Ports Harbors - IAPH

Ports & HarborsApril 2000Vol. 45No. 3

IAPH Officers(1999 - 2001)

PresidentDominic J TaddeoPresident & Chief Executive OfficerMontreal Port AuthorityCanada

First Vice-PresidentAkio SomeyaExecutive Vice PresidentNagoya Port AuthorityJapan

Second Vice-PresidentPieter StruijsVice Chairman/Executive DirectorShipping Rotterdam Municipal Port ManagementNetherlands

Third Vice-PresidentH. Thomas KornegayExecutive DirectorPort of HoustonUSA

Immediate Past PresidentJean SmaggheExecutive Vice-PresidentInternational Affairs ofAssociation of FrenchPorts (UPACCIM)France

Secretary GeneralSatoshi InoueIAPH Head OfficeTokyoJapan

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

Contents

T HE Port of Quebec is stamped with his-tory. In fact, its vocation dates backquite a few centuries and it is the old-

est port in Canada. It is at the root of colonisa-tion and the development of Quebec city and ithas always adapted to realities of time. Today,the port plays an important role in regional com-mercial activities. Related article on page 24.

IAPH ANNOUNCEMENTS & NEWSMarseilles to Host the Mid-Term Meetings of IAPH Board &

Committees May 12-18, 2000..........................................................................3Provisional Program of the mid-term Board Meeting ...........................................5White House congratulates IAPH’s effort on Y2K Conversion ...........................6IAPH Bursary Awarded to Dakar’s Manager ...........................................................6New Appointments .....................................................................................................6 The Committee on Legal Protection (CLP) meets in Paris ......................................7Visitors ......................................................................................................................9More condolences to Mr. Akiyama’s family ..........................................................10

OPEN FORUMThe Fifth Generation of Containerisation: A Mixed Outlook ............................... 11

INTERNATIONAL MARITIME INFORMATIONINTERTANKO Seminar on FPSO Liability Issue • High demolition

continues this year ..............................................................................................1636th International Seminar on Port Management....................................................17TOC 2000 in Rotterdam • Dredging in the 20th Century ......................................18New Publications .....................................................................................................20

WORLD PORT NEWSThe Americas

Record cargo volumes at Fraser Port .......................................................................22Capt. Gudkov Wins Gold-Headed Cane .................................................................23Port of Quebec strengthens its position in North America

with capital projects ...........................................................................................24Y2K Was A-OK at Port of Los Angeles • Increased Vessel

Traffic at LA/Long Beach..................................................................................27Redwood City: Booming Bay Area Building Trade ..............................................28

Africa/EuropeAntwerp Box Trade Pursues Growth ......................................................................28Sisterport Agreement with Dalian Signed • Larnaka develops

into passenger/cruise hub ..................................................................................29Marseilles Global Port ............................................................................................30Cork Port benefits from cruise passengers and development plans

• Göteborg sees strong port expansion ..............................................................31Rotterdam Briefs .....................................................................................................32

Asia/OceaniaAQIS’s Ballast Water Exchange Verification Process ...........................................33Kobe visits Brisbane • Port Road Project gets green light .....................................34Penang to be reborn as tourism center .....................................................................35

3PORTS AND HARBORS April 2000

R ECENTLY, Secretary General Inouecommunicated with the Board mem-bers to call for the Mid-term meeting

of the Board of Directors to take place inMarseilles from May 12 to 18, 2000, in theHotel Sofitel Marseille Vieux Port.

The Secretary General’s letter datedFebruary 15, 2000, addressed to the fol-lowing members, is reproduced below.

Members of the Board of DirectorsVice Presidents, and Immediate PastPresidentExecutive Committee MembersLegal CounselorsIAPH/IMO Interface Group Chairmanand MembersChairmen of Internal Committees

• Finance • Constitution & By-Laws

Chairman and Members of Permanent • Long Range Planning/Review

Committee

Chairmen of the Sustainment & GrowthGroup of Committees

• Membership• Communication & Networking • Human Resources Development

Chairmen of the Technical Affairs Groupof Committees

• Port Safety, Environment & MarineOperations

• Dredging Task Force• Legal Protection• Trade Facilitation

Chairmen of the Port Industry Research& Analysis Group of Committees

• Cargo Operations• Ship Trends• Combined Transport & Distribution• Port Planning & Construction• Trade Policy

IAPH Liaison Officers with• ECOSOC• UNCTAD• IMO• UNEP• African Affairs• WCO (CCC)• PIANC• ILO

Dear Ladies and Gentlemen:

Re: Call for and Invitation to the Mid-Term Board Meeting May 12 - 18,2000, in Marseilles, France

On behalf of President Taddeo, this is toannounce the provisional agenda/programof the mid-term meeting of the Board ofDirectors of IAPH scheduled to be heldfrom May 12 to 18, 2000, at the SofitelMarseilles Vieux Port, Marseilles, France,generously hosted by the Port Authority of

Marseilles.Emphasizing the fact that this is the first

mid-term Board Meeting as a result of thedecision taken at the KL Conference as anessential measure for further developmentof the Association, I most sincerely requestyour attendance at the mid-term BoardMarseilles Meeting. Also, by the sametoken, you are kindly requested to ask yourAlternate Director to attend the meeting ifyou yourself will not be attending.

Now, with my most sincere appreciationto Mr. Eric Brassart, Chief ExecutiveDirector, Port Authority of Marseilles, theHost, I would like to convey the most cor-dial invitation issued by the Port ofMarseilles.

• IAPH has chosen Marseilles for the Mid-term Board Meeting. The PortAuthority of Marseilles is happy to wel-come you in Provence from May 12 to18, 2000.

• Marseilles offers the legendary conviviali-ty of its inhabitants, the charm of sunnyProvence and the authenticity of 2,600years of history and international experi-ence.

• Marseilles proposed the performance ofthe foremost center for industry and ser-vices of the south of France, togetherwith its dynamic scientific communityand its extensive city planning projects.

Marseilles to Host the Mid-TermMeetings of IAPH Board &

Committees May 12-18, 2000

Marseilles City Hall on the Waterfront (Photo Credit: The Port of Marseilles)

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

4 PORTS AND HARBORS April 2000

• The Port Authority of Marseilles is veryhonored to present this wealth to themembers of IAPH at the Mid-termBoard Meeting.

The provisional agenda/program is asper the attachment. I would like to add tonote the following points:

The Board Meeting is scheduled to beheld for two full days on Tuesday andWednesday (May 16 and 17), including theindividual meetings of the Regional Boardof Directors.

Meetings of the Internal Committees(Finance and Constitution & By-Laws withthe Legal Counselors present), thePermanent Committee (Long RangePlanning/Review) and the IAPH/IMOInterface Group are programmed as anintegral part of the Board Meeting.

Meetings of the Sustainment & GrowthGroup of Committees (MembershipCommittee and Communication &Networking) are integrated into the BoardMeeting.

As to the other Committee meetings,please be advised of the following points:

Meetings of the Technical Group ofCommittees: The Port Safety, Environment& Marine Operations Committee will meetjointly with the Dredging Task Force. TheLegal Protection Committee will also meet.Furthermore, the Trade FacilitationCommittee has decided to meet on Friday,May 12.

Meetings of PortIndustry Research &Analysis Group ofCommittees: TheCommittees of the ShipTrends, Cargo Opera-tions,Combined Transport &Distribution, Port Planning& Construction, and TradePolicy will meet.

Thursday, May 18, will bedevoted to the technicaltour of the Port and City ofMarseilles.

Please advise the Host’sAgency - Rial Evénements-by fax, e-mail or letter andthe Sofitel Marseilles VieuxPort by e-mail as well at theaddress below.

It is our sincere hope thatwe all meet in Marseillesnext May.

Best regards,

Satoshi InoueSecretary General of IAPH

Determination and Confidence:The Plan for the Third

Millennium

ON the threshold of the third millennium, the Portof Marseilles Authority is pursuing its policieswith renewed energy. The year 2000 will be:

a year of change, of achievement and initiative, whilealso pointing the way to tomorrow's developments; and

a year of intense deliberation about our collectivegoals, centered around the main strategic project of making 2,600-year-old MarseillesEurope’s “global port” on the Mediterranean.

The business plan, an integral part of the port charter, has defined objectives as well asrealistic targets for their accomplishment.

The new Government Region agreement is in preparation, taking into account theneeds of the port and port-industrial activities.

The City of Marseilles has opened its Euromediterranee shipyard.All the local and regional authorities are lending their weight through direct investment

as well as developmental support for infrastructure and equipment, which creates wealthand jobs.

We can thus look forward with confidence and determination to the future of the Portof Marseilles both within its European context and through its access to the world’s greatmarkets.

(More information on the Port of Marseilles on page 30 )

Eric BrassartChief Executive

Director

Claude CardellaChairman of

the Board

Old Harbour and Eastern Harbour Area (Photo Credit: The Port of Marseilles)

Host’s Agency: Rial Événements. Atten: Ms. Valérie Miron7, rue Alfred Curtel, 13010 Marseilles, France Tel: 33-4-9178-2020Fax: 33-4-9178-7800E-mail: [email protected]

HOTEL SOFITEL MARSEILLE VIEUX PORT36 Boulevard de Livon 13284 Marseille Cedex 07Tel: 33 4 9115 5900Fax: 33 4 9115 5950E-mail: [email protected] Booking Office:Fax: 33-4-9115-5955

Friday, May 12Delegates arrive

0900/1600 Trade Facilitation (Tentative.)

Saturday, May 13Delegates arrive

Sunday, May 14Delegates arrive

1000/1230 Communication & Networking Committee1400/1700 Legal Protection1400/1700 Port Safety & Environment and Marine

Operations jointly with the Dredging Task Force (First Session)

1400/1700 Port Planning & Construction1600/1700 Officers’ Meeting

Monday, May 150830/0900 Constitution & By-Laws jointly with

Legal Counselors0900/1200 Ship Trends 0900/1200 Port Safety & Environment and Marine

Operations, jointly with the Dredging Task Force (Second Session)

0900/1200 Cargo Operations0900/1030 Joint meeting of the Membership and Finance 1030/1045 Coffee Break1045/1215 Long Range Planning/Review 1215/1400 Business Lunch (delegates only)1400/1630 Combined Transport & Distribution 1400/1500 Communication and Networking 1500/1515 Coffee Break1515/1630 IAPH/IMO Interface Group1630/1700 Meetings of Vice Presidents responsible for 3

groups of committees1900 Welcome Reception by the Port of Marseilles

at Sofitel Hotel (All are invited)

Note: A press conference will be organized from 1030 to 1100 to be attendedby the IAPH President as well as the PAM President and Chief ExecutiveDirector.

Tuesday, May 16BOARD MEETING - DAY 1

0830/0900 Officers’ Morning Meeting0900/1030 BOARD Meeting 1030/1045 Coffee Break1045/1200 BOARD Meeting1200/1400 Business Lunch (delegates only)1400/1530 BOARD Meeting1530/1545 Coffee Break1545/1700 Regional Board Meetings of “African/European”,

“American” and “Asian/Oceania” regionFree Evening

“In Search of Provence 1” - A Special program for the delegates’ part-ners (0900/1700)The partners will be able to visit Les Baux de Provence and St Rémy deProvence. They can discover the charm of sunny Provence and also suchplaces as museums and castles. For lunch, they will enjoy Provincial food.

Wednesday, May 17BOARD MEETING - DAY 2

0830/0900 Officers’ Morning Meeting 0900/1030 BOARD Meeting 1030/1045 Coffee Break1045/1200 BOARD Meeting



1200/1400 Lunch (delegates only) 1400/1530 BOARD Meeting1530/1545 Coffee Break1545/1700 BOARD Meeting1900 Dinner by the Chamber of Commerce at

Palais de la Bourse (All are invited.)

“In Search of Provence 2” - A special program for the delegates’partners (0900/1700)The partners will travel to Aix-en-Provence. They will visit Provincial artsand crafts companies and savor local products. For lunch, the partners willenjoy Provincial food.

Thursday, May 18BOARD MEETING - DAY 3*

0900/1000 Presentation by PAM1000/1130 Technical Visit to the Port of Marseilles by boat1130/1700 Observation tour of the City (Lunch served)*: All are invited to join.

Post-Conference and weekend suggestions• Weekend in Provence-Alpes - Côte d’Azur. There are a few proposals

from the Agency for a weekend in Nice, Monaco, Cannes, Camarguesor Nimes. Information on such proposals will be forwarded to all sepa-rately in due course of time.

Provisional Program of the IAPH Mid-term Board Meeting in Marseilles

Hotel Sofitel Marseilles Viewx Port

May 12-18, 2000

Hotel Reservation and Travel Information

1. Accommodation and Conference VenueHOTEL SOFITEL MARSEILLE VIEUX PORT36 Boulevard de Livon 13284 Marseille Cedex 07Tel: 33 4 9115 5900Fax: 33 4 9115 5950E-mail: [email protected] Booking Office:Fax: 33-4-9115-5955

Room with a view of the Vieux Port 1,190 FF US$181.41Room with a view of the court 990 FF US$159.92Room with terrace 1,350 FF US$205.81Breakfast and tourist tax 10 FF + 7FF US$16.77 + US$1.07Supplement for a second person 100 FF US$ 15.24

• The figures in US dollars are for reference only as they are sub-ject to daily fluctuation.

• The Port Authority of Marseilles is provisionally reserving 80bedrooms. Booking must be confirmed by April 14, 2000.

• For cancellations between May 7 and May 12, 50% of the totalprice of the stay will be charged, and 100% for “no shows”.

• For all bookings a deposit for at least one night must be made inadvance.

2. Access• International Marseilles Provence Airport: Third largest Airport

in France, with 26 national and international airline services anddirect connections with more than 80 cities worldwide, and 44daily flights between Marseilles and Paris, including Air Franceshuttles.

• South-East TGV: 8 trains a day from Paris• Motorways: Marseilles is at the crossroads of 3 motorways con-

necting Spain and Italy to Northern Europe.



White House congratulates IAPH’s efforton Y2K Conversion

F OLLOWING the letter of appreciation received from the US Coast Guard(USCG) appearing in page one of the previous issue, the IAPH Head Office, viaMr. Alex Smith in London, has received the following letter from the

President’s Council on Year 2000 Conversion.

PRESIDENT’S COUNCIL ON YEAR 2000 CONVERSIONFebruary 14, 2000

CHAIR

International Association of Ports and Harborsc/o Mr. Alex Smith British Ports Association64/78 KingswayLondon, WC2 6AHUK

Dear Mr. Smith,

Thank you for your important contribution to our efforts to minimize the effects ofpotential problems associated with the Year 2000 date change. Your role in helping toprepare your industry for the century rollover was critical to the success of the nation’soverall Y2K readiness effort.

Thanks to an unprecedented team effort, we met head-on - with resounding success -what I believe was the most significant management challenge the world has faced in thelast 50 years. While tremendous resources were marshaled for Y2K, none was moreimportant than the people who so generously gave of their time and expertise. The acco-lades about the smooth transition to the new millennium belong to everyone who playeda leadership role in this effort.

I know that you share my pride in the dedicated work done by countless thousands ofprofessionals whose individual achievements contributed to greater Y2K readinessaround the world. Congratulations to a wonderful team !!

Best wishes for the New Year and the new millennium.

Sincerely,

John A. Koskinen

New Appointments:Mike Compton becomes IAPH LiaisonOfficer with ILO

IAPH has beeninformed by theILO secretariat

that IAPH wasadmitted to theILO’s Special List ofNon-GovernmentalI n t e r n a t i o n a lOrganizations. Inher letter dated January 4, 2000, MaríaAngéla Ducci, Director for ExternalRelations and Partnerships,International Labour Organization (ILO)comments, “In admitting IAPH to theSpecial List, the ILO is convinced that acloser working relationship will result infruitful collaboration in areas of mutualconcern.”

To serve as IAPH Liaison Officer withthe ILO, Mr. Mike Compton, PSOLimited, London, has recently beenappointed by President Taddeo. Mr.Compton has been active in the IAPHtheater as a member of the Committeeon Port Safety & Environment, and morerecently as the producer of “Port Healthand Safety News”, a newsletter pub-lished at four-monthly intervals.

Mr. Compton, in confirming hisacceptance of the role, says, “I feelproud to serve as IAPH’s liaison officerwith the ILO, and will do my best inenhancing the areas in which IAPH andILO will work closely together for theincreased benefit of all in the port com-munity.”

Port Safety & EnvironmentCommittee: van de Laar ofAmsterdam to chair

Mr. F. M. J. van deLaar, Head of theSafety andE n v i r o n m e n tDepartment, the Portof AmsterdamAuthority, hasrecently beenappointed byPresident Taddeo to take over from Mr.Peter van der Kluit as Chairman of theCommittee on Port Safety andEnvironment (PSE). Mr. van der Kluit, inorder to concentrate on his new posi-tion as IAPH European Representativein Rotterdam, stepped down from thechairmanship of the PSE Committee,

M R. Goon Kok Loon (PSACorporation, Singapore),Chairman of the IAPH

Committee on Human ResourcesDevelopment, has approved Mr. DAmadou Ndjae, Port OperationsManager, Port Autonome de Dakar,Senegal, as a bursary recipient toattend the 16th International Program

for Port Planning and Management(IPPPM), an annual program co-spon-sored by the Board of Commissioners ofthe Port of New Orleans, LouisianaState University National Ports andWaterways Institute and the Universityof New Orleans. The course was sched-uled from March 13 to 24, 2000 in NewOrleans.

IAPH Bursary Awarded toDakar’s Manager



although he remains as Vice Chairmanof the Committee.

Long Range Planning/ReviewCommittee: Gloseclose succeeds Rowland as Chairman

In view of the imminent retirement ofMr. Charles Rowland, Canaveral PortAuthority, USA, who was appointed asChairman of the Committee in KualaLumpur in May 1999, President Taddeohas recently appointed Mr. B. S.

Groseclose, Jr.,South Carolina StatePorts Authority,USA, Vice Chairmanof the Committee, tosucceed Mr.Rowland asChairman.

The newChairman has expressed his willing-ness to chair this important committeeand is prepared for the Committeemeeting which is scheduled to takeplace on Monday, May 15, 2000 from1045 in Marseilles.

viously, to examine its Terms ofReference (TOR), following the bienni-al Conference in order to suggest anyappropriate modifications. The pre-sent TOR had been fixed followingthe London Conference in June 1997.The meeting felt that they were stillappropriate.

Action: The Chairman would informthe IAPH Secretary General

As far as membership was con-cerned, the new list of members hadbeen circulated with the Agenda forthe meeting. In addition to a fewrequests for correction in the spellingof names, only one point remainedunclear: whether for the Port ofAbidjan, the Director General and/orthe legal adviser were to be a mem-ber. The meeting agreed with theChairman that it did not matter aslong as the Port of Abidjan was repre-sented.

5. Report of the Chairman to the Excomeeting in Montreal on 27 October1999

The meeting took note of the abovereport, which had been circulated forinformation with the agenda.

6. Follow up of the diplomatic confer-ence on ship arrests in Geneva, 7-12 March 1999

The Chairman gave the floor to Mr.van Zoelen. He reported that,although the IAPH delegates had notbeen able to get an entry regardingthe position of ports into the preambleof the Convention, there had been adebate, which was sympathetic tothe IAPH cause. This will enableIAPH members to return to theirrespective Governments and ask forthe protection of ports to be incorpo-rated into their national legislation.

The main element of this legislationis that:

At this moment Holland is investi-gating a change in legislation whichwill create obligations concerning thenautical order and safety of arrestedvessels for the arresting party.

In the ensuing debate, it was notedthat in the different legal systems thepriority of the forced sale proceedingsdiffered slightly. In France, for exam-ple, the Port is paid for the costs ofdue care of the ship, together withcourt costs, before all maritime liens.In other countries ranking could be inaccordance with the MLMConvention, where ports were ranked4th in order of priority:

Present:Bruno Vergobbi (Dunkirk), ChairmanTakao Hirota (Tokyo)Marcel-Yves Le Garrec (Bordeaux)André Pagès (Bordeaux)Peter van der Kluit (Rotterdam)Frans van Zoelen (Rotterdam)Christine Williams (London)Jacques Breams (Dunkirk)

IntroductionApologies for absence / lateness

The chairman received apologies forthe absences of Jean Mongeau(Montreal), Geoff Vazey (Auckland), AlexSmith (London), Pieter Struijs(Rotterdam), Hugh Welsh (New York)and Patrick Falvey (New York).

Mr. Le Garrec had tendered apologiesfor a possible late arrival due to his flightschedule. The chairman welcomed Mrs.Christine Williams from TT Club, UK., anew member of the CLP, who wasreplacing Mr. Paul Mallon. Mrs. Williamshas spent 14 years with TTC. She hadset up a new branch office in Spain andhad returned to the UK as Director.

A second new member to theCommittee was Peter van der Kluit, whoreplaced Alex Smith as the Europeanrepresentative of IAPH. He was not

new, however,in IAPH circlesand thereforeneeded no intro-duction. Bothwere most wel-come.

The chairmanthen turned tothe agenda.

1. Approval of the Agenda The agenda was approved with

one slight modification concerningtimes and places of meetings in item7, where the dates and places werementioned incorrectly. LEG 80 hadeffectively taken place in London andthe dates were wrong. The agendawas amended accordingly.

2. Approval of the Minutes of the last meeting

The minutes of the last meetingheld in Kuala Lumpur on Sunday 16May 1999 were approved.

3. Matters arising from the minutes There were no matters arising from

the minutes that were not included inthe present agenda.

4. CLP: TOR and MembershipThe Committee was asked, as pre-

The Committee on LegalProtection (CLP) meets in Paris

16 December 1999

Minutes of the Meeting by Bruno Vergobbi, Chairman



1. Salaries due to the Master andcrew

2. Compensation for death or injury3. Costs for assistance and rescue4. Port dues and comparable costs5. Criminal claims bring about ship

operations6. Mortgages

It was noted that where the shipwas sub-standard, once the port hadbeen paid for the costs incurred toensure due care of the ship (in theinterest of all claimants), in France sit-uations could arise where there wasno money left over to pay the crew.This had led the Port of Dunkirk, forexample, to assign part of the moneysreceived to a special fund for settlingat least a part of the wages due to thecrew. This action was not legallybinding but only charitable.

Following a general debate on theproblem, in which everybody agreedthat there was a real need to speedup procedures, leading either to earlysettlement or the forced sale of theship, the following action should betaken:

Action:* Mr. van Zoelen would draft an out-

line of the provisions required toprotect port interests.

* Mrs. Williams would draft a paperto give exposure of the problem inthe media.

* Lobbying with the membershipwould focus, of course, on the IAPHDirectors. However, since this hadnot produced satisfactory results onprevious occasions, the meeting feltthat it might be helpful to extendlobbying to regional and nationalport associations, subject to theagreement of the IAPH ExecutiveCommittee.

* The Chairman would raise the pro-posal with Vice President PieterStruijs.

7. Report by Peter van der Kluit onIAPH/IMO Interface Group meetingson 15 May and 15 October - LEG 80meeting at IMO, London, 11-15October 1999 & the Last TradeFacilitation Committee Meeting

Mr. van der Kluit drew attention tothe Minutes of the IAPH/IMOInterface Group meeting, which hadbeen circulated.

Mr. van Zoelen reported on the IMOLegal Committee meeting, LEG80.

He stressed that the priority for theLegal Committee as regards aDiplomatic Conference had been

changed to Bunker Spills.The meeting therefore agreed that

the first priority was that the presenttext of the draft Bunker Conventionshould be circulated to CLP membersto see if further action are needed.Comments would be requested forthe next meeting.

Action: Mr. van Zoelen & the Chairman

8. Follow-up of action towards:MEPC on the control of ballast water

With regard to the IMO MarineEnvironment Committee (MEPC), Mr.van der Kluit added that prioritieswere for a Diplomatic Conference onTBT and Ballast Water. The aim inthe TBT draft Convention, scheduledfor 2001, will be for no further primecoating of TBT on vessels as of 2003and removal of TBT from hulls from2008.

There was a need to monitor TBTbecause it would cause certain prob-lems for ship repair yards and, inaddition, was already causing prob-lems since it was being found indredging material.

As regards ballast water, becausethe Committee had been unable tomake progress, a disparity in the leg-islation being applied at national levelwas becoming apparent. There wasa need to contact members and tofind out whether the intention was tocreate legislation. If this was thecase, it was important that they beurged to follow the international rec-ommendations issued by IMO toavoid further disparities.

At present, there were a number ofshipboard solutions being sought,because it was considered too danger-ous to change ballast water in mid-ocean. These solutions involved ultraviolet or heating treatment, but so farno real satisfactory solution had beenfound. IMO appeared convinced thatshore ballast facilities in ports werenot a practical solution, but care wasneeded to ensure that, in the face ofno other satisfactory solution, thispossibility was not considred again.

Action: The IMO website address wherethese recommendations are tobe found should be given: http://www.imo.org/CLP could thenendorse the proposed course ofaction to be undertaken by theIAPH Port Safety &Environment Committee.

The next meeting of MEPECintends to examine operational proce-

dures for marine pilots. ICS has sug-gested to IMO that informationshould be given 24 hours in advance,but the difficulty is that too manythings can change within 24 hours, sothat the information is irrelevant andhas to be changed. IAPH is workingwith both the Pilots Association andwith the Harbour MastersAssociation, since they are both readyto endorse the IAPH point of view.

Facilitation Committee on UniformRules for Electronic Signatures

The Chairman had been in contactwith the Chairman of the IAPH TradeFacilitation Committee, Mr. Arbos(Barcelona), and they had agreed thatit would be useful to have a jointmeeting to discuss CLP's concernsrelating to electronic signatures. TheChairman had made it clear that CLPwas not intending to duplicate orintervene in the work being undertak-en by that Committee but was con-cerned only by the legal implications.A joint informal meeting would bearranged in Marseilles with the twochairmen and members interested bythis question.

9. "Legal Challenges for Ports in theNew Millennium" Captain PeterHeathcoate

The meeting had before it theabove-mentioned paper. There was ageneral discussion on the personalrisks and liabilities of Chief ExecutiveOfficers. Such problems were seriousand would become increasingly diffi-cult to solve.

Mr. Pagès pointed out that, in theHerald of Free Enterprise case, thesituation was much worse thandescribed. The Master was involvedwith two cases of liability, his ownand that of the Company. He wasordered to leave with the bow doorsopen in order to respect the timeschedule.

The present case of the Erika findsthe Master in jail. Both parts of thevessel have sunk. Pumping has notbegun because of bad weather. Therefusal of the Port of Nantes-St.Nazaire to take the vessels was alsodiscussed. The risks were too high.The Harbour Master in such circum-stances is under the orders of thePrefect, so it is not just a PortAuthority decision.

10. Future of CLP Work: how to have aproactive approach & produceadded value for all ports.

IAPH 2000 was set up to examine



the added value of Committees suchas CLP. There was a general need fora return on the money invested so asto bring more added value. One waywould be to have articles in "Portsand Harbors", but is it possible to domore?

It was agreed that work in IMO'sLegal Committee was slowing downbecause of budget restrictions. IMOhas basically stopped making regula-tions and is concentrating more onenforcement of existing legal instru-ments. In these circumstances thereis a need to regard the future work ofour Committee.

The representation of general inter-ests of ports is becoming a moreimportant task and needs constantlylobbying for better legislation. Thereis perhaps added value in helpingports to solve problems that areencountered. But if they are too spe-cific, this would not be a good idea.However, where there are globalproblems that have an impact on allports, it is CLP's task. These problemsare, however, rare. We actually do notknow what members think of thework of CLP.

It might be worthwhile doing a sur-vey among IAPH members on thelegal needs and expectations of portsfrom their CLP.

A survey needs a well-preparedquestionnaire of legal problems andsolutions because of the complexity oflegislation.

A clear analysis on a website ofinternational legislation and regionalrules would bring added value. It isnot the legislation itself, but theanalysis that would be useful. CLPcould be used as a form of clearing

house to do this.For example, with the US carriage

of goods by sea legislation, what isrelevant for the ports? CLP shouldhave the capacity to analyse, but thefirst thing would be to start with anenquete.

It would be helpful to know whatassistance can be obtained from theSecretariat. Mr. van der Kluitinformed the meeting that there werefunds available for supporting thetechnical committee activities.

The use of the existing website.More thought should be given to thismatter. The Chairman asked mem-bers to consider it and he agreed thatCLP should return to the matter at itsnext meeting.

11. Any other businesses The Committee's attention was

drawn to the IMPACT Report of theOslo-Paris Commission (OSPAR). Mr.Le Garrec, who had attended therecent meetings, drew attention tothe fact that the Commission wasrepeating an exercise, similar to whathad been done on the land withrespect to natural habits and conser-vation areas, in the submarine envi-ronment. They were effectively map-ping out the seabed. The resultswould certainly have an impact onports: the choice of dumping sites fordredging, when and where dredgingcould take place, possibly even whattype of dredging could be used.

Although OSPAR was involved andwas essentially only concerned withEU waters, t was still followed forIAPH by ESPO because it was impor-tant to note that what happened inOSPAR was frequently mirrored in

Visitors

On 18 Janaury, Mr. Ahmad Ibnihajar (center),Executive Chairman, Penang Port Sdn., Bhd.,Malaysia, visited the Head Office, where hewas welcomed by Secretary General Inoue(left) and Deputy Secretary General Kondoh.

other areas, such as theMediterranean and other enclosedseas. This was why IAPH should beaware of what was going on.

Mr. Le Garrect would submit acopy of his report. It was agreed thatit should be circulated to all membersappendix 3 as well as to Dr. GeraldineKnatz, who chairs the IAPH DredgingTask Force.

Action: Mr. M-Y Le Garrec/ Mr. Vergobbi

With regard to possible articles forIAPH, Mr. Le Garrec drew attentionto a paper which he and Mr. Braemshad seen presented recently. It was areview of the legal problems in multi-modal transport by Prof. Ralph DeWit, Lecturer at VUB (Vrije UniversityBrussels, Brussels University andAssociate, Van DooselaereAdvocaten, Antwerp). Again, theproblem was not one that was solelyEU-related. This was the sort ofpaper that could be helpful to allIAPH members and might eventuallybe worth publishing in "Ports andHarbors", subject to the author's con-sent. It was agreed that it should becirculated to the members as appen-dix 4.

Action: Mr. Braems/Mr. Vergobbi

12. Date and Venue of Next MeetingIt was agreed that in principle the

next meeting of CLP would be heldon Sunday 14 May 2000 in Marseilles.It was tentatively scheduled for 1400.

The Chairman then thanked themembers for their participation anddeclared the meeting closed.

O N 26 January, at a TradeDevelopment Seminar orga-nized by the Hong Kong

Economic and Trade Office held in aTokyo Hotel, the main speaker Mr. S.Y.Tsui, J.P., Director of Marine Department,Hong Kong Special Administrative Region,China, introduced the newly implementedHong Kong Shipping Register. TheSeminar was attended by representativesof Japanese and foreign shipowners, ship-pers and traders. IAPH was representedby Mr. R. Kondoh.

On 28 January, Mr. Luis Ho, ChiefRepresentative, and Ms. Iris Wong,Director, Hong Kong TradeDevelopment Council Tokyo Office,accompanied by Mr. Hideo Yamada,

From left, Kondoh, Wong, Yamada, Inoue andHo.

Senior Analyst, Japan MaritimeResearch Institute (JAMRI), visitedthe Head Office and were received by Dr.Satoshi Inoue, Secretary General, and hisdeputy R. Kondoh.



The photo was taken in 1987 during the 1st Plenary Session of the 15thIAPH Conference held on 27 April 1987 in Seoul, Korea. From left, Dr. Paul, Mr. den Toom (the then IAPH President fromAmsterdam) and Mr. Akiyama.

Mr. Shigeru Akiyamac/o International Association of Ports and Harbors

Dear Mr. Akiyama-san,

I learnt the sad news of Mr. Toru Akiyama’s passing awayon the 3rd of January 2000 at the age of 95, from IAPH.

It was in the year 1983 that IAPH resolved to name thefirst prize in the IAPH Award Scheme (World Essay Contest)as the “Akiyama Prize” in recognition of the outstanding con-tribution made by Mr. Akiyama, the second SecretaryGeneral of IAPH in moulding and shaping a truly internationalorganization in Japan with ports and harbours all over theworld as members. Port organizations throughout the worldare proud of his initiative, innovative thinking and far-sighted-ness as they have today a world body to voice their concerns,their suggestions and ideas in many international organisationsengaged in shipping, world trade, maritime safety and environ-mental protection.

I gratefully recall the proud moments of my receiving the2nd Akiyama award in the World Essay Competition at thehands of Mr. Akiyama on 27th April 1987 in Seoul in Koreawhen he was still the President of the IAPH Foundation. Butfor his vision, financial support and initiative it would not havebeen possible for IAPH to organise the Essay Contest withunfailing regularity. It has helped immensely port profession-als working in developing countries to enhance their profes-sional knowledge in port operations and management leadingto an improvement in port performance apart from providingan opportunity to secure international recognition and accep-tance for their professional capabilities.

Mr. Akiyama’s untiring enthusiasm and undying efforts togive a distinct identity and international character to worldports did succeed. The very existence of IAPH itself is ashining example and an eloquent testimony to what an indi-vidual could do in institution building to serve the world portcommunity at large. According to the famous Hindu philoso-pher of India Swami Vivekananda, “Service to the humanity isthe highest form of worship.” Mr. Akiyama served thehumanity through the world port community and accordinglypractised the highest form of worship. May his soul rest inpeace.

Yours sincerely,

Dr. Jose Paul, ChairmanMormugao Port Trust, India

More condolences to Mr. Akiyama’s family

F OLLOWING the messages of condolence received via the Tokyo HeadOffice which appeared in the previous issue, the IAPH Head Officehas received additional letters from Mr. Howe Yoon Chong, IAPH

Honorary Member and former IAPH President (1975-1977) from Singapore,and Dr. Jose Paul, Chairman, Mormugao Port Trust, India, the 1987 recipientof the “Akiyama Prize”, the top prize in the IAPH essay contest. Their lettersare introduced here.

Mr. Shigeru AkiyamaC/o IAPH

Dear Mr. Shigeru Akiyama

Through the good offices of Mr. Rinnosuke Kondoh of theIAPH Headquarters in Tokyo, I am sending you this letter ofcondolence with my apology to you and to members of theAkiyama family for being so late in doing so.

You may not know me, but your late honourable father,Mr. Toru Akiyama, first introduced me to the IAPH when Itook charge of the Port of Singapore Authority in 1970. Overthe years up till 1979 when I retired from the Port Authority,I met with your father on many occasions in relation withIAPH matters.

Like all his friends we hold your father in great esteem andhave the highest respect for your father as a person and forhis wisdom and intellect. He was most energetic in promotingthe IAPH and its ideas to all the world’s ports. Without hishard work, the IAPH would not be the respected organiza-tion that it is today.

Your father’s passing is therefore an irreplaceable loss tothe IAPH and to all the friends he brought together for onecommon cause – i.e. world friendship and understandingthrough port co-operation. Fortunately the IAPH has grownin strength and stature over the last twenty years under hiswise guidance and advice. He has done his work well and canrest in peace, fully assured that the Association he worked sohard to establish is now a thriving international entity, render-ing excellent service and bringing greater understandingamong the many ports of the world.

Please accept therefore my sincere condolence on yoursad loss. May your family continue to be blessed with his wis-dom, intellect and energy to be of public service.

Yours sincerely

HOWE YOON CHONG, SingaporeIAPH President (1975-1977)

Mr. Howe (extreme right) is pictured with Mr. Akiyama (second fromleft) when the IAPH Officers paid a courtesy call to the HonorableMinister for Communications Mr. Yong Nyuk Lin (3rd from right),Patron of the 9th IAPH Conference held in Singapore in March 1975.

were also adopted -based on the condi-tions of cargo trafficon the respectivetrades, of course. Inthat generation,existing cargo-linerberths were used forcontainer terminals

and container-handling between shipsand shores mainly depended on ships’gears. However, the quay-side containercranes of A-frame type were firstly erect-ed at Matson’s terminals in Alamedaand Honolulu in 1960. Forklift trucks ortractor-trailers were used for container-handling in their yards in the earlystages of the First Generation, and thenstraddle carriers were introduced forthat purpose by Matson.

After containerisation was proven as arational and competitive transport sys-tem, several American shipping linesmade plans to containerise their interna-tional trades. The lift-on/lift-off full con-tainership ‘Fairland’ of Sea-Land wasfirst pioneered in an international serviceacross the Atlantic in April of 1966. Thiswas the opening of the SecondGeneration. Transatlantic services werefirstly containerised by traditionalAmerican and European shipping lines,and then transpacific services were con-tainerised by Matson in 1967 and byJapanese shipping lines in 1968. Most ofthe industrialised countries at that time,such as the USA, European countries,Australia, Canada and Japan, enteredinto the containerised age. The interna-tional container services in the Second


The Fifth Generation ofContainerisation:A Mixed OutlookBy Dr. Itsuro WatanabeCONTAINER SYSTEM TECHONOLOGYLicensed Consulting Engineer

Note by the IAPH Head Office on the author

DR. Itsuro Watanabe contributed a paper entitled “Containerization enters theFourth Generation”, which appeared in the June 1985 issue of “Ports and Harbors”.

He recently completed his analysis of containerization based on the statistics of the 1990sand has contributed a paper, which the author notes is a sequel to his 1985 paper.

1. Development of ContainerSystemsIt is argued that the container systems

integrating road with sea transportwhich originated with Malcolm McLeanin 1956, have now reached maturity andare in their Fifth Generation, based onmy analysis of the progress of the sys-tems from the beginning.

The development of the container sys-tems can be chronologically categorisedinto five generations as summarised inthe attached Table.

The container systems were in theirinfancy in the First Generation. Thatgeneration could be regarded as the ageof trial and error for further practicaldevelopment. Coastal container servicesby Sea-Land, Matson, Seatrain andAlaska Steamship in the United States,as well as Seatainer Service in Australiastarted in that generation. Containers of17, 24, or 35 feet long were introducedinto service in accordance with the roadregulations in their respective territories,because there was no standard forfreight containers at all at that time.Ships to carry containers were generallyconverted from general cargo ships or oiltankers, and their capacities were up to800 in terms of TEU. Most of them wereprovided with gantry cranes on board forcontainer-handling. Semi-containerships

Generation were mainly operated acrossoceans like the Atlantic or the Pacific,with the exception of a service betweenEurope and Australia, which coveredseveral oceans. Most of these containerservices were supported by the jointgroups or consortia of traditional ship-ping lines in industrialised countries,because inauguration of container ser-vices usually required extremely largeamounts of initial investment, which itwas nearly impossible for an individualshipping line to bear.

At the skeleton of the world standardsISO for freight containers was fortunatelyestablished just before the opening ofthe Second Generation, containers of ISOsize, especially 20 and 40 footers, weremainly used for these international ser-vices. Aluminum clad containers werethe mainstream in the generation as wellas those in the First Generation.

In the early of that generation convert-ed containerships and semi-containser-ships were the mainstream but purpose-built new containerships of both LO/LOand RO/RO types were gradually putinto service. The range of their capaci-ties was 500 to 1,500 TEU. In general, nocargo gears were provided on board.Barge carriers called LASH and Seabee,which carry cargoes in barges or lightersin addition to containers, were devel-oped to integrate the ocean transportwith river/intrawaterway transport. Inthis generation, purpose-built containerterminals with quay-side containercranes were constructed at the majorports and harbours in containerisedcountries. Three container-handling sys-tems in marshaling yards used yard-used tractors for containers on chassis.Meanwhile, straddle carriers or rubbertyred gantry cranes (RTG, hereinafter)for grounded containers began tobecome the mainstream in major con-tainer terminals, although there were avariety of operational systems, includingthose using forklift trucks or side-forktrucks. Computers began to be utilisedto support container-handling operationsin the terminals.

Around 1971, long-distance interna-tional services covering several oceans,such as Europe/Far East or Europe/USWest Coast trades, were containerisedone after another. Moreover, containeri-sation was about to penetrate develop-ing countries in East Asia and theMiddle East. It was the dawn of theThird Generation. Shipping lines inthese territories such as Evergreen,

O P E N F O R U M


Neptune Orient Lines, MalaysianInternational Shipping Corporation andUnited Arab Shipping Co. appeared andexpanded their services rapidly. In thisgeneration, land-bridge operations com-bining railways with ocean transportwere also organised on trans-Siberianroutes and trans-continental services inthe United States between the West andGulf/East coasts.

In the late stage of that generation, 9’or 9’-6” high 40-footers, so-called high-cube containers, were introduced byAmerican shipping lines and theyspread over the world by their competi-tive power and authorised as a size ofISO standards. Steel containers formeda majority of census in thegeneration. The census offreight containers exceededfour million TEU at the endof the generation in 1983.

There was a clear ten-dency to increase thecapacity of containershipsin that generation, andmany ships with a capacityof over 2,000 TEU appeared.However, the trend towardhigh-speed containershipswas frustrated by the oilshock in 1973. In order tosave fuel-oil consumption,the main engines of largepowered steam turbines forhigh-speed ships began tobe replaced with dieselengines at the cost of reduc-ing their speed. The inno-vation of intermodal trans-port by barge carriers, suchas LASH or Seabee devel-oped in the SecondGeneration, came to begradually discarded in theThird Generation, becauseof restrictions on the opera-tions of lighters or barges ininland seas or rivers ofcountries other than thosein which they were regis-tered due to laws of cabo-tage. Accordingly, theadvantages of usinglighters and barges werefewer than expected. EvenRO/RO containerships hada tendency to increase thecapacity of their portionshandled by LO/LO. Thetotal slot capacity for load-ing, containers for theworldwide fleet or contain-erships reached about twomillion TEU at the end ofthat generation in 1983.

At that time, many public containerterminals with quay-side containercranes appeared worldwide in additionto the dedicated container terminals forlimited shipping lines or terminal opera-tors in developed countries. Computersystems for supporting container-han-dling operations became the mainstreamin the major terminals, although theactual container-handling was manuallyoperated. Total container port through-put for container ports throughout theworld reached about 46 million TEU,handled by nearly 1,000 quay-side con-tainer cranes, bout 1,500 straddle carri-ers, about 520 RTGs and about 350

RMGs at the end of the generation in1983. The Ports of New York, Rotterdam,Kobe and Hong Kong maintained the toppositions in the container throughputleague throughout the generation.

The Fourth Generation started withthe Round The Word (RTW) service by12 Econ ships of United States Lines in1984. This was immediately followed byEvergreen. China and South Americaentered the container age in that genera-tion. COSCO and Korean shipping linessuch as Hanjin and Hyundai appearedand expanded their services. In additionto the RTW services, the pendulum ser-vices connecting Europe, Asia and the

The First Generation The Second Generation

Chrohology Age of domestic and coastal servicesbefore 1966

Age of early international servicesacross an ocean since 1966

TypicalServices

Coastal services in the USA and Australia Transatlantic and transpacific services

ContainerisedTerritories

USA, Australia Advanced Countries such asUSA, Europe, Japan and Australia

RemarkableShipping

Lines

Pioneers such asSea-Land, Matson

Traditional shipping lines in advanced countriesConsortia by shipping lines in Europe, such as

OCL, ACT, hapag-Lloyd, Nedlloyd

Containersin Service

Pre-ISO Standard sizes such as17’, 24’, 35’ long

Aluminium clad in mainstream

ISO Standard sizes, but mainly20’ and 40’ long

Aluminium clad in mainstreamContainer census : about 0.5 mil. TEU (1970)

Containerships

Converted geared ships, mainly

‘Gateway City’ ‘Hawaiian Citizen’LxBxd in metres135.6x22x7.7 141.8x21.3x97,785 DWT 10,282 DWT

with gantry cranes without cranesTotal 35’-226 Total 24’-408

Deck 60 (6 rows, 1 tier) Deck 112 (6r, 2t)Hold 166 (6 rows, 5 tiers) Hold 296 (6r, 6t)

Semi-containerships and RO/RO shipsalso appeared

Purpose-built ships of 500~1,500 TEU capacity

‘America Maru’ ‘Hakozaki Maru’

175x25x9.5 212x30x9.515,440 DWT 19,914 DWT

Total 716 TEU Total 1,010 TEUDeck 228 (8r, 2t) Deck 354 (10r, 2t)Hold 488 (7r, 6t) Hold 656 (8r, 6t)

LASH Seabee ships appeared

Total capacity of ships : abt 200 thou. TEU (’70)

ContainerTerminals

Sea-side operation by ships’ gear mainlyYard operation by forklifts, straddle carriers

and chassisMainly mannual system

to support above operations

Sea-side operation by quayside container cranesYard operation by forklifts, side-forklifts,

straddle carriers, RTGs and chassisAdoption of computer system


ContainerPort

Throughput New York was Mecca of container port. New York was top of container throughput always

QuaysideContainer

Cranes

Port : Alameda, Matson Term.Rail gauge (m) : 10.37Outreach & lift (m) : 27.85, 15.63H. & tr. speed (m/min) : 30.5, 125Weight (metric tons) : 350

The first crane was developed byMatson/PACECO in 1960

Kobe, Maya Yokohama, Honmoku D16 30

33.5 19.5 32, 2130, 130 36, 160

464 600

Total in 1970 about 150 cranes

StraddleCarriers The first SC (1 over 1) of chain drive

was developed by Matson/Clark

Type (1 over 1) of chain, shaft and hydraulic drivein mainstream 1 over 2 appeared

Total in 1970 abt 250 str. carriers

Rubber TyredGantry Cranes

(RTGs)

The RTGs were firstly used in rail yards in theUSA.

Type of (1+2) & (1 over 2) was firstly usedin ports in New York, Amsterdam and Kobe

Total in 1970 abt 40 RTGs

Rail MountedGantry Cranes The RMGs were firstly used in rail yards in Europe Most RMGs were used in rail yards.


Other HandlingEquipment

Large forklift trucks Piggy PackersYard-use tractors (hostlers) & trailers

top lift trucksSide loaders

Remarks

O P E N F O R U M


The Third Generation The Fourth Generation The Fifth Generation

Age of long distance international servicesthrough plural oceans since 1971

Age of Round The World servicesince 1984

Checkered age of ‘Global Alliance’ consortiasince 1996

Such services asEurope/East Asia, Europe/US West Coast

Round The World servicesProgress in North/South services

Pendulum services connectingEurope, East Asia and the USA

Countries inSouth-East Asia, Middle-East

China and countries inSouth America

Worldwide

Rise of shipping lines in developing countriessuch as Evergreen, NOL, MISC

Reorganisation of trunk line servicesRise of Chinese and Korea shipping lines

Bankruptcy of USL (1986)

Reorganisation of shipping lines, based onGlobal Alliance Takeover of APL by NOL (1997)

Merger of P&OCL/Nedlloyd (1997) andMaersk/Sea-Land (1999)

ISO Standard sizesHigh cube (9’-6” high) 40-footers appeared.

Steel containers increased.Container census : more than 4 mil. TEU (1983)

Deviation from ISO Standard sizes. as45’, 48’ long

Steel containers in mainstreamContainer census : nearly 10 mil. TEU (1995)

Rise of high cube 40-footersDecline of 20-footers

Steel containers in mainstreamContainer census : nearly 12 mil. TEU (1998)

Sub-Panamax ships over 2,000 TEU capacity

‘Kurobe Maru’ ‘Frankfurt Express’

258x32.2x10.5 288x32.2x1332,500 DWT 51,540 DWT

Total 1,829 TEU Total 3,045 TEUDeck 850 (12r, 3t) Deck 1,105 (13r, 3t)Hold 979 (9r, 7t) Hold 1,940 (10r, 9t)

LASH and Seabee ships disappearedTrend to high speed was stagnated

by oil-shock in 1973Total capacity of ships : abt 2 mil. TEU (1983)

Panamax ships over 3,000 TEU capacity

ECON’ Atlantic’ Class ‘Sea-Land Lightning’

290x32.2x11.7 292x32.2x1358,869 DWT 59,840 DWT

Total 4,456 TEU Total 4,062 TEUDeck 1992 (13r, 5t) Deck 2,121 (13r, 4t)Hold 2,464 (10r, 8t) Hold 1,941 (10r, 8t)

Hatch coverless ships appeared.Post-Panamax ships appeared. (1988)

Total capacity of ships : abt. 4.4 mil. TEU (1995)

Post-Panamax ships over 4,000 TEU capacity

‘President Adams’ ‘Sovereign Maersk’

275x39.4x12.5 347x42.8x14.554,655 DWT 104,696 DWT

Total 4,340 TEU Total 7,060 TEUDeck 2,388 (16r, 5t) Deck 3,344 (17r, 5t)Hold 1,952 (12r, 8t) Hold 3,716 (13r, 9t)

High speed containerships (Fast ship) appeared.

Total capacity of ships : abt 5.9 mil. TEU (1998)

Sea-side operation by quayside container cranesYard operation by forklifts, straddle carriers.

RTGs and chassisMainly computer system


Sea-side operation by quayside container cranesYard operation by forklifts, straddle carriers.

RTGs, RMGs, and chassisAutomated system (ECT in Rotterdam)

started. (1993)

Sea-side operation by quayside container cranesYard operation by forklifts, straddle carriers,

RTGs, RMGs, OHGs and chassisDevelopment of innovated systems by high

technology such as laser, DGPS for operations

About 46 mil. TEU in worldwidecontainer port throughout (1983)

New York, Rotterdam, Kobe and Hong Kongin top class for throughout in respective years

About 128 mil. TEU in worldwidecontainer port throughout (1995)

Hong Kong, Singapore, Rotterdam, Kaohsiungin top class for throughout in respective years

Hong Kong, Singapore and Kaohsiungin top class for throughput in respective years

Yokohama Honmoku D Brisbane, BATL30 25.3

36.1, 27 37.3, 2949, 152 40, 152

640 850

Total in 1983 nearly 1,000 cranes

Rotterdam, ECT Baltimore, Seagirt35 30.5

50, 30 47.6, 33.550, 210 52, 213

1,250with 2nd tr. & ch. loader with 2nd trolley

Total in 1995 nearly 2,000 cranesPost-Panamax cranes appeared in 1984

Kobe, PC 17 Y’hama, Minami-Honm.30.5 30

50, 34.5 63, 4070, 210 90, 240

930

Total in 1998 about 2,500 cranes

Type (1 over 2) of chain/shaft drive in mainstream1 over 3 appeared.

Total in 1983 nearly 1,500 st. carriers

Type of electric drive appeared1 over 3 increased.Total in 1995 abt 2,500 str. carriers

Automated drive is developing

Total in 1998 nearly 3,000 st. carriers

Type of (1+6) (1 over 3) in mainstreamHydraulic drive disappeared.Auto steering system was developed.


Type of (1+6) & (1 over 4) in mainstreamPositioning system was developed.

Total in 1995 abt 2,200 RTGs

Larger type than (1+6) & (1 over 4) increased.

Total in 1998 abt. 3,000 RTGs

RMGs appeared in marine container terminalsTotal in 1983 abt 350 RTGs

RMGs for automated operation appeared in ECT.Total in 1995 abt 780 RTGs

RMGs in mainstream for automated operationsTotal in 1998 nearly 800 RTGs

Side lift trucks for empty cont’s and RO/RO oper.Reach stackers

Multi-trailer systemAutomated guided vehicles (AGV)

Feeder service networks. Land-bridge operations Swap bodies in Europe EDI network based on EDIFACT

USA, using huge ships which did notdepend on the Panama Canal, also start-ed. Thus, the first post-Panamax con-tainerships were put into service byAmerican President Lines in 1988. Thebankruptcy of USL in 1986 due to exces-sive investment for the RTW service wasa notable event symbolising the servicecompetition in container services in thatgeneration. At that time, 45’ long con-tainers were introduced into transpacificservices by APL. Moreover, this was fol-lowed by other American and Asianshipping lines. Of course, 45-footers arenot the standard size of containersaccording to the ISO. Furthermore, con-

tainers of 48’ or 53’ long, 8’- 6” wide and9’- 6” high, were standardised fordomestic intermodal transport in theUSA. Steel containers became the main-stream for types other than refrigeratedcontainers in that generation. The cen-sus of freight containers in the servicesreached 10 million TEU at the end of thatgeneration in 1995.

The age for large containerships ofmore than 3,000 TEU capacity, includingthe post-Panamax type, had come.Furthermore, innovative ships withouthatch covers on the top of the respectiveholds for stacking containers on the dou-ble bottoms to a height above the decks

by cell-guides, which are called hatch-less ships, appeared, in order to elimi-nate the troublesome work of lashing bytwistlocks for containers on decks of theordinary type of containerships. Thetotal slot capacity for loading containersfor the worldwide fleet of containershipsreached about 4.4 million TEU at the endof that generation in 1995.

The appearance of automated systemsof container handling by automatedguided vehicles and automated stackingcranes at ECT in Rotterdam in 1993 wasa remarkable event for container termi-nals in that generation. The container-handling systems at container terminals

O P E N F O R U M


using straddle carriers and RTGsbecame the mainstream at those inEurope and East Asia, respectively.Container-handling at container termi-nals in the USA was carried out by avariety of grounded systems using strad-dle carriers or RTGs, and of wheeled sys-tems with yard-use tractors.

The post-Panamax type of quay-sidecontainer cranes with enough outreachand lift dealing with post-Panamax con-tainerships appeared in 1984. The use ofstraddle carriers of the one over threetype which first appeared in the ThirdGeneration increased gradually. RTGs ofthe (1+6) and one over four type becamethe mainstream, although those of oneover three lift were the mainstream inthe Third Generation.

Total container port throughput forcontainer ports throughout the worldreached about 128 million TEU by nearly2,000 quay-side container cranes, about2,500 straddle carriers, about 2,200 RTGsand about 780 RMGs at the end of thatgeneration in 1995. The growth of EastAsian ports was remarkable in that gen-eration, with the ports of Hong Kong,Singapore and Kaohsiung always com-prising the top group in the league ofcontainer port throughput. Among portsand harbours other than those in EastAsia, only Rotterdam was able to stayranked in the top class in the league.

2. Perspective on the Fifth

GenerationAs a result of severe competition

among shipping lines putting mammothships into their trunk-line services in thelate Fourth Generation, extraordinarylarge amounts of investment wererequired by the respective lines. Thefirst ‘Global Alliance’ consortium to copewith the problem was formed by MOL,OOCL, APL and Nedlloyd in 1996. Thiswas the opening of the Fifth Generation,which is an age of global alliance consor-tia and of takeovers based on the law ofthe jungle, with mixed prospects. Thefollowing shows the major events oftakeover/merger among shipping lines:

APL by NOL in 1997P & OCL and Nedlloyd in 1997Sea-Land by Maersk in 1999

Accordingly, the major trunk-line ser-vices in the world are now governed bythe following six groups, as a result ofalliances and break-ups among the ship-ping lines:

The New World Alliance consisting

of MOL, NOL/APL and HyundaiThe Grand Alliance consisting ofNYK, Hapag-Lloyd, P & O Nedlloydand OOCL(MISC for Europe/East Asia service only)Maersk/Sea-LandThe United Alliance consisting ofHanjin, Choyang, DSR-Senator andUASCK-Line/Yang Ming/COSCOEvergreen

The global alliances among the majorshipping lines are aimed at:

1) spreading the risks from the hugeinvestment in having operationsperformed by fleets of post-Panamax ships over the respectivemembers of the alliance;

2) upgrading the container serviceswith multiple service routes operat-ed by large fleets;

3) cost reductions in operations arisingfrom the higher productivity of theintegrated container terminals inthe respective ports of call, and frominformation supplied by the inte-grated networks of computer sys-tems; and

4) increasing their ability to expandthe market with their respectivespecialties based on their experi-ence.

Post-Panamax containerships firstappeared in the last generation and theyexpanded continuously to account for a12.6% share of total slot capacity of con-tainerships throughout the world at theend of 1999. However, the post-Panamax containerships reached realmaturity in the Fifth Generation, becausepost-Panamax ships of over 6,000 TEUcapacity first appeared in 1996, the firstyear of the Fifth Generation, althoughthere were no post-Panamax ships ofover 5,000 TEU capacity in the last gen-eration. At the end of 1999, 23 shipsamong the existing 120 post-Panamaxcontainerships and 31 ships among the89 post-Panamax ships to be delivered in2000-2002 are super post-Panamax ofover 6,000 TEU capacity.

The background to the rapid deploy-ment of fleets of post-Panamax contain-erships described above can beanalysed as follows:

1) Clearly, the transport cost per TEUslot of ships is reduced by the upsiz-ing of ships in the case of fullyloaded conditions.

2) The weight of the Panama Canal insea transport has been greatlyreduced by the introduction of DSG

(Double Stack Trains) into the rail-way landbridge in North America.

3) A considerable expansion of seatrade was expected due to the higheconomic growth in East Asia andthe buoyant economy in the USAfrom the late ‘80s to the ‘90s.

4) The facilities for accommodatingpost-Panamax containerships,including quay-side cranes in majorports and harbours on the trunklines, were rapidly provided.

5) It was possible to diversify the riskfrom the huge initial investment inbuilding a fleet of post-Panamaxships through the global alliance ofshipping lines.

6) The design of Panamax container-ships, where the breadth againstthe length was limited by therestrictions of the Panama Canal,which was built to cope with thepassage of large battleships as thefirst priority, has been completelyimproved upon in the post-Panamaxships, which are not affected bysuch restrictions.

On the decks of Panamax ships, con-tainers are stacked in 13 rows abreast;however, 15 - 17 rows of containersabreast are accommodated on the decksof post-Panamax ships. For the timebeing, there are no post-Panamax shipsincluding those on order to stack con-tainers on the deck in 18 or more rows,which requires the breadth of the shipsto be about 45m or more, although thereare many quay-side cranes with enoughoutreach to handle containers in 18 ormore rows on decks in major ports andharbours.

Two special features are evident in therecent design of post-Panamax contain-erships. One is the large stowing capac-ity for refrigerated containers. Manyships have a capacity for 700 or morerefrigerated containers. It should benoted that this capacity for refrigeratedcargoes by containers is much largerthan the whole capacity of a traditionalreefer cargo ship. The other is the trendto increase the speed to 26 knots. Thismay be indispensable for keeping theirvoyages on schedule even in cases whenadded container handling hours aresometimes required for the increasedvolume of containers at the respectiveports of call.

In 1988, the total slot capacity for con-tainers transport for the worldwide fleetof containerships reached about 5.9 mil-lion TEU. The plan for a FASTSHIP witha 1,360-container capacity and a speedof 40-plus knots for transatlantic tradeshould be carefully watched.

O P E N F O R U M


In mid-1998, the census of freight con-tainers reached 11.7 million TEU, whichconsisted of 4.5 million TEU 20-footers, 7million TEU 40-footers and 0.2 millionTEU containers of sizes other than 20and 40 feet. Attention is drawn to thefact that the percentage of 20-footersdeclined to 38.3% and of 40-footers great-ly rose to 59.8% in TEU. The growth ofhigh-cube (9’-6” high) 40-footers whichoccupy 16.21% of the total was alsoespecially noticeable.

In the field of automated container ter-minals, only Pasir Pajang Terminal inSingapore followed ECT, for the timebeing. `Pasir Pajang Terminal is a longplan with four phases over 30 years, andPhase 1 with eight berths of 2,730m and129ha area opened in 1998. Phase 2,consisting of 18 berths, will be complet-ed in 2009. The whole plan will be for 50berths with a total length of 17,000m. InPhase 1, partially automated post-Panamax cranes for shipside operationsand fully automated (no drivers in theircabs) rail-mounted and overhead cranesfor yard operations are provided.However, automated guided vehicles arenot in use for the time being, but are inthe experimental stage. Instead, ordi-nary yard-use tractors/trailers are usedto shift containers in the yard.

On the other hand, many innovativesystems applying high technologiessuch as laser, radar, DGSP and OCRhave been adopted for container-han-dling operations, including the identifica-tion and position detection of containersfor the automatic driving and steering ofhandling equipment in the yards and forthe gate operations in Europe, the USAand East Asia.

Total port throughput of containers inthe world reached about 180 million TEUby nearly 2,500 quay-side containercranes, about 3,000 straddle carriers,about 3,000 RTGs and about 800 RMGsin 1998. Rotterdam and the East Asianports of Hong Kong, Singapore andKaohsiung have continued to comprisethe top group in the league of port con-tainer throughput. As the networks ofcontainer services combining the trunklines with feeder lines have been effi-ciently organised by the major shippinglines since the last generation, only theports ranked as the hub-centres whichare key points for transshipping contain-ers have been able to keep their topranking in the leagues of port containerthroughput.

EDI networks based on EDIFACT bythe United Nations began to be estab-lished in order to integrate all the infor-mation with the actual dealing of tradesand procedures for shipment and opera-

tions at terminals.Lastly, taking into consideration the

severe competition among shippinglines by huge ships in the late FourthGeneration, a perspective on the FifthGeneration follows:

Firstly, containerships will surelymaintain the trend to upsize their capac-ity for major trunk-line services in orderto reduce transport costs per containerby mass-transport. The philosophybehind the upsizing of containerships isanalysed as follows.

Although the capacity (Ap in TEU)and the estimated total transport cost(Cp) for an upsized ship under the planare respectively larger than those (Aoand Co) of an existing ship, the totaltransport cost per TEU (Cp/Ap) for theupsized ships is clearly smaller than that(Co/Ao) of the existing ship. However,this result is usually acknowledged onlywhen both ships in fully loaded condi-tion are compared.

Therefore, the marginal quantity ofcontainers on the upsized ship (A’)which makes the cost per TEU for theupsized ship equal to that for the exist-ing ship is obtained from the equationCo/Ao = Cp/A’, that is A’ = CpAo/Co.In conclusion, the upsized ship is able tocompete with the existing ship in trans-port cost by collecting only A’ containersand not Ap containers.

According to the trial calculation in‘Post-Panamax Containerships - 6,000TEU and Beyond’ by Drewry ShippingConsultants, the annual costs for ships of6,000 TEU and 4,000 TEU respectivelyare estimated as $9,890,000 and$8,350,000. In this case, the marginalquantity of containers on the upsizedship (A’) is calculated as only 4,736 TEU.The new upsized 6,000 TEU ships areanalysed as being easily able to competewith the existing 4,000 TEU shipsbecause only 4,736 TEU containers (A’)and not 6,000 TEU are required to keepthe advantage in transport costs. This isthe philosophy behind the endless trendto upsize containerships by shippinglines.

The biggest restriction against shipupsizing in future will be the hugeinvestments involved by the large-scalecivil engineering required, including thedeep dredging of ports and harbours dueto the upsized length and draft of ships.The reduction in transport costs by theupsized ships will be unable to compen-sate for the increased port chargesincurred by these huge investments forports and harbours.

Secondly, returning to the originalprinciple of container services, as clearlyindicated in ‘The Key to Low Cost

Transport’ by McKinley, the trunk-lineservices by large ships based on the the-ory of hub and spokes will sure be selec-tive regarding their ports of call, whichshould be supported by well-organisednetworks of feeder services to theutmost limit. The selection of ports ofcall on the trunk-line services will surelyinvite very severe competition amongports and harbours in the vicinity. Inorder to survive in the struggle for exis-tence, every container terminal will haveto do its best to provide efficient, punc-tual and cost-effective container-han-dling. Finally, the severe competitionmay lead to automated container-han-dling systems for terminals, workforcereductions, fool-proof operations andproductivity upgrading.

Lastly, most countries in the worldwill be containerised in this generation,and the age of real global containerisa-tion will be with us. However, new andsevere competition, including coexis-tence and conflicts between existingcontainer operators as carriers andNVOCCs as forwarders, may occur. Andthe three-dimensional intermodal trans-port system integrating surface with airtransport may be finally realised.

References:

Drewry Shipping ConsultantsPost-Panamax Containerships-6,000 TEU and Beyond -September 1996

Mitsui-OSKStatus of Liner Shipping Business1998/1999November 1999

Containerisation InternationalYearbookRespective years to 1999

Containerisation InternationalMarket Analysis, World Container CensusRespective years to 1999

Containerisation InternationalMarket Analysis, Terminal Yard CraneSurvey Respective years to 1999

Containerisation InternationalMarket Analysis, Quay-side Gantry CraneSurvey Respective years to 1999

Clarkson Research StudiesThe Containerships RegisterRespective years to 1999

Clarkson Research StudiesThe Liner Register (1st Edition)1999-2000

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


areas where no national or internationallaw provide for the right to limit liabili-ty. Mr De la Rue also highlighted a fewpotential initiatives which could be con-sidered by industry when approachingthis issue.

Mr Roger Sigal of the OffshorePollution Association Ltd. (OPAL) intro-duced OPAL and the way it providescover for pollution resulting from off-shore operations.

A lively and constructive discussion,which provided good input for compil-ing an action plan on liability issues forFPSOs, followed the presentations.INTERTANKO will in co-operation withindividual FPSO operators examine thepossibility for giving further construc-tive input to the IOPC Fund. The possi-bility of extending the scope or geo-graphical coverage of existing industryschemes and the establishment of newvoluntary schemes which were men-tioned will also be discussed and per-haps pursued in co-operation with otherindustry groups.

We are grateful to the individualFPSO operators and the associationsthat were present for their support.From INTERTANKO, Dagfinn Lunde,Svein Ringbakken and Bob Bishop werepresent. Please direct any questions orcomments to Svein Ringbakken <mail-to:[email protected]>

High Demolition

Continues This Year

“CONTINUED high demolitionactivity throughout this year,”says P.F. Bassoe Shipbrokers,

who asks whether the improvement inrates end-January, “is a short-lived partyfor the owners.”

Bassoe sees a possible change of men-tality among owners of VLCCs built inthe mid-70s. Adverse market conditions,combined with prohibitive bunkerprices, have stimulated demolition activ-ity. The abundance of tonnage hasresulted in charterers not preferring HBLtankers.

Bassoe says that the “ERIKA” pollu-tion incident off the French coast has fur-ther highlighted the oil companies’inherent public relations risk in connec-

tion with the chartering of old tankers.The French government has put pres-sure on French oil companies to employtankers of 15 years of age and below,with national flag only. The request toonly charter national flag vessels seemsto be unachievable given the traditionalcorporate structure of international ship-ping. But an age limitation is in line withthe stricter chartering requirements nowbeing introduced by other oil majors.Exxon Mobil has now introduced an“SBT rule” as a very strong preferencewhen chartering tankers. If applied rigor-ously, the rule will cut out large numbersof 70s-built tonnage. BP Amoco hasalready introduced a new rule for vesselswithout a CAP rating: For tankers up to100,000 dwt an age limitation of 25 yearsapplied.

For vessels in excess of 100,000 dwt a20 years’ limitation applies. This rule isexcluding a large part of the oldSuezmax fleet, but is leaving olderAframaxes. The rule, however, alsoapplies to vessels loading or dischargingat BP Amoco terminals, irrespective ofthe charterers involved. KPC is firmingup its requirement for a maximum vesselage of 20 years for loading in Kuwait,irrespective of CAP class or not. Bassoequestions, however, whether age aloneis a relevant measure of quality. Theysay that early 90s-built tonnage isapproaching 10 years of age, and was inmany instances built according to aninferior specification, compared to 70s-built units, but oil company scrutiny ofolder tankers will increase further. Froma trading point of view, size, speed andconsumption are becoming more impor-tant than ever.

It will be increasingly difficult to findemployment for old VLCCs irrespectiveof prevailing rate levels. Bassoe, there-fore, foresees continued high demolitionactivity this year.

Looking at the balance between newdeliveries this year and the age profile,the following figures spring to mind.There are 38 scheduled VLCC deliveriesand the number of vessels 25 years orabove will reach 74 within this year.Assuming an average scrapping age of25 years, it is evident that the VLCCmarket is not over-contracted, especiallyin the medium term. Even if demolitiondoes not reach this level, Bassoe

INTERTANKO Seminar on

FPSO Liability Issue

A well-attended INTERTANKOseminar on FPSO liabilityissues was arranged at the

Baltic Exchange in London on Friday,January 28, 2000. A good cross-sectionof industry interests, including bothFPSO operators and industry associa-tions, were present and contributed tothe discussions.

INTERTANKO’s Capt. Bob Bishopgave a brief introduction to the work ofINTERTANKO’s shuttle tanker commit-tee and its participation in inter-indus-try efforts to promote safety guidelinesfor shuttle tanker operations.

Dr John Campbell, InternationalAssociation of Oil and Gas Producers,gave an overview of current FPSO oper-ations world wide and explained thevarious forms of floating production andstorage units in operation. His presen-tation provided a very good foundationfor the discussions having given anintroduction to the nature of the worldof FPSO operations.

Mr. Rupert Mosley, SBM ProductionContractors Inc., outlined the major lia-bility issues FPSO operators face, bothin terms of contractual liabilities andliabilities imposed by national andinternational laws. He expressed con-cern that the recent discussions in theIOPC Fund Assembly had revealedpotential problems in relation to theCLC and Fund Conventions’ applicabili-ty to FPSOs and encouraged the indus-try to undertake efforts to achieve fur-ther clarity with regard to this issue. MrMosley’s presentation pinpointed theconcerns existing among FPSO opera-tors, which had led INTERTANKO toarrange the seminar.

Mr Colin De la Rue, Ince Co., spokeabout the CLC and Fund Conventionsand their applicability to FPSO opera-tions. In his legal analysis of the con-vention texts he pointed to a few prob-lematic areas in relation to the conven-tions’ application to FPSOs which hadbeen covered in discussions in the IOPCFund. He also indicated additional lia-bility issues which perhaps should beaddressed and particularly pointed toliability which FPSO operators assumedby contract and liability exposures in

INTERNATIONAL MARITIME INFORMATION


believes it will continue at a level suffi-cient to improve the market balance infavor of the owners. As rates increase,owners’ propensity to hold on to theirvessels will increase as well. Bassoedoes not doubt that a strong improve-ment in rate levels will induce oil compa-nies to change their policy with regard

to HBL acceptance. But the bottom lineis that the decision to scrap old VLCCs islikely to become less dependent on pre-vailing charter rates, as outside pressureto enforce stricter age restrictionsincreases.

Taking into account an expectedincrease in VLCC demand, on the back

of increased US and Asian oil consump-tion, as well as a gradual relaxation ofOPEC quotas, Bassoe concludes that thismonth’s positive rate adjustment is apre-warning of a gradual marketstrengthening throughout this year.Source: P.F. Bassoe Shipbrokers (Oslo) viaINTERTANKO

36th International Seminar on

Port Management, IHE Delft

May 2 - June 9, 2000Week 1Monday, May 1 RegistrationTuesday - Wednesday, May 2 - 3 Lectures on port managementThursday, May 4 Lectures on containerization aspects & container terminalsFriday, May 5 Free day (liberation day)

Week 2Monday - Tuesday, May 8 - 9 Workshop Europort management simulationWednesday, May 10 Lectures on developments in port planning

and design, and port pavementsThursday - Friday, May 11 - 12 Observation period in Port of Amsterdam including

lectures on decision-making in real estate, port tours, visits to various terminals (VCK multipurpose terminal, all-weather Waterland terminal, ultramodern containerterminal, operated by Ceres Container Inc.), African harbours under construction, Passenger Terminal Amsterdam (PTA) for cruise ships, Amsterdam West Point Transit terminals, Seaport Ijmuiden, Wijsmullerharbour towage, Ijmuiden marina.

Saturday morning, May 13 Lectures on port reform and port strategy

Week 3Monday - Wednesday, May 15 - 17 Lectures on port logistics, port marketing,

maintenance dredging, aids to navigation,visit to ICCHA exhibition in Rotterdam

Thursday, May 18 Port of FlushingFriday, May 19 Port of Antwerp

Week 4Monday, May 22 Study tours of inland container terminals &

Port of Duisburg (inland port)Tuesday, May 23 Port of BremerhavenWednesday, May 24 Port of HamburgThursday, May 25 Port of LübeckFriday, May 26 Port of Kiel & Kiel Canal (North - Eastsea Canal)

Week 5Monday, May 29 Lectures on port tariffs, hinterland connections, bulk

handling, partipants’ statementsTuesday - Wednesday, May 30 - 31 Observation period in Port of Rotterdam/Europort,

including boattour, visit to ship simulator, bulkterminal(EMO), etc.

Thursday, June 1 Free day (ascension day)Friday, June 2 Visit to the Rotterdam Port and Transport College/IMTA,

ECT-Delta container terminal and Slufter disposal area.

Week 6Monday - Wednesday, June 5 - 7 Workshop resource control management; participants’

statements, visit to Damen ShipyardsThursday, June 8 Seminar on port privatizationFriday, June 9 Lectures on vessel traffic management (VTM) systems,

visit to STENA-Line terminal at Hook of Holland and RISC safety training centre; closing & farewell dinner

T HE 6-week port seminar hasbeen organized annually since1964 in close cooperation with

the Amsterdam Port Authority and theMunicipal Port Management ofRotterdam. More than 1,000 partici-pants from no less than 100 countriesattended these seminars. The formulaof a good mix of port visits, lectures andworkshops attracted many port direc-tors, senior staff members of port orga-nizations, terminal managers, etc.

The objective of the seminar is tofamiliarize participants with ‘state-of-the-art’ know-how and experience ofmodern port management and opera-tions. Emphasis is placed on topicssuch as port reform processes, includ-ing privatization, port strategy, aspectsof containers, etc. The various visits toports and terminals do make the pro-gramme very attractive and show theapplication of port management princi-ples. New developments in the ports ofRotterdam, Amsterdam, Flushing andAntwerp will be discussed. A highlightof the seminar is the study tour ofGermany (ports of Duisburg, Bremen,Hamburg, Lübeck and Kiel).

The theoretical part, which is given atIHE – Delft, consists of lectures, work-shops and ‘participants’ statements.’The workshops will provide the partici-pants with ‘hands-on’ experience.

The ‘participants’ statements’ areproof to be a good platform to discussthe various home situations. Interactiveparticipation is the key word.

Participants will gain the necessaryknowledge and skills required for theefficient management of a port, thusenabling them to develop and evaluateport policies with a thorough under-standing of a port’s importance to thenational economy and internationaltrade.

The seminar on port management isoffered this year as an integral moduleof the curriculum to the participants ofthe International Masters Programme inPort Engineering & Development(October 1999 - September 2000) aswell.

The fee for the seminar is Dfl.6,000

Dredging in the

20th Century

(The article reproduced from “WORLD DREDGINGMining & Construction, January 2000” by *MortRichardson, Publisher.)

Introduction

Relying on the advice of leadingmembers of the dredging industry com-bined with data in our own library ofDredging Projects and Technology, wehave selected 10 major accomplish-ments in each of two categories:

Dredging Projects & DredgeTechnology

We considered the historical develop-ment of dredging during the 2ndMillennium but the primary improve-ments did not appear to begin until the1800s. The replacement of man andhorse-drawn dredges by bag and buck-et ladder dredges with steam enginepower in the early 1800s, was the dawn



(±euro 2,800). This fee includes tuitionfee, travel costs during all visits andlodging during the study tour outsidethe Netherlands.

Accommodation at the IHE-hostel, ifavailable, will cost another Dfl.2,000(±euro 930). Hotel accommodation inDelf for a three star hotel costs aboutDfl.140 per night.

Scholarships of the NetherlandsFellowship Programme (NFP) are avail-able for nationals of developing coun-tries (maximum age 45).

International Institute for Infrastructural, Hydraulic andEnvironmental Engineering

IHE, the International Institute forInfrastructural, Hydraulic and EnvironmentalEngineering, established in 1957 by thefamous Delft university of Technology,amongst other, offers international postgrad-uate education in the field of engineering,principally to developing countries. TodayIHE belongs to the major international edu-

cation institutes in the Netherlands andenjoys a worldwide reputation for itsachievements in postgraduate training inhydraulic and environmental engineering. IHEis located in the centre of Delft, an interna-tionally-renowned centre of excellence inengineering.

The Municipal Port Management ofRotterdam is in charge of the largest port ofthe world (since 1962) with throughputs ofmore than 300 million tons annually.

The Amsterdam Port Authority/NorthSea Canal Area handles over 55 milliontonnes of seaborne goods annually (6th portin Europe). Both ports are landlord ports;their terminals are run by private enterpris-es.

Address for further information and appli-cation forms:

IHE Delft, PO Box 3015, 2601 DA DelftThe NetherlandsTel: +31 15 215 17 15Fax: +31 15 212 29 21E-mail: [email protected]: http://www.ihe.nl

TOC 2000 in

Rotterdam, May 16-18

PLUS! The 5th Fruit Handling &Logistics Conference!

Speakers include:

• Kavin Bragg, president, PACIFIC FRUITCOMPANY, Belgium

• Tony Baldock, development manager,TESCO, UK

• Johan Claes, commercial director, fruitand food division, SEA-INVEST, Belgium

• Tony Fissette, managing director, ENZAFRUIT NEW ZEALAND (Continent) NV,Belgium

• Michel Jansen, president and managingdirector, CITRONAS BV and president,CIMO, Belgium

• Guy Mason, supply chain information ser-vices manager, CHEP, UK

• Rob Meredith, operations director,CAPESPAN, UK

• John Rowland, senior vice president,LAURITZEN REEFERS, Denmark

As in previous years, TOC will alsoinclude a special fruit handling andlogistics track. Understanding the logis-tical processes that can ‘make or break’the fresh produce chain is vital for spe-cialist reefer operators, terminal, ware-house and packaging service providers.Meeting the stringent criteria for low

cost and high quality distribution willbe the central theme of the 5th FruitHandling and Logistics Conferencewhich forms part of TOC but can beattended separately.

The key issues TOC will address include:• Shipping and port policies• E-commerce• Regional port investment strategies in

Europe and Latin America• Global port management• Terminal efficiency• How to compare and evaluate IT sys-

tems in terminals• Operational experience• Technical expertise• The potential for innovation

Hear more about it at TOC 2000 in Rotterdam!

Conference fee for TOC 2000 individual del-egates is:

Delegate Delegate feeFee +VAT

(17.5%)

All tracks £795.00 £934.13

Track 1

Shipping & Port Management £495.00 £581.63

Track 2

Terminal Management &

Operations £495.00 £581.63

Track 3

Fruit Handling & Logistics £495.00 £581.63

5 EASY WAYS TO REGISTER

BY PHONETelephone us on +44 207 453 5309between 09.00 and 17.30 to make yourprovisional reservation, then send in thiscompleted registration form.

BY FAXFax us on +44 207 453 5306

BY POSTPost this registration form to the:Conference Department, TOC 2000, IIRExhibitions Ltd, Francis House, King’sHead Yard, London SE1 1NA, UK.

BY EMAILEmail us at [email protected] tomake your provisional reservation, thensend this completed registration form.

ONLINEVisit <www.toc-iirx.com>,select TOC2000 Conference, complete the registra-tion form and submit – this booking facili-ty is fully encrypted.

SPECIAL DISCOUNT RATES ON HOTELSAND TRAVEL

For further details contact: Randy Wright,Travel Focus, Castle House, 75-76 WellsStreet, London W1P 3 RE, UKTel: +44 207 436 4545Fax: +44 207 436 5483E-mail: [email protected]

Assistance is also available with visas,onward travel, on-site flight reconfirmationsand travel insurance.



of mechanized dredging.References are provided wherever

available for substantiation of totalquantities of volume and technicaldevelopments plus other particularsrelating to a project’s qualifications.

In selecting the top 10 dredging pro-jects of the 1900s, we decided uponusing the criterion of total volumedredged.

In some cases this required a linkageof projects that were conducted to com-plete a major goal of dredging andreclamation for a particular project orgeographical area.

However, we made an exception notto include Maintenance Dredging, or,Dredge Mining. This was necessarysince both are continuing programs inspecific areas.

The next differentiation producingsome questions involved the construc-tion aspect of major dredging projects.This included bridges, tunnels, locksand dams as a part of a dredging pro-ject that need to be considered inweighing its importance.

We have sought a listing of candi-dates for the most significant develop-ments in Dredge Technology. Some areso prominent as to leave little room forcontroversy but others may overlap.

Major 20th Century Dredging Projects

1. Industrial Land Reclamation in Japan1952-1980: 1.8 billion m3 (2.36 billion

yd3) by dredging and reclaiming over80,000 ac. of new land for industrialdevelopment within Tokyo Bay. A pro-gram initiated by the government afterWWII established an incentive basis forcompanies providing the dredging withcost sharing from the sale of the land.Reclamation of coastal land by dredgingactually began in the early 1900s to alesser degree, with the acquisition ofsteam-powered dredges.1

2. Panama Canal1905-1970: 376 million m3 (493 million

yd3); 1905-14, 266 million m3 (348 millionyd3); 1915-70, 110 million m3 (145 mil-lion yd3).

Dredging including the original canaland subsequent expansion. The sale ofthe Panama Canal project by the Frenchto the U.S. in 1905, includes six bucketladder (BL) dredges that were built inFrance and one from Scotland. The lat-ter was the largest BL dredge in historyusing buckets of 54 ft3. 2

3. Suez Canal Expansion, Egypt1970-70s: 559 million m3 ( 732 million

yd3), widening and deepening of the

canal to accommodate the new supertankers being planned and built.3

4. Port of Antwerp, BelgiumPost WWII: 500 million m3 (655 mil-

lion yd3). Dredged for reconstructionand to deepen, widen and expandindustrial land for development.4

5. Port of Rotterdam, The Netherlands1948-71: 453 million m3 (593 million

yd3). Reconstruction after WWII plusexpansion to accommodate larger ves-sels.5

6. Jubail, Saudi Arabia1970-s-80s: 336 million m3 (440 million

yd3), dredging to produce reclamation ofnew industrial complex and port.6

7. Jurong, Singapore1990s: 332 million m3 (435 million yd3).

Dredging and reclamation of new landcontinuing into year 2000.4

8. Hong Kong Airport, China1990s: 238 million m3 (312 million yd3).

Dredging and reclamation of new landfor a major airport.

The project was completed withdredges from participating companiesin Japan, China, Hong Kong, Russia,UK, USA, Italy, the Netherlands andBelgium. At its peak 16 of the 18 largesttrailing suction hopper (TH) dredgesplus several medium-sized and smallerTH dredges were employed. 7,20

Installed on hopper (TH) dredgeAmsterdam III in 1960. Retrofits onmany CS dredges in Europe in the1960s; followed in the 1970s in the U.S.11

5. DGPS Satellite Guidance & ReferenceSystemDeveloped jointly by the U.S. Army

and Navy in the late 1960s to early1970s. Initiated to develop programs fortiming and space-based navigation. TheDifferential Global Positioning System(DGPS) is the first and only global,three-dimensional radio navigation sys-tem providing continuous operationalservice today.

The US Air Force currently financesand operates the basic system of over24 satellites and associated groundmonitoring stations. This service is pro-vided for the benefit of users in coun-tries around the world as well as for theUS government; essentially withoutcharge. The dredging industry and itscustomers have gained immeasurablyby improving accuracy in all aspectsrelating to dredging and reclamation.13

6. Portable Dredge (CS/A)

In 1971 the Mudcat was designed inFlorida, an auger suction dredge (CS/A)for inland ponds and small canals. Over500 have been sold and other manufac-turers of small dredges emerged. Firstinvented to dredge the hyacinth plantsthat were choking the small canals inFlorida, they are now widely used forcanals, ponds and lakes for environmen-tal cleanup. 9,15

7. Automation of Hydraulic DredgesThe process of automating cutter suc-

tion (CS) and hopper (TH) dredgesbegan in the 1970s and was reported onby two different engineers in the firstWODCON conference; one from abuilder’s point of view and the otherfrom the COE. Further progress in thisarea has shown the decided advan-tages of dredge automation using elec-tronic and computer developmentsincluding GPS.16,17

8. Dredged Material Research Program(DMRP)Research program initiated by the

COE at the Waterways ExperimentStation (WES), Vicksburg, MS in 1973.Initially funded at US$35M, by its end in1990 had reached a total of US$100M.

Contracts were awarded to over 100private and academic institutions toconduct research and experimentationin Beneficial Uses of Dredged Materialsand environmental effects of dredging.18

9. Bucket wheel Suction (BWS) DredgeAn adaptation of the giant surface

mining systems used for coal and ironore mining, dredge builders such asEllicott Int’l, IHC Holland and O&Kbegan producing them. Applicationsmost successful were in mineral miningsuch as rutile, cassiterite (tin), and min-eral sands.15

10. Water Jet Technologies for DragheadsWater jet systems applied to drag-

heads include some of the followingapplications. Jetflowhead was devel-oped to improve efficiency in pipelinelandfall and offshore trenching.

Jetplough was a development ofsweep-beam technology with a largenumber of water jets placed along thecutting edge. Creates a “sliding sur-face” reducing the effort required to pullthe material away.

Designed as a bed-leveling device.The power and precision with which itcan be deployed ensures an accuratesurface level within very small toler-ances.

Dracula is a system (DredgingAssisted Cutting by Liquid Action),



opening up as the region embracesglobal trends. Meanwhile the IndianSubcontinent, the biggest single focusof population in the region and a tradi-tional feeder market, is being affectedby port developments in India whichare enhancing the attractiveness ofdirect services. Elsewhere, Iran andIraq remain well placed to act as gate-ways to Central Asia (as well as beinggreat economic imponderables in them-selves), and their massive potential onboth fronts is just beginning to manifestitself.

The development of Aden andSalalah is largely responsible for theprojected increase in regional containerport capacity of almost 50% by 2003.However, despite the substantial addi-tional capacity being brought to themarket, this will need to be supple-mented further in the long run as Tableshows. Depending on the average levelof utilisation in the region, between 3.6and 10.3 million teu of extra capacitywill be needed in the period 2004-2015.Average container port utilisation levelsin the region are estimated to be around62% at the current time, although withinthis transshipment capacity is moreheavily utilised.

New Threats, Old GuardDrewry’s report looks in detail at the

relative merits of the existing hub portsversus the new threats posed bySalalah and Aden. Whilst the reportindicates that the new ports will havean impact on the market all the wayfrom Jeddah in the west to Colombo inthe east, the Drewry analysis clearlyshows that no one port is best posi-tioned to serve all markets.

A key observation demonstrated bythe Drewry costing exercise is that thesubstantial amount of cargo for theregion destined for or originating inDubai has a strong bearing in terms ofthe economics of the alternatives.Whilst Salalah and Aden clearly havevery significant attractions, in particulardue to their locations, Dubai certainlyhas not lost all of its advantages. Theindications of Dubai’s remaining com-petitive strength are borne out byanalysing Dubai’s reported throughputfigures for 1999 which suggest that vol-umes have been maintained since 1998.Aden and Salalah have effectivelyabsorbed the growth in traffic whichmight otherwise have been expected,as well as generating completely newport activity within the region. Clearly itis early days in terms of the influence ofSalalah and Aden, but the effects so farhave certainly not been as catastrophic

Middle East Container

Ports and Shipping

New competition, old choices: Re-definingthe market from Suez to the Subcontinent

T HE dynamics of the Middle Eastcontainer market is being re-defined in developments which

have repercussions from Suez to theSubcontinent. Aden and Salalah have,not surprisingly, been stealing theheadlines as they meet challenges fromthe established UAE hubs such asDubai, Khor Fakkan and Fujairah, but awhole lot more is happening.

Growth ProspectsDrewry’s new report on the Middle

East container port market indicatesthat container traffic handled in theports of the Mid-East Gulf and Red Searegions totalled an estimated 7.0 millionteu in 1998. This included empty con-tainers and transshipment traffic andcompares with a total throughput in1990 of only 2.9 million teu. Lookingahead, container port traffic levels areforecast to reach 16.1 million teu by2015, of which just over half is expectedto be transshipment activity. The rise inoil prices will underpin resilient localdemand, too.

Underlying this is the fact that newopportunities for investment and pri-vate sector involvement in ports are

based on high pressure jetting thatallows hopper suction to work moreeffectively in stiff soils. Using high pres-sure up to 400 Bar, it has shown itseffectiveness involving stiff soils suchas cemented sand, hard or compacted,in addition to stiff clays.19

*Mr. Mort J. Richardson, PublisherWorld Dredging, Mining & Construction17951-C Skypark Circle, irvine California 92614,USATel: 949-553-0836Fax: 9490863-9261E-mail: [email protected].

Lloyd’s Ports of the

World 2000

Published byReference Publishing DivisionLLP Limited 69-77 Paul Street, London EC2A 4LQ United KingdomSubscriptions: Tel: +44 1206 772 113 Fax: +44 1206 772 771Editorial: Tel: +44 171 553 1258 Fax: +44 171 553 1106Advertisement Sales: Tel: +44 171 553 1201,Fax: +44 171 553 1110

LLP Asia Ltd6th Floor Hollywood Centre 233 Hollywood Road, Hong KongTel: +852 2854 3222, Fax: +852 2854 1538

ForewordWelcome to the 18th edition of Lloyd’sPorts of the World to be published byLLP Limited.

The directory remains the most com-prehensive single source of port infor-mation available, listing ports and theirfacilities alphabetically by continentand country name, complemented by acomprehensive index towards the backof the book.

We wish to extend a very big thanksto all the port authorities around theworld who took the time and trouble toreturn our questionnaire, and to the net-work of Lloyd’s agents whose namesand contact listing appear at the end ofeach listing. They have helped us con-tinue our policy of expansion, includingnew port data, updating current entriesand providing additional information onkey locations. This comprehensive

New PublicationsNew Publications

coverage has been a continuous featureof Ports of the World and has seen moreand more services included in each pro-ceeding issue. This year has seen arecord number of additions to entries.

The International Harbour Masters’Association and the InternationalAssociation of Ports and Harbours,organisations which are pleased to beassociated with LLP, have continued tosupport the Lloyd’s Ports of the World.We have again included their review ofworld port developments and com-ments.

This year, we have included for thefirst time in the 65-page atlas section,major roads, railways and airports.

We are continuously seeking toimprove the accuracy of Ports of theWorld so if you wish to update yourentry or provide latest intelligence onworld port development, please do nothesitate to contact me.

Kim MarksManaging Editor



for Dubai as some observers fore-warned. In addition, the Dubai PortAuthority’s investment in Jeddah canbe seen as a means of protecting itsmarket share and spreading risk.

The Transshipment DilemmaThe strongest selling point of the new

developments is that they offer savingsin sailing time for mainline vessels dueto their geographic locations. Howeversuch savings appeal mainly to “pass-ing” east-west carriers that currentlyinclude the Mid-East Gulf as part oftheir Europe/Far East linehaul sched-ules. The report’s analysis of the eco-nomics of transshipment indicates thatbenefits to dedicated end-to-end Gulfservices are less significant, primarilydue to the additional cost of feederingfrom Aden/Salalah which would beincurred. This is especially true for carri-ers with a large market share and sug-gests that direct calls will continue tobe a competitive alternative to the newtransshipment options.

However, what is also clear is thatSalalah in particular has generatedentirely new transshipment business inthe Middle East, both through the relo-cation of traffic from Colombo and byMaersk Sealand linking together over-lapping deep-sea services as it inte-grates Salalah into the global network.The creation of Salalah has made possi-ble certain transshipment practiceswhich were not feasible before.

“Middle East Container Ports andShipping: New Competition, Old Choices: Re-defining the Market from Suez to theSubcontinent”, 154pp, is published by DrewryShipping Consultants Ltd. Individual copies of thereport are priced at UK£450 post-paid to any-where in the world. For further informationregarding “Middle East Container Portsand Shipping” New Competition, Old Choices:Re-defining the Market from Suez to the Sub-continent”, or any enquiries regarding the report,please contact Paula Puszet at the addressbelow.

Drewry Shipping Consultants LtdDrewry House

Meridian Gate - South Quay213 Marsh WallLondon E14 9FJ

Tel: +44 (0) 20 7538 0191Fax: +44 (0) 20 7987 9396

E-mail: [email protected]: www.drewry.co.uk

Port Organisation &

Management

in Developing CountriesPublication International Maritime TransportAcademy (IMTA) – Rotterdam

Editor’s forewordSince 1983 the International Maritime

Transport Academy (IMTA) in DenHelder (The Netherlands)* has conduct-ed a course in shipping and port organi-sation, mainly for selected young staffmembers from developing countries. Inthat period every year some 15 youngmen and women from Africa, Asia,Latin America, the Caribbean, etc. meteach other and lived together for ± 10months in a small provincial town onthe cold and not very hospital NorthSea. They joined and exchanged experi-ences from their own culture, they triedto make comparisons from their differ-ent port and work situation back-grounds and they struggled with thegaps between the theories, technologyand practices in the Western industri-alised port systems and their own homesituation. Last but not least they hadamong themselves and towards theirteachers to come to grips with culturaldifferences and language obstacles. Atthe end of their course they were askedto write a script on a subject related totheir own country out of the differentsubjects treated in the course.

The material, on which this publica-

tion has been based, is taken from the± 40 scripts on the subjects of portorganisation and management. Thesescripts for the greater part have no sci-entific or academic aspirations though anumber of them served to obtain anMBA degree at the technical universityof Delft. They represent the impact andreactions of mainly young middle-management staff members from lessdeveloped regions and countries, on theconfrontation with external ideas.

So, the objective of this publication isto provide to other students and youngmanagers in this field some of theresults and scriptures of their fellow-students and managers – to broadentheir frame of reference and comparisonand to stir the confidence and self-esteem of a generation of new portmanagers. A generation with a doubletask to develop a sufficient knowledgeand insight into the facilities and prob-lems of modern port organisation andmanagement on one hand, and thetransfer of these potentialities into theirown situations which may be differentas to the cultural, economic and techno-logical aspects. I have tried to preserveas much as possible the original contri-butions of the authors of the basicmaterial. Hence the content of this pub-lication is mainly based on the materialof the scripts used. However, to presenta somewhat more complete and up-to-date picture of the developments, Ihave inserted some other material.Having been a team member of upgrad-ing projects in a number of the portshere described, I have also used someof that material. Some material datesfrom the initial upgrading period fromthe 1970s and 1980s(Nedeco/Imeconsult projects), as wellas from my participation in projectsfrom the 1990s. During the period 1992-1995 in collaboration with the consul-tancy firm Dynamar in Alkmaar (TheNetherlands) and the consulting groupAPC (Amsterdam Port Consultants), Iwas invited to participate in someconsulting activities in Russia and theBaltics. This enabled me to make somecomparisons between the historical andcurrent developments and their organi-sational impact in these countries andthe IMTA case studies.

Dr. H. Coltof

For further information, please contact:Eburon PublishersOude Delft 224, 2611 HJ DelftThe NetherlandsTel.: +31 15 2131484Fax.: +31 15 2146888www.eburon.nl

EstimatedContainer Port Capacity

(Million teu p.a.)

PorjectedCapacity Increase

(%)

Estimated 1998 totalProjected additions by 2003Sub-totalRequired additions 2004-2015:

At 80% utilisation *At 80% utilisation *At 80% utilisation *

11.25.3

16.5

3.66.5

10.3

47.3%

21.8%39.4%62.4%

* Across the region, on average.Source: Drewry Shipping Consultants Ltd.

Porjected Middle East container port capacity to 2015

Pulp, automo-biles and steelcontinued tobe a signifi-cant part ofthe interna-tional shipments which totaled2,199,408 tonnes. Domestic traffic vol-umes climbed to 23,407,020 tonnes from21,445,271 in 1998.

Fraser Port is administered by the

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ensures that invoicing/billing is basedon a universally recognised data set oftonnage figures

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LMIS UK69-77 Paul Street

London EC2A 4LQUnited KingdomTel: +44 (0) 20 7553 1683Fax: +44 (0) 20 7553 1961E-mail: [email protected]

LLP Asia6th Floor, Hollywood Centre233 Hollywood RoadHong KongTel: +852 2854 322Fax: +852 2854 1538E-mail: [email protected]

LMIS Inc (Americas)1200 Summer Street, StanfordCT 06905, USATel: +1 203 359 8383Toll Free (USA, CAN): 800 423 8672Fax: +1 203 358 0437E-mail: [email protected]

LMIS Japan (Agent)Olympic International LimitedPO Box 30, World Trade CentreTokyo 105, JapanTel: +81 3 3435 5477Fax: +81 3 3434 8479E-mail: [email protected]

The information you provide will be held on adatabase and may be shared with companiesin the Informa Group in the UK and interna-tionally. Sometimes your details may be madeavailable to external companies for marketingpurposes. If you do not wish your details tobe used for this purpose, please write to: TheDatabase Manager, Circulation andSubscriptions Department, Informa BusinessPublications, 69-77 Paul Street, London EC2A4LQ, UK.Tel: +44 (0) 20 7553 1683 Fax: +44 (0) 20 7553 1961

The AmericasThe Americas

Record cargo volumes

at Fraser Port

N EW Westminster, February 17,2000 – Shipments throughFraser Port in 1999 reached a

record 25,606,428 tonnes, compared tothe 1998 total of 23,811,475 tonnes.Volumes include a 28% increase in con-tainer shipments which totaled 31,921TEUs.

Ship arrivals increased to 564 from529 due in part to the added regularweekly service by Matson.



Fraser River Port Authority.

For more info, please contact:Raija Orava, Public AffarisFraser River Port AuthorityTel: (694) 524-6655Email: [email protected]

Capt. Gudkov Wins

Gold-Headed Cane

M ONTREAL, January 4, 2000 –The president and chief exec-utive officer of the Montreal

Pot Authority, Mr. Dominic J. Taddeo,officially marked the beginning of a newyear and new century of activity at thePort of Montreal today by presentingthe Gold-Headed Cane to CaptainVolodymyr Gudkov, master of the m.v.Aqua Stoli.

The Honourable Martin Cauchon,Minister of National Revenue andSecretary of State (Economic Develop-ment Agency of Canada for the Regionsof Quebec), and numerous guests andrepresentatives of the business andport communities were on hand for thepresentation.

Captain Gudkov won the famous tro-phy for the first time when his shipcrossed the Port of Montreal’s limits atSorel at 12:34 a.m. on January 1, 2000.

The Aqua Stoli, registered in Malta,arrived from the Port of Nuevitas nearAntilla in Cuba carrying more than8,600 tonnes of molasses for yeast pro-ducer Lallemand Inc. of Montreal.

The ship is owned by Aquachart Sia

1995 1996 1997 1998

AutosBulk (NOS)CementChemicalsGen. cargoHeavy equipmentLumberMetal (non-ferr.)OthersPaperPulpSteelWood products

2,1940

121,31531,81794,776

3,282900,125

7,6108,906

42,156393,017

90287,987

1,0220

93,99310,26069,253

3,787572,377

1,79426,06736,018

460,38853,98542,687

39233,000

128,97812,220

123,040825

696,1831,250

50089,875

293,209105,986

63,161

9060

49,35523,92391,6272,078

554,36536

21.680114,685293,868

96.93338,485

Total Export 1,694,087 1,371,631 1,548,619 1,287,941 1,132,110

1,64115,00078,25214,200

102,9372,414

408,657201

61,66891,421

331,2099,220

15,290

1999

Fraser Port International Export Cargo (Tonnes)

International Cargo Five Year Summary

1995 1996 1997 1998 1999

AutosGen. cargoHeavy equipmentMetal (non-ferr.)OthersSteelWood products

164,70894,040

1,53310,76825,314

356.7876,429

198,89049,09410,786

40921,950

388,4921,736

258,828133,785

3,4913,157

17,808568,143

1,125

259,360137,312

9,1523,300

29,314638,841

984

296,57992,79910,261

040,888

616,8189,953

Total Import 659,579 671,357 986,340 1,078,263 1,067,298

Total Int’l Cargo 2,353,666 2,042,988 2,534,204 2,366,204 2,199,408

Container (TEU) 24,624 13,343 24,911 24,911 31,921

Ship Arrivals 385 360 488 529 564

Fraser Port International Import Cargo (Tonnes)

1995 1996 1997 1998

AggregateCementWood chipsGen. cargoHogfuelLogsLumberOthersPulpSteelWood products

529,944185,415

2,137,5911,145,431

497,8373,225,078

27,77557,06916,000

173,853103,800

635,431618,072

2,478,1123,723,614

428,7823,068,955

22,8340

7,800130,893

67,796

411,995143,718

2,059,6841,844,975

277,3702,864,654

23,20623,70210,00087,44815,200

387,200122,133

2,474,7522,761,031

228,5163,415,309

7,0996,0595,040

50,66365,025

Total Export 8,099,793 11,182,289 7,761,952 9,522,827 10,682,303

233,101160,586

3,316,2432,571,093

489,7073,554,430

11,5003,6006,018

174,818161,207

1999

Fraser Port Domestic Cargo Outbound (in Tonnes)

Domestic Cargo Five Year Summary

1995 1996 1997 1998 1999

AggregateWood chipsGen. cargoGypsumLimestoneLogsLumberOthersPaperPulpSteel

2,112,989243,480841,352137,238

1,401,4347,446,663

111,7001,650

160,17392,19952,000

2,482,150234,142776,766174,245

1,109,9416,204,428

57,9888,951

125,11270,34080,197

2,663,412230,550566,928209,521

1,392,8166,343,863

61,5351,990

140,84394,249

219,055

3,020,992239,956

1,390,965208,932

1,158,5305,496,302

38,93650,440

0103,986213,405

2,340,572245,313

1,214,752230,101

1,579,3016,645,695

25,70061,963

250,30097,54033,480

Total 12,600,878 11,323,260 11,924,762 11,922,444 12,724,717

TotalDomestic Cargo 20,700,671 22,505,549 19,686,714 21,445,271 23,407,020

Fraser Port Domestic Cargo Inbound (in Tonnes)

Mr. Dominic J. Taddeo (right), president andchief executive officer, Montreal PortAuthority, and Captain Volodymyr Gudkov,master of the Aqua Stoli, with the Gold-Headed Cane.



of Riga, Latvia. It was chartered byimporter UM Canada, represented inMontreal by Colley Motorships Ltd.

The Aqua Stoli is scheduled to leaveThursday, January 6, for Havana.

The master of the vessel, CaptainGudkov, was born in Mogilev, Belarus,in 1937. He started sailing at age 19while he was a cadet at the MarineSchool of Leningrad in Russia. Heattained the rank of captain in 1965.Captain Gudkov and his wife became

tive inscriptions to pilots Pierre Audetteand Michel Simard.

The tradition of the Gold-HeadedCane dates back to 1840. A spring tra-dition for many years, it became a NewYear’s tradition when the Danish vesselHelga Dan inaugurated year-round nav-igation at the Port of Montreal onJanuary 4, 1964.

The Montreal Port Authority has atleast three good reasons for perpetuat-ing the tradition of the Gold-HeadedCane, Mr. Taddeo said.

In addition to honouring the captainof the first oceangoing vessel of theyear, it serves as a reminder toexporters, importers, manufacturers anddistributors here and abroad that thePort of Montreal is active all year longdespite the rigours of winter.

It also provides an opportunity for theentire shipping community to celebratethe beginning of a new year of portactivity – activity that creates morethan 17,000 direct and indirect jobs andgenerates revenues of more than $1.7billion annually.

The Port of Montreal handles some 20million tonnes of highly-diversifiedcargo annually.

M.V. Aqua Stoli docked at the Port of Montreal on the morning of January 1, 2000.

Ukrainian citizens in 1964. They live inthe port city of Mariopol.

Captain Gudkov won the Gold-Headed Cane on his second voyage toMontreal. His first was about a monthago, also from Cuba.

The Montreal Port Authority also paidtribute today to the pilots of theCorporation des Pilotes du SaintLaurent Central who brought the AquaStoli safely into port. The port authoritypresented clocks bearing commemora-

Port of Quebec strengthens its position inNorth America with capital projects

I N order to satisfy andeven surpass users’expectations, Port

Management has set itselfthe goal of offering its cus-tomers the most competi-tive transit prices and ofconstantly strengtheningthe Port’s position in NorthAmerica. To this end,Management is banking onboth the obvious strategicadvantages of the harbor as well as thedynamism of Quebec maritime shippingindustry stakeholders.

The Port has substantial assets thatwill enable it to play an increasinglyimportant role on the North Americanscene. Indeed, with its water depth of51 feet, access to two transcontinentalrailway systems and geographical loca-tion, the Port of Quebec is a true conti-nental gateway for cargo movingbetween North America’s industrial andagricultural heartland and the rest ofthe world.

In recent years,Management initiatedmany capital projects inthe port. With theseinvestments, users nowhave access to new state-of-the-art, high-perfor-mance equipment andstorage terminals.Management also intendsto continue in the samedirection by investing

large sums of money to upgrade itsfacilities.

Port Management also ensures thatQuebec’s shipping industry is alwayswell represented among th players fromthe many business sectors using thePort. Therefore, it is working activelywith its customers and partners to co-ordinate various actions so that thewhole industry will move in the samedirection.

I firmly believe that the role of PortManagement is to remain in touch withthe needs of users and provide them

with top-notch service. Our goal is toensure that the Port’s many assets willbenefit its customers and provide themwith efficient access to overseas mar-kets. Lastly, I would like to assure ourcustomers that we are making everyeffort to enhance our competitive edgeand seize upon business opportunitiesto make the Port of Quebec a true conti-nental gateway to North America.

Ross Gaudreault

Positive cargo trend

The year 1999 should be excellent forthe Port of Quebec. The Port recordedgrowth of slightly more than 2 per centover 1998 in tonnages handled betweenJanuary and July – as shown in thetable opposite.

Various dry-bulk cargos, such as min-erals, concentrates and others, areincreasing, except for grains shipments.The bulk terminal operator, St.Lawrence Stevedoring (a division ofCompagnie d’Arrimage de Quebec Inc.)is at the centre of overall bulk opera-tions (iron ore, nickel, bauxite, clinker,manganese, scrap metal, salt, etc.)

The Port is also planning other pro-

Message from the President and CEO



jects in the Beauport Flats, includingtwo with Alcan – the aluminum giant.The Port of Quebec Authority hasrecently signed a 15-year service agree-ment with Alcan, under which the Portwill unload 270,000 tonnes of aluminafrom ships annually, store it, and load itonto railcars for shipment to theShawinigan and Beauhanis plants.

At an estimated cost of $15 million,the terminal will be equipped with apneumatic ship-unloading system, atank, as well as a railcar loading stationconnected to one another with closedconveyor systems. The terminal shouldbe operational on April 1, 2001.

Many projects carried out in past year

The Port of Quebec has many projectson hand. The Port of Quebec has facedmany challenges and issues such as thenew Canada Marine Act, the CanadianCoast Guard cost recovery, a labor dis-pute, etc. during the last five years.

Dry-bulk cargo showing increased activity

Port of Quebec: Jan.-July traffic

Solid bulk 1999 1998Grain 962,273 1,139,000Minerals & concentrates 1,148,108 918,678Others 516,257 629,973Sub-total 2,626,638 2,67,651Liquld bulkPetroleum products 5,565,771 5,416,060Chemicals 203,663 122,076Others 19,253 10,038Sub-total 5,788,687 5,548,174

General cargoSub-total 32,688 26,683

TOTAL TONNAGE 8,448,013 8,262,508

PF-8 – Canadian Sailings – Monday, September 20th, 1999

These have all been major issues, andthe Port handled itself well in terms ofbusiness operations as shown in cur-rent projects.

In recent years, the Beauport Flatssector has seen many developments,such as the construction of theFalconbridge nickel terminal and theconstruction of a huge shed for the stor-age of high-value dry-bulk – both com-pleted in 1998. Other major projectswere also undertaken or completed in1999.

On May 31, the St. LawrenceStevedoring Company, a division of theCompagnie D’Arrimage de Quebec Inc.,acquired two new gantry cranes fromMontreal. These cranes will increasethe performance of the dry-bulk termi-nal located in the Beauport Flats. Thismulti-million dollar investment willstrengthen the role of the Port ofQuebec as a hub for dry-bulk move-ments on the St. Lawrence.

Port infrastructures being upgraded

Work on the restoration of infrastruc-tures began last June and recently theHon. Martin Cauchon, Secretary of Statefor Economic Development Canada,

launched a restructuring program forthe infrastructures of the oldest port inCanada.

The government of Canada has pro-vided $18.5 million to the Port ofQuebec to restore wharves that requireimmediate attention – i.e., wharves 14,17, located at the Estuary Sector, and103, located at the Anse au FoulonSector. The Port will add $8 million,bringing the total investment to $26.5million.

Midatlantic Minerals Inc. a Quebeccorporation, is expected to complete theconstruction of a terminal to receive andprocess limestone at the Anse auFoulon Sector by the end of 1999.

Located at Wharf 108 in the Anse auFoulon Sector, the terminal will receiveproducts by belt conveyor self-unloadervessels, and will process the limestonefor various industrial uses.

All these projects will promote thePort of Quebec’s position in future yearsfor the benefit of forwarders.

A major project to enhance cruisebusiness

The Quebec Port Authority is continu-ing its initiatives tocreate a passenger ter-minal at the Port ofQuebec. Indeed, theresults of a feasibilitystudy conducted byBruno-Elias &Associates Inc., spon-sored by Bruno-Elias &Associates Inc., spon-sored by EconomicDevelopment Canada,have recently beensubmitted.

This study had thefollowing four keyobjectives:Infrastructure improvements are being undertaken at wharves in the

Estuary Sector and the Anse au Foulon Sector

St. Lawrence Stevedoring recently acquired tow gantry cranes

the financial aspects should be in placesoon.

The 1999 cruise season showing bigpromise

The Port is currently negotiating witha cruise company to attract it to the St.Lawrence on a regular basis during the2000 season, in cooperation with the St.Lawrence International Cruise

Committee, made up of major players

from Montreal andQuebec.

Meanwhile, sinceOctober 1998, a committeehas been developing acruise product that wouldmake Quebec the loadingport for cruises on the St.Lawrence River down toLabrador.

The committee was cre-ated by the Chambre deCommerce et d’Industriedu Québec Métropolitain,and several partiesfinanced itscanvassing andm a r k e t i n go p e r a t i o n s ,including the

Quebec government –through the regional fund fortourist development –Economic DevelopmentCanada, and the QuebecPort Authority, as well asthe Jean-LesageInternational Airport.Legislative restrictions forcoastal shipping are amongthe main issues limiting thistype of ecotourism cruisedevelopment.

The committee recently submitted acoastal shipping licence request toRevenue Canada to support the cruiseprojects of the American CanadianCaribbean Line from Québec toNewfoundland.

Giant floating platform soon departing

Very soon, the major lessee at Wharf29 will be leaving the Port ofQuebec.

On August 31, the giantplatform, Spirit of Columbus,was baptized and renamedPetrobras 36, and will leaveQuebec on September 29 forSept-Iles, where stabiliza-tion tests will be performed.

A sensitive and majortransportation operation willthen be required. Six tugswill escort the platformunder the high-voltage linesnear Isle d’Orleans.

It should be noted thatPetrobras 36 is the secondlargest floating platform inthe world, and arrived at thePort of Quebec on August30, 1997 to undergo majorchanges and be equippedwith state-of-the-art tech-

nology for oil pumping.Built a few years ago, the platform

was originally designed for explorationdrilling, and could also pump up to100,000 barrels a day.

The changes that have now beenmade will increase the daily pumpingproduction capacity to 180,000 barrels.

Some 1,000 workers were hired at thepeak of this project.

Petrobras 36 should begin pumpingoperations off the Brazilian coast inearly 2000.



• To determine the probable increase incruise traffic based on past trends,the Port’s potential, and the industry’soutlook.

• To establish the types of cruises withthe greatest chance of success.

• To identify the concept and design ofthe facilities required to meet theplanned increase.

• To estimate costs and benefits for thePort and the regional economy.

Positive results based on careful andrealistic assumptions clearly show thatQuebec has the potential to positionitself strategically in this market. Fromthen on, the region could join the majorleagues in this industry, with ship callstaking place in the summer and fall.

The proposed investment planincludes three phases. The first (1999-2001) consists of adapting the Vieux-Port Shed with modern facilities capa-ble of meeting market demands. Thatconsists essentially of supplying pon-toons to counteract the tides, mobilegangways that can be adjusted to vari-ous ships, covered passenger gang-ways linking the ships to the terminal,bus canopies, and additional parkingspaces.

This first phase requires $19.6 million,

The Port of Quebec is working actively to repositing generalcargo traffic in cooperation with terminal operators

and the second (2003-2004) and thirdphases (2009-2010) would be carriedout in line with the overall trafficincrease.

The Quebec Port Authority clearlycannot provide the required invest-ments by itself for these projects, whichpave the way for a new sustainableeconomic development axis for theregion.

Therefore, the Port is currently innegotiations with potential partnersconcerning this structuring project, and

1994 1995 1996 1997 1998

PassengersVessel calls

36,40180

38,99182

21,33455

35,47561

44,00068

Passengers and vessel callsat the Port of Quebec 1994-1998

Cruise ships are calling in increasing numbers

The future Petrobras 36 is destined to begin pumpingoperations off the Brazilian coast in 2000



Y2K Was A-OK at Port

of Los Angeles

W HEN the Year 2000 rolled in, itdid so very peacefully at thePort of Los Angeles with no

major problems reported. The Port wasat the ready for any kind of emergency,but fortunately, those emergencies didnot arise.

The Port was ready with a core groupof employees staffing the DepartmentOperations Center (DOC) at the PortPlaza from 6 p.m. on Dec. 31. The groupwas represented by the Port’s seniormanagement; information systems; PortPolice; engineering; construction andmaintenance; and the port’s emergencypreparedness coordinator. The DOCwas shared with other agencies includ-ing the L.A. Police Department, L.A.Fire Department, U.S. Coast Guard,California Highway Patrol, Departmentof Housing and the Department ofTransportation. In addition, the Port’sconstruction and maintenance crewreviewed container cranes, bridges,infrastructure and various facilities overthe weekend.

During the New Year’s weekend,there was heightened security through-out the Port as part of the Port Policecommitment to safety. The Port Policewere prepared after an early Decembertraining day dedicatred to mobile fieldforce tactics and response to potentialproblems that might arise. All Portactivities were coordinated with theCity’s Emergency Operations Centerdowntown.

Increased Vessel Traffic

at LA/Long Beach

T HE Marine Exchange of LosAngeles/Long Beach Harbor, anonprofit trade organization that

has monitored and recorded all vesseltraffic statistics for the Port of LosAngeles and the Port of Long Beachsince 1923, has reported a significantincrease in arrivals of commercial ves-sels calling into the LA/LB Harbor com-plex during 1999.

For the first time since 1992, theLA/LB Harbor complex has recordedmore than 5,500 arrivals. The 1999 ves-sel arrival count stands at 5,593, a 7%increase over the 1998 totals (5,240).Leading the gains were increased callsby container vessels, tankers, dry bulkvessels, and pure car carriers. Otherincreases were noted for cargo barges

(principally lumber products), repaircalls, and storing/crew exchange visits.There were slight decreases in arrivalsof passenger ships, reefer ships, andgeneral cargo vessels. The one out-standing decline was in “bunker only”calls, which dropped from 302 in 1998to only 216 calls in 1999, a 28%decrease. The loss of bunker businessfor the LA/LB Harbor reflects the globalcompetition in the sale of fuel oilthroughout the Pacific Rim.

In comparing the two ports, LosAngeles recorded 2,630 arrivals for 1999(up 9% over 1998), with 2,963 arrivalslogged for the Port of Long Beach (up5% over 1998). The latter enjoys theadvantage of receiving all “bunkeronly” calls, due to the availability ofinside anchorages on that side of theharbor complex – which accounts formuch of the difference between the twoports.

“Overall, we are very pleased with

1998 ARRIVALS 1999 ARRIVALS CHANGE1.2.3.4.5.6.7.8.9.10.

ContainershipsTankersDry bulk vesselsPure car carriersPassenger ships“Bunker Only”Cargo bargesReefer shipsGeneral cargo shipsRo/Ro vessels

2,44670560427532630218519011669

2,71679263835030321620517911253

+11%+12%+7%

+27%–7%

–28%+11%–6%–3%

–12%

The “Top 10” 1999 vessel arrival statistics for LA/LB Harbor (by vessel type) are as follows:

1998 ARRIVALS 1999 ARRIVALS CHANGE

1.2.3.4.5.6.7.8.9.10.11.12.

PanamaUnited States of AmericaLiberiaBahamasGermanyCyprusDenmarkSingaporeNorwayAntigua/BarbadosGreeceIsrael

119797273023823816223714615828

109104

1317930810305274197188183161110106103

+10%–15%+11%+28%+15%+22%–20%+25%+2%

+292%–3%

Nil

VESSEL TYPE

COUNTRY

Regarding vessel arrivals by flag, those recorded with 100 or more calls were as follws:

the figures for 1999,” said Capt. MannyAschemeyer, Executive Director for theMarine Exchange. “It’s very encourag-ing to see an increase in total vesselarrivals for our two ports, where, withthe exception of 1996, we have seen asteady decline in vessel arrivals goingback to 1987.” Captain Aschemeyer fur-ther noted that with the improved eco-nomic conditions in the Asianeconomies, and with the addition ofseveral new lines serving the PacificRim, the future looks bright for evenmore vessel arrivals to be recorded in2000. “Although we have been experi-encing a steady decline in vesselarrivals since 1987, there’s a paradoxover the same time frame that can notbe ignored – steadily increasing cargotonnages, annual container countsgoing off the charts, customs collectionsskyrocketing each year, and all otherindicators continuing to show the Portsof Los Angeles and Long Beach grow-

1.2.3.4.5.6.7.8.9.10.

Inchcape Shipping ServicesTransmarine Navigation Corp.Sunrise Shipping AgencyGeneral Steamship Corp.Evergreen America Corp.Sea-Land ServiceMaersk Line Agency“K” Line AmericaBarwil Oceanic AgencyMatson Navigation Company

998395340279244231206204190188

11.12.13.14.15.16.17.18.19.20.

American Ship Management (APL)Sause Brothers towingCarnival CruisesKerr Norton MarineCOSCOZIM Container LineRoyal Caribbean CruisesHanjin ShippingFESCOHyundai Merchant Marine

18616915114914213512311811789

The “TOP 20” for 1999 vessel arrivals at LA/LB Harbor (as recorded for vessel operator and/ortheir agents) are:

Panama accound for 25% of all arrivals by flag for 1999, with the USA trailing at17%, and Liberia coming in at 14%.

te r land .This isdone bycarrying outan annual survey of the container opera-tors.

Significantly greater numbers of con-tainers are counted at the gates of theterminals than those recorded in themaritime statistics. The explanation liesin various factors, including theexchange of containers with otherports, Rotterdam and Zeebrugge in par-ticular, in quay transfers, movements todifferent depots, etc.

This annual compilation of easilycomparable information makes it possi-ble to reveal major trends. In 1999, for



ing substantially for the foreseeablefuture.”

In addition to keeping close track ofall vessel activities for the LA/LBHarbor complex, the Marine Exchangehas operated the “Vessel TrafficInformation Service” (VTIS), since 1994,in partnership with the US Coast Guard,the State of California and the two portauthorities. The designation “VTIS” hasrecently been changed to “VTS” (VesselTraffic Service) to reflect the same ongo-ing high quality professional servicesthat are provided in like manner atother ports throughout the country andaround the world. The MarineExchange, now in its 77th year of opera-tion, recently completed a major build-ing expansion project for their VesselTraffic Center facility in San Pedro,California.

“We invite all mariners, port captains,agents, operations managers, shipper/exporters, shipowners and other inter-ested parties to come visit our VesselTraffic Center whenever they are in thearea,” said Capt. Aschemeyer. “We arevery proud of our newly-expanded facil-ity, our state-of-the-art equipment, andour well trained, dedicated personnelthat make our Vessel Traffic Service, aswell as our Maritime InformationSystem, second-to-none, world wide.”

Booming Bay Area

Building Trade

T HE booming Bay Area buildingtrades and construction indus-try, combined with the improv-

ing Asian economy, combined to propelthe Port of Redwood City on target forits first one million tonnage mark inmore than 25 years, Commissioner ViceChairman Larry Aikins reports.

Tonnage for the first quarter of the1999-2000 fiscal year was 242,758 tons,a whopping 38.9 percent higher thanthe opening quarter of the previous FY.The Port for the FY that ended June 30recorded 817,753 metric tons, amongthe highest of the decade. The Port spe-cializes in bulk commodities.

The tonnage figures denote that theconstruction boom in the private andpublic sectors continues to be strong.“This results in a heavy demand forconstruction materials that are beingshipped through the Port of RedwoodCity,” Aikins said.

In addition, the improved Asian econ-omy has resulted in stronger exports ofrecycled scrap metals from the Port to

Far East destinations. First quarterexports of scrap metal by Sims MetalsAmerica were 60,454 tons, up 89 per-cent.

All commodities except gypsum reg-istered increases, and the only reasongypsum dipped to 61,665 tons, com-pared to 86,111 tons for the comparablefirst quarter, is because of ship schedul-ing. Executive Director Michael J. Giarisaid that gypsum demand remainsstrong by the customers of PabcoGypsum, which manufactures wall-

board from the gypsum imported fromMexico.

Cement, sand and aggregate imports,all of which are vital materials for theconstruction industry, more than dou-bled to 120,000 tons in the first quarter.

One of the Port tenants that importssand and aggregates, Harbor Sand &Gravel, credits a new sand dredge andits new tripper conveyer designed tomore efficiently unload sand and gravelfrom the barges arriving at the Port forthe increased business.

Ships like the one on the right are making more and more frequent calls to the Port of Redwood City.The public can view Port operations from several public viewing areas, walking paths and benches atthe Port. (Photo by Glenn D. Sandul).

Africa/EuropeAfrica/Europe

Antwerp Box Trade

Pursues Growth

O NCE again the container tradewas the hottest mover inAntwerp in 1999. Compared to

1998, container tonnage rose by 11.5%to 39.4 million tonnes, while there wasa 10.7% rise in TEU. The standardisedcargo container already accounts for65.4% of all general cargo traffic, whichof course has had an impact on the con-ventional general cargo business.

The maritime success of the containerhas of course had an immediate effecton communications with the hinterland,with all parties being confronted withthe ongoing mobility problem, particu-larly on the roads. For this reason theAntwerp Port Federation (AGHA)charts every year the choice of modeused for transport to and from the hin-



Unloaded Loaded Total

TranshipmentWaterwaysRailRoadTotal

249653207

1,4342,543

249650228

1,4982,625

4981,303

4352,9325,168

(in 1,000 TEU)Modal split of Antwerp container trade in 1999

Source: AGHA-SEA Survey

example, a total of 9.5%, or 449,000 TEU,more containers were counted at thegates of the various terminals than inthe year before. All traffic modes sharedin this rise.

Ship-to-ship transfers of containersimproved by 124,000 TEU to 498,000TEU, a rise of roughly thirty percent.This is an indication of Antwerp’s grow-ing role in the transhipment trade. Ofcourse these containers are not to befound in the statistics for communica-tions with the hinterland.

Barge container traffic grew by101,000 TEU in 1999, with a significant-ly large increase in the number ofempty containers carried by barge in1999.

The railways did very well, chalkingup a rise of 97,000 TEU (28.7%). Theimprovement can be largely attributedto the growth in rail traffic betweenports.

Finally the roads again showed a risein container traffic. The increase cameto 127,000 TEU in absolute terms,although in percentage terms this was

the smallest increase of all, coming toonly 4.5%. Road haulage benefits fromthe enormous geographical scatteringof container traffic, with over 1,700 rela-tively nearby destinations being servedevery week.

The records for the last 5 years makeit possible to point to major trends. In1995 the road haulers’ share in carryingcontainers to and from the hinterlandstill came to 72.1%. Five years later thisshare has been reduced to 62.8%. Boththe waterways and the railways havebeen able to improve their market sharein the same period, with an increase of5.2% for the waterways and 4.1% for therailways.

This trend would not have emergedwithout a major effort by all concerned,including the respective transportmodes, various authorities and portinterests. If no such effort had beenmade to influence the choice of trans-port mode since 1995, an additional435,000 TEU would have travelled theroads in 1999.

Sisterport Agreement

with Dalian Signed

A Sisterport Agreement betweenAntwerp and Dalian wassigned during a ceremony at

the Port House. The photograph showsYuan Fu Xiu, Director-General of the

Chinese port and Baron Leo Delwaide,Chairman of the Antwerp PortAuthority, during the signing of the pro-tocol.

Reference was made in the formalspeeches to the role played by APEC(Antwerp/Flanders Port TrainingCenter) in the training of numerous

executives from the port of Dalian, Mr.Yuan Fu Xiu himself had participated inan APEC course.

The ceremony was attended by rep-resentatives of port companies involvedin the maritime traffic between the twoports.

Larnaka develops into

passenger/cruise hub

T HE Government of the Republicof Cyprus is calling for expres-sion of interest for the develop-

ment of Larnaka. The project entails theextension of the existing port by theconstruction of breakwaters, additionalberths and new passenger facilities andterminals as well as the development of42 hectares of port-land with facilitiesfor leisure activities, shopping centres,apartments, offices, restaurants, etc.This development will also connect theport to the adjacent marina and toLarnaka town centre which is only 1.5km away.

Firms interested to invest in, manageand operate passenger, cruise andleisure facilities at Larnaka Port areinvited to submit their expression ofinterest to the Ministry of Communica-tions and Works by Friday, April 21,2000.

Interested parties have the flexibilityto propose their own development pro-gram, entity to undertake the design-development-management-operation,and extent of services to be provided,that will achieve the stated purpose ofthe project which is to turn Larnaka intoa state-of-the-art specialised passengerport and the main passenger port ofCyprus.

Although Cyprus ports are already onthe itineraries of many cruise lines sail-ing in the eastern Mediterranean, we

from the LarnakaInternational Airport,will make it a “CruiseHub” for the area andincrease the number ofcruise calls, in particu-lar those with a fullturnround of passen-gers.

Larnaka town is atourist attraction byitself with th recentlydeveloped waterfrontpromenade and plaza

and it is connected with all other townsof Cyprius by a four-lane motor way.

believe that the enhanced facilities atthe port and its distance, only 8 km



– Its role as a promoter of servicesThe “Global Port” ambition is built

around these three issues. The concept“Global” applies as much to a specificquality, namely the versatility ofFrance’s Nº 1 port, as to the PMA’sstrategic priorities and the collectivewillpower of all the players and part-ners of the port community.

Beyond the simple declarations ofintent, these procedures fix clear andconsistent objectives and specified ful-fillment dates. This is to mobilise theport and economic environments andstrongly involve the local authorities:PACA Regional Council, Bouches-duRhone Department, and the Council ofMunicipalities grouped around the cityof Marseilles.

The Port for the 21st Century

The profound changes projected bythe Business Plan and the actions stat-ed in the Port Charter involve the wholeport community and all the local author-

ities. The imminent new government-region agreement cannot neglect theport – a driving force of the regionaleconomy, a centre of jobs and a majorinstrument of France’s overseas trade.Simultaneously, the city of Marseilleshas started to bring its ambitiousEuromediterranean project to fruition.All these elements point to a renais-sance in the 21st century.

The Business Plan, with its realisticobjectives shored up by credible fore-casts and programmed in three precisephases, is a pragmatic process fororganising the long-term means forachieving this ambition.

The Port is already the first, if not theonly, in Europe to achieve ISO 9002norms for all ship reception facilities:the pilot service, boatage service, tugservice and Harbour Master’s office.

1998 marked a break with the past,steering the port authority’s publicenterprise resolutely towards moderni-sation and the future. For, beyond theinvestment programme and the trans-formation of the enterprise into“Marseilles Global Port”, it is all a ques-tion of changing eras, it is all aboutmaking the Nº 1 port of France and theMediterranean enter the 3rd millenniumin the fittest possible condition.

O N the threshold of the third mil-lennium, the Port of Marseillesconfirms its intention to be “the

Global Port of Europe on theMediterranean.” This major ambitionrequires a fundamental change of strat-egy, with the port being re-launched toboost not only the economy and jobsbut also France’s overseas trade.

Two complementary processes makethis ambition evident:

• The Port Charter. This aims to createa participating port culture by ‘devel-oping activity and jobs between nowand the year 2000, based on the com-mon goals and competitiveness of theport community in synergy with itsenvironment.

• The Business Plan of the PMA. This,together with the charter, defines theobjectives and actions of the PMA toensure more effectiveness in its publicservice goals, its operational viabilityand its position concerning trade.

1998 was marked by the completionand expansion of the Port Charter,which was ratified on 15 December bythe CIADT (inter-ministerial committeeon territorial development), and by thepreparation of the Business Plan whichwas adopted by the Board of Directorsin July and approved by the CIADTwithin the context of the charter.

• Deliberations about the port’s strate-gic reposioning focused around threeissues:– Its position as a generator of traffic– Its vocation as an industrial devel-

oper

Marseilles Global Port



FINANCIAL BONANZA FROMVISITING CRUISE PASSENGERS

O VER a five-day period in lateJuly/early August, Ireland’sSouth West region enjoyed a

commercial spin off of close on £1 millionfrom over 3,000 visiting cruise passen-gers. On the Thursday prior to the popu-lar August bank holiday weekend,Norwegian Cruise Line’s s.s. Norway –the longest cruise vessel in the world –berthed at Whitegate Oil Refinery. The76,000-tonne vessel measuring 316metres in overall length had almost 2,000guests on board. She was on a specialten-day charter cruise organised by aNorwegian company and arrived directlyfrom Oslo. On departure, the vesselsailed for Guernsey.

The Port played host to a cruise lineron each day of the festive weekend. Onthe Saturday, Seabourn Cruise Line’sSeabourn Pride paid a return visit toCork and berthed at the North CustomHouse Quay near the city centre. The10,000-tonne, five-star ship was on afourteen-day cruise of Britain andIreland.

August Sunday was marked by thearrival of one of the most attractive andprestigious cruise vessels operating inEurope when Cunard/Seabourn Cruise’sRoyal Viking Sun made a welcomereturn to the Port of Cork. With approxi-mately 750 passengers and 800 crew,this 38,000-tonne five-star super liner –awarded the accolade of the world’smost popular cruise ship on numerousoccasions – was on a 14-day cruise enti-tled “Bagpipes and Shamrocks”. Thecruise commenced in Dover and, on leav-ing Cork, the vessel proceeded up theIrish Sea to Dublin and onwards to portson both the west and east coasts ofScotland before finishing the cruise inCopenhagen.

On August Monday, the 7,500-tonneVistamar made her maiden call to thePort of Cork. Built in Spain in 1989 andrefurbished in 1996, the Vistamar had300 cruise guests who arrived overnightfrom Dublin and, on leaving the Port ofCork, sailed for Cowes in the Isle ofWight.

STRATEGIC STUDY UNDERWAY

In late autumn 1999 the Port of CorkCompany commissioned internationalconsultants Posford Duvivier to under-

take a strategic development studywhich in turn will lead to the productionof a medium and long-term strategicdevelopment plan. In preparing thestage one report, Posford Duvivier wereassisted in their work by KPMGConsulting, MDS Transmodal, Parmanand Cunnane Stratton Reynolds. In addi-tion, Posford Duviver have retained theservices of Port ManagementConsulting., Arthur Cox and MalachyWalsh & Partners. The stage one study,which was undertaken under the direc-tion of and in close consultation with aPort of Cork steering group, was submit-ted in December 1999. Its main objec-tives were as follows:-

• To undertake a trade forecast for allfive modes of cargo passing throughthe port, identifying existing and futuretrade demands;

• To review shipping trends as to typeand size of vessel;

• Review existing infrastructure, equip-ment, facilities and properties and tocalculate existing capacity;

• Identify potential improvements toexisting capacity;

• Consultation with key internal stakeholders;

• Establish requirements for additionalor alternative facilities.

The strategic development plan willbe a blueprint for the future operationand development of the port to meetanticipated needs of port users. In addi-tion, as with the Cork Harbour Develop-ment Plan of 1972, it is proposed thatthis plan be integrated into both regionaland national development plans.

Göteborg sees

strong port expansion

One terminal ready, on to the next

THE strong port expansion schemeat Göteborg was well illustrated

recently, when one new terminal wasinaugurated and, on the same day, thefirst sod was cut for another.

The terminal inaugurated was thePaper Terminal, built for the Sweden-to-Continent paper flow of forest productgiant Stora Enso. The terminal projectnow getting the go-ahead was the

Arendal expansion, which will havetwo new ro/ro berths ready by the endof 2000.

The terminals cost US$23 millioneach, and both are geared for roll on/rolloff handling. The Paper Terminal waspurpose-built, while the ArendalTerminal will be a common-user ro/rofacility.

- The terminals are proof of the Port ofGöteborg ambition to support Nordictrade and industry, said Mr GunnarNygren, president, Port Göteborg AB.

- We foresee a possible 100-percentincrease in unit-loads shipped via theport before 2010, and part of our strate-gy is to have the facilities and adapta-tions ready just-in-time for the actualneeds.

Unique roll on/roll off terminalcommissioned

Aunique roll on/roll off terminal wasinaugurated at the Port of

Göteborg, Sweden, on February 4th. Itserves a heavy (in the double sense ofthe word) cargo flow of paper, and anindependent t trailer flow as well.

The Paper Terminal features someunique solutions, all caused by the spe-cial characteristics of the cargo unitsinvolved. These are huge intermodal,weather-protected cassettes with apossible total weight of 90 tonnes andthe volume of four containers TEU.

The terminal features a concrete han-dling area of 57,000 m2 (asphalt beingtoo soft for the wheel pressuresinvolved), a three-fold stern land-rampsystem, special heavy-duty straddlecarriers for rail wagon-to-terminal shift-ing, and extra-wide, extra-strong termi-nal tractors.

The intermodal quality of the cargounits (Stora Enso Cargo Unit, or SECU)makes it possible to stuff the SECU atthe mill, forward it by rail to the port,shift it to a vessel and strip the unit atthe destination. In Sweden, railway tun-nels have been widened and track bedsstrengthened to make five round-trips aweek between Göteborg andZeebrugge, Belgium, the Continentalbridgehead of the system.

Cobelfret of Belgium has been award-ed the contract to fill the onboard vol-ume not used for the base cargo ofpaper and boards.

Some key figures from the construc-tion of the Paper Terminal:

About 20,000 m3 have been dredged.150 concrete piles support the quay andthe land ramp. A total of 16,000 m3 ofconcrete has been used, of which12,000 for the creation of the 57,000 m2

Cork Port benefits from cruise passengers

and development plans



handling area. Six-hundred metres ofrailway tracks have been built.

Roll on/roll off terminal being builton shipyard landA new common-user ro/ro terminal isbeing built on former shipyard land atArendal in the westernmost part of thePort of Göteborg.

The construction work involves thecreation of a handling and storage areaof 87,000 m2 and two roll on/roll offberths. Some 80,000 m3 will have to bedredged to reach the 8.1-metre depththat will be offered.

The Arendal Terminal is being built toease the pressure on existing ro/ro ter-minals at Göteborg, but also to offerfacilities for additional traffic. Prospectsfor a positive unit-load import and

export development at Göteborg aregood, according to independent investi-gators: the potential is a 100-percentincrease in ten years.

One customer is known already forthe Arendal Terminal: P&OFerrymasters’ twice-weekly ro/ro ser-vice between Middlesbrough (UK) andGöteborg.

The ro/ro terminal now being built atArendal is the first of two steps.According to plans, the new terminalwill eventually connect to the adjacentAlvsborg roll on/roll off harbor and sharecargo-handling resources with that har-bor.

PS: Arendal, or Götaverken Arendal, isa name well known in the shipbuildingand shipowning world. From 1960 to themid-80’s it produced vessels, mostly

tankers, according to a method wherethe ship was built indoors and pushedout on a slipway as it was being com-pleted. The Port of Göteborg now ownshalf of the former dock-side area, and itis here that the two ro/ro berths arebeing built.

20-percent container boost

The Port of Göteborg recorded a 20-per-cent boost in container traffic in

1999, compared to 1998. Total unit-loadtraffic via the Port of Göteborg reachedone million TEU for the first time.

Container traffic at Göteborg,Scandinavia’s leading port, reached583,000 TEU in 1999. If cassettes areincluded, the figure is 624,000 TEU.Total unit-load traffic reached 1,039,000units, passing the one-million mark forthe first time.

Part of the increase can be accreditedto the re-vitalization of some Asianeconomies between 1998 and 1999. Thateffect left aside, there still was a consid-erable increase in container traffic atGöteborg last year.

The number of cars shipped via theport rose by nine percent to 279,000. Thefigure includes Swedish Volvo, SAABand Scania vehicles as well asEuropean, American and Asian imports.

Oil traffic constitutes more than half ofthe total cargo turnover at the Port ofGöteborg. Last year, oil was down byfour percent, compared to 1998. Animportant factor here was the plannedmaintenance closing-down for severalmonths of two refineries at Göteborg.

The total traffic figure suffered fromthe results in the oil traffic and reached30.4 million tonnes, a figure one per centbelow that of 1998.

A little more than 12,500 vesselscalled at the Port of Göteborg last year,slightly more than the year before.

Rotterdam Briefs

Record Car Handling

1999 imports of Japanese and Koreancars via the Port of Rotterdam rose to170,000 units, twenty percent more thanin 1998 (140,000). This year RotterdamCar Terminal expects further growth.Sister company Rotterdam Car Center(PDI inspections, etc) handled 85,000cars, a rise of seventy percent comparedto 1998 (50,000 cars). This growth ismainly caused by incomingVolkswagens and Audis for the Dutchmarket. They are transported by trainfrom Germany, Spain and Slovakia.

The new Paper Terminal at Göteborg’s Ålvsborg Harbour is dedicated to the flow of paper fromStora Enso mills in Sweden to Continental Europe markets. Volume not taken up by paper is beingused by Cobelfret for Göteborg-Zeebrugge v.v. Shipment. Note the special box and the heavy-dutyequipment used to handle the 90-tonne boxes.

The Arendal project will result in two ro/ro berths to be ready for use by the end of 2000. Thisphase of the project comprises an 87,000m2 handling area and the dredbing of 80.000m3. TheArendal Terminal is being built on former shipyard land.

witht h e

QuarantineDeclaration forVessels, prior to avessel’s arrival in Australia. The ballastwater exchange verification process hasbeen developed to verify that vesselsthat have reported exchange on theBWRF have exchanged in accordancewith the details provided.

Verification checks will be conductedon a relatively small number of vessels– 400 during a 12-month period. The400-vessel sample group will consist of



Forum Forest Products

Last week a large commercial andgovernmental delegation from theRussian regions of Saint Petersburg andArchangelsk visited the Port ofRotterdam. They participated in a forumtogether with Dutch logistical serviceproviders and port authorities to stimu-late the flow of forest products betweenRussian and Dutch ports. This is part ofa program of the United NationsEconomic Commission for Europe TradeDivision to improve trade finance andinvestment prospects for the Russiantimber sector. Rotterdam Municipal PortManagement (via its TEMPO depart-ment) acts on behalf of all Dutch ports.A specific project which seems promis-ing is the export of biomass for Dutchpower stations. The biomass shouldpartly replace coal in order to reduceCO

2emissions and meet the Kyoto stan-

dards. If the parties involved manage totie things together a market of severalmillion tons of biomass can be devel-oped.

Schenker Builds Bigger

The Schenker Integrated LogisticCenter Rotterdam will be over twice aslarge as originally planned: 28,000instead of 12,000 m2. Investments risefrom 15 to 35 million guilders. Main rea-son for this adjustment of plans is theacquisition of a new customer. Somefifty percent of the now planned spacewill be dedicated to that customer. Theother fifty percent is for public ware-housing and consolidation. The latteractivity will grow fast since Rotterdamwill be one of Schenker’s Europeangateways for LCL exports. Schenker isvery optimistic about further growth ofits warehousing activities in Rotterdam.Present demand, especially from theUSA, is reported to be very large and itis expected that the market will growfurther when the economies of the FarEast really pick up. Schenker officialsestimate an overall fifteen percentgrowth of the market. Therefore it hasan option for another 40,000 m2 of ter-rain. It is likely that barges will trans-port containers between the terminalsat Maasvlakte and the barge terminaladjacent to the logistic center. Volumeis estimated between 6,000 and 9,000TEU per annum.

Algerian Trade Center

Last week the Algerian Trade Center(ATC) was opened. ATC provides ser-vices to Algerian and European compa-nies interested in export of products andservices, joint ventures, transfer of tech-nologies, etc. It is established in Euro

Trade Park, amidst the Trade andDistribution Centers (TDCs) of eightmore countries of which Oman openedits center late 1999. Countries such asBangladesh, Pakistan, Sri Lanka,Mongolia and Egypt have shown inter-est in establishing a foothold as well.

Ports in Southwest Netherlands

Converge

During a Lloyd List conference oncooperation of ports, the Port ofRotterdam strongly pleaded for a fastcooperation between the six ports in thesouthwest of the Netherlands.According to Rotterdam, such a step isnecessary to respond to demands of themarket, corresponds with governmentpolicy, offers commercial and opera-tional advantages and is a logical con-tinuation of older and recent bilateralactivities. For some years there hasbeen a cooperation between the Port ofRotterdam and the Port of Flushing (PortScaldia) as well as between Rotterdamand the Port of Moerdijk. Some time agoFlushing merged with the Port ofTerneuzen and recently Rotterdam andFlushing announced closer cooperationand the ports of Dordrecht and Moerdijkannounced a joint venture to developthe port area of Dordrecht.

Kerr-McGee Chemical to Rotterdam

Kerr-McGee Chemical has made itsentry in the Port of Rotterdam. TheAmericans bought the Botlek facilities ofKemira Oy from Finland. The plant pro-

duces pigments for whitening products,such as toothpaste and wallpaint. Kerr-McGee also bought other pigment facto-ries of Kemira with a joint value of fourhundred million euro.

Interesting Response on

Maasvlakte Consultation

Some hundred parties have respondedto the consultation of the Dutch Ministryof Transport and Public Works on creat-ing a second Maasvlakte. A comprehen-sive reaction on the possibilities of pub-lic-private partnership was given by fiftyof them. The reactions are used to makea program of requirements which theproject must meet. The Dutch Cabinetwill send this program to Parliamentbefore summer. Afterwards a tenderprocedure will start. The ministry callsthe response high and interesting. Itwas given by users (23 percent), such aschemical companies and operators ofcontainer terminals, financial institutes(10 percent), construction companies (23percent), syndicates (14 percent) ofsome twenty companies and “various”(30 percent) such as engineeringbureaus, real estate developers and portauthorities. The ministry expects a limit-ed number of the syndicates to tender.More information: Ministry of Transport,Robert Wester, 31 70 351 7343. Generalinformation on Second Maasvlakte onour internet site.

More information: Minco van Heezen,press officer. Tel 10 31 252 1429

Asia/OceaniaAsia/Oceania

AQIS’s Ballast Water

Exchange Verification Process

UNDER the current AustralianBallast Water ManagementGuidelines, it is voluntary to

exchange ballast tanks in mid-oceanen-route to Australia. The AustralianGovernment has recently announcedthat it will move to implement manda-tory ballast water managementarrangements by mid-2001.

Currently ballast water managementactivities are recorded (a mandatoryrequirement since October 1, 1998) onthe AQIS Ballast Water Reporting Form(BWRF) which is submitted, together



the following numbers:

• 100 bulk carriers• 100 tankers• 100 container vessels• 100 others (this category includes

all other vessels that are capable ofcarrying ballast).

Vessels will be selected at random byAQIS’s Vessel Monitoring System (acomputerised database that is used tomanage and assess the quarantine sta-tus of all vessels arriving in Australia).The verification process will commenceon March 1, 2000. Verification checkswill be performed on vessels as part ofthe normal quarantine inspection –there will be no additional AQIScharges for vessels that are randomlyselected for verification.

The main objectives of the verificationmethod are to:

• collect information on the level ofcompliance of ships with the BWRFrequirements, in particular, therequirement for true and accuratereporting

• educate the shipping industryregarding the Australian BallastWater Guidelines and how to meetAustralia’s quarantine require-ments for ballast water manage-ment

• assist in management, decision-

making and policy development.

The verification method is not a formof regulation as at this time ballastwater exchange is not mandatory. Theexchange verification method will how-ever serve an important regulatory rolewhen Australia introduces mandatoryballast water management arrange-ments for all international shipping in2001.

The verification method (which hasbeen designed by ships’ engineers) isbased on a simple ‘audit’ of informationfrom the ships’ deck and engine roomlogbooks. Using the ship’s records ofenergy consumption and pumpingdetails an estimate can be made aboutthe amount of ballast water pumped inand out or through the tanks. This canthen be compared with the details pro-vided on the BWRF.

A verification checklist will be com-pleted by the AQIS officer conductingthe quarantine inspection of the vessel.The checklist asks questions about anumber of issues including:

• volumes of ballast water exchanged• amperage of generators• length of time spent exchanging.

After the information has been col-lected, calculations are then made todetermine the volume of ballast waterexchanged according to the logbooks. A

check for an increase in kW or Amploading on generators, or use of extragenerators at the stated time of ballastwater exchange can also be made.

When a vessel has been randomlyselected for a verification check, the fol-lowing documentation will be requiredby the AQIS officer (at the time ofinspection):

• deck logbook• engine logbook• ballast water management plan.

The vessel Master (or delegated offi-cer) will also need to be available toanswer questions in relation to the bal-last water exchange. Completion of thechecklist should take between 30 min-utes to 1 hour.

The implementation of the ballastwater exchange verification processwill be under constant review duringthe first 12-month reporting period.Relevant documentation and the verifi-cation methodology will be updated asrequired.

Further information can be obtainedfrom AQIS in Canberra by contactingthe Ballast Water ManagementProgram on (02) 6271 6637 or theSeaports Program on (02) 6272 5700 orthrough the AQIS Shipping Officer inyour region.

Helen GannonManagerSeaports Program

January 2000

Port Road Project

gets green light

T HE new port road, to be knownas the Port of Brisbane Motor-way, will become a reality with-

in three years, after the State andFederal governments gave the go-ahead on 20 November.

Minister for Transport and MainRoads Steve Breadhauer and hisFederal counterpart John Andersonsigned an agreement to begin construc-tion of the $111 million project.

“This exciting project will mean asmoother link between the GatewayMotorway and the Port of Brisbane, fur-ther improving the efficiency of doingbusiness through the port,” Port ofBrisbane corporation chief executiveofficer Graham Mulligan said.

“It is part of an overall transportstrategy for the port, which has also

Kobe visits

A delegation from the Port of Kobe visited the Port of Brisbane recentlyto discuss marine transportation with Corporation executives and tourport facilities on fisherman Islands.



Penang to be reborn

as tourism center

By Jimmy Yeow

I F San Francisco has itsFishermen’s Wharf,Sydney its Darling

Harbor and Singapore theBoat and Clarke quays asrenowned waterfronts,Penang may soon havesomething to shout aboutwith its very ownSwettenham Pier and WeldQuay.

To Penang Port execu-tive chairman AhmadIbnihajar, the SwettenhamPier and Weld Quay are itsfacilities located on theisland side of the statewhich have the potential ofbecoming a “must visit”place for anyone who is in Penang.

“Besides its core business in cargohandling, I look at Penang Port withtourism potential – the redevelopment ofSwettenham Pier and Weld Quay as aheritage waterfront area,” he said in aninterview with Business Times.

“That vision can be achieved withinthree years, if I get support from theauthorities and funds for its develop-ment,” he said.

The Penang State Government hasvoiced its support for the port to be rede-veloped.

Ahmad said as most of the port’scargo handling activities are now con-centrated at the Butterworth terminalsthere is currently little activity atSwettenham Pier and Weld Quay.

Besides some cruise ships, bartertrade boats, junks, tuna boats utilisingthe area with old godowns, there is “nolife” after dark at the Swettenham Pierand Weld Quay.

“Penang brings in some RM2 billion intourist money a year but very little of thatis generated by tourism activities at the

port, except for the ferryservices,” Ahmad said.

He pointed that it willbe a loss to Penang Portand the state, ifSwettenham Pier and theferry terminals atGeorgetown andButterworth, located atprime waterfront areasare not developed.

“Most of the touristsarrive by air, stay in thenumerous hotels and goabout visiting other partsof the island.

“There are hardly anytourism activities atSwettenham Pier andWeld Quay but we canget the tourists to come

when we redevelop it,” he said.The heritage buildings in these areas

will be maintained and turned into shipsselling local products, restaurants, hotels

Ahmad IbnihajarExecutive Chairman

Penang Port Sdn. Bhd.

included the upgrade of the standard-gauge rail line in 1996.”

“Work on the road is due to start latenext year with the least possible distur-bance to our operations.”

The motorway will provide heavycommercial vehicles with improvedaccess to the port from the GatewayMotorway, improving productivity andreducing costs for associated industry.It will also ease road congestion fornearby residents and industry with amajor upgrade of Lytton Road at

Murarrie and Hemmant.The motorway’s first stage will follow

a route to the south of Lytton Road,from a new interchange on theGateway Arterial, across BulimbaCreek, to link with Lytton Road at theLindum Road intersection.

A later stage of the project willextend the road along an alignment tothe south of Lytton Road to link withPort Drive – the feeder road to the portarea.

The Federal Government will pay up

to $44.6 million of the $111 million over-all cost of the Stage 1 of the project,with the State Government funding theremaining 60 per cent through the Portof Brisbane Corporation andDepartment of Main Roads.

Mr Mulligan said the improvementwas another step ahead for the Port ofBrisbane and the Australia TradeCoast,Australia’s only gateway offering fullyintegrated air, sea, rail and road freightinterchange facilities to connect domes-tic and overseas markets.

and others for night life activities, he said.The cost of redeveloping Swettenham

Pier and Weld Quay is estimated atRM50 million while that of the ferry ter-minal is RM1.5 million.

Part of the cost will be from the com-pany’s fund, borrowings and the restmay be a soft loan from the Government.

Ahmad said he has spoken to seniorofficials from the Prime Minister’sDepartment, Transport Ministry andCulture, Arts and Tourism MinisterDatuk Abdul Kadir Sheikh Fadzir forfunds to redevelop the Swettenham Pierand Weld Quay.

The Penang Port executive chairman’sfirst priority is to improve the loss-mak-ing ferry services provided by the port.

Describing the present ferry servicesas deplorable and “poorly manned”,Ahmad said the company plans toacquire two new catamarans and twonew vehicular ferries.

The port currently operates five vehic-ular ferries at a loss of RM4 million toRM5 million yearly.

Each new ferry costs approximatelyRM15 million while the catamaran is

An aerial view of Swettenham Pier



Launch of Tokyo News Service's Website

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

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

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

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

S & TN OnLine

Tokyo News Service, Ltd.

Year Import Export Total % Growth

199119921993199419951996199719981999

7.28 (60%)8.04 (61%)8.82 (61%)8.61 (57%)9.96 (60%)

10.83 (62%)12.44 (63%)

9.19 (56%)10.42 (56%)

4.78 (40%)5.17 (39%)5.54 (39%)6.52 (43%)6.71 (40%)6.67 (38%)7.25 (37%)7.29 (44%)8.34 (44%)

12.0613.2114.3615.1316.6717.5019.6916.4818.76

+11.1+9.5+8.7+5.4

+10.2+5.0

+12.5–16.3+13.8

PORT PERFORMANCECARGO HANDLED AT PENANG PORT

(In million freight tonnes)

Year GeneralCargo Dry Bulk Liquid Bulk Containerised Total

199119921993199419951996199719981999

2.091.991.961.932.112.112.591.671.84

2.312.462.902.602.993.203.372.242.77

2.943.143.283.313.463.524.113.874.00

4.795.636.227.298.118.679.628.70

10.15

12.0613.2214.3615.1316.6717.5019.6916.4818.76

TYPES OF CARGO HANDLED(In million freight tonnes)


199119921993199419951996199719981999

110,786138,148147,915173,868192,893209,421231,409232,151263,747

141,063165,219183,007212,314240,581245,344275,454278,156302,662

251,849303,367330,922386,182433,474454,765506,863510,307566,409

+13.2+20.5

+9.1+16.7+12.2

+5.0+11.5+0.68+11.0

CONTAINER TRAFFIC(In TEUs)

CONTAINERISED CARGO TRAFFIC(In million freight tonnes)


199119921993199419951996199719981999

1.681.982.192.502.883.293.582.763.39

3.113.654.034.795.235.386.045.946.26

4.795.636.227.298.118.679.628.709.68

+24.1+17.5+10.5+17.2+11.2

+7.0+10.9–9.56+11.3

RM5 million per vessel.“There are lots of complaints about the

current services being slow and ferrieswhich are about 20 years. The ramp at thePengkalan Sultan Abdul Halim which col-lapsed in 1998 has yet to be repaired,” hepointed out.

Many people and motorists like to usethe ferry as it connects Georgetown andButterworth. About 10,000 passengerscommute by ferry between Penang andButterworth daily.

The port wants to repair and beautifyboth the Pengkalan Raja Tun Uda(Georgetown) and Pengkalan Sultan AbdulHalim (Butterworth) terminals.

The new ferries will help reduce thewaiting time by 40 per cent for passen-gers, motorists and motorcyclists who optto commute between Georgetown andButterworth.

“These investments in the ferry serviceswill cost us money but if we can reducethe losses then it is some savings for theport.

Ahmad said Penang Port also hopes toattract more international cruises to call atSwettenham Pier after the redevelopment.

“We can get more cruise vessels to callat the port and also provide cruises aroundthe island to places such as TanjongTokong and Pulau Jerejak,” he said.

(Shipping Times /(Monday, October 25, 1999)

Year Number %Growth

GRT(mil.tons)

199119921993199419951996199719981999

5,8016,2666,0436,2196,4656.5567,0717,6257,357

+4.94+8.02–3,56+2,91+3.95+1.40+7.85+7.83–3.51

17.518.119.725.427.329.230.831.229.5

NUMBER OF VESSELSCALLING AT THE PORT

Ports Harbors - IAPH

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