joint Office

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Honorary Membership Scrolls PresentationAs reported in the last issue 'Jf

"Ports and Harbors", the presentation of this Association's HonClraryMembership Scrolls to Prince Ta··kamatsu of Japan and Admiral.M:anuel Zermeno Araico of Mexico,was conducted in due ceremo:Jy in'Tokyo on July 11, 1960. With an,attendance of about 150, includingdiplomatic representatives andleading figures in government,.port, shipping and other circles,the ceremony was opened by Mr.'Gaku Matsumoto, Chief of theCentral Secretariat, with an address and the announcement ofPresident Menveg's congratulatorymessage, and in behalf of Mr.

Lloyd A. Menveg, President of theLA.P.H., United States Ambassador to Japan Douglas MacArthurII handed the Honorary Membership Scrolls in frame to PrinceTakamatsu and to Mexican Ambassador to Japan Alfonso CastroValle, who acted for AdmiralManuel Zermeno Araico.

In the address he delivered before the presentation, AmbassadorMacArthur II said:

"I am particularly honored andprivileged today to present to His Imperial Highness, Prince Takamatsu,This Scroll of Honorary Membership inthe International Association of Portsand Harbors.

There is a special relationship between Japan, the United States, andthe Ports and Harbors Association.The Association came into being as theresult of a decision made by an international conference held in Kobe, Japan in 1952. Then it was formallyestablished in the United States, inthe city of Los Angeles, in 1955. Thusour two countries, Japan and America,provided the locations for its foundingof this Association and also some ofthe driving force that brought the Association to reality. The role of Japanwas especially important, of course, asis witnessed by the fact that the Central Secretariat of the Association hasits offices located here in Tokyo.

This background of J apanese-American cooperation is but one of themany examples of collaboration between our two countries which hasserved the interests not only of Japanand America but of other nations as

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well.

But in presenting this Scroll toPrince Takamatsu, I wish rather to putemphasis on the international character of the Association into which heis being invited as an Honorary Member. There are 93 members of theInternational Ports and Harbor Association. They represent 19 differentcountries.

This International Association is, infact, concerned with a peculiarly international interest. The world's greatocean ports and harbors comprise anindispensable part of the system ofinternational transportation which contributes so greatly to internationalunderstanding and well-being.

The Association, in fostering waterborne commerce and in promotingstandardization and simplification ofharbor rules and procedures, is indeeddealing with matters of concern to allnations that consider human welfare aproper object objective of mutual endeavor. Its Constitution spells out, asamong its aims, those of "internationalfriendship and understanding" lookingtoward "peace in the world and thewelfare of mankind."

It is indeed appropriate that an organization so dedicated to noble idealsshould honor Prince Takamatsu, for heis himself wholly dedicated to thesevery causes of international peace andwelfare.

It is with the greatest pleasure thatI shall have the privilege of conferingon you, Your Imperial Highness, in afew moment, this document of Honorary Membership.

I am also greatly honored to presentto His Excellency the Mexican Ambassador a Scroll of Honorary Membership for His Excellency Admiral Mannuel Zermeno Araico, Minister of Maritime Affairs of Mexico.

It is particularly fitting and appropriate that Admiral Zermeno should beso honored in view of his great interest in the International Associationof Ports and Harbors and the strongsupport and splendid contribution thatMexico has made to this outstandingAssociation."

The following response wasmade by Prince Takamatsu:

"I am very happy to express mygreat pleasure and true gratitude forthe Certificate of Honorary Membership of the International Associationof Ports and Harbors, which has justnow been confered on me. I would liketo request the Honorable United StatesAmbassador Douglas MacArthur II, tokindly convey this feeling of mine toPresident Lloyd A. Menveg of thisAssociation.

Since when I attended the meetingheld in Kobe several years ago, whichpaved the way for the formation ofthis Association, I have always been

watching with deep interest its growthand development, cons:dering the greatimportance of its purposes and objects.It was therefore my real pleasure tosee that attaining a steady development year after year, it held last yearits second general conference with agreat success.

In fact, it is highly important andsignificant to strive for the development and improvement of ports andharbors, which constitute the gateways for exchange of wealth andfriendship or the progress of civilization and love for humanity, amongnations of the world. Even though theremarkable development of aviation isnow diverting general attention fromit, it is my firm belief that the maritime transportation, which is far morepeaceful than the air transportation,v\"ill continue to increasingly gain importance. It is told that the maritimeindustry at the present time is notalways finding itself ina favorablesituation. But this, I believe, will attach all the more importance to theimprovement and perfection of portfacilities and conditions than ever.

In concluding my brief address ofthanks, I most sincerely hope, for thereasons above mentioned, that allmembers of this Association will jointlymake further efforts for the attainment of its purposes, in order to contribute towards the welfare of mankind and the peace in the world."

Mexican Ambassador Alfonso

Castro Valle also responded as

follows:

"Admiral Manuel Zermeno Araico,Minister of Maritime Affairs of theMexican Government has asked me toaccept on his name the Certificate ofHonorary Membership of the International Association of Ports and Harbors which Ambassador Douglas MacArthur II has been kind enough to deliver on behalf of Mr. Lloyd A. Menveg,President of the Association.

Admiral Zermeno Araico has cabledme from Mexiio asking me to conveyto the International Association ofPorts and Harbors his profound appreciation for the high honor which hasbeen vested upon him as HonoraryMember of the Associat:on.

He hopes that as President of thePreparatory Committee for the SecondTriennial Conference held in Mexicoin 1959, he accomplished his duty inassisting the Mexican Government ashost to the Conference and he has felthighly compensated by the good relationship that the Conference has established among the principal Ports andHarbors throughout the world.

The honor which Admiral Zermenoreceived beccmes greater since at thesame time an Honorary MembershipScroll has been presented to His Im-

perial Highness Prince 'Takamatsu ofJapan. This is to be interpreted alsoas another token of the friendship.that binds Mexico and Japan.

Admiral Zermeno Araico has askedme to express here, his confirmed faithin the activities of the InternationalAssociation of Ports and Harbors whichsucceed in helping to better Port facilities and to increase the exchange ofproducts among nations which ultimately brings prosperity to the peoples.of the world.

I should like to express my· personalappreciation and thank to AmbassadorMacArthur for his kind word b mycountry."

Finally, Japanese Transportation

Minister Wataru Narahashi men

tjoned his congratulations in the.

following address:

"I wish to tender my heartiest congratulations to His Imperial HighnessPrince Takamatsu of Japan and HisExcellency Adminal Manuel ZermenoAraico of Mexico for this auspiciousoccasion when the Honorary Membership Certificates of the InternationalAssociation of Ports and Harbors havebeen presented to them in recognitionof their outstanding contribution madefor many years towards the development of world ports and the promotion of international trade.

It is especially a matter for profoundsignificance that with the presence andparticipation of His Excellency DouglasMacArthur II, United States Ambassador to Japan, and His Excelle::1cyAlfonso Castro Valle, Mexican Ambasador to Japan, the presentationceremony has been conducted in afriendly international atmosphere.

As you may know, in view of therecent demand for modernization ofport and harbor facilities to cope with'the yearly increasing internationaltrade and the resultant enlargem8ntef the size and specialization of oceangoing vessels, the Japanese Government is now vigorously engaged in theperfection of her ports and harborsas a part of the long-range economicplan.

The International Association ofPorts and Harbors has as its purposethat through close cooperation between its member ports throughoutthe world, they strive for the promotion of international trade by effecting the improvement of their facilitiesand services, and thereby contributetowards the promotion of world peaceand coprosperity. On this special occasion, it is my sincere hope that keenlyalive to the great responsibirty nowincreasingly imposed upon the portsand harbors throughout the world, thisAssociation will attain its finest andfullest development in the lofty causeto which it is pledged."

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Announcement

I.A.P.R. News Letter toBe Inaugurated

Pursuant to the decision of theBoard of Directors, the Central:Secretariat is now making preparation for issuing a "LA.P.H.News Letter" at the earliest date-possible. This new monthly publi··-cation will primarily serve as one-of the Association's media of ex--change of information between itRworldwide members, covering aninformation on all phases of their<:urrent activities, operational, administrative, managerical, engineering and what not. It will,however, also include information,on those of non-members as wellas related industries, such as terminal, shipping, ship-building,stevedoring, warehousing and the1ike. This publication is aimed .atkeeping Association members and,lon-members alike regularly supplied with information on up-to-date movements of world ports and

'''Principal Portsin Japan-1960"

R. s. WintemuteConsultant, Trans-Pacific Freight

Conference of Japan

In his letter to Chief G. Matsumoto of the Central Secretariat,LA.P.H., Mr. R. S. Wintemute,Consultant to the Trans-PacificFreight Conference of Japan, comments on "Principal Ports inJapan-1960" recently publishedjointly by the Japan Port andHarbor Association and the Ceniral Secretariat of the International Association of Ports andHarbors, as follows:

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related industries, to the advantR-ge of all concerned.

Such being the case, request ismade to all Association membersand all readers of "Ports and Harbors" as well as those who may beinterested in it, to kindly extendtheir cooperation to us, by regularly furnishing to us all of thenews bulletins, periodicals andother publications which are nowissued or will be issued in the future by them. They will be usedas the authentic sources of newswhich will be included in theforthcoming news letter.

An individual letter of requestwill shortly be sent to all partiesconcerned. However, supply ofthose materials to the EditorialDepartment of the Central Secretariat, even before that, will beaccepted 'with appreciation.

I want to take this opportunityto congratulate you and your associates on the exceptionally finepresentation of this importantwork, representing as it does suchvaluable assistance to the growingeconomy of Japan.

I trust it will be possible for youto issue supplementary data fromtime to time, to take care of futurechanges and expansion in Japan'sport facilities, through the combined efforts and the very fine workbeing done by both Associationsunder your able direction."

"I have just had the pleasureand privilege of receiving andperusing "Principal Ports in Japan1960" published in the names ofyour two Associations.

It is, in my opinion, a veryvaluable contribution and a greatassistance to Shipowners, Shipmasters, Shippers, and the Shipping world in general. I can recall the earlier publication of theJapan Port and Harbor Associationin 1952 and how helpful it provedto the Freight Conferences I represented and their members.However with the tremendousgrowth of trade to and from J apan since that time, coupled withthe vast work of rehabilitation,

Pier E, Long Beach,Reopened

Pier E in the Port of Long

Beach was opened to commercial

shipping for the first time last

July when a German motorship

will dock at Berth 122 to unload

700 automobiles.

Only vessels to have used the

pier since its completion in 1956

have been ships of the U.S. Navy

under terms of a lease of Berths

122, 123 and 124 from the Harbor

Department.

Berth 122 was returned to the

city last July 1. The Navy will

also relinquish control of Berth

123 when a $2 million wharf con

struction job is finished for use

by Navy ships on the west side of

the pier, Berths 125, 126 and 127.

Berth 124, on the pier's south

western end, will remain underNavy lease.

Present harbor departmentplans, according to General Man1:1 gel' Charles L. Vickers, call forBerth 122 to be used for discharge of foreign autos and foropen storage of suitable cargoes.

First commercial caller will bethe German motorship BLUMENAU, with a load of Volkswagensfrom Hamburg. Two days later,the Swedish freighter AMACITAwill dock at Berth 122 with 1,000more of the small autos, accordingto the local agent, WinchesterAgencies, Inc.

Pier E, 130 acres of filled land,was completed at a cost of $7,600,000. Other major constructionnow under way on the pier is asuper tanker terminal being builtat Berths 118-119 for RichfieldOil Corporation, scheduled forcompletion in November.

expansion and improvement in themany ports involved, your newaddition, will I am sure be welcomed by the entire shippingworld, and will be a "must have"with all Freight Conferences,their members, also shipownersand all shipmasters engaged in theLiner, tramp and charter tradewith Japan.

Long Beach RecordThe Port of Long Beach smash

ed all previous records with a totalof 10,282,412 tons of cargo handledby the municipal harbor duringthe 1959-60 fiscal year, GeneralManager Charles L. Vickers announced.

The record total, first in thePort's 49-year history to top the10 million-ton mark, surpassed the1958-59 tonnage of 9,398,376 bynearly a million tons, Vickers said.

The new high was recorded despite a comparatively low tonnag'2recorded in June, last month ofthe fircal year, of 761,812 tons,lowest since June of 1959. Business at the Port was slowed duringthe month by a five-day work stoppage by longshoremen.

New Board Head forLong Beach

Mr. John P. Davis has beenelected President of the LongBeach Board of Harbor Commissioners, replacing Mr. H. E. (Bud)Ridings, Jr.

Mr. Davis, member of the Commission since January, 1950,served for two years previously aspresident from 1954 to 1956. Mr.Ridings, appointed to the Commission in July, 1955, had held theBoard's top office for the past year.

Other officers elected were William A. Harrington, Vice-President; Maurice W. Daubney, Secretary; and Joseph F. Bishop,i\cting Secretary.

Mr. Davis is also the UnitedStates Director of the International Association of Ports andHarbors.

Fast Pacific CrossingDaido Line published on August

15 that the liner Brooklyn Maru(12,196 tons d.w.) on its New York:service crossed the Pacific fromYokohama to San Francisco, 45195ea miles in 9 days 6 hours 53minutes at an average speed of20.03 knots on her inaugural voyage, setting a new speed record ofthe crossing of the Pacific by Japanese vessels. The ship, equippedwith a 13,000 h.p. UEC diesel engine, cut the record of 9 days 11hours 30 minutes established bythe Colorado Maru of "R" Line byabout 4 hours 40 minutes.

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Under an agreement with theBoard of Harbor Commissioners,the Los Angeles Harbor GrainTerminal is granted a 20-year leaseon the terminal site. The companyhas made an initial investment of$350,000 in unloading equipment~

dust control devices, a 65-foot-highbucket elevator and 11 steel binswith a total capacity of over 350,000 bushels.

Stevedoring at the new grainterminal will be handled by theAssociated Banning Co., which wiIIfurnish $60,000 worth of specialequipment.

Meanwhile, the Harbor Department has spent $225,000 in int'talling a quarter-mile trough-beltconveyor system, a six-ton gantrycrane and a second bucket elevator~

Caughlin said.

Los Angeles PresidentReelected

Lloyd A. Menveg, prominentLos Angeles businessman and civicleader, last week was elected July26 to his seventh one-year termas president of the Board of Harbor Commissioners.

The five-man board also reelected Dr. Elton C. Spires, wellknown dentist, to a fourth term a'3

vice president. Other members ofthe board are S. Willard Isaacs,L. D. Hotchkiss and John K.Baillie.

Menveg, 37, and a native of Los:Angeles, has been a Harbor Commissioner since August 1953.

Besides heading the port's Boardof Harbor Commissioners, Menvegjs president of the InternationalAssociation of Ports and Harbors.

Grain Terminal forLos Angeles

Southern California's first marine grain terminal recently wentinto operation at the Port of LosAngeles when 66,000 bushels ofsafflower seed, destined for Japan,poured into the holds of PRESIDENT JOHNSON.

Lloyd A. Menveg, president ofthe Los Angeles Board of Harborl:ommissioners, pushed the buttonthat started the flow of the seed,used chiefly as a coloring agent andmedicine.

Also attending the ceremonywere: Bernard J. Caughlin, generalmanager of the port; and RichardB. Mortimer, Dale Bycroft, Jr., andHoward L. Wallace, president, vicepresident and secretary-treasurer,respectively, of the Los AngelesHarbor Grain Terminal, the newcorporation which will operate thefacility.

The safflower seed shipmentcame from Arizona and the San.Joaquin Valley. It was the firstof various kinds of grains, including wheat, barley, milo and alfalfa

pellets, expected to come from all

over the southwestern part of the

United States, as far inland as

Kansas.

The operating firm anticipates

shipping at least 100,000 tons of

grains during its first year of

operating the $575,000 terminal.

At the outset, exports will be

shipped mainly to India and J a

pan, with some shipments to Ha

waii. Imports will consist mostly

of copra meal and copra cake from

the Philippnes

The terminal's high-speed equip

ment is geared to load 500 tons

(17,000 bushels) or unload 300

tons (10,200 bushels) an hour.

Of the year's total, 6,033,618tons of cargo were loaded aboardoutbound ships while 4,248,794tons were discharged by vesselscalling here.

Record month during the Port'sbusiest year was May, with 1,191,358 tons, marking the firsttime that the 1,000,000-ton goalhas ever been achieved here.

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7

Photo shows from 1. to r.: Mr. Wazir Ali Shaikh, Mr. B.J. Caughlin,and Mrs. Shaikh.

He said he had gathered muchvaluable information which hehoped to adapt in the future development of the ports of Pakistan.

Port Record/San Francisco

San Francisco Port DirectorRae F. Watts July 29 pledged acontinued vigorous effort to increase port business during thecoming months even as he announced a tcnnage increase forthe first half of 1960 and revealeda transaction that should ~'appro

ximately double" the port's grain'lolume.

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lino Line Plans Pacific Run

With the plan to establish a regular monthly service to the U.S.Pacific Coast with a November.:,hip, lino Line will begin movement seeking an understanding ofthe eleven shipping lines includingN.Y.K. Line which are operatin.?:the trans-Pacific run. According'to the company, the plan has beenworked out for the following reasons:

(1) To save vacant situation ofthe Pacific Coast service to SanFrancisco and Los Angeles occasioned by the introduction of thedirect regular Japan-New York andEast Canada service.

(2) Of the nine Japanese oper(,tors of the New York service, linois the only firm that lacks theservice to the U.S. Pacific Coast.

of San Francisco and Kerr GrainCorporation of Portland, Wattssaid, have arranged to purchasethe capital stock of the IslaisCreek Grain Terminal Corp., present operators of the port's 1,000,OOO-bushel facility at Pier 92.

"With these two well-known andexperienced firms joining hands onthis venture, we should initiallysee a 100 percent increase in ourgrain volume," Watts said, "withfurther gains anticipated for thefuture.

Present grain volume is about65,000 tons annually.

Watts added that he is presentlynegotiating for still another 100,000 tons of added business for thePort of San Francisco in the coastaltrade.

New Speed Record

The fast cargo vessels for O.S.K.Line Hudson Maru (12,151 tonsd.w.) built by Mitsubishi HeavyIndustries' Kobe shipyard left Yokohama at 4 p.m. on July 17 onher maid voyage to New York andarrived there at 4 :40 a.m. onAugust 8 (Japan time). The shipeovered the distance between Yokohama and New York in 21 days12 hours 40 minutes, breaking therecord 21 days 15 hours 15 minutes established by the Montanal\laru of Kawasaki Line. Her propelling machinery is a 12,000 h.p.Shin Mitsubishi Sulzer diesel engine.

***

During J anuary-June, 2,827,577tons of cargo moved across Portof San Francisco docks, comparedwith 2,735,401 tons for the firstsix months of 1959.

Both figures include dischargeand loading of foreign, inlandwaterways, intercoastal and coasblcargoes.

Coastal cargoes dropped 14,30Gtons largely as a result of reducedsteamer services in this trade69,773 for January-June 1959 to55,467 for the 1960 period-butthe other three categories showedincreases.

Inland waterways increased 64,749 tons (927,469 to 992,218);intercoastal 6,897 (178,540 to185,437) ; and foreign, 34,836(1,559,619 to 1,594,455).

Marine Terminals Corporation

Pakistani Official on U,S.Inspection Tour

Acting Secretary of the PakistanMinistry of Works Wazir AliShaikh (left) and Mrs. Shaikh geta first-hand report on the operation of the huge man-made portfrom its General Manager Bernard,T. Caughlin during their boat tour-of the 28-mile waterfront. ThePakistan official and his wife, bothof Lahore, West Pakistan, havereached the half-way mark in theireight-month tour of the UnitedStates as recipients of an Eisenhower Exchange Fellowship. Thissix-year old Fellowship Fund wasstarted by a group of the president's admirers as a birthday giftin 1954. Its purpose. to providethe opportunity for mature students, most of them with doctorates and all recommended by theirGovernments, to advance in theirchosen fields through travel andstudy and thus make a greatercontribution to their native economies. From 25 to 30 EisenhowerFellowships are awarded eachyear, according to Shaikh. He andhis wife have covered much ofthe East and South, including theTennessee Valley Authority. Inthe coming four months, they will-concentrate on the Northwest andCentral areas of the U.S. Shaikhtold Caughlin he was particularlyimpressed with the mammoth development program currently underway at the Port of Los Angeles.

8

This aTticle is solely based on data and otheT materials kindlyfUTnished by MT. Mitsue Kawai, Director, Land Reclamation Business Bureau, City of Yokohama.-EditoT.

Yokohama's Program to Grow intoA Commercial...lndustrial Port

Huge Reclamation WorksAt Port of Yokohama

Ever since the task of land reclamation was first undertakenalong the sea-coast of YokohamaCity approximately 130 years ago,about 4.5 million "tsubo" (1 tsubois equivalent to 3.306 sq. m.) ofland has already been reclaimed asat the end of March, 1960.

Although accurate data for theperiod prior to 1877 are not available, a survey of geographicaleharts would seem to indicate thatover 1.1 million "tsubo" had already been reclaimed during thepreceding half-century period, inaddition to which as much as 3.'1

million "tsubo" has been duly reclaimed within the subsequent 83years.

By taking into account the factthat the latter period includesslightly over a decade wherein alloperations had to be suspended dueto natural calamities and otherunavoidable reasons, this wouldimply a total increase in land areaof 3.4 million "tsubo" within about70 years or an average annual rateof 50,000 "tsubo".

In any event, even by allowingof the fact that the sea-depthwithin the Port of Yokohama

might have been shallower thanat the present day, we cannot buthelp from expressing our profound sense of admiration to thevarious civilian enterprises as wellas city mayors for the energeticmanner in which they conductedthe task of reclamation off thecoast-line of Yokohama, utterlyheedless of cost or profit duringthe earlier days of the Meiji eraby resorting to the use of noneother than trucks or hand-carts.

Embracing a total area of 4.5million "tsubo" comprised of approx. 1.8 million "tsubo" for commercial and residential use, approx. 2.5 million "tsubo" for industrial use and over 240,000"tsubo" for wharf use, the saidreclaimed area may well be claimed as constituting the keynote tothe economic growth of YokohamaCity. This is obviously attributable to the fact that, in additionto being universally recognized a8an international trade port forming the main gateway to EasternJapan, Yokohama stands out preeminently as a colossal seasideindustrial port.

Yokohama's commercial port as it today is, with its existing industrial port seenfar in the rig:ht background.

9

Aerial view of reclamation works inprogress on NegishiBay, with the commercial port of Y0

kohama in thebackground.

Following World War II, extreme pessimism was entertainedfor a while as regards the futureof the economic rehabilitation ofYokohama City which, apart fromhaving been severely ravaged bybombing raids, suffered the postwar ordeal of wholesale requisitioning of buildings and vasttracts of land by the OccupationalForces as well as paralyzing of herport activities due to a drasticslump in the raw silk market and2 resultant heavy deficit in the

municipal budget.However, in parallel with the

steady headway made by theTransportation Ministry authorities since the termination of hostilities in the construction worksof various facilities so as to fullyqualify Yokohama as an international trade port, the top executives of the Yokohama Municipality commenced in around 1952-3 togive serious thought to the problem of reclamation works.

However, as the municipal au-

thorities were seriously handicapped at the time by a lack of funds,it was finally decided to commenceupon the plan of reclamationworks by entering into agreementwith the various enterpriseswhereby the latter would be agreeable to effect prepayment of thenecessary construction costs of theE,aid reclamation works.

Future Outlook of Negishi BayReclamation Works

After having twice fallen

General view of a Greater Yokohama Port, with the existing commercial port in thecenter and the tyo industrial ports to the north and the south, which will be realized:

with the completion of the Negishi Bay reclamation works.

10

PLANE FIGURE OF THE NEGISHI SA Y RECLAMA nON WORKS

,././

,,~"'-- ,/

--

fi

NATIONAL RAILWAYEXTENSION TO BE ~:

MADE IN FUTURE '/

ISOGO-KU

"0~rI~

Or

~~:--'~:--..

'~:-.."~~

""'''~""~~

",:,-~

'~

NEGISHf BAY

GRAPHIC SCALE

,I'

/i

/'-,

/ "// I~~, 0

/ '000 '"

"'-", r/~~"'-'" -'o~

''', 0, "'-'"

"'-j-1smso iI THE AREA TO BE /i DREDGED II ii l. /I ., II II .I /,--- ' -'''- " /

"\/./(\j

/i

through, the N egishi Bay reclamation project-which was originallyplanned by the municipal authorities and other interested partiesmore than three decades ago-hasbeen progressing along quitesmoothly at the rate of 700 "tsubo"per day ever since the groundbreaking ceremony held on February 21, 1959.

According to the present rate ofprogress it is envisaged that thesaid reclamation project will become fully completed by the endof March, 1964.

Concomitant to the completionof the said reclamation worksalong the foreshore of N egishiBay scheduled to cover a total reclaimed area of approx. 1.1 million "tsubo", factories of sixlarge-sized companies will be erected thereon. With a total payrolllist of roughly 17,500 persons, theiotal annual production of the saidsix plants is expected to reach¥150 billion, and, inclusive of thecost of land facilities, the total

investments by the said companiesare figured to reach around ¥100billion.

",Vhen completed, this reclaimerJarea will rank not only as Japan'sforemost but also as one of theworld's leading waterfront industrial zones, equipped with Japan'~

largest petroleum wharf permitting of the alongside mooring ofJ OO,OOO-ton tankers as well as adry dock capable of accommodatmg 100,000-ton vessels in additionto which the fairway will bedredged to a depth of 15.5 meters(52 feet) below ebb-tide level.

VariousCorrelative Problems

One of the outstanding feature3of the N egishi Bay reclamationproject lies in the construetionalready under way-of the N ational Railways' Negishi Line traversing through the said reclaimedarea.

The portion of this new line between Sakuragicho and Isogo sta-

tions is scheduled for completionby the end of March 1963, following which same will be furtherextended to Ofuna station on themain Tokaido Line.

In addition to plans for furnishing the necessary water supply forindustrial use being steadily pushed by the Municipal WaterworksBureau, residences are to be setup on the said reclaimed area bythe Kanagawa Prefecture Public11ousing Corporation as well asYokohama Municipality, apartfrom which various other factorsi';uch as electricity and gas supplyas well as telephone system areprogressing along quite smoothly.

Future Reclamation Plans

Apart from it being a generallyaccepted fact that most of the lead.mg cities throughout the world aswell as Japan are possessed withlarge-sized harbors, those citiesNhose foreshores are best developed are displaying the highestdegree of prosperity.

Air view of Yokohama's waterfront industrial area. which forms one of the mainindustrial ports of Japan, with facilities of 25 berths.

12

Part of the reclaimed area on MegishiBay.

Based on this viewpoint, thefuture prosperity of Yokohama a3an international trade port seemingly lies also in its combining thefunctions of a commercial as wellas an industrial port by deve~ol;

ing its foreshores.

As a matter of fact, large quantities of raw materials are im··ported into seaside industrial

areas from where high-grade finished products are exported tovarious parts of the world bymeans of liners berthed at comjYlercial port.

In keeping with this principleand with the object of expandingYokohama's commercial port, therrransportation Ministry is currently engaged in the construction

of one of Japan's foremost exportYvharves in Yamashitacho district,following the completion whereofit is being planned to also erecta colossal wharf at Honmoku.

Hence, parallel-wise to the foregoing, while planning the furtherdevelopment of the present industrial port to the north of the aforementioned commercial port covel'-

Two reclaimed landsas seen from theair.

13

Photo shows reclamation WOl'ks 1'1progress on NegishiBay.

ing an area of 2.5 million "tsubo" ~

completion of the 1st-term Negishi Bay reclamation works-comprising a total area of approx. 1.1million "tsubo"-is being expedited, in addition to which variousDther plans are also under way.

On the strength of the realization of the afore-mentioned plans,ardent hopes are being entertainedthat, within a derade or two, thePort of Yokohama may developinto a colossal port equivalent todouble or treble of its present size.

Modern Commercial-IndustrialPori

It was in 1932 that the City ofYokohama laid down the foundation stone for the reclamationworks for 2,042,882 sq. meters(504.9 acres) on the foreshore ofTsurumi and Kanagawa Wards.This reclaimed area has now turnedinto the center of shipbuilding,petroleum, automobile, chemical,milling, electric machinery andother industries. In postwar years,in addition to this area, the reclamation works were started in1955 on the foreshore of Daikokueho, Tsurumi Ward, 804,302 sq.meters (198.7 acres) in area,under a five-year plan. The workshad mostly been finished by thebeginning of 1959, and many largeplants are under constructionthere.

14

On the other hand, not satisfiedwith this expansion and keenlyalive to the necessily of creating2. new area for heavy industrialactivities, the City of Yokohamahas started another reclamationwork to construct a new industrialzone on Negishi Bay to the southof its commercial port, coopera-




4. Fairway

5. Period of Construction

6. Principal Factories

*

tion with the National RailwayCorporation, which is constructing(l, railway line connecting Sakuragieho-Station in the city with OfunaStation on the Tokaido Trunk Linevia Isogo area.

The outline of the reclamati0l1works now under way are as follows:

3,624,124 meters (883.3 acres)

(+ )2.60 meters (above L.W.L.)

7,651 meters

Dredged(-) 13 meters-- (-) 15.1meters deep

Started Feb. 1919Completed Mar. 1965 (at latest)

Nippon Petroleum Refining Co.,Ltd.

Showa Denko K.K.

Niigata Engineering Co., Ltd.

The Nissin Oil Mills, Ltd.

Ishikawajima Heavy IndustriesCo., Ltd.

Tokyo Shibaura Electric Co., Ltd.

* *

Port of Sao Diego

When the Terminal was com

pleted in the winter of 1958, its

two 200,000-square foot transit

sheds almost immediately were

ant successes brought the Port

into the public eye, and in the

early 1950's, it was decided that

more facilities were needed to

handle the big increases in to:1

nage crossing San Diego's two

piers.

In 1955, a bond issue in the

amount of $9,400,000 was okayed

by the voters of San Diego b

build a new marine facility-the

Tenth Avenue Marine Terminal

a modern, 96-acre mole-type pier

dredged out of the main channel

of the bay.

filled with goods, and its docking

facilities-which are able to handle

nine large merchantmen at one

time (with - individual bunkering,

watering and loading facilities),

were taxed to their limits.

In view of the signal success of

the experiment, votera of the City

of San Diego voted again to im

prove and enlarge the Terminal.

In Jun~ 1960, they okayed a bond

issue in the fl~ount of $3,600,000

to add a 35-ton overhead crane, a

100-door truck terminal, a 300,000

square-foot storage facility and a

large, 1,000-ton-an-hour bull,""load"

ing complex to take care of the

Port's growing shipments of flax

seed, alfalfa pellets, granular

potash, etc.

Progress•18

In 1948, under the supervision

of John Bate, current driector of

the Port of San Diego, a policy of

dynamic port promotion, was in

itiated. The policy and its attenu-

Since its discovery by Portu

guese Navigator Juan Rodriguez

Cabrillo in 1542, the harbor of San

Diego has been regarded as one

of the few major landlocked bodies

of water in the world which needed

little to make it one of the world's

great ports.

Although some improvements

were made in the harbor in the

middle of the Nineteenth Century,

it wasn't until early in the Twen

tieth Century that more perman

nent facilities were begun.

Tenth Avenue Terminal from the southern end looking to the north.

15

Mitsui Line Agencies To BeEstablished

Mitsui Steamship Company madeapplication to the Japanese FinanceMinistry and other interestedGovernment authorities on July 22for the permit to establish a subsidiary in New York Mitsui LineAgencies in order to meet growingbusiness volume in the interAmerican area and to lead andcontrol its agencies there. Mr. T.Mizuno, chief representative inNew York office is to become president of the new company. The Mitsui Line Agencies is to be headquartered at 17 Battery Place, NewYork and will set up a branchoffice in San Francisco. With theestablishment of the new companyin August, Mitsui intends tohbolish the representative systemand to come into closer relationswith its agencies.

Aerial view of Tenth Avenue Terminal from the northern end. Cityof San Diego to the left of the photo. OSK Line to Set Up Nagoya

BranchO.S.K. Line, which has been pre

paring the establishment of abranch office in Nagoya City, hasdecided to open the office at the4th floor of the Koraiya Building,~-chome, Hirokoji Dori, Naka-ku,~agoya City. The new branch office, scheduled to be headed by M.Machino, present chief representative, will start business as fromSeptember 5.

Last year, with a medium-sizebulk-loader, the Tenth Avenue1\farine Terminal processed morethan 20,000 tons of free-flowing,cargo. When operation of thebigger facility gets underway, a-considerable increase in the shipping of these commodities is expected.

Under lease to the Union OilCo. of California, the Tenth

Avenue Terminal's bunkeringstorage tanks last year servicedmore than 150 vessels, bunkeringin excess of 485,000 barrels offuel.

Also voted by the citizens ofSan Diego in the June, 1960 election was a change in the numberof harbor commissioners, whichwill increase from three to fiveabout January, 1961.

* * *

Tenth Avenue Terminal, Port of SanDIego, as seen fromthe air.

16 41

(1) Oil bunkering.(2) Storage tanks connected by pipeline with inland company refinery.

(tons)

(tons)

Capacity (barrels)1,675,000 (1) (2)1,450,0001,434,000 (1) (2)1,225,000 (1) (2)1,185,683 (1) (2)

588,900 (2)377,000 (1) (2)340,000.(1) (2)277,000 (1) (2)210,000200,000200,000198,000180,000

98,48646,900

9,685,969

673,838137,831129,060118,074

59,93949,64438,13729,91622,36219,772

The Table III gives a quick picture of the total facilities of the16 oil companies based at the localport.

In the port's fiscal 1959, bulkpetroleum movement increasedmore than 5.5 per cent to a totalof 15,362,845 tons, compared with14,548,265 tons, in the precedingyear. That the trend continuedupward was revealed recently· whenthe port released figures for thefirst nine months of fiscal 1960.

From July 1, 1959, throughMarch 31, 1960, the oil companieshandled 12,792,955 tons of bulk oil,up close to 14 per cent over the11,237,667 tons in the first ninemonths of fiscal '59.

Port of Los AngelesOil Handling FaciIities

10 Top Suppliers of Crude Oilto Port of Los Angeles

(fiscal 1959)

Arabia (Peninsula States) ..Venezuela .Netherlands Antilles ..British North Africa ..Indonesia ..Colombia .Trinidad ..Japan .Saudi Arabia .Mexico .

10 Top Customers of Petroleum ProductsShipped from Port of Los Angeles

(fiscal 1959)

Japan 1,196,083Netherlands Antilles 221,058Chile 172,214Mexico 155,720Philippines 59,135French Africa 57,458Canada (excluding British Columbia) 46,676Guatemala 24,055Norway 22,086Colombia 19,984

of Los Angeles is Union Oil Company of California. "And for thepast year, Union has had the addeddistinction of operating the world'sfirst protected supertanker terminal," said Caughlin.

This huge new 1,160-foot terminal, equipped with an ingeniousautomatic hose handling system,can load or unload 35,000 barrelsper hour. During its first fourmonths of operation, 11 ships calltd at the supertanker terminal and3,151,000 barrels were handled.

Table IIIStorage Tanks

Operator NumberUnion Oil Company of California 31Westoil Terminals Company 56Standard Oil Company of California 32General Petroleum Corporation 22Texaco, Incorporated 115Edgington Oil Refineries, Incorporated 18Tidewater Associated Oil Company.............................. 7Shell Oil Company 12Signal Oil & Gas Company.......................................... 9Time Oil Company 11Golden Eagle Refining Company, Incorporated 6\iVarren Petroleum Corporation 2Powerine Oil Company.................................................. 2American Bitumuls & Asphalt Company 7Refiners Marketing Company 32Quaker State Oil Company of California 7

Total. 369

Table I

Table II

Japan is the biggest buyerof petroleum products .shippedthrough the Port of Los Angeles,importing 57.3 per cent of theport's total overseas shipment, according to General Manager Bernard J. Caughlin.

"Out of total shipments of2,086,380 tons during fiscal 1959(ended June 30), Japan hadbought 1,196,083 tons as shown inTable 1. She was, followed byNetherlands Antilles (221,058tons), Chile (172,214 tons), Mexico(155,720 tons) and others", he explained.

On the other hand Japan is No.8 top suppliers of crude oil to thePort of Los Angeles, supplying29,916 tons during fiscal '59.(Table II) A total of 1,445,683tons was imported from overseascountries to the port, and Arabia(Peninsula States) topped with673,838 tons. Other leading countries were Venezuela (137,831tons), Netherlands Antilles (129,060 tons), British North Africa(118,074 tons).

"However, Caughlin continued,"the international trade in petroleum products occupies a minorpart of the total shipments by 16oil companies which have processing facilities at the Port of LosAngeles."

They rely on foreign sourcesfor, roughly, a third of their totalRupplies, which amounted to 4,497.451 tons during fiscal '59. Therest of bulk petroleum was fromthe U.S. producing areas, includjng fields located at the port itself.

The 16 companies export a farsmaller proportion of their tctal2hipments out of the Port of Los.Angeles. In fiscal '59, for example, they shipped a total of10,865,394 tons of petroleum products.

"Meanwhile, they operate 369tanks with a combined storagecapacity of 9,685,969 barrels. Eightof them have tanks connected bypipeline from their harbor locations direct to their inland refineries," Caughlin explained. Sevenfirms provide bunkering service totheir own and other vessels.

The largest operator at the Port

Oil Exports from Los Angeles

17

Food and Produce Center,Port of Oakland

Development of a food and pro

<luce center in the Port of Oakland

Industrial Park as a food distribu

tion point for the entire Pacific

Coast as well as the Bay Area was

envisioned as the Board of Port

"Commissioners awarded July 5,

1960 a lease on the property to

Williams and Burrows, Inc., Bel

mont contracting firm.

Ultimate investments of $20,

000,000 to $25,000,000 in private

funds is anticipated.

'Villiams and Burrows is one of

a group of companies headed by

George ';Yo Williams and Frank F.

Burrows, who have developed shop

ping centers and various commer

cial and industrial properties.

They entered a formal bid on

June 27, with a deposit of $100,

000, on a 50-year lease for 68

acres of land in the Port of Oak

land Industrial Park, and options

on two additional parcels of 56 and

49 acres, for a total of 173 acres.

Final passage of an ordinance

awarding the lease is scheduled

for July 18. The effective date of

the lease will be October l.

Williams and Burrows said theywill immediately begin an aggressive program to promote the development.

Final plans, they said, will beperfected within six months.

And as soon as it is determinedwhich section of the site will bedeveloped first, they will start sitepreparation, and the installationof roads and utilities. This costalone is estimated at more than~1,000,000 for the 68-acre section.

Williams and Burrows said theyare particularly enthusiastic overthe location of the Port of OaklandIndustrial Park and the flexibilityof the lease terms, which will permit financing of small units, separate leases under which tenants

18

lease the land and buildings, orlease the land and construct theirown buildings.

The key to the entire development is the wholesale producernarket, for which 30 acres are setaside, they said.

This development will be themagnet for the allied industries,such as chain store warehouses.food processors, packaging companies, dry and cold storage warehousing, and auxiliary facilities.

They explained that these indm,iries now are located at scatteredpoints, because there is no integrated development such as that tobe offered in the Port of OaklandIndustrial Park.

Williams and Burrows said thesite is "strategic," since it is centrally located to the population ofthe entire Bay Area and is conveniently served by highway, rail,Metropolitan Oakland International Airport and marine terminals.

The Port of Oakland IndustrialPark is a 1,000-acre tract betweenthe Nimitz Freeway and Metropolitan Oakland International Airport.

They said they will offer wholesale produce merchants lower coststhan anywhere in the Bay Areawith comparable advantages andplan to offer "every inducement" tothem to locate in the center toexpedite the development of theproperty.

'Vith allied industries locatedclose to their source of supply, thePacific Coast's major food distribution ecnter could be concentrated on the site, they said.

If the development proves successful, there is no question thatthey will take advantage of theoptions on the 56 and 49 acre parcels, they said.

The company is prepared tospend $7,000,000 on the develop-·ment of the 68-acre wholesale produce market and food center, andestimates that the private investments in the 173 acre site eventually will be between $20,000,000and $25,000,000.

The lease granted by the Portcommits the Port to constructboundary roads when required, arail line and utilities to the boundary of the property.

These are estimated to cost thePort $1,300,000 but they also willserve other areas of the Port ofOakland Industrial Park and makethe area attractive to other industries.

The development of the food andproduce center will be a major stepforward in the full development ofthe industrial property.

In addition, the Port, City andCounty will enjoy the benefits ofnew jobs and payrolls, possessoryinterest and personal propertytaxes, licenses and fees, purchasesof supplies, services, equipment,construction activity, and newcommerce through the airport andother Port facilities.

Williams and Burrows said that.the "forward policy" of the Boardof Port Commissioners makes it.possible for them, as private investors, to undertake a developmentof the magnitude planned on a sitecentrally located and convenient tothe principal population centers,~erved by all forms of transportation.

The lease was drawn by thePort with the advice of an advisorycommittee consisting of representatives of the Urban Land Institute, U.S. Department of Agriculture, and Oakland Chamber ofCommerce.

Consultants to the Board of PortCommissioners were Boyd T. Barnard, of Philadelphia, now president of the Urban Land Institute,and Vernon Northrop, president ofthe Philadelphia Food DistributionCenter Corporation.

Two Big Japanese ShipbuildersMerger

Ishikawajima Heavy Industries,Ltd. (capital ¥5,200,OOO,000) andHarima Shipbuilding and Engineering Co. (capital ¥4,000,000,000) signed a contract for mergeron July 1 for the purpose of rationalizing business. The ne,vcompany, to be called "Ishikawajima Harima Heavy Industries,Ltd." is to start business as fromDecember 1. Thi is the first merger of m3.jor shipyards in Japan.

Portland, Oregon U.S.A.-leading dry cargo seaport of the Pacific Coast-leadinggr~in export center-"World Seaport of the Pacific."

Golden Anniversary forThe Port of Portland

For four consecutive years Portland, Oregon, has led all U.S. Pacific Coast ports in the handling ofimport-export dry cargo tonnage.During the past five years, Portland's publicly owned docks andharbor facilities have seen theinvestment of over $13.000,000 inimprovements, modernization, and:lew construction.

Also, during the past five years,much more than $10,000,000 haslleen appropriated by private terminal operators for the impro-vement and modernization of theport's privately owned and operated terminals.

Today, Portland's harbor standsdS a model evidence of what planned investment and forward think-

ing can accomplish in the maritime industry. International tradeis Portland's economic backbone.The harbor provides the maj or~orthwest terminal for importedgoods destined for the area's sevEcTal million people, and the primeexport harbor for the multitudinous goods and products produced inthe great agricultural and manufacturing regions that make upPortland's immediate trade area.

Portland is the largest city in theState of Oregon, one of the world'slargest producers of lumber andwood products-it is the leadinggrain export port for the WestCoast-and is the only major freshwater harbor on the Coast. Hereare located several important ship

repair and outfitting firms and theonly large drydocking faciliti€sbetween Puget Sound and SanFrancisco Bay.

Portland is a city of bocm:ngindustry and great scenic beauty,known throughout the world asboth the "City of Roses" and the"World Seaport of the Pacific",Located nearly 100 miles inLmd,the port offers 29 miles of waterfront and terminal facilities alongthe Willamette River at its juncture with the mighty Columbia.

Every type of cargo is handledin Portland. It is a bulk cargocente~ general cargo cente~ andone of the Coast's leading petroieum ports for the millions of consumers in the Northwestern sector of the United States. Portland's trade area encompassesmore than 300,000 square miles.and over seven states. There areover 55 regular world-wide steamship services providing Portland

19

with daily sailings to practicallyevery port of the free world. Additionally, over 30 tug and bargelines serve the port, carrying cargoes as much as 240 miles inlandfrom Portland, stretching theyraterborne cargo network to theInland Empire, over 350 milesfrom the sea at great saving to:.;hipper and consumer, alike.

Portland's harbor is regulatedby the Commission of PublicDocks, an autonomous arm of thecity government. The Dock Commission operates three large terminals, providing berthing space forgrain vessels, general cargo, bulks,petroleum, etc. Terminals No. 1and 2 are general cargo facilities,providing 11 deepwater berths.These terminals are among thefinest available in the maritimeindustry.

Terminal No. 1 provides theharbor's largest crane, a 100-toncapacity shear leg. Three newberths and transit sheds havebeen provided here since 1955,and a new, 96,000 square footwarehouse is presently nearin;scompletion. An open storage yardat this terminal equals the size ofseveral football fields and is usedfor the handling of some of thethousands of foreign autos im-

ported through Portland annually,and the millions of feet of lumberthat are exported. Wide, pavedpier aprons, complete with doublerail tracks for direct ship to railtransfer of cargo, are provided ateach of the teminal's berths, inaddition to two marine elevatorscapable of moving cargo frombarges to dock leve.

Terminal No. 2 has been completely reconditioned since 1955and is today responsible for handling a large share of all the ger..eral cargo that passes throughPortland. Direct rail access totwo of its three berths, andmodern, non-glare outdoor lighting for night work are featuresof its modern construction. TheDock Commission's 75-ton floatingcrane is berthed at this terminal,available on lease anywhere in theharbor.

The harbor's largest, and mostdiversified terminal is TerminalNo.4. This is primarily a bulkcargo facility, but is also thePortland home of Matson Line,serving Hawaii, Australia, andthe South Pacific. The terminalis the home of the Western UnitedState's largest tidewater grainelevator-8,000,000 bushels-andwill soon provide the only 900-ton

per hour bulk cargo unloadingfacility on the U.S. West Coast.

Terminal No. 4 provides a tankfarm and pa.ckaging plant forpetroleum, and a tank farm anddistribution center for handlingmolasses, vegetable oils, and bulklallow. Here, also, the Dock Commission provides a large scrapmetal storage yard and modernloading facilities for scrap, whichis one of Portland's leading exports.

Inbound bulk cargoes, such a;3ores and ore concentrates (whichconstitute Portland's leading import) are unloaded by two hug2gantry cranes, capable of discharg·ing cargoes at over 300 tons perhour. These cranes will be replaced in early 1961 by a new,specially designed facility that willtriple this capacity. The DockCommission is constructing a newpier, Pier 4, that will be uniqueon the Pacific Coast-and providePortland with the Coast's onlycompletely integrated bulk cargofacility for handling both inboundand outbound bulk cargoes.

Pier 4, now approximately 70per cent completed, will offer acresof open storage space and a holding area for more than 100 railtars. Dravo Corporation, of

Terminal No. 2-athree-berth generalcargo terminal,among the finest onthe West Coast. Allaverage of one shipevery six hours enters Portland's harbor, carrying 9 million tons of cargoannuaIly.

Madern maritime facilities combine with close-by rail connections toevery inland point of the U.S.A. Terminal No.1, seen here, provides

general cargo berthing space for eight vessels.

The West Coast's most modern bulk cargo pier will be completed atPortland's Terminal No. 4 in early 1961 to handle inbound ores andore concentrates. The pier will provide a 900-ton pzr hour unloading

tower and 1,220 feet of berthing space.

Portland's harbor is disseminatedto shippers by means of the DockCommission's recently-producedcolor movie, "Of Ships and Cargo."This 16mm sound movie is madeavailable to groups or companiesthat have an in terest in Portlandcmd in maritime commerce andmternational trade.

Celebrating its 100th anniversary as a state, Oregon sponsoreda Centennial Exposition and International Trade Fair during1959. The fair was held in Port-

sites alternate between Japaneseand American cities and the conference is one of the best examplesof the cooperative efforts continually being made between these twocountries for the betterment ofmutual relations and understanding. Of great importance on theconference agenda are the severalsessions devoted exclusively tofrank discussions by experts ofboth nations of trade problems,marketing, etc.

Further information about

Pittsburgh, Pennsylvania, has designed, and will erect on the pier,a giant straight-line traveling bulkunloading tower that will movealong the dock for 585 feet, transferring cargo directly from ships'holds into rail cars, trucks, barges,or open stockpile.

Outbound bulks are loaded atPier 5 of this terminal, over a350-ton per hour conveyor. Storagebunkers here hold up to 10,000tons of bulks, and transfer ofcargo from rail car to either thebunkers or loading conveyor j saccomplished by modern car tipping and car shake-out facilitie~.

Portland's Dock Commissionthis year observes its Golden Anniversary, commemorating fiftyyears of service to Portland'sharbor customers. The Dock Commission is recognized throughoutthe country as one of the nation'sfinest port organizations. Itsactive traffic solicitation and modern port planning programs havecombined to provide shippers withone of the most economical andefficient ports in the United States.Ship turn-around time in Portlandis the envy of all ports. The harbor's labor-management relationsare among the finest in the country, and certainly on the WestCoast-there has been no majorwork stoppage or labor dispute inPortland's harbor for more than12 years.

The Portland Dock Commission'~

traffic and sales department includes an active New York tradedevelopment office, J. W. Buckley& Co., and a full-time staff oftraffic experts who constantly callon Portland's harbor customersthroughout the United States todiscuss individual problems ofcargo handling and to develop newimport-export markets for them,...\dditionally, Dock Commissionmembers and staff have traveledextensively throughout Japan andthe Orient, calling on shipping andtrading company officials for thedevelopment of tradt with theNorthwest.

Portland sponsored one of thelargest delegations to the 1959Fifth Annual Japan-America Conference of Mayors and Chamberof Commerce Presidents in Osaka,Japan, and was selected as the hostcity for the biennial conferenceto be held in 1961. Conference

21

Boycotting Greek Vessels atKobe

Due to the breaking of the accommodation ladder of the Greekvessel Asteris in Kobe Port on July~,. Seven Japanese workers felloverboard and one of them died.The Central Executive Committeemembers of the Federation of theJapan Port and Harbor Workers'Unions (membership: 11,000) metin Kobe on July 27 and decidedTo refuse handling cargoes on Allvessels under the Greek flag entering Kobe Port from the 26th.

Mitsui Line to Extend NY i unto Toronto

Mitsui Steamship Companyhas decided to extend its regularservice to New York to Torontowith the August ship MayasanMaru (11,489 tons d.w.) The company, which has extended the service to Montreal and Quebec areawith Iino Line, has so far acceptedcargoes for Toronto in the form oftranshipment at Montreal. Thecompany is the second Japaneseshipping line to lino Line to extend to that port.

deep water, suitable for waterborne commerce facilities. TheDock Commission has taken greatstrides in maintaining these areasfor future public or private development as centers of commerceand industry lest they be lostthrough poor zoning and encroacrlment of non-commercial enterprises.

The Port of Portland Commis~ion, a state organization havingthe development of industrial landsites as one of its primary re~

ponsibilities, controls several largeacreages that are presently beingdeveloped for immediate use. Theseinclude one of the last remainingacreages in close proximity todowntown Portland and the centralharbor area.

Portland's harbor has broughtprosperity and a strong economyto Portland and its trade territory.I ts harbor stands on the thresholdof new and better concepts ofhandling ships and cargoes. Portland's harbor is here to providemany years of economical, efficientservice to the world's growingmaritime commerce.

iand and was participated in byapproximately 25 nations. It washailed by all foreign delegationsas one of the finest trade fairsever held iIi the United States, andone high-ranking European tradeofficial described it as more nearlythe truest "trade fair" he had everseen held in America.

In November of this year, Portland's new Memorial Coliseum willbe officially opened. This gigantic,modern exposition and recreation(~enter will feature as one of itsl1rst attractions a large ColumbiaBasin Exhibition and Trade Fair.

Nearly 200 lines of merchandiseand services will be represented.including exhibits from foreigncountries. Imports and exportswill be displayed, focusing onproducts of the Northwest andColumbia Basin regions. Overall,a strong representation of products that are handled throughPortland's harbor, both inboundand outbound, will be featured.

The Dock Commission, in late1960, will launch a new programof harbor development that willsee the further investment of$20,000,000 in port facilities. Newpiers, both for general cargo, bulks,and specialized cargoes, will be\:onstructed, new containerizedeargo facilities will be provided,and general overall modernizationof existing facilities will be included in the program.

Privately owned facilities in thenarbor provide for handling ofgeneral cargo (three terminals)and special cargoes, such as grain,cement, lumber, scrap metal, petroleum and chemicals, and paperproducts.

Portland, the City of Roses andWorld Seaport of the Pacific, takespride in its position of leadership,qmong West Coast ports and inthe fact that many national andinternational firms are selectingPortland and its metropolitan areafor locating. Nearly 13,000 Portland citizens are actively engagedin the day to day business ofhandling Portland's harbor artivities--this means a $60,000,000harbor payroll.

Many ideal industrial sites areavailable in and around Portlandfor heavy or light manufacturing,warehousing, etc. A great number of such sites are located on

22

* * *

L. A. Port BudgetThe Los Angeles Board of Har

bor Commissioners has approveda budget of $27,027,487 for theport's new fiscal year ending June30, 1961.

According to Bernard J. Caughlin, general manager of the Portof Los Angeles, the 1960-61 budget is made up of the followingitems: $9,166,000 in estimatedearnings; $5,861,487, anticipatedcarry-over from 1959-60 budget;and $12,000,000 through sale ofharbor revenue bonds.

The port official reminded thata chart~r amendment authorizingthe Harbor Department to issuerevenue bonds was approved by athree-to-one majority of the city'svoters in April 1959 municipalelection:

"The $12,000,000 bond issue willbe paid off entirely from portearnings," he said.

Revenues in the coming fiscalyear are expected to come fromthese sources: shipping services,$4,975,000; land, building andwharf rentals, $2,185,000; allroyalties, warehouses, railways andferry earnings, $1,063,000; andnon-revenue reimbursements (saleof property, services, etc.) $943,000.

Principal expenditures listed inthe new budget are: new construction and capital improvements,$15,319,807; salaries and wages,43,816,382; maintenance, alteration and repair of facilities, $452,000; and bond interest, $101,632.

Major items in the constructionbudget are five new wharves, $11,900,000; structural steel for thenew passenger-cargo terminal tobe built on Main Channel and preferentially assigned to AmericanPresident Line $1,200,000; dredging, paving, etc., $920,000; andearth fills, $200,000.

* * *Yusen Air Service ExpansionYusen Air Service, Ltd., which

set up its Osaka business officesome time ago to expand its business in the Kansai area, has recently divided the office into the OsakaPassenger Office and the KobeOffice. While the former handlespassengers by air -and sea, thelatter does air cargo business only.'l'he Osaka office is located in theOsaka branch of NYK Line, No.20, 4-chome, Minaminihon-machiKita-ku, Kobe. '

BALTIMORE-WORLD PORTBaltimore is an old port with

progressive ideas.

Foreign trade first started using

this deep water, well-protected

port more than 250 years ago.

Since then well over a billion tons

of cargo from all over the world

has crossed its 85 available berths

and wharves in a constant flow.

Situated at the mouth of the

Patapsco River, Baltimore offers

two gateways to the Atlantic;

through the Chesapeake Bay and

Capes, or the Chesapeake and

Delaware Canal.

Some 6,000 ships yearly, load-

ed with almost 25 million tons of

export-import cargo, serve this

inland port of the Atlantic.

At Baltimore, these cargoes are

handled by skilled longshoremen,

using modern methods and facili

ties. The port is famed for its

safe, speedy handling of commodi

ties of all types, and holds im

pressive records for rapid turn

around of vessels.

Baltimore is now moving ahead

with a far-reaching program of

harbor development that will

enable it to offer unexcelled facili

ties for the movement of all gen-

Through the courtesy of the

Maryland Port Authority, we

are happy to introduce to olar

readers the recent activities of

the Port of Baltimore as well

as its facilities and its water

side industries.-Editor.

eral and specialized cargo.

The direction for this major

development campaign is in the

hands of the Maryland Port Au

thority. Created in 1956 by a spe

cial act of the Maryland Legisla

ture, the Authority is already well

on its way to carrying out itslegislative mandate-lIto increase

waterborne commerce of the porL"

Baltimore . . . An aerial view of the Port's inner harbor area, showing at left the\Upper Repair Yards of the shipbuilding division of the Bethlehem Steel Company.The Port of Baltimore, located at the head of the Chesapeake Bay, 150 nautical mileslfrom the Atlantic ocean, has 30 miles of developed waterfront. In 1959, it handled;20.7 million long tons of foreign waterborne commerce, the third highest volume for

ports of the United States.

23

BALTIMORE ... Tl:ePort Covington terminal of the Western· Maryland Railway includes 5cove~ed piers, 2 openp:ers, a coal pier,new modern oredock equipped withtwo highspeed unloading machinesan:! automatic weighing devices and grainelevator. The facilitycan unlcad 27 vess:Isdmultane:msly.

To further attract the shipsthat will carry tomorrow's trade,a program for widening and deepening of the main and approachchannels in the Bay and harboris now underway. Approved bythe U.S. Army, Corps of Engineers, this project will offer safepassage for the largest of the newsuper cargo carriers now on thedrawing boards. The completedchannel program will improvemain channel access from its present 39-foot depth and 600-fcotwidth to 42-foot depth and 800foot width.

In August of 1959, the HawkinsPoint pier, first construction prcject of the Maryland Port Authority, was in full use, feeding rawmaterials into the fast growingMarley Neck industrial area atthe southwestern end of the harbor.

Marley Neck is a 5,200-acrearea that has been opened for development of heavy industry. Presently located at this ideal site area $50 million paint plant, $30 million copper refinery, and a steelplant. A gypsum company willbegin construction on a new plantin the near future, and other industries are in the process ofstudying the advantages offered inthis area.

The Hawkins Point pier is builton the site of Baltimore's formermunitions pier that was destroyedby fire in January, 1951. The pier

24

and surrounding 137-acre sitewere purchased by the MarylandPort Authority in July, 1958 for$1.5 million, and new constructionbegin in September.

The pier is 90 feet wide and720 feet long, and s~ecially r€mforced to support the gantrycranes that will be installed inthe future. The pier is equippedwith four sets of railroad tracksthat have a capacity of 56 carsand a support track capacity of170 cars. The pier's access channel and slips are 36 feet deep, andthe channel is 300 feet wide with150-foot slips at each side of thepier. The pier is also equippedwith a building and parking arc afor stevedores and customs agents.

Across the harbor, the MarylandPort Authority has initiated oneof the largest building programsin the modern history of the port.This is the Dundalk Marine Terminal project. Dundalk Terminalwas the former airport for the Cityof Baltimore, but shrunken inuseful size by the demands ofmodern aviation, the field was soldto the Port Authority in March of1959 for complete renovation as amajor marine terminal.

Under the contract purchaseagreement the Authority receivedlease rights to 126 acres when theagreement was signed with theCity of Baltimore and BaltimoreCounty. On January 1. 1961, the

Authority will assume ownershipof the entire airport.

Dundalk Terminal is a 353-acresite at the southeastern End ofBaltimore Harbor. Ship access tothe terminal is provided by a7,100-foot long, 30-foot deep channel. This channel is 150 feet wideut the harbor end, and 200 fEetwide along the entire 3,000-footbulkhead.

Construction and improvemenbat Dundalk Marine Terminal areproceeding rapidly. Two renovatedberths have been in operationsince January, 1960, and threemore are presently being strengthened and renovated. The bulkhead is being reinforced and prEpared for the eventual installationof two gantry cranes. The entirearea will have a 50-foot apron, andby April, 1961, five berths will bein full operation. Construction ofwarehouses, transit sheds, serviceareas, a truck depot, and trackagefor Baltimore's railroads is plarned for the near future.

Harbor Terminals Incorporated,Dundalk Terminal's first client,is engaged in servicing and storjng thousands of European automobiles, the beginning of an estimated 60,000 per year.

While such dramatic changesare taking place at Baltimore, theport still depends on solid, longstanding assets to attract shippers.

Dundalk Terminal, the newest marine terminal in the Port of Baltimore',npened tc receive the first ship ever to dock at the former airport onJanuary 4, 1960. The 353 acre site was bought from the city in November,1958. Repairs have been made to the former seaplane hanger and to thebulkhead, and a 20 acre plot of land has been paved, lighted, and fencedfor an importer of foreign cars, the first tenant. The Maryland PortAuthority took possession of 126 acres On January 1, 1960, and will

assume ownership of the remaining land on January 1, 1961.

BALTIMORE ... The B&O Railroad's modern fruit pier at Locust Point isthe site of the annual discharge of more than 4 million stems of bananasannually. Approximately two United Fruit Line ships visit the pier weekly.Cnmpletcly air conditioned, the new $4.3 million pier has modern conveyor~ystems which permit the simultanenus Inading of 63 railroad carS locatedon 7 undercover tracks. The motor truck area provides covered space for42 trucks and an additional 12 out-of-doors. Preheating yards adjacentto the terminal are capable of controlling the temperature level in as

many as 180 rail cars prior to loading.

yards where hundreds of moderntankers, cargo carriers, and spedal ships have gone down the'Nays.

Other new ships find their

8 million tons of steel every year.I ts furnaces consume more orethan any in the world. Some ofthis steel moves next door to beused at Bethlehem's shipbuilding

High among these are the existing terminals of the four railroads that serve the port area.

The Baltimore and Ohio, Vvestern Maryland, Pennsylvania, andCanton Railroads have investedmore than $100 million in waterfront development at Baltimore.As a result, the port can berthsome 85 ocean going ships simultaneously; can store over 13 million bushels of grain; can loadsome 10,000 tons of coal r:eL' hour;has become a leading importer ofore and chemicals and offers integrated, rail-to-ship and truck-toship piers in all areas of the r;ort.

For special cargoes, Baltimor2offers special handling. At the:Baltimore and Ohio, United FruitCompany's new pier, bananas areunloaded by giant cranes thatcarry 8,000 stalks an hour to COH-

veyor belts which feed th2 fruitto waiting rail cars and truckE'.Baltimore's three large ore p~ers

handle more than 7,000 tons a"!lbour, and the coal piers are capable of loading 9,700 tons an hour.

Bonded warehousing, fumigation services, excellent foreignbanking facilities, heavy lifeequipment, are all at the disposalof shippers who have learned toregard Baltimore as the EconomyPort of the United States.

Economy is a key factor in theBaltimore picture. The port'sfreight rate differential under thatof New York and Philadelphia tothe inland east and the industri::dmidwest results in lower freightcharges on both import and exporcmovements.

Baltimore is a port in depth.

The huge industries th::'.t l'nethe harbor area absorb a largeportion of the raw materials thatpour into the port. The largestsugar refinery on tidewater islocated in Baltimore. Chemic3.Ls,fertilizers, soap products, copperand brass products, spiceJ, food",medicine and building materialsare manufactured or prcc:E~ed atwaterfront locations.

The biggest of all the watersideindustries is Bethlehem Steel,Sparrows Point. This is the largest steel mill in the world. Itemploys some 30,000 people, uses1/400 of all the electric powergenerated in the United Statesevery day, and produces more than

25

Baltimore . . . This is the master plan for the proposed Dundalk MarineTerminal, the Port of Baltimore's newest marine facility. It will providemarginal berthing areas to accommodate eight ships; a 50-foot wide apronalong the full length of the berths; transit sheds with a total floor areaof 96,000 square feet per berth adjacent to the apron, and a fully integratedplan for truck and rail service that will permit direct loading and unloading of cargoes from railcar and ship. In addition, there will be asupporting yard nearby to accommodate 500 rail cars, and a rectangulargrid system of roads providing truck access to the development sites.Immediately beyond the perimeter zone, areas have been designated forwarehouses and open storage. Total construction costs for the terminal'scomplete development has been estimated at $21 million. Its 8 cargo

berths will be able to handle 2.8 million tons of cargo.

beginning across the harbor atMaryland Shipbuilding and Drynock Company. Here, engineershave devised new methods of renovation as well as repair. Maryland is world renowned for its"jumboizing" process, by which aship is cut in half and elongatedby the insertion of a new "midbody" increasing its cargo caracity by as much as 25 %. Thisprocess takes only 56 days whenhandled by Maryland Shipbuilding's skilled workmen.

Other major ship repair workis handled by the Bethlehem Steel,Key Highway Yards, and othertop-ranking yards that dot thewaterfront.

Baltimore can truly cla~m EX

cellence in not only loading andunloading the ships that traverseits busy waters, but the repair andbuilding of them as well.

To hurry the cargo to thesewaiting ships in good order, thePort of Baltimore is fortunate inhaving excellent rail and truckfacilities. The rail yards of therailroads that service the port canhold some 32,250 cars at a time.All these rail yards are strategically located in direct suprort of the

26

tracks that reach out on the piers.

The State of Maryland's newhighway construction program is'Nell past its halfway mark. N eiYsuper interstate and national highvrays, a Baltimore County beltwaythat surrounds the city, and theBaltimore Harbor Tunnel providetruckers with direct non-stoproutes into and out of all majorcargo loading and dischargingareas of the port.

Spurred on in part by a surging program of port development,the City of Baltimore is new engaged in a giant face-lifting project that will give rebirth to th~

entire downtown area. The twomodern developments are to becalled the Charles Center and theCivic Center. Along with modernoffice facilities, these two projectswill provide sports areas, newstores, and entertainment center.

At Friendship International Airport, jet planes now roar off onl~egular schedule to the West Coast,and international travel at thismodern field increases monthly.

The entire area revolvingaround the Seaport of Baltimore ismoving forward to meet the needsof a fast-expanding world trade.

Baltimore Busy Building Specialized Cargo Terminals

Baltimore is a port that hasbeen involved in extensive foreigntrade for more than 250 years.

Each year more than 6,000ships, loaded with more than 25million tons of export-importcargo serve this "westernmost ofthe eastern seaports."

To service these ships, Baltimore is now moving ahead witha far-reaching program of harbordevelopment that will enable it tooffer unexcelled facilities for themovement of all general and specialized cargo.

The first new facility to be conE1tructed in Baltimore as part ofthis development program is theHawkins Point pier. This pierwas in full use by August, 1959,feeding raw materials into the industrial area of Marley Neck, a5,200-acre site at the southwestern end of the harbor. The pieris presently providing deepwateraccess to a $50 million paint plant,$30 million copper refinery, and asteel plant. A gypsum plant willbe established here in the nearfuture.

This pier is 720 feet long and90 feet wide, and during the construction the pier was speciallyreinforced to support the gantrycranes to be installed when theneed develops. The pier is equipped with four sets of railroadtracks that will accommodate 56cars. The supporting area is largeenough to hold an additional 170cars. The access channel is 390feet wide, and slips alongside thepiers are 150 feet wide. Both thechannel and slips are 36 feet deep.The pier is also equipped withmodern facilities for customsagents and stevedores.

Across the harbor the MarylandPort Authority has initiated thelargest building program in themodern history of the Port ofBaltimore. This is the Dunc'alkMarine Terminal project. Dundalk Terminal is the former airport for the City of Baltimore.Shrunken in size by the demandsof modern aviation, the field wassold to the Port Authority inMarch of 1959 for complete renovation as a major marine terminal.

The Japanese trainin;g vessel NIPPON MARU prepares to depart fromthe World Seaport of Baltimore following a six-day visit commemoratingthe lOOth anniversary of the signing of the first. T~~aty . of .Amity an~

Commerce with the United States. The NIPPON MARU carried acomplement of 46 officers and crew and 85 Merchant Marine cadets.While in Baltimore, the cadets visited with the Mayor of the city andattended a special Baltimore Oriole night baseball game. They ~lso

visited Washington, D.C. and were guests of honor at a reception atthe Japanese Embassy. One of the highlights of their visit was atrip to the U.S. Naval Academy at Annapolis, Md. The return trip toBaltimore was made aboard the Maryland Port Authority's cruisebOi;at, PORT WELCOME. The voyage up the Chesapeake Bay was

enhanced by servings of favorite Maryland foods.

The Maryland Port Authority israpidly developing the 353-acreairport into what is going to beone of the most modern and effident general and specialized cargoterminals on the East Coast.

The location for a new facilitycould not be more ideal. DundalkTerminal is located at the south\vestern end of Baltimore Harboradjacent to the main ship channel.Access to the berthing area is provided by a 7-100-foot long, 30-footdeep channel. This channel is 200feet wide along the 3,000-footbulkhead providing ample maneuvering area.

Construction and improvementsat Dundalk Terminal are well underway. Two renovated berthshave been in operation since January, 1960, and three more arepresently being rebuilt. Two ofthe five berths are being speciallyconstructed to support the eventualinstallation of two gantry cranes.The entire area will have a 50foot apron. Construction of warehouses, transient sheds, serviceareas, a truck depot, and trackage for Baltimore's railroads isplanned.

Harbor Terminals Incorporated,the Dundalk Terminal's first client,is engaged in servicing and storing thousands of European automobiles, the beginning of an estimated 60,000 per year. Othercompanies are expected to beginconstruction on their new facilities very soon.

106.400-lon Tanker Launched

The world largest tanker, Universe Daphne (106,400 tons d.w.)was launched at National Bulkcarriers' Kure shipyard on July 10.Upon completion about the end ofSeptember, the ship, to be chartered by the Idemitsu Kosan K.K.will leave for the Middle and NearEast on her maiden voyage andwill return to Tokuyama Port withabout 120,000 tons of crude oil atthe end of this year. The sistership of the Universe Apollo is saidto have cost ¥5,000,000,000 for construction, details of which are notavailable. Her name Daphne,which comes from Greek mythology, is the trade mark of highquality lubricating oil of Idemitsu.

Lino Line to Sever NY EastCanada Service

As the result of the decision orlino Line to divide its regular service between Japan and New York/East Canada into Japan-New Yorkservice and Japan-Canada andGreat Lakes serice, the first linerfor Great Lakes the Takeshima:Maru (11,881 tons d.w.) sailedrecently from Yokohama, the lastport of call in Japan with 5,000tons of cargo. The service isscheduled for operation during theperiod from March to October whenthe St. Lawrence is open to traffic.

Korean-Line to Enter Bt!ngkokService

The Daikan Kaiun Kosha (GreatKorean Shipping Corporation) isslated to have applied for mem:bership to the Japan Thailand.Freight Conference to operate aregular service between Japan andThailand. If the application is notaccepted, the line will make noneonference sailings from the endof July as the K.S.C. L~Be. Theline has been entrusting tITe operation of their two C1-type ships(6,000 tons d.w.) to Everett SiamLine.

27

Indian Freigherto Long Be~ch

A new freighter from Indiawas in Long Beach Harbor Friday (July 15), as the first ship of~t new monthly service to the Portfrom Bombay, Cochin, Colombo,Madras and Calcutta.

The vessel is the 12,590-deadweight-ton J ALAKRISHNA, closely followed here by another ship,J ALADUTA, from the same line,Scindia Steam Navigat~on Co. Thevessels docked at Berths 32 and33, Pier D.

The Scindia firm is an Indiancorporation founded in 1919, withheadquarters at Bombay. Theyalso operate a service to and fromthe Gulf and East Coast U.S. portsand Alexandria, J eddah, Aden,Karachi, Bombay, Colombo, Madrasand Calcutta.

In emphasis of Long Beach's"International City" theme, lovelyJoyce Loedige, 19, represented theChamber of Commerce in welcoming festivities for the Indianvessel and her master, Capt. M. M.Kothawala.

John P. Davis, president of theBoard of Harbor Commissioners,~,nd other Port officials were hostto Capt. Kothawala and Capt. W. L.Atkinson, skipper of the JALADUTA and commodore of theScindia company's 57-ship fleet, ~t

a luncheon.

While here, the Japan-builtJ ALAKRISHNA loaded 2,500tons of general cargo and 12,000bales of cotton before sailing onher 25-day trip back to Bombay.

J ALADUTA, inbound, dis-charged 800 tons of general cargobefore leaving for San Francisco.Portland and Seattle. The shipwill return here August 23.

The Scindia line is one of thefew in the world headed by awoman. The firm's managing director is Mrs. Sumatiben Morarjee.

The prefix J ALA in the nomenclature of the company's fleetmeans ;'water." Thus J ALAKRISHNA means "Lord of theWaters."

Westfal-Larsen Co., Inc., isPacific Coast agent for the company.

Korean Line to ResumeJapan-Korea Servie,e

In view of the bright outlook forJapan-Korean trade and of the relaxation of restrictions on importfrom Japan, the Daikan Kaiun Kosha (Great Korean Shipping Corporation), which has been suspending its regular service betweenJapan and Korea since Novemberlast due to fall in the trade volumebetween the two countries, has decided to resume the regular service between Inchon, Pushan, Moji,Hanshin and Yokohama. C1-type'vessels such as Moppo and Jinsen(3,800 tons gross each) is scheduled to be used on the service.

* * *Clos,ed Freightage ExtendedAt the regular general meeting

held on July 20, the Japan Atlantic and Gulf Freight Conferencedecided to extended again the period of validity of closed rateswhich are due to expire on August31 to the end of October, it is said.The Trans-Pacific Freight Conference of Japan decided also toextend the period of validity ofclosed rates on all items to the endof October. Meanwhile, the periodhas been extended further toDecember 31, this year.

28

Left to Right: Capt.M. M. Kothawala,Master of the M/VJ A L A K R ISH N A;Joyce Loedige, representing the LongBeach Chamber ofCommerce; and JohnP. Davis, Presidentof the Long BeachHarbor Commission.Miss Loedige, dressed in an authenticIndian sari, is seenhere showing Capt.Kothawala an ornamental brass flaskcalled a Surahiwhich was sent tothe Port of LongBeach as a gestureof good will by thePor,t of Bombay,IndIa,

(This report was prepared in collaboration by the above-statedthree Greek port workers on the fellowship granted them by theBureau of Technical Assistance Op,erations, United Nations, June,1959. It is our privilege to introduce it, with their permission,to our readers in a brief summarized form.-Editor).

Report on the Organization, Operation andInstallations of Certain European Ports

Mr. I.e. Milissis: Chief, Operation Division of Port of Piraeus

Authority, Greece

Mr. D. Tzamaloukas: Manager, Port Construction Division of

Port of Piraeus Authority, Greece

Mr. J. Papadopoulos: Manager, Technical Services of Free Zone and

Port Salonica, Greece

Introduction

The authors made a comparativestudy of fourteen European ports

--London, Cardiff, Newport, Pot't

Tuloot, Liverpool, Southampton,

Hamburg, Copenhagen, Stockholm,

Gothenberg, Amsterdam,Rotter

dam and Genoa, which they had

visited.

The main subjects picked up for

their study were as follows:

1) Administration and organization

2) Allocation of port workersand their productivity

3) Length of quays and depth ofwater alongside

4) Storage facilities

5) Mechanical equipments

However, this summary was

made concerning the first two

subjects only, namely, administra

tion, organization, labor supply

and finance.In doing the study, they never

overlooked the basic natural factors, such as geographical location,hinterland, railway and truck approachs, area of water surface and.tidal phenomena. A mere comparison of total tonnages of cargoes and vessels would have failedto grasp the actual potentiality ofa port unless such tonnage hadbeen broken down into general,bulky and transhipped commodities or into various types of7essels.

In the United Kingdom, theyvisited the so-called lllocked ports",

(~xcept Southampton, which needspecial technicalities in maintaining docks and dredging navigablechannels. The four large ports onthe northern European Continent,though they belong to three different countries, were observed bythe authors to be very similar in(1) being located closely with oneanother, (2) competing to servetheir common hinterland, (3) fostering businesslike initiative torender port facilities and servicesto cargoes and vessels, and (4)being governed by the municipalauthorities with little interferencefrom the State, they each constituting "a private port", so tospeak.

I. Functional Types of PortAdministration

These ports are actually administered in different ways. Whyhave they not adopted the samesystem of administration and or··ganization? The answer, according to the authors, lies in theirdifferent historical backgrounds,The ports, just like towns andstates, have grown up in differentcircumstances through many centuries. All ports of the worldseem to tend towards a definiteand concrete direction which hasbeen proved to be the best of allby long experiences of port activities. But yet, this tendency cannot be realized in a short time onaccount of their long-establishedhistorical structures mingled withcomplicated interests existing so=cially and economically. Thus, theauthors conclude, the younger isthe port, the better is its admin-

istration.The main ports in Europe, in

fact, do not differ from one another in the pattern of administration but differ considerably in thescope of their functions performed at present. For example, atCopenhagen, almost everything isdirected and performed by theport authorities, while in Hamburg, the municipal authorities ex,elusively take care of the construction and maintenance of port facilities, leaving warehousing, lightering and tug-boats to private enterprise. Their historical circumE:itances will explain its reason whythere is such variety in the scopeof functions.

During the past century or so,however, means of goods transportation and foreign trade havegreatly changed. At present, thecargoes are carried by ships belonging to the sea carriers at therisk and account of the bankerswho are actually interested in thl~

shipments which are liable tovarious expenses, whereas themerchants cannot interfere because they are not as yet theowners of the cargoes. The cal'goes, therefore, arrive at the destination without diligent care of theactual owners. Sea carriers try todischarge as quickly as possible.Port workers want only to earnmore money with the least possibleeffort. These situations gave riseto a modern commercial port,where there must be a certainauthority to take care of all facilities and services necessary forsafe and quick transit of cargoes.

Modern ports should have, atleast, three important functions.They are (1) construction andmaintenance of port facilities, (2)nlloeation of facilities (such aslaborers, machines, sheds, watel'and inland transportation, etc.)required by cargoes, passengersH.nd vessels, and (3) regulations 0:[

working conditions within a p0rtto preserve and protect them fromfire risks.

The authors stress that the idealpattern of modern port administration should be an autonomous organization governed by a Boardwhich is composed of the portusers-manufacturers, merchants;:"nd shipowners, etc. The State(chiefly Ministries of Public Worksand Finance), Pilots and Tourism

29

Association should also participatein the Board with a lesser numberof seats. And any representationof civilian individuals interested5n port matters, if allowed to participate, will be proportionate tothe volume of traffic and workturnover in its port. The conclusion arrived at by the authors, isthat a modern port should (1) beautonomous as much as possible,(2) be administered by a Boardrepresented adequately by privateand public individuals in proportion to the extent of their respective interests and traffic, (3) perform as many functions and beenpowered with as wide jurisdiction and control as possible, and(4) execute it~. administrationwith businesslike initiative to attain its exploitation.

II. Organization

It is quite natural that theirorganizations are not similar sincethe patterns of administration andthe scope of functions differ sogreatly from one another. Stillthe authors try to find out twotypes of organizations for theports.

(l) Three big and distinctivesubdivisions

a) Construction, maintenance,technical services

b) Exploitation services to cargoes, passengers and ships

c) Regulative services as apublic authority empoweredby the State

(2) Many departments with rela-tively limited functions

For example, Warehousing,Dock Offices, Accountants, Railroad, Construction Works, Machinery Supply, Supervisor, etc.,all of which come under thedirect control of a General Director.The latter type of organization

is found at the old ports. TheGeneral Director has no time togo into details of so many business coming to him and is obligedeither to neglect general instructions and contacting higher authorities or to leave importantbusiness to the Assistant GeneralManager or other staff who actually coordinates jobs assigned toseveral departments, just the sameway things are dealt with underthe former type of organization.

In any case, three leading employees-Chief Engineer, Exploitation Superintendent and HarborMaster-exercise their distinctduties, besides those usual staffmembers engaging in accounting,personnel affairs, etc.

The authors, then, introduce the

organization charts of London,Liverpool and Hamburg, in addition to those recommended respectively by two port experts, Mr. F.M. Du Plat Taylor, former ChiefEngineer of Liverpool and Mr. A.Fugl-Meyer of Copenhagen. Thechart drawn by the former isgiven below.

III. Labor Problems

Until various machineries became necessary to load or unloada big lot of bulky dry cargoes andgeneral goods requiring carefulhandling, no difficulties were beingexperienced to find free and unskilled men who mainly helped aship's crew in handling cargo toand from small vessels. In thesedays, however, no ship's crewopened hatches or drived winches.We now need skilful and experienced workers who know how tohandle various cargoes with manykinds of machineries aboard shipand on piers, although there is noassurance either about a stablemovement of traffic or earning ofwages by those skilled workers.To make this situation worse, menat almost all ports have organizedtrade unions to protect theirlivings.

Major European ports were noexception to this situation, which

ORGANIZATION CHART

Recommended by Mr. f. J. Du Plat Taylor

IRailwayManager

IChief Warehouse

Keeper

iWarehouse

KeeperI

I ISuperintendents Warehouse

of Docks Keepers

-Commercial & Publicity-Harbor & Lighting-Finance- Works, Stores & Parliamentary-Staff

ICommercial

Harbor Master ManagerII

PublicityDep't

II Agents

CivilEng.

Committees

IDredging

Eng.

IMechanical

Eng.

IChief

Examiner Treasurer EngineerII

Collector ofCashier Charges & Dues

Management Commissioners ----\ Secretary II

Consulting Engineers General Managerfor New York Assistants

I

IElectric

Eng.

Accountant

I IStaff Store

Solicitors Master KeeperAssistants

IMarine

Surveyor

IDock

Master

ISuperintendentof Wreck Rais

ing Service

IBuoying &

Lighting

IDry Dock

Staff

30

gave rise to two problems hard tosolve. They are (a) an effectiveallocation of adequate manpowerin short time and (b) recruitmentand preservation of skilful workerswith least casualization of works.

The allocation of port workersat those ports visited by the authors, are not carried out by dispatching them from a single central hall where they gather everymorning to be checked in the roll.Instead of this, private stevedoring contractors have their ownmen permanently available for dispatching directly from contractorsoffices to working spots after selection is made to meet job requirements. Any more extra or casualworkers are hired by those contractors through the public laboroffices at the last moment onlywhen those permanent men arefound insufficient. It is recommended that the number of suchpermanent workers should be fixedby the monthly average numberdemanded.

Permanent employment and freechoice of men by such privatecontractors greatly facilitate aneffective allocation of manpower.At Piraeus, Greece, the port authority is the only employer of aUmen working in the port their;;;eleetion and allocation of menbeing conducted by it.

As to the decasualization ofpermanent force of skilled workers, the actual remedies are foundin different patterns, depending onvarious circumstances existing indifferent ports. Detailed introduction by the authors is made aboutthe National Dock Labor Boardestablished in British ports O~l

national level. Another pattern isthe organization set up on a levelof individual ports as in the caseof Hamburg (Gesamthafenbetrieb), Rotterdam (S.V.Z.) andAmsterdam (S.H.B.). The3e organizations of decausuaEzationwere formed by the mutual agreement signed between the unio:lsand the bodies of employers, including all parties such as steamship owners, stevedoring contractors, warehousing companies andport authority. Contributions added to the wages is collected fromthose employers to accumulate necessary fund for guaranteeing idlewage payable both to permanentworkers (smaller amount than re-

gular pay) and extra workers(lesser than idle wage payable topermanent workers).

Still, there is another patternwhich is followed by Gothenburg,and Copenhagen, where such organizations are established in theform of "Incorporated Company".I n Genoa, there is also such cooperative bodies which collect idlemoney for workers.

The authors prefer British pattern to those of the three Continental ports, for the reason thatthe former is more dependablethan the latter financially and unemployed men can be transferredto another brisk port. But thedockers training schools at Amsterdam, Rotterdam and Antwerpare praised by the authors.

In conclusion, the followingpoints are stressed by them: (a)Dockers' work is casual in its nature, (b) daily idle wages shouldte paid to preserve able and skilful dockers, (c) guaranteed idlewage rate should be lower thanregular rate, (d) a wider scale ofdecasualization will bring betterassurance both to dockers and organization.

At Piraeus, since the port authority gives its permanent workers full assurance of employmeJtat individual port level and at100 % of daily wage rate, workersare entitled to receive the full payfor an idle day which immediatelyfollows the 24 hour work withbetter earnings. The condition isworse at Salonica and other localports where workers unions havea pooling system to collect weeklyearnings from workers and returnthem equally. Under these systems, workers are morally obligednot to be idle but there is no assurance whatever for the~r idlewages.

Then mechanization of cargohandling is mentioned especially~bout general cargo. They studypallet and forklift truck, container, roll-on and roll-off and specialships equipped with detachablecompartments, in order to find outthe fittest mechanization applicable to the Port of Piraeus fromthe viewoint of their productivity.

IV. FinanceThe authors picked up many

enterprises (functions and services) of port authorities theyvisited to study their financial

conditions. Among them construction and maintenance of portfacilities cis the basic enterprise,without which no other enterprisesare possible. Other. enterprisesinclude warehousing, mechanicalcargo handling gears, allocation ofworkers, cargo handling tools,lighters and tugboats, towing, drydocking for repairing ships, meansof inland transportation and watersupply. Usually these enterprisesare executed cooperatively by portauthorities and private concerns,because there are otherwise Ull

bearable burdens of general expenses and necessary coordinationof activities. In other words, anyone of these enterprises is notmonopolized by a private concernbut is operated either jointly byport authorities and private concerns or by a group of privateconcerns:

The authors confess that thefinancial study is impossible because it requiries an extensiveknowledge of local circumstanceseven if budgets and balance sheet~Clay be available. But so far asthe functions and services rendered by port authority is concerned,the authors reach the followingconclusion:

a) Port authority may be ableto enjoy a better financial positioLif it operates as many functionsas possible. Efforts should be0xerted to widen its functionseven in a monopolizing way or inorder to reduce its general expenses.

b) Financial situation of anyport authority has no concern withport traffic. Heavy movement oftraffic will not always lead it toenjoy better financing.

e) Above statement does notmean the port authority runs itsenterprises in red figures, butprofits derived from port trafficflow into private concerns whichwill probably be invested to improve the private-owned facilitiesto attract more traffic.

The authors then recommend themechanical book-keeping systemwhich is adopted at almost all portauthorities. Single or double entry book-keepings are now out ofdate. Figures indicated in perforated cards can be used formany purposes such as accountinQ"statistics, cost calculation, manag~~ment control and so forth.

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f· ···..·-..·..···..··-·-·········-····..····-·········-··· -.- -.-.- - -.- .~ Miscellaneous......................................................................................................................................................J

* * *

Daido to Resume Moji CallThe Daido Shipping Company

recently decided to resume calls oftheir liners on the U.S. PacificCoast and Gulf services at MojiPort with the June ship KoraiMaru (10,343 tons d.w.), whichloaded 1,600 tons of cargo and theJuly ship Kotei Maru (11,622 tonsd.w.) took in 800 tons of cargo.It is because their liners stop atJacksonville where other lines'ships do not call that the companyhas obtained a good result in soliciting cargo at MojL

Dockers' Hospital in YokohamaThe Yokohama City authorities,

which have been working out aplan to build a municipal hospitalfor dockers working in YokohamaPort as part of the enterprise commemorating the centenary of theopening of the port, have decidedto erect the hospital at No.6, 3chome, Shin Yamashita-cho, Nakaku, Yokohama at a cost of ¥240,000,000. The ground breaking ceremony and the corner stone layingceremony were splendidly held onJuly 23, attended by those concerned. The hospital will be afour-story building with a basement floor and will be providedwith 122 beds. It is scheduled foreompletion within this year.

***

Allotment of 12 NDe Vess,elsDecided

Vess:e.Js for U.S. Calling Mojiduring August

According to survey by the Kanmon Shipping Agents' Association,vessels bound for the United Statesports which call at Moji Port inAugust will include 19 Japanesevessels and 17 foreign ships, totaling 36. Of the total, 17 vessels (9Japanese and 8 foreign) are destined for the Atlantic ports suchas N ew York, Philadelphia andothers, 7 vessels (5 Japanese and 1foreign) for the Pacific Coast portssuch as San Francisco, Los Angelesand others. The number of vesselscalling Moji by sailing scheduleswill be 9 in the first part of themonth, 10 [n the middle part and17 in the last part.

According to information received by certain foreign shipowners here, as the result of bids,seven out of 12 high speed cargovessels for the National Development Corporation of the Philippines now under construction atJapanese shipyards have been decided to be awarded to the UnitedPhilippine Lines and five to theMaritime Company of the Philippines. C.F. Sharp & Co., Inc. willhandle UPL's business in theOrient. The new steamship lineintends to charge conference rates.

* * *Hitachi's Dry Dock iii Full

OperationThe big dry dock capable of ac

commodating a 40,OOO-gross-tonship at Kanagawa shipyard of theHitachi Shipbuilding and Engineering Company has been in fulloperation since it was completedin June 1959. According to thecompany, 23 Japanese ships (246,276 tons gross) and 38 foreignships, totaling 61 ships (602,963tons gross) entered the dock during the year from June 1959. Theaverage size of the ships enteringthe dock, 60 per cent of which wereunder foreign registry, was 10,000tons gross, which far exceeded-1:,000 tons gross, the average sizeof the foreign ships arriving atYokohama Port. The operatingratio of the dock was 114.7 percent, which was attributed to itsexcellent facilities and favorablelocation.

***

Osaka Seamen's WaitingHouse Nearing Completion

The seamen's waiting housewhich is now under constructionat the entrance of the central pierof Osaka Port by Osaka City atthe request of the All Japan Seamen's Union and shipping firmsconcerned, is now nearing completion. The new waiting house isa two-storied ferro-concrete building with a floor space of 385 squaremeters. Located on the first floorare passengers waiting rooms fordomestic and foreign services,stands, coffee shop, informationoffice, police-box, etc. and locatedon the second floor is the international seamen's center, closed temporarily, which is to act as guideto recreation, sightseeing, hotels,shopping, etc. for domestic andforeign seamen.

Auto Imports throughLos Angeles

Imports of overseas automobilesthrough the Port of Los Angelesrose to the all-time high of 62,568units during the fiscal year endingJune 30, according to General Manager Bernard J. Caughlin.

"This represented an increase ofalmost 11 per cent over the 57,247units imported in fiscal 1959," hesaid.

"A record number of 331 autoshipments brought 51 differentmanufacturers' models from sixnations to this natural gateway tofast-growing Southern California,"he added.

In order of unit volume, the nations shipping automobiles throughthis port were:

Germany 21,571France 15,268Great Britain 13,575Italy " 6,607Swegen .. . . . . . . . . .. 4,798Japan 466

In addition, 279 miscellaneousunits were received.

The top competitors for theimported car market in this market were: Volkswagen (Germany)14,643 units; Renault (France)10,450; Fiat (Italy) 5,850; Volvo(Sweden) 4,798; Simca (France)2,158; and Hillman, 1,842 andTriumph, 1,727, both from GreatBritain.

General Manager Caughlinpointed out that the greater portion of these auto imports werehandled at the 18-acre Pacific AutoTerminal.

"This terminal, ope~1ed in J anuary 1958, is the only facility onthe Pacific Coast designed specially for automobile imports. It offers facilities for berthing andworking two ships simultaneouslyand a paved and fenced area forthe temporary parking of as manyas 3,000 cars."

Caughlin regards as even moresignificant the fact that total shipments of up to 11,000 units can bereadily discharged in three working shifts at this auto terminal."Waiting aouble-decker trucksmove the incoming cars to themarket too fast to cause any parking problem here," he said.

32

[

•

Just Out I

By the Collaboration of the Japan Port and Harbor Association

and the International ASsociation of Ports and Harbors,

"PRINCIPAL PORTS IN JAPAN"-1960will be shortly published as a revised edition of the much appreciated

publication on Japan's leading ports, which was First introduced in 1952.

Since then, however, there have taken place considerable changes and

remarkable improvements in those Japanese ports in Facilities, operation,

and what not. The revised edition, which has been compiled by the

Japan Port and Harbor Association For inclusion of all of the up-to-the

minute inFormation and latest data, will, we believe, well meet the

requirements of port, shipping and foreign trarJe people in the world.

As a revised edition of "PRINCIPAL PORTS IN JAPAN"-1952, the

forthcoming publication will also come out in the same Form, 11 +"x 7+ 11,

with about 200 pages and many maps and diagrams.

*' The price is US $3.00 per copy, including sea

mail postage.

Purchase order will be accepted by

Central Secretariat of the International Associationof Ports and Harbors

Rm. 715-A, N.Y.K. Bldg.

20, Marunouchi 21, Chiyoda-ku, Tokyo, Japan

Under the long-range and extensive program to create another industrial port to thesouth of the commercial port in addition to the existing industrial port to the north,the City of Yokohama has set about filling up a sea area of altogether 3,624,124 square

meters on the Bay of Negishi.

Airview of new Los Angeles Harbor Grain Terminal which expects to ship 100,000 tonsof grains during its first year of operation. Note the quarter-mile trough-belt conveyorsystem down which t1he gra'ins flow directly into the holds of ships. (see page 7)

Central Secretariat of the

Association of Ports· and

International

HarborsRm. 715-A,. N.Y.K,Bldg., 20, Marunouchi2,

Chiyoda-ku, Tokyo, Japan

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