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Page 1: PORT OF KOBE - IAPH
Page 2: PORT OF KOBE - IAPH

PORT OF KOBE

(General View of Port of Kobe)

SPEED · SAFETY · ECONOMYNone can excel us in these elements.

- And the completion of new facilities will provide us a longer leads.

London Office:Tel: (01)623-5110Telex: 897673

Main Office:Tel: (078)331- 8181Fax: (078)322-6120Telex: 78548

Representative OfficeKorea Office: Hong Kong Office:Tel: Seoul Tel: Hong Kong

752-2445 3-889977

Tokyo Office:Tel: (03)263-6044

Taiwan Office:Tel: Taipei

5428611 (20)

U.5.A. Office:Tel: New Yark

(212)661-3789

Page 3: PORT OF KOBE - IAPH

IAPH ANNOUNCEMENTS AND NEWSNew Year's Messages 7Invoice for 1990 Membership Dues Sent. CLPPI Meeting Held in Bordeaux 8Disposal at Sea of Dredged Material - IAPH's Viewpoint • Provisional Agenda

for Mid-term Exco Meeting in Fremantle 9IPD Fund: Contribution Report • Italian Cruiseship for Conference in Spain

• Survey Completed on Dredged Material 1J

IAPH Members Asked to Help Maritime University. Membership Directory '90Edition Circulated 12

Visitors to the Head Office. 61st Session of IMO Legal Committee 13Maritime Liens and Mortgages: IMO/UNCTAD Group Meets in London 14Membership Notes 1512th Consultative Meeting of Contracting Parties to the London Dumping

Convention (LDC 12) 16Consideration of the Report of the Scientific Group on Dumping 18Evaluation of the UNCTAD/CIPD JOBMAR Pilot Project 19Report by Bursary Recipient 21

OPEN FORUMOcean Dumping of Dredged Material Can Be Carried Out Safely 22

INTERNATIONAL MARITIME INFORMATIONWORLD PORT NEWS

Maritime University Training Decision-makers 25ICC Opposed to Fund for Harbour Management. BIMCO Hits US Ban on Panamanian

Ships • Tehran Conference on Ports, Marine Structures 26International Conference on Vessel Traffic Services in the Mediterranean. New

Publications '" 27The AmericasPort Days '89: Halifax Closest Port on East Coast to SE Asia 28Information-based Transportation Systems 29US Airports Call for Improved Security 30Mr. Taddeo Receives Award of Distinction. 6 More Cranes to Virginia Port Authority 31Voting on Local Funding for Houston Channel • Port of Houston Serving Shippers Online 32Study: Houston Project Scientifically Sound. Florida Ports Vital to State's Growth 33LA Strategic Plan Outlines Philosophy. Long Beach Again Leads West Coast Ports

in Tonnage 35One Millionth Honda Offloaded at Long Beach • Baltimore: Dredging of Access

Channel Begins. Baltimore Panel to Assess Competitiveness 36New Orleans Announces First Woman Chair. New Orleans: Creation of 3 Terminals

Offered 37Mr. O'Brien of Oakland New AAPA US Chairman. Rides Out Quake, Comes Back.

Quickly. Good Port Year Puts Capital Needs in Focus 38Subvention from Port to Redwood City • Stockton Port Director Krygsman Commended 39Evergreen Line Doubles Service Through Seattle. Charleston: Growth of

Container Tonnage. Newest Container Crane at Charleston .40Tacoma Wins Approval for FTZ Expansion 41Africa/EuropeChange in Amsterdam Port Management • Amsterdam Port Sites: Infrastructure

Expansion. Rotterdam Heading for a Bumper Year .41Port of Lisbon to Install EDI System. Tideland Solar Power for Forth .42ABP Holdings Orders New Red Funnel Ferries. Hull Container Terminal Becomes

Operational • Steps to Secure Future of Southampton .43Asia/OceaniaTransport Minister Hits Criticism on Reform. Brisbane: No Increase in

Harbor Dues Rate. Cairns Prepares for Expanded Trade .44Proposed Act Changes to Benefit Fremantle • Chittagong Port Celebrates Centenary .46HK to Build Massive New Port and Airport , 47Johor Port: Measures Against Hazardous Cargo. Decision on Penang NBCT

Project Welcomed .48Commercial Bank Loan for Penang Commission. Auckland Gears Up for

Post-Panamax Ships. $16.1 Million Profit for Ports of Auckland .49New Chief Executive of Tauranga Named. Largest Lift for Port of Napier 50PSA Revises Tariff for Further Growth 51Anchorage Utilization Monitoring System. Ship Planning Expert System in Final

Phase. New Cranes Boost Jebel Ali Handling 52

Contents

Ports & HarborsJanuary-February, 1990Vol. 35No.1

IAPH OfficersPresident: J.H. McJunkin,

Port of Long BeachDelegate with IAPH

1st Vice..President: J. Mather,Managing Director, Clyde PortAuthority, U.K.

2nd Vice..President: Cheung YeunSei, Chairman of the KoreaShipping and Port Council,KMPA, Korea

3rd Vice..President:C.J. Lunetta, Port Director, Port ofMiami, U.SA.

Conference Vice..President:Fernando Palao,Director General,General Direction forCoast and Ports,Ministry for PublicWorks, Spain

Port arbors Published byThe International Association ofPorts and HarborsNGO Consultative Status, United Nations(ECOSOC, UNCfAD, CCC, IMO)Secretary General:Hiroshi KusakaHead Office:Kotohira-Kaikan Bldg., 2-8, Toranomon1-chome, Minato-ku, Tokyo 105, JapanTel: TOKYO (591) 4261Cable: "IAPHCENTRAL TOKYO"Telex: 2222516 IAPH JFax: 03-580-0364

Page 4: PORT OF KOBE - IAPH

ereating is ourbusiness.We add human ingenuity to nature and create new land, make and maintain waterways

and harbors all for the benefit of mankind. In the Near and Middle East, we have

successfully cooperated and worked together with local technicians in numerous

large and small-scale projects since 1961, such as widening and deepening the

Suez Canal, so we are thoroughly famil iar with the area and work involved.

Most important of all, these years of experience have served

strong' hu man bonds crossing national and

We help countries to build their future.

o PENTA-OCEANCONSTRUCTION CO.. LTO.

n~lIiI

Head Office: 2-8, Koraku 2-chome, Bunkyo-ku, Tokyo 112,Japan Telephone: (03) 816-7111 Cable Address: OCEANCONSTTOKYO

Telex: 2723054 OCEAN J Overseas Office: Singapore, Malaysia. Thailand. Laos. Hong Kong. Indonesia. Sri Lanka. Saudi Arabia. Iraq.Egypt. Hawaii.

Page 5: PORT OF KOBE - IAPH

We at the Port of Yokohama have rendered excellent services to ships from all over the worldsince its opening in 1859. We are sure that you will note the Port of Yokohama as soon asyou use it once.

PORT AND HARBOR BUREAU, CITY OF YOKOHAMANO.2, YAMASHITA-CHO, NAKA-KU, YOKOHAMA 231 JAPAN PHONE:045-671-2888 FAX:045-671-7158

U.S. REPRESENTATIVE OFFICE HONG KONG REPRESENTATIVE OFFICEPHONE:213-724-0059 FAX:213-724-0059 PHONE:852-5-264291 FAX:852-5-8106117

Page 6: PORT OF KOBE - IAPH

BremerI.tlgerlJllus-GesellsclttlltPort Operating eom/XInv

Bremen/Bremerlttlllen

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

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

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

Fast. Safe. Economical. For your benefit.

MarseHles-FosEuropeSIntermodal Supelporlon the Mediterranean!

Marseilles· Fos :Europe's second portand the leading port of the Mediterranean

Southern Europe's high performance port. Its widely comprehensivefacilities offer the greatest flexibility for all types of traffic: general cargo,containers, heavy loads, dry and liquid bulk, chemical and oil products,etc. ..

Marseilles -Fos: the logistic crossroads of Europeand the Mediterranean

A true "intermodal" port. With its direct motorways network, its dailyexpress railway links and its river services, Marseilles-Fos provides the mostsuitable, the most rapid and the most economical "transport solution" foreach product.

Marseilles -Fos: an ideal strategic positionfor international shipping lines

200 regular shipping services link 273 ports serving 110 countries world­wide and pass through Marseilles-Fos, the centre for international transitbetween Europe, Africa and the Mediterranean countries.

Marseilles· Fos : it is also the best place for yourfuture investment in industry or transportation

At Marseilles-Fos industrial and commercial investors will find the space,the technology, the logistic facilities and the industrial, commercial andhuman environment so essential for their development.

Don't wait until1993 to establish yourselves here!

Port of Marseilles Authority23, Place de la Joliette-BP 1965

13226 Marseille Cedex 02Tel. 91.39.40~OO-Telex 440 746-Fax 91.39.45.00

Page 7: PORT OF KOBE - IAPH

IT'S ON THE W4~ THE 21STCENTURYPORTPort of Tokyo with a competitive edge on containerization, is moving

ahead to fulfill the needs of the future. As an important gateway to Tokyo,it is sparing no effort in creating the image of a 21 st century port withadvanced integrated facil ities.

This will help Tokyo become more internationalized, working hand In

hand with the communications industry.

BUREAU OF PORT AND HARBORTOKYO METROPOLITAN GOVERNMENT

8-1, Marunouchi 3-chome, Chiyoda-ku Tokyo, JapanPhone: (03) 211-7949 Telex: J33346 PORTOKYOFax: (03) 212-3539

Page 8: PORT OF KOBE - IAPH

17th IAPH World Ports Conference5-11 May 1991 - Spain

Logo for the IAPH Conference in Spain

The COCA OF MATARO

This is the name which has been given toa reduced-scale model of a medieval Catalonianvessel.

The so-called Coca de Mataro vessel is anex-voto of the 15th century from the Sant Simohermitage of Mataro.

The circumstances under which it left thecountry are unknown~ but it appeared in theaRtique market of Munich in 1920~ in later yearsit was found in London and later in New York~

where it was purchased by Julius Bohler ~ anantique collector from Munich~ who sold it tothe Dutch patron Van Beunigen~ who in turngranted it to the Prins Heindrijk Museum ofRotterdam~where it remains at present.

The "Coca" is an old sailing vessel whichoriginated in the Atlantic~ and which was usedin the 11th century by the English and Nor­mans~ and was introduced into Mediterraneannavigation by the people of Gascony in the late13th and early 14th century.

Its use as a means of sea transport by theCatalonian trade and sailing communitybrought about a substantial modification inthe navigation techniques and concepts of thetime. Eventually it was superceded by largervessels in order to achieve safe navigation withlower costs.

The main specifications of the model are

6 PORTS AND HARBORS January-February, 1990

BARCELONA 0 BALEARES 0 VALENCIAXVII CONFERENCIA p. ESPANA p. MAYO 1991

as follows:Its shape is similar to that of a shell~ which

is where its name comes from~ it is safe andbroad-beamed~ deep waisted and has a largedraft as if it were made for ocean navigation.

Referring to the hull~ we could say that itis a vessel which has a high bulwark~ it is ofsubstantial breadth and has a large keel. Thehull has rounded off ends and has two super­structures held by upright pillars~ at the bow(forecastle) and in the after-part (poop androundhouse)~as well as a large axial rudder.

Referring to the masting~ at present onlythe main mast is erected with a yard and a largecrow~s nest. It may have also possibly had amIzzen.

The rigging of this vessel is not perfectlyfitted. The sails are aquare shaped both forstormy as well as for favorable and fairweather~

and are moored~ and the rigging is made upof the yard's halyard and the shrouds.

According to the scale which is representedby this model~ the real vessel had an approxi­mate length of 17.8 meters.

(By Professor Jose Luis Juan-Aracil,Executive Secretary of the Organiz­ing Committee for the 17th WorldPorts Conference of IAPH in Spain inMay 1991)

Page 9: PORT OF KOBE - IAPH

IAPI1 ANNOUNCEMENTSANDNE~VS

New Year's Messages

James H. McJunkinPresident

Hiroshi KusakaSecretary General

It is time once again, my IAPH colleagues, to wish you,your families and associates the best of health, happinessand success for the coming year. It is with the utmost sinceritythat I do so.

It is also time, as we begin the tenth and last decadeof this century, to reflect on the profound changes that havehappened during the past ninety years; but more importantly,to look forward to the next decade.

The recent developments in Eastern Europe, the Ca­nadian-United States free trade agreement, and the 1992unification of the West European common market are clearindicators of a coming decade of unprecedented politicalstimulation of international trade. Of equal day-to-dayimportance to the ports is the emergence of global sourcingand global distribution where components are gathered fromall ports of the world and the finished products are distributedglobally. These factors alone will present enormous op­portunities and challenges for the IAPH Ports.

Fortunately, we have our own global ports' networkin place and functioning well. Working together, throughIAPH, promises to make this coming decade the most excitingof the century for our global family of ports. Let us pledgeto make it an even larger and more intimate family duringthe rest of this century.

A very Happy and Prosperous New Year to you all.

A Happy New Year!As we move into the last decade of the twentieth century,

I am particularly struck by the significance of recent worlddevelopments and their implications for the future. Lookingback, we have observed numerous changes taking place allover the world in virtually all facets of people's lives, andnotably in the political, economic and technical arenas. Inmy view, the political changes which have occurred overthe last few months in Eastern Europe as well as the economicintegration of the EEC countries due to come to fruitionin 1993, signify the intensity of the demands of the timesand give some indication ofthe key themes which will exerciseus as the next century approaches.

Ports also have gone through many drastic structuralreforms reflecting world trade over the years. This hasconfirmed that ports are indeed integral components ofsociety. It is certainly evident that ports are not at all freefrom the impact of technical advancements and innovationstaking place in countless aspects ofeconomic and commercialactivities worldwide.

We have all observed how the development of con­tainerization and intermodalism has revolutionized water­borne transport. We are witnessing the development ofsophisticated communications systems as well as the emer-

(Continued on Page 8, Col. 1)

PORTS AND HARBORS January-February, 1990 7

Page 10: PORT OF KOBE - IAPH

the rate existing on the day of the remittance to the HeadOffice. The relevant currencies are:

CLPPI MeetingBeldin Bordeaux

The table below shows the SDR value per membershipunit for Regular and all classes of Associate Members. Toassist those members who intend to remit their dues in USdollars or in Japanese yen, equivalent rates for the respectivecategories of membership dues are also indicated in the table.

In order to save on bank commissions, whichcan amountto as much as US$15 per transaction, we would be mostgrateful if you could remit the dues to the IAPH accountat one of the following two banks:

The Fuji Bank Ltd., Marunouchi Branch, Account No.883953

The Bank ofTokyo Ltd., Uchisaiwaicho Branch, AccountNo. 526541

(Name of Account: International Association of Portsand Harbors)

All members' special cooperation in this regard willbe sincerely appreciated.

2.28418 j7.80655

186.851 :lSDR0.8156271.29130

DeutschemarkFrench francJapanese yenPound sterlingU.S. dollar

RegularUnit/s SDR Yen US$

1 930 173,771 1,2002 1,860 347,542 2,4013 2,790 521,314 3,6024 3,720 695,085 4,8035 4,650 868,857 6,0046 5,580 1,042,628 7,2057 6,510 1,216,400 8,4068 7,440 1,390,171 9,607

AssociateA-X-l, B & C 780 145,743 1,007A-X-2 530 99,031 684A-X-3 270 50,449 348D 130 24,290 167E 110 20,553 142Note: X applies to all categories, i.e. I, II and III

Mr. Paul Valls (Bordeaux), Chairman of the IAPHCommittee on Legal Protection of Port Interests (CLPPI),has recently furnished the Secretary General with minutesof the CLPPI meeting held in Bordeaux on 20 September1989, hosted by the Port Authority of Bordeaux, France.

According to the report, those present were ChairmanValls, A. Pages and Pamela Le Garrec from Bordeaux, T.Hirota from Tokyo, K. Jurriens from Rotterdam, AlexSmith from London and C. Veng from Denmark, whileapologies for absence were received from P. Keenan ofCork,F. DeVos of Ottawa and J. Stewart of Wellington.

The agenda for the meeting included the followingsubjects:

Invoice for 1990MeDlbership Dues Sent

A circular from the Secretary General with an invoicefor the membership dues for 1990 has been sent to all membersof the Association under the date of December 11, 1989.

In accordance with Section 5 of the By~Laws, the annualdues to be paid by each Regular Member are assessed onthe basis of the latest annual tonnage figures as reportedby each member to the Secretary General through the latesttonnage survey which the Association conducts once everytwo years or every conference year for this purpose. Thelast survey was conducted in July 1989, following the MiamiConference in April. In view of this, the newly reportedtonnage figure forms the basis for the years 1990 and 1991.

Concerning the results of the last tonnage survey, theSecretary General comments that, reflecting the recentgrowth of cargo moving through our member ports, therehas been an impressive degree of increase in the total duesunits reported for the coming two years. As a result of lastyear's survey, 33 more units have been newly filed, thusbringing the total number to 668 units (SDR621,240) for1990 from 644 units (SDR615,660) in the previous year.

The value on the invoice is shown in SDR units. IAPHhas been employing this unit since 1980 as the basis for duespayments. The term "SDR" means "Special DrawingRights", as adopted and applied within the monetary systemby the IMF (International Monetary Fund).

For actual payment, each member is requested to quotethe exchange rate between the SDR and one of the currenciesfrom the IMF basket listed below, as it was on December11, 1989, as long as the payment is made before January11, 1990. According to Sec. 25 of the By-Laws, paymentsmade on or after February 1, 1990 shall be delinquent.

Thus if for any reason you are unable to arrange yourremittance by January 11, 1990, you are obliged to quote

NewYear's Message-(Continued from Page 7, Col. 2)

gence ofthe acute need for the protection ofthe environment.The intensity of the problems associated with the debts owedby developing countries must be a major area of concernfor all of us. Even the menace of drugs will be a challengefacing world transport systems, including ports.

IAPH takes a keen interest in world trade. The As­sociation has, in fact, been functioning as a monitoring andbroadcasting station for such changes. The recent estab­lishment of ties of dialogue with the world associations ofthe operators of airports, world trade centers and teleportsis further evidence of our energetic role.

I am very grateful to our members for their untiringefforts and cooperation towards the Association's endeavorsin this regard. However, I must stress that IAPH is still inneed of the sustained, active cooperation and participationof our members in the years to come to help ensure thesurvival and development of ports. Our immediate goal isto make the next World Ports Conference in Barcelona in1991 an outstanding success and to make it another inter­national forum from which the voice of world ports can beheard.

May the New Year prove to be another successful andprosperous year for you all.

8 PORTS AND HARBORS January-February, 1990

Page 11: PORT OF KOBE - IAPH

1. Minutes of the last meeting (held in Miami)2. Matters arising from the Miami meeting3. IMO Salvage Convention (report by Mrs. Le Garrec

appearing in the September 1989 issue of "Ports andHarbors")

4. Subjects related to the sessions of UN agencies, suchas:a) the 6th Joint Meeting of the IMOjUNCTAD on

Maritime Liens and Mortgages (25-29, September1989);

b) the 61st Session ofthe IMO Legal Committee (28-29September 1989);

c) the 12th Session of the International Oil PollutionCompensation Fund (23 -27 October 1989); and

d) the Conference on ISO Container Norms (13-16November 1989)

5. Liability of International Terminal Operators6. Projects for the coming biennium

a) EDIb) Statutes of Ship's Agentsc) Purchasing Power of the SDR

7. Environmental Issuesa) Setting up of an IAPH Coordination Groupb) Ratification of Conventions dealing with envi­

ronmental issuesc) Latest news on the Alaska Disaster

8. The next CLPPI meeting9. Ports and Liner Conference

Through Mrs. Le Garrec, who serves as the CLPPI'scoordinator for Chairman Valls, the Head Office has receivedthe reports on the two meetings - the 6th joint Meetingof IMOjUNCTAD on Maritime Liens and Mortgages andthe 61st Session of the IMO Legal Committee, which wereproduce in this issue for the benefit of our members andreaders of this journal. (See pages 13-16.)

Disposal at Sea ofDredged Material- IAPH~s Viewpoint-

Through Mr. Herbert Haar, Jr. (Port of New Orleans),Chairman of the IAPH Dredging Task Force, IAPH sub­mitted a technical paper, entitled "Assessment of the Useof Contaminant Concentrations in Relation to Propertiesof Dredged Materials", to the Twelfth Consultative Meetingof Contracting Parties to the LDC on the Prevention ofMarine Pollution by Dumping of Wastes and Other Matter,which was held from 30 October to 3 November 1989.

IAPH supports the protection of marine resources asenvisaged in the Convention and is of the view that this aimcan be achieved while allowing the disposal at sea of dredgedmaterial determined to be suitable for dumping. For furtherdetails, please see Mr. Haar's remarks and the IAPH papersubmitted to the LDC meeting which are reproduced onpages 16-19 of this issue.

Furthermore, Mr. Haar sent the Secretary General twopapers, one prepared by himself and the other written byDr. Willis Pequegnat, who has been serving as IAPH ScienceConsultant on Dredging, for presentation at the InternationalSeminar on the Environmental Aspects of Dredging whichwas scheduled for November 27 - December 1, 1989 atNantes, France. Mr. Haar, in his paper, which is reproducedin this issue on pages 22-24, expresses his belief that theocean dumping of dredged material can be carried out safelyand in a manner that is fully consistent with the protectivepurposes of the London Dumping Convention. For reasonsof space, Dr. Pequegnat's paper will be featured in the nextissue.

Provisional Agenda for Mid-TermExco Meeting in Fremande

The IAPH Secretariat in Tokyo and the Port of Fre­mantle Authority, the host of the mid-term meetings of theExecutive and other committees of IAPH to be held from7 to 11 May 1990, have been working on the agenda forthe forthcoming meetings. Mr. Trevor Poustie, Chairmanand General Manager of the host port, took the time to

visit the Tokyo Head Office in late October 1989 and hada meeting with Secretary General Kusaka and his staff todiscuss the necessary arrangements. At this meeting, thefollowing program and subject areas to be included in theagenda for the Exco meeting were confirmed between theSecretariat and the host port.

Mon, May 07, 1990Tue, May 08, 1990

DaySun, May 06, 1990

Wed, May 09, 1990Thu, May 10, 1990Fri, May 11, 1990Sat, May 12, 1990

Provisional time schedules0900/1200 1400/1700Registration RegistrationEarly Birds- Tour of PerthjFremantleCLPPljPACOMjTF CLPPljPACOMjTFCOPSSEC COPSSECCHO/CIPD MEMBERSHIP/C-BLFINANCE Official OpeningEXCO EXCOEXCO EXCODepartures, Post Conference Tours

Evening HostFree

Free

IAPHPort AuthorityCivic Reception

PORTS AND HARBORS January-February, 1990 9

Page 12: PORT OF KOBE - IAPH

Provisional Agenda for the ExcoMeetingDay One: Thursday, May 10,19901. Internal Committees' Activities

1.1. Finance Committee (C.R. Langs1et)Report on Settlement of Accounts for 1989Consideration of financial prospects, includingimplications for dues revision

1.2 Membership Committee (John Mather)Status report and consideration of membershipcampaign strategy

1.3 Constitution and By~Laws Committee (R.P. Leach)Consideration ofrequirements for any amendmentsto the By-Laws

2. Technical Committees' Activities2.1 CIPD: International Port Development (C. Bert

Kruk)Status report on and consideration of:* IPD Fund-raising campaign* Bursary Scheme* Award Scheme (Essay Contest)* Monograph Scheme* Other aid programs

2.2 COPSSEC: Port and Ship Safety, Environment andConstruction (Jean Smagghe)-Status report on sub-committee activities* Ships' Sub-Committee (Jean-Michel Moulod)* Marine Safety Sub-Committee (J.H.H. van der

Schaaf)* Port Safety and Environment Sub-Committee

(P.c. van der Kluit)* Port Planning Sub-Committee (Peter M.

Fraenkel)* Dredging Task Force (Herbert R. Haar, Jr.)* Consideration of on-going and future projects* A seven-member coordination group for envi-

ronmental issues2.3 TF: Trade Facilitation (Fernand Suykens)

Status report on and consideration of work pro­grams

2.4 PACOM: Public Affairs (R.N. Hayes)Status report and consideration of work programsincluding:* Economic Impact Analysis* Education of schoolchildren and teachers

2.5 CHO: Cargo Handling Operations (Robert Cooper)Status report on and consideration of work pro­grams including:* Non-ISO standard containers* Increased containership size

2.6 CLPPI: Legal Protection of Port Interests (PaulValls)Status report on and consideration of work pro­grams

3. Liaison Officers' ActivitiesStatus report and consideration of work programs in

the context of:3.1. * IMO (A.J. Smith)3.2. * UNCTAD (C. Bert Kruk)3.3. * CCC (Fernand Suykens)3.4. * PIANC (1. Smagghe)3.5. * WTCA (Brendan O'Malley)3.6. * WTA (Lilian C. Liburdi)3.7. * AOCI (Zeger van Asch van Wijck)

10 PORTS AND HARBORS January-February, 1990

Day Two: Friday, May 11,19904. Matters related to the 17th Conference

Report on the state of preparations by the Host (Fer­nando Palao)Confirmation of:

4.1. * Conference Duration4.2. * Hosts4.3. * Conference Chairman##4.4. * Overall Program4.5. * Conference Theme4.6. * Registration Fees##4.7. * Keynote Speakers4.8. * Working Sessions

* (Mannerjtype of sessions, selection of the themesof sessions, speakers, panelists, simultaneous in­terpretation services, collection and advance dis­tribution of papers)

4.9. * Other arrangements to assist participants withprocedures for boarding and leaving the cruise ship##: Needs to be approved by the Board ofDirectors.

Other items discussed during the session between theHead Office and Mr. Poustie included:5. Observers:

Regarding attendance at various sessions, it was indi­cated that the Host would like to have the opportunity forrepresentatives of West Australian regional ports and otherAustralian ports together with Commissioners and seniorpersonnel from these bodies to attend the Technical Com­mittee sessions. Secretary General Kusaka confirmed hisfull support of Mr. Poustie's proposal in his belief that suchan opportunity will enable non-IAPH members in the regionto be given an opportunity to become familiar with the workcarried out by IAPH and to thereby further their interestin our organization.6. Pre~conference and post~conference tour:

Mr. Poustie indicated the following possibilities for thepre- and post-conference tours.

(i) 2-day bus tour: to include the Southwest region,Bunbury and the Margaret River.

(ii) 2 day tour by air: to include Pilbara Karrathathe ports of Dampier and Hedland and' the chanc~to view the iron ore and Woodside Gas Petroleumprojects.

(iii) As a further option, it may be possible to visit otherregions of Western Australia, i.e. Goldfields.

(iv) Some overseas delegates may wish to visit otherAustralian ports on the eastern coast and this canbe done additionally either before or after theConference in Fremantle.

7. Evening Programs:It is proposed to have a civic reception with the Mayor

ofPerth or Fremantle one evening, an IAPH official receptionand an evening function hosted by the Port of Fremantle.

Mr. Poustie once again assures everyone attending themid-term Exco meeting in May of a warm and sincerewelcome from Fremantle and promises that the host portwill keep IAPH members posted of all progress in thepreparation work for the gathering in Fremantle throughthis journal as well as through information sent directly tothe parties concerned.

Page 13: PORT OF KOBE - IAPH

IPD Fund: Contribution ReportUS$16,OOO needed to meet the target

Since the last announcement, we have recorded theaddition of US$7,327 from nine donors in our fund-raisingcampaign. The amount received in contributions in the 19months from the start of the campaign totalled US$53,666,thus leaving a little over 20% yet to be raised. A list ofdonors with the amounts paid or pledged by them is shownin the box below.

All members' continued support in helping us to achievethe targetted amount of US$70,000 is urgently required. 390

698

6664,4381,000

300

697300

3,0331,444

200362

100100

1,000US$ 53,666

Hiroshima Prefecture, JapanCity of Kobe, JapanPort of Houston, USAPort Authority of Fiji, FijiOsaka Port Terminal Development Corp.,

JapanPort of Halifax, CanadaNagoya Port Authority, JapanKawasaki City, JapanPort of Nanaimo, CanadaNiigata Prefecture, JapanMaritime Services Board, N.S.W.

AustraliaKobe Port Development Corp., JapanSolomon Islands Ports Autho., Solomon

IslandsGambia Ports Authority, Gambia7 Ports of New Zealand***Total

In July 1989, a joint IMOjIAPH survey was conductedamong IAPH member ports on the dumping at sea ofdredgedmaterial. The survey was originally conducted by the IMO'sMarine Environment Division. However, the IMO's Sci­entific Group on Dumping was of the opinion that theoutcome of this survey did not reflect the actual situation,

Survey CODlpleted onDredged Material

According to the news received from Professor JoseLuis Juan-Aracil of the Colegio de Ingenieros de CaminosCalales y Puertos (National Association of Civil Engineers),Madrid, Spain, who serves as Executive Secretary of theOrganizing Committee for the IAPH Conference in Spain,on 14 November, 1989 the Contract was signed between theSpanish Organizing Committee and Costa Crociere to rentthe vessel "Eugenio Costa", an Italian vessel, to host the17th IAPH Conference on board during the period 5 - 11May 1991. It was reported that our host had paid the firstinstallment, as agreed in the contract.

Professor Juan-Aracil's letter of 24 November, ad­dressed to the Secretary General, enclosed the official logofor the 17th Conference, which is introduced on the frontcover page of this journal.

It was also stated in his letter that, to ensure the smoothoperation of the cruise Conference, the Spanish governmenthad already been working and was to continue working veryhard on this project with the cooperation of various gov­ernmental agencies and diplomatic circles in Spain andoverseas.

* Union of Autonomous Ports & Industrial & MaritimeChamber of Commerce

**Directorate-General of Shipping & Maritime Affairs, PortManagement of Rotterdam, Port of Vlissingen, Port ofDelfzijljEemshaven, Port Management of Amsterdam

*** Ports of Auckland, Port of Napier, Northland Port Cor­poration, Southport (NZ), Port Taranaki, Port of Tauranga, Portof Wellington

Italian Cruiseship forConference in Spain

1,0001,000

200250

1,0001,560

390390390100991100500

390400

1,0001,000

150420

1,000350200

1,000420500250250

1,0001,000

200500500

4,9501,000

200403100

3,9413,209

250100

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

New Jersey, USAVancouver Port Corporation, CanadaKlang Port Authority, MalaysiaSaeki Kensetsu Kogyo Co., Ltd., JapanPenta-Ocean Construction Co., Ltd., JapanAll French Ports by UPACCIM*Shimizu Construction Co., Ltd., JapanTaisei Corporation, JapanJapanese Shipowners' Association, JapanPort of Redwood City, USAPuerto Autonomo de Barcelona, SpainPort Authority of ThailandPort Rashid Authority, UAEJapan Cargo Handling Mechanization

AssociationObayashi Corporation, JapanPort of Copenhagen Authority, DenmarkClyde Port Authority, UKPublic Port Corporation II, IndonesiaToyama Prefecture, JapanGeorgia Ports Authority, USAPort of Oakland, USAKuantan Port Authority, MalaysiaPort of Seattle, USAKajima Corporation, JapanPort of Reykjavik, IcelandCanada Ports Corporation, CanadaNigerian Ports Authority, NigeriaPort of Montreal, CanadaPorts Public Authority, KuwaitTanzania Harbours AuthorityJunta del Puerto de Gijon, SpainSharjah Ports Authority, U.A.E.Port of Yokohama, JapanPort of Long Beach, USAMauritius Marine AuthorityChiba Prefecture, JapanDr. Frederik K. DeVos, CanadaTokyo Metropolitan Government, JapanIAPH members in the Netherlands**Mr. Robert W. Innes, CanadaAutorite Portuaire Nationale (APN), Haiti

Contributions to the Special Fund(As of January 10, 1990)

Contributors Amount Paid:(US$)3,0001,000

700450234500200300

PORTS AND HARBORS January-February, 1990 11

Page 14: PORT OF KOBE - IAPH

being based on incomplete data.Under the circumstances, IAPH, at the initiative of the

Dredging Task Force chaired by Mr. Herbert Haar, Jr. (NewOrleans), embarked on conducting a survey among itsworldwide port members so that additional information onthe relevant matters can be obtained.

By the end of November, the IAPH Head OfficeSecretariat had compiled the survey results into a 109-pagereport, which will be submitted to the IMO in due course.

According to the IAPH Secretariat, the questionnairewas distributed among 227 Regular Members of IAPH inmore than 80 maritime countries worldwide. Of those 227forms sent out, 82 completed forms have been returned tothe IAPH Head Office.

The Secretary General of IAPH records his deep ap­preciation to the members for their generous cooperationin responding to this joint survey. Secretary General Kusakacomments that the working relations between IMO and IAPHwill become even stronger, covering a growing number ofareas of mutual interest.

The report will also be made available to the IAPHCOPSSEC members and to all those who have participatedin the survey from the Tokyo Head Office.

IAPH MeDlbers AskedTo Help MaritiDle U.

Through Mr. Smith of our London office, IAPH hasreceived a letter from the IMO Secretary-General advisingthat the IMO is launching a worldwide appeal to theinternational shipping community for contributions insupport of the World Maritime University (WMU) inMalmo.

Following the first appeal, which was made for theestablishment of the Capital Fund of the WMU six yearsago, the IMO Secretary-General is now embarking on asimilar campaign, saying "I am hopeful that this secondappeal will prove to be a success for WMU, with a muchwider group of contributors and financial results many timesgreater than before."

We introduce below part of the IMO letter, invitingIAPH members' attention to the important role played bythe University. We would encourage our members to givegenerous consideration to contributing to the future of theUniversity.

(From the IMO Secretary General's letter dated 21 September1989)

The World Maritime University has been widely ac­claimed as a great success. It is evident that there is keeninterest throughout the world in sending students to WMU.In six years no less than 104 countries have had studentsat the University, primarily developing countries but alsodeveloped countries as well. The University has a wellestablished strong international resident faculty. They arereinforced by well over 80 visiting professors who arerenowned specialists in many maritime fields and who givelectures at the University, often more than once a year, forno fee and receive only travel and a small per diem paidby WMU. The University has a strong field trainingprogramme offering the WMU students practical exposurein many countries on up-to-date practices of maritimetraining, maritime safety administration and technical

12 PORTS AND HARBORS January-February, 1990

management of shipping companies. The University isgradually building up a strong maritime library as well asequipment for training purposes, both of which will growin strength in the future as resources become available.

The external Academic Review of the WMU carriedout last year by a distinguished panel of renowned maritimeexperts stated, "The University, in its brief lifetime of fiveyears, has shown itself not only to be an effective mediumin the maritime world for imparting more advanced skillsand greater knowledge. It has also made a special con­tribution in creating a new impetus to international co-op­eration in the maritime field."

Favourable comments about the World MaritimeUniversity from other objective sources have appeared inrecent issues of highly regarded maritime journals. Onjournal said, "A global network of alumni trained to acommon high standard has been set up and is beingstrengthened by 100 graduates each year. Shipping is saferas a result of their work and the standard of maritime­education in their countries is improved."

The best measure of the worth of WMU is by lookingat the graduates: what they are doing, how well they areserving their organizations and countries and whether theyare putting their advanced training and international ex­perience at WMU to good use. The evidence on these testsis graduation and then we will have approximately 500 WMUgraduates. We will have our own "First 500" and there canbe no better case to be made for WMU.

There are many ways in which help can be providedto the University. They include:

Cash donations: to the World Maritime University'sCapital Fund or for specific purposes.

Fellowships: supporting one or more studentsthroughout their two-year course.

Academic staff: funding a course professor or lecturer.Exchanging expertise: providing a student or student

group with practical field experience, including on-the-jobtraining.

Equipment and library: making contributions in cashor in kind for training equipment and library acquisitions.

MeDlbership Directory'90 Edition Circulated

The 1990 edition of the Membership Directory wascompleted in late October and was sent to all members fromthe Tokyo Head Office in the first week of November.

In line with past practice, the shipment ofthe new editionof the Directory has been arranged to enable our membersto receive their first copy airmailed while the remaining copiesare dispatched by surface mail.

The Directory features the names and positions ofmember ports' officials as well as the volume ofcargo handledat the respective ports, based on the information includedin the entry forms which the IAPH Secretariat was able toreceive by the closing date.

As for the members whose updated entry forms failedto be returned to the Head Office by the deadline, it wasonly possible for the Secretariat staff to continue carryingthe information from the previous edition of the Directory,marked with an asterisk (*).

Efforts were made during the proofreading stage to

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incorporate as many alterations received after the closingdate as possible. However, information which it was notpossible to include in the Directory will be published in the"Membership Notes" column of the appropriate issue of"Ports and Harbors".

If IAPH members require more copies, they can beobtained upon application to the Tokyo Head Office.

Visitors to Head OfficeOn December 1, 1989, Mr. Bernhardt Biinck, President,

German Association of Freight Forwarders, and theImmediate-Past President of FIATA, and Mr. JamesWhite, Director General, British International Freight As­sciation, accompanied by Mr. Akikazu Yoshida, Secretary­General, and Mr. A. Horisaki, Chairman, InterntionalCommittee, Japan International Freight Forwarders' As­sociation, visited the Head Office and met Mr. R. Kondoh,Dy. Secretary General to exchange views on the currentsituation of the two organizations as well as the problemsassociated with the illegal trafficking of drugs.

Mr. Bunck attended several IAPH Conferences. Hewas a main speaker at Working Session VI - "World BusinessPerspectives" - on the occasion of the 15th Conference inSeoul.

At a seminar organized by the Japan InternationalFreight Forwarders Association Inc. on November 27, 1989,

From left: Messrs. Kondoh, Yoshida, Horisaki, White andBiinck.

the visitors spoke about the roles played by internationalfreight forwarders in world trade.

On November 10, 1989, Mr. J.E. Prins, SecretaryGeneral, International Association of Hydraulic Research(Delft, the Netherlands), and Mr. Jose HartasanchezGaraiia, Director, International Promotion, Grupo ICA(Mexico City, Mexico), visited the Head Office where theywere received by Mr. R. Kondoh.

2. The Legal Committee's Work Pro­gramme

2.1 Meetings in 1990The Legal Committee decided to request the IMO

Council (meetings on 6 and 20 October 1989) and Assembly(9-20 October 1989) to inscribe the following in the WorkProgramme:

a Diplomatic Conference on the Revision of the1974 Athens Convention, for the week of 26 to30 March 1990; andtwo Working Sessions during 1990: 2-6 April 1990and 17-21 September 1990.

2.2 Revision of the 1974 Athens ConventionAmong the various questions raised concerning the

organization of this Conference, the most debated one wasthat relating to the right to vote:

Are voting rights to be accorded only toState-Parties to the Conference, or are they to beopen to all participating States? A precedent toa mixed solution (1984 Conference) was favourablyenvisaged (a two-third majority in favour of votesfor all participating States, combined with a min-

Noxious Substances by Sea (the HNS Convention).1.3 IMO Secretariat GeneralMr. C.R. Srivastava is to retire from his office of

Secretary General of IMO at the end of 1989. There werenumerous acknowledgements for the work he has accom­plished.

He is to be replaced on 1st January 1990 by Mr. W.O'Neil (Canada).

1. Reminder of Past Events1.1 1989 Conference on SalvageThe Committee noted with satisfaction the successful

completion of the Diplomatic Conference held from 17thto 28th April 1989, on salvage.

It also noted the agreement of the International Mar­itime Committee (CMI) to correspondingly change the 1974York-Antwerp Rules.

It will also follow, with interest, the revision of thestandard salvage contract, namely the Lloyds open form.

1.2 Meetings of the IMO Council (21-25 November1988 and 5-9 June, 1989)

During these meetings, the Council proposed that pri-ority be given to:

the Revision of the 1974 Athens Convention onthe carriage of passengers and their luggage by sea;andthe new work devoted to the drafting of a con­vention on Liability and Compensation in con­nection with the Transport of Hazardous and

The IMO Legal Committee held its 6lst Session duringthe afternoons of 28th and 29th September 1989, under thechairmanship of Mr. Robert Cleton (Holland).

By Andre PagesPort of Bordeaux

61st Session of IMO Legal Committee28-29 SepteDlber 1989

PORTS AND HARBORS January-February, 1990 13

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imum number of State-Parties).2.3 Priority Programme for the Committee's Two

Sessions in 1990Priority was to be given to work on the drafting of the

H.N.S. Convention, with the exception of a half day beingreserved for an examination of preferences, during the April1990 Session, and for the possibility of beginning debates,later, on a possible draft convention on wreck removal andrelated issues.

2.4 Questions Retained on the Long Term Pro­gramme

The revision of the 1974 Athens Convention and workon the draft HNS Convention will highlight the necessityof starting a revision of the 1976 Convention on Limitationof Liability for Maritime Claims. Decisions in this respectwill then be taken by the Committee.

Likewise, decisions were postponed concerning:an eventual draft convention on offshore mobilecraft.

2.4 Follow-up of Joint IMO/UNCTAD WorkThe Committee reserved for future decision by the

relevant bodies of IMO and UNCTAD any further workby the Joint Group of Experts relating to:

Maritime Liens and Mortgages (organizing a Di­plomatic Conference); andArrest of Ships (to be dealt with after MLM issettled).

3. ObservationsAlthough the decision to tackle the revision of the 1976

Convention on Limitation of Liability for Maritime Claims

has been postponed until a date after the Diplomatic Con­ference on the 1974 Athens Convention and work on theHNS Convention, the 1976 Convention still finds itself inthe centre of debate, particularly as regards the followingissues:

Article 7 of the Convention covers the limitationof liability in the 1974 Convention, per passengerand then adds a global limitation per ship.Article 6 of the Convention deals with claims forother loss oflife or injury, which it would be difficultnot to revise, at the same time as those for pas­sengers.The various proposals for dealing with the draftHNS Convention involve different combinationsfor liability (eventually increased) for the carrierunder the 1976 Convention, with an additionalliability coverage for shippers.The principle of extending the scope of the HNSConvention to cover packaged goods was raisedby the IMO Legal Committee at an earlier session.This poses, in the practical field, very complexproblems for the wording of the draft convention(such as identification of the liable party, divisionof the burden of liability between the parties in­volved, limitation and insurance of each liabilityand definition ofhazardous and noxious substancescovered by the convention).

It could be that work on the revision of the 1976Co"nvention, whose limitation amounts have already sufferedthe effects of major monetary erosion, proves very rapidlyto become an absolute imperative for the Legal Committee.

Maritime Liens and Mortgages:IMO/UNCTAD Group Meets in London

25-29 SepteDlber1989The IMO recently held, at its head office, a 6th session

of the joint group of experts which it had organized withUNCTAD, to study the drawing-up of a draft internationalconvention to deal with Maritime Liens and Mortgages.

This session was the last preparatory meeting beforea Diplomatic Conference is convened at a date yet to be fixed,by IMO and UNCTAD to settle the final text of a newconvention, destined to replace those of 1926 and 1967 onthis subject.

Like the previous 5 sessions, this 6th Session was chairedby Mr. G.G. Ivanov (USSR).

A. Smith and A. Pages followed it on behalf of IAPH.As described in the accounts ofprevious sessions, which

the IAPH observers submitted to IAPH, various clausesof the draft directly involve the interests of Ports.

1. Ranking of Liens, including thoseof Ports (Article 4)The text drafted during the earlier sessions includes the

following ranking for claims relating to ship operations andaccepted as giving rise to liens:

a) claims by the ship's company;

14 PORTS AND HARBORS January-February, 1990

b) claims for loss of life or injury;c) claims for salvage;d) claims for port, canal and other waterway dues

and pilotage dues; ande) claims for physical loss or damage.This ranking was maintained at the end ofthe 6th session,

with the following reservations:In "c", claims for salvage were completed by thosefor contribution to general average.In "d", the right to a lien for port authority claimswas, as previously, questioned by the InternationalChamber of Shipping (ICS), by the InternationalAssociation ofShipowners (INSA) and certain statedelegations.

The IAPR observers were, once again, obliged to repeatfrom the floor the observations which they had made duringprevious sessions (see IAPH Memorandum of 22 February1988 on the occasion of the 4th Session from 16-20 May,1988).

In the wording retained at the end of the 6th Session,port authorities find confirmation of their liens for thefollowing claims:

in "b" for loss of life or injury to port personnel;in "d" for their dues from ships using their channels;and

Page 17: PORT OF KOBE - IAPH

III "e" for damage caused to port works andequipment.

On the other hand, damage arising from the presenceofabandoned wrecks and the corresponding costs for removalare no longer mentioned among claims with liens attached.

According to certain delegations, a wreck can nolonger be considered as a ship and cannot, therefore,be covered by the draft convention under debate.Perhaps, nevertheless, it could be stated, in eachspecific case, that the hindrance caused by thepresence of the wreck and the corresponding costsfor its removal are covered by those claims men­tioned in "e" as being for physical loss or damage.In addition, port authorities would have everyinterest in persuading their governments to com­plete ratification of the 26 November 1976 Con­vention on Maritime Claims with the use of thereservation clause in Article 18, which providesthe possibility of excluding from the limitation ofliability claims for the refloating, removal, de­struction or neutralisation of wrecks and theircargoes.

2. Recovering Costs for the Preserva­tion of a Ship Prior to a Forced Sale(Art. 11) and Shipbuilders RetentionRights (Art. 6 bis)The consequences of the difficulties encountered by

numerous shipowners are as follows:Vessels are frequently left or even abandoned inports by their owners or agents.They block berths or moorings.They cause considerable obstruction to port au­thorities and their users.They require port authorities to take costly mea­sures for their surveillance and safekeeping toensure that they do not rapidly become wrecksor total losses.These measures are taken in the common interestof all those holding claims against the ship, whenthe forced sale of an abandoned vessel is successful.

Article 11.2 provides that the costs and expenses causedby the arrest and the execution of procedures for the salewhich follows, including the costs for preservation from thetime of the arrest, are paid in order of priority out of theproceeds of the sale. Engaging such costs is one of theprovisos of the possibility of an ulterior forced sale, whichis in the interests of all those holding claims.

This proviso seems as if it should apply to pres­ervation costs disbursed by port authorities as wellas by all other parties.However, it only comes into force from the timeof the arrest, which port authorities could initiate,providing their national legislation allows them todo so.

The IAPH observers were obliged to remind the meetingof this point during the debates on modalities of exercisingthe right of retention provided for in Article 6 bis, in favourof shipbuilders or ship repair companies.

The form of this article was criticized for creatinga category of rights which is hardly recognized invarious national legislations. As an alternative,it was suggested that there be the possibility ofan annex to this question in Article 11.

However, naval repairs could have been carriedout on a vessel while berthed in a sector of theport open to other shipping and not in the portfacilities of a naval repair yard.Ifthe rights ofa shipbuilder or naval repair companyare to be mentioned in Article 11, it should bestipulated that priority is still accorded to thereimbursements of the costs for the preservationof the ship.

3. Simultaneous or Consecutive Re­vision ofthe 1952Convention on theArrest of ShipsThe International Convention of 10 May 1952 contains

numerous provisos which are linked to the exercising ofmaritime rights and liens, notably from the point of viewof ports. It enumerates in Article 1 a list of claims givingrise to the right of arrest, which are, as far as the port isconcerned:

loss of life or injury or other damage caused by(Continued on Page 16)

MeDlbership Notes:New Member

RegUlar Member

Provveditorato Al Porto di Venezia (Italy)Address: Zattere 1401, 1-30123 VeneziaTelex: 410344 PORTVE ITel: 041-5203166, 041-5289820Fax: 041-5203947(Dr. Alessandro Di Cio', Chairman)

Changes

Canada Ports Corporation [Regular] (Canada)Chairman: The Honorable A.R. HuntingtonVice Chairman: Mr. William MarshPresident & C.E.O.: Mr. Jean Michel TessierExecutive Vice President:

Dr. Hassan J. AnsaryVice President, Finance:

Mr. Robert W. TytaneckDirector General, Police & Security:

Mr. Christos SampsonVice President, Legal/Realty & Corporate Section

Mr. Warren D. McCrimmonSenior Port ManagerMr. T.A. Lauzon

Port Authority of Thailand [Regular] (Thailand)The PAT facsimile number has changed. The new numberis 66-2-2490885.

Peter Fraenkel Consultants Ltd. [A-3-1] (U.K.)Peter Fraenkel International Ltd. has been changed its nameto the above.

Mr. Stanley Johnson, honorary member of IAPH from theU.K., has moved recently. His new address is The Cottage,Waldley, N. Doveridge, Derbyshire DE6 5LR, U.K.

PORTS AND HARBORS January-February, 1990 15

Page 18: PORT OF KOBE - IAPH

(Continued from Page 15)the vessel;towage or pilotage dues;

but notthe costs and expenses related to the refloating,removal or destruction of the wreck of a ship orher cargo;

norport, canal or other waterway dues.

From the more general point of view of Maritime Law,various other articles in the Convention merit revision.

It was considered:that a revision of the 1952 Convention was nec­essary;but that this revision, even if limited to a protocolfor the amendment of Article 1, could only beexamined after the Diplomatic Conference onMaritime Liens and Mortgages, when all theconsequences of this Conference could be assessed.

4. Other PointsLengthy debates were devoted to various points, among

which were the following:consequences of a transfer in the ownership of thevessel (whether voluntary or not, within the samecountry or involving another one), on the continuityof the registration ofmortgage and hypothec rights.the same questions during a temporary transfer inflag;compatibility of the Convention under discussionwith the (UNCTAD) 1986 Geneva Convention

on ship registration; andthe possibility provided for each State (Article 6)to establish a second list of liens for certain otherclaims which would rank after maritime liens inArticle 4 and also after hypothecs and mortgages,but before claims of all other types.

The sessional group did not, incidentally, respondfavourably to renewed requests by the following represen­tatives that maritime liens be attached to their services:

the International Association of ClassificationSocieties (lACS);the Institute of International Container Lessors(nCL); andthe International Ship Suppliers Association(ISSA).

ConclusionsThe draft text drawn up at the end of the 6th Session

of the IMO/UNCTAD Joint Intergovernmental Group ofExperts may be considered as relatively acceptable from theport's point of view.

It will serve as the basic text for work of the futureDiplomatic Conferences, when the debates will once againraise many of the points.

Thus, the IAPH representatives will have to remainwatchful to defend the provisos protecting their interestsif these are again questioned. They could, eventually, submita brief note prior to the Conference explaining their position,in the same way, no doubt, as numerous other participatingStates or Observers.

12th Consultative Meeting of Contracting PartiesTo the London DUDlping Convention (LDC 12)By Herbert R. Haar, Jr.

Special Assistant to the PresidentPort of New OrleansIAPH Observer

IAPH attended the Twelfth Consultative Meeting ofContracting Parties to the London Dumping Convention(LDC 12), which was held from 30 October to 3 November1989 at the headquarters of the International MaritimeOrganisation (IMO) located at 4 Albert Embankment,London, England. The IAPH delegation was headed byHerbert R. Haar, Jr., Chairman of the IAPH Task Forceon Dredging. Mr. Haar was accompanied by Joseph E.LeBlanc, Jr. of the law firm of Nesser, King & LeBlanc inNew Orleans, Louisiana, as legal counsel. The meeting wasattended by representatives from 41 nations and 17non-governmental organizations, with a total attendanceof one hundred and sixty-six delegation members.

A number of matters were discussed at the meetingwhich affected the interests of IAPH members.

1. The twelfth Meeting was dominated by fundamentaldifferences in views between various delegations as to thepurposes and goals of the Convention. A number ofdelegations take the position that the purpose of the Con­vention is to prohibit all ocean disposal of waste, with thepossible exception of clean dredged material. While ocean

16 PORTS AND HARBORS January-February, 1990

disposal is being phased out, these delegations would placethe burden on dumpers to prove that any proposed disposalis absolutely safe or a permit would not be issued. Otherdelegations see the Convention more as a regulatory me­chanism under which dumping can be allowed as a normaldisposal option if it can be carried out safely.

During the course of the meeting, it became clear thatthese differences in philosophy will have to be resolved ifthe Convention is to continue in existence as an effectivemechanism for controlling disposal at sea. The stalematebetween opposing views was most evident in the discussionsunder Agenda Item: 7 relating to the incineration of wasteand other matter at sea. At the Tenth Meeting, ContractingParties had approved a resolution removing organosiliconsfrom Annex 2. This resolution was brought up for finalapproval at the Twelfth Meeting after the two-year waitingperiod required under Convention procedures. Despite theearlier agreement upon the removal of organosilicons fromAnnex 2, a number of delegations objected to final adoptionof the amendment to the Annex. This included Denmark,the Federal Republic ofGermany, Finland, Iceland, Sweden,Norway, Nauru and environmental observer organisationssuch as Greenpeace. There was vehement objection to thissection by other delegations, such as the United States, theUnited Kingdom and France. The Chairman of the meetingwent to great lengths to reach a compromise under whichthe resolution would be approved and delegations could

Page 19: PORT OF KOBE - IAPH

note objections for the record. However, Nauru refusedto accept this compromise and forced the matter to a vote.The resolution was soundly defeated.

The basis for the opposition was the philosophical beliefthat the purpose of the Convention should be to end alldisposal at sea - not to remove substances from the Annexesthat would make dumping at sea easier. The vote was aclear signal that substantive decisions that lack a consensusare not likely to be made until these philosophical differencesare resolved.

2. IAPH made a number of interventions upon theagenda items addressed in its written submission to theTwelfth Meeting (LDC 12 INF/8), a copy ofwhich is attachedto this report. In the discussion of Agenda Item 4 dealingwith proposals for the restructuring ofthe Annexes, the IAPHobserver expressed the interest of IAPH in the work of thead hoc Group of Experts on the Annexes in considering thedevelopment of alternative approaches to the black list/greylist means of regulating substances under the Annexes. IAPHalso expressed its concern about the interest shown by somedelegations in the use of fixed sediment quality criteria indetermining whether to allow the disposal ofdredged materialat sea.

IAPH called the attention of the meeting to its pres­entation at the recent meeting of the Scientific Group onDumping which pointed out the shortcomings oftwo methodsunder discussion - the"Apparent Effects Threshold (AET)"and the Sediment Quality Triad. These methods fail toadequately take into account the mitigative properties ofmarine sediments and the effectiveness of "special care"measures in reducing the bioavailability of contaminants toacceptable levels for safe disposal at sea. These factors arerecognized in the Dredged Material Guidelines recentlyapproved at the Tenth Meeting. IAPH expressed its viewsthat the use of these guidelines is far superior to the useof inflexible sediment quality criteria in evaluating thesuitability of dredged material for disposal at sea.

3. In the discussion of Agenda Item 12 relating to thelong term strategy for the Convention, the Secretariat notedthat the so called "precautionary approach" has become avery important consideration for the interpretation andimplementation of the Convention. This approach has neverbeen defined by the Consultative Meeting for the purposesof the Convention. Some countries argue that, based onthe "precautionary approach", the sea should not be usedfor waste disposal. Other countries believe that the "pre­cautionary approach" should encompass all waste disposalactivities in any environmental medium and should notpreclude ocean disposal out ofhand if the alternative disposaloptions would have more deleterious effects on the landor the atmosphere.

In this regard, IAPH expressed its view that sea disposalof dredged material, as it is presently allowed through theapplication of the Dredged Material Guidelines, is fullyconsistent with the "precautionary principle". The IAPHobserver noted the general recognition that most dredgedmaterial is innocuous and is suitable for disposal at sea.The IAPH observer also reminded the meeting that thescientific evidence and dumping experience to date hasdemonstrated that, because of the contaminant-sequesteringproperties of marine sediments, and with the use of "specialcare" measures, as appropriate, even contaminated dredgedmaterial can often be disposed of at sea without damageor endangerment to the marine environment and with muchless risk than disposal on land. The adoption of the Dredged

Material Guidelines at the Tenth Meeting reflected a con­sensus among Contracting Parties as to how dredged ma­terials should be handled under the Convention. Thisincluded a recognition of the needs of many ports to utilizethe sea disposal option and the measures required to assurethat such disposal will not cause unacceptable impacts uponthe marine environment. IAPH expressed its view that thisapproach is most appropriate for the regulation of dredgedmaterial on a global basis.

4. It was announced at the meeting that 63 nationshad become signatories to the Convention. Nevertheless,the Contracting Parties expressed concern about the lackof greater participation in the Convention by non-signatorycountries. A number of reasons were suggested for this lackof interest, including the complexity of the Convention, aperception that it was designed to authorize dumping at sea(due, in part, to its being called the London DumpingConvention), the growing philosophical differences whichdivide Contracting Parties as to the purposes and goals ofthe Convention, and the fact that many non-signatorycountries do not engage in dumping at sea.

5. Despite the fundamental differences among deleg­ations, the Twelfth Meeting went smoothly. This can beattributed, in large measure, to the approach ofthe Chairmanin appointing a series of working groups to discuss thesedifferences outside of the plenary session. On the crucialissue of the "precautionary principle", the meeting acceptedthe recommendation of the working group for intersessionalstudy of the issue pursuant to terms of reference that wouldaddress the basic purpose and long term strategy of theConvention. The intersessional group is to report the initialresults of its review to the Thirteenth Meeting next year,with a view to completing its intersessional work during theensuing year and submitting recommendations to theFourteenth Meeting for decision. This work will be ofextreme importance since it will affect the future existenceand direction of the Convention.

This re-evaluation of the purposes of the Conventionmust be closely followed by IAPH. It has taken many yearsof work to secure the adoption of the Dredged MaterialGuidelines for use by port managers in connection withdisposal at sea. IAPH must be careful to maintain theseaccomplishments in the face of increasing pressure frommany countries and observers to impose greater restrictionsand prohibitions upon the ocean disposal option. In thediscussions of the organosilicon issued, the point was madeby a number of delegations that decisions under the Con­vention should not necessarily require a scientific or technicalbasis but may legitimately reflect the political positions ofcountries. This was the rationale used for the oppositionto the removal of organosilicons from Annex 2, which wasstrongly supported by the findings of the Scientific Group.In this climate of uncertainty, where decisions may well bemade without regard to scientific and technical evidence,it is essential that the IAPH position continue to be presentedand supported.

6. During the intersessional period, there will be acontinuing interest on the part of many delegations for thedevelopment ofnumerical sediment quality criteria to controlthe disposal of dredged material at sea. Particular interestin this area was expressed to the IAPH observer by one ofthe members of the Greenpeace delegation who was deeplyconcerned with the sea disposal of contaminated dredgedmaterial. There may be increasing opposition to the ocean

(Continued on Page 25)

PORTS AND HARBORS January-February, 1990 17

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TWELFTH CONSULTATIVE MEETING OFCONTRACTING PARTIES TO THECONVENTION OF THE PREVENTIONOF MARINE POLLUTION BY DUMPINGOF WASTES AND OTHER MATTER30 October - 3 November 1989Agenda items 3, 4 and 12

Consideration of the Reportof the Scientific Group on DumpingMatters related to the disposal at sea of dredged material

Submitted by the International Associationof Ports and Harbors (IAPH)

1 Introduction1.1 The International Association of Ports and Harbors(IAPH) appreciates the invitation extended it to attend thisTwelfth Consultative Meeting of Contracting Parties to theLondon Dumping Convention as an observer to participatein the discussion ofmatters relating to the disposal ofdredgedmaterial at sea. IAPH has a continuing interest in the workof Contracting Parties under the Convention and welcomesthe opportunity to assist Contracting Parties in addressingmatters pertaining to dredged material.1.2 A number of items set forth on the Provisional Agendafor the Twelfth Meeting (LDC 12/1) address subjects ofinterest to IAPH member ports.

2 Agenda Item 3 - Consideration ofthe Report of the Scientific Groupon Dumping (LDC/SG 12/13)

2.1 At its Twelfth Meeting held on 10-14 April 1989, theScientific Group considered the report of the ad hoc Groupof Experts on the Annexes (30 January-3 February 1989,LDC/SG 12/2) relating to the development of alternativeapproaches to classifying and regulating substances underthe Annexes as a means of improving the effectiveness ofthe Convention. The report of the ad hoc Group focusedupon the development of a prohibition list and action listfor controlling dumping at sea, with an interest shown bymany delegations in the development of numerical criteriato govern the assessment procedure.2.2 At the Scientific Group Meeting, IAPH submitted atechnical paper, entitled "Assessment of the Use of Con­taminant Concentrations in Relation to Properties ofDredged Materials" (LDC/SG 12./INF 10), which describedthe shortcomings of two techniques under consideration forthe establishment of numerical values or sediment qualitycriteria for pollutant concentrations in sediments: TheApparent Effects Threshold ("AET") and the SedimentQuality Triad. (LDC/SG 12/13, para. 2.4). IAPH pointedout the inadequacies of these two methodologies becauseof the failure to adequately reflect the mitigative propertiesof marine sediments that can reduce the bioavailability ofcontaminants to acceptable levels for safe disposal at sea.These unique characteristics of marine sediments have been

18 PORTS AND HARBORS January-February, 1990

recognized in the adoption of separate guidelines for dredgedmaterial at the Tenth Meeting (LDC 10/15, Annex 2). InIAPH's view, the application of these guidelines is thepreferred approach for determining the suitability ofdredgedmaterial for dumping at sea, and sediment quality criteriaapproaches are of little technical value.2.3 Because of the complexities involved in the work of thead hoc Group of Experts on the Annexes, the ScientificGroup has proposed that the ad hoc Group be given anadditional two years to complete its work and to presentrecommendations to Contracting Parties. In the meantime,the Scientific Group has prepared an Interim Report Uponthe Work of the Ad Hoc Group of Experts on the Annexesto the London Dumping Convention (LDC 12/4, Annex)for consideration by the Twelfth Meeting. IAPH wishesto express its continued interest in the work of the ad hocGroup in the development of new approaches under theAnnexes and its willingness to assist the ad hoc Group inits consideration ofmatters that may affect dredged material.

3 Agenda Item 4 - Proposals for theRe-Structuring ofthe Annexes to theConvention

3.1 The Secretariat has drawn the attention of the TwelfthMeeting to a lack of consensus in the interim report of thead hoc Group of Experts on the Annexes as to whether theultimate aim of the Convention can only be achieved by thetermination of all dumping (with the possible exception ofdredged material) or whether the goals of the Conventioncan be achieved through the regulation of dumping at sea(LDC 12/4, Annex, para. 2.1). The Secretariat has also notedthe view of the ad hoc Group that any new structure forthe implementation of the Convention should reflect aprecautionary approach to dumping and should emphasizewaste categories as well as individual contaminants (LDC12/4, Annex, para. 2.2 and 2.3.3).3.2 IAPH wishes to express its continuing support for theprotection of marine resources as envisioned in the Con­vention and IAPH's view that this aim can be achieved whileallowing the disposal at sea of dredged material determinedto be suitable for dumping. The special guidelines for dredgedmaterial are designed to assure that adverse effects from

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dumping will be limited or reduced to acceptable limitssufficient to protect the marine environment. Theseguidelines provide an effective mechanism for assuring thatthe disposal of dredged material at sea will be consistentwith the goals and purposes of the Convention.3.3 IAPH also wishes to express its support for the viewthat the development of new approaches under the Annexesshould take into account waste categories and that for somecategories of waste, such as dredged material, sea disposalmay continue to be the normal disposal option. (LDC 12/12,Annex 1, para. 2.2.1 and 3.1). This recognizes the needof IAPH ports to dispose of dredged material at sea andthe technical evidence and experience that the ocean dumpingof dredged material can be carried out safely.

4 Agenda Item 12 - Long Term Strat-egy for the Convention

4.1 In the Annotations to the Provisional Agenda, theSecretariat has invited the Twelfth Meeting to provideguidance as to use of the precautionary principle with respectto the purposes and objectives of the Convention and therole of disposal at sea within a comprehensive waste man­agement approach. (LDC 12/1/2, Annex 1, para. 12.2 and12.3.)4.2 The Secretariat has noted the difference in views as towhether the precautionary principle requires the ultimate

elimination of all dumping, rather than the regulation ofdisposal at sea as an option to be considered in a total wastemanagement strategy. In the view of IAPH, disposal ofdredged material at sea is an acceptable and essential disposaloption that should receive equal consideration in a totalwaste management approach. The great majority ofdredgedmaterial is innocuous and presents no threat to marineresources. Previous studies have also documented that, basedupon the special mitigative properties of marine sediments,and with the use of special care measures, where appropriate,even contaminated dredged material can often be safelydisposed at sea. The special guidelines adopted for dredgedmaterial are designed to assure such safe disposal. Underthese circumstances, there is no need to eliminate all oceandumping of dredged material. In many cases, after an equalconsideration of all disposal options, disposal at sea maybe proven to be the option of least detriment. In IAPH'sview, disposal at sea under such circumstances is consistentwith the precautionary approach.4.3 IAPH invites Contracting Parties to consider these viewsin its development of guidance on the role of the precau­tionary principle under the Convention.

5. Conclusion5.1 IAPH invites Contracting Parties to take note of theviews expressed above in their deliberations under theappropriate Agenda Items.

Evaluation of the UNCTAD/CIPDJOBMAR Pilot Project

By C. Bert Kruk and Mrs. Fieneke de GrootTEMPO, Port of Rotterdam

IntroductionThe Shipping Division of UNCTAD has initiated an

'on the job' training programme named JOBMAR. Thisprogram has recently been adopted by UNDP (UnitedNations Development Programme) and is supported by theCIPD.

JOBMAR intends to improve maritime industry per-

CIPD Chairman Bert Kruk (left, standing) shakes hands withPort of Rostock Director Dieter Noll.

formance in developing countries. This functions throughthe transfer of up-to-date management techniques tomiddle/senior managers by providing them with an oppor­tunity to work 'on the job' in countries with a more advancedmaritime sector for a period of 2 to 3 months.

At the IAPH Mid-Term Conference in Abidjan in April1988, Mr. Dieter Noll, Director of the Port of Rostock,GDR, expressed his willingness to execute a pilot programmefor three staffmembers of the Port of Maputo, Mozambique.The timing and administrative arrangements were finalized

From left: Messrs. Noll, S. Lucas Inguana, an interpreter, J.Mario Mabasso and Dieter Prodel of Rostock (standing).

PORTS AND HARBORS January-February, 1990 19

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at the IAPH meeting in Miami and the training programmewas carried out from June 26 to September 1, 1989. It wasfinanced by UNDP, IAPH (one bursary) and the Port ofRostock. The candidates were Messrs. Jose Mario Mabasso,Sebastiao Lucas Inguana and Henrique Laice, all holdingthe function of Zone Chief of the Port of Maputo. Un­fortunately ~1r. Laice became seriously ill and had to behospitalized for a couple ofmonths. He will finish his trainingas soon as he has fully recovered.

From 21 August 1989 -Production No.6 Section. Thisis a section which specializes incontainer handling as well as thehandling of metals, steel and heavygoods.

On 23 August an evaluation took place with Mr. C.Bert Kruk, Director, Technical and Managerial Port As­sistance Office (TEMPO), Port of Rotterdam, Chairmanof the CIPD, and Mrs. Fieneke de Groot.

Report by the ParticipantsIn accordance with the IAPH bursary conditions Mr.

Mabasso and Mr. Inguana have submitted a report, whichreads as follows:

Additional RemarksIn the Port of Rostock we saw in all sections we visited

a working style which is different from and more modernin comparison to our ports in Mozambique. The maindifference is the work with computers, because there areno computers in our Port ofMaputo. If they were introduced,it would be of great importance for work efficiency. It wouldbe important ifwe had more machines and cranes for a betterworking process.

The knowledge we take with us from the Port of Rostockwill be transmitted completely to our port in Maputo. Thisis our aim and we are sure that our people will also learna lot. We guarantee the transfer of the knowledge we becameacquainted with.

Conclusions and Recommendations by the CIPDChairman

The programme offered by the Port of Rostock fullymet with the requirements of the trainees. During the wholetraining period a German-Portuguese interpreter wasavailable. In a relatively short period the staff of the Portof Rostock succeeded in the transfer of relevant knowledgein many port and transport related fields. On the other hand,a longer stay could result in deeper understanding and aneven greater transfer of know-how. Also, the simultaneousparticipation of trainees from various developing countriescould be of benefit due to the fact that experiences can beexchanged. However, this would mean a heavy burden onthe receiving port, in manpower as well as in finance, inaddition to the language problem.

As for the selection of candidates it is recommended,as was for the Rostock programme, to forward severaldetailed curricula vitae of potential candidates to the hostport so that this his port can make the final selection on thebasis of the experience of the participant(s) and the possi­bilities in the host port.

In the light of the experience of this pilot programmeit is finally recommended that UNCTAD and the Port ofMaputo stay in close contact, to also evaluate the impactof this programme in the longer term.

From that experience it may then be decided whetherand, if yes, how the project can be enlarged in scale in thefuture. The Port of Rostock has expressed its willingnessto perform further training measures for candidates fromdeveloping countries.

The success of this programme confirms that, keepingin mind the recommendations mentioned above and beingaware of the problem of placement in developed ports,UNCTAD and the IAPH/CIPD should continue their jointefforts to extend the JOBMAR programme. In this respect,we sincerely hope that many other developed ports will followthe example of Rostock.

- Section of the chief bookkeeper.This section has to control allpolitical-economical code numbersof the port. It has five departments:finance, salary bookkeeping, eco­nomical control, statistics andcalculation of the costs.

- Production Managing Section. Inthis section all problems and tasksof the nine sections of productionof Rostock Port are planned, aswell as cooperation with all firmsof the combined enterprises suchas Deutrans, the brokers agency,the railway and other firms. Thereis a department and a dispatcherwhich are responsible for the pas­sage of the ships. We spent twoweeks in this department.

- FinanCIal Economy Section ofRostock Port and an appointmentwith the Director for Cadre andInstruction and the Director of thePort.

- Planning Section of the SocialistPeople's Economy, GovernmentalCentral Planning.

- Brokers' agency. This is an agencyfor shipping traffic on the nationaland international levels for all shipsstaying at Rostock Port. With thisagency we visited the Port ofWismar on 10 August 1989, wherewe met the port management andthe brokers.

- Production No.5 Section. In thissection we became acquainted indetail with the working style ofRostock Port and the storage offreight. It is a section for con­ventional general cargo handlingwith 14 berths.

14-18 August 1989

7-11 August 1989

31 July-4 August

24-28 July 1989

10-21 July 1989

The course started on 27 June 1989 at the port's ownedacademy. Here we were introduced to the structure of thePort of Rostock and to the sections we should becomeacquainted with during our training.

On 28 June 1989 we began in the marketing department.This is the section which balances the prices with thecustomers ofthe port. This section also contains a departmentfor reclamations.3-7 July 1989

20 PORTS AND HARBORS January-February, 1990

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Report byBursary RecipientPort Finance Seminar, 12 - 22 dune1989, Le Havre, France

By AB. Razak Salim, Finance ManagerBintulu Port Authority, Malaysia

1. IntroductionThe Port Finance Seminar was organized by Institute

Portuaire d' Enseignement et de Recherche, or better knownas IPER, from 12th ofJune to 22nd June in LeHavre, France.Altogether, there were eighteen participants registered forthe seminar and thev came from various nations all overthe world such as C·yprus, Gambia, Indonesia, Israel, theKingdom of Saudi Arabia, Tanzania, Costa Rica and alsoMalaysia.

2. Seminar OrganizationThe seminar was efficiently handled by IPER in terms

of the topics selected and the speakers. A wide range oftopics covering accounting, budgeting, tariffs, port organ­ization and traffic forecasting was presented during theseminar. Most of the speakers. were fluent in English andthe topics were well delivered. The course materials providedwere comprehensively prepared. A visit to the Port of LeHavre was also organized and the participants were giventhe opportunity to look at the facilities available in the port.

3. Seminar ContentPapers on wide-ranging topics were presented in the

seminar, covering major issues on ports. The topics were:­(a) Legal and financial aspects of port the different

types of port organization;(b) Public service, financial and economic profitability;(c) Financial and accountancy terminology;(d) The financial and economic objectives of port

organization;(e) Project evaluation techniques;(f) General cargo handling tariffs and container

handling tariffs;(g) The structuring of port tariffs;(h) Cost accounting;(i) Budgetary planning; and(j) Traffic forecasting.A few case studies were also carried out during the

seminar.

4. Highlights of some of the topics were as follows:-4.1 Port Organization . .4.1.1 The function of a port can be descnbed III three

basic words, i.e. gateway, interface and link."Gateway" relates to the original meaning of theword "port", i.e. door. "Interface" means the portis a meeting I place between ships and land con­veyances, or between ships in the case of tran­shipment ports, for the purpose of transferringcargoes from one carrier to another one. "Link"stems from the comparison of the various stepsof the transportation process between origin and

destination to a chain. The port is a link in thetransportation chain.

4.1.2 With regard to port authority, it generally belongsto one of the following three types:-(a) the landlord port, which provides the basic

infrastructure and relies on private enterprisefor the provision of cargo related facilities;

(b) the tool port, which provides the infras-tructure and basic cargo related facilities;and

(c) the service port, which provides all types offacilities and the majority of the services.

4.1.3 In the absence of an authority, there may be onesingle government department responsible for theports.

4.1.4 Questions were also posed on whether ports arepublic service bodies or commercial undertakings.The conclusion was that port functions shouldbe vested in a public body, i.e. a port authority.However, misconceptions towards public servicewhere cost recovery is disregarded should bedispelled.

4.2 Financial and Economic Objective of PortsThe objective ofa port is to attract the maximum amount

of traffic and to handle it with maximum efficiency. Max­imisation of traffic follows the evolution of the transportsystems to and from the port. Traffic maximisation mayresult from government interference favoring one's own port.This, however, may result in efficiency losses in transport.From a political or national view, there is traffic diversionwhen cargo originating in or bound for a particular countryuses foreign ports. From a transport economy approach,traffic diversion exists when traffic, uses, a less than optimalroute, all things being considered equal.

From the shipowners' or port users' point of view, anefficient port is one with a fast turnaround ofships or cargoes.These may be due to higher productivity or other factors.

The financial objective of ports is to be able to self-fi­nance operations, maintenance and renewal of port facilitieswith a satisfactory rate of return.

Thus tariffs play an important part in achieving thefinancial objectives of ports.

4.3 TariffsThe tariff policy of a port is generally influenced by:­

the need to achieve financial equilibrium;the need to gain the maximum benefit from theinvestment;the need to achieve the optimum utilisation ofexisting capacity at maximum efficiency levels;andthe need to improve the port's competitive posi­tions.

In order to achieve total equilibrlu,m, total revenuemust cover total expenses. This means that tariff levelsmust generate sufficient revenue for the port entity to coverall the operating costs, pay maintenance expenses, providefor the replacement of facilities, earn a satisfactory returnon invested capital, pay for interest charges, permit thereimbursement of loans and provide a surplus to finance asubstantial proportion of the port's capital expenditureprogramme.

Thus, ideally a tariff should be cost based and at th.esame time be able to meet a changing operational enVl-

(Continued on Page 22)

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OPErtfOAUMOcean Dumping of Dredged Material

Can Be Canied Out SafelyRemarks of Herbert R. Haar, Jr., Chairman, IAPH

Dredging Task Force and IAPH Observer to the LDCat the International Seminar on the EnvironmentalAspects of Dredging, Nantes, France, December 1,1989

Thank you, Mr. Chairman. I was pleased to receivean invitation to participate in this panel discussion, and Iam extremely gratified to see the attendance at this seminarand the interest being shown in understanding the dredgingneeds of ports and the environmental impacts of dredgeddisposal operations.

The International Association of Ports and Harbors

Report by Bursary Recipient-(Continued from Page 21)

ronment, taking into account the current economic andcommercial conditions. Tariffs should also not involvecross-subsidies between services, with the tariff for eachservice reflecting the costs of that service.

4.4 Traffic ForecastingThe aim oftraffic forecasting is to help to make decisions.The pertinent factors which are used in traffic forecasting

are as follows:-(a) The nature of the goods - i.e. the identification

of the main existing or potential traffic flows whichcould use the port - is studied. This will also takeinto account geographical knowledge and thecommodity needs ofthe region, as well as industrialand inland transportation projects.

(b) The packaging - this is important because it hasgreat influence on handling and on the type ofship.

(c) Handling equipment - this is important for es­timating the size of the ship which could carrythe goods.

(d) The ships - this will make it possible to estimatethe type of port equipment required to handle thetraffic.

Short and medium term forcasting can use scientificmethods which are based on extrapolating forward existingtime series.For long term forecasting various techniques can be used,

such as:-(a) the DELPHI method;(b) a macro-economic model; or(c) the scenario method

22 PORTS AND HARBORS January-February, 1990

(known as IAPH) is a worldwide association of port au­thorities with more than 400 members in over 83 countriesthroughout the world. The principle aim of IAPH, as laidout in its Constitution, is: "to develop and foster goodrelations and collaboration among all ports and harborsof the world".

IAPH seeks to achieve its aim through the followingareas:

The Association strives to promote and increase theefficiency ofall ports and harbors by exchanging informationconnected with new techniques and technology relating toport development, organization, administration and man­agement.

Common viewpoints, policies or plans are encouraged

5. BenefitsAll the knowledge gained is applicable to the everyday

running of the port, especially in the area of port finance.Some of the areas covered, such as cost accounting andbudgeting, have already been implemented in Bintulu PortAuthority. However, further improvements can still bemade by BPA to the existing systems.

Bintulu Port Authority is also planning to revise its tariffsin future, and thus attending the seminar seems to have beentimely. The basis of tariff formulation was taught and areview of tariffs will be made accordingly.

In Project Evolution, the participants were taught tolook at the financial aspects from the micro and macro pointof view. Viewing things from two different perspective maygive different results. This will help decision-makers inmaking proper decisions as to the feasibility of the relatedprojects.

Last but not the least, knowledge was also gained bythe sharing of experiences with other participants fromvarious port authorities and organizations.

6. ConclusionMy objective in attending the seminar was basically to

learn, gain experience and be exposed to the area of portfinance. Generally, I feel I achieved those objectives. Theknowledge gained from the seminar has become an assetto the organisation, and with the knowledge it makes onebetter-equipped to meet future challenges - especially inthe area of port finance.

7. AppreciationFinally, I would like to personally express my gratitude

to IAPH for its kind consideration in granting me a bursaryto attend the Port Finance Seminar in Le Havre, France,from June 12 -- 22, 1989.

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where members share a mutual interest.The Association is also concerned to protect the legit­

imate interests and rights of its members within intergov­ernmental and other organizations in order to improve portconditions and efficiency on a worldwide basis.

IAPH seeks the cooperation of shipowners, shippinglines and other concerned parties in its efforts on behalfof ports and harbors, and hopes thereby to assist in thedevelopment of waterborne transportation and marine in­dustries in general.

IAPH has been granted nongovernmental consultativestatus with several world organizations including the In­ternational M.aritime Organization.

It is important to note the role of ports in facilitatingworld trade. International commerce is the needle that knitsthe economic fabric of the nations of the world together.As important as foreign commerce is today, it will becomeeven more important. A great deal of national necessityand major economic opportunity attend the flow of inter­national trade for all nations. Throughout the communityof trading nations port systems form major industries thatdeserve the public's attention, its understanding, its respectand its support.

The public must be informed that ports are more thandocks and pallets - ports are customers; ports provide incomeand jobs; ports are major investors and revenue generators,and ports serve vast regions - not only the individual portcities themselves. Ports also tend to define major featuresof waterfront communities, particularly surface transportpatterns and urban centre people flows.

Enormous ChaUengesOur industry has faced some enormous challenges since

World War II, most of them rooted in the dramatic increasesin waterborne commerce and the dynamic advances oftechnology. These challenges have been answered in a veryeffective manner and, in the process, port management hasbeen defined and developed as a profession, one that hasremarkable importance to the economic and social valuesof the port-dependent public.

Ports, as manifestations of national environmentalpolicies and legal systems, have been engaged in efforts aimedat the prevention of public nuisances from pollution andat the restoration and improvement of environments withinport waters.

Among the efforts being made are those to control thequality of the water, the formulation of the total volumeof disposable items, the disposal and treatment of contam­inated substances form ships in ports, and the disposal ofdredged waste into the water.

Depending upon where the ports are located, however,these preventive measures and control systems have becomepart of the normal function of ports. Such measures maywell include the removal of contaminated bottom sediments,the creation of reception facilities for polluted and con­taminated substances from ships and firms, more carefullassessment of disposal of dredged materials into the sea,confinement of contaminated substances into the protectedenclosures, and many others.

Ports throughout the world playa major role in a nation'seconomy. To remain open to waterborne traffic and com­merce, most ports must conduct periodic construction andmaintenance dredging activities. Such work requires suitablemeans of dredged material disposal. The ports of manynations, and particularly ports in the United States, have

experienced difficulty, delays, and increased costs in ob­taining governmental authorizations to conduct necessarydredging. Underlying these difficulties are the need to disposeofdredged material into ocean waters and worldwide concernover the impact of ocean dumping on the environment.Disposal practices of many world ports are determined fromthe requirements as outlined in the London Dumping·Convention.

IAPH and the American Association ofPort Authorities(AAPA) have been actively engaged on behalf of theirrespective memberships since 1979 with various activitiesinvolving the London Dumping Convention. Pursuing theseactivities on behalf of IAPH has insured that internationalport views are taken into active consideration as policydecisions are made.

Dredged material is predominately a natural soil ma­terial which overall is 90 percent or more clean. When thereis contaminated dredged material, it is often found that themitigative aspects ofclay particles and natural organic matterwill sequester and detoxify contaminants so as to render themharmless. The most significant problems are associatedwith physical effects and nutrient releases and these effectscan be handled by proper site selection.

There are many beneficial uses of dredged material:1. beach nourishment2. construction aggregate3. fill material4. marsh development/enhancement5. habitat development/enhancement6. increased productivity of agricultural soils7. mariculture/aquaculture in diked disposal facilities8. offshore berms for fishing habitat9. beach erosion mitigation

GuidelinesAll dredged material disposal alternatives

(ocean/estuarine/riverine/lake/and land) have good and badpoints. No disposal alternative should arbitrarily be ex­cluded. Even highly contaminated material can be managedin the aquatic environment through subaqueous capping.

The London Dumping Convention Dredged MaterialGuidelines present a sound global, regional, and local testing,assessment and management protocol.

Dredged material should never be confused with sewagesludge or industrial waste.

Management and design techniques are available forall disposal alternatives in the form of manuals, guidelines,technical reports, etc. In this regard, the United States isa significant source of information on the management ofdredged material. A contact for assistance in this regardis:

Dr. Robert EnglerWaterways Experiment StationCorps of EngineersCEWESEP-D3909 Halls Ferry RoadVicksburg, Mississippi 39180-6199U.S.A.

For the past ten years, I have been heavily involved inrepresenting IAPH in connection with the regulation ofdredged material disposal under the London DumpingConvention - the global treaty dealing with pollution at sea.When I began my initial service as the observer from IAPHto the Convention, ports were faced with the prospect ofdifficulties in conducting needed dredging operations because

PORTS AND HARBORS January-February, 1990 23

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of action taken at the Third Consultative Meeting of Con­tracting Parties to the Convention which, for the first time,extended certain Annex I prohibitions against dumping todredged material. Prior to that time, dredged material hadbeen considered exempt from the Annex I prohibitions basedupon an expulsion contained in paragraph 9 to the Annex.

The extension of Annex I prohibitions to dredgedmaterial in 1978 was due, in large measure, to a lack ofunderstanding ofdredged material operations and the specialproperties of marine sediments which distinguish this matrixfrom other forms of waste subject to Annex I.

Beginning with the Fourth Consultative Meeting in1979, IAPH made a series of presentations at ConsultativeMeetings and at meetings ofthe Scientific Group on Dumpingrelating to the impacts from dredged material disposal atsea. IAPH retained the services of a renowned oceanog­rapher, Dr. Willis Pequegnat of the United States, whoprepared a number of scientific papers (see attached list)designed to explain the unique characteristics of marinesediments that tightly bind contaminants and prevent themfrom being available to the marine biota. At the same time,IAPH gathered and presented available data on the use of"special care" measures, such as capping contaminateddredged material with clean material, which are able tofurther isolate contaminated dredged material from themarine environment. IAPH was able to demonstrate thatthese contaminant-sequestering properties of marine sedi­ments, and the demonstrated success ofspecial care measures,could often allow the safe disposal of even contaminateddredge material at sea. IAPH also pointed out that the greatmajority of dredged material - well over 90 percent - isclean material that presents no risk from disposal in oceanwaters.

BioavailabilityThe scientific evidence presented by IAPH resulted in

the recognition of "bioavailability" as a relevant criterionin assessing the impact from the ocean dumping of dredgedmaterial. It also resulted in the adoption of special guidelinesfor dredged material in 1987 which recognize that the impactsfrom such disposal are far different than the impacts asso­ciated with the disposal of other forms of waste.

Since approval of the Dredged Material Guidelines,IAPH has continued its participation in the review and studyof dredged material under the Convention. In connectionwith the ongoing work to restructure the Annexes, IAPHhas presented additional technical submissions to the Sci­entific Group regarding the infeasibility of developing fixednumerical sediment quality criteria for use in evaluatingdredged material. IAPH has pointed out the major short­comings in two methods that have been discussed: theApparent Effects Threshold (AET) and the Sediment QualityTriad. As Dr. Pequegnat has explained, these methods aredeficient because they fail to take into account the mitigativeproperties ofmarine sediments and the limited bioavailabilityof contaminants when dredged material is disposed of atsea.

IAPH has worked hard over the past ten years to providea better understanding of dredged material disposal oper­ations (see attached list of scientific papers). This increasein scientific and technical knowledge has avoided unnecessaryoverregulation based upon a mistaken belief that the impactsfrom dredged material disposal are the same as the effectsfrom the dumping of industrial waste at sea. This "educationprocess" has been a good one and must continue. It is for

24 PORTS AND HARBORS January-February, 1990

this reason that IAPH has been pleased to Jom in thepresentation of this seminar. The issues that have beendiscussed over the past several days will help to increase thestore of knowledge regarding dredged material disposal and,I believe, will further contribute to a realistic understandingof the needs of many ports to utilize the sea disposal option.

I would like to close my remarks with one final thought.At the recent Twelfth Meeting of Contracting Parties to theLondon Dumping Convention, it was apparent that thereare deep seated philosophical differences between countriesas to the purposes and goals of the Convention. Manydelegations believe that the LDC should require a prohibitionof all dumping at sea. Other countries feel that the LDCis primarily a regulatory mechanism which can and shouldauthorize continued disposal at sea if it can be done safely.Even those countries calling for an end to all dumping atsea generally make an exception for dredged material inrecognition of the fact that most dredged material is inno­cuous and can be disposed of safely at sea. The scientificevidence and dumping experience to date also demonstratethat even contaminated dredged material can often bedisposed of without harm to the marine environment. IAPHbelieves that the ocean dumping of dredged material canbe carried out safely and in a manner that is fully consistentwith the protective purposes of the Convention.

November 13, 1989

Some of the Papers prepared on behalf of IAPH/AAPAby Willis E. Pequegnat for submission and oral presentationto the Scientific Group on Dumping of the London DumpingConvention.

Special Care Measures for Safe Disposal ofPolluted DredgedMaterial in the Marine Environment. May 1981.

An Updating of Special Care Measures for Safe Disposalof Polluted Dredged Material in the Marine Environment.September 1982.

More Recent Findings on Special Care Measures for SafeDisposal of Polluted Dredged Material in the Marine En­vironment. January 1983.

Application of Classification Criteria to Dredged Materialwith Emphasis Upon Petroleum Hydrocarbons and withAdditional Consideration of Lead in Dredged Material.October 1983.

A Brief Treatise on Physicochemical Properties of DredgedMaterial and Environmental Protection. February 1984.

Some Suggested New Annex Allocation Criteria of LDCRelated to the Toxicant Binding Properties of DredgedMaterial. June 1984.

Special Guidelines for the Ocean Disposal of DredgedMaterial. August 1985.

A Discussion Paper on Expansion of the LDC Annexes.November 1987.

Assessment of the Use of Contaminant Concentration inRelation to Properties of Dredged Materials. March 18,1989.

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International Maritime Information

WDRLD POR'· NEWSMaritime Univ. TrainingDedsion-makers

The World Maritime University,established by the International Mari­time Organization in 1983, has a currentstudent populafion of about 200 andgraduates numbering 400. Students andgraduates now represent more than 100countries world-wide.

The University offers a total of seventwo-year MSc courses III maritimeadministration, education and training,maritime safety administration, tech­nical management of shipping compa­nies and ports and shipping adminis­tration.

While the University is a young in­stitution, its graduates already holdhigh-level positions in national mari­time administrations, training collegesand academies, port authorities, ship­ping companies and other maritimeorganizations around the world.

The University, based at Malmo,Sweden, is training the decision-makersof tomorrow. I hope that you sharemy enthusiasm and desire to support

this practical and highly successfulexample of international co-operation,geared to serve the most internationalof industries.

With best wishes,c.P. Srivastava

Secretary-GeneralInternational Maritime Organization

Chancellor,World Maritime University

Recent years have seen dramaticchanges in the character ofinternationalshipping. New centres of maritimecommerce have emerged. The WorldMaritime University is training thesenior personnel who will shape thepolicies and decisions ofthe future; theyhold the key to regulatory and com­mercial developments in the yearsahead.

We ask you to take this opportunityto participate in their education byselecting one or more of the manyoptions for sponsorship shown below.Your support will help to ensure thatthe shipping industry of the 1990s andbeyond is safer, protective ofthe marineenvironment and more efficient and

commercially rewarding.Support for the World Maritime

University takes many forms, including:Cash donations: to the World Mari­

time University's Capital Fund, or forspecific purposes.

Fellowships: supporting one or morestudents throughout their two-yearcourse.

Human resources: funding a CourseProfessor or Lecturer.

Exchanging expertise: providing astudent or student group with practicalfield experience, including on-the-jobtraining.

Equipment and library: making con­tributions in cash or in kind for trainingequipment and library acquisitions.

A part from governmental andmultilateral contributors, the WorldMaritime University's many supportersaround the World include:

Major shipping groupsMaritime organizations in London,

Continental Europe, Africa and theFar East

Port authoritiesClassification societiesMajor oil companies

12th Consultative Meeting-(Continued from Page 17)

disposal of contaminated dredged material - without regardto the bioavailability of contaminants, the mitigative prop­erties ofmarine sediments, or the use ofspecial care measures.This would threaten the recent success of IAPR in securingadoption of the Dredged Material Guidelines on the basisof the sound technical and scientific evidence that has beendeveloped to date.

7. There is also a need for IAPR to continue itsparticipation in the work of the ad hoc Group of Expertson the restructuring of the Annexes. The ad hoc Group ismoving toward the adoption of a "prohibition list" and an"action list" which would trigger controls based upon nu­merical criteria. This restructuring effort may also involvean examination of the role of the "precautionary principle"in the structure and application of the Annexes. These areareas which could have significant impact upon port oper­ations.

8. In the discussion under Agenda Item 3 dealing withthe Report of the Scientific Group on Dumping, the Con­tracting Parties also proposed the development of guidelineson monitoring for presentation to the Thirteenth Meeting.This is an area which must be closely followed by IAPR

because of the impact which unreasonable monitoring re­quirements could have upon port operations.

9. Another fundamental issue considered at the meetingwas the extent to which the LDC should be expanded tocover land-based sources of marine pollution and whetherIMO should continue to be the Secretariat for the Con­vention. Many delegations feel that there should be a greateremphasis upon land-based sources and that the UnitedNations Environmental Program (UNEP) would be a moreappropriate body to serve as Secretariat because of itsexperience in dealing with such sources of pollution. Thisissue will likely arise again in the future.

10. The IAPR attendance at the Twelfth Meeting wasan important one. It afforded an opportunity to expressIAPR's views on what is perhaps the most fundamental issueto arise at the Convention since its inception. Row this issueis resolved will determine the future course and continuedexistence of the Convention. The issues raised at the TwelfthMeeting highlight the need for IAPR to present its viewsand positions during the intersessional period so that theywill be adequately reflected in the discussion of these issuesat the Thirteenth Meeting. IAPR must be prepared to protectits past achievements in the face of a re-examination of thedirection of the Convention and the means by which controlsupon dumping will be exercised.

PORTS AND HARBORS January-February, 1990 25

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Educational and charitable founda­tions

PublicationsPrivate individuals

For more information on sponsor­ship, please contact:

Bernard ZagorinExecutive SecretaryWMU Capital Fund

International Maritime Organization4 Albert Embankment

London, SEI 7SRTel: 01-735 7611Fax: 01-587 3210

orErik Nordstrom

RectorWorld Maritime University

Citadellsvagen 29P.O. Box 50

S-2l1 20 MalmoSweden

Tel: 040-70050Fax: 040-128442

ICC Opposed to FundFor Harbour Management

The Japan Harbour TransportationAssociation (NIKKOKYO) plans toset up a "Fund for HarbourManagement" consisting of Users'contributions for modernizing portfacilities especially distribution facilitiesfor fast-growing imports and to copewith an increasing shortage of harbourlabour.

To that end, it is negotiating withJapanese and Foreign shipping firmsoperating sophisticated vessels, in­cluding containerships, with the fol­lowing two basic aims:

1.0 To improve distribution facilities,especially for import cargoes

2.0 To implement measures to easethe shortage of harbour labour.

It is apparently the intention to in­augurate the scheme immediately andto collect about US$80 million annuallyfrom carriers. This would cost a largecontainer line millions of dollars an­nually.

Whilst the ICC appreciates theproblems arising from shortages it isunfair and reprehensible that the SeaCarriers should be arbitrarily burdenedwith such charges, particularly as thefunding for additional port facilitiesand labour have traditionally been theresponsibility of the port authorities

and those operating port facilities.If the NIKKOKYO succeeds in im­

plementing these surcharges it will seta very dangerous precedent.

The shipping community is strivingto recover from the longest recessionin its history, a recession which mostcertainly has also been felt within theJapanese shipping community. Such ascheme would only further delay theprocess of recovery.

The attention of the Japanese au­thorities is drawn to the continuingfinancial difficulties facing the ShippingIndustry at large and expresses the hopethat the relevant Ministries will effec­tively intervene not only to stop thecurrent scheme but so also as to dis­courage other Nations from imple­menting similar fund-raising schemes.Failure to do so might well have anegative impact on Japanese shippingitself at a later stage.

(ICC Document 1989-11-3)

BIMCO Hits US BanOn Panamanian Ships

The Baltic and International Mari­time Council (BIMCO) on 1 December1989 called the U.S. Administration'sban on Panamanian-flag vessels callingat U.S. ports from 31 January, 1990,an "unfair burden on the shipowningcommunity worldwide."

In a statement, BIMCO said: "Westrongly oppose this sanction whichhits the international shipowningcommunity's freedom of choice of re­gistry.

"BIMCO and its shipowner membersare already heavily involved in sup­porting the U.S. Administration in itswar against drugs. The majority ofBIMCO owners have signed the vol­untary agreement of co-operation withthe U.S. Customs."

The statement continued: "As amatter of principle BIMCO feels thatthe war on drugs is one issue, and thatfreedom of trade on the high seas isquite another issue.

"The decision by the Administrationto ban Panamanian-flag vessels in U.S.ports is arbitrary, discriminatory, andwill result in additional expenses forshipowners who will be obliged tochange flag. The ban will cause dis­ruption, take up administrative timeand involve legal costs.

"BIMCO, representing more than

50 percent of the world's merchanttonnage, is strongly opposed to thisunfair burden on the shipowningcommunity worldwide.

"It seems as if the U.S. Adminis­tration has chosen the internationalshipping community as a culprit formany of its internal and externalproblems - unlimited liability for oilspills, the U.S. Tax Reform Act, theU.S. Anti-Drug Abuse Act, etc. Whenwill it stop?"

Tehran Conference onPOd5,MarineStructures

The First International Conferenceand Exhibition on the Design, Con­struction and Operation of Ports andMarine Structures will be held fromMay 28 - 30, 1990 in Tehran.

A. Subjects to be discussed are asfollows:

1. Meteorology and oceanography2. Marine hydraulics, wave me­

chanics, methods of wave pre­diction

3. Breakwaters and harbor struc­tures (design) analysis, con­struction, operation and mainte­nance

4. Causes of damage to and de­struction ofmarine structures andharbor facilities

5. Lessons from failure of marinestructures and breakwaters

6. Economic aspects of harbor andport design

7. Comparison of various standardsof different countries in the worldfor marine structures

B. Papers can be of the followingnatures:

Research Paper, Review Paper, CaseStudy, Short Communication

C. Details of ConferenceThe Conference will be for three days

(Monday, May28 to Wednesday, May30, 1990). At the end of the Conference,there will be a visit to the Shadid RajaeeNew Port Complex at Bandar Abbasfor those invited to present their articlesand a few other participants. The wri­ters of the articles can prepare sum­maries of their papers (Max. 25 lines)and preferably type them on A4 sizepaper, and send them to P.S.O. Si­multaneous translation will be providedduring the Conference in English andFarsi.

D. The Exhibition

26 PORTS AND HARBORS January-February, 1990

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Next to the Conference, there willbe an exhibition room on the latestadvances in marine engineering andlarge projects (constructed or underconstruction) being undertaken by theministries, scientific centers, consult­ants and contractors in the form oflaboratory models, films, case studyand research projects.

If you are interested in participatingin the above exhibition, please sendus all the necessary information aboutyour projects not later than January20, 1990. Ifmore information is needed,please contact:

Telex: 212271 and 214260 BNDRIR

Telefax: 837051Those interested in attending the

Conference are asked to complete theattached application form and send itto P.S.O. by the end of office hourson March 6, 1990.

It is also possible to apply to attendthe Conference by calling telephonenumber 837396.

Application Form

Name and Surname: .

Educational Level and Field: ..

Place of Work: .

Subject Numbers of Interest (as above)Priority Subject (number)

1.

2.

3.

4.

5.

6.

7.

Address:

Telephone and other contacts:l

Tel: .

Telex: .

Fax: ..

International Conference onVessel Traffic ServicesIn the Mediterranean

February 20 - 22, 1990Palazzo San Giorgio

Genova - ItalyOrganized by:

Institut Francais de Navigation (IFN)Istituto Italiano di Navigazione (liN)

With:Istituto di Automazione Navale

del CNR (IAN-CNR)Institut National de Recherches

sur les Transports et leurSecurite (INRETS)

Istituto Internazionale delleComunicazioni (IIC)

Scope of the ConferenceThis international meeting is spon­

sored by local and regional authoritiesof Italy and France, as well as byinterested professional organizationsin both Countries.

It is addressed to the competent rep­resentatives of the Coastal and PortStates bordering the MediterraneanBasin, and ofall the Flag States involvedin the Mediterranean maritime traffic.

The Conference is meant to identifyVessel Traffic problems which appearto be specific of the Mediterranean areaand to evaluate the actual or potentialbenefits of VTS systems hereabouts.

Up-to-date VTS technology andimplementation shall be regarded interms of installation, standard proce­dures and qualification. Such approach,with the related discussion by expertsand authorities, will certainly producea clear answer to all those who needto realize the prospective VTS situationin respect of Safety and Efficiency ofMediterranean maritime traffics.

ThemesFour main areas of interest were

selected by the Committee:1. Analysis of typical Mediterranean

problems, particularly within an inter­national context and taking into ac­count the significance of VTS, amongother navigational aids.

2. Identification of navigational andtraffic problems in the frame of Med­iterranean maritime services. Actualsituation of functional and technicalsolutions. Short term developments.

3. Organizational and operationalaspects in the implementation of VTSsystems. VTS procedures and har­monization. Qualification, engagementand training of VTS operators.

4. Evaluation ofVTS impact on usersand of provided services. Internationalimplications.

For further information, pleasecontact:

Institut Fran9ais de Navigation3, Avenue Octave GreardF-75007 PARISPhone: + 33 1 42603330 ext. 27343

Istituto Italiano di Navigazionec/o Societa Geografica ItalianaVia della Navicella, 121-00184 ROMAPhone: + 39 6 6374194

Megatrends in Containerisation,Directions & Projections by Rei­necke & Associates

The book demonstrates the devel­opment of all ports of the world inrespect to their volume of handlingduring the years 1971 up to 1987. Thestudy lists 227 main-ports, which areanalysed individually in their develop­ment in respect to absolute teu han­dlings, in respect to their "importance"(World Market Share) and their com­petitive position (Market Share withinits respective Coastal Area).

This portwise development is pre­sented in summarizing tables of total32 Coastal Areas, main features of thisgraphically outlined. The 32 CoastalAreas are then summarized in 9 Con­tainer Regions in order to elaborateMegatrends which eliminate erraticpeculiarities of the individual port.Finally those Container Regions arefurther grouped into Container Con­tinents in order to achieve global Meg­atrends.

With this methodology we had beenin the position to prove and quantifysuch famous developments like the shiftto the Asian Continent, the shift fromthe Northern Hemisphere into theon-route Centre, and the fact that theworldwide growth up to 1999 finallywill only be determined By the devel­opment prospects of only a few decisive

PORTS AND HARBORS January-February, 1990 27

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£450.00.Lloyd's Register of Shipping71 Fenchurch Street,

London, EC3M 4BS, UKTelephone 01-709 9166Telex 888379 LR LON GFax 01-4884796 (Gp III)

The President of Zim Israel Navi­gation Company, Mr. Matty Mor­genstern, very calmly but strongly shotfrom the hip when he delivered thekeynote address to the 800 guests inthe ballroom of the Halifax Sheratonduring Port Days '89. The Port ofHalifax, he stated, is a clear successstory. Zim has been an integral partof Halifax's growth since initiatingservice to the port in 1972. "Today,"he said, "Zim call seven ports in NorthAmerica on both coasts and 23 % ofour N.A. volume moves through Hal­ifax, and it is a very substantial volume."

Mr. Morgenstern reflected on theimpact that information technology andelectronic interchange is having onshipping and transportation, "it makesall our assets more productive. Withoutthis technology, intermodalism, in itsmodern sophisticated version, wouldpractically be impossible." Anotherfact Mr. Morgenstern feels confidentwill impact significantly on transpor­tation, is "the emergence of specializedindustries resulting in more goodsmoving from one economy, one coun­try, one trading area to another."

Higher demands from the market­place have created new standards thatonly the large shipping companies canmeet. He noted that 80% of the tradeis now dominated by 20 liner shippingcompanies. Several reasons exist forthis: including the cost ofnew buildings,cost of financing new vessels and thelack ofcash for speculative investments.But he does see stability in the shippingindustry with three to five percentgrowth annually, if, he said, "shippinglines behave responsibly by not creatingovercapacity and by running their busi-

Port Days '89Halifax Closest Port onEast Coast to SE Asia

Register of Ships 1989/90 by Lloyd'sRegister

The Register of Ships complied andpublished by Lloyd's Register, theworld's leading ship classification so­ciety, is the only definitive guide tomerchant shipping. Containing detailsofmore than 76,000 sea-going merchantships of 100 gross tonnage and above,the three volumes of LR's Register ofShips list vessels in alphabetical orderby name and provide essential infor­mation covering:

* ship name and former names* owner and/or manager* ship type and registration* tonnages and dimensions* builder and date of build* call-sign and navigation aids* holds and hatches - number and

dimensions* grain, bale and insulated capacities* cranes and derricks, noting maxi­

mum and minimum SWL* engine detailsParticulars of all known self-pro­

pelled merchant ships in the world of100 gt and over are included, even ifthey are not LR-classed. Volume threealso includes a valuable section listingLR-classed items in the following cat- I-~~~~~~~~~~~~~~----jegories:

* ship-borne barges* miscellaneous pontoons* docking installations* mooring buoys* air cushion vehiclesThe Register of Ships 1989/90 costs

in a few trades. The days of the En­trepreneur-Management in this marketare over and it is now the time of thesophisticated manager even of the cri­tical administrator, with formal Man­agement Information Systems, businessdivisions and conscious planning sys­tems, having the knowledge not onlyin his own market but as well in thebasic MEGATRENDS.

This study is available to the publicdirectly from

Reinecke & AssociatesAlstertor 12000 Hamburg 1 GermanyTEL (040) 33 06 17FAX (040) 32 60 98At a price of 120,000 Deutsche Mark

for delivery inside Europe andUS$70.00 outside Europe, airmailpostage is included.

Coastal Areas.The book refrains from making data

repeating commentaries, devoting 6pages to the history of containerisationand 5 pages for the reasoning of thisworldwide success of the container.The remaining part of the writtencommentary stands just as a guide-linefor interpretation on front of eachchapter, suggesting that the reader willdraw his own conclusion for his positionout of the collected data. It was morethe objective to bring the well-knowndata into the globallogical context.

Besides we could not avoid peculiarremarks like:

Hong Kong handles more containersthan the total of Africa and SouthAmerica together/The empirical mar­keting logic of 80:20 is also applicableto containerisation (20% of the portsare doing 80% of the worldwide portmovements)/ The success of the con­tainer did not materialize despite ofstrong competition but because ofcompetitive spirit. And because of theunique chances of the dynamic age(1960-1990) connected with an admi­rable condition of peace and wealthworldwide/ There is a probability thatin future we will see a faster growthof the intraregional trade than of theinterregional trade/ We did point outto the tragic of Africa/ We mentionedthat America had already in 1971 moreport-handlings than South America in1987.

These and other statements areknown fact to certain extent. But wedeliver the worldwide aspect in a logicalcontext basing our analysis on morethan 5,000 individual data, processedin such a way that we again see the forestdespite of the many trees. Doubtlesslywe are in the position to further analyseindividual questions with our computerfile. In fact we are offering this serviceto our clients, as we are prepared todevelop further substudies also for yourmagazine. In this study we aimed atthe MEGATRENDS, resulting out ofa number of separated but interrelatedsubtrends.

One Final remark: This book clearlyindicates that the development ofcontainerisation follows in total termsthe famous life-cycle rhythm, i.e. thestart-up as entrepreneurial invention,the acceleration by the general wideacceptance, the growth and maturity,the phase of aging just slightly visible

28 PORTS AND HARBORS January-February, 1990

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ness rationally."Intermodalism involves many par­

ties, the question is who will organizethe entire move? Zim's primary cor­porate objective, or as Mr. Morgensternstated, "Zim's perception of itself isof an integrated global transportationsystem, well suited to the task of eco­nomically organizing the entire move.However, common user facilities canoften achieve better economies of scalethan a service built on the throughputof one company alone. So Zim will notbuy a cow where a glass of milk willdo." He said Zim will continue topurchase services in the competitivemarketplace and be cautious with theirinvestments. As regards EDI, he saidZim are totally computerized and be­lieve it is the main tool to remaincompetitive, with the ability to providereliable and stable service.

"What ports cannot change is theirlocation," Mr. Morgenstern stated,"that is why Halifax's location as firstNorth American port westbound andlast call eastbound gives it a- naturaladvantage in attracting cargos. Ourships reach Halifax two days soonerthan New York and by the time ourships reach New York, a containerdischarged at Halifax should be on atrain somewhere around Toronto. Withproper coordination the same containershould be in Chicago around the timea trucker is pulling out of N.Y. traffic.The same advantage that Halifax enjoysfor import cargo from Europe appliesequally to export cargos to Europe."Mr. Morgenstern said it may surprisepeople to know that although Halifaxis the farthest North American portfrom the Far East, by shippingall-water, Halifax is the closest eastcoast port to South East Asia, whichZim sees as an increasingly importantarea and market. Mr. Morgensternmade mention of Halifax's strategiclocation as a sea/air market link as well.

Cooperation between U.S. and Ca­nadian railroads, Mr. Morgenstern felt,would benefit CN and the Port ofHaUfax. American railroads, throughthe efficiencies of double stack trains,are beginning to make inroads intolonghaul truck traffic. Zim's relation­ship with the Port pf Halifax, Mr.Morgenstern said, depends in largepart, on the intermodal connectionsavailable. He stated, "on-carriage toMontreal and Toronto from Halifax

accounts for a quarter or more of thetypical freight from Italy to Canadatoday ... it's too much!"

Mr. Morgenstern felt that theeconomies of doubles stack that arebeing achieved "in other places shouldbe enjoyed by Canadian shippers aswell." He made mention of a study byTemple, Barker and Sloan which wasconducted well over a year ago, butwhich shows that double stack servicecan reduce costs by 10%. Mr. Mor­genstern stated, "It is our hope thatthe reliable more economical serviceon the Halifax/Montreal/Torontocorridor will soon be inaugurated withimproved connections to the U.S.mid-West."

In summing up his address, Mr.Morgenstern made a strong plea toCN to study no more, but to jump in."We are all in the same boat, we allwant a better transportation industry,we all want a reliable service at a lowercost. In this transportation boat we allhave different duties and carry differentresponsibilities." Mr. Morgensternspoke about the difficulty of achievingeconomical goals when you have tomake investments, noting that Zim arespending $300 million on seven con­tainer ships which will call Halifax nextyear. He said it is time for "others whoare sharing this boat to do their partas far as investments are concerned.And not necessarily wait for businessto come first, but provide the servicefirst and let the business follow."

We know CN very well, we workedvery hard together for many years,Mr. Morgenstern stated. In the earlyyears, he and CN officials would callon prospects in Europe together tryingto encourage them to bring their busi­ness via Halifax, he explained. "Todaywe are at the crossroads and we arehere to talk about the future. I wouldhope that we will soon hear that CNhave made their decision to jump inand not to do another surveyor anotherrethink." Mentioning the competitivechallenge to Halifax from other EastCoast ports, Mr. Morgenstern said,"I would hate to see people that todayare loyal, faithful clients of the Portof Halifax be tempted by others. Suit­able answers I have talked about hereare necessary to be able to resist othertemptations and to continue our re­lationship the way it has been untilnow." (Port of Halifax)

Information-basedTransportation Systems

Stewart Wade, North AmericanEditor for Fairplay Publications

The panel members speaking at thisyear's Port Days '89 Business Sessionswere in agreement in a number ofareas.In summing up the discussion, mod­erator John Gratwick felt the trend intrade and transportation is over­whelmingly toward information-basedtransportation systems. All furtherdevelopments will come as a result ofthe integration of information and theeffective use of this information. Henoted that all parties in the transpor­tation link must be more responsive,with the shipper being the central focus.Most panel members agreed that costis no longer the overriding concern.With rapid changes in the global arenaaffecting both shippers and consignees,the transportation industry must beflexible, adaptable and resilient to thesechanges.

To set the stage for this year's PortDays Business Session, Mr. StewartWade, North American Editor forFairplay Publications, gave participantsa thumbnail sketch of three emergingtrade areas for the 1990s and somethoughts about developments thatcould alter their future. The three areashe discussed were the Pacific Rim,Continental and Eastern Europe.

A surprise to no one is the fact thatthe Pacific Basin has been the fastestgrowing economic and trading regionin the world over the last decade withevery indicator that it will continue.Mr. Wade stated, "Japan will remainthe powerhouse but increasingly, do­mestic Japanese cost considerationswill see increasing out-sourcing to lowercost alternatives like Thailand, In­donesia and the Philippines." Mr. Wadenoted however, the one .factor thatcould destabilize this rosy predication,the possible impact of U.S. patriotismand parochialism.

"The Asian boom needs the U.S.market to sustain it and Americans arejust beginning to recognize the true costof all the Toyotas and Sonys they havebeen buying. Not only haVe they madethe Japanese wealthy but the Japaneseare using that wealth to buy up the

PORTS AND HARBORS January-February, 1990 29

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United States," he said. In answer tothe argument that this is the same aslarge American corporations who haveset up a worldwide pattern of domesticmanufacture in the market nations,Mr. Wade stated, "in those instancesthe investments were part ofa reciprocalarrangement. The Japanese do not wantsuch reciprocity and have done every­thing to discourage it." He noted theAmerican attitude toward fairplay andfair dealing and stated that there is astrong possibility of a rising tide ofanti-Japanese sentiment which may bedirected at Japanese goods in the future.

In discussing the harmonization ofEurope after 1992, Mr. Wade agreedwith the fact that it will create a hugetrading bloc with simplified rules butit will be the same people and samenumber of purchasers within thismarket then as now. He said, "The onlyway there will be significant changesis if the overall wealth of Europe isincreased to create more purchasingpower and that must be done throughmore productive capacity." For in­stance, the opening ofanother country'scar assembly plant will create more jobsbut "how do you equate, economically,a Greek manual labourer and a Germanwith the same range of skills but a muchhigher living standard? What happenswhen cheap labour starts flooding northfrom the less to the more affluent ar­eas?"

The other factor to consider with aunited Europe is the fact that there isno common unifier, no common lan­guage and great cultural divisions andhistorical enmities. Mr. Wade said forthe non-aligned, the traders, the fi­nanciers, 1992 will bring tremendouspossibilities, but for long-term stability,he sounded a note of caution. "Re­member," he said, "it is a union basedon money and as the proverb goes'money is the root of all evil'."

Mr. Wade felt Eastern Europe tobe "the most interesting trading blocdue to its instability and its unquanti­fiable potential." Consider Gorba­chev's gamble, how much freedom ishe prepared to give the satellites, howquickly might it happen, or might itall backfire? Mr. Wade noted thechanging economic focus, particularlyin Europe where the Germans are inthe forefront. An important issue, hesaid, "is the reunification of Germanywhich for them poses a dilemma. Onthe one hand their economic future is

being linked with Europe while on theother they are doing everything poli­tically and economically, to regain EastGermany." If there should be a conflictbetween the two demands, Mr. Wadefeels reunification will win out. And ifachieved, he feels the two Germanys,now one, will be the economic power­house. Consider how that will affectthe delicate balance of power withinthe European Community. Indeed,would a united Germany need the EC?

The mechanics of production is an­other area which will affect trade in thefuture. Principally, Mr. Wade felt theout-sourcing of component manufac­turing and just-in-time delivery to beareas that must be considered. To il­lustrate his point, he offered the ex­ample of a Sony TV which containscomponents made in Taiwan, Korea,Singapore and Hong Kong. The TVis assembled in Mexico and sold in theU.S. market as a Japanese product.Increasingly components are beingmanufactured at lowest cost centerswith the criteria being price, qualityand on-time delivery. Like the com­ponent supplier, the transportationprovider will be judged on price, qualityand above all, performance.

Transportaion providers ofall modesmust insinuate themselves into theirclients' production and distributionchain. Mr. Wade stated, "They mustbecome partners, understanding theirclients business as never before. Theymust be humble enough to understandand accept their role within that chain.They must be as flexible as their clientsin reacting to changes in sourcing, as­sembly and distribution." A basic factof transportation economics is thatdemand for shipping is a derived de­mand.

Just-in-time delivery is also imposingan obligation to develop and maintaininformation systems by the carriers.With the timing ofdelivery increasinglycritical, the consignee must know wherethe cargo is at any given moment andcarriers must be able to respond to thisdemand.

Intermodalism must be approachedas a partnership between the variousmodes. Mr. Wade stated, "Partnershipsin which each mode maximizes its owncomparative advantage will offer ben­efits to all involved." Transportationmodes in Europe, after 1992, shouldsee the elimination of border delayswhich will mainly benefit truck traffic.

For European Railroads, in their favouris the growing awareness of environ­mental concerns, the increasing re­strictions on truck routes and timesof use and the trend towards Europeanload centering by ocean carriers. Mr.Wade said, "Without the existing pol­itical borders, we expect a period offierce rivalry between European portsas they compete for supremacy."

The other unknown at this stage isthe Channel Tunnel or Chunnel. Hesaid there is no reason why a port likeLiverpool should not compete asdominant North Atlantic load centre,with unit trains rushing south, throughthe chunnel, and on to many Europeandestinations by the next morning. Forthe shipping line the ocean leg is keptto a minimum and annual vessel utili­zation is significantly boosted. As Mr.Wade said in closing, these observationsare not novel but are simply posed toprovoke thought and they most cer­tainly have. (Port of Halifax)

US AirpOrts Call forImproved Security

AIRPORT GROUPS CRITICIZEGOVERNMENT APPROACH TO

SECURITY

AOCI and AAAE in joint testimonyissued a call for coordination by theU.S. government of numerous discon­nected activities in aviation security.In testimony before the President'sAviation Security & Terrorism Com­mission, airports argued that much ofthe government's response to terrorismand security risks has been impracticaland hasty. "The existing patchworkprocess, in its zeal to respond to mediaand public pressure to 'do something,'has in truth done very little to providegenuinely improved security," saidMr. Bill Jackson, Chairman of theAOCI operations, Safety & SecurityCommittee and Director of Operationsat Baltimore-Washington InternationalAirport, Maryland.

Airports, while conceding that FAA'sactions to enhance aviation securityare well intentioned, believe that theydo not represent a coherent strategythat can reduce the threat of attacksin the future. "There has been virtuallyno substantive guidance available fromthe government because it does notexit," said Mr. Jackson.

30 PORTS AND HARBORS January-February, 1990

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Mr. Steven H. Appelbaum, Dean of the Faculty of Commerce and Administrationat Concordia University (left), congratulates Mr. Dominic J. Taddeo, General Managerand Chief Executive Officer of the Port of Montreal, upon receiving the Award ofDistinction.

Fundamental among the gov­ernment's mistakes is its notion thatthe victims ofterrorist attacks - notablythe airports and airlines-shouldshoulder the primary responsibility forthwarthing terrorism and paying forpreventive measures. Primary respon­sibility should lie with the federal gov­ernment, which is the real target ofterrorism, airports said.

"It must be the responsibility of thefederal government to redouble federalefforts to aggressively pursue the re­quired intelligence to identify and in­terdict terrorists before they becomean on-site airport problem," Mr.

Mr. Taddeo ReceivesAward of Distinction

Mr. Dominic J. Taddeo, GeneralManager and Chief Executive Officerof the Port of Montreal, was honouredas a recipient of Concordia University'ssecond annual "Awards of Distinc­tion."

The awards, presented by theuniversity's Faculty of Commerce andAdministration, recognize outstandingachievement in the fields of finance,commerce and service to the commu­nity.

Mr. Taddeo was honoured for hisnumerous achievements in the maritimeindustry as well as his devotion to hisduties and his dedication to the well­being of his fellow citizens.

Jackson testified.The government demonstrated a lack

ofsensitivity to airports' problems whenit issued its access control rule to thwartunauthorized access to secured areas.In that rule, the Category X airports- generally the largest and mostcomplicated facilities - had the leastamount of time to develop their plansto implement these systems, and nofederal fundings was provided.

In addition, airports were not giventhe chance to conduct a pilot programusing alternate access control technol­ogies to allow all airports to learn fromthe experiences ofa few. Early this year,the FAA "committed itself to imme­diately undertake testing at four or fiveairports under a pilot program," saidMr. Jackson, but the commitment wasnot kept.

Long-term policy in the aviationsecurity area should wait for the resultsof research underway at the FAATechnical Center in Atlantic City,which is studying alternate technologiesfor explosives detection and passengerscreening, and for the National Acad­emy of Sciences study on explosivesdetection, which is expected to re­commend a mixed-technology ap­proach.

These and other actions should becoordinated by the Commission toensure a coherent approach by gov­ernment to major aviation security is­sues, the airports said.

6 More Cranes toVirginia Port Authority

Coast Engineering & ManufacturingCompany* (formerly Paceco, Inc.) re­cently completed commissioning sixhigh-speed, rubber-tired, stackinggantry cranes for the Virginia Port

One of the 25 PACECO Transtainer cranes

currently operating in Virginia.

Authority. This will bring the totalnumber of PACECO Transtainers op­erating at the port to 25.

Duplicates of six units ordered byVPA in May of 1988, these 40-long-toncapacity cranes were shipped fullyerected by barge from CE&MCO'smanufacturing facility located atGulfport, Mississippi.

The cranes are designed to serviceone truck lane and a block of 20' and40' containers stacked five wide andfour high (lover 3).

LIFT BEAM Micro-Motions con­sisting of trim, list, skew, and translateincrease operator productivity by al­lowing the operator to quickly adjustthe position of the lift beam relativeto the stack or truck instead of movingeither the Transtainer or the truck. Apatented hydraulic load dampeningANTI-SWAY system results in fasterload landing. Gantry Disk Brakesenable the crane to stop smoother andmove evenly than conventional drumbrakes. The larger Smooth Tires pro­vide a larger tire footprint resulting inlower contact pressure. The absenceof treads also increases crane asphaltrunway life. The control cabinet for thethyristor controlled DC electrical drivesystem is mounted beneath the sill beamfor easier access. Hoisting Speed is ratedat 75 FPM at 40 LT.

* An Associate Member of IAPH

PORTS AND HARBORS January-February, 1990 31

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Voting on Local FundingFor Houston Channel

Harris Country voters will decidewhether to approve local funding forimprovements to the Houston ShipChannel.

Country commISSIOners recentlyapproved a request by Port of HoustonCommissioners to have the issue puton the Nov. 7, 1989 general electionballot. Voters will decide whether $130million in bonds may be sold to helpfund deepening and widening of theship channel.

"This is one of the most importanteconomic issues facing our city today,"says Mr. Ned Holmes, chairman of thePort Commission. "The channel mod­ernization means more jobs for ourcommunity and will ensure that Hous­ton can remain competitive with otherports by being able to accommodatelarger vessels."

The U.S. Army Cops of Engineers,in a draft report released for reviewby state and federal agencies, recentlyrecommended that the improvementsbe made in two phases. The report byLt. Gen. Henry Hatch, the corps' chiefof engineers, calls for the channel toinitially be enlarged from its currentdepth of 40 feet to a depth of 45 feetand its current width of 400 feet to awidth of 530 feet. During the project'ssecond phase, the channel would bedeepened to 50 feet and widened to600 feet.

Gen. Hatch's final report will beprepared after a 30-day review periodand submitted to the assistant secretaryof the Army for civil works, then for­warded to Congress.

The two-phase plan was developedby the Office of the Chief of Engineers,the corps' Southwestern Division inDallas and the Galveston District Officein coordination with the Port of Hou­ston Authority, Environmental Pro­tection Agency and other resource of­fices.

The project's $319.3 million initialcost consists of expenses for con­struction, but not maintenance. ThePort Authority'S costs would total$130.3 million. In addition, local in­dustries will provide $68 million tocover relocation of utilities.

The Corps of Engineers estimatesthe improvements will yield a benefitof $1.40 for every dollar spent.

The joint funding process is the resultor the Water Resources DevelopmentAct of 1986, adopted to develop thenation's waterways. Under the act, localsponsors of federal projects must funda portion of project costs. In return,the local sponsor - in this case, thePort of Houston Authority - becomesa full partner with the federal govern­ment in determining the parametersof the project.

A study conducted earlier in 1989by Tarrance & Associates found that70 percent of the votes polled wouldsupport a bond issue to fund channelimprovements. Only 18 percent of the600 registered voters polled indicatedthey would vote against the improve­ments. (Port of Houston)

Port of HoustonServing Shippers Online

Anyone in the intermodal transpor­tation business knows the telephoneconversation above is strictly fiction.Picking up a container from one oftoday's busy intermodal terminals justisn't that simple.

Intermodalism has accelerated themovement of cargo and led to thedevelopment of larger, more efficientterminals. It has also created a needfor faster methods of exchanging in­formation so that cargo can be keptmoving.

The Port of Houston Authority iscommitted to satisfying that need. Since1977, computers have been used to trackcontainer activity at the FentressBracewell Barbours Cut ContainerTerminal. Today, computers are usedin a variety of ways to keep cargomoving at Barbours Cut and other PHAfacilities.

NEW EDI SYSTEM: The newestaddition to PHA's list of computerizedinformation services is an electronicdata interchange (EDI) program whichwill give Barbours Cut customers directaccess to the terminal's Container In­ventory Control System (CONICS).

Two Houston shipping agents begantesting the new system in September1989. Norton, Lilly & Co., acting onbehalf of its client, China OceanShipping Co. (COSCO), was the firstcompany to test the system, whichpermits theexchange of ocean manifestand container movement data. MaerskLine has also sent and received data

using the new EDI program, accordingto Mr. Jim Eldridge, management in­formation services manager for the PortAuthority.

"Other companies are showing aninterest in participating in this project,too," Mr. Eldridge notes. "Of course,we are prepared to enter into the samekind of EDI partnership with otherBarbours Cut users."

STANDARDIZATION: Other portshave already established EDI systems,but the Port Authority has donesomething different with its system.PHA's system uses nationally recog­nized "standard transaction sets."

The shipping industry has only re­cently come to terms with one of itsbiggest problems in trying to elec­tronically exchange data - a lack ofstandardization. Most of the systemsdeveloped in the past have had theirown ways of arranging and labelingdata. Data formatted for one systemhas to be rearranged and relabeled tobe compatible with another system.The PHA system is one of the first touse transaction sets selected by theindustry for generalized use.

COMPATIBILITY: "As more andmore members of the transportationcommunity begin using the standard­ized transaction sets, users will haveless and less trouble with inconsisten­cies," explains Mr. Orin Rehorst,manager for the EDI project. "Theywill be able to use one program tocommunicate with a variety of portsand companies and will be able to usethe data as it is received in their owncomputer systems.

The first phase of the PHA systemwill involve the exchange of messagessuch as ships' manifests and gate andvessel activity. It will streamline doc­ument transfer and data related to in­ternational shipments, r~ducing theadministrative burden for steamshiplines operating in Houston. Subsequentphase will include additional partiesand messages.

CONICS: the new EDI programoffers computer-to-computer access tothe CONICS system. However, directaccess via on-line computer terminalshas been available for steamship linessince 1977. Agents for 19 ocean carriersat the terminal use this service to accessand update container information.They also use it to enter pre-arrivaland status information on export con­tainers.

32 PORTS AND HARBORS January-February, 1990

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"PHA was first port to provide thistype of data via EDI and was instru­mental in the development of the EDItransaction sets for manifests andcontainer activity," notes Mr. Eldridge.

VOICE RESPONSE: Anothertechnological development at BarboursCut has been the initiation of a "voiceresponse" system to give motor freightlines and others direct access to con­tainer data. Using a touch-tone tele­phone, a trucking company represen­tative can determine the status of animport container prior to pickup,avoiding delays and unnecessary tripsto the terminal.

MODELING SYSTEM: Still in thedevelopmental stage IS a computermodel that simulates operations atBarbours Cut. A pilot model that sim­ulated the terminal's gate activity undervarying conditions has already beenused to improve truck turnaround time.The completed model will allow PHApersonnel to simulate differences invessel arrival rates, container movesper vessel, equipment available forcontainer handling, truck turnaroundtimes, equipment maintenance, staffinglevels and other information.

"We will be able to show terminalusers how changes in terminal facilities,equipment and staffing will affect theiroperations at Barbours Cut," says Mr.John Horan, terminal manager.

The EDI system, the voice responsesystem and the computer model are thelatest in a parade of technological ad­vances at PHA facilities. A variety ofautomation projects have been com­pleted at the Houston Public GrainElevator in the past two years, andPHA's maintenance department is us­ing a new computer system to scheduleand monitor improvement projects atvarious locations. "The Port ofHoustonAuthority is committed to furtherprogress III this important area ofcustomer service," Mr. Eldridge said.

(Port of Houston)

Study: Houston ProjectSdenti6caUy Sound

An independent study by a nationalenvironmental service firm concludesthat the U.S. Army Corps of Engineers'planning process for WIdening anddeepening the Houston Ship Channelwas scientifically sound and met therequirements of federal environmental

laws. The study further concludes thatthe Corps backed its findings withscientific fact and that the Corps' criticsfailed repeatedly to back their claims.

The study was commissioned by thePort of Houston Authority to reviewenvironmental aspects of the Corps'proposal to widen the channel from400 to 530 feet and deepen it from 40to 45 feet. Harris Country voters willvote on the improvement plan on No­vember 7.

Major study findings:• Construction ofwetlands and one

or more islands in Galveston Bay withmaterial removed from the channelbottom should "significantly" reduceenvironmental concerns over dredgedmaterial disposal.

• The Corp's estimate ofa 9 percentdecline in the oyster crop due to changesin salinity was based on proven mod­eling, but claims by critics of the Corps'estimate were not substantiated.

• The scientific modeling repres­ented the most accurate methodavailable.

• The Corps' overall environmentalassessments were sound despite theopposition's claims to the contrary.

• The study also suggested waysthe Corps' lengthy efforts could havebeen improved. While the Corps heldearly "scooping" meetings for citizenand government agency input, theprocess was not well documented.Moreover, the Corps' final environ­mental impact statement "could havebeen better prepared in the manner ofsummarizing the impacts and refer­encing supporting documentation."

( AAPA Advisory)

Florida Ports VitalTo State's Growth

Most discussions of Florida's futureeconomic strength neglect one key el­ement in past successes and a crucialcomponent for projected growth ­Florida's seaports.

A recently released report by theFlorida Ports Council shows that totalport operations at Florida's deep-waterseaports contribute in excess of $6.5billion annually to the state's economyand produce a total economic outputimpact in excess of $20 billion. More­over, port operations generate 240,000jobs, and add more than $500 millionto public revenues through state and

local taxes.In fact, it may come as a surprise to

many, but foreign trade has emergedas a significant Florida economic ac­tivity rivaling the value of sales III

industries considered to be critical tothe state. For instance, Florida's $24.1billion in foreign trade in 1987 rankswell above the more publicized tourismsales of $20 billion, construction con­tract values of $17.6 billion and agri­cultural receipts of $5.2 billions.

"I like to refer to Florida's ports assleeping giants," said Mr. BensonMurphy, executive director for the Portof Palm Beach. "They have probablyexpanded more in the last 10 years thanin the previous 40 years."

The Florida Ports Council, whichconsists of the state's port directorshas been working closely with theFlorida legislature and the Senate SelectCommittee on Seaports to explain theroles of Florida's 14 deep-water ports,point out the opportunities for stategrowth in international trade, andidentify the challenges ports face. It isthorough this dialogue that port di­rectors hope to gain some state supportfor their operations.

CompetitionThe Florida Ports Council's work

with the Senate Select Committee hasopened some eyes, according to SenateSelect Committee Chairman DonChilders, D - West Palm Beach.

"I didn't know anything (aboutFlorida's ports) when we first started.I don't think anyone on the committeedid. Oh, we knew we had ports in ourdistricts, but we had no idea of theirinner workings," Chairman Childerssaid. "I was astounded to hear that theireconomic impact was in excess of $20billion.

"Florida's ports have done an out­standing job up to this point, but they'regoing to need some help from ~he state,"he said. "I hope we will be able toeducate our colleagues (legislators) andcome up with some money, possiblyin the form of matching funds, to helpour ports."

Mr. Childers said there needs to bea "partnership" between Florida andits ports because of the intense com­petition from neighboring states, whichoffer millions of dollars in financialassistance to their ports.

"Our biggest· challenge is dealingwith the competition from our sister

PORTS AND HARBORS January~February, 1990 33

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I . G . d h C l' "states m eorgm an t e aro mas,he said. "Those ports receive in excessof $200 million a year from their states,while Florida ports receive zero dollarsfrom the state."

In a nutshell, Florida's ports existto facilitate trade, maintain waterwaysand facilities, administer funds andoperate in the public interest.

Each day Florida's seaports handlemore than 342,000 tons of cargo,generating millions of dollars for thestate's economy.

Trade provides revenues to the portindustry, which includes all the firmsthat provide services associated withmoving cargo through the port system,such as stevedoring and other cargohandling firms, vessel operators, sup­pliers, freight forwarders, and financialservices and inland transportationcompanies.

Businesses that are port-dependent,such as bulk commodity exporters, bulkcommodity importers and general cargodistributors are also impacted.

The movement of cargo requirescapital expenditures by each port, whichinclude engineering, construction andequipment purchases.

"If you stretched your imagination,you could picture every Floridian downto the corner hot dog vendor derivingsome benefit from Florida's ports," saidMr. Paul D. deMariano, managingdirector of the Jacksonville Port Au­thority and current president of theFlorida Ports Council.

Shipping lines calling at Florida'sseaports represent trade patterns thatlink the state with nearly every port inthe world. More than 100 shipping linesserving Florida's ports call at nearly100 different countries, and carry adiversity of shipments ranging fromvehicles and machinery to perishablegoods, chemicals and other products.

PassengersBut ships, especially those plying the

waters in and around the SunshineState, carry more than just cargo.

Florida seaports annually handlemore than five million passengers, or85 percent 0 f all North American cruisetraffic, adding $2.5 billion annually tothe state's economy and generating45,000 jobs.

"The cruise business creates a lotof local services, not only for the cruiseships themselves, which purchase goodsand services in the community, but also

for the passengers," said Mr. CharlesRowland, the port director at PortCanaveral. "Cruise passengers stayovernight in the area, use rental cars,dine out and frequent other Floridatourist attractions," he said.

"One full-time three- and four-daycruise ship pumps $150 million a yearinto the local economy," Mr. Rowlandsaid. "We currently have three suchships working out of our port."

Mr. deMariano likens Florida's in­vestment in international trade and portdevelopment to the initial dynamitingof a known gold mine.

"The state has only begun to scratchthe surface of a gold mine containinga motherload of economic returns forthe state and international prominencein the world," he said.

Other port directors agree."The potential for growth in inter­

national trade is huge," Mr. Rowlandsaid.

State AssistanceDeregulation of the transportation

industry has increased competitionamong ports and transportation com­panies. Because of competitive inlandtransportation rates and transit sche­dules, shippers have much more flexi­bility in choosing which ports to use.This benefits a state like Florida, whichis essentially a peninsula, requiringlengthier inland transit to reach someof the nation's larger population cen­ters.

"In some cases, transit timedoor-to-door is equal, or better, froma Florida port to the South or Midwestthan from a port in the Mid-Atlantic,"said Mr. Murphy, of the Port of PalmBeach.

To capitalize on this opportunity,Florida port directors say they will needsome form of financial assistance fromthe state, whether it be low interestloans, a share of a transportation userfee, or the re-establishment and useof various trust funds.

"The international trade opportu­nities for Florida are there, but we'regoing to have to build new marineterminals, roads and other infrastruc­ture to make them pay of," Mr. de­Mariano said.

"Florida needs to bring its seaportsinto a comprehensive transportationnetwork that not only focuses on roadsand airports, but also on linking wa­terborne cargo with the rest of the

state's transportation infrastructure,"he said.

The problem for seaports is fundingsuch improvements.

Construction costs are skyrocketing,while port revenues are being held downfrom increased competition - often­times from ports in neighboring statesand countries that enjoy public financialassistance.

ImprovementsFlorida port directors say revenue

shortfalls prohibit certain Florida sea­ports the financial flexibility to fundanticipated growth. Consequently,competing ports with modern servicecapabilities are likely to continue tokeep the cargo flow that might beavailable to a Florida port.

When revenues are available, facilityenhancement projects don't alwaysmake economic sense.

"Sometimes, the costs of seaportimprovements, such as dredging androad construction, are not recovera­ble," Mr. deMariano said.

"I think the state can come in andassist its ports by building more ac­cessible roads to ports," Mr. Childerssaid.

Projects that are cost recoverable,such as wharf construction, have a verylong amortization period, which makethem poor investments from the privatesector's perspective, Mr. deMarianosaid. "We do them anyway because ofthe economic return it brings to the stateand our communities. Even then, cap­ital improvements are becoming in­creasingly difficult to do without somesort of public assistance."

Another area of concern for portdirectors is the depletion of the state'sPort Trust Fund, which has been usedto assist Florida's ports in fundingdredging projects and acquiring anddeveloping spoil sites.

The trust fund was established in 1980by the Department of Natural Re­sources and was originally financed by50 percent interest earned by theCoastal Protection Fund. The PortTrust Fund provided matching fundsfor $24 million in seaport related en­vironmentally sensitive projects since1980.

However, this state matching sourcehas been depleted and there currentlyis not a recurring source of revenue toprovide funding to the Port Trust Fund.

"This revenue source is very impor-

34 PORTS AND HARBORS January-February, 1990

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Long Beach Again Leads W. Coast Ports in TonnageThe Port of Long Beach enjoyed its of American goods overseas remains

biggest year in history during fiscal a major factor in reducing the U.S. trade1988-89 to remain the busiest of all deficit, as well as substantially boostingWest Coast harbors for the ninth employment locally and nationally.consecutive year. The 68,890,299 metric Total general cargo tonnage movedrevenue tons of cargo handled in the via Long Beach reached a record12 months ending June 30 represents 31,332,749 MRTs, a 4.5 percent gainan 8.3 percent increase and is the most over the year previous.tonnage ever to pass through a West Dry bulk imports increased 12.9Coast port. percent, and outbound dry bulk prod-

Exports of general cargo carried in ucts registered a 16.1 percent gain. Drycontainers soared to 8,052,704 MRTs bulk tonnage totalled 7,030,505 MRTs.for a substantial 12.3 percent gain. Bulk petroleum imports rose by 17.9Containerized imports of 19,824,079 percent while exports of petroleumMRTs represented a modest 1.7 percent products dipped 7.9 percent during therise during the same period. Total in- year. Total liquid bulk handled reachedcrease in containerized cargo was 4.5 30,527,045 MRTs.percent to a record 27,876,783 MRTs. Ship calls at Long Beach also reached

This continuing upsurge in the sale all-time highs, with 3,718 vessels uti-

tant to Florida ports, because we spendabout $6 million a year on dredgingalone," Mr. deMariano said.

"We realize that ports have problemsdisposing of spoil that the ports didn'tgenerate," Mr. Childers said. "I thinkwe can make it (spoil disposal) a bettersystem through longer permitting andby making sure they have facilities forspoil."

State procedural and financial as­sistance in this area will also allowFlorida ports to continue to be veryactive in environmental, recreationaland water quality projects around thestate.

As examples of port involvement,Mr. deMariano pointed out that PortEverglades maintains a laboratory tostudy water quality, the JacksonvillePort Authority participates in DERwater quality programs and Port Ma­natee is working with the Florida De­partment of Natural Resources to re­store a local wetland site byreestablishing tidal flow and recon­necting land-locked ponds. Similar re­storation. and mitigation projects areunderway at the Port of Pensacola andPort Canaveral.

Florida's port directors say the state'sseaports have made significant con­tributions to Florida's economy and itsquality of life.

Now, they need the support of Flo­ridians to assure the state's continuedrole in international trade.

LA Strategic PlanOutlines Philosophy

The Los Angles Board of HarborCommissioners on November 8, 1989authorized public distribution of theWORLDPORT LA Strategic Plan,which outlines the Port's managementphilosophy and its application to short­and long-term Port operations anddevelopment.

The Strategic Plan recognizes thatthe standard of living enjoyed insouthern California is becoming in­creasingly dependent upon the avail­ability of imports coming through thePort, as well as on the production andmovement of exports. Consequently,WORLDPORT LA is faced withenormous opportunities to serve thepublic benefit as a conduit for tradeand stimulant for local and regional

employment.WORLDPORT LA, a diversified

maritime service organization thathandles domestic and internationaltrade, is one of the world's leadingseaports. The Port develops and man­ages its state-of-the-art facilities as ameans of accommodating and pro­moting commercial, industrial and re­creational maritime activities.

"Strategic planning at WORLD­PORT LA involves a continuous pro­cess of reviewing the Port's purposeand goals to define and implement asystematic method of decision makingand long-term planning," explains Portof Los Angles Executive Director Ez-

unial Burts. "The process includes se­lecting key issues and identifying de­sired results, as well as developingstrategies to achieve those results andmonitoring the Port's performance."

Performance can be measured interms of successful Port expansion asWORLDPORT LA prepares for thecargo demands of the 21 st Century.One example is the 2020 Plan, a phasedprogram of dredging, landfilling andfacilities construction that will createthe world's largest integrated ma­rine-highway-rail transportation hub.The Plan is currently underway to meetthe Port's projected cargo-handlingneeds through the year 2020.

(Port of Long Beach Photo)

PORTS AND HARBORS January-February, 1990 35

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One Millionth Honda OfJIoaded at Long Beach

Automotive history was made at the Port of Long Beach recently when the1,000,000th Honda arrived at the Pasha Group Auto Terminal in the Long Beachinner harbor, which started processing incoming Hondas in 1972. On hand atceremonies welcoming the 1,000,000th Honda ashore were, from left, Mr. DaveHaney, Senior Manager Auto Distribution for American Honda Motor Co.;Long Beach Commission President Louise M. DuVall; Honda Vice PresidentMarketing and Distribution Gerald R. Bengtson; Mr. George W. Pasha III,President of Pasha Group, and Mr. Kazuo Shimizu, President of ACT MaritimeCo., whose vessel, the American-flag Green Bay, made the milestone delivery.

lizing the port's 65 deep-water berths,up slightly from 3,615 calls the yearbefore. Average size of cargo vesselsserved also continued to increase. An­other 1,819 vessels used the Long Beachanchorage for bunkers and other pur­poses.

In announcing the fiscal figures, Ms.Louise M. DuVall, President of theLong Beach Harbor Commission,noted, "The Port is proud to remainthe Pacific Coast leader in both shipcalls and cargo handled, and we fullyintend to stay on top in the future. Tohelp assure this ongoing leadership,our $150,000,000 Pier J expansionproject is adding 147 acres of new landto create four new container berthsserved by eight additional cranes.

"The former Procter & Gamble plantsite was recently purchased by the Portand is being converted as part of a newcontainer terminal for Hanjin Line ofKorea. The old Ford assembly plantsite on Cerritos Channel is also ear­marked for additional cargo handling.

An ongoing program ofland acquisitionin the inner harbor provides furtherexpansion opportunities in the future.

"Long Beach Harbor is stronglycommitted to increasing our on-dockrail capability as a vital first step in thecreation of a single consolidated railand truck corridor linking both portswith other parts of the nation. Thisproject will not only reduce truck trafficon our freeway system but will routethe bulk of rail movements away fromour community. This is our numberone priority in the years ahead," Ms.DuVall concluded.

Baltimore: Dredging ofAccess Channel Begins

Consolidation Coal Sales Companyhas begun dredging its access channelto 50 feet, becoming the first privatesector enterprise to take advantage ofthe deepening ofthe Port ofBaltimore'smain channel.

The Port of Baltimore is in the final

stage ofa $170 million dredging project,which involves deepening its mainchannel from 42 to 50 feet. Consol­idation Coal Sales officials expect thedredging of their 2,300-foot accesschannel to be completed by the timethe deepening ofthe port's main channelis completed in the fall of 1990.

"This is a significant step," said Mr.George K. McElroy, ConsolidationCoal Sales' general manager. "We lookat this as a necessity to be competitivein the industry. Now, we're at 41 feet- at 50 feet, ships can be loaded withmore than 140,000 net tons, ap­proaching full loading."

The Federal government, throughthe United States Army Corps of En­gineers, and the state of Maryland aresharing the cost of the main channeldredging, which is being done along42 miles of the Chesapeake Bay fromBaltimore to the Atlantic Ocean.

Begun in 1987, the dredging of themain channel will allow many of theworld's largest cargo ships, fully loadedwith dry bulk cargo such as coal andgrain, to use the Chesapeake Baychannels to Baltimore.

"Consolidation Coal Sales' deepen­ing of its access channel is a majormilestone in the dredging of the Portof Baltimore's main channel," saidMr. Richard H. Trainor, chairman ofthe Maryland Port Commission andthe state's transportation secretary."The deepening of the main channelto 50 feet presents an excellent op­portunity to attract more bulk cargoto the port, and we're pleased thatConsolidation Coal plans to take ad­vantage of it."

Baltimore Panel toAssess Competitiveness

Governor William Donald Schaeferannounced a panel of labor and man­agement leaders he has asked to assessthe competitiveness of the Port ofBaltimore.

"I want them to analyze the issuesof port competitiveness, oversee theevaluations of our position and giveme a no-holds-barred report on theirfindings," Governor Schaefer said.

The panel is headed by Mr. J. OwenCole, a member of the Port Commis­sion, former chair of the Governor'sSpecial Committee on the Port ofBaltimore, and chairman of First Mar-

36 PORTS AND HARBORS January-February, 1990

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yland Bancorp's Executive Committee.The panel will report to the Governorthrough the Maryland Port Commis­sion, a seven-member panel chosen bythe Governor in the Summer of 1988to serve as a board of commissionersfor the port.

Other members of the Council onPort Competitiveness include:

Horace Alston, Vice President, In­ternational Longshoremen's Associ­ation;

Congresswoman Helen DelichBentley (R-2nd);

Daniel B. Brewster, former UnitedStates Senator, Retired Colonel, UnitedStates Marine Corps;

Edward Burke, President, ILA LocalNo. 333;

Michael Cataneo, President, CataneoLine Service, Inc. and chairman of theSteamship Trade Association's Boardof Directors;

John Farrell, President, ITO Co. Inc.;Frank Gallagher, former Baltimore

City Council President;Edwin Hale, President, H~le Con­

tainer Line, Inc.;Richard Hughes, Vice President,

Atlantic Coast District, InternationalLongshoremen's Association;

Chris Kritikos, President, CeresCorporation;

John Menzies, Chairman, PrivateSector Port Committee, President,Terminals Corporation;

M. McNeil Porter, President, CSLIntermodal;

George Russell, partner, Piper &Marbury, former Baltimore City Soli­citor, former Associate Judge, Balti­more City Circuit Court;

Richard Trainor, Secretary ofTransportation, Chairman, MarylandPort Commission; and

Michael R. Watson, President, As­sociation of Maryland Pilots.

Governor Schaefer first broached theidea of more discussion a(the maritimeindustry luncheon in New York in earlyOctober when he challenged labor andmanagement to work together to solvelon¥-standing problems at the port.

In an address given at a dinner forRep. Helen Delich Bentley in late Oc­tober, Governor Schaefer unveiled theplan for the competitiveness panel andbegan reviewing candidates for councilmembership submitted from a varietyof sources.

Importantly, he noted that the panelwill not be directly involved in labor

negotIatIOns but rather charged withfact-finding on a host of port factorsincluding, among others, terminal rents,land availability, warehousing, craneoperations, inland transport costs, portcosts, and terminal productivity.

Speaking at the airport before de­parture for the Middle East, GovernorSchaefer reiterated his confidence inthe power of compromise achievablewhen "men and women of good will"come together.

"This panel is made up of industryinsiders who know the terrain cold,"said Chairman Cole. "I am delightedwith the broad range of perspectivesthis group represents and I expect itsfindings will be of significant value forthe governor and the Maryland PortCommission to plot future port stra­tegies."

Chairman Cole pointed out that thepanel will receive general oversightfrom the Maryland Port Commissionwhich is made up of, in addition to PortCommission Chairman and Secretaryof Transportation Richard Trainor andMr. Cole, Jerome W. Geckle, ThomasT. Koch, Milton H. Miller, Sr., JohnM. Waltersdorf, and Fred L. Wineland.

Secretary Trainor emphasized thatan outstanding facility has been createdat the Port of Baltimore - calling theSeagirt facility one of the best in theworld. "The improvements haven'tstopped at buildings - we have re­vamped the Port's organization, se­lected six outstanding commissionersto run it and installed new standardsand new staff," Trainor said. "We haveto keep moving ahead, however, andwe expect that the findings of this groupwill assist management, labor and thestate to address more effectively thekey issues that face us in the decadeof the 1990s."

Brendan W. O'Malley, MarylandPort Administration executive director,will serve as staff to the new panel.

New Orleans AnnouncesFirst WODlan Chair

Ms. Alma H. Young, Ph.D., pro­fessor of urban and regional studiesat the University of New Orleans, wasrecently elected chair of the Board ofCommissioners of the Port of NewOrleans.

Ms. Young is the first woman to serveon the Board since its inception in 1896.

She is also the first black woman in theUnited States to head a public portauthority.

Ms. Young assumed the top postwhen it was vacated by New Orleansattorney Donald R. Mintz, who re­signed to run for mayor of the city.Mr. Mintz remains a member of theBoard.

Other officers elected by the Boardinclude St. Bernard Parish banker Ni­cholas P. Trist Jr., vice chair; and Jef­ferson Parish land owner and developerN. Buckner Barkley Jr., secretary­treasurer.

Ms. Young's background includesinvolvement in education, urban plan­ning, government, civic and communityservice. She previously served as vicechancellor for academic affairs for theUniversity of New Orleans. The NewOrleans professor has extensive expe­rience in urban planning, redevelop­ment and Caribbean affairs.

Before receiving her Ph.D. in politicalscience from the Massachusetts Insti­tute of Technology in 1978, she earneda master's degree from the ColumbiaUniversity School of Journalism andgraduated cum laude from RadcliffeCollege.

In stressing her commitment to im­proving the quality of life for residentsof Greater New Orleans and sur­rounding areas, the urban planningexpert says she will continue to em­phasize efforts to make the Port ofNew Orleans a magnet for locally basedbusinesses related to internationaltrade.

(Port of New Orleans RECORD)

New Orleans: CreationOf 3 Terminals Offered

A $141.8 million plan to create threestate-of-the-art terminals on the Mis­sissippi River to serve increased cargoflows at the Port of New Orleans wasunveiled recently to the Board ofCommissioners of the, Port of NewOrleans by consultants Bergeron &Lang and Frederic R. Harris Inc.

Only the Port's river facilitIes wereconsidered in the plan.

The proposal, which has two majorstages with multiple phases in eachstage, creates two multirurpose ter­minals and a neobulk terminal for steel.The cost of the first stage, which wouldmeet cargo increases until the year 2000,

PORTS AND HARBORS January-February, 1990 37

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is projected at $95 million. The secondstage, which would meet increases untilthe year 2010, has a $46.8 million pricetag.

The plan is based on forecast in­creases in cargo flows that includecurrently handled cargo and newlydeveloped harvest cargo. Breakbulkimports are expected to grow by 40percent by 2010, while exports are ex­pected to triple to 2.2 million tons inthe same period. Although steel IS

projected to continue as the main im­port, the consultants forecast a healthydiversification in other products, suchas plastic, rubber, refined petroleumproducts and food due tofaster-growing markets.

(Port of New Orleans RECORD)

Mr. O'Brien of OaklandNew AAPA US Chairman

Mr. James J. O'Brien, the Port ofOakland's Acting Chief Executive Of­ficer and the Executive Director of itsTransportation Services Division, as­sumed the chairmanship of the UnitedStates delegation of the American As­sociation of Port Authorities at theannual AAPA convention held III

Tampa, Florida, October 16-20, 1989.The AAPA's membership comprises

three delegations: one from the U.S.and its territories, one from Canadaand one including Central America, theCaribbean and South America. With85 corporate members, the U.S. de­legation is the largest of the three.

Among Mr. O'Brien's duties in thenew post will be chairmanship of theAAPA's Legislative Policy Council,which directs the delegation's positionson legislative and regulatory issues.

Mr. O'Brien joined the Port in 1978as Director of Maritime Activities andin 1980 was promoted to Deputy Ex­ecutive Director. In February, 1989he became Executive Director, Trans­portation Services and Acting CEO.He has served as chairman of theAAPA's Commerce Committee andchairman of its special Committee onCommittees. He also currently servesas chairman of the Western StatesCoalition for Effective U.S. CustomsService and as a port industry repre­sentative to the Federal MaritimeCommission's Advisory Committee onthe Shipping Act of 1984.

Rides Out Quake,Comes Back Quickly

All but one of the Port of Oakland's10 marine terminals returned to oper­ation within 36 hours of the 7.1earthquake that rocked the San Fran­cisco Bay Area at 5:04 p.m. October17.

Oakland International Airport alsoresumed daily flight schedules after abrief interruption due to nationwideairline diversions and despite cracks inportions of a 3,000-foot section of its1O,000-foot main jet runway, 11-29.The undamaged portion remains suf­ficient to accommodate all but someof the largest jumbo jet models ofcommercial aircraft while repairs arebeing accomplished.

The earthquake dislodged gantrycrane rails in the Port's Seventh StreetPublic Container Terminal and buckledpavement in its storage yard.

Shipping lines calling at the facilityhave been able, nevertheless, to loadand discharge cargo on schedule atother marine terminals, and to continuestoring and marshaling containers atthe Public Container Terminal duringrepairs.

Truck traffic on the Oakland wa­terfront has been rerouted to and fromInterstate 880 to compensate for theclosure of the Cypress Street sectionof Interstate 880. The Port is providingdetailed truck routing maps to all truckdivers serving the Port.

The collapse of the upper portionof that double-tiered structure causedthe majority of deaths associated withthe earthquake. No reported injurieswere sustained by Port employees asa result of the event.

Containers and other freight con­tinued to move into and out of the Portof Oakland by rail on time, and nosignificant damage was reported to thetracks or intermodal yards of the threerailroads serving the Port - theSouthern Pacific, Union Pacific andSanta Fe.

Newly constructed public piers onthe Oakland Estuary at Jack London'sWaterfront, meanwhile, became theEast Bay terminus for emergency pas­senger ferry service carrying commutersto and from San Francisco duringclosure of the quake-damaged BayBridge.

Potential hazards from possible

structural damage incurred by the Portof Oakland's longtime administrativeoffice building at 66 Jack LondonSquare, caused its temporary closureduring emergency assessments, andcommand centers for Port managementand support staff were established atthe Port's new headquarters still in thefinal stages of construction nearby, at530 Water Street. The 66 Jack LondonSquare headquarters was declared safefor re-occupancy on October 23.

The many expressions of support,assistance and sympathy received fromour friends in the port and transpor­tation community are very much ap­preciated.

The main Port of Oakland telephonenumber (415) 444-3188, fax number,(415) 272-1172, and TELEX number,336-334, remain unchanged, as doesthe Port's mailing address: P.O. Box2064, Oakland, CA 94604.

(Trade and Transport BRIEFS)

Good Port Year PutsCapital Needs in Focus

For the first time in its history, Portof Portland revenues exceeded $100million, with the Port unofficiallyending its fiscal year $11.4 million aheadof its budget, according to Mr. TonyStohl, Port director of finance andadministration.

Mr. Stohl said that although the Porthad a good year, it will continue to needgood years because of the Port's largecapital appetite projected over the nextfive years.

The Port's shopping list of majorprojects anticipated over the next fiveyears total some $310 million and in­clud~:

Aviation, $185 million for terminalexpansion, taxiway, roadway, interior,parking garage, airtrans, airfield,Southwest development and generalaviation improvements at MulinoAirport;

Marine, $95 million for a new autoterminal, container berth, crane, trans­tainer equipment, Terminal 6 overpass,Terminal 6 warehouse and breakbulkimprovements;

Portland Ship Repair Yard, $14million for Lagoon Drive improve­ments and rehabilitation of cranes andyard improvements;

Real Estate, $16 million to $17 mil­lion for improvements at Rivergate

38 PORTS AND HARBORS January-February, 1990

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Industrial District, Mocks Landing andSwan Island Industrial Parks, andPortland International Center.

For the past Port fiscal year, revenuesexceeded budget in all four major ac­tivity areas.

Real Estate revenues were up $5.2million with eight land sales closedtotaling $11.6 million for 106 acres.

Marine was up $3.4 million andlogged record container volumes andrecord tonnage, particularly in bulks,lumber and import steel.

Aviation was up $1.8 million andexperienced strong air freight tonnage,take offs, landings and number of airpassengers.

Ship Repair was up $1 million andexperienced another active year.

(Portside)

represents a 32 percent increase.Expenses were up 21 percent to $1.8

million. This reflects the increased ac­tivity at the Port.

Meanwhile, tonnage for 1988-89 in­creased over 80 percent to the highestlevel in eight years -- 437,000 metrictons; the previous year tonnage in­creased 71 percent. The Port experi­enced significant tonnage increases incement (92,545 tons, up 298 %), lumber(114,765 tons, up 43%). Export ofpetroleum products was 37,692 metrictons, compared with no shipments forthe previous fiscal year. Scrap metalexport was 117,842 metric tons, up 43percent.

For the second consecutive year, thePort was rated the fastest growing portin California by tonnage increase, ac-

cording to data complied by the Cali­fornia Association of Port Authorities.

All commodity groups handled bythe Port registered significant growth.The improved business climate andrenewed confidence in the Port hasstimulated the investments that are nowproducing these growing tonnages. Forexample, the joint venture between thePort and Pope and Talbot that ex­panded the lumber terminal area hasresulted in a doubling in two years oflumber shipments. Australian-basedSimsMetal acquired the metal recyclingoperation at the Port. Based on a re­negotiated lease SimsMetal made sub­stantial new investment in managementskills, manpower, and new equipmentthat has led to increased exports ofscrapmetal and projections of further in-

Subvention from PortTo Redwood City

The Port of Redwood City December5, 1989 announced a $100,000 sub­vention to the City of Redwood Cityin a special joint meeting between theCity Council and Port Commission.

In its annual "State of the Port"meeting with City officials, PortCommission Chairman Jack Castle alsoannounced that the Port's net incomefor the fiscal year ended June 30 was$498,000, up 88% over 1987-88.

"While most ports in the nation re­ceive subsidies from their local gov­ernments, the Port of Redwood Cityis self-supporting and self-sustaining,"Mr. Castle said. "We receive no taxdollars. This is in contrast to many portsin California which do get subsidies;in the state of Washington, ports get45 cents on the $1,000 from propertytax, which represents 6% of portbudgets in cities such as Vancouver.The Port of New Orleans requested$100 million in tax dollars, while thePort of Seattle gets $30 million insubsidies. The Port of Astoria in Ore­gon, a port similar in size to ours, gets$200,000 from local taxes."

Continuing, Mr. Castle said, "So itis with pride that we are able to helpRedwood City'S budgetary problemswith this, subvention.

Mr. Floyd Shelton, Executive Di­rector for the Port, said Port revenuefrom operations .for the fiscal yearended June 30, 1989 was $2.3 millioncompared to $1.7 million in 1988. This

Stockton Port Director Krygsman Commended

Stockton Port Director Alexander Krygsman (right) recently receivedcommendation from the California Marine Affairs and Navigation Conferencefor "outstanding service and contributions on behalf of navigation and thedevelopment and improvement of harbors and channels for the general welfareofCalifornia's and the Nation's commerce and population." C-MANCrecognitionwas presented by board chairman Richard Parsons (left), general manager of theVentura Port District, joined by South Pacific Division Engineer, Mr. John F.Sobke, Corps of Army Engineers, who was recently selected for promotion asa major general. The occasion was the fall meeting of the statewide organizationrepresenting all commercial ports, major marinas, small craft harbors and otherpublic and industry interests concerned with navigation development and im­provement. Mr. Krygsman - a past chairman of C-MANC - has been Stocktonport director for 12 years, with a long maritime career in a number of assignmentsincluding as port director ofPennsicola, and as a ship captain. He is a past presidentof the California Association of Port Authorities and of the Pacific CoastAssociation of Port Authorities, among many other industry posts, continuinga record of active participation and industry leadership.

(photo byMarine Affairs and Navigation Conference)

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Newest Container Crane at Charleston

The Port of Charleston recently activated its newest container crane at theWando Terminal bringing to five the number of cranes at the Wando. A secondIHI crane is rapidly nearing completion for a total of six. The cranes have anoutreach of 145 feet and a 100-foot clearance under the spreader bar for serviceto the larger capacity post-Panamax ships. Two identical cranes are underconstruction at the Port's North Charleston Terminal. Altogether, the new craneswill bring to fourteen the number ofcontainer cranes at the Port. Wando Terminalis widely held to be one of the most efficient container terminals in the world.The addition of the new cranes is expected to greatly enhance that reputation.

creases in the foreseeable future.At the Yacht Harbor, the Port has

initiated a multi-year rehabilitation ofthe docks and related facilities. To datethis program has resulted in the in­stallation of new pilings, woodendecking, whalers, and rubber fenderson yacht harbor dock E.

Utilization of the Port's docks forberthing cargo ships, barges, and tem­porary lay-up vessels increased by 15percent. The number of vessel callsby ocean-going ships carrying bulkcargoes more than quadrupled for theyear.

"As we enter the 1990s, we're opti­mistic about continued growth, how­ever, we must be cautious about ourprojections - percentage increases ofthis magnitude should not be antic­ipated each year and are partially de­pendent on external factors in theeconomy, such as strong constructionindustry," Mr. Castle told the council.

Nevertheless; this year's results areencouraging because they show theeconomic potential of the Port ofRedwood City to Redwood City andthe San Francisco Bay Area.

"In the 1990s," Mr. Castle included,

"we will see new opportunities as tradedoors continue to open and interna­tional business expands. Asia's emer­gence as a center of global economicgrowth makes the entire Pacific rim ­including the Port of Redwood City-- ripe for new and expanding challengesand opportunities."

Evergreen Line DoublesService Through Seattle

As a result of growing demand, Ev­ergreen Marine Corp. has announcedchanges in their service that will nearlydouble their container capacity to andfrom the Port of Seattle. The new ser­vice, to begin December 22, 1989, willinclude the addition of five "L" classvessels with 1,81O,·TEU capacity, re­placing four 866-TEU "S" class vessels.

"We are extremely pleased that Ev­ergreen is expanding their servicethrough the Port of Seattle," said Ms.Patricia Davis, president of the PortofSeattle Commission. "Their doublingof capacity will greatly enhance serviceto both our inland and local customers,"she added.

In addition to the existing Japan and

Korea service, the new rotation willinclude direct service to and from Ta­iwan and Hong Kong. In addition, thenew, faster vessels will reduceEvergreen's sailing time between Asiaand the Port of Seattle by five days.Service will continue to occur on a fixeddate weekly interval.

Port customers will also benefit fromincreased refrigerator capacity offeredby the "L" class fleet. Evergreen willoffer state-of-the-art refrigerated con­tainers, and the new fleet will featureon-board refrigerator plugs.

Evergreen Marine Corp. isa long­time Port customer, calling at the Portof Seattle since 1977. Evergreen vesselsberth at Terminal 18, the Port's largestcontainer terminal, which features anon-dock rai1yard.

Charleston: Growth ofContainer Tonnage

Over half of all container tonnagepassing through U.S. South Atlanticports passes through the Port ofCharleston.

A 115 percent growth in containertonnage over the last four years cor­relates directly with an increased mar­ket share. Among Southeastern ports,the Port of Charleston's market sharenow stands at 53.16 percent.

"Service is our strength," said Mr.L. Duane Grantham,. director of mar­keting and sales at the South CarolinaState Ports Authority, "and our servicesare continually evolving and improving.By providing the caliber of servicecustomers want, the Port has been ableto attract the world's finest steamshiplines. Our steamship profile demon­strates tremendous depth and versa­tility."

Regional economics play an in­creasingly important role. The expan­sion of the Southeastern industrial basecreates a greater cargo base for the Port.Enhanced truck and rail services fa­cilitate cargo flow to and from thehinterland.

"Cargo flow is a critical aspect in themovement of goods," observes Mr.Grantham. "We've assembled the finestnetwork of services for moving cargoto and from world markets."

Four years ago the South CarolinaState Ports Authority implemented itsstrategic planning program. Since then,container tonnage growth has exceeded

40 PORTS AND HARBORS January-February, 1990

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22 percent each year."We foresee our market share con­

tinuing to increase," said Mr. Grant­ham. "The accelerated pace we've en­joyed may slow somewhat, but thecontinued enhancement of services isopening the Port of Charleston to alarger market area. Our customers likewhat they have at Charleston; we'reconfident we can develop that in theexpanding marketplace.

Tacoma Wins ApprovalFor FrZ Expansion

The Port of Tacoma officially re­ceived approval for a 248-acre expan­sion of its Foreign Trade Zone (FTZ#86) from the Department ofCommerce's Foreign Trade ZoneBoard. The total amount of Port landwith Foreign Trade Zone status is now919 acres.

The expansion is seen as anotherboost for Tacoma's FTZ, which lastyear was the most active in the nationin terms of activity based on dollarvolume. During 1988, over $688 millionworth of goods were processed at thePort's FTZ.

According to Port of Tacoma Com­mission President Jack Fabulich,"We're tremendously pleased by thisexpansion approval, and especiallyappreciate the help we received fromour Washington State congressionaldelegation. This continues to enhanceour 'Tacoma Advantage' and will helpattract more cargoes and more jobs tothe Tacoma area."

An estimated 250 jobs in the Portarea are related to work done inTacoma's FTZ, which was first ap­proved in 1983. The original FTZcovered 13 acres and was expanded to638 in 1985. Today's action brings thePort's FTZ land total to 886 acres, andanother 33 acres which have a sub-zonestatus. This includes 19 buildings and19 parcels of land located throughoutthe Port, most of which are adjacentto major shipping terminals, rail lines,and excellent highway connections.

Major users ofthe Port's FTZ includeMazda and General Motors, which areboth major automobile importersthrough the Port, and MitsubishiElectric Sales America, Inc., whichimports and distributes a variety ofconsumer electronics through a ware­house located at the Port's CommerceCenter.

Change in AmsterdamPort Management

Drs Godfried e.G. van den Heuvelhas been appointed new managing di­rector of the Amsterdam Port Man­agement GHB, replacing Ir Keesd'Angemond who is leaving to becomeprofessor of hydraulic engineering atthe University of Delft.

Mr. van den Heuvel, 52, is currentlyburgemeester of Borssele, near Vlis­singen, in the Province of Zeeland, anda member of the board of the Vlissingenport authority Havenschap Vlissingenin addition to numerous other func­tions.

He obtained a doctorate in politicaland social sciences at the Universityof Louvain in Belgium in 1963, thenjoined the Dutch transport ministryand, later, the economic affairs minis­try.

From 1967 to 1970, Mr. van denHeuvel was deputy director of theeconomic department of AmsterdamPort Management GHB, where he wasactive in acquisition of new companies.

Mr. van den Heuvel left the GHBto become burgemeester, first of Lith,before moving on to Borssele.

We welcome Godfried van denHeuvel back to the Port of Amsterdam.At the same time, we wish Keesd'Angremond all success at Delft. Inhis relatively short time in the port,Kees d'Angremond has helped attracta wave of new companies to the portarea and presided over a reorganizationof the GHB. (Haven Amsterdam)

Amsterdam Port Sites:In&astructure Expansion

Amsterdam Alderman for the port,Mr. Jan van Duijn, will officiate at aceremony on 28 November 1989 todrive the first piling for two new quaysin the Amerikahaven and Aziehavenand to open a new road "the Ameri­kahavenweg."

The Amerikahavenweg, situated be­tween the Australiehaven and Azie­haven port basins, serves about 80hectares (192 acres) of deep-water in­dustrial sites, zoned for large-scale or

distribution industries. The ever in­creasing demand for sites in the Portof Amsterdam made the quick con­struction of the new Amerikahavenwegroad vital. Three companies (Haven­bedrijf de Rietlanden BV, Granietim­port BV and Ooms Avenhorn BV) havesigned contracts to locate in the area.

The Port Management ofAmsterdamis in negotiations with several seriouscandidates for part of the remainingarea.

The two quays, on the corner of theAmerikahaven and Aziehaven, are be­ing built for the dry bulk transhipmentcompany De Rietlanden BV which ismoving from its present location in theEastern Port area because it has beenrezoned for housing and because thecompany needs more space. Havenbe­drijf De Rietlanden BV, which stores,tranships and processes coal, will havean 8-hectare (l9-acre) site with twoquays for deep-drought bulk carriers.The Amerikahaven quay will be 180metres long, the Aziehaven quay, 255meters.

The Amerikahavenweg road con­nection being built by Ooms AvenhornBV, will be the first in the Netherlandsto make use of crushed granite bothfor the foundations and as a raw ma­terial for asphalt. The granite is beingused to replace gravel which is in shortsupply and will be imported fromScotland by Granietimport BV. In thebeginning of 1990, Granietimport BVwill locate in the Western Port areaat the corner of the Amerikahaven andAustraliehaven, by which the Amster­dam port will gain considerable cargotranshipments. Ooms Avenhorn willalso be located at this site.

Rotterdam HeadingFora Bumper Year

During the third quarter of the year1989, nearly 73 million tonnes of goodshave been transhipped in the port ofRotterdam. Figures from the Munic­ipal Port Management show an increaseof 8% compared to the same quarterin 1988 (67.3 million tonnes). Duringthe first nine months of this year theamount of goods transhipped has beenapproximately 215 million tonnes(1988: 198 million tonnes). If this trendcontinues, then the annual total for 1989may reach approximately 285 milliontonnes, which is the best result this

PORTS AND HARBORS January-February. 1990 41

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-------y------------------.,.--------------------,

Tideland Solar Power for Forth

decade. However, to be on the safe side,this is assuming that the last quarterwill not be as good as the excellentfourth quarter in 1988.

The amount of bulk goods has in­creased considerably: transhipment isover 12 million tonnes more than duringthe first three quarters of last year.Until October of this year, incomingand outgoing bulk cargo reached nearly171 million tonnes, of which 58 milliontonnes was handled in the last quarter.

The non-bulk sector (containers,roll-on/roll-off, other general cargo,etc.) has to date processed 44 milliontonnes. The last quarter produced anincrease of 14.6 million tonnes, whichis 11 % more than for the same quarterlast year (13.1 million tonnes).

One could call it a period of con­tinuous economic growth, which hasparticularly favourable consequencesfor the port of Rotterdam. Many portof Rotterdam companies active insectors such as transhipment, distribu­tion and warehousing are operating intop gear. This is a sign that the com­panies in the port of Rotterdam havethe support of the major marine ship­pers and distributors and that thesecompanies are becoming more andmore successful in providing a tailor­made service.

The developments and improvementsto the infrastructure and superstruc­ture, which have been planned and arealready partially in progress for, forexample, the Frans Swarttouw's bulkgoods terminal, the new ECT's con­tainer terminal, the construction ofthree distribution parks, must complyespecially with the increasing require­ments regarding services.

Port of LisbonTo Install EDI System

The Authority of the Port of Lisbon(APL) has initiated the installation ofits Electronic Data Interchange system.Calls for tender have been issued forthe supply ofthe hardware and softwarewhich would link up all the operationaldepartments of the port. It is hopedthat installation of the operationalsystem can begin before the end of theyear.

The computer system will consistof several subsystems, the first ofwhichwill be a community management ofships subsystem (vessel, call and berth).

The second stage of the plan calls foran operation subsystem (port oper­ations and equipment management).At the same time an independentcompany will probably be called intoto link up to the Customs ClearanceSystem, and this will lead to a man­agement of goods subsystem.

All these subsystems will be openand allow the electronic interchangeof data between the Port, Customs, theshippers, agents and other ports. Mean­while, APL is actively involved in theinstallation of a pilot scheme ofIACIS/ESPRIT.

The Container Terminal, managedby LISCONT, a private company, isdeveloping its own EDI system, fol­lowing the installation of its IntegratedContainer Terminal ManagementSystem in November of last year.During 1989 this computer will be in-

The Forth Ports Authority (FPA)has installed a number of Tideland*ML-140 lanterns and solar modulesas part of a five-year programme toreplace gas-powered equipmentthroughout its area of jurisdiction.

The Authority'S buoyage stretchesfrom Grangemouth in the west toInchkeith in the east, although someof this comes under the jurisdiction ofthe Northern Lighthouse Board. Theprincipal FPA ports are Leith,Grangemouth, Methil, Burntisland,Kirkcaldy and Granton.

The programme of conversion formgas began in 1980, when the Authoritystarted to design lighting for the ap-

tegrated into a local area network in­cluding other existing computers (VAX,PDP and pes), and will be given thecapability of electronic data inter­change with other networks or com­puters.

The company aims to set up linkswith other terminals, Port Authorities,agents, Customs and other organisa­tions. The first connection, to an agent,is already being studied and should beimplemented sometime later this year.Liscont's system is open, in that con­nections to third parties were foreseenand are already defined. It uses a DecVAX-ell minicomputer with severalworkstations covering the areas of inand out gate, loading and discharging,yard control, vessel and yard statisticsand historical data of all containersmoved. (Porto de Lisboa)

proach channel to the Braefoot Ter­minal. Conventional electric lightingwas initially installed, but energy con­sumption varied markedly from the­oretical models and the. time spentservicing batteries represented a con­siderable workload.

By 1983 the alternative ofsolar powerwas being considered. After computertrails and the conversion of a few minorlights, the Authority decided to convertall its lights in a staged programme.The majority of the lights are nowpowered by solar systems, and theprogramme is due for completion in1989.

The unique Tideland solar module

42 PORTS AND HARBORS January-February, 1990

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A new Red Funnel ferry.

Steps to SecureFuture of Southampton

example of this regeneration, backedby new investment."

Mr. John Holloway, Chairman ofHCT Ltd., commented:

"We are confident that there is greatpotential at HCT for the expansion ofthe port's container-handling services.We look forward to offering a highlyefficient and flexible service to theterminal's customers."

Hull Container TerminalBecomes Operational

which meets all Red Funnel's specifi­cations.

Mr. Stuart Bradley has been ap­pointed as Red Funnel's new Chairman.He is Managing Director of AssociatedBritish Ports, and a Master Mariner.

Making this' announcement, Mr.Bradley said:

"I am delighted to confirm detailsof the catamaran orders for two reasons.Firstly, this is a clear demonstrationof the benefits ABP will bring to RedFunnel. We have been able to ordertwo new craft immediately, acceleratingthe original plan to spread orders overa longer period. This will mean thatour customers will enjoy better facilitiesand faster services very much earlier."

"Secondly, it is very encouraging forus as new owners to award our firstcontract to an Isle of Wight company,thus strengthening our commitment tothe Island."

On 30th November 1989 ABP an­nounced management action at the portofSouthampton to ensure the provisionof uninterrupted services to customers.

Port Manager, Mr. Andrew Kent,said:

"Dock workers at Southampton havefailed to provide the uninterruptedhigh-quality service that is necessaryif customers are to stay in the port.This cannot be allowed to continue. Ihave today told dock workers that we

Associated British Ports has an- require them to work properly, in allnounced that the Hull Container Ter- respects, or not at all."

Abolition of the National Dockminal will become fully operational

Labour Scheme has been of great be­again with effect from 1 January 1990.

nefit to ABP's ports. It has givenAgreement has been reached with

Humberside Sea and Land Services Southampton the chance to set newstandards and attract new business.

Limited to manage and operate theThe ex-Registered Dock Workers,

terminal through a new wholly-ownedhowever, have not responded to this

subsidiary company, Hull ContainerTerminal Limited. opportunity, and have failed to deliver

HCT will offer common user con- the right service. ABP is determinedto meet the increasing demands of the

tainer handling facilities on the 17-acreport's customers and is not prepared

terminal, which is equipped with 3to allow the actions ofany dock workers

container gantry cranes and 5 trans-tainers. to jeopardise the port's future in any

Commenting on the agreement, Mr. waIBP has committed substantial in­Mike Fell, Port Manager at Hull said:

vestment in facilities at Southampton"It is very encouraging to see the

to exploit the port's unrivalled poten­renewed interest in port services atHull since the abolition of the National tial. ABP welcomes proposals under

which other companies employing fullyDock Labour Scheme. The reopening

trained staff will provide theof the container terminal is a prime

L....-----------------t cargo-handling services required.Summing up, Mr. Kent said:"Former Registered Dock Workers

have had nearly five months to adaptto new circumstances. We can no longeraccept poor performance which putsthe port's business at risk.

"Our customers now have a choiceand new independent stevedores areproviding a better service. Inevitably,our customers will use the new steve­dores rather than ABP to meet theircargo handling needs."

ASP Holdings OrdersNew Red Funnel Femes

Associated British Ports HoldingsPLC announced an investment of over£3,500,000 to boost the Southamp­ton/Isle of Wight passenger ferry ser­vices of its newly acquired subsidiary- Red Funnel.

Two new high-speed catamarans arescheduled to come into service at thebeginning of 1991, and each will becapable of carrying 120 passengers ata speed of 32.5 knots. They will replaceRed Funnel's two oldest hydrofoils,effectively doubling present passengercapacity and speeding up services atpeak commuting times.

The contract for the new catamaranshas been awarded, after fierce compe­tition, to the Isle ofWight boat builders,FBM Marine Ltd; who won the contractafter extensive testing orc their design

is robust and particularly suitable foruse in harsh marine environments. Itis fabricated from mono-crystalline si­licon cells and borosilicate glass her­metically sealed with a water-clearpolymer encapsulant, which eliminatesany need for a metal frame. During theday, even in very low light conditions,the solar module charges a secondarybattery, which powers the lantern atnight.

The Tideland ML-140 lanterns in­stalled by Forth Ports Authority aredurable, lightweight lanterns offeringhigh reliability and long service. TheML-140 features an acrylic lens ofgreatoptical efficiency, designed for wideangle divergence ofthe light beam. Thisdivergence compensates for the buoyroll and offers improved visibility,where the angle of observation variesgreatly as the range changes.

* The Tideland group of companies' head­quarters in Houston, Texas, is an AssociateMember of JAPH.

PORTS AND HARBORS January-February, 1990 43

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Transport Minister HitsCriticism.on Reform

The Minister for Transport andCommunications, Mr. Ralph Willis,said that statements by the AustralianWheat Board, the Grains Council ofAustralia and the National Farmers'Federation condemning the WaterfrontIndustry Reform Authority (WIRA)as a failure were "grossly unfair andin total conflict with the facts."

Mr. Willis said: "Rather, the WIRAprocess has demonstrated its capacityto achieve spectacular productivityimprovements on the waterfront.

"The accusations against WIRA stemfrom its recommendations for reducedmanning levels for grain loading op­erations at Fisherman Islands in Bris­bane and at Port Kembla.

"These recommendations follow thereview of grain loading operationsunder the auspices of WIRA. Relevantunions, the Association of Employersof Waterside Labour (AEWL), thegrain handling authorities and theWheat Board were represented on thisreview.

"The recommended manning levelsinvolve very substantial reductions andprovide large productivity increases.

"At Fisherman Islands, the previousship board manning level for grainloading operations was six people pershift. The WIRA recommendation isfor the manning level to be reduced to1.64 people per shift, i.e. a 70% re­duction. The production increasestemming from this reduced manninglevel is 270%!

"At Port Kembla the manning levelis three people per shift. Although theAuthority noted that the grain loaderwas not yet fully operational, makingmade final determination of manninglevels difficult, it recommended thatthe manning level be reduced to 2.5%per shift, i.e. a reduction of 17% whichimplies a productivity increase of over20%.

"The brunt of these reductions inmanning levels has been borne by theWaterside Workers' Federation, whichhas already indicated its acceptanceof the Authority's recommendations.

"Now the Australian Wheat Board,

which is the major beneficiary of thesignificant productivity gains, has re­jected the recommendations.

"To describe the outcomes at Fish­erman Islands and Port Kembla asfailures, as the Wheat Board and thegrain grower bodies have done, is ab­solutely absurd.

"Rather, it demonstrates the bonafides of the WIRA process and providesa basis for optimism and confidenceabout the outcome of the waterfrontreform program over the next threeyears.

Brisbane: No Increase inHarbor Dues Rate

There will be no increase in the Portof Brisbane's general harbour dues ratefor 1989/90. The last time that the porthad a lift in the general harbour duesrate was in 1982/83.

In announcing the decision, the Portof Brisbane Authority's ExecutiveChairman (Mr. A.I.W. George) saidthe Authority was determined to pro­vide - as it had always attempted todo in the past - every possible en­couragement and inducement fortraders and shipowners to patronizethe Port of Brisbane.

Mr. George said Brisbane hadprobably the best total port capacity,infrastructure in the Pacific region, andit would be wasteful not to aspire toa state where the facilities were beingworked to the maximum capacity.

Aligned to that was the Authority'sgeneral philosophy to put in place, assoon as possible, an overall strategyplan for the port's future.

The Authority saw itself in a catalystrole, and was determined to draw to­gether, and unify, all of the port'sproductive capacities and resources.

Whilst the Authority had large cap­ital commitments on hand to assist allport elements, Mr. George was confi­dent that even with a "dampenedincome" from harbour dues, the Au­thority would be able to maintain theport's progress in the immediate, andnear future.

Mr. George went on:"The Authority needs the support

of all port and shipping industry peopleto fulfill its ambitions for the Port ofBrisbane.

"What it comes down to is this:Brisbane, as a port, has the right tools.

It is up to all of us to see that they areused properly."

Caims PreparesFor Expanded Trade

Opportunities for freight forwardersand carriers in the Cairns region to takeadvantage of new initiatives have neverbeen greater.

Propos~d new shipping services andthe possibility of a space base at CapeYork all point towards a sudden andmassive increase in the demand forfreight services. An international cargocentre and 600-meter runway extensionbeing built at Cairns Airport will furtherboost freight capacity.

Linked to this demand will be op­portunities for existing traders to seeknew export markets, particularly inSouth East Asia.

While the Port of Cairns experiencedrecord tonnage of over 1 million tonnesin the 1988 and '89 financial years ­an increase of 19 percent on previousyears - the potential to boost the figuresubstantially has never been greater.

Despite some downturns in the in­dustry, sugar remained Cairns' largestexport commodity in 1988/89 at397,670 revenue tonnes, followed bygeneral cargo, molasses and petroleumproducts.

Significantly, fruit and vegetableshardly figure in the statistics, despitea generally acknowledged demand ­particularly for tropical fruits - inSouth East Asian countries such asSingapore.

This situation presents an opportu­nity for the primary producers of theport's hinterland - the Atherton Ta­blelands and the Innisfail region - tostep up exports of perishable foodstuffsto countries in the Asia-Pacific region.

Many of the problems traditionallyassociated with exporting, such asguarantees of payment, have been ad­dressed by the Federal Government'sAustrade with the result that exporters'confidence has been boosted.

In addition, the strong growth beingexperienced by Cairns will create ademand for direct return cargo to theport, to the benefit of freight carriers.

Cairns is an attractive port for bothlocal and overseas users, with a repu­tation for reliability. Stoppages arevirtually unknown and Cairns oftencontinues working when other ports

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are suffering the effects of industrialdisputes.

According to Mr. Bill Cummings,economic researcher and secretary ofthe Cairns Chamber of Commerce,Cairns has enormous potential as adirect international import and exportredistribution centre.

"There are many benefits associatedwith being the northernmost port onthe Queensland coast, which until re­cently have gone largely unexploited,"he said.

"The development of Cairns as aninternational transshipment port andthe major trading city in the region iswell within reach given the opportu­nities afforded by initiatives such as theCape York-North Queensland Enter­prise Zone.

"The planned new air freight terminalwill also help to position Cairns as theprominent transshipment city in FarNorth Queensland," Mr. Cummingssaid.

In addition to its airport de-velopmentworks, the Cairns Port Authority hasundertaken a number of initiativesduring 1989 in a bid to increase sub­stantially the cargo trade through boththe airport and seaport of Cairns.

These included:• participation in the Asia-Pacific

Freight 2 conference - a multi-modalcargo trade forum - where it hosteda number of presentations by Cairns­based businesses, in Singapore in May.

• organising and hosting a majorinternational air and sea freight seminarin Cairns in August.

• a commitment to increase thewidth of Trinity Inlet entrance channelto 90 metres, an increase of 14 metres.

The Cairns Port Authority says thatthe benefits of increased cargo tradewill be felt throughout the Far NorthQueensland region.

The Port of Cairns is also an in­creasingly popular destination forcruise liners from around the world.Expressions of interest have recentlybeen called for Stage 2 ofTrinity WharfCruise Liner Terminal, situated in the

Port of Cairns

heart ofCairns city, a mere 6 kilometersfrom Cairns International Airport.

Major redevelopment works atCairns International Airport are duefor completion in mid-1990, and thecombination of increased internationalair links and the most modern cruisefacilities on Australia's east coast makeCairns the ideal fly/cruise destinationin the South Pacific region. Cairns PortAuthority was represented at the 1989Cruise & Ferry Conference in Londonand promotion of Cairns as Australia'sforemost cruise liner destination iscentral to the Authority's marketingstrategy for the 1990s.

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Proposed Act ChangesTo Benefit Fremantle

Cabinet has approved changes to theFremantle Port Authority Act whichwill give the Port a firmer commercialfooting.

The legislation, which is currentlybeing drafted, will:

• Allow us to enter into joint ven­tures or form wholly owned subsidiarycompanies.

• Allow the Authority to chargeinterest on overdue accounts.

• Remove the Port Authority's soleright as wharfinger but allow it tofunction as a fully operationalship/shore stevedore.

Fremantle Port Authority GeneralManager Trevor Poustie said that thethrust of the legislation was to bringthe Port in line with other commercialorganizations.

"The Port will have the option tocompete and tender for services in thePort environment on the same basisas other organizations," he said.

"As a result it is expected that re­sources will be more efficiently used,the commercial viability of the Portenhanced and Port users will ultimatelyreap the benefit."

Unlike most Australian ports - butin line with many overseas ports - theFPA is looking to restructure itsstevedoring services to become a fullyoperational ship/shore stevedore.

"The changes to the Act open uppossibilities for joint ventures in thisand many other facets of Port opera­tions," Mr. Poustie said.

Ministerial approval would still beneeded before the Port entered intoany joint project and the FPA wouldhave to compete under the same termsas other businesses.

"The days have gone when a bodylike the Port can sit back and be contentwith providing a service. It is essentialto provide value for money in an effi­cient and competitive environment,"Mr. Poustie said. (Port of Fremantle)

Chittagong PortCelebrates Centenary

The Chittagong Port Authority hasdecided to celebrate the centenary ofthe founding of the modern port ofChittagong and the same will be inau­gurated on 30 January, 1990. Situated

on the estuary of the River Karnaphuli,the port has a history dating back tothe 4th century B.C. and was beingextensively used for trading by themerchants of Asia and Europe. In theyear 1887 the Chittagong port act wasenacted and the port commissionersformally started functioning from the25th April, 1888. Considered in thatcontext, history of the modern portof Chittagong has crossed the 100thyear mark.

The port authority has chalked outa colourful programme in this con­nection. It is expected that a goodnumber of guests from foreign ports,port related organisations will attendthe function.

The Hon'ble President ofthe People'sRepublic of Bangladesh Alhaj HussainMohammed Ershad, NDC, PSC, haskindly consented to inaugurate thefunction.

The history of Chittagong port, asalready said, dates back to the 4thcentury B.c. It was the focal point oftrade enjoining the East with the West.The Arabs, the Yemenese, the Chineseand then the Portuguese used it as abase port. The name and fame of theport surpassed the great port ofTamluk- one of the greatest port of this regionat that time. The Arabs called it"Shetgang" - the delta of the Gangesand the Portuguese named it "PorteGrande" - the Great Port.

The foundation of the present portwas laid by the British government byintroducing on act, known as "PortCommissioner's Act 1887" which cameinto force on 25th April, 1888, mainlyto cater to the export of tea cargo fromAssam and Chittagong region. A boardof port commissioners was formed andby 1910, 4 jetties (berths) were con­structed and put into commission. Upto the year 1947 the port used to handle0.5 million tons of cargo annually. Atthat time the port was administeredjointly by the port commissioners andthe port railway. To do away with thedual administration of port railway andport commissioners, the "port trust"was formed in July 1960.

The liberation of Bangladesh in 1971set a new trend in the internal andexternal trade of the country. So, inthe year 1976 the government of Ban­gladesh promulgated the "ChittagongPort Authority Ordinance - 1976" anddissolved the port trust. "ChittagongPort Authority" came into being in

September 1976. The port authorityis an autonomous organisation con­trolled by the government through theMinistry of Shipping. The governmentappoints the chairman and not morethan 3 members who form the boardand full-time officers of the authority.Chairman is the chief executive of theorganisation who is assisted by 3members. The board members arecontrolling the different departments.

Chittagong Port Authority is a ser­vice-oriented organisation. On thisaspect, the port authority is performingthe following functions:-

1) Manage, maintain, improve anddevelop the port.2) Provide and maintain adequateand efficient port services and facil­ities in the port or the approachesto the port.3) Regulate and control berthingand movement of vessels and navi­gation within the port.4) Perform such acts and things asmay be necessary or convenient tobe done in connection with, or inci­dental or conductive thereto underthe perview of the ordinance.5) Perform any other functions asassigned by the government fromtime to time.The port of Chittagong is situated

on the northeastern coast of the BayofBengal with Burmah and Upper Indiain the east and India in the north andthe west. The port is located on the rightbank of the River Karnafully at a dis­tance of 9 nautical miles from the shoreline of the Bay of Bengal. The depthof the channel of the Karnafully Riveris handicapped by 3 bars known as (I)outer bar, (II) inner bar, (III) guptabar.

The bars limit the draft of the vesselsand the gupta bend limits the lengthof the vessels for entering the port. Therange of draft of vessels entering theport varies in rainy season and winterseason and also during low tide andhigh tide. The maximum length of theship that can enter the port during daytime is 185.91 metres with 9.14 metresdraft.

Chittagong port can accommodate35 ocean-going vessels at a time. Theport has 20 berths and a number ofmoorings for ocean-going vessels. Toprovide storage facilities to the con­signees several transit sheds andwarehouses are available in the Chit­tagong port. Besides, there are a number

46 PORTS AND HARBORS January-February, 1990

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An aerial view of Chittagong Port.

of berths and moorings for handlingbulk oil, cement, food grain, fertilizer,edible oil, etc.

As a stopgap arrangement, a numberof container yards with facilities for90 reefer containers have been madeavailable for storing approx. 5,000containers at a time.

Inland and container depot com­missioner at Dhaka near Kamalapurrailway station in collaboration withBangladesh railway facilitates thecontainer movement.

The performance of Chittagong portfor the year 1988-89 are summarisedbelow:-

1) Import: 71,22,310 m. tons2) Export: 8,34,320 m. tons

total: 79,56,630 m. tons3) Container (TEU): 74,0674) Vessels (nos): incoming 1,132+ shifting 382 = 1,5145) Inland Vessels (nos}. over 5,000The port with its present facility is

capable of handling 6 million tons ofcargo per year at the optimum. Butdue to increasing trend of offering ofcargo, she has to handle almost 8 milliontons of cargo. On completion of mul­ti-purpose berths back-up facilities,reconstruction of 14-17 jetties, con­struction of a num~er of deep-draftberths at Patenga and more modernisedhandling equipment along with devel­opment of infrastructure by other sec­tors, the port will be able to handle

over 10 million tons of cargo per year,which she will have to do by the year2000. In order to face the situation, theport at present has the following de­velopment projects in hand.

These are: back-up facilities of themulti-purpose berths procurement ofvessels and craft including a trailingsuction hopper dredger, constructionof 33 K.V. sub-station and rehabili­tation of 11 K.V. sub-station, pro­curement of cargo handling equipmentand construction ofa bridge connectingthe main berths with multi-purposeberths, implementation ofmanagementinformation system, manpower, plan­ning and total computerisation.

Skilled manpower and efficientmanagement can improve port'sthroughput and reduce the turnroundperiod of ships. With this object,Chittagong port is running a trainingcentre where courses are offered onvarious subjects.

Port is a place where internationalshipping either originates, terminatesor transits and thereby of necessitymaking it highly dynamic subject tokeep pace with the increasing com­mercial and economic activities. In spiteof constraints in men and material andfinancial limitations the port authorityhas concentrated all its attention to thedevelopment of the port and bettermanagement so as to make it the nervecentre of the country's economic pro­gress in the truest sense of the term.

UK to Build MassiveNew Port and Airport

Hong Kong, the communicationshub of Southeast Asia, is to build anew port and airport at a cost ofUS$16.3 billion, it has recently beenannounced.

One of the biggest single civil engi­neering projects in the world, themassive new development will ensureHong Kong's continued pre-eminenceas an international trading, financialand business centre well into the nextcentury.

The project is huge by any standards.Given Hong Kong's size of just over400 square miles, it is colossal.

It is at once a sign of Hong Kong'sphenomenal growth as an industrial,financial and transport centre and a firmvote of confidence in the territory'sfuture growth.

It is a sign too that Hong Kong'srecord growth over the past two decadesis outstripping its transport infra­structure.

The new container port will be builtinitially at Tsing Yi and StonecuttersIsland, near the present Kwai Chungcontainer port, already the world'sbusiest.

Kwai Chung's eighth terminal willbe built on new reclamation off TsingYi and Stonecutters Island. Additionalport facilities will be on reclamationat southeast Tsing Yi.

Further port development will bealong the North Lantau coast to theeast of the airport.

The project calls for huge reclamationworks as most of the land for the portand airport will be reclaimed from thesea.

Almost 1,000 hectares of land willhave to be created for the airport alone.

Besides the port and airport, theproject also calls for a huge newtransport infrastructure to connect thenew airport and port to urban andmanufacturing centres.

Whilst increasing needs call for theconstruction of a new airport, thereare similar urgent needs at tne KwaiChung container port which last yearhandled just over four million twen­ty-foot-equivalent units (TEUs), mak­ing it a far busier 'container port thanRotterdam or New York.

Total cargo handled at Hong Kong'sport was 81.3 million tonnes last year,

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an increase of 15 per cent over 1987.And forecasts indicate a five-fold in­crease by the year 2011.

Besides serving its own mushroomingneeds Hong Kong is the main port forrapidly developing southern China aswell as an important transhipmentcentre for Taiwan, the Philippines,Thailand and all the main ports alongthe China coast.

It was plain some years ago that newport and airport facilities would haveto be built. But in Hong Kong, oneof the most densely populated areasof the world, where 70 per cent of its400 square miles is mountainous andunsuitable for development, findingsites was no easy matter.

To come up with the best solutionthe government commissioned the Portand Airport Development Study(PADS). Headed by British consultantsMott MacDonald with Shankland Coxcovering land use planning and Wil­bur-Smith and Associates handling thetransport infrastructure study, PADSexamined such problems as:

• the effect on the territory-widedistribution of industry and housing,and whether new industry andhousing should be built close to thenew facilities• the types oftransport to best servethe new port and airport• possible effects on the environ­ment, in particular noise levels, waterquality in the harbour, and effectson recreational facilities• costs and how they could beminimised• sources for the large volumes offill material requiredThere was no perfect solution.All sites had major drawbacks. But

PADS decided that the Chek Lap Kokoption for the airport and gradual ex­tension of the port to Tsing Vi, Sto­necutters Island and North Lantauoffered the best choice.

The Hong Kong Government hasalso announced the establishment of aPort Development Board early in 1990.

The Board will be headed by anunofficial with membership drawn fromboth officials and non-officials.

The main task of the Board is toprovide advice to the Government onthe proper development of the port,on the various aspects of co-ordination- both the land aspect and the marineaspect.

The Government will be looking to

this Board as its principal source ofadvice in planning further developmentand expansion of the port.

dohor Port: MeasuresAgainst Hazardous Cargo

Hazardous cargo is one group ofcargo that Johor Port has been handlingin increasing volume over the recentlyyears. More than 55 different typesof hazardous materials, includingchemicals, are now being handled viaJohor Port to meet industrial needs aswell as the processing and manufac­turing of consumer products.

It is therefore incumbent upon theport to adopt and implement safest andstringent standards in handling, storageand the transportation of the cargoes.A major development in this directionwill be the adoption of the SafetyMeasures System (SMS) to monitorand ensure the safe handling andmovement of cargo at the port.

The SMS system, designed and de­veloped by Johor Port Authority, comeson line on August 15, a system underwhich the port authority will provideall the details that would be requiredfor the handling of a specific cargo. Itwill be mandatory for all port usersand agents handling hazardous cargovia the port to use the system.

The port General Manager EncikYahya Abdul Ghani said the SMSwould ensure the highest safety pre­caution in the storage and movementof hazardous cargo at the port. He saidthe system is the first computerisedhazardous cargo handling system tobe developed and used in Malaysia.

According to the port chief, the SMShad been acknowledged as the first sucheffective system in Southeast Asia bythe United Nations Economic andSocial Commission for Asia and thePacific (ESCAP) based in Bangkok.

"With the introduction of the elec­tronic data interchange system, variousrelated agencies and organisations suchas hospitals, rescue bodies can get quickand prompt information retrieval," hesaid.

The introduction of the systemstrengthens the role of the port as anemerging major centre for hazardouscargo materials in the region. Thecreation of the hazardous cargo facilityat Johor Port has rescued the need toimport hazardous materials via Singa-

pore and carried overland by roadthrough populated areas.

It is because of the high safetystandards adopted by Johor Port thathas attracted the increasing volume ofhazardous cargo being handled. Theconfidence shown by various importersin using Johor Port reflect the accep­tance of the internationally recognisedsafety measures and standards at theport.

As a service-oriented organisation,Johor Port owes its existence on itscapability to handle a variety of cargo,including hazardous cargo at the mostcost-efficient level. It is imperative thatthe port, as a fast growing port in theregion, provides appropriate facility forthe handling of such cargo in keepingwith the demand.

The port must be geared to serve alltypes of cargo including hazardouscargo in response to the demand whichis dictated by the rapid pace of in­dustrialisation. The port is satisfieddespite the increasing volume and thehandling the variety of hazardouscargo, no untoward incident has hap­pened in the port. This is a clear re­flection on the safety measures andstandards at the port.

(NADI Newsletter)

Decision on Peni:lngNBCT Project Welcomed

Penang Port Commission (PPC)welcomes the decision of the Cabinetto approve the implementation of theNorth Butterworth Container Terminal(NBCT) project.

The revival of the project which wasdeferred in 1985 will be a big boost tothe port's role as the leading maritimegateway for the region.

The scope of project consists of theconstruction of a 350-metre berth withan alongside depth of 12 metres in orderto cater for larger and deeper draftedcontainerships which will be calling atthe port in future. A 520 metre x 19metre approach bridge connects thewharf to the container yard with 3,000TEU ground slots. The terminal willhave two container freight stations andwill initially operate with three gantrycranes, nine transtainers and a host ofother up-to-date container handlingequipment. The total area to be re­claimed is 42 hectares. When completedthe NBCT will be able to handle 250,000

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TEUs per annum. Together with theButterworth Container Terminal, thetotal capacity of the two containerterminals will be 452,000 TEUs in 1994.

The NBCT is scheduled to commenceoperations in 1994 when the containertraffic is expected to reach 312,800TEUs. The preliminary engineeringdesign, site investigation and detailedengineering design have been com­pleted. Amendments to the detailedengineering design are estimated tostart in late 1989 and will be completedby late 1990.

The implementation of the NBCTproject is expected to take a period of4 years. It is therefore necessary tocommence work in 1990 to achieve thetarget for operation in 1994. The totalproject cost is estimated to· be M$300million.

The NBCT project is proposed tobe financed partly from the PPC's ownfunds and the balance to be raisedthrough other sources.

(BERITA pelabuhan)

Commercial Bank LoanForPenangCommisMon

Penang Port Commission (PPC) re­cently signed its first commercial bankloan agreement for M$34.0 million withCommerce International MerchantBankers Berhad and Bank ofCommerceBerhad.

This is the first time PPC is lookingbeyond government financing andtaking advantage of the many formsof financing instrument offered by thecommercial banking industry.

The loan is to partly refinance twoexisting loans obtained from the AsianDevelopment Bank (ADB) some 12-15years ago for the development of thecontainer and bulk cargo installation.

The existing ADB loans althoughcarrying interest rates of 7.5% and8.7% respectively were in fact costingthe PPC 10% and 12% because offoreign exchange element. The PPCwould therefore gain immediately fromthe savings in interest rates.

This measure is in line with theFederal Government's policy on pre­payment of external loans with highcurrency exposure. By this, the PPChopes to reduce its interest cost byprepaying its foreign loans partly fromits own funds and partly from a newringgit loan. (BERITA pelabuhan)

Auckland Gears Up forPost-Panamax Ships

Fergusson Container Terminal isgearing up for the "post-panamax"generation of container ships, well es­tablished in many parts of the world,and soon to appear in the New Zealandand Australian services.

"Post panamax" is the term used todenote ship class, and also containercrane specifications. It means simplythat the ship width exceeds the limita­tions of the Panamax Canal, and nolonger having this restriction, ship de­signers and architects are able to de­velop a new hull design that allowsincreased cargo capacity, optimumcombination of length, width and hullform, and stability.

In New Zealand, recent new buildings"CGM La Perouse," and "NuovaLloydianna" are close to the post-pa­namax class but the trend in post-pa­namax ships is to have capacity in excessof 3,000 TEUs.

American President Line has recentlyintroduced five C10 class vessels in theirservice between the USA and Japan,Hong Kong and the East. Each has acapacity of 4,300 TEUs, approximatelydouble the size of "Mairangi Bay"which calls at Auckland now. The newAPL vessels have a service speed of24 knots, and a beam of some 129 ft.

This allows 12 rows across belowdecks, and 16 rows across above deck.Greater stability is achieved as a resultof the wide beam that also allows fivehigh stacking on deck, with reducedwater ballasting.

The development of"post-panamax"vessels has encouraged the developmentof a new generation of container cranesto handle cargo from these ships. Thewider beam calls for a crane reach ofup to 152 ft compared with the 90 ftreach of the portainer cranes at Fer­gusson. To handle higher stacks aboardthe decks of the new class of ship, thenew cranes have to have a lift heightof up to 100 ft compared with 90 ftat present.

The hoisting and traversing speedshave to be faster too, to improve shipturnround time in port. Many of thenew cranes also feature programmabledigital controls for greater performancereliability and are designed to incor­porate automated two-step unloadingand loading for increased terminal

productivity."Post-panamax" cranes are in use

in many ports throughout the worldincluding Los Angeles, Oakland, Y0­

kohama, Kobe, Hong Kong and Ka­ohsiung, and many ports in Europe.

Recently the directors of Ports ofAuckland approved in principle thepurchase of a fourth crane for Fer­gusson, and a technical team travelledoverseas, to Singapore, London,Hamburg, Venice, Hong Kong andMelbourne, visiting manufacturers ofcontainer cranes, and studying con­tainer cranes in use in working portsituations.

A decision of a crane purchase willbe made within two months, and de­livery will be 1991.

Terminal Services are also lookingat an upgrade for container crane Ato bring it up to latest generationtechnology.

The introduction of a fourth craneat Fergusson will increase ship workingoptions, with two cranes available oneach berth and the flexibility of max­imising cargo handling capacity to meetshipping company's needs.

The increasing demand for fasterturnaround has also encouraged theintroduction of new capacity, fasterand more efficient straddle carriers butPorts of Auckland is right up with thelatest here, with the eight new Valmetstraddle carriers which were commis­sioned in June.

Equipping the port with modern newmachinery is just part of the on-goingcommitment of Ports of Auckland forthe future of New Zealand's interna­tional trade. Lead time and deliveriesmean that decisions must be made nowfor the requirements in the 1990s, butwith careful planning and research, theport is able to ensure it meets the needsof clients in the next decade.

(Ports of Auckland)

$16.1 Million Profit forPorts of Auckland

Ports of Auckland Ltd. has an­nounced a profit before tax and ex­traordinary items of $16.1 million forits first year of operations.

Total revenue during the period 27September 1988 to 30 September 1989was $110 million, and after taxationof $4.6 million, the company recorded

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Largest Lift for Port ofNapier

One of the two spiralveyor units being discharged from the heavy lift vessel "HappyBuccaneer".

• A conveyor system that will movethe cargo from the shed, along thepier to the Spiralveyor. The systemwill be enclosed in a gallery allowingall weather operation.• Spiralveyors that will convey thecargo from the gallery conveyors intoor out of the hold of the vessel.The all weather facility is designed

to increase cargo throughput bysemi-automated cargo handling,thereby reducing ship time at berth anddamage to cargo, while providing im­proved security and cargo tracking.The facility is designed to handle cargoshipped in cartons and bags as well asdeep frozen meat carcasses and cartonsand is capable of both loading andunloading cargoes.

The terminal is the first of its kindin the southern hemisphere and willcommence operation in March 1990.

where we are now handling much morecargo faster and more efficiently witha greatly reduced number of staff,"Mr. Alexander said.

"This is the key to successful portoperations in the future and we areconfident the company will continueto make a significant contribution tothe economy ofAuckland, the Waikato,their regions and indeed the country'sexporting community."

On 12 October 1989 the largest liftin the history of the Port of Napierwas made when the first of two spi­ralveyors for the NZ$45 million Om­niport cargo terminal was unloadedfrom the Happy Buccaneer. It wasplaced on special tracks laid on a wharfleased to Omniport. The total lift in­cluding counterweights was 362 tonnesfor each unit and took less than twodays to complete.

The Omniport Napier facility at thePort of Napier is an integrated, auto­mated materials handling system forboth export and import cargo. Builtprimarily for loading of fruit for theNew Zealand Apple & Pear Board, theoperation comprises:-

• Depalletisers, which will separatecartons from their pallets after de­livery to the shed, thereby convertingthe cargo into "breakbulk" form.

Kalmar forklift trucks. New Hyco reachstackers had arrived in the port also,and a fourth container crane would soonbe ordered for Fergusson ContainerTerminal.

The total container throughput forthe ports had increased to more than230,000 TEUs for the year.

"We have achieved significant im­provements in productivity and per­formance on the Auckland waterfront

up his position in this leading port fromretiring Managing Director, Mr. MikeWilliams.

Mr. Halling, who has a Bachelor ofCommerce degree and is a CharteredAccountant, has 12 years senior exec­utive experience in the port industryin Auckland. His last role was GeneralManager - Port Services, Ports ofAuckland Ltd.

He will commence his duties earlyin the New Year.

Mr. Halling

Mr. John M. Halling has been ap­pointed the new Chief Executive of thePort of Tauranga Ltd.

Announcing this appointment, theChairman of Directors, Mr. FraserMcKenzie said Mr. Halling would take

a net profit of $11.5 million.The Chairman of Ports of Auckland

Ltd., Mr. R.G. Alexander said that theresult was a pleasing one, given themajor reforms andimprovements whichhad been made in the port during theyear.

Trade was up 6 percent as a resultof improved productivity and strongermarketing. Port charges had been heldat May 1988 levels, and reductions hadbeen made in pilotage and shippingwharfage charges. The land tax sur­charge has been removed completely.More reductions in port charges areto come. The company was well on tracktowards meeting its commitment toreduce port charges by at least 10percent in real terms within the firsttwo years of operations.

Mr. Alexander said that the companyhad made a successful start to its cargohandling equipment replacement pro­gramme with the commissioning of thenew Valmet straddle carriers, and

New Chief ExecutiveOf Tauranga Named

50 PORTS AND HARBORS January-February, 1990

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PSA Revises TariffFor Further Growth

By Valerie Mok

Public Relations & Marketing Depart­ment

Since 1984, The Port of SingaporeAuthority (PSA) has reduced its tariffsand granted concessions and rebatesamounting to over S$700 million.Singapore's port charges have remainedcompetitive and this has provided theimpetus and support for growth.

In response to the new economic andmarket conditions, the tariffs need tobe adjusted to gear the port for furthergrowth. PSA has revised its tariff tomeet the following objectives:

• develop new infrastructure andpurchase new equipment of handlethe increasing cargo throughput;• introduce new technology tofurther boost productivity and effi­ciency;• promote further mechanisationand unitisation of cargo to easelabour shortages in the port and re­lated industries;• maximise the utilisation of scarceland resources;• upgrade the standard of portservices; and,• ensure the port remains costeffective and competitive.For this year, PSA has provided some

tariff concessions as well as increasesin some charges. Concessions inCludecheaper rates for tugs, reefer services,inter-terminal removal charges andincentives for off-peak delivery/receiptof containers. The increases are mainlyon labour intensive activities likestevedorage and stuffing/unstuffing ofcontainers.

The last tariff increase for steve­dorage services was in Mar 80, and forstuffing/unstuffing services, in Jan 76.Also, professional pilotage fees havenot increased since 1972. In contrast,the manpower costs and wages for theseservices have gone up significantly sincethe 1970s. The other tariff changesinvolving penalty dockage, charges forshut-out containers, storage chargesand storage periods for over­height/overwidth containers and un­containerised cargo are geared to in­crease efficiency and utilisation ofscarce resources.

The new tariff rates took effect from

1Oct 89. The details ofthe tariffchangesare shown in the following tables. PSAwill monitor the tariffs and make furtherchanges whenever necessary to ensurethe port provides a high level of serviceat competitive rates.

(A) TARIFF CONCESSIONS

1. Tug ServicesTug charges for vessels above 30,000

GRT are reduced by $50.00 per hour.The period and quantum of the offpeaktug rebates are revised to maximise theutilisation of tugs and to iron out peakdemands to provide a better level ofservice.2. Removal Charge

Charges are reduced by between$10.00 and $15.00 for the removal ofcontainers from one gateway to anotherand by 50 cents per tonne for theremoval of cargo.3. Reefer Container Services

Electricity and connecting/discon­necting charges are reduced from$9.00/$15.50 per shift to $8.00/$14.00per shift for 20/40 ft containers.4. Incentive For East Delivery/ReceiptOf Containers

To encourage freight forwarders towork during the third shift and onSundays/Public Holidays, an incentiveof $7.00/$10.00 for loaded 20/40 ftcontainers is given to freight forwarderswho work during these offpeak periods.This is on condition that the containeris delivered/received within 24 hoursfrom the end of the shift following thecompletion of discharge or before thebeginning of the shift when the vesselis berthed.

Henceforth, users of the "NightDelivery Scheme" are required to pay$7.00/$10.00 per 20/40 ft chassis for~vernight parking and for servicesrendered by PSA.

(B) TARIFF CHANGES &INCREASES

1. Pilotage Professional FeesThe four-tier structure for profes­

sional pilotage fees has been simplifiedto two-tiers i.e. from $60.00/$120.00/$240.00/$360.00 to $100.00/$300.00per hour. The minimum notificationperiod to order pilots is reduced fromsix to four hours. The $300.00 rateapplies to vessels giving less than fourhours' notice.

Vessels exempted from compulsorypilotage will pay double the normal

rates if they use a pilot. This is to ensurethat pilots are readily available forvessels which require pilotage.2. Waterboat Services

To provide better waterboat servicesand to conserve water, the advancenotice required for placing orders isreduced from 24 to 12 hours and wa­terboat charges are re-structured toprovide for peak and off-peak periods,with graduated increases in the ratesfor higher volumes of water sales.3. Penalty Dockage & Provision Of FreeTelephone

The grace period granted to vesselsto leave the berths after completionof work is reduced and the basis ofcharging the higher dockage restruc­tured is to encourage vessels to leavethe berths as soon as work has beencompleted. This is to ensure that in­coming vessels can berth on schedulewithout being delayed. The numberof telephones to be provided free ofcharge is reduced from two to one.

4. Stevedorage (including $1 wharfageper tonne)

The stevedorage for non-container­ised cargo is re-structured and increasedto encourage cargo handling operationsto be more efficient. Non-palletised anddifficult cargo will pay higher rateswhile the rates for palletised cargo re­main unchanged. Some examples ofdifficult cargo are saltedeggs/vegetables in earthen jars; glassand glassware; and bags of salt, ferti­lizers, animal feed, or caustic soda.5. Wharfage Or Privately-OperatedWharf

The 15% rebate introduced in Sep86 to mitigate the effects of the recessionis withdrawn.6. Stuffing/Unstuffing Services For LCLContainers

The LCL box rates inClude the ele­ment of stuffing/unstuffing of cargoat the container freight stations. Asstuffing/unstuffing is a labour intensiveoperation, the box rates have increasedin line with the increases for otherlabour-related tariff items. The $4.00per tonne rebate for transhipment cargoin the containers is withdrawn.7. Overheight/Overwidth Containers &Uncontainerised Cargo Handled atTanjong Pagar Terminal

The storage charges for over­height/overwidth containers have in­creased and their free storage periodsreduced to encourage more efficient

PORTS AND HARBORS January-February, 1990 51

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use of land at the container yard. Sim­ilarly, the free storage periods for un­containerised cargo (cargo handled bycontainer quay crane/transfer equip­ment spreader) are also reduced.8. Shut-Out Containers

To encourage better planning andreduce unproductive movements ofcontainers in the container yard, thecharge for shut-out export containershas increased by $50.00 per container.9. Standby Charges & Late Advice,Cancellation Or Amendment Charge

The standby charges for labour andequipment at Tanjong Pagar Terminalhave increased to discourage unneces­sary standby to reduce wastages in theuse of resources. Charges are also in­troduced for late advice, cancellationor amendment of a berth applicationat all gateways. However, PSA willallow vessels to make one or twoamendments without charge dependingon their last port of call and subjectto giving adequate notice to PSA.

(PSA News)

Anchorage UtilizationMonitoring System

By Goh Mui FongEngineering/Marine Systems Dept

With over 36,000 vessel calls a year,there is a need to actively monitor theoccupancy and usage of the variousanchorages in Singapore's port waters.To achieve this and at the same time,gear the port for the implementationof the Computer Integrated MarineOperations System (CIMOS), aPC-based graphic system known as theAnchorage Utilization MonitoringSystem, was implemented in June 89.

The system runs on a 80386 micro­computer and uses a Computer AidedDesign (CAD) software and micro­station for graphic display. It shows apictorial display of the anchorageboundaries, submarine cables, promi­nent navigational aids, dredging areas,channels and fairways, and above all,reported vessels' positions. The vesselsize and the size of the anchorage areshown according to scale.

The user can, with a click of the"mouse", zoom or pan a particular areaof interest, display a specific block ofanchorage or measure the distancebetween any two points in the anchor­ages. He can locate a vessel by entering

52 PORTS AND HARBORS January-February, 1990

its name or callsign, display the longi­tude and latitude position and reviewthe information attached to the vesselsuch as the vessel name, call sign,date/time in port, date/time at anchor­age, bearing and distance, GRT, LOAand height.

Colours are also used extensively tohelp identify various types of vessels.For instance, vessels with heights ex­ceeding 48 metres are depicted in pink,harbour craft in blue and vessels whichoverstay in green.

To extract these information fromthe database in the mainframe com­puter, an hourly batch job is run todownload the required data to a Pc.From there, the data is transferred tothe 80386 microcomputer where thegraphics software resides, for furtherprocessing.

The anchorage utization monitoringsystem provides PSA with the benefitof visualising the actual anchoragespace used, and moreover, to scale.

It also helps the port to updatevessels' positions and ultimately, shipsget better and faster service as infor­mation on anchorage space is imme­diately known from the system.

(PSA News)

Ship Planning ExpertSystem in Final Phase

By Teo Kah ChooCargo Systems Department

The Ship Planning Expert Systemwas developed by the Port of SingaporeAuthority (PSA) in 1987 to cope withthe ever increasing volumes of con­tainers handled by the Port. Auto­mation ofthe planning process promisesbetter quality plans within a shorterplanning time. It also contributes togreater ship productivity and a fasterturnround of vessels. This reduces porttime of vessels and therefore costs forshipping lines~

Phase 1 of the system serves as acomputer-aided planning tool and wassuccessfully implemented last year. InJul 89, this system was applied to some60% of container vessels calling atTanjong Pagar Terminal (TPT).

Phase 2 of the system offers theautomated planning feature known ascrane sequencing, which involves gen­erating the loading and dischargingsequence of cranes. The generated planoptimises the usage of cranes and re-

solves anticipated problems in orderto achieve smooth quay crane oper­ations. Phase 2 has already been testedand will be developed into an even moreintelligent system with feedback fromusers.

Crane sequencing constitutes halfof the planning process. The other halfinvolves the assignment of containersin the yard to the cells of the vesselaccording to stowage and stability re­quirements. This process is known asslottIng. Presently, slotting is Imple­mented in the mainframe computer.

Phase 3 of the system, which is thefinal phase, will improve the slottingprocess with planning heuristics thatresolve the problems arising, offeringbetter speed and taking into consider­ation the usage of the yard equipment(transtainers, van carriers, etc). Itpromises a smoother yard eating se­quence and more efficient utilisationof yard equipment. (PSA News)

New Cranes Boostdebel Ali Handling

Dubai's Jebel Ali Port has increasedits container handling capacity by 66percent with two additional containercranes.

The Hitachi cranes, which are similarto the port's three existing containercranes, were purchased from the Portof Singapore.

"The new cranes will give a tre­mendous boost to our container facil­ities," says Sultan bin Sulayem, chair­man of Jebel Ali Port Corporation andJebel Ali Free Zone Authority.

"We anticipate Jebel Ali Port willhandle up to 250,000 TEU in 1989.The full complement of five cranes willenable us to service this usage leveleffectively and give us spare capacityto meet increased demand for our fa­cilities.

"While giving our current customersan efficient and reliable service, we willbe in a strong position to attract newshipping lines to Jebel Ali by offeringsome of the best handling facilities inthe region for import and export ofcargo," he said.

Each of the cranes support 30.5tonnes of total lift under the spreaderand have an out-reach of 126 feet whichcan accommodate all vessels presentlycalling to the UAE.

(Gray MacKenzie News)

Page 55: PORT OF KOBE - IAPH

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