Vol. 16, No.6 - IAPH

PORTS ad

HARBORSJune, 1971 Vol. 16, No.6

MONTREAL CONFERENCE JUNE 7-12 1971The Publisher: The International Association of Ports and Harbors

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to the 5 ports Moji, Kokura, Tobata, Yahata and Wakamatsu after

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in Japan handling 77 million tons cargo a year.

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until 1975 to meet the need for containerization, one of which,the New Tanoura Container Terminal, was opened for public use

at the end of May, 1971 as shown in the pjcture.

AREA

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BERTH

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Depth -12 m 40,000t

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Rail 260m Width 30m

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REEFER PLUG

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ILLUM INATION

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(J) KITAKYUSHU PORT AUTHORITY JAPAN

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PORTS HARBORSPublished monthly by

The International Association of Ports and Harbors

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

Preside1lt:

V. G. Swanson, C.B.E.ChairmanMelbourne Harbor TrustCommissioners

Executive Committee

Chairman:

V. G. Swanson, C.B.E.President. IAPHChairmanMelbourne Harbor TrustCom missioners

Members:

Dr. Chujiro HaraguchiImmediate Past President, IAPHPresident. Japan Port and HarborAssociation

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

Howe Yoon ChongGeneral ManagerPort of Singapore

G. EdneyGeneral ManagerPort of Bristol Authority

Thomas P. GuerinGeneral Manager & SecretaryThe Commission of Public DocksPortland

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

Walter J. ManningDirector, Marine WorksDepartment of TransportCanada

Louis C. PurdeyExecutive DirectorToledo-Lucas County Port Authority

Rt. Hon. Viscount Simon, C.M.G.ChairmanPort of London Authority

Gengo TsuboiManaging DirectorThe Japan Shipowners' Association

Head Office:

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

SlCretary General:

Toru Akiyama

Editor: Yoshio Hayashi

June, 1971 Vol. 16 No.6

CONTENTSPage

Forum:

Freight Handling Charges, Who Should Fix Them, and How?Auckland Harbour Board............................................. 7

Topics:

Volume Handling of Forest Products 8Bubbler System Is Key to Keeping Great-Lakes-St. Lawrence

Seaway Open to Year-Round Shipping 12Trends and Forecasts In World Transport

.......................................... by Lt. Col. C. Earle 15Canadian Engineers Awarded Project in Yemen 17IMCO As Seen by IAPH (Report No. 12) 19

Ports:

Helsingborg-The Expansive port In South Scandinavia 13Significant Growth Patterns At Port of Oakland 16Annual Report of Tampa Port Authority 20

Orbiter Probe (International News): 22-41

IAPH News 22Container Future In the Port of Bremen 36

Appendix:

Present and Future Container Facilities in Major Portsof the World (4) 45-58

Bibliography of Publications on Containerization 59-65

The Cover:

Tanoura Container Terminal, Port of Kitakyushu, Japan.

Price US$2.00 per copy airmailed

US$20.00 per year

The Port of New York Authority/Marine Terminals Department - Room 401111 Eighth Avenue, New York, New York 10011 Tele: 212-620-7412

PORTSForum on Port Problems:

HARBORS

February 18, 1971

Auckland Harbour BoardNew Zealand

Freight Handling Charges,

Who Should Fix Them, and How?

An independent national authorityto supervise the costs of loading anddischarging ships and to establishwharf handling charges is beingsought by the Auckland HarbourBoard.

The Board wants the authority tobe independent of all waterfrontactivities and to fix wharf handlingcharges which shipping companiesand stevedores would pass on tousers.

At its monthly meeting this week,the Board decided to ask the Har­bours Association to use its full in­fluence to have the whole system ofwharf handling charges reviewed.

The Board also decided to notifythe New Zealand European Ship~

ping Association that it was notprepared to comment on or approveany new wharf handling chargesuntil it received full supporting in­formation.

And it decided to ask the Har­bours Association to seek an amend­ment to the Harbours Act to per­mit harbour boards to undertakestevedoring and wharfingering op­erations or to licence companies todo so.

These decisions followed a reportfrom the Board's General Manager,Mr. R. T. Lorimer, who said thatunsatisfactory and complicatedmethods of calculating wharf han­dling charges had been allowed todevelop.

The Board had repeatedly drawnthis matter to the attention of theHarbour Association and the as­sociation executive had recentlyexpressed concern over the deterior­ation and trends of the system of

JUNE 1971

calculating charges."The various harbour boards are

now realising the serious shortcom­ings of the system and the lack ofappropriate information and de­tails, which prevent individualports from obtaining details aboutany particular aspect of their trade,"Mr. Lorimer said.

The association was seekingurgent discussions with the NewZealand European Shipping Asso­ciation with the objective of in­troducing more satisfactory methodsof computing and collecting wharfhandling charges.

Mr. Lorimer said that the pro­posed authority would avoid thepresent situation of the shippingcompanies fixing freight rates,negotiating waterfront wages andpassing on the shore costs throughthe wharf handling system.

"A remedy to control some as­pects of freight handling costs liesin our own hands-that is, toensure that rates are negotiatedand settled by an independent au­thority," Mr. Lorimer said.

A properly supervised wharfhandling charge system could thenbe evolved and the cost of shiploading and the resulting charges bemade to bear some relation to therest of New Zealand's industrialcost structure.

A member of the board, Mr. H.J. Lichtenstein, said that New Zea­land's producers, importers and ex­porters were not being givenenough consideration by the Water­front Industries Commission.

Mr. LichtensteiN. said he wasalarmed at the continued lack of

consideration for and co-operationwith producers, and the continuedrefusal of the Commission to provideproper details on the wharf handl­ing charges to all concerned.

He said there was a lack of in~

terest by farmers, by Chambersof Commerce and shippers, whoaccepted the charges and left it tothe Harbour Board to fight thebattle.

Mr. Lichtenstein said that threeyears ago the Harbours Associa­tion tried to seek an amendment tothe Harbours Act enabling harbourboards to undertake wharfingeringor to license others to do so.

He felt this matter should not beallowed to lapse, and in view of thedevelopment of containerisation,harbour boards should have thepower to license stevedores andhave everything conducted in abusinesslike manner. He thereforemoved an amendment to Mr.Lorimer's recommendations to in­clude a recommendation that theHarbours Act be amended.

Said Mr. Lichtenstein: "Thepower of harbour boards to licensestevedores would apply not only tocontainers, but also to traditionalshipping, and if this was main­tained the boards would see thatwharf handling charges were soundand businesslike."

Mr. Lorimer said there wasnothing to prevent the AucklandHarbour Board using its own pri­vate legislation to introduce thelicensing system, but it was moreappropriate, and it would carrymore weight with the Minister ofMarine, if harbour boards through­out New Zealand agreed to theamendment. .

Mr. Lorimer added that theHarbour Board was in favour, inprinciple, of such an amendment.The difficulty was in getting agree­ment from stevedores and shippingcompanies. For this reason thernatter was to be discussed by theHarbours Association at its nextmeeting.

7

An address byG.A. Dawson, P. Eng.,

Special Projects Engineer

Volume Handliltg of

Forest Products

Swan Wooster Engineering Co., Ltd.Consulting Engineers1525 Robson StreetVancouver 5, B.C.

Saint John Port DayNew Brunswick

11onday, February 15, 1971

Introduction

I t is a special pleasure to speak toyou this morning as we, on the WestCoast, feel we have common inter­ests and activities connected withthe sea.

My subject today is volumehandling of Forest Products.

In order to cover such a broadsubject in the time allowed, I shalltry to describe in words, and pic­torially, specific transport applica­tions. When speaking of volumehandling, these applications are butpart of the total product distribu­tion, and we find more and moreemphasis by industry on thoroughinvestigation of their total situationbefore commitments are made forsignificant change. For the purposesof this talk, Forest Products can beconsidered to include packagedlumber, plywood, baled pulp, news­print and kraft papers.

Generally, we will mention tradi­tional or historical systems by wayof background and then proceed todescribe the transportation, termi­nal and equipment requirements forcertain systems. Where possible we"",ill indicate the order of produc­tivity which may be attained withvarious systems. We will presentexamples of systems and equip­ment recently put into service orunder study, along with .selectedphotographs or slides.

We hope to throw some light onwhat is needed to handle largevolumes of wood products and

8

pulp and paper in terms of physicalfacilities, transportation modes andequipment and to answer thequestion "Why do it that way?"

PACKAGED LUMBERHistory

In the last decade the lumber pro­duced on the West Coast has ad­vanced from shipments in the looseform to almost 100% packaged(mainly wire strapped) containinga common specie and size of lumber.

Over the same period the largestship handling forest products hasincreased from 15,000 deadweighttons to 45,000 deadweight. This lastvessel carries a lumber load of over22 million FBM. Some shipping ex­perts are predicting that by themid '70's, ships of 50,000 DWT willbe commonplace in this trade.

Of particular significance is thechange in the type of vessel from'tween deck to the current openhatch bulk carrier. This has allowedgreatly improved cargo stowageand handling efficiency.

In the past few years, there hasbeen a tremendous activity in thedevelopment and installation ofnew cargo handling gear and at­tachments for open hatch bulk car­riers. A major part of this activityhas\ resulted from the cooperationof forest products companies onthe West Coast and manufacturersand shipping people in NorthernEurope. As a result, we now seevessels equipped with the followingincreasing capacity gear:

3 to 5 tons-winch and derricks5 to 8 tons-revolving cranes8 tons-velIe gear15 to 25 tons-gantry cranes

We will show examples of vesselsequipped with some of the abovetypes of handling equipment.

Traditionally, lumber for watershipment has moved from the largermills directly to the ship at the milldock. From the smaller mills, itwas placed aboard open scows bycrane and moved alongside the ves­sel at a berth usually some distancefrom the source of production.Here it was loaded by ship's gear.

In recent years, with ship loadsizes increasing, the number ofloading berths required to fullysupply the ship has been up to sixor more. Loading at a number ofports reduces the overall economypossible for the movements. Latter­ly, with the improved loading pro­ductivity, increased draft require­ments and higher daily ship costs, ithas become imperative to turn theships faster and to have more of theproducts available at a minimumnumber of loading points in orderto remain competitive in overseasmarkets.

The recently announced Sea­board Dock Assembly System ter­minal at Vancouver is a currentexample of a major new consolidat­ed wood products facility predictedto maintain competitiveness.. Wewill show a perspective of this ter­minal.

In the past few years we haveseen lumber scow sizes increasefrom those handling a few hundredthousand feet to a substantial num­ber of ~ and 1 million foot scows.The maximum size now operatingcarry from 3 to 4 million FBM, andwe hear consideration is being givento scows capable of lumber loads upto 15 million FBM for offshoremovements.

Concurrently with the increasein scow load size, there has been achange in the loading and discharg­ing technique. A number of pro­ducers find it economical to loadlumber scows over floating rampsusing large lift trucks. Others loadand discharge scows by passing theload from the dock to the scow withfork trucks and vice versa.

Equipment for handling lumberin B.C. terminal operations has

PORTS and HARBORS

changed along with the changefrom loose lumber handling to highlevels of packaged lumber.

Not many years ago, the twopackage straddle carrier was con­sidered most efficient when compar­ed with the solid tired lift truck ofthe day. The carrier could movelumber over rough yard areas athigh speeds with good reliabilitywhile the lift truck with its solidtires and slower speed with the looselumber loads of the day was notcompetitive.

Today's lift trucks, used in pack­aged lumber yard operations, aremounted on pneumatic tires, cantravel at high speeds and, most im­portant, are of higher capacity thancarriers generally available. In ad­dition, a lift truck operation re­quires fewer transfers of the loadinto high piled storage. Such stor­age minimizes the land require­ments and fewer transfers reducelabour cost. These factors led tothe increased popularity of lifttruck systems in recent years.

Aside from water shipment oflumber products, there is a substan­tial rail movement from B.C. In­terior mills.. Here again, volumehandling techniques and new rail­way equipment have improved theeconomy of distribution systems.Where lumber was loaded mainlyon open staked flat cars and stickby stick into box cars only a fewyears ago, we now see specializedcars such as the bulkhead flat andwide door box cars used most in­tensively. Railway cars of 80 tonsload capacity are in demand. Lum­ber cars of 100 ton capacity havebeen tested across North Americaunder operating conditions over thepast two years, and it seems prob­able that unit trains employing suchequipment may become a reality.

Wood products trucks now incommon use are the 40 foot semi­trailer and a tractor-trailer combi­nation composed of an 18 foot trac­tor flat deck and a 20 foot trailerflat deck.

Of course, along with the techni­cal advances in transport, terminalsand handling systems, uniformity ingrading practices and inventorycontrol are important. Lumbercoding and computer assisted con­trol systems are being increasinglyapplied.

JUNE 1971

TRANSPORTATION, TERMI-NALS Al~D EQUIPMENT

As you can see from the historyof developments in volume handlingof lumber, there are continuingchanges. This is inevitable, and weare sure that the vigor shown infinding new and better ways ofkeeping Canadian products com­petitive in world markets will con­tinue. Indeed, it will have to con­tinue to remain competitive asother nations are actively seekingand instituting integrated forest pro­duct distribution systems of ahighly efficient nature. We willhave more to say about completelyintegrated distribution systems.

Up to this point, we have given arough sketch of some of the factorsinvolved in the development of mod­ern volume transportation systemsand handling of lumber.

Perhaps an illustration of whatmight comprise a modern exportlumber terminal development wouldbe helpful. Let us assume that anannual volume of 200 million FBMof packaged lumber is availablefrom the supplying area, and thatyear round input transport may beby road and rail and export trans­port may be by deepsea vessel.

The physical facilities could in­clude: a level sea front site, fencedand paved sufficient for about10% of the annual throughput orabout 14 acres; a single berth dockinitially capable of handling vesselsof 600 feet or more in length and35 to 40 feet loaded draft; a railwaysiding for 10 cars and truck accessto the site; longshoremen's facilities,office and gatehouse and equipmentservice and protection and main­tenance facilities complete the mainrequirements.

Let us assume the use of fork lifttrucks. If lumber input were splitevenly between rail and truck, threelarge lift trucks (of 25,000 Ibs.capacity) should handle the inputvolume.

For modern bulk ship lumberloading it is desirable to preassemblethe cargo preferably within 300 to400 feet from the dock apron. Suchships generally sling two to four2' X 4' packages per lift and canreadily be supplied by fork lifts fromlumber stocks which have beenpiled up to 8 packages high. Largecapacity fork lifts can normally

supply two cargo gear.Specialized ships with gantry

cranes usually prefer lifting a ship­board unit of two packages wide by4 packages high comprising about10,000 FBM or about 14.5 tons ataverage density. In order to keepup with the ship cranes, these unitsmust all be pre-assembled one highwith virtually 100% accessibility.Terminal storage density for thistype of operation is thereby reducedand apron distances increased sothat consideration should be givento other horizontal terminal trans­port systems such as large straddlecarriers or high capacity tractor­trailers.

Berth capaCItIes ranging over150 million FBM (about 300,000tons) per year are now designed andunder ideal, fully integrated sys­tems, volumes of up to 250 millionFBM or 500,000 tons per year areexpected.

The foregoing is a very generaltreatment and does not include themany other important considera­tions. For instance, variations indeepsea terminal storage capacitycan range roughly as follows:

for a 1 (+) billion FBM annualthroughput-7%

for a 400 million FBM annualthroughput-5 %

for a 100 million FBM annualthroughput-1 0%

The range of package lumberloading productivities with differenttypes of vessels and gear are signifi­cant. Order of magnitude figuresare:Bulk-Bridge Crane Gear

-30 to 100,000 FBMjgang hourBulk-Crane Gear

30,000 FBMjgang hourBulk-VelIe Gear

26,000 FBMjgang hourBulk-Winch & Derrick

23,000 FBMjgang hour'Tween Deck-Winch & Derrick

18,000 FBMjgang hourDeep Sea Barge

-over 100,000 FBMjgang hourWhen we compare the above

productivities with those attainedin loading loose lumber at about13,000 FBlYf per gang hour, we canreadily see why the industry hasbeen so active in seeking improve­ment.

We will now show a few selectedpictures of the kinds of vessels,

9

developments and equipment usedin the transportation and volumehandling of wood products.

PULP AND PAPERHistory

The transport and handling ofpulp and paper has been improvedover the past decade at a pace simi­lar to wood products.

Single rolls and bales used to behandled with rope slings and handtrucks for the movement into posi­tion in the holds of ships.

The ships used were mainlyliners with 'tween decks, and, insome cases, more specialized pulpand paper ships capable of carryingloads of 2,000 to 5,000 short tons.These latter ships were equippedwith winch and derrick gear andtypically used the two roll Jensen(web) sling for loading. On thedock the products were handled inunits of about 4,000 lbs., either pal­letized in the case of pulp, or in tworoll units of newsprint or one rollof kraft paper handled by fork andclamp trucks.

Newsprint and kraft papers aresensitive to damage and there hasbeen a continuing emphasis on thesearch for handling techniqueswhich would significantly reducedamage and allow multiple unithandling to maximize economies ofscale. Early in the 1960's paperrolls were successfully handled intorail cars using a lift truck equippedwith a vacuum attachment. Weunderstand this was at I.P.'s Arkan­sas mill in 1963. Late in the sameyear Bowaters in New York usedvacuum trucks for newsprint move­ment from the ship to warehouse.By this time, West Coast industry,namely Crown Zellerbach and Mac­Millan Bloedel, were activelyengaged in development programsdealing with vacuum handling.These activities were directedmainly to multiple roll handling forthe transfer from dock to ship andvice versa. Previous to the WestCoast trials on vacuum handling,Crown Zellerbach Corp. of SanFrancisco had developed a multipleroll mechanical head clamp systemfor their new specialized open hatchbridge crane ships, the M. S.Rondeggan and Besseggen. We un­derstand this system has proven tobe a highly efficient transportmethod. For reasons of the depend-

10

ability of damage reduction and thesignificant improvement in stowageto be gained by vacuum handlingan extensive investigation and fieldprogram of vacuum handling hasbeen carried out in cooperationwith the Hyster Company of Port­land, Oregon. In the meantime,the Norwegian firm of M unck pro­ceeded independently to develop,test and market an extensive rangeof cargo handling attachments formultiple unit handling of all forestproducts integrated with dry bulkhandling equipment. I'm sure youare all aware of the application ofthe above types of equipment tocurrent dry bulk vessels.

Ships' bridge crane attachmentsfor forest products handling nowgenerally available have the follow­ing capacities:Newsprint and paper rolls

-4 to 12 full size rolls, 16 tonsPulp

-up to 64-500 lb. bales, 16 tonsLumber

-up to 20 tonsWe shall see some examples of the

vessels and equipment in the pic­tures following..

So far we have been perhaps"tooting our horn" a little toomuch about Canadian and WestCoast volume handling of forestproducts. The reason for this com­ment is that the most modern op­erating example of a truly integrat­ed modern forest products develop­ment is that of the Swedish com­pany, Svenska Cellulosa AB ,( SCA) .I would like to tell you briefly aboutthis development through quotingportions of a recent technical paperby Naval Architect, R. N. Herbert.

In 1965, after more than threeyears of study, SCA embarked onthe creation of a rationalized dis­tribution system to handle some800,000 tons of products destinedfor central Europe and the U.K.Previously their products were load­ed at more than 25 ports and dis­charged at 150 European ports. In­dividual shipments averaged 200tons each and were conventionallyrouted and sold under traditionalarrangements tending to inhibit ef­ficient treatment as a whole.

The new system embodies the fol­lowing principles:.X- A centralized distribution organi­

zation inserted between produc-

tion and sales with consequentrealignment of internal profit cen­tres.

7.~ A concentration of the ports ofloading and discharge; the newterminals to be wholly underSCA's control, and functioningboth as transit and distributioncenters.

.* A specialized transport system in­cluding new ships, terminals,shore side handling equipment,inland truck, rail and barge sub­systems, and commodity ship­ment units all integral with eachother and entirely under SCA'scontrol.

Detailed simulations of inventoryand shipment control were carriedout using scale models of the termi­nals, ships' holds and cargo ship­ment units. From this emerged aunique system, computer-assisted,for identifying and controlling eachitem passing through the chainfrom mill to customer. In contrastwith conventional cargo loading,for instance, each shipload is pre­planned commencing 10 days beforearrival, including trim and stabilitycalculations, and each cargo unit isthen delivered to the apron andloaded aboard in pre-assignednumerical sequence.

Mr. Herbert concludes with thefollowing pertinent statements. Itshould be clear that individualsavings and efficiency gains withinthis system are achieved as a pro­duct of the whole, including es­pecially the progressive efforts ofthose who make it function. Adop­tion of any single feature into othermarine transportation systems with­out understanding or implementingthis interrelationship would notnecessarily guarantee improvement.I t is the whole system which mustbe considered; its components workbest when planned together withflexibility but without compromiseon fundamentals.

We will show a few pictures ofthe system.

We touched earlier on the pro­gress made in recent years on devel­opments in ships' cargo handlinggear for vacuum handling of news­print and other roll paper products.We would like to tell you of whatnow might be called "first genera­tion" finished forest products deep­sea barging employing vacuum lift

PORTS and HARBORS

truck stowage of cargo. In 1963 thelast of a group of studies on deepsea newsprint distribution werecompleted by MacMillan Bloedel.These comprised the possibilities forbulk ship and specialized bulk shipsystems, and, lastly, a deep sea tugand barge system. The tug andbarge system appeared to providethe best answers. The system em­ploys barges of 7,200 tons newsprintcapacity towed by a tug of 3,500HP. Some of the factors which in­fluenced a favorable decision forbarging newsprint some 1,200 milesto California were as follows:

1. The successful long distancebarge operations between theU.S. West Coast, Hawaii andBritish Columbia.

2. The cargo carrying capacity ofan unmanned barge is muchgreater than that of the samesize ship, resulting in lower to­tal capital costs.

3. Under certain circumstances,barges may be used at loading ordischarge ends as warehouses toreduce the number of producthandlings and at times to relieveshore warehousing during pe­riods of high inventories.

4.. A covered barge with no interiorhouse supports lends itself todevelopment of the lowest costcargo handling system with thepotential for less damage.

5.. Less labour intensive handlingsystems with greater man hourproductivity and more accuratecost predictability are possible.

6. Lower port charges and lowerdaily vessel costs are obtainedwith an unmanned barge.

7. Greater scheduling flexibilityand adaptability to more berthpositions are benefits.

8. Very wide flexibility in regardto maximum and minimum rateof loading or discharging maybe used to advantage.

9. Of course, the total economicsof the system appeared betterthan ships.

In spite of these favorable factorsthere were some important con­siderations which were matters ofconjecture until actual experiencewas gained. These were: service re­liability, towing performance, loadstability and newsprint damage.

All of these factors have provento be superior to the estimated per-

JUNE 1971

formance and we understand thatthe owners are pleased with the re­sults of the system which went intooperation in 1966.

Interest in this method of distri­bution is receiving increased atten­tion and, as you may know, thePort of Saint John is about to wit­ness the start of a similar operationfrom the MacMillan-Rothesay planthere.

We will show some slides of theoriginal deepsea newsprint opera­tion.

We see reports today of deepseabarge designs, mainly for liquid bulkcargoes, under consideration forbarges varying from 16,000 dwt to50,000 dwt, and tug powers whichvary from some 4,000 to 7,000 HPand higher.. Service speeds of 14knots for some large units are beingguaranteed.

A recent report published by theU.S. Maritime Administration sug­gests that barge-train systems forgeneral cargo, bulk and containersare worthy of consideration.

It seems likely that examinationof current barge distribution sys­tems for possible application in theMaritime Provinces could lead toeconomic benefits.

TRANSPORTATION, TER~fI·

NALS AND EQUIPMENT

We believe the ingredients of amodern pulp and paper system tohandle volume movements shouldbe based on treatment of the systemusing the total distribution concept.This may involve a thorough ex­amination of the physical character­istics of the finished products, withparticular attention given to thedevelopment and integration of ship­ment units with the transportmodes, having regard for marketingfactors. The terminals, their asso­ciated equipment and vessels andtheir equipment should result fromthe basic product and marketingcriteria.

Terminal input systems for pulpand paper by rail where possibleshould employ such equipment ascars of the wide door classificationto allow full advantage to be takenof the capability of the loading anddischarging equipment.

Where trucking is necessary, con­sideration of the use of coveredequipment capable of side dischargemay prove advantageous. If condi-

tions allow terminal input or outputby covered barge, the roll-on 1'011­

off system may have outstandingmerit.

A recent installation of the so­called "walking beam" conveyorsystem at Copenhagen is under­stood to be operating efficiently inthe discharge of small specializednewsprint ships.

A "walking beam" is composedof two static side members, orbeams, spaced to accept the pro­duct load. Between the side mem­bers is a movable beam which oscil­lates upward and forward liftingthe load about one inch and carry­ing it forward the distance of thestroke, about six feet. We will showa picture of those at Copenhagen.

The temporary in-transit storageof pulp and newsprint can beprovided at the terminal III ware­houses using lift truck handlingsystems at overall area require­ments of from 8 to 10 sq. ft. pershort ton for medium throughputs.More sophisticated, and capitalintensive, high stacking crane sys­tems for large volume regularmovements could be expected toapproach 6 sq. ft. per short ton inarea requirements.

It is interesting to note the com­parative productivities of variouscargo handling systems. Order ofmagnitude figures are as follows:

NewsprintNewsprint loading into vesselsoperating 10 years ago averagedsomething less than 4 tons/manhour, using a 12 man gang.Newsprint loading into bridgecrane ships in recent years hasaveraged about 14 tons/manhour, using a 6 man gang.Newsprint d1scharging by thewalking beam system initiallywas operating at about 24 tons/man hour, using a 2 man gang.Newsprint loading directly intodeep sea barges is highly depend­ent on the product size handledbut has generally been of a higherorder than any of the above sys­tems, peaking to over 60 tons permachine hour, using two or threemachines in a four man gang.

Pulp and KraftThe range of ship loading produc­tivities in long tons per ganghour for different types of vessels

(Continued on Next Page Bottom)

11

Seaway Port Authority of Duluth

Bubbler System Is [(ey to

I{eeping Great-Lakes-St.

Lawrence Seaway Open to

Year-Round Shipping

The U.S. Coast Guard cutter Woodrush concludes a late-winter de­icing project in the Duluth-Superior Harbor by breaking up ice in amain shipping channel where a bubbler system had been in operation.

through the pipe and the air bubblesworked as agents to transfer warmerwater from the bottom up to colder-or frozen-water at the surface.

Engineers said the bubbling phaseof the test produced up to 30 feetof open water along two parallellines in the project area and drama­tically deteriorated surrounding ice.The two-week project concludedMarch 25 with icebreaking oper­ations by the U.S. Coast Guardcutter Woodrush.

George S. Lykowski, PlanningDivision, Corps of Engineers NorthCentral Division, Chicago, said theproject "proves that major GreatLakes ports can be kept open tonavigation throughout wintermonths."

On a broader basis, Lykowskisaid, the bubbler tests constitute a

try, is one in a rapidly unfoldingseries of events which in recent yearshas stretched commercial shippingon the lakes from 8Y2 to 10 months.

The Duluth project involvedplacement of perforated pipe nearthe bottom of a main shippingchannel. Compressed air was forced

and gear are approximately asfollows:

Pulp KraftBulk-bridge crane gear

140 110Bulk-crane velIe gear

34 30Bulk-winch and derrick

33 27'Tween deck-winch and derrick

25 20We will now see some pictorial

examples of the things we havebeen describing.

In answer to the question "Whydo it that way?" posed at the be­ginning of this talk, I believe wemust relate the needs and progres­sive development of the forestproducts industry to the competi­tion to be faced in the markets ofthe world.

We have attempted to show whatothers are doing. We must takenote of advances elsewhere, but Ifirmly believe that we can togetherdevelop economic systems and pro­cedures to suit the customers andimprove the competitive position ofthe industry.

Duluth, Minn., March 31:­Marine engineers who coordinateda late-winter de-icing project in thePort of Duluth-Superior agree thata bubbler system can keep most har­bors in the Great Lakes-St. Law­rence Seaway system open to year­round shipping-and can do it eco­nomically.

This analysis follows completionof a pilot project in March by theU.S. Army Corps of Engineers whichinvolved installation and tests of abubbler system and icebreakingmaneuvers.

The $50,000 experiment, a sub­ject of considerable interest through­out the Great Lakes marine indus-

12 PORTS and HARBORS

Port of Helsingborg

Helsingborg­

The Expansive Port

In South Scandinavia

"long step in satisfying ourselvesthat year-round shipping is econom-­ically possible." He said the bubblerproject complements numerous dem­onstration projects to be conductedduring the next three years aimedat extending the navigation season.

Lykowski pointed out, however,that numerous other problems mustbe overcome before year-round ship­ping becomes a reality, particularlyin keeping open the connecting riversand locks within the Great Lakes­Seaway system. These are areas, heasserted, where problems will not beentirely solved through use of bub­bler devices.

"We have just demonstrated thatwe can keep our harbors open,"Lykowski stated. "Now it's time totake the next step."

The next steps will involve athree-year $90 million study-and­demonstration program by the Corpsof Engineers starting this year. Theseprogram expenditures were author­ized by Congress last year whenlegislation sponsored by U.S. Rep.John A. Blatnik ,(D-Minn.) was in­corporated in the Omibus, Riversand Harbors Act of 1970.

The bubbler, operational for 15days prior to the concluding ice­breaking maneuvers, produced someresults which engineers said exceed­ed all expectations.

Kevin L. Carey, of the .ColdRegion Research & EngineeringLaboratories, Hanover, N.H., andCourtland Mueller, Chief of Oper­ations for the Corps' Lake SuperiorArea, who monitored test data 'daily,said the bubbler system melted ap­proximately 400,000 tons of ice.They said ice thickness in the pro­ject area was reduced from 24 to12 inches and offered virtually noresistance to the cutter Woodrush,which was halted several times be­fore reaching the test region.

These figures are especially sig­nificant, Carey and Mueller said,when considering that the test wasconducted in relatively cold andshallow water. The project area wasin a channel 27 feet deep and inwater where the warmest tempera­ture recorded was only 33.1 degreesfahrenheit.

Based on the test data, engineersestimate that bubbler systems can beused in Great Lakes harbors andconnecting waterways at a cost of

JUNE 1971

The Port of Helsingborg set upnew records in traffic during 1970.An over all rise of no less than 20%reflects the undisputed standing asthe predominant port in SouthScandinavia. The total traffic vol­ume is now 6.4 million tons annual­ly, which means a rise of 1 milliontons in a year.

There are many reasons for therapid increase, and one of the rea­sons for that the Port of Helsingborghas reached her predominating posi­tion is the geographical location ofthe city. This is easily understoodwhen you study a map of SouthScandinavia. The European high­ways of E4 and E6 are practicallydirectly connected with the port.This simplifies greatly the dispatchof goods to the final destinations,and shipments to Stockholm for in­stance are easily made overnight byroad. The port is also directly con­nected with the Swedish State Rail­ways' system, and a lot of importedgoods is transported by rail from theport to the interior of Sweden.

Another reason that makes Hel­singborg an attractive port is that

less than $5,000 per mile-a figurethey say includes all materials andinstallation costs.

John D. Officer, project engineerfor the St. Lawrence Seaway Devel­opment Corp., indicated the Duluthproject may be directly applicableto casing ice conditions in the Sea­way.

After observing the icebreakingmaneuvers of the Woodrush inDuluth, Office said installation of abubbler system both above and be­low locks in the Lake Ontario-Mon­treal section of the Seaway couldmake icebreaking operations there"considerably easier."

Thomas F. Schweigert, federalcochairman of the Upper GreatLakes Regional Commission, said

it is free from ice all the year around,which means regularity to the traffic.

The fact that it is very easy tomake a call to the port contributesgreatly to further the traffic-ittakes only minutes from the sailingroute in the Sound until berthing atone of the docks.The Skane Tennmal- ExpansiveContainer Harbour of Helsingborg

The Port of Helsingborg was thefirst of all ports in South Scandi­navia to operate a complete contain­er terminal equipped with all neces­sary facilities. The Skane Terminalhas rapidly developed a considerabletraffic since it was inaugurated inAugust 1969. The new extension ofthe docks at the terminal has justbeen put into operations, and thusthe container harbour offers 500metres of quays over which the largecontainer crane with 45 tons' capaci­ty is working. The container craneoperates over 3 rails and 2 files forlorries. Furthermore there are 2 roll­on/ roll-off ramps, ware-houses, han­dling equipment and 100.000 sq.m.of marshalling yard. The SkaneTerminal is already the largest con-

the Duluth de-icing test is a devel­opment of significance throughoutthe Great Lakes region.

"It is important," Schweigertstated, "because the future eco­nomic expansion of the Great Lakesarea, to a great degree, dependsupon the amount of freight thatmoves through the Seaway. Fromthe results of the bubbling tests, weare very optimistic about a sub­stantial lengthening of the shippingseason for Duluth-Superior."

The bubbler project, initiated bythe Seaway Port Authority ofDuluth, was financed by the UpperGreat Lakes Regional Commission,U.S. Maritime Administration,Corps of Engineers and St. Law­rence Seaway Development Corp.

13

The Skane Terminal of Helsingborg is the largest container harbour of Scandinavia,next only to Gothenburg.

tainer port in Scandinavia next onlyto Gothenburg.

The automobile import to Hel­singborg is concentrated to the ter­minal and the automobiles are dis­charged by the roll-off method. Thisservice is supervised by personnelspecially educated for the purpose.

The water depth in the containerharbour is 11.5 metres, thus suitablefor ocean vessels. The Skane Ter­minal enjoys regular traffic all daysof the week except Sundays to a rowof destinations including Felixstowe,Immingham, Middlesborough, Rot­terdam, Bremerhaven, Oslo, Copen­hagen and Gothenburg. There isalso a rapid and regular containerservice to USA via Bremerhaven.

Helsingborg is the Largest Ro-RoPort of Scandinavia

The roll-on/ roll-off traffic is im­pressing with an average annualcargo volume of 3.3 million tons.The Port of Helsingborg has in serv-

14

ice no less than 8 ramps for theroll-on/ roll-off traffic, the main partof which is concentrated to thenorth harbour. Almost 1 million ofmotor vehicles and 205.000 railwaywaggons were shipped via Helsing­borg during 1970. There were 13.8million of passengers passing throughHelsingborg to and from Denmarkand Germany last year. This is byfar much more than had all otherSouth Swedish ports together during1970. The total figure for the otherports including Malmo, Landskrona,Trelleborg and Ystad amounts to12.1 million passengers.

New Handling System Successful

The cargo handling at the Portof Helsingborg including the SkaneTerminal is managed by the Helsing­borg Hamngods AB, also runningthe stevedoring organization. Thisis the name of the terminal company,which has established close co-oper-

ation with the port and customsauthorities. The terminal companythus has the complete control overall cargo passing through the port,and takes full responsibility for itas well. The system has simplifiedthe handling including documenta­tion. The saving of time andmoney by this agreement isobvious. The Port of Helsingborghas established herself as the portin Sweden that produces a very highloading and discharging rate, whichresults in extremely competitive har­bour and handling dues. The highcargo handling productivity pergang is well known by ship-owners.

6 Million Cu.Ft. of Cold and ReeferStorage

Spacious cold and reefer storageon the quays in the Ocean Harbourof Helsingborg minimizes transportsand decreases the number of reload-

(Continued on Next Page Bottom)

PORTS and HARBORS

Trends and Forecasts

In World Transportby Lt. Col. C. Earle

Secretary General

International Cargo Handling Coordination Association(From Cargo Handling Quarterly, Melbourne, December 1970)

"Trends and Forecasts of Devel­opment in World Transport", thepaper prepared and delivered byCol. Earle, was one of the most com­prehensive and explicit presentationsever delivered to an Australiantransportation audience. Comprising42 foolscap pages and 13 pages ofreference data, it was complement­ed with two extensive reports by theEconomic Commission for EuropeCommittee on the Development ofTrade and The Economic Commis­sion for Europe Inland Transport.

"The steep rise in the cost oflabour and the rise in the cost ofcapital equipment have now, them­selves, given birth to the technolog­ical revolution," Col. Earle said."The problem before the interna-

ings. The total volume of cold andreefer storage at Helsingborg is noless than 6 million cu.ft. includingthe main factories of Frigoscandiain the city of Helsingborg.

Animal Quarantine

Another fine service that Helsing­borg offers known far away from theborders of Sweden is the animalquarantine ranking as one of themost modern of its type in Europe.The quarantine is equipped withsuperior technical facilities, and theanimals are taken good care of byexperts and veterinarians.Future Prospects

Although the Port of Helsingborgalready has advanced equipment,cranes, ware-houses and spaciousmarshalling yards with capacitiesand qualities exceeding the presentneeds the port is continuously look­ing out for new projects. Plans arealready under way to increase thecontainer terminal and funds havebeen reserved for another containercrane and further handling equip­ment.

JUNE 1971

tional transportation industry is noless than a part of the world-wideneed to turn both these changes tothe benefit of mankind."

The reasons for the changes areeconomic, the speaker said. Per­haps the least recognised cause ofchange is the growth of world trade.With a regular growth rate of sixper cent compound yearly, any linkin a transport chain, which wasworking to capacity, would eitherhave to increase its capacity at asimilar rate or be the cause of con­gestion.

The global increase in trade wasin some measure accounted for bynew trades between countries whohave not previously traded together.This heralds the development ofpurchasing power, Col. Earle said.

Dealing with mechanisation, Col.Earle said it was found cheaper inhigh cost enterpr1ses to mechanisehandling of goods at every stage.This meant the assembly of thelargest practicable unit loads asearly as possible and for as long aspossible during transportation. Thisin turn meant that the system be­comes more capital intensive.

Dependence on high utilisationof mechanical equipment calledfor concentration of cargo at theright time at the right place withall that implies.

For transport operators, the ter­minal becomes the unavoidablehigh cost focus in his operationround which he tends to adjustmovement schedules in order to cutdown turnround time.

Both transport users and trans­port providers therefore seek tosafeguard their interests.

"The transport user is properlyconcerned with the total deliveredtransport cosi:s of his goods, in eachcase involving a journey in a single

direction. The transport provider isconcerned with the round trip orround voyage economics of thevehicles service he provides. Usersand providers of transport whohave a mutual understanding ofeach other's special interest willcontinue to succeed.

Concerning the matter of volumein cargo~s, Col. Earle dealt with theseveral changes which have occurredin container sizes and discussedstowage factors in ships carryingthem.

"The trend to greater volume isvisible in wide hatches and rectan­gular holds in conventional new­buildings as well as in container andpallet load ships," he said.

On physical distribution: Col.Earle said that because of largeowners of cargo viewing transporta­tion costs as strangling their busi­ness they have applied the manage­ment technique known variously asphysical distribution, total transpor­tation or business logistics systems.This required major planning anddetailed scheduling of inward move­ment of raw materials and theirstorage and manufacture as well ass1"orage of manufactures and theiroutward shipment.

"The co-ordinated result affectsstock levels, inventory, investmentand provides an integrated system.The function is also geared to salesand marketing departments andnew packs will not be introducedwithout thoroughly checking thattheir dimensions are modular toP" llets, storage space or containersl's-~d in the overall transport system.

"But what of the little man orindeed their own smaller customers?Col. Earle asked. Are they to beignored or crushed in this greaterprocess?

"Ignored they would not be solong as they are seen to have acommercial value. Crushed theyneed not be, so long as they canhave a commercial value. Crushedthey need not be, so· long as theycan show their commercial value,"he said.

In his remarks concerning thestructure of commerce, air freight,management control and documen­tation, ICHCA's Secretary-Generaldealt at length with the problem ofdocumentation and the receipt of

(Continued on Next Page Bottom)

15

Significant Growth Patterns

At Port of Oakland

Growth, both in terms of facil­ities and their usage, was the majordevelopment at the Port of Oaklandduring 1970.

The Port, which includes marineterminals facilities, Oakland Inter­national Airport, Port of OaklandIndustrial Park and Jack LondonSquare, experienced significantgrowth patterns in each of thoseareas.

Marine Terminals

Although final statistics are notyet available, preliminary figures

documents as a key to early clear­ances of import cargoes by con­signees. The arrangements whichhave been achieved between theAustralian and New Zealand gov­ernments and shipowners respectingdocumentation and customs clear­ance of goods shipped across theTasman could well be an examplefor shippers in other trades toexamme.

In this limited space it is not pos­sible to report fully on all thevarious important aspects of trans­portation which Col. Earle dis­cussed. However, before concludinghis remarks, he examined oper­ational changes and the work of theshipping conferences, the contribu­tion to better transport economicsby the barge systems of carryingunitised (which includes container­isation) cargoes and the port inter­face.

In connection with shipping, con­ferences, Col. Earle's conclusionwas that change will come upon theconferences, in part unavoidably,and in part because of the need forshipowners to display their work inthe market place.

"The conferences, world-wide,have done and continue to do aworthy public service and there wasa need for greater understandingbetween the transport users andtransport providers, of the singleiourney and round voyage econ­omics upon which the other depends," he said.

16

indicate that a record 5,588,013tons of cargo passed over Port ofOakland wharves during the yearjust concluded. The figure sur­passes 1969's record cargo total by319,216 tons.

Of the 1970 figure, some 3,677,­671 tons of freight were contain­erized, compared with 3,001,172container tons the previous year.

The overall 1970 tonnage markfurther establishes Oakland's posi­tion as Northern California's larg­est port, now by a margin of about1.7 million tons annually.

Port Executive Director Ben E.Nutter attributed the markedshipping increase to a full year ofcontainer service by Johnson Lineand Seatrain Line as well as theestablishment of United StatesLines container service at Oakland.

U.S. Lines in late Septembermade Oakland the West Coast baseof operations for the company's new15,000 mile "sea bridge" servicethat links Europe, the UnitedStates and the Far East in one con­tainer operation. Tonnage generat­ed by the weekly U.S. Lines servicewas a maior factor in the Port'ssolid fourth quarter cargo figures.

Accompanying the 1970 Oaklandshipping boom was an expansion ofport facilities, highlighted by con­tinued development of the SeventhStreet Terminal

Construction actiVIties nearedcompletion on the three-berth, 35­acre Public Container Terminalportion of Seventh Street. A con­tainer crane was added there withanother crane assembled at the sitefor February, 1971, installation.The latter structure will be Oak­land's tenth container crane, morethan any other port in the worldexcept New York.

Five berths are now in service atSeventh Street, two are under con­struction and one is planned for thefuture. The 140-acre $35 millionshipping complex is scheduled forcompletion in May.

A recent Port-conducted study

revealed that as of December,development of Seventh Street Ter­minal had generated 1,000 perma­nent jobs for area residents.

Included in the new positions arejobs for longshoremen, truckdrivers, equipment operators,clerical personnel and others.

The survey indicated that 2,000additional shipping-related positionswere indirectly attributable to ter­minal development.

About 35 percent of the jobs arebeing filled by members of minoritygroups. It is expected that the ter­minal will provide additional em­ployment for area residents whendevelopment it completed.

Three steamship companies dur­ing 1970 announced their intentionsof basing operations at SeventhStreet during the coming year.

Pacific Australia Direct an­nounced plans to begin a new roll­on, roll-off operation in April whiletwo European carriers, East AsiaticLine and Blue Star Line (Scanstar),completed plans to begin WestCoast-to-Europe container servicein June.

In still another major shippingdevelopment, the Port reached anagreement in December withSeatrain Lines to purchase thatcompany's 33-acre container ter­minal for $20 million and lease itback to the steamship firm. Underterms of the lease Seatrain will paythe port an estimated $1.5 millionannually.

A preferential assignment agree­ment gives the company primaryuse of the terminal's two berthsand two container cranes, but allowseither the Port or Seatrain to assignthe marine terminal area on a sec­ondary basis to another steamshipline. A portion of the site will beoccupied exclusively by Seatrainfor administration offices and acontainer freight station.

To make the acquisition thePort will issue certir.cates of in­debtedness in the full amount ofthe purchase.

The Port earlier in the year be­gan development of a 52-acre parcelof land adjacent to the Seatrain site.When completed, the wharf therewill be contiguous with Seatrain'sexisting wharf to, in effect, producefour in-line quay-type berths served

PORTS and HARBORS

Swan Wooster Engineering Co., Ltd.

Vancouver, Canada

Canadian Engineers AwardedProject in Yemen

by four container cranes.Overall, there will be a total of

85-acres for container service III

the Port's Middle Harbor area.To finance development of the

facility as well as other projects, thePort sold $6 million in revenuebonds on Mar. 25 and $8.5 millionin bonds in September.

The entire proceeds of the firstbond issue were earmarked fordemolition of old docks, construc­tion of a 1,670-foot-Iong concretewharf, installation of a containercrane and paving a container stor­age area at the Middle Harborsite. Proceeds of the second issueare being used for development ofMiddle Harbor Terminal, con­struction at Seventh Street Termi­nal, runway extension at OaklandInternational Airport and for aparking garage at Jack LondonSquare.

Bonds from both issues will beretired with operating revenue ofthe Port and are not a City of Oak­land obligation. They do not con­stitute a claim against the tax baseof the city.

Oakland International Airport

Despite the economic slumpwhich cut deeply into the nation'sair travel industry, Oakland Inter­national Airport traffic aboardscheduled airlines increased frac­tionally during 1970.

Some 1,857,615 travelers flewto and from Oakland aboard sched­uled carriers during the year, com­pared to 1,855,094 in 1969.

Charter traffic, however, reflectedthe depressed air travel picture asOakland International had some67,000 fewer charter travelers thanduring the previous year.

Air freight shipments in 1970 re­gistered a dramatic 95.6 increaseover 1969. Shipments from Oak­land grew from 7,861,000 lbs. in1969 to 15,378,000Ibs. last year.The increase was primarily attribut­able to the establishment of Uni­versal Airlines operations at Oak­land.

Universal in April became thefirst air-cargo carrier to base itsoperations at Oakland Internation­al. The company established cor­porate headquarters at Oakland In­dustrial Park later in the year.Universal is the fourth large sup­plemental carrier to have headquar-

JUNE 1971

Vancouver, February l:-Can­con Engineering Services Ltd., aCanadian consortium of consultingfirms, will design and supervise theconstruction of a $2 million deep­sea salt-loading facility at Salif, inthe Yemen Arab Republic (at thesouthern end of the Red Sea). Theassignment is being carried out by

ters in the Oakland area. Theothers are World Airways, TransInternational Airlines and SaturnAirways.

Perhaps the major developmentat the Airport, however, concernedthe findings of an important region­al study. Known as the Bay AreaStudy of Airport Requirements, theinvestigation indicates that by 1985Oakland could be handling asmuch as 41 percent of the region'sair passenger traffic, about 29 mil­lion people annually.

Comprehensive expansion plansare being formulated by a newly­created Airport Planning Dept. tomeet that expected passenger influx.

Industrial Park

During 1970, development of thePort of Oakland Industrial Parkproceeded at a rapid pace.

Mostly barren land just five yearsago when the Port began an ac­celerated development plan for thearea, the 300-acre industrial parkis now the home for 147 firms.

At year's end only five parcels ofland remained available for sale orlease before development of thegiant complex is completed.

Ryan, Marocco & Co. in Septem­ber made the largest purchase inthe history of the park when theybought 17.6 acres of property for$2.3 million.

The company plans to constructa large garden court office complexon the parcel. The building is in­tended to provide aviation-orientedoffice space that has become morein demand with the growth of the

Swan Wooster Engineering Co.Ltd., a major partner in Cancon.

Financed by the Kuwait Fundfor Arab Economic Development,­the "World Bank" of the MiddleEast-the award follows extensivefield investigations conducted lastsummer by Swan Wooster person-

airport.The firm also began construction

of twin two-story garden-type officebuildings in the vicinity of the rec­ord purchase.

Jack London SquareJack London Square continued

to grow in popularity as entertain­ment center for the East Bay.

Preliminary figures indicate thatmore than Lve million people visitedthe square during 1970, spendingapproximately $10 million.

A ninth restaurant, Panelli'sMast, was opened on the square inSeptember.

Another major addition was arestored Klondike log cabin inwhich 21-year-old Jack Londonendured the Yukon winter of1897-98 while prospecting for gold.

The cabin has been furnishedwith genuine artifacts to fit thedescription of the cabin describedin London's short story "To Build aFire." Appropriately, the structurewas rebuilt on the Mall at the footof Webster Street, near anotherfamous London haunt-Heinold'sFirst and Last Chance saloon.

As successful as 1970 was, PortExecutive Director Ben E. Nutterexpects this year to reflect evenmore significant growth.

"With the addition of major ma­rine terminal facilities and newshipping services, the beginning ofa long-range development programat the airport and the completionof the Industrial Park, the comingyear could be the most significantin the Port's 116-year history" hesaid.

17

YEMENESE SALT MINING co. CANCON ENGINEERING SERVICES LTD.

nel.One of the first major engineer­

ing projects awarded in Yemensince cessation of a bitter, seven­year civil war, the job is a break­through for Canadian engineering,as other projects in the area arelargely inter-governmental eco­nomic aid-with governments likeWest Germany, China and Russiaall participating. At present, Can­ada does not supply aid to theArabian peninsula.

Yemen is one of the most un­developed countries in the world.Isolated by its mountainous topo­graphy and an "Immam" whoruled with absolute power untiloverthrown in 1962, Yemen is75,000 square miles in area, andhas a population of 5 million. Un­like most of the peninsula which ismostly desert, Yemen has highmountains and interior plateaus,but there is still very little rain.2700 years ago the Sabean andMinaen kingdoms flourished andthis area was the source of franken­cense and myrrh which were car­ried by camel caravans into Egyptand other parts of the biblicalworld. Yemen, at the time known

18

as Arabia Felix or Happy Arabia,is reported to have had a popula­tion of 20,000,000 people. Archeo­logical possibilities are many as thecountry is as yet largely untouchedby scientists and tourists.

During the last outbreak of civilwar, in August 1969, Cancon'sGeneral Manager, Mr. Buck Boh­na, visited Yemen at the YemeneseGovernment's invitation. He re­turned in November with otherCancon members - aerial surveyspecialists from Underhill En­gineering Co., and geologicaland geographical specialists fromlC. Sproule and Associates todevelop specifications for aerialphotography and surveys, whichwere required for Yemen's first re­liable topographical and geologicalmaps. The Cancon team, whichpreceded a 6-man World Bank re­connaissance team by 4 months,also studied water supply problemsin the principal cities, dock andharbour development require­ments, and the fifty-year old saltmining operation at Salif. Althoughsome antiquated mechanical equip­ment was in use, the operation wasprimitive. Ships were loaded by

lightering from the end of a shallowwater jetty, so it took weeks to loadone 10,000 dwt ships.

The on-site investigations carriedout by Jim Armstrong and StanHeadrick, two marine civil en­gineers from Swan Wooster's Van­couver office, confirmed the exist­ence at Salif of a natural deepwaterharbour, 60 feet in depth, and lessthan 1,000 feet offshore. All thedetailed information necessary forthe final-stage design and con­struction of a major bulk materialshandling terminal was gathered atthis time.

Swan Wooster is staging the de­velopment of facilities to handle1,000 tons of salt per hour, risingto 2,000 tons per hour, to be loadedin 50,000 dwt vessels initially, andup to 150,000 dwt vessels later.First stage involves a dolphin berthand single quadrant shiploader,with provision for a dual quadrantloader when required.

Already Canadian contractorsare expressing interest in biddingfor the construction work, whichwill be open to contractors and sup­pliers all over the world.

PORTS and HARBORS

Reports by observers from IAPH at IMea sessions

As Seen by IAPHIMCO

Report No. 12

Date: 15th/19th J\1arch, 1971Place: IMCO Headquarters In

LondonSession: 23rd Session of the Mari­

time Safety Committee, I.M.C.O.Observer from IAPH: L. C. Hill.

Harbour Master, Mersey Docks& Harbour Board.

Agenda

1. Adoption of the agenda (MSCXXIII/1/1; MSC XXIII/1/1;MSC XXIII/ 1/ 1/Add. 1; NISCXXIII/1/2; MSC XXIII/1/Supp. 1)

2. Report of the Secretary-Gen­eral on Credentials (MSCXXIII/2)

3. Status of the IMCO Conven­tion and of other Conventionsdeposited with IMCO (MSCXXIII/3: MSC XXIII/3/Add.1)

4. Report of the Sub-Committeeon Safety of Navigation CMSCXXIII/4; MSC XXIII/4/1;MSC XXIII /4/2; MSC XXIII/4/3; MSC XXIII/4/3/Add. 1;MSC XXIII/WP. 2; MSCXXIII/ 10(d) ).

5. Report of the Sub-Committeeon Containers and Cargoes(MSC XXIII/5; MSC XXIII/5/1; MSC XXIII/5/2; MSCXXIII/5/3)

6. Report of the Sub-Committeeon the Carriage of DangerousGoods MSC XXIII /6)

7. Report of the Sub-Committeeon Ship Design and Equipment(MSC XXIII/7; MSC XXIII/7/Add. 1; MSC XXIII/ 7/Add.l/Corr. 1; MSC XXIII/WP. 1)

8. Limitation of tank size of tank­ers from the point of view ofpreventing pollution of the sea.(MSC XXIII/8; MSC XXIII/8/1; MSC XXIII/8/2; MSCXXIII/8/3; MSC XXIII/8/4;MSC XXIII/8/5; MSC XXIII/lO(d) )

9. Report of the Sub-Committeeon Subdivision and Stability(MSC XXIII/9)

10. Marine Pollution:

JUNE 1971

(a) Report of the Sub-Commit­tee on Marine PollutionCMSC XXIII/10(a); MSCXXIII/ 10 (a) / 1; MSCXXIII/10(a)/2)

,(b) Marine pollution activitiesof the United Nations or­ganisations (MSC XXIII/10 (b) ; MSC XXIII /10 (b) / Add. 1; MSCXXIII / 10 (b) / 1; MSCXXIII/ 10(b) / 1/ Add. 1;MSC XXIII/10(b) /l/Add.2; MSC XXIII/10 (b) /1/Add. 3; MSC XXIII /10 (b) / 2; MSC XXIII /10 (b) /3; MSC XXIII /10 (b) /4; MSC XXIII/1O(b)/4/Add.1.)

(c) Acceleration of the Mari­time Safety Committee'swork programme to achi­eve early implementationof effective measures toprevent marine pollution,and to prepare for the 1973Conference on MarinePollution, pursuant to As­sembly Resolution A.176,(VI) (MSC XXIII/10(c);MSC XXIII/ 1O(c) /1)

(d) Comparison of the efficien­cy of the various preven­tive measures considered­adoption of prioritiesCMSC XXIII/lO(d) )

11. Search and rescue operationsand organization (including re­port on the Search and RescueSeminar) (MSC XXIII/ll)

12. Number of persons allowed onboard existing passenger shipsresulting from increase in life­raft capacity (MSC XXIII/12;MSC XXIII/12/1)

13. Consideration of a draft recom­mendation concerning safety re­quirements for special purposeships (MSC XXIII/13)

14. Reports submitted under Regu­lation 19 of Chapter I of the1960 Safety Convention (MSCXXIII/14; MSC XXIII/14/Add. 1)

15. Relations with the United Na­tions and its Specialized Agen­cies (MSC XXIII/IS; MSC

XXIII/15/1; MSC XXIII/15/2)

16. Future work programme:Ca) Long-term work program­

me, including future con­ferences (MSC XXIII/16;MSC XXIII/ 16/1 ; MSCXXIII/16/2; MSC XXIII/16/3; MSC XXIII/16/4)

(b) Programme of meetings for1972/1973

17. Date of next session (MSCXXIII/l7)

18. Any other business (MSCXXIII/18; MSC XXIII/18/1;MSC XXIII / 18/2; MSCXXIII / 18/2 / Add. 1; MSCXXIII/ 18/3; MSC XXIII/18/4)

19. Consideration of the Report ofthe Committee on the work ofits twenty-third session.

Supplementary Agenda item 2Consideration of proposed amend­ments to the 1960 Safety Conven­tion recommended by the Sub­Committee on Radio communi­cations (MSC XXIII/Supp. 2)

Supplementary Agenda item 3Marking of life-jackets (MSCXXIII/Supp. 3).

Text of Report

Item 4. Safety of Navigation andRouting

Ca) Traffic Separation Scheme forthe Dover Strait

The U.K. delegation introducedthe topic with particular referenceto the recent collisions in the DoverStrait, and recommended that theMaritime Safety Committee shoulddecide to make it mandatory for allships using the separation scheme tofollow the recommended direction oftraffic flow. It was subsequently un­animously decided to recommend tothe Solas convention that "Wherethe Organisation has adopted trafficseparation schemes which specifyone way traffic lanes, ships usingthose lanes shall proceed in thespecified direction. Ships crossingthe bnes shall do so as far practica­ble at right angles". It was also de­cided to recommend to the Sub­Committee on Safety of Navigationto study the possible extensions oftraffic separation schemes proposedby the United Kingdom representa­tives. It was also noted that a studyof traffic separation zones for the]\falacca Straits and other parts ofthe world was also being made.

19

Annllal Report of

Tampa Port AuthorityTampa, Florida, U.S.A.

(Special to Ports and Harbors)

(b) Unification of Buoyage Sys­tems for Wreck Marking

In view of the problems associatedwith the marking of wrecks, it wasrecommended that LA.L.A. shouldbe asked to study the question of abuoyage system to be used in inter­national waters and to make sugges­tions to the Sub·Committee onSafety of Navigation which shouldconsider them and report to theMaritime Safety Committee.(c) Collision Regulations

It was recommended that theWorking Group on Collision Regula­tions should also be asked to look atthe Rules in the revised CollisionRegulations to accommodate the re­quirement to follow prescribed direc­tions of traffic on a compulsory basis.

Item 5. Report of the Sub-Com-mittee on Containers andCargoes

The Sub-Committee's main workhas been in connection with the Pre­paration of an International Con­vention on the Safe IntermodalTransport of Containers. A meet­ing with the E.C.E. group of Rap­porteurs on Container Transportwill be arranged to discuss editorialchanges to the Draft and in themeantime the Committee "approvedin principle" the first draft.

Item 6. Report of the Sub-Com­mittee on the carriage ofDangerous Goods

The Sub-Committee had nowcompleted the last volume of theDangerous Goods Code (Class 1­Explosives) but doubts were express­ed by some delegations about theDraft text of Volume 1. Explosives-set out in Annex II to the report.The U.K. delegation proposed thatthe work programme ,(Handling ofDangerous Goods in Ports) shouldbe given higher priority. The Com­mittee approved amendments to theInternational Maritime Goods Codeand also suggested that the amend­ments to the International MaritimeGoods Code and also suggested thatthe Sub-Committee on Fire Protec­tion should be requested to recom­mend an appropriate text on fireprotection on board roll onl roll offships carrying dangerous goods.

Item 8. Limitation of Tank Size ofTankers from the point ofview of Preventing Pollu­tion of the Sea

The U.K. proposal to limit oil

20

The final authorization by Con­gress of the Tampa Harbor Deep­ening Project, which calls for in­creasing the depth of the channelsfrom 34 to 44 feet, was the high­light of 1970 for the Port of Tam­pa.

Authorization came in the closingdays of the year with the passageby Congress of the 1970 Riversand Harbors Bill. The signing ofthe bill by President Richard M.Nixon on January 3, 1971, was theculmination of more than ten yearsof effort by the Tampa Port Au­thority. Authorization was atremendous forward stride and wasa goal achieved. But, now it be­comes the point of departure for anew effort: that of procuring thefunds for actual construction. Evenwhile the passage of the bill wasassured, the Port Authority wasworking toward obtaining thesefunds.

Although no funds were request­ed in the President's budget mes­sage, sent to Congress in January,1971, Port Authority members ex­pressed themselves as not chagrin­ed, pointing out that many difficul­ties have been overcome in the pastand that efforts to obtain funds

outflow by limiting the maximumsize of tanks to 30,000 m3 was ap­proved by the Committee and thisproposal would be submitted to theAssembly with proposals for its im­plementation.

Item 10. Marine Pollution

The Committee discussed the Re­port of the Sub-Committee on Ma­rine Pollution and endorsed theDraft Resolution to achieve earlyimplementation of effective measuresto prevent Marine Pollution, and toprepare for the 1973 Conference onMarine Pollution. The Australianrepresentative asked that the GreatBarrier Reef be afforded the same

would continue unabated.Earlier in the year, the Tampa

Port community and the Port Au­thority were gratified when theBoard of Review for Rivers andHarbors scaled up the harbor pro­ject, calling for channel depths of44 feet instead of the 42 feet whichhad originally been recommendedin 1969 by the office of the DistrictEngineer, U.S. Corps of Engineers,Jacksonville. At the same time thecost of the project was also increas­ed from an estimated $80 million to$103 million. The Board of Reviewnoted that the increased depth wasnecessary for added safety to navi­gation.

Further impetus was given to theHarbor Project when the PortAuthority in October arrived at anagreement with the Water Resour­ces Division of the U.S. GeologicalSurvey of the U.S. Department ofthe Interior. This agreement pro­vided for the Geological Survey tomake an in-depth study of TampaBay, the flow of water, the forma­tion of the Bay bottoms and waterquality. This step was taken to pro­vide data to insure that the exten­sive dredging which will be requir­ed to complete the deepening pro-

measure of protection as was enjoyedby other coastal areas and the Com­mittee approved the proposal inprinciple. It was arranged that theAustralian delegation should pro­duce a draft amendment and resolu­tion for submission to the next meet­ing. Some measure of the impor­tance attached to the Pollution prob­lem may be gauged by the UnitedStates "Water Quality Improve­ment" Act of 1970 whereby all ves­sels equipped with toilet facilitieswould be required by 1977 to be fit­ted with an acceptable water treat­ment system. The implications ofthis Act to foreign shipping werenoted.

PORTS and HARBORS

ject will not interfere with the na­tural environment of the Bay.

Assurance was given by thescientists of the Geological Surveythat spoil could be so placed as toenhance the quality of the Bayrather than to damage it. Datacollected will be computerized soas to provide a mathematicalmodel of the Bay. This model willthen be used to arrive at decisionswhere spoil should be placed.

Beside the authorization of theHarbor Deepening Project, theyear 1970 was a full and fruitfulone for the Port of Tampa and theTampa Port Authority: All previ­ous cargo tonnage records wereshattered; phosphate shipping wasremoved to the East Bay Channeland Turning Basin; plans for theconstruction of new terminals onthe East Bay Channel and TurningBasin were formulated; the TampaPort District was extended to in­clude all of Hillsborough County;two derelict ships which hadplagued the port for years werefinally removed; and pollutionproblems were well on their way tobeing solved.

Mrs. Helen Delich Bentley,Chairman of the Federal MaritimeCommission, on a visit to Tampain June, said in a speech at the"Salute to Port Industry" dinner:"Size for size and cargo for· cargohandled, the Port of Tampa is theequal of any, and one that maywell be labelled a world port."

Pointing to the port as an eco­nomic asset, Mrs. Bentley declaredit "helps ease our gold flow, keepsAmericans employed and contribu­tes to this nation's fiscal respon­sibility and stability."

Mrs. Bentley's remarks werehighly gratifying to the port com­munity and the knowledge that theport was so recognized on a highfederal level contributed greatly tomorale.

During the year a total of 32,381,­597 tons of cargo were handledthrough the port, an increase of13.53 per cent over 1969, and thebest year in the history of the port.General cargo tonnage increased141,098 tons to 1,141,435 tons.

Phosphate and phosphatic pro­ducts shipped amounted to 14,957,­006 tons, an increase of 2,262,599tons over the previous year. Of

JUNE 1971

this, 10,333,783 tons were shippedto foreign markets and 4,623,223tons to domestic markets.

Increases were also enjoyed inbulk petroleum products, sulphur,grain, potash and petro-chemicalproducts.

Banana imports continued to 111­

crease and the port retained itsdominance in this field.

The Seaboard Coast Line Rail­road began shakedown operationsat its new, automated phosphateelevator during the summer and byfall was completely operational.The old, worn-out elevators at PortTampa and Seddon Island wereclosed down. The Port Tampafacility was dismantled. Traffic atPort Tampa continued, however, asseveral petroleum terminals arelocated there.

The closing of Seddon Islandelevator caused much speculationas to what would be done with Sed­don Island itself. No definite planshad been established at the closeof the year although the railroadindicated the property was forsale.

The opening of "Rockport", asthe Seaboard Coast Line namedits East Bay terminal, resulted inthe largest phosphate loading com­plex in the world on the East sideof Tampa Bay. Rockport joinedEastern Associated Terminal whichhad become operational the yearbefore and the International Min­erals and Chemicals Corporation'selevator at Port Sutton.

The Port Authority made thedecision to name new planned ter­minals on the West side of EastBay Channel and Turning Basin inhonor of retired U.S. Senator Spes­sard L. Holland. Senator Hollandwas highly instrumental throughthe years in helping the port toobtain final authorization for itsharbor deepening project. At thesame time plans were under way toissue bonds in the amount of $3million to begin the first phase ofconstruction of the terminals. It isexpected this will be accomplishedduring 1971 and work begun. It iscontemplated that several millionmore dollars will be spent in thenext several years.

The Hillsborough County Legis­lative Delegation passed a bill dur­ing the regular session extending

the port district to include all ofHillsborough County. This stepwas taken in order that port areaswhich had built up in recent yearsand which were outside the portdistrict would come under thejurisdiction of the Authority.

Two derelict vessels, the"SANTA ANA" ("LEUWARD­EN") and the "MACHOTE", bothof which had lain in GarrisonChannel for several years, werefinally removed under the leader­ship of the Authority. Muchcredit for the final removal mustbe given to the HillsboroughCounty Legislative Delegation, theCoast Guard, and the U.S. DistrictAttorney. The ships became apollution menace before they wereremoved, making it necessary forthe Port Authority Operations De­partment to deploy its oil boomaround the bulk for several weeks.

The ships were finally sold toI talian ship wreckers. One, the"MACHOTE," sank in the Atlan­tic while being towed to Italy.

The Port Authority played alarge role in the final passage ofthe Oil Pollution Control Act of1970 by the Florida legislature.Many suggestions made by PortDirector Guy N. Verger were in­corporated in the Act. The law,while not the first in the UnitedStates, is a model and has substan­tially contributed to retardation ofoil pollution in Tampa Harbor. TheAuthority's contributions to the Actwere the subject of a paper by Mr.Verger which has been acceptedfor publication by the InternationalAssociation of Ports and Harbors.

Much, of course, was learnedconcerning control of oil spillagewhen the "DELIAN APOLLON"went aground in Weedon IslandChannel in February resulting in adisastrous spill which coveredseveral square miles of the Bay. TheTampa Port Authority contributedleadership and material to thecleanup operation.

The Tampa Port Committee forSpillage Control was formed underthe auspices of the Authority.Twenty companies operating inthe port joined forces and contri­buted $3,500 each for containmentand cleanup equipment. Approxi­mately half of this was spent on

(Continued on Page 23 Bottom)

21

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Orbiter

IAPH News:

Travelers

• Mr. A. H. Honeyfield, DeputyChairman of Bay of Plenty HarbourBoard, Mount Maunganui, NewZealand, visited the IAPH HeadOffice, Tokyo, to see the SecretaryGeneral Mr. Toru Akiyama, onThursday, March 15, 1:30 p.m. Atthe reception held Friday evening6:00 p.m. at the Tower Room, WTCBuilding, Tokyo, Mr. Honeyfieldwas flanked by shipping companyrepresentatives from New Zealand.

• The City of Portland and ThePort of Portland held a reception at5:30 p.m. on April 23, 1971 in theRose Room of the Palace Hotel,Tokyo. The occasion marked theopening of the newly located Tokyo

(Continued from Page 21)

new equipment by the end of theyear.

During the year the Authorityvoted to set aside the CockroachBay area on the East side of TampaBay as an aquatic preserve in orderto retain this area in its naturalstate. In December, the Boardformally adopted a resolutionproviding for a moratorium on allresidential dredge and fill opera­tions in those areas of Tampa Bayunder its jurisdiction.

The Authority also deeded aspoil bank known as "Picnic Is­land" at Port Tampa to the Cityof Tampa and the City and Countyannounced plans to develop the is­land as a public park. In exchange,the Authority was given title to thearea known as Maritime Homes bythe City. This area, located onHookers Point on the East BayChannel and Turning Basin, isideally suited to further port devel­opment.

The Authority purchased theOld Naval Reserve Training Cen-

JUNE 1971

Probe

office of The Port of Portland andthe introduction of the Port's newJapanese representative, Mr. TsuguoIwamoto. At the reception withMr. Terry D. Schrunk, Mayor ofCity of Portland, were three com­missioners of the Port, the Execu­tive Director and the MarketingDirector.

CorrectionIn the May 1971 issue of Ports

and Harbors, page 23, in a box­ed article titled "InformationWanted", the 9th line shouldhave ended with double closingquotation marks, to make thepreceding four-line paragraph oneindependent quotation.-Ed.

ter property from the GeneralServices Administration of theFederal Government. This pro­perty, adjacent to the George B.Howell Maritime Center, is alsoideally suited to port development.

The Port Authority's financialoperating efficiency continued toprevail even during these times ofconstantly rising operating costs.The net income from operationswas $293,829 for fiscal year 1969-70even though operating costs in­creased 12.4 per cent over fiscal1968~69.

The income from operations willbe utilized to improve the Portof Tampa and Port Authorityfacilities through capital improve­ments, port development projectsand studies, as well as payment ofbond interest and principal.

The policy of investing all fundsnot immediately needed produced$131,104 in interest income frominvestments in certificates of de­posit and U.S. Treasury Bills.

Fixed assets of the Authority in­creased $778,714 over the previousyear.

IAPH News

Mr. John E. (Jack.) Lloyd

New Port Manager

Ottawa, March 31: - The ap­pointment of John E.. (Jack) Lloyd,a chartered accountant, as portmanager at Halifax was announcedtoday by the National HarboursBoard. The appointment is effec­tive April 1.

The Board also announced thatRaymond V. Beck, port engineerand acting port manager for thelast year, becomes deputy port man­ager.

In making the announcement,Louis R. Talbot, Vice-Chairman ofthe Board, said Mr. Lloyd recentlyhas completed a fact-finding missionat United States Atlantic Coastports on container traffic trends inthe North Atlantic, financial rela­tionships of State Governments withport authorities, the organizationalstructure of U.S. port authoritiesand the role of the U.S. FederalMaritime Commission. (NationalHarbours Board Press Release)

Coal Export Study

Vancouver, B.C.:-In a joint ven­ture with the South Africa con­sultant, Keeve Steyn & Partners,Swan Wooster Engineering Co. Ltd.has been retained by the TransvaalCoal Owners Association of Johan­nesburg, South Africa, to study vari­ous methods of assembling, loadingand exporting East Transvaal coal.

Produced by member collieries ofthe Transvaal Coal Owners group,

23

The Americas

the coal will be exported through anew port which will be developedby the South African Railway atRichards Bay, Natal, some 100 milesnorth of the existing coal shipmentport of Durban. From the collieries,the coal cars will be assembled inthe Witbank area, then hauled 350miles by unit train to Richards Bay.The target is to export 10 millionshort tons of coal each year, 3 mil­lion tons of which is expected to becoking coal for Japan. The balancewill probably be made up of thermalcoal.

I t is also expected that a sub~

stantial portion of Natal coal nowbeing exported through Durban willbe diverted to the new terminal in1976, when the new port is sched~

uled to open. The terminal will bedesigned to accommodate bulk car­riers up to 150,000 DWT; adequateprovision will be made for the pos­sibility of even larger vessels in thefuture. The initial phase of theconsultants' study will consist of acomplete transportation systemsanalysis to determine the cost effi~

cient method of organizing the coalmovement and the cost of facilitieswhich will be necessary at both themines and the ocean terminal. (SwanWooster Engineering Co., Ltd.)

Coal to Japan

Ottawa:-A deal involving ship­ment of 7 million tons of coal for 20years, reported to be one of the big­gest in Australian history, may beshort circuited by conservationists.Daniel K. Ludwig, U.S. shippingmagnate, plans to build a 40-mileprivate railway to carry coal fromthe Clutha mine, west of Sydney, toan area just south of the city forshipment to Japan. He plans to useships of 250-350,000 tons loading ata facility one mile offshore. Thedump to feed this dock would beestablished on the cliffs inshore. Thecatch is that these cliffs are the mostfamed beauty spot in New SouthWales. Conservationists see dangerto the area's white sand beachesfrom coal dust blowing from theI-million ton cliff top dump andhave threatened to take legal pro­ceedings on grounds the state gov­ernment had no jurisdiction in pro­viding a permit for a shore~to-ship

24

conveyor. (Canada Japan TradeCouncil Newsletter, March)

Halifax Container Terminal

Ottawa:-With annual sales al~

ready running at the $4-$5 millionlevel, Halterm Ltd., Canada's largestcontainer terminal at Halifax, is al­ready a proved "profitable venture",according to the Financial Post ofFeb. 27. With a capacity between90 and 100 thousand containers,Halterm earns between $40 and $50per container landed and loaded.(Canada Japan Trade CouncilNewsletter, March)

Growing Vancouver Port

Ottawa:-Acting Port Managerof Vancouver, William Duncan, re~

cently predicted tonnage handled bythe Port would increase by 50%over the next three years. (CanadaJapan Trade Council Newsletter,March)

1 Mn.-ton Container Port

Baltimore, Md. :-Baltimore be­came a million-ton container portduring 1970, figures just released byBaltimore's Port Authority revealedtoday. Well over 100,000 containerswere handled which allowed the Portof Baltimore to retain its title as thesecond largest container port on boththe U.S. East and Gulf Coasts.

Combined with 692,452 contain­erized tons handled at the stateagency's Dundalk Marine Terminal,and more than 400,000 tons movedby Sea~Land Service, Inc. put the1970 container total well over themillion-ton mark. Unfortunately,figures for additional containercargo, carried by conventional shipsand that handled at other privateterminals, were not available. Thesewould increase the above totals.

Most significant, the port, whilehandling this phenominal increasein containers, had no congestion,compared with other ports. The rea­sons for this include the adequatespace planned into the containerterminals, good labor supply andrelations, and highly efficient dis­tribution systems through 3 majorU.S. railroads and the super high~

ways which serve over 150 licensedtrucking companies.

Each month records at DundalkContainer Terminal were successive­ly set and broken, as the Port of Bal~

timore registered the best year inits long history '(established 265years ago, in 1706). Future pro­spects indicate even greater recordsfor the months and years to come.

During 1970, Dundalk Terminalalone handled 52,417 containers toand from 411 vessels. To this totalmust be added the volume handledby Sea-Land, Prudential~Grace

Lines, conventional ships and pri~

vate terminals of the port.

Compared to previous years, -the1970 Dundalk totals appear evenmore dramatic: in 1969, the terminalhandled 229,948 tons of containercargo; in 1968, only 77,455. In1967, the first year of containeri­zation, the tonnages were so low­as in other ports-that reliable in­dividual statistics were not kept.

The Port of Baltimore's growthhas been so tremendous that by theautumn of 1972 the port will have7 huge bridge-type container cranesoperating just at Dundalk Terminal,on six specialized berths designedfor the exclusive handling of con~

tainers. There are 4 high~speed,

heavy duty gantry cranes withspreaders also readily available.

In addition, the construction oftwo new Container Freight Stations(CFS) will give the Baltimore PortAuthority facility a total of 195,000square feet of container consolida­tion space. There is already one65,000-square~footCFS in use nearDundalk's Berth 8.

Current staff projections indicatea continuing growth of containertonnage in the years ahead. Withits existing and planned facilitiesthe Port of Baltimore will be readyand waiting to handle it. (Port ofBaltimore News Release)

Baltimore Port Director

Baltimore, Md.:-Joseph L. Stan­ton, Executive Director of the Balti­more Port Authority, has beennamed a member of the AmericanAssociation of Port Authorities'Committee on Environmental Af­fairs, the agency announced today.

Appointment of the BaltimorePort Authority head to the newly

(Continued on Page 26)

PORTS and HARBORS

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The Americas

(Continued from Page 24)created AAPA committee is viewedas a reflection of the growing con~

cern for environmental considerationrelative to port development.

Additionally Mr. Stanton has beenappointed to the Board of Directorsof the International Association ofPorts and Harbors, an organizationwith World-wide membership.

This appointment-as one of fourdirectors from the United States­reflects the Port of Baltimore's con~

tinued importance at the interna~

tional level, as well as its expandinglocal and nationwide position.

Mr. Stanton was also elected tothe three-member Executive Com­mittee of the American ports body.The Baltimore Port Authority Ex­ecutive Director is a former presi~

dent of the AAPA, whose member­ship includes all major ports in theWestern Hemisphere.

The Baltimore Port Authority haslong been an active member in thetwo port bodies, and World portaffairs. (Port of Baltimore NewsRelease)

Great Lakes vs. East CoastBaltimore, Md.: - Ports on the

East Coast of the United States havebeen found more economical thanGreat Lakes ports for the shipmentof the government's defense cargoes,a recent Pentagon study shows.

In reporting that it cost the gov~

ernment $415,000 more to ship 69,~

000 tons of cargo through the GreatLakes than it would have cost ifBaltimore or other East Coast portshad been used, the Defense Depart­ment said it had concluded that con­tinuation of the "Lakes" programwould be uneconomical.

Compiled by the Department ofDefense and the Government Ac­counting Office, the experimentalstudy found that it cost (on a meas­urement-ton basis ) an average of$5.13 a ton for line handling, $7.08for port handling and $28.89 forocean transportation through theGreat Lakes.

This compares to an average of$7.30 a ton for line handling, $4.77for port handling and $22.98 forocean transportation when EastCoast ports are used.

U.S. Senator Joseph D. Tydings,an outspoken critic of concessions

26

regarding shipping via the GreatLakes and St. Lawrence Seaway­including proposals that tolls on theSeaway be permanently cancelled­called the experiment "an outrage­ous waste of federal expenditures."

"The St. Lawrence Seaway routecosts more, not less" than shipmentvia the East Coast, the Marylandlegislator told his Senate colleaguesfollowing release of the Pentagonreport. In a speech in the Senatefloor, Mr. Tydings pointed out thatUnited States-flag steamship linesattempting to serve the Great Lakeshad been forced to leave the tradebecause they were "unable to makea commercial success of scheduledservice through the Seaway..

"The fact is that Baltimore andher sister ports provide better serv~

ice," the Senator declared, recallingthat at the experiment's inceptionhe had labeled the test "contrary toeconomic good sense".

Defense Department officialsnevertheless went ahead with it be­cause of the increasingly bitter battlebetween Great Lakes and East Coastinterests over cargo movement andshipping services.

The test showed beyond doubtthat the military would save moneyby sending its cargoes by rail to EastCoast ports and then shipping themby ocean carrier. (Port of BaltimoreNews Release)

1971 Seaway SeasonDuluth, Minn., April 20:-Duluth­

Superior will launch its 13th seasonas a world port Wednesday whenthe French bulk carrier Christinebecomes the first oceangoing shipto arrive at the Head of the Lakesin 1971.

The opening will be two daysearlier than the start of internationalshipping here in 1970, which beganApril 23 with the arrival of theNorwegian freighter Norse Carrier.

Guthrie-Hubner, Inc., Duluthagents for Union Industrielle &Maritime (UIM Line), owners ofthe Christine, said the 495-foot ves­s~l is scheduled to load approximate­ly 10,500 tons of wheat at twoDuluth elevators operated by Car­gill, Inc. The grain cargo, beingshipped by Catholic Relief Service,new York, is destined for Civitavec­chia, Italy.

The Christine, which dischargedcargo in Rouen, France, was thesecond oceangoing ship to enter theGreat Lakes via the St. LawrenceSeaway this season and has an ap­proximate three-day lead overseveral other "salties" now en routeto Duluth-Superior.

Expected to arrive over the week­end are another UIM ship, the On­dine, due to load grain; the Nor~

wegian tanker Anette, which willload fats and oils for United King­dom ports; the Italian freighter MarTirreno, inbound from Antwerp,Belgium, with general cargo, andthe Greek freighter Aristoteles, dueto load grain.

Traditional welcoming ceremonieshonoring the first oceangoing shipof the season will be held aboardthe Christine following her arrivaland will be attended by local ma­rine, governmental and civic officials.

The 1971 opening follows a recordseason for the port in the volumeof international tonnage handled.Last year import-export cargoes to­taled 4.6 million tons to erase theprevious record of 4.2 million tonsset in 1966.

The 1971 interlake navigationseason began April 12 when the orecarrier Wilfred Sykes arrived inDuluth-Superior to load taconitepellets for Indiana Harbor, Ind.(Seaway Port Authority of Duluth)

Trial ShipmentGalveston, Texas, March 26:­

An experimental shipment of threecontainers filled with canned goodsfrom California traveled over theSouthern Pacific Railroad to Gal­veston this week where it wasloaded on the Lykes' vessel,MARJORIE LYKES, for on ship­ment to Antwerp. Belgium. Thismarks a first in this type of move­ment which made use of a new typeof transportation service offered bythe Southern Pacific Marine Trans­port Company of San Francisco, adiv:sion of the Southern PacificCompany. The S.P.M.T. is aNon-Vessel Operating CommonCarrier and will issue in Californiaa through bill of lading to Europewhich is bank negotiable at thattime. This represents quite a sav­ing in time over the old system ofwaiting for loading aboard a vessel

PORTS and HARBORS

and using the ocean bill of ladingfor collection.

J. D. Burnett, Manager-Market­ing Southern Pacific MarineTransport, Inc. of San Francisco,was in Galveston to observe thetransfer of the three containers tothe Lykes'vessel. Mr. Burnett hasbeen working on this type of move­ment with the Port Authority atGalveston for sometime and thesuccess of this trial shipment sug­gests that there will be many moresimilar shipments not only of Cali­fornia canned goods but other pro­ducts from the Western States. Theprincipal reason for changing toGalveston, according to Mr. Bur­nett, is rising costs by Pacific Coaststeamship lines which must nego­tiate the Panama Canal in order toreach European ports. This rout­ing by the Southern Pacific Rail­road to Galveston of course avoidsthis expense and delay.

M. G. Maher & Co. were thefreight forwarders who handledthe documentation of this move­ment. (News from The Port ofGalveston)

The Americas

.I -I

't-

~(,rr?l

Galveston:-Picture shows Lykes SEABEE ship tied up at its West GulfTerminal on Pelican Island, Galveston, located on the north side of theGalveston ship channel. Barge marshalling yard at left. Constructioncontracts signed between Lykes and Port of Galveston today. See alsoPorts and Harbors, July 1970, Page 34. (News from The Port ofGalveston, April 8, 1971)

Grain ExportsGalveston, Texas, March 26: ­

The Galveston vVherves and theBunge Corporation of New Yorktoday jointly announced extensionof the lease on Elevator B throughthe year 1990.

Wharves Chairman Harry H.Levy, Jr., said the Port is pleasedto have reached the new agree­ment, which, he said "insures long­term benefits to the local economyin retaining substantial export tradein grain products through Galves­ton."

Levy also said that Bunge andthe Galveston Wharves are present­ly studying the feasibility of provid­ing a 40-foot draft at the Elevator,since it is felt that grain exportscan be significantly increased witha deeper draft capability.

Owned by the Port of Galveston,the 7.3-million-bushel capacitygrain facility has been under leaseto Bunge, a major U.S. grain ex­porter, since 1964. Last year Bungehandled 35 million bushels of graininto export through Elevator B.

Bunge has announced that it in­tends to make several major im-

JUNE 1971

provements to the elevator in thenear future. A good volume of ex­ports is anticipated in the foresee­able future. The elevator operateswith a personnel of about 50 at pre­sent.

Since Galveston was establishedas a major Gulf port in 1854,grain exports have been a leadingfactor in the port's economy, andwith the opening of Elevator B onMay 9, 1931, that facility began itsvital role in making the Port ofGalveston a continued success. Anational record for grain exportswas set by the Port of Galvestonfor 1951, with total exports of122,282,910 bushels of grain. Ofthis record, Elevator B also set arecord by loading 88,647,710bushels, the largest of anyonehouse for a single year up untilthat time, but eclipsed since then.(News from The Port Galveston)

Long Beach by 1973Long Beach, Calif.:-The Port

of Long Beach, already the largestdry cargo port and leading foreigntrade port on the West Coast-withJapan its No. 1 customer-has re-

cently launched a $30-million ex­pansion program which will createthe biggest container complex inthe entire Pacific by 1973.

This three-year project, nowwell underway, centers around themost extensive container complexever built. The four major termi­nals total 249 acres, which togetherwith 50 acres of related railroadyards, will provide "America'sMost Modern Port" with nearlyhalf a square mile of containerfacilities.

The solid-fill pIers and a con­tainer rail and truck station werefinanced through sale of Series AHarbor Revenue Bonds, the first inport history. Increased revenuesexpected from the expansion willcover the bonds three times over.

Sea-Land Service, Inc., pioneeroperator of container ships and thePort's first container tenant, willoccupy an entirely new terminalbeing created through an 84-acreaddition to Pier G by the spring of1973. Totaling 100 acres andserved by giant dockside cranes, thefacility will be the firm's largestand principal terminal on thePacific Coast. Sea-Land's con-

27

The Americas

tainer rail and truck station of16Y2 acres will be fully operationalin the spring of 1971.

At the same time, Pier J south ofSea-Land's present terminal is be­ing enlarged by 40 acres to ac­commodate Kerr Steamship Com­pany's new marine terminal,designed to handle containers, auto­mobiles and other cargoes.

Another phase of the expansionis creation of additional containerfacilities at Berths 243-244 on 24acres of existing Pier J land.

Transocean Gateway's containerterminal near the end of Pier J isthe only facility on the West Coastopen to any shipline. It covers 18acres, and an adjacent 13 acres arealso available for expansion.

These improvements will largelycomplete the Southeast BasinMaster Plan. No expansion of facil­ities towards the Long BeachBreakwater are involved and allland fill lies within the present con­fines of the Southeast Basin.

With Port business booming-up40 percent in the last two yearsalone-new industries and busi­nesses are constantly being attract­ed to the harbor and environs.

During the past ten years, thisentirely man-made facility has morethan doubled in size and activity,handling 22.2 million tons of cargovalued at $1.76-billion in 1969-70.

Port facilities-present and fu­ture-provide Long Beach and thePacific Coast with an efficient andinexpensive gateway to the world.The next three years will see thisdramatic growth continued. (Portof Long Beach News)

"Ocean '71 " Conference

Los Angeles, Calif., March 12:­The problems of small boat facilitiesand pollution control were discussedby two Los Angeles Harbor Depart­ment officials today (Friday, March12) at a conference on marine re­creation and conservation.

Addressing the "Ocean '71" con­ference and exhibition, being heldin Long Beach and sponsored by theAmerican Society for Oceanography,were Donald A. Walsh, Port of LosAngeles planning and research direc­tor, who covered the problems smallpleasure craft pose for commercial

28

vessels using the port-or vice versa,depending on one's point of view­and Captain Lionel H. de Santy,port warden.

While pleasure craft do get in theway of commercial vessels, particu­larly on holidays, Walsh said, thepressing problem is overcrowdinglimited port facilities as small boatsbecome more and more popular.

"There just isn't enough availablevacant space for new marina de­mand," Walsh said, "while the re­creation boaters create an additionalparking problem."

The ultimate answer, he predict­ed, will be dry storage of small craft,using a minimum of port frontageas boats are stowed apartment­house style. He added less parkingspace is needed, both because thereare no boat trailers to be parked andbecause, studies indicate, boat own­ers will share rides to dry storagefacilities.

Captain de Santy spoke on theproblems of improving water qualityin a major industrial port to thepoint it will support sea life-andnoted the Port of Los Angeles hashad some substantial success.

":Marine flora and fauna returnedto Los Angeles inner harbor in thespring of 1970," De Santy told theconference. "We now see schools offish in the inner harbor, includinganchovies, mackerel and bonita.

"AI Hanson, the port's contractdiver, recently observed sea lions inthe Cerritos Channel.

"The last time I saw sea lions inCerritos Channel was 1936, the year1 obtained my pilot's license forthese waters."

The problems are not yet all con­quererd, however, De Santy noted.He said the Harbor Department cur­rently spends $140,000 annually juston spotting and removing surfacedebris from the Port's waters. (Portof Los Angeles)

Board Chairman

New York, N.Y., Apr. 8:-TheCommissioners of The Port of NewYork Authority today reelectedJames C. Kellogg, III of New Jerseyto his fourth term as Chairman,and Hoyt Ammidon of N ew York tohis second term as Vice Chairman.The elections were held at the Com-

missioners' Annual Meeting at 111Eighth Avenue this afternoon.

Mr. Kellogg has been a Commis­sioner for the past sixteen years andwas Vice Chairman for eight years.Mr. Ammidon has been a Commis­sioner since 1968.

The Board of Commissioners ofthe Port Authority has twelve mem­bers, six of whom are appointed bythe Governor of New Jersey andsix by the Governor of New Yorkfor overlapping terms of six years.They serve without compensation.

Austin J. Tobin was reelectedExecutive Director, a post he hasheld since 1942. He began his PortAuthority career in the agency's LawDepartment forty-four years ago.

Sidney Goldstein was reelectedGeneral Counsel. He has been amember of the Port Authority's LawDepartment for thirty-seven yearsand General Counsel since 1952.(News from The Port of New YorkAuthority)

Delaware Bay Bulk Port

Tokyo, February 5:-Japan willbenefit when the first U.S. deep­water offshore bulk materials ter­minal is completed in Delaware Bayto handle export coal and ultimate­ly receive foreign iron ore.

Japan is a major importer ofU.S. coal along with Italy, France,Spain, Brazil and Holland.

Zapata Norness Inc., an interna­tional bulk shipping, marine serv­ice and natural resources firm, hasannounced that it has completedthe preliminary design, engineeringand environmental studies necessaryto develop the new bulk materialsterminal.

Zapata has formed a subsidiary,Zapata Bulk Systems, Inc. to buildand operate a proposed $160 mil­lion terminal about three to fourmiles offshore the lower middleDelaware Bay, subject to the ap­proval of the Delaware Legislature.

Zapata indicated that the firststage of the terminal operationwould handle only coal. Plans callfor an initial capacity of about 20million tons annually. Incomingiron ore shipments would begin inthe late 1970's, and no oil would behandled at the proposed terminal,the company said.

PORTS and HARBORS

Michael R. Naess, a Zapata ex­ecutive vice president and presidentof Zapata Bulk Systems, said thata preliminary study of the environ­mental aspects of the terminal in re­lation to the Delaware Bay area in­dicated that the environmental ef­fects of the construction and opera­tion of the terminal would beminimal and solvable.

Mr. Naess said that in 1974 therewill be an international fleet ofabout 700 ships in service exceeding100,000 deadweight tons which willbe unable to arrive or depart fullyloaded from any existing EastCoast-Gulf Coast port. More than375 of the 700 vessels will be inexcess of 20,000 deadweight tons,he said, pointing out that "it is in­conceivable that the U.S. shouldnot participate in this developingocean transportation revolution,since the very competitive positionof the United States is at stake."

The terminal would be located ona 300-acre island composed of ma­terial dredged from Delaware Bay.The coal would be barged north160 miles to the proposed terminalfrom Hampton Roads, Virginia,where it would be loaded on ocean­going carriers for delivery to for­eign markets. Plans call for main­taining a 40,000 ton self-unloadingbarge at the coal railyard docks atall times to speed the unloadingand reutil17:ation of the coal hoppercars, which now must wait in astorage capacity for ships to pick upthe coal for foreign distribution.(Falcon News Release)

Offshore Terminals

New York, N.Y.:-The MaritimeAdministration has awarded SorosAssociates, New York City, a con­tract to study the feasibility of multi­purpose offshore terminals.

The study is designed to helppave the way for the introductionof supersized bulk carriers-alongwith the economies inherent in usingthese vessels-into U.S. foreigntrade, Andrew E. Gibson, maritimeadministrator said.

There are more than 200 ships of100,000 deadweight tons and greaterin the world fleet. They are barredfrom using nearly all U.S. portsbecause of channel depth limitations,

JUNE 1971

he said, and shippers ... wouldbenefit from lower transportationcosts if these ships were used.

Soros Associates will performthree tasks under the contract-1. Project geographically bulk-cargo

shipment requirements for U.S.industry over the next 30 years.

2. Compare alternative methods ofusing "supersized" ships to carrythese cargoes, including the useof feeder vessels and pipelines,and even the possibility of mov­ing user industries to sites wherethese ships can berth.

3. Formulate advanced concepts indesign, construction, and oper­ation of offshore island terminals.(Soros Associates)

Admiral Holmes

Admiral Ephraim P. Holmes, U.S.Navy (Ret.) has been named execu­tive director of the Virginia PortAuthority. The appointment of theformer Commander in Chief U.S.Atlantic Fleet was announced atthe regular meeting of the VPABoard of Commissioners March 17.The Admiral will assume his ex­ecutive duties on April 1.

Admiral Holmes, who retiredafter forty years of active Navalduty in September 1970, fills thepost vacated by Blair P. Wakefield,whose resignation from the topAuthority position became effectiveNovember 30, 1970. (Virginia PortAuthority)

Slight Upturn in 1970

Portland, Oregon, March 16:­Foreign waterborne commerce ton­nage through Portland harbor tooka slight upturn in 1970-reaching acombined import and export total of10,572,484 tons.

This was up from 10,560,856short tons in 1969 but still belowthe record high of more than 13million in 1968. As in 1970, a majorfactor in keeping the figure below1969 was a continued decline in in­bound petroleum due to pipeline re­ceipt from refineries in the PugetSound area.

Wheat, lumber and scrap metalcontinued to lead the commoditylist. There were 2,522,389 tons ofwheat, 541,822 tons of logs and 325,­976 tons of scrap metal. Each was

The Americas

significantly higher than a year ago.Over all increase was due to more

outbound cargo-up from 3.9 mil­lion to 4.2 million tons. Inboundcargo dropped about 300,000 tons.

The United States replaced Nor­way as top flag in the harbor with179 vessels. Norway dropped from169 to 132 and Japan remainedthird with 121, down from 149.

Japan remained top recipient ofcargo from Portland, but Koreajumped from fourth in 1969, aheadof India and Taiwan, into secondplace. Canada and Japan stayedone-two on the import list followedby Mexico, Virgin Islands andBrazil. Australia dropped fromthird to seventh.

Value of 1970 cargo was $1.2 bil­lion with Japan leading importantand export dollar value lists. CPortof Portland)

American Flag Vessels

San Diego, Calif., April 6:-0neof San Diego's business giants isquietly promoting American flagvessels and the Port of San Diego.

Fed-Mart Corporation's BernardGoldberg, director of imports, isnow in the Far East selecting mer­chandise for Fed-11art's 44 storesthroughout the southwest. His letterof credit stipulates use of Americanflag vessels for all Fed-Mart ship­ment to the U.S., and "via Port ofSan Diego."

In calendar year 1969 Fed-Martimported through the Port of SanDiego 12,236 packages weighing572,246 pounds.

According to William L. Dick,Trade & Community Relations Di­rector for the Port of San Diego,"this is a unique and highly com­mendable public service. It comesat a time when this country is at­tempting to build American mari­time trade. It is a significant ass~st

to Port of San Diego's shippingvolume and a meaningful additionto the area's economy.

In the firm's 1970 annual reportSol Price, chairman of the boardand president notes: "we enter theyear with confidence, enthusiasmand determination to keep our com­pany growing; help solve some ofour country's problems."

Fed-Mart's actions certainly meet

29

Asia-Oceania

the critera established for helping tosolve some of our country's problemsby promoting American flag vesselsand the Port of San Diego, Dicknotes. (Port of San Diego NewsRelease)

Minister Tours PortMelbourne:-The most compre­

hensive study tour of the Port ofMelbourne ever made by any mem­ber of the Victorian State Legisla­ture was undertaken by the Ministerof Public Works, Mr. Murray Byrne,last month when he made an all-dayinspection of port facilities and in­stallations.

The Minister was accompanied onthe tour by Mr. J. F. Porter, theSecretary of the Melbourne HarborTrust Commissioners - the PortAuthority for Melbourne-and Mr.G. Macdonald, the Chief Engineerof the Commissioners.

Mr. Byrne, who is the Ministerresponsible for the administrationof the Melbourne Harbor Trust Act,was first apointed to the State Minis­try in June of last year, but it wasonly last month that a busy workschedule allowed him the first op­portunity to inspect the Port.

The Melbourne Port Authoritywas first established in 1877 by theJ\;felbourne Harbor Trust Act of theVictorian Parliament, and as such isone of the old port authorities inthe world.

The Minister of Public Works isalso the Minister through whom theCommissioners approach the Gov­ernor-in-Council for consent to regu­lations, and amendments to regula­tions, they are empowered to makeunder the Act.

Mr. Byrne, who made the tourby both launch and car, took a verykeen interest in everything he saw,particularly in the major develop­ment proiects either planned or al­ready under way.

The tour included the administra­tive offices of the three mainhranches of the Port Authority-theSecretary's Department which dealswith all administration and finance·the Chief Engineer's Departmen~which d~als with all construction,planning and design; and the Har­bor Master's Department whichdeals with all marine activities andnavigation.

30

Mr. Byrne was especially interest­ed in the station building, equip­ment, and personnel of the PortEmergency Service, the highly spe­cialised and mobile uniformed forcetrained to deal with any and everytype of marine emergency in thePort of Melbourne. The Servicedeals with outbreaks of fire and fireprevention, salvage, rescue, first aidin all accidents, security, investiga­tions and prosecution of all typesof pollution and other offences. TheService, equipped and trained towork on land, and on or under thewater, is unique in Australian ports.

Mr. Byrne, who, as Minister ofPublic Works, is involved in portactivities and the waters around theentire Victorian coast, spent sometime discussing pollution and otherproblems with the various officers ofthe Service.

Mr. Byrne also saw the Port'sShipping Control Centre which co­ordinates and directs all shippingactivities and requirements in theport area. The inspection also in­cluded the Williamstown Workshopsand Slipways, which is a small shiprepair maintenance yard, and whichalso undertakes some small ship­building work. (Melbourne HarborTrust Port Gazette, March)

Container FlowMelbourne:-Plans to re-organise

the flow of containers through thecontainer terminal on the West sideof Swanson Dock in the Port ofMelbourne are expected to turn theterminal into the busiest in theworld.

The terminal owned and operatedby Seatainer Terminals Pty. Ltd. onland leased from the Port Authority,is being geared to handle a contain­er flow of 200,000 a year.

In order to put the plans intoeffect, more land is required, andnegotiations are in progress with thePort Authority for an additionalarea of approximately 9 acres onthe north side of the existing 24 acreterminal.

The existing operation was design­ed around a main 5-high containerstack, through which containersflowed between ship and shore, andto and from road and rail transportby means of three twin lift bridgecranes working over the whole stack.

Portainer cranes on the wharf actu­ally lift the containers on and offships.

However, with the tremendous in­crease in the container flow, and in­creasing problems associated withroad and rail transport, it is intend­ed to establish a separate new exportpark on the additional nine acresbeing sought, and to re-design theexisting paved area outside the mainterminal into a new import park.

It is intended to receive most ex­port containers from road and railat the export park at times con­venient to. both rail and road hauli­ers, and then to feed the containersinto the main stack as it suits thescheduled work programme of theterminal.

It is also intended to take importcontainers out of the main stackeach night for re-Iocating at the im­port park on a trailer basis for pick­up by road again at times convenientto the land hauliers.

As 50 per cent of all export con­tainers through Swanson Dock comeby rail, it is hoped to have an addi­tional rail terminal at the new ex­port park area, and this matter isalso being negotiated with the PortAuthority. Export containers are atpresent passing through the terminalby rail between Adelaide, the SouthAustralian capital 440 odd miles tothe west; Shepparton, 120 miles tothe north; and J\;filc1ura, 360 oddmiles to the north west.

It is hoped that the import parkwill have containers placed on trail­ers which should suit road hauliers,as they will have easier and un­restricted access to collect theirloads. The company anticipates thatdelivery to road or rail will beginwithin 24 hours from the time thecontainers are taken out of the ship.

The new re-organised containerflow has become necessary, becauseboth the frequency of ship arrivalsand the volume of containers nowpassing through the terminal, werefar greater than originally anticipat­ed and for which the facilities weredesigned. (Melbourne Harbor TrustPort Gazette, March)

Port of TownsvillePort Statistics (July 1, 1969­

Tune 30, 1970)1. Ships that called at the Port

PORTS and HARBORS

Asia-Oceania

Tokyo, April 21:-Mr. A. J. Butterwick (center), Director of Market­ing of Overseas Containers Limited (OCL), Britain's largest containershipping consortium, arrived in Tokyo Tuesday evening (April 20)with Mr. Wolfgang Buschhorn (2nd from left), Managing Director ofM&O Container Transport GmbH, the OCL agents in Gennany. Ac­companying them were Mr. A. V. K. Murray (left) and Mr. DavidGledhill (2nd from right), both Directors of Butterfield & Swire(Japan) Ltd., the OCL agents in Japan, and Gordon Robb (right),OCL's Marketing Manager for Japan. The five took part in OCL'sFar East marketing meeting held last week in Hongk.ong in preparationfor OCL's Far East/Europe through-transport container services sched­uled to start in early 1972. Butterwick and Buschhorn will pay a briefvisit here before flying home. (OCL Press Release)

Number 522Total gross-tonnage .. 2,517,174

2. Tonnage of cargo handled atthe Port(1) Imports:

Intra-state 304,382Inter-state 125,803Overseas .45,060Total 475,245

(2) Exports:Intra-state 14,061Inter-state 123,167Overseas 791,715Total 928,943

(3) Grand-Total of Importsand Exports: .... 1,404,188

(Extracted by T. Nakanii, IAPHUnder Secretary from "Port ofTownsville - Townsville HarbourBoard Report")

Tokyo, April 5: - Mr. K. W.Moore of Overseas ContainersLimited's Far East Trade Divi­sion, who is visiting the Far Eastduring March and April 1971.(OCL Press Release)

Pleasure Boating

Hong Kong, 15 April:-Becauseof the rapid growth in pleasure boat­ing throughout the Port Shelterarea, on the scenic eastern seaboardof the New Territories, the MarineDepartment has opened a newlicensing station at the Sai KungWholesale Fish Market.

The new station undertakes thelicensing and necessary control ofmarine activities in the district.Previously this was done by a licens­ing team which made weekly visitsto the area.

A spokesman for the Marine De-

JUNE 1971

partment said both the Port Shelterand Rocky Harbour areas were be­coming increasingly popular withthe general public for swimmingand pleasure boating. In addition,an increasing number of mechanisedfishing vessels and pleasure craft wasseeking licensing facilities at SaiKung. Since several beaches on KauSai and other islands in the SaiKung area had been gazetted recent­ly as public beaches, under the con­trol of the Urban Services Depart­ment, it was necessary to keep fish­ing and other native-type craftunder observation and controL (The\IVeek in Hong Kong)

Hong Kong

Port Statistics during April 1,1969-~Iarch 31, 1970

1. VESSELS1. Nurnber of Vessels Entered

and Cleared(1) Ships entered:

Ocean-going 6,907Others 23,910Total 30,817

(2) Ships cleared:Ocean-going 6,874Others 23,820Total 30,694

('3 ) Grand-Total 61,5112. Nett Tonnage of Ships En­

tered and Cleared

(1) Ships entered:Ocean-going 22,695,820Others .4,413,858Total 27,109-,678

(2) Ships cleared:Ocean-going 22,434,053Others .4,418,545Total 26,852,598

(3) Grand-Total 53,962,276II. PASSENGERS

( 1) Passengers landed:Ocean-going 22,730Others 1,216,252Total 1,238,982

(2) Passengers embarked:Ocean-going 22,131Others 1,202,050Total 1,224,181

(3) Grand Total 2,463,163III. CARGO

( 1) Cargo landed Tons Dead­weight:Ocean-going 8,629,604Others 1,205,097Total 9,834)01

(2) Cargo loaded Tons Dead­weight:Ocean-going 2,814,537Others 156,015Total 2,970,552

(3) Grand-Total 12,805,253N.B.: The Items "Others" in

the above table include"River-Streamers", "Hydro­foils", "Junks", "MechanizedVessels of 300 tons net and

31

Asia-Oceania

Tokyo, April 22:-All set for launching, the British India cargo shipMulbera, 13,300 dwt, gets a final touch of paint at Swan Hunter'sNeptune shipyard. She is one of 29 ships worth £ 140 million beingbuilt for companies of the P&O Group. The massive ram bow im­proves the ship's hydrodynamic qualities. With a service speed of 19knots, she will trade between Australia and the Persian Gulf, coveringthe 4,700 miles between Freemantle and the Gulf in 10 days. BritishIndia, a member company of the P&O Group, are represented in Japanby Swire Mackinnon. (P&O Information Service)

under", etc.(Extracted from "Annual De­

partmental Reports 1969-70" publ­ished by Mr. K. Milburn, J. P., Di­rector of Marine, Hong Kong byT. Nakanii, IAPH Under Secre­tary)

New Sook:

"The Major Ports of India"

By Satkartar Batra, published inAugust 1970 by The Kandla Com­mercial Publications, THX-12, Adi­pur, Kandla, India. Price Rs. 30.00.

32

The Introduction by the authorreads as follows:

Shipping practices and require­ment of documentary proceduresdiffer not only from country tocountry but from port to port. Thisis what makes shipping a subjectof absorbing interest. The diversityin practice stems obviously fromthe historical background of eachport which has been responsible forthe evolution of different conven­tions based on age-long traditions.To a student of shipping, this diver­sity is nodoubt a matter of everlast-

ing interest. However, to a user,specially a ship-owner, the differentpractices followed at different portsand the different requirement areprobably a matter of much concern,and so far as his trading interest isconcerned, he would like to lay hishand on some source which wouldreadily give him the datails of re­quinnents at a particular port.This is what has been made avail­able in this book so far as the In­dian Major Ports are concerned.The desire of a ship-owner andship-master has been kept in viewwhile explaining the various re­quirements at each of the IndianMajor Ports. The historical back­ground and all other information ofeach port which the respective PortAuthorities and other concernedwith the ports were kind enough tomake available will be of immenseinterest to everyone. In addition,information about shore charges atthe major ports have also beenincluded.

Foreword by Dr. K.R.V. Rao,Education Minister of India, runsas follows:

The importance of ports in theeconomic development of a devel­oping country like India, whichpossesses a coastline of about 5,700kms.. and as many as 165 workingports, needs no emphasis. Theeight major ports of India handleabout 55 million tonnes traffic perannum. The detailed informationabout each of the major ports isavailable in their administrativeand/or annual reports. But a com­prehensive compilation of informa­tion about all the major ports,which proves handy was the longfelt need. This is fulfilled by ShriSatkartar Batra's book-'Major Portsof India.' In this book the Authorhas compiled the wealth of datarelating to various aspects of eachof the major ports of India. The in­formation compiled in the bookcovers history of each of the majorports, facilities available, traffichandled, port dues, rates andcharges, formalities and procedurerequired to be completed for theoverseas trade, etc. Besides it alsocontains lists and addresses of offi­cial and non-official organisationsconnected with ports and shipping.

PORTS and HARBORS

I t is a comprehensive commercialdirectory which will be useful to allthose who are connected with ship­ping, commerce and industry.New DelhiAugust 10, 1970

V.K.R.V. Rao

Inchon Harbour, Korea

Tokyo: - Societe Grenobloised'Etudes et d'Applications Hydrau~

liques (SOGREAH) has been chosenby the Korean Construction Minis­try as consulting engineer for design­ing and building Inchon sea lock.

Inchon sea lock consists in fact oftwo locks, one for 10,000 ton ves~

sels, the other for 50,000 ton vessels.The lock connects the sea to a

wet dock, enabling vessels to enterthe port of Inchon, where shippingmovements had been limited consid­erably owing to the very high tides(maximum 11 metres).

Hitherto, large vessels used theport of Pusan, in the south of thecountry, about 350 km from Seoul.The port of Inchon lies only 40 kmfrom the capital and will be used bythe industries around it. The sealock will therefore play an impor­tant part in the economy of Korea.(French Technical Bulletin, No.1,1971 )

Refuse Disposal

Auckland, N.Z., March 24:-TheAuckland Harbour Board believesthat the problem of refuse disposalin the greater Auckland area willhave to be solved on a regional basisto prevent undue tipping encroach~

ment on the Waitemata and Manu­kau Harbour foreshores.

Concerned that Auckland's fore­shore tips are in some instancesreaching ultimate capacity, theBoard is to defer all applications forrefuse tipping in the Waitemata har­bour until completion of the fore­shore study it is carrying out in con­junction with the Auckland Region­al Authority. The Board will takethe same action over the ManukauHarbour pending completion of anappropriate study which it intendsto carry out with the AucklandRegional Authority or other localbodies. It will also ask the RegionalAuthority to look into the problemwith a view to finding alternative re-

JUNE 1971

fuse disposal methods on a regionalbasis.

Reporting to the Board, the ChiefEngineer, Mr. R. A. J. Smith, saiddisposal of refuse by local authori­ties at approved areas on the fore­shores of both harbours had beenundertaken for many years. How­ever, the question of further use offoreshores for tipping now requireddetailed consideration within a totalassessment of future refuse disposalin regional Auckland. Mr. Smithsaid the Board's processes of ap­proval for tipping on the foreshoresit controlled included safeguardsagainst pollution and health hazardsbut actual tip-working and localauthority control had left a lot tobe desired. Cooperation from theseauthorities regarding public com­plaints had not always been easyto obtain.

Another consideration was thatthe Board was concerned withpreserving the natural resources ofboth harbours as much as possibleand this was the prime reason forthe Waitemata Harbour study.Mr. Smith said organic refuse couldbe dealt with by composting of in­cineration and inorganic refusecould to a large extent be handledby incineration also. These processescould involve large capital invest­ments and the Department of Healthwould have to investigate the possi­bility of such facilities on a local orregional basis.

"As the region grows the problemof domestic and industrial waste dis­posal increases also and the prob­lems now apparent in overseas coun­tries are presumably approaching inthe Auckland area," 11r. Smith said."It is doubtful if each local authori­ty can find a complete solution tothe problem and perhaps respon­sibility to resolve, control and oper­ate the whole process of refuse dis­posal should be undertaken by anover-riding body such as the Auck­land Regional Authority. Proposedlocal body amalgamations also influ~

ence the matter."The General Manager of the

Board, Mr. R. T. Lorimer, said thatcommunal incineration or compost­ing seemed necessary to solve theproblem. "Local authorities have tothink of the long term effect of con­tinued tipping," Mr. Lorimer said

Asia-Oceania

"This Board has a responsibility topreserve the Harbour waters andforeshores for all types of use and wecannot just go on filling them up. Iexpect the local authorities to sup­port us in our stand on the matter."(Auckland Harbour Board)

Centennial Gift

Auckland, N.Z., March 24:­The Auckland Harbour Board is topresent 57 acres of scenic bush­land and foreshore· to the peopleof Auckland as a Centennial gift,to be used for picnic and recrea~

tional purposes.The Board is also leasing at a

nominal rental a further 1,100 acresof scenic reserve to the AucklandRegional Authority for use by thegeneral public. This land is 21miles from the city centre. Bothgifts mark the Auckland HarbourBoard city centennial anniversarieswhich fall this year.

The Chairman of the Board, Mr.R.C.F. Savory, said: "I firmly be­lieve that recreational space forAucklanders is of the utmost im­portance, particularly in view ofpopulation growth. We hold theforeshores of the Manukau, one ofAuckland's twin harbours, in trustfor the people, and we want tosee all sections of the communitymaking the fullest possible use ofthem. I think, therefore, there is nomore suitable occasion than atpresent to transfer this land forsuch a purpose." (Auckland Har­bour Board)

Portainer Crane

Auckland, N.Z.:-The $1 millionPortainer Crane, ordered by theAuckland Harbour Board for op­eration at the new container termi­nal, is now in working order.

I t was officially handed to theBoard today (Friday, January 29)by Mr. A. P. Wickens, Director inCharge of Overseas Interests, forVickers Ltd, London, on behalf ofthe builders of the massive 153 toncrane, Vickers Hoskins Pty Ltd. ofAustralia. It was received on be­half of the Board by the Chair­man, Mr. R.C.F. Savory.

Sir Leslie Rowan, chairman ofVickers (England) Ltd, hoped toattend the commissioning, but was

33

Asia-Oceania

unable to leave Britain at the lastmoment, owing to unforeseen cir­cumstances. This morning otherdirectors of Vickers Hoskins, theirwives, members of the HarbourBoard, officers and invited guests,saw the crane in action when Har­bour Board engineers and staffgave a twenty minute demonstra­tion, including single and twin liftoperation. Later they attended afunction at Trillo's of Westhaven.

The twin-lift crane is capable oflifting two containers with a com­bined weight of up to 45 tons. Ina four minute cycle of operationthe crane can handle four contain­ers, moving two from the ship tothe wharf and placing another twoon the ship from the wharf. Thissystem is operated by one manfrom a control cabin slung beneaththe main boom of the crane.

Handling rates of more than 600tons an hour are attainable withthe crane and a full container shipcould be turned round ,(i.e. broughtinto port, emptied and re-Ioadedready for departure) in a day. Thecrane will empty and re-Ioad itsfirst container ship in May, whenthe "Columbus New Zealand", ofthe Columbus Line, comes intoPort.

Work on the container terminalbegan three years ago when landwas reclaimed for the 1500 ft quayand adjacent terminal facilities.This, the first phase, is nearingcompletion, and the second phase­a further 300 ft of wharf will beadded in the next year or so. Thetotal project is due for completionby 1975.

The wharf built so far is "tiedback" to the reclaimed land every20 ft by 60-ton capacity cablesanchored in concrete blocks. Thisis to minimise movement in theevent of earthquakes. There willbe two container terminals inNew Zealand, the other is underconstruction at Wellington. (Auck­land Harbour Board)

6 Million Tons

Whangarei, N.Z.: - WhangareiHarbour has topped the 6-millionton mark for cargo in a single year

34

for the third successive year-andremains the only New Zealand portto have done so.

The total for the 1969-70 year,which ended on September 30, was6,195,800 tons. (,Points North,November, 1970)

Lot to Learn Yet

Whangarei, N.Z.: - Companiesand harbour boards abroad arefinding that there is still a lot tolearn about the handling of con­tainers, said Mr. W. Hawthorn, amember of the Northland HarbourBoard, after attending in Sydneythe Conference of the I.C.H.C.A.(International Cargo Handling Co­Ordination Association).

Captain J. Kirkham, a Boardpilot, attended the Conferencewith Mr.. Hawthorn.

Mr. Hawthorn said that opera­tors were learning in stages aboutcontainers-their handling, theirdocumentation and their passaging.

It was already clear that someports, like Sydney and Brisbane,did not have sufficient land for theefficient handling of containers.There was a general trend overseastowards the creation of completelynew ports, with deep water andplenty of space for the handling ofcontainers and of bulk carriers.

Mr. Hawthorn and CaptainKirkham also attended a Confer­ence of the West Australian Ports'Association in Perth, and visitedports throughout Australia. (PointsNorth, November, 1970)

Container Port To Be

Whangarei, N.Z.:-Mr. D. A.Highet, Government M.P. for Re­muera, believes that Whangareiwill become a container port.He says the rapidly increasing useof containers makes this "inevit­able."

After a world trip with a four­man Parliamentary group, he saidhe considered that the decision tohave only two container ports in­itially was a sound one.

Speaking at a luncheon meetingof the Marsden Electorate Na-

tional Party Women's Organisation,he said that at Oakland, California,cargo tonnages had tripled in thethree years since the introductionof containers.

Fears of wharf labour redundancyhad proved groundless, he said. A25c per ton levy had been madeon all cargo to provide a redund­ancy fund.

The fund had built up to $25million without any sign of redund­ancy, so that last Christmas abonus had been paid to everywharf worker.

He said that supporting servicessuch as rapid rail were financed inthe United States by sales tax.

"Everywhere in the States thereis a minimum of 5 per cent salestax, at retail level, on all goodsexcept groceries and medicine," headded.

Footnote: - The Minister ofTransport, the Hon. J. B. Gordon,has stated that Marsden Point,Whangarei, could become a con­tainer terninal in the future. Hereferred to the possibility of Mars­den Point becoming an interna­tional container terminal for theSouth Pacific area, feeding out con­tainers to Australia and otherPacific countries. (Points North,November, 1970 )

New Chairman

Karachi: - Commodore AnwerSaeed, T.Pk., P.N. has taken overas Chairman, Karachi Port Trust,w.e.f. 1st January, 1971. Commo­dore Anwer Saeed has been ap­pointed Chairman of Karachi PortTrust for a period of 2 years in thefirst instance. Before joining K.P.T.,Commodore Anwer Saeed was theCommodore-in - Charge, Karachi,Pakistan Navy, and Principal Offi­cer, Mercantile Marine Dept.Karachi. He was also a Trustee,representing Pakistan Navy on theK.P.T. Board since July 1969. Com­modore Anwer Saeed was electedVice-Chairman of K.P.T. Board forthe year 1969-70. (K.P.T. NewsBulletin, January 15)

PORTS and HARBORS

Engineering Services

Karachi: - An Agreement forConsulting Engineering Services forthe design of Eight Shipping Berthsunder the Third Project of KarachiPort was signed between the K.P.T.and the firm of O. Prof. Dr.-Ing.Erich Lackner, Consulting En­gineers of West Germany. Prof.Lackner is the Chairman of theEuropean Committee of Water­front Structure and Quaywallsand a reputed international experton Port Structures. (K.P.T. NewsBulletin, August 15, 1970)

Bangkok

1. Tonnage of Cargoes dischargedat the Port of Bangkok during1970

Discharge at PAT Wharf:Overside 1,091,975Landside 1,024,792

Discharge at OilJetties 2,279,238Discharge at otherwharves .400,807Total Inward 4,796,812

2. Tonnage of Cargoes loaded atthe Port of Bangkok during1970

Total Outward ... 4,963,722

3. Foreign Outward Vessels atthe Port of Bangkok during1970Loaded vessels:Number 1,744Total Net RegisteredTonnage 4,761,184

Vessels in ballast:Number 560Total Net RegisteredTonnage 3,677,742

Total:Number 2,304Total Net Registered

Tonnage 8,438,926N.B.: Above figures were ob­

tained by composing the datawhich appeared in several edi­tions of the following maga­zine.-T. Nakanii, IAPH HeadOffice

(Extracted from "Port Authorityof Thailand (PAT) Magazine­~1onthly" by T. Nakanii, IAPHUnder Secretary)

JUNE 1971

Consultative Board

Antwerp:-For quite a while al­ready a Consultative Board, consist­ing of representatives of the portauthorities, the employers and thelabourers' unions, has been in exist­ence in Antwerp. This ConsultativeBoard meets monthly to deal withspecific problems. It was now de­cided to start a "General Meetingfor Port Consultation", comprising45 delegates: 15 from the portauthorities, 15 from the employersand 15 from the labourers. Thisnew body is to probe into the gen­eral port problems jointly and peri­odically, thus acting as a generalmeeting to assist the more restrictedConsultative Board. (Antwerp PortNews)

Container Traffic in 1970

Antwerp:-The favourable impacton the evolution of container trafficexercised by the comprehensive con­tainer handling equipment which forthe last years has been at the dis­posal of the Antwerp port customersresults once more from the statisticswhich have been published for theyear 1970.

Containerized goods trafficamounting to about 0.6 million tonsin 1968 and to about 1.2 million tonsin 1969 lept up to 2.2 million tonsover the year 1970, i.e. an 85 percent increase compared with 1969.

Provisional figures for the aggre-

Europe-Africa

gate seaborne general cargo trafficin the port of Antwerp during thefirst eleven months of 1970 amount­ed to about 21 million tons. Theaggregate seaborne general cargotraffic over 12 months consequentlycan be evaluated at some 22.9 mil­lion tons.

The above mentioned figuresreveal some interesting aspects. In­deed, the total general cargo trafficin the port of Antwerp amounted toabout 20.6 million tons in 1969, thefigure of 1.2 million tons of contain­erized cargo thus representing about6 per cent of the general cargo traf­fic. In 1970 this percentage rose toabout 10 per cent, considering thefact that 2.2 million of the eirc. 22.9million tons of general cargo arrivedat or left the port in containers.

Consequently the percentage ofcontainerizable cargo which is actu­ally containerized is constantlygrowing.

The total number of containershandled in the port of Antwerp in1970 was 167,789 units ,(against100,442 units in 1969) of which92,150 incoming and 75,639 out­going (against respectively 51,369and 49,073 in 1969). This is anincrease of respectively 79 and 54per cent in 1970.

The bulk of containerized cargostill comes from or is bound forNorth America. Here too the in­crease was very important in 1970:68,147 containers ('39,639 incomingand 28,508 outgoing) against 38,850

35

Europe-Africa

Container Fu.ture

Reception held in New York byBremer Lagerhaus.Geselischaft

In the Port of Bremen

Total

participate equally in this growth.It was especially remarkable thatonly about 10% of the containershad been shipped in the port-to­door or port-to-port service,whereas 90 % had been shipped inthe cheaper door- to-door service.The high percentage in the door todoor service was achieved by noother port. This shows that thePorts of Bremen are ideally suitedto container transportation. Bre­men/Bremerhaven fill the require­ments of this system of transport inevery respect.

The proportion of containerizedcargoes of the total amount to gen­eral goods handled in 1970, whichwas 11.9 million tons, has increasedfrom 7% to 11 %. For the currentyear the Ports of Bremen can expectfurther increases. In spite of thefact that already 70% of the goodsshipped to and from the U.S.A. viaBremen/Bremerhaven are contain­erized, such goods that did not seemsuitable for containers at first aregradually being carried by containershipping lines. In addition to this,other factors, such as services toAustralia and the Far East, willguarantee a new record turnover inthe Ports of Bremen.

Generally speaking, the prospectsare viewed optimistically in Bre­men, because in the spring of thisyear a new terminal, the "Terminalon the Sea", which is indeed sec­ond to none, will be put into opera­tion. In April the official opening ofthe first berth, which will have twocontainer bridges and about 200.000square metres of marshalling area,will take place. This will consider­ably increase the capacity of thePorts of Bremen. Two furtherberths with 2 container bridges eachwill follow, one of which will beofficially opened in autumn. Whenfully completed, the "Terminal onthe Sea" will have three berths with

Weight

711.737 t

669.821 t95.632

20'basis

The number of containers handl­ed in the Ports of Bremen againrose considerably in 1970. Bremenand Bremerhaven were able to in­crease their leading position in over­seas container transport and theywere also able to increase their leadover other continental ports. Thiswas the tenor of a speech made bythe Chairman of the BremerLagerhaus-Gesellschaft, Herr Ger­hard Beier, at a reception held bythe BLG for American and Japa­nese shipping experts in the White­hall Club, New York, on February5th, 1971.

In his speech Herr Beier pointedout that last year a total of 111,961containers of the 20', 35' and 40'types with a tonnage of 1.382 mill.tons had been shipped via Bremen/Bremerhaven. He remarked thatthe conversion of these figures ontoa 20-ft basis was only for compari­son purposes. This conversionresulted in a figure of 194,544 unitsfor 1970. In all other respects,however, the Ports of Bremen re­ferred to the actual number ofunits.

In detail, Herr Beier stated thefollowing figures in container trans­port for 1970:

NumberActualTotal

Import55.263

Export56.638 98.912

111.901 194.544 1.381.558tHerr Beier continued by stating

that this number exceeded the 1969results by 53% in number and byeven 68% in weight. In 1969,73.334 containers ,( 118.001 on a 20'basis) with a tonnage of 822.129tons had been moved. All sevenfull-container lines calling atBremen/Bremerhaven were able to

containers (22,442 incoming and16,408 outgoing) in 1969.

For North America the tonnagerose from 272,370 tons of goods un­loaded and 213,653 tons of goodsloaded in 1969 to 549,912 tons ofgoods unloaded and 358,908 tonsloaded in 1970, thus resulting into atotal increase of 102 and 68 per centrespectively. The favourable evolu­tion in 1970 also appears from thecontainer traffic with Great Britain,the Far East and Australia.

Statistics mentioned on page 6 donot include the total traffic of 22,831 empty containers which arrivedat or left the port of Antwerp byocean-going vessel, or the number ofpallets and flats; the tonnages indi­cated are these of goods conveyed,exclusive of the tare weight of thecontainers. (Antwerp Port News,February)

.\\\\\"'\\\\\\\\"'\\\\\\\\"'\\\\\\\\"'\\\\\\\\"'\\\\\\\\"'\\\\\\\\"'\\\\\~

~ ~~ ~

IIAPH Membership i~ ~

I Directory 1971 I~ ~

I Available i~ ~~ ~

~ More pages (358 pages) and I~ ~

~ more names (2200 names) ~~ ~I at $4.00 per copy ~~ ~

I airmail postage included ~~ %i ($3.00 for members) ~

~ $2.00 by seamail (for all) I~ ~

IOrder with money is to be I~ ~

~ sent to : ~~ ~~ Head Office IAPH ~~ ~I Kotohira·Kaikan Bldg., ii 1, Kotohira-cho, Minato-ku, ~~ %

i Tokyo 105, Japan I~ ~li\\\\\\\\",\\\\\\\\",\\\\\\\""\\\\\\\",,,\\\\\\,,,,\\\\\\\,,,,\\\\\\\,,,,\\~

36 PORTS and HARBORS

a quay length of over 1.000 metres,6 container bridges and a marshal­ling area of 450.000 square metres.

Herr Beier added that this ter­minal marked the beginning of thecontainer future of these ports. Allthose factors that the shipping com­panies consider to be prerequisitesfor optimal container transportationare ideally present in this terminal.Among these prerequisites are bothan ideal geographical position froma transport point of view and alsothe technical equipment and facil­ities. Herr Beier said that all thesefactors would enable the Ports ofBremen to increase even furtherthe number of containers, whichhad so far been handled in theNeustadt Docks in Bremen itselfand also in the Nordhafen inBremerhaven. This number is al­ready higher than that of otherports. Herr Beier concluded hisspeech by saying that computer­controlled movements, closed-cir­cuit television, the fact that allthose persons directly or indirectlyconcerned will be present in the so­called "gatehouse", and an im­proved organisation would gua­rantee this increase in achievementand efficiency.Bremen, 8th February, 1971

Rail Haulage ClosedLiverpool, 11 th March:-Dockside

rail services to all berths in the areafrom King's Dock to HerculaneumDock in the Southern zone of theMersey Docks and Harbour Boardestate are to end at the close of workon April 30.

This decision has been taken bythe Dock Board following an exami­nation of the viability of rail haulageoperations in the dock area south ofLiverpool Pierhead. The object wasto assess whether or not the servicecould be maintained until the even­tual closure of the south docks sys­tem as a whole.

The examination showed, how­ever, that the dock rail service inthe area was incurring a substantialdeficit and that could not be ac­cepted in present circumstances.

All interested parties have beenadvised by the Docks and Commer­cial 11:anager, and arrangementshave been made by British Rail forsending stations to be informed. Ad-

JUNE 1971

ditional cartage facilities will beavailable from Canada Dock Stationto serve the South Docks area.

A spokesman for the Dock Boardsaid: "The withdrawal of railhaulage will increase only marginal­ly lorry traffic in the south docksand no difficulty is anticipated fromthe extra road traffic particularly inview of the increasing use of existingexport lorry appointment schemesand the proposals to introduce simi­lar import lorry appointmentschemes in May.

Information concerning alterna­tive cartage offered by British Railcan be obtained from Mr. ArthurHarris, B.R. Cartage and TerminalsSuperintendent ('telephone 051­7098292, Ext. 2330). (Mersey Docks& Harbour Board)

Chairman's Statement

London, 15th April:-The Chair­man of the Port of London Authori­ty today expressed his serious con­cern about recent inaccurate andmisleading Press reports on the fu­ture of the Port of London. It is nottrue that "most London docks maybe closed in 18 months."

The real facts are:1. The progressive closure of con­

ventional cargo berths has beenproceeding steadily for someyears, in accordance with theplan formulated in 1967 and up­dated in January, 1970.

2. The principal reason behind thisrationalisation is the advent ofcontainers. This has drasticallydecreased, and continues to les­sen, the tonnage of conventional­ly handled cargoes everywhere.The rationalisation programmeso far has closed two out of theP.L.A.'s five major dock groupsand reduced the number of em­ployees by 25%.

3. Over 212 million tons of generalcargo is expected to pass throughTilbury container berths in 1971,but less than 10% out of the verynearly 60 million tons through­put in the Port will be conven­tionally handled in the docks.Incidentally, this makes Tilburyone of the leading internationalcontainer docks.

4. Despite the national dock strikewhich cost the P.L.A. some £%

Europe-Africa

million, the net revenue deficiton trading account for 1970 isexpected to be of the order ofone million pounds.

5. The March increase in importand export charges related toconventional cargoes and not tocontainers.

6. The rationalisation plan is regu­larly reviewed and communi­cated to employees, the tradeunions and port users. Arrange­ments have already been madefor the next stages to be an­nounced next week. (News fromPLA)

Vehicle Appointments

London, 5th April:-British Indiaand Union Castle Lines, who oper­ate a joint service from East Africato London, have arranged with thePort of London Authority to in­troduce yet another vehicle appoint­ment scheme for import cargoes.This new scheme will cover berthsNo: 28, Royal Albert Dock and No:10 in King George V Dock for allvessels of the joint service arrivingafter April 12th, 1971.

The scheme is designed to speedup the collection of landed goodsfrom the quayside sheds and givemore efficient use of dock labourresources, and to reduce lorry wait­ing time to the minimum so givinghauliers opportunities of greatervehicle utilisation.

The procedure will be for the im­porter, or his haulier, to make anappointment for the collecting vehi­cle as soon as PLA advise that thegoods are clear of customs andready for delivery. A telephone ap­plication can be made between thehours of 1030 to 1715 Mondays toFriday, to: 01-476 1652 for 28 berthR.A. Dock and 01-476 2805 for 10berth, K.G.V. Dock and detailsshould be given of the consignment,Bill of Lading number, name of shipand date of ship's arrival. An ap­pointment will then be agreed forone of the five periods into whichthe working day-covering bothshifts--is divided for the scheme.These periods are:-( 1) 0700-0800,(2) 0800-1100, (3) 1100-1400, (4)1400-1700, ,( 5) 1700-2100.

Every endeavour will be made tomeet particular requirements of

37

Europe-Africa

(BULI< EXCLUDED)

Port of Le Havre

General Cargo

Evolution according to type of transportation

and other similar developments," hesaid.

"We understand that the resultsof the survey are providing a usefulbasis in assessing to what extent theinland container depots that havealready been developed, primarilyfor another trade, would also be ap­propriately located for the Far Easttrade, and where additional facili­ties are likely to be needed."

The Far East container servicewill be accommodated at part of a£ 14 million extension of the South­ampton Container Terminal at pres­ent under construction on land re­claimed from the River Test. ,(BritishTransport Docks Board)

4.1 MT

21,03.5 MT

10.4 ;:

~ CAR FERRIES _ ROll-ON / ROll-OFF

c=J CONTAINERS

III CONVENTIONAL CARGO SHIPMENTS

frigeration, and so forth.Cargo tonnages were successfully

requested both in terms of dead­weight and measurement, and theDocks Board's computer was usedto produce ca1culations of containerflows for specific origins and desti­nations.

A spokesman for the Docks Boardsaid today that the Board had beenusing market research techniquesfor several years to establish thetraffic potential of its ports.

"On this occasion our researchwas offered as part of our after salesservice with the intention of help­ing our customers to plan their oper­ation, particularly Containerbase

hauliers but early application willmake this easier.

The scheme is expected to assistimporters seeking the benefits of theTransit Charge arrangements byprompt collection of goods. ThePLA have published a leaflet out­lining their procedure and methodof assessing charges and importerswill find this a useful guide. It urgesearly application and the keeping ofagreed appointments. Vehicles fail­ing to do so will only be dealt withafter those taking up their priorityand PLA draw attention to the factthat missed appointments may putthe benefits of Transit Charge atrisk. (News from PLA)

Survey for Port User

London, 15 April:-An extensivesurvey within the U.K. of U.K./FarEast trade carried out by the BritishTransport Docks Board is provingextremely useful in building up apicture of equipment and inlanddepot requirements for the containerservices due to begin operating fromSouthampton at the end of the year,a spokesman for OCL and Ben Line(Containers) Ltd. (part of the ACTgroup) said today.

The two container consortia se­lected Southampton as the mainU.K. base for the two million tons­a-year Far East trade and the DocksBoard offered to carry out thesurvey to assist with planning. It isbelieved to be the first occasion thata British port authority has provid­ed detailed market research for acustomer as part of its "after sales"service to a major user.

"We had obviously carried out ourown studies of requirements in theFar East trade," said Mr. RichardDenning of OGL's Far East TradeDivision, "but the detailed figureswhich the Docks Board study hasproduced provided us with a valu­able confirmation."

Over 5,000 questionnaires weresent out by the Docks Board to ship­pers, importers and other relevantinterests in the U.K. with the aimof producing reliable up-to-datedata concerning the volumes of dif­ferent types of cargo moving be­tween a range of U.K./Far Eastdestinations, the frequency of ship­ment, specific requirements as to re-

38 PORTS and HARBORS

Europe-Africa

j F M A MAS 0 NO

Port of Le Havre

Container traffic 1970

Bremen, 1 April:-The contain­er terminals Bremen/Bremerhavenwere again able to prove their effi­ciency, as not less than 14 full­containerships were cleared withinonly 7 days. Apart from the Aus­tralia to Europe Container Serviceand the United States Lines, all thefull-container lines calling at thePorts of Bremen were concerned.In detail, the vessels in questionwere the "C.V. Staghound" of the

this American shipping company.Twelve further units of this type are-according to the information ofthe Institute for Maritime Economyin Bremen-at present being built,or on order, in the USA and in Bel­gium. They are intended for thefurther freight trade between Eu­rope and the USA and will belaunched within the next two years-the last at the beginning of 1973.The second 29,463 tdw Lash-freight­er for the Mediteranean servicewill be delivered by the Avondaleshipyard in New Orleans in March1971 to the Prudential-Grace Lines.The last three of this series willfollow-up to November 1972. SixLash-freighters of the same typeare being built by the Americanshipyard for the Pacific Far EastLines in San Francisco-the firstof which will be put into operationin the liner service to Europe inSeptember 1971-and the last inFebruary 1973. Two 43,000 tdwLash-freighters being built by theCockerill shipyard in Hoboken/Belgium, are intended for the estab­lishment of an Holland-AmericaLine and Hapag-Lloyd AG jointservice between the USA-Gulf andEuropean ports. The first should bedelivered in November 1971, the sec­ond in May 1972. Finally, the LykesLines in New Orleans intend toplace the first of three SEABEE­carriers (33,350 tdw) into service atthe beginning of 1972 (the last inJuly 1972), for the USA/Europerun, among which is their "StandardLine", plying between New Orleansand Bremerhaven. Bremerhaven hasqualified as the first LASH-port onthe European Atlantic coast eversince September 1970. (Bremen AirMail, April)

Fast Containership Clearing

(STANDARD SIZES)

500 tdw-78 lighters with each hav­ing up to 370 tons burthen), whichhave been running since September1970 in the New Orleans to Bremer­haven liner service of the CentralGulf Contramar Line; who havetaken the ships on a long term time­charter from the Norwegian A/S.Moslash Shipping Company ofKristiansand. A second liner servicehas been established by the Ameri­can Prudential-Grace Lines, with'piggy-back' freighters, from theUSA-East coast to the Mediterrane­an. Trading here is the lighter­freighter "Lash Italia" (29,463 tdw),as the first of a total of five speci­alised ships which are being built for

CONTAINERS FULL AND EMPTY

LASH Boom

Bremen:-A boom seems to beintimated in the field of the linerservices trading with the large light­ers, on the LASH, or Seabee, princi­ple, which the European as well asthe American shipping companiesare intending to develop-operatingbetween the USA-East coast andEurope. The forerunners of the de­velopment, which represents a logi­cal extension of the container prin­ciple, in the sense of a furtheracceleration of the time of turn­round of the highly capitalised ships;are the two barge-carriers "ArcadiaForest" and "Atlantic Forest" (43,-

4000

40 000

liD 000

80 000 - 1970

... 1969

20 000

JUNE 1971 39

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DUTY &TAX FREE SHOPManaged by

JAPAN AIRPORT TERMINAL CO./ LTD.

American Isbrandtsen Lines (Con­tainer l\IIarine Lines Division), the"Weser Express" of the Hapag­Lloyd AG, the "Transindiana" ofthe Seatrain Lines, Inc., the "Jack­sonville" of the Sealand Service,Inc., the "Atlantic Star" of theAtlantic Container Line, Ltd., the"Euroliner" of the Seatrain Lines,Inc., the "Transidaho" of the Sea­train Lines, Inc., as well as the feed­er vessels "Karen Oltmann","Birka", "Greyhound" and "WeserCarrier". Of these feeder-vesselsthe first three even called at Bremer­haven twice in one week. These 14vessels moved a total of 4.503 con­tainers.

The Ports of Bremen put up ex­cellent performances III clearingthese 14 vessels. For example, theBremer Lagerhaus-Gesellschaft re­quired only 23)12 hours to move 948containers shipped by M.S. "C.V.Staghound".. In one shift alone itwas possible to discharge and load

40

460 containers. This was an achieve­ment of more than 62 containers perhour on an average, using two con­tainer-bridges.

M.S. "Euroliner", calling atBremerhaven for the first time onher maiden voyage, was cleared ina record time, too. The 1.136 con­tainers, which were loaded or un­loaded in Bremerhaven, were 'overand done with' in only 19 hours. Inthis case, about 60 containers anhour was also an above-averageachievement.

These results, which were achi­eved in the Neustadt Docks in thecity of Bremen itself and also in theNordhafen of Bremerhaven, will bequite normal as soon as the BremerLagerhaus-Gesellschaft have puttheir "Terminal on the Sea" in op­eration in Bremerhaven. The firstberth of the terminal, which willhave an area of 450.000 sq. metres,will be in operation for the firsttime on the 21st April clearing the

M.S. "Encounter Bay". The sec­ond berth will follow at the end ofSeptember 1971 and the third berthin spring 1972. Container move­ments will be computer-controlledand this will guarantee an improve­ment in the handling of both ves­sels and containers. (Via BremenBremerhaven)

Praise for the Port

Lourenc;;:o Marques:-The tele­gram and letter hereunder reproduc­ed speak of the esteem in which areheld the work and staff of the portof Lourenc;;:o Marques. This is whatthe Captain of the steamer InfanteD. Henrique, of Companhia Colonialde Navegac;;:ao says:

~Chief wharf Inspector Pires,Lourenc;;:o Marques:

Grateful I thank you for the at­tention given to the vessel under mycommand by all the staff which al­lowed a quick dispatch of the vesselconsidering the great tonnage work-

PORTS and HARBORS

TOKYOAIRTERMINALHOTEL

HOTELSingle Room with Shower $ 6. 10Studio Twin Room with Shower··· . $1 O. 00tr Completely sound-proofed and air-conditioned rooms.tr TV and information radio sets in each room.

RESTAURANTSGRILL AVION· French CUISineY AMATO Japanese cuisineSAIHO Chinese cuisineCOCKTAIL LOUNGE

Europe-Africa

ed. Cordial regards Vasconcelos Sa,Captain.~

For their part, the CompanhiaIndustrial da Matola sent the portDirector a letter reading:~Dear Sir,

It is with great pleasure that weoffer expression of the gratitude ofour principals for the efficient man­ner in which the loading of 5008cases of general cargo was effected,to the ship ~ELIAS L~ register627/70, berthed at ~F~ shed.

In fact if it was not for the extra­ordinary spirit of collaboration ex­isting amongst all the officers of theG. F. M. who were concerned withthe said loading, it would not havebeen possible to obtain the excellentresults, which earned the admirationof four clients. Indeed, the loadingof that cargo, effected in a littlemore than one day, represents, nodoubt, a record.

Thus, in satisfaction of the requestmade by our Principals, we take this

JUNE 1971

opportunity to send you our compli­ments for the success reached, be­cause as Portuguese we feel proudwith the work done.

With our best thanks, which weextended to the staff you have underyour orders, we remain, etc. (Bole­tim Portos, Caminhos de Ferro eTransportes de Mo<;ambique)

Roll on/Roll off Cars

Barcelona:-In the near future,the sea service between Barcelonaand the United States will be rein­forced by modern ships of ~Lash~type from the Ship Company named~Prudential-Grace Line~, whosefleet has increased by the adquisi­tion of 22 new ships. These shipsare specially designed for the trans­portation of 73 barges or 1,500 con­tainers and it is estimated that thecrossing between Barcelona andNew York will be covered in fivedays. (Puerto de Barcelona BoletinInformativo)

Investments in Ports

Barcelona:-Investments in Span­ish Ports reached to near on threethousand million pesetas in 1969,practically the total credit availablein accordance with the forecast fromthe General Direction of Ports andMaritime Signals. An amount ofPorts and Maritime Signals. Anamount of 3,553.4 million pesetaswas allocated for work and pur­chases, to be used throughout theabove mentioned year, among whichthe most outstanding is the construc­tion of a containers quay of 220meter long. The port with thelargest total amount of general cargoin 1969 was Barcelona, followed byBilbao.

The port with the largest generalloading through the year 1969 wasBarcelona's, followed by Bilbao.(,Puerto de Barcelona Boletin Infor­mativo)

41

TOA HARBOR WORKS CO., LTD.President: Saburo Okabe Doctor of EngineeringNo.5, Yonban-cho, Chiyoda·ku, Tokyo, JapanTelephone: Tokyo(262) 5101 Cable Address: TOAKOWAN TOKYOBranches: Yokohama, Osaka, Shimonoseki, Muroran, Singapore, Hong Kong

Boom with us?

Container cranes supplied tothe Port of Portland, U.S.A.

Profits go up. Costs go down.In Portland, Seattle and Yokohama.And in Boston, Honolulu,Singapore and other Japaneseports, too.Worldwide.Via over 15,000 Hitachi cranes.Container and otherwise.

Five container cranes loadand unload quickIV at the Portof Yokohama, Japan.

And a word to the wise.Check out ou r patented"semi-rope" trolley gantry cranes.They eliminate shock and swayof cargo.We have also developed highspeed contai ner cranes wh ichemploy our most recent control

A pair of diesel-electriccranes hoist for the Portof Seattle, U.S.A.

technology.Put both in your port and see foryourself.You will be busy ... but happy.

~HITACHI6-2, 2-chome, Otemachi, Chiyoda-ku, Tokyo 100

Ilgfl]441f.ll fl15 E ~.31li!Ili~!fbJ~PJ

1lg:f0461p.5 fl20a~fi'

~16~~6-ij-m~

Present and Future Container Facilities in Major Ports of \ the World (4)

• Supervised by Mr. Ben E. Nutter, Chairman of the Committee on Containerization of IAPH

• Compiled by Miss Kimiko Takeda, Under Secretary of IAPH Head Office

(This series shall last until the June issue. Presented roughly in the order of arrival.)

Houston, Tex., U.S.A. Houston, Tex., U.S.A.

PORT OF'__illllo""us""t"'on'-- _ DATE :__~o:.:-=:13:.:.;-7,-,1,-- _ PORT OF'__..:.H:::O\:.:JSc:.:TO::.:N _ DATE, ~-13-71

DESIGNATION OF TERMINAL: IVharves 8, 17: 20, 23, 26,29

OPERATOR OF TERMINAL: Port of lIouston Authority

DESIGNATION OF TERMINAL'_-:::SE~A-:..::LAND=..::T~er~m'::.:·n;:;al~ __'__~_

OPERATOR OF TER-1INAL: Sea-Land Service, Inc.

IN OPERATION UNDER CONSTRUCTION FUTURE PLAN IN OPERAT ION UNDER CONSTRUCTION FUTURE PLAN!.ERNINA~

Number 01 berths

Length of each berth 600 to 700 feet

Land area 01 each termInal 55.2 acres total

~RMINAL

Number o'f berths

l~ngth of each berth 558 feet

lend area of each +,rmlnat 17.5 acres

Dtmenstons of each termtnal varies Dimensions of each terminal 1173 feet x650 feet

Depth of water at berths 35 feet liLT

CONTAINER CRANE

Depth of water at berths 36 feet NLT

CON A.I NER CRANE

Number of conte Iner cranes Number of ¢onta tnar cranes

lifting capacity of each

Reach on waterSlde from frontedge of berth

Reach on landslde from deckrail

40 Ioni!;- tons

113 feet

30 feet

tr·fting -Gapaclty Of each 27.5 short tons

Reach on water!fJ de from fronte.dge of berth 77 feet

Reach on landsl de from deckrail 30 feet

MODE OF MANAGEI'EN MODE 0 NN

I. ExclusIve 'ease forspecifIed users

2. PreferentIal usa\

I. Exclusive lease forsp\1clfJeSi users

2. Prefel"entt e I U58

3. Open to ell callers 3. Open to-oil callers

""DE 0 OPeRATION ""DE OF OPERA' ION

Transtelner operotlon

Straddle Carrier operation

Chassls operation

Tr"nst~lnero opf)rotfon

Straddle Carrier operation

Chassis opitratlon

~~~i~b~ER PACKING OR FREIGHT 'CONTAINER PACKING OR FREIG,HT

~

DImensIons DImensions ~6,70D Sq. Ft.

Signature: RI.~

RAILROAD CONNE~IIDN ° IEHMINAL

(Yes) (No) Yes

RAILROAD CUNNE~IION 0 lOHMINAL

(Yes) (No) Yes

Houston, Tex., U.S.A. Acajutla, EL SALVADORPORT OF' -"Il"'-'Du::;:.st~o.:.:.n _ DATE:__--'-~--=.13::.--_.:;71:...._ _ PORT .OF, ACAJU'-'T.!=L.<:>.A _ DATE, 23 do dlclO'nbre de 1970

DESIGNATION OF TER/oIINAl',_....!B!J!:al'!:'!lb.Qloul!:.r5!L9Cull:t~ . _

OPERATOR OF TERt~INAL: Port of Houston Authority

DESIGNATION OF TERI~INAL: MU""E"'L""L:=.EC-'"S='-":...._ _

OPERATOR OF TERI~INAL' COMISION EJECUTIVA PORTUARIA AUTONOI·.<\A

ERMINAL

Number of berths

IN OPERATION UNDER CONSTRUCT ION FUTURE PLAN

20

~

Number of berths

IN OPERATION UNDER CONSTRUCTlD'1 FUTURE PLAN~

length of each berth

land area of each termInal

Olmensfons of each termInal

Depth of water at berths

"CONtAINER CRANE

800 tD 1300 feet

590 acres total

160U feet x 875 f

50 feet ~lI,T

lc~gth of each berth

land area of each terminal

otmens Ions of ea.ch terml na I

Depth of water at berths

!-cONTAINER CK"'E

169 m.

110,000 m. 2

344 x 320 m.

10 y 12 m.NMMVMD.

Number of conte' ner craneS 30 Number of conta loer cranes

30 feet

11.3 feet

{IO long tuns

No

7.7 m,

2STM.

12.3 m.

lifting capacity of each

Reach on waters Ide from frontedge of berth

Reach on lands Ido from deckrail

I. ExclusIve lease forspecified users

lifting capacity of each

Reach on watersIde from frontedge of berth

Reach on landslde from deckr;;~ 1I

~rMANA""GE""M'E"'N....----t------+-----t------i

r. ExclusIve lease forspecified users

2. Preferentl ~ I use 2. Preferential use No

3. Open to oil callers 3. Open to ell callen; 51

DImensIons

RAI LROAD CONN""I luN 0 TCR/oIINAL

sl

51

No

No

(NO)(Yes)

Transtalneroporotfon

Straddle Carrier oper4tJon

Chass IsoperatTon

~i\ PACKING OR F~'i!·-TGIGH'lHI...--j'--------/---'~---_+----"'___i

~

RAILROAD CC"N~~llc;;rN.,,'oi\l'1'r.m,f<rnllN;rr~L;t---'-----+-----+-........,-'-----l.

DlmonslonsJ.O @ ~O,ODO

square.·.feet

n I Yes

.i'

(No)(Yes)

MOUE OF U~.RAII UN

Transtal ner operation

Straddle Corrler operation

Chassis operotlon

Signatvre: PI.L~

JUNE 1971 45

Long Beach, Calif., U.S.A.

PORT Of: LONG BEACH CALIFORNIA DAT€:'_--lAY1;prUUL!1~6....1!>9CL71L- _

O€SIGNATION Of TERMINAL: Berths 232-233-234

OPERATOR Of TERMINAL:, w~UlwB~e:...''J{~'....' L~In~e'-- _

Long Beach, Calif., U.S.A.PORT Of: LONG BEACH CALIFORNIA DATE:,__""Ap",-r""-U.=.16"",..:1",97,,,1 _

DESIGNATION Of TERMINAL: Public Container Terminal

OPERATOR Of TERHINAL:.--'-__....:.T""'ra"'ns~o""ce""an"-""Ga""te'-"w"'"ay'-'C"'o"'rn""o~ra".!li~on.!.-. _

RAILROAD.CONNECTION 0 li~INAL

(Yes) (No)Service ServiceAvailable Available

Number of berths

Length of each berth

lend area of each termInal

DImensions of each terminal

Depth of water at berths

Number of contolner cranes

LiltIng capoclty of ooch

~~~ho~nb:~~rs 1de from front

Reoch on 'andslde frol1l deckroll

. MOOEOf MAl'rAGfl!lON

I. ExclusIve lease forspecIf Ied users

. 2. Preferentlol use

:J. Open to ell cellers

Trans!olner operatIon

Straddle Corrler operatIon

ChassIs operatton

~~~T~6~ER PACKING OR tKtIGHT

Dimensions

IN OPERATION •*Berths 232 -233.This area now operate!

Iby Sea-Land Service,Inc•• but will be va­cated wben Sea-Land'snew terminal on PierG Is completed.

UNDER CONSTRUCTION

1

1170 ft.

51, 5 Acres

42 ft.

30 Tons

X

x

FUTURE PLAN

Is To Total:3

2300 ft.

69 Acres

34-42 ft.

X

60,000 sq. ft.

IN OPERATIOII UNOER CONSTRUCTION fUTURE PLANERl-1INAL

Number of berths 3

length of each berth 700 ft.

land area of each termtnal 33 Acres

Dlme-Mtons of each termtnal 600' X 2400' (Approx.)

Depth of water at berths 35-37'

CONTAINER CRAr~E

Number of conta I nEll'" cranes

LIftIng capae:'ty of each 50 Tons 50 Tons 50 Tons

Roach on watorslda from front110 ft.edge of berth 110 ft. 110 ft.

Reach on fandstde from deck55 ft.raH 55 ft. 55 ft.

f.\00 OF MANA I.EN

I. ExclusIve lease forspecified users

2. Preferential use by T.O.G. X

3. Open to aJ I callers X

I MODE F-01'ER,1 N

Transtalner operlltlon X X

Straddle Corrler operotlon X X

Chassis operatIon X X

~~~~~6~ER PACKING OR fR.'OMI

DImensions 290' X 100' 65,000 sq, ft.

RAILROAD CONNeCTION TO T.RMINAL

(Yes) (No) Yes Yes Yes

DATE.:.__A~p/.!,rl~1~lS~......1::,,97""-1 _ PORT Of: LONG BEACH CALIFORNIA

Signoture: ~L?L?Lee SellerS', Dn-ector of Port Operations

Long Beach, Calif., U.S.A.

PORT Of: LONG BEACH. CALIFORNIA

DESIGNATION OF TERMINAL:, Be~rt~ho!<2:!l143~.2~4;!..4 _

OPERATOR Of TERMINAL.I. "J;N:!l!QLt'Y!l.Ie:LtPe~§ll;\!gnno.wt'w.d _

Signature: ~Lee Seller, rector of Port Operations

Long Beach, Calif., U.S.A.DATE.,' A,""p""r",-1l~16""......1",97,",,-1 _

DESIGNATION Of TERMIIIAl:.__..:;:S~ea~-Loe:an~d~S~e~rv~lc~e.,-,In2!c:::. _

OPERATOR Of TERMINAL:. S~e""a-~L~an~d~S::!er:!.vl~ce~,Inc!!!::.... _

17. 5 Acres 8'7;~ Acres

HOO! x 570' (Approx.) 2760' x 1360' (App ox.)

31-34 ft. 42'

ERMINAL

lIul1Iber of berths

Length of each berth

land area of each terlll!nal

DImensions of each termInal

Depth of water at berths

CONTAINER CRANE

Number of container eranes

lilting capacIty of eoch

Reach on wators I de frots frontedge of berth

Reach on lends Ide frOll! deckrail

MOO 0 MANAG ~

1. Exclusive lease forspeclflecS users

2. PreferentIal tJse

3. Open to ell callers

IN OPERATION UNDER CONSTRUCTION FUTURE PLAN

(Total) 1350 ft.

24.2 Acres 15. 8 Acres

42 ft.

~RMINAL

Number of berths

length of each berth

lend area, of B8eh term tn81

DimensIons of each termtnal

Depth of water" at berths

CONTAINER ANE

Number of conta 1ner cranes

lIttlng capacltv of each

Reach on watersIde from frontedge of berth

Reach on landstde from deckrell

I.MODE 0 M A EN

t. Excfustve lease forspeclffed users

2. Preferential use

3, Open to oil callers

IN OPERATION

. BERTHS 232-233

2*

(Total) 1130 ft.

2

27-1/2 Tons

104ft.

50 ft.

x

UNO€R CONSTRUCTIONBerths 227 tbm 23

4

(Total)2600 ft.

40 LITons

115ft.

175 ft.

x

FUTURE PLAN

J,-""MC)"""DEO...,..."fOP=ERA""TTi7<iJ""ON'-----f-------l------I----·-

Transtalner operatton

Straddle CarrIer operation

ChassIs operatIon

Transtatner operatton

Straddle Carrier operation

Chassis operatIon x x

CONTAINER PACKING ORI<I:.IGHISTATION

Dimensions

~~~T~6~ER PACKING OR FR"IGHI

DimensIons

14,700 sq. ft. Bldg, 120' x 600' (L. C. L )on Building on

3.3 Acres 16.3 Acres

s,gn.tu,.,7.~~:::::=~'-C-=_""'-_Lee Sellers, Director of Port OperatIOns

RA ILROAO CONNeC; ION 10 .RMINAL

(Vesl (No) Yes Yes

RAILROAD CONN.C' I~N '0 TERMINAL

(Yes) (No) No

YespIns rail to truck &triJifk to rail transf r

46 PORTS and HARBORS

Bombay, INDIA,

DATlil, JANUARY 28 1971

IPVI'.

1'0R~ OF'__1l0M:B4Y _

Calcutta, INDIA

DESIGNATION OF TER/IlIllP.L I SllllVA BASIN (PROPOSED)

OPERATOR OF TERMIll,\L BOMBAY FORT TRUS_T _

III UIDlER

~AT_'ION JQQN3TIUID1\TQN -t,'R.U2";'~:ELA.L-...

.TEll1lIN~ I,lumber of berths ! - !One

Length of each berth I I I 300 metrea

Land area of each ' I' I 15 :.c,-e.terminal I J

DiMensions of each I I 300 metresterminal I I' I x 200 metres

Depth of water at~ -, I 13 metres

CONTATh"'ER CRANE I ----r itJ:unber of container cranes I' I ILUting capaci ty of each I ! Yet to beReach on waterside from I I de idedfront edge of berth 0

Reach on landside from I I Ideck fail I ~. :J _MQl1!..Q!_MANAGEMSNT I , I 'I1. Exclusive lease tot' I {

speoified users I II II Yet to be2 ... Preferential use ) decided.

3. Open to all callers I j I~~~>:lJ2!! 1 t------T-------Transtaineroperation I 'I IiStraddle Carrier operatiOnj' - j i ~:~i~d~Chassis operation --t---............._JJ_. _CONTAINER F"CKING OR I I' !FREIGHT I I~ I IDimensions ... tyet toJ be-----+---.T---"--- ~~~.

lUILROfU> CONNECTION TOTERMINAl. : I'1ill be

(yes) (No.) I g~~·E:i~ by

t-------~~~

Bombay, INDIA

Yet to bedecided.

Yet to bedecided.

180m x 145 metres(could be increasedto 180m x 225ma-ta la·ter date).

10.36 .metres (34feet) beloW impou.l1­ded level.

IN Ul'lDERIOFEiLUro, f""U~ FU,"BE PL'-'

, I - IProposal und ')1' oon-I 'I sideration forI Ideveloping Ol1e 0:'.:I the eXisting berths, J in Alex. Dock for

Iicontainer handli~.

180 metres.

6.45 a.cres (.coaldbe, developed to10 acres at a laterdate) •

DATE I_JAlmARY 2..~t.-E.?:l;.!.

BERTH l!0..12-B, ALEXANDRA DOCK.

OPEHA<J;OR OF TEPJUNU : _-..::B:::O~=[B=A:.:Y_P:.;O::.:R:;:T_T::.:R:;:U;.;;S;;:.T~. _

~.O_:t:~~~L!.

DESIGNATION OF TERMINAL

MODE OF MANAGEMEl'fT

1. Exclusive leasefor specified user

2. Preferential use3. Open to all callere

Depth of water atberths

9Q]!£L~Q..~

Humber of containercra.'lesLifting capacityof eachReach on watersidefrom front edge ofberthl\each on landsidefrom deck rail

Dimensions of eachterminal

Length of each 'berthLand area of eachterminal

l.~!ll'lINAL

Number of berths

.o:::&TI)..:. ::.:0:. 0;/ r"::,j·jIH:.L. ~~ner ~EA6-~4!L-­

OP:J.UiO:; ?:.. ::;;~H..'.;n!;~L s f·e.1eutta portcomr.dss109.~tt_

IN OPEl~,aIOlL Un;)~l 00.. Q:"';~UC- .:.*'JT~~·~TIO~{ PLi~~

HODE OF OPERATIO~

Transtainer operationStraddle CarrieroperationOhaS<3:; "operati"'~l

Yet to bedecided.

P01CL' _ " ....C&C_~ PAT3' _

/'1VV:27.1. 71

5/6

720

BOI

1

720

!'o MreS <ljlp<l:.

30 tons Pa:.f 10a"Lii'ti.n;: capacity oX c'.:ch

Reach on uo.terside ~~a:l fiontedge of i>~th

Number 01" cont~J:l3~ c...... ,.r..cs

F.each on laJ1<ls1de l.'l'Oi. 'decl~:!'aiJ.

~m;J~

lTWllber C":;' bf.'l"ths

Lengtl1 0_: ~"",'1. berth

Land arca 0.':' Jelen. teruina1

,UirJensions of e:;,~ .tlit.": :inal

~,J1~""-fW.Jv:,~I1~··~t mp.N~

Connected by

roa.d & Rail.

Yet to bedecided.

RiLILRO.\.D CONNECTION ITO' TERMHTAL~

(Yes) (No) -

..--1._-_-:._-----

Dimensl.ons

COiTTAI1lER PACKmGeft FREIGHT STATIon

MO~AO~i~~~

1. 3xclt1 J:l:'.vQ lease forspoc;i.,:,;o.c1 uSers

2. pretorcnt.i9.l use

3. Open ''0 ell callers

l:!Q.~)",,·;:m!·:

T:!'ans.t:atnel' operation II

lltraddle Carl-ie:!' O~<ll.'::.ion

CllassiS operation

Yard stao~=.~\. by~rnnsta1nor

~~i~":U j>.<er;Illvo.. ;~X(lllr

D:lmcnsions :x;

~O!lD COl"!~.91U'0 TlW1Il1!lk.

.(Yes) (lio) Yes

i"lil;n!l~.U':: ~ •••••• 0 ••••••

Port Containerization . .. Worldwide -@>- HITA CHI

JUNE 1971 47

Yokohama, JAPAN Yokohama, JAPAN

PORT OF: YOK0IW!A DATE:...Ianuary 30 1971

DESIGNATION OF TERMINAL: Daikokueho Container Terminal

OPERATOR OF TERMINAL: _

PORT OF: YOKOll"H" DATE: January 30. 1971

DESIGNATION OF TEPJ.lINAL: Homnoku Container 'lerminal

OPERATOR OF TERMINAL: Daido Unyu Co. !.rd., !\anto Yu.en Unyu Co. Ltd.,

Japan Container Service.IN OPERATION UNDER CONSTRUCTION FUTURE PLAN

~

Number of berths

IN OPERATION

Number of berths

UNDER CONSTRUCTION FUTURE PLAN

Length of each berth

Land area of each ter:mlnal

DimensIons of each termlnal

Depth of water at berths

No.l.No.3 (250m)

No.1 (82,60Om2)No.2 (80,8oOm2)No.3 08,ltOam")

No.1-No.3 (-12m)

No.3 berth wil 300madd mbl.'8 .sOllllen ,the

-12m

Length of each berth

land BreB of each ter:m1na'

Dlmens Ions of 8ach term I na I

Depth of water at berths -12mCONTAINER CRANE

TAINER CRANE

Number of conta I ner cranes

LI ftlng capacity of each

Reach on waterside from frontedge of berth

~~~h on landslde froi~~kid

No.1-No.3 (4units)

30.5t

28.8m

Number of container crenes

Lifting capacity of each

Reach on waterside from frontedge of berth

Reach on landslde from deckra II landsid,

2un1ts/berth

MANAGE NMOOE 0 MANAGEMtNT

I. Excll,.lslve lease forspecH led users

2. PreferGntfal~use

3. Open to 011 callers

I. Exclusive lease forspecified users

2. Preferentral~use

3. Opan to 011 callers

MODE

Transtafner operation

Straddle Carrier operation

Chass IS operat 'on~~~+~~~E" A,,~INo UK ''''-'oH

Dimensions

MUDt UF u~tHA I UN

Transtel ner operation

Straddle Carrier operation

Chess fS operation

I ~~+~~ER PACKING OR FREIGHT

•RAI LROAD ""NNt'" 'UN IU I tHMIN..

(Yes) (No)

DImensions

I KAILROAD WNNtCllON 0 ItHMINAL

Slgnatur"__..J~~·__;;;··~-----(Yes) (Nol

.n•.·.llld...Slgnature: '1!""~~-----

Yokkaichi, JAPAN Yokkaichi, JAPAN

PORT OF'__.=.YO:::.l:K:::.::A:::I:;::Cl:::II::..-__~__ nATE: )lee, 24t,:::·h-:l""97"-'O'---__

liOT DECJD=3D::_. _

Y01:KAICllIPORT OF,

DESIGNATION OF TERNINAL:,__=1"'=~S::.:Ul=.,:I::_. _

OPERATOR OF TERI~IIlAL:

DATE:~~~~~ _

DESIGNATION Of TERI~INAL:,__-=-l'U1l.:.;.,_!,I_=_C_CO__li_~'!_'I_m_ill_~_':O'"'_.,;_=_,rI_=_HA.:.;.L _

OPERATOR OF TERI~INAL: y::.:O=j;I='A=I.:..:Cj=II_\'=fA1_=_.m_,'-=-01=JSc:.B=C-=-O.'-'-,-=L=~'.::.:D.'___ ...:___

IN OPERr,TIONERI~;N~

Number of berths

Lengih of each berth 804 feet

land area of each terminal 7.7,7 acres

Dimensions of each termInal 426ft X 793ft

Depth of water at berths 36fee'~ JILW

CONTAINER Cf{tVJE

UNDER CONSTRUCT! ON FUTURE PLAN IN OPEr~ATlON UNDER CONSTRUCT10t~ FUTUn!: PLAN]!.R;~;NAL

Number of berths

Length of each berth 820 feet 820 feet

land area of each terminal 5 ::torC's 5 norco

01mensions of each i'crminal

Depfh of water at berths 39:fcet l:J,IXi 39foet: ::r.r;,:'COl'HAINER CHAN~

Number of conta i ner cranes Number of' conta 1ner cranes

Lifting capacity of each 37.5 I,on,<; ton

Reach on waterside from front 105.3 feetedge of berth

Rasch on landside from deck 83_7 feetrail

HoUr. OF t·1ANAG!::J·~SNT

I. Exclusive reese forspecified users

Lifting capacity of each 37.~:' ryl on 37.5 Ton

Reach on wa1erstde from front 105.3 :feet lO~. 3 fc:,~~;

edge of berth

Reach on landside from decl~ 03.7 feet 83.7 fect;rail

1/,00':: on.wT!~rr---··-~-----'-------I-----

I. Excluslve le~se forspecifIed users

2. Pre rerent raI use

3. Open to all callers x2. Prc(erontinl use

3. Open 10 all callers

x

xx

h_"".QD""'!!o.'7~"f...Op""EmRAnllmON,-----:·---·-·--~I-·---------­

Trans1af nor operation

S1raddlo Carrier oporatlon

ChassIs operation

COtITliTIKi:PACI,IIIG'1iilFnITGin \------­STr,TIO!!.

O;r,;\Jisions ~C',OOj r\1ll~tc' £)(\0°.,.foot

t-wi'fLi~f;Y)cijJr;rclTofnOTE~1W;;_l[--------I--·-------- .. -

(Yo,) (No) 1'0 J°~--------- -----------_:....-.--_-.

Slgn"t"ro: .rl_~LA....,,-, __

x

YB3(Yos) (No)

OTmonsions

Transtalnor operation

Straddlo Carrier operatIon

Chassis oporatton

·,00£ Of OPERATIOf~

CONTAINER PACKING Oil FHEIGHTlli!.!2!!.

100 I 000 'It,uo.rofeet

'WI: LROAt> CO:T:ilcllml TO Tm~INA1.1-------I-----·--I-------

Port Containerization ... Worldwide~H ITACHI

48 PORTS and HARBORS

Kaohsiung, CHINA Kaohsiung, CHINA

DESIGNATION OF TERMINAL: SEC1ND C01:TAU';;n TCRHNIJ.. (l'I~A 63, 6/., 65/1, 66)

OPERATOR OF TERM INAL: KAOaSIUI'O HARBOR )JUREAU

PORT OF: KAOHSIUNO OATE: P£C~lBER 23, 2970 PORT OF: KAOHSl\;1iO

DESIGNATION OF TERMINAL: Tli2RP C1l'TAII:;.R TBR,.m:AL (PIEr: 68. 69 &. 70)

OPERATOR OF TERMINAL, KAOHSIUNO HARBoR FUR,:AU

~NAL-

Number of berths

IN OPERATION UNDER CONSTRUCTI ON FUTURE PLAN IN OPERAT ION

Number of berths

UNDER CONSTRUCT ION FUTURE PLAN

300 lUotere

900 motors x 450metors

13 meters-

Length of each berth

land area of each termInal

OTmenslons of each termtnat

Depth of 'water at berths

CONTA NER CRANE

250 motor.

112 aoros

1000 meters J: 450motors

12 ItJ.ctcra

Length of each berth

DimensIons of each terminal

Land area of each termInal

Depth of water at berths

I-crno;mNT'IiAIr;;;1NEfflR7C;;;RAimNE'""'-·~"""~~r-'-"--~--"--'"'"'-+--'"'---=-'-~r-~----

Number of conte Iner cranes Number of conta Inet crl5nes

Lifting capacity of eoch

"Reach on watersIde" from frontedge of berth

Rooch on londslde from deckrafl

45 ton

202 toet

43 teot

Llftlngcopoclty of eoch

Reach on water-side from frontedge of berth

Roach on 10 nds Ide from deckroll

...

Net deeidcd yct

GE N MOU. Ur MANAG,M.N

I. Exclusive lease iorspecified users

2. Preferential use Not decided yet

1. ExclusIve lease forspecified users

2. PreferentIal use Not dccidod yot

3. Open to oil collers 3. Open to oil collers

Tronsto In<lr operotlon

Stradd Ie Corrler operotlon

ChossIs operotIon

Transtolner operotlon

Straddle Corrler operotlon

Chossls operotlon

Not dccidod yot

I ~~~~~.R ~AGKING OR fRO 1\iHT

DimensIons35metors " l~i.5

meters

I ~~~+~~~.R PACKING OR fROIGHT

DimensIons Not decided yet

I I<I\ILKUAU WNN"~"UN 0 '"""'INA'

<Yesl (Nol Yos

RAILROAD CUNN"~lluN 0 '""",INA'

IYesl (Nol Yes

Signoture,~ A ~ Signoture:~ ~~

Kaohsiung, CHINA Penang, MALAYSIA

PORT OF: !CAC"Srel10 DATE: DEOEl;BE;1 23, 1970 PORT OF:, -'-P.::.;ENAllG=------ DATE: 14TH J~UARX 1971

DESIGNATION OF TERMINAL' FIRS'!' CO!''!AIN"? ThcUl:H (PI,H 40. 41 fl.l:D 1.2)

OPERATOR OF TER1-lINAL' KAOi!3I1JliG llAR1DR P.t'RtIX

DESIGNATION OF TERMINAL:,__B:.:U:.;.TTE;::'Rl:::.-IJ;::dTH:::...::WH::::A:::RVES;::''-'-- -"..,"-- _

OPERATOR OF TERMINAL'__--:.P.:::ENA:::'N:.:.G,.:-I'O::::R::.,T.:::OOi:.:ll'::::.ISS::::I::.ON"--_'---'-_--:-~-_- __

Inira·structure fOr 2 erths (at present u ed as conventional(bertlis)Number of berths

Length of each berth

Land area of each terminal

IN OPERATION

210 moters

15.4,AcrotJ

UNDER CONSTRUCTION FUTURE PLAN~

Number of berths

length of each berth

Land area of each terminal

IN OPERATION

56~ £to

6 acres

UNDER CONSTRUCTION FUTURE PLAN

Olmensfon!~ of each termInal

Depth of water at berths

CONTAINER CRANE'

Borths i'U'othrcoshorter Si.l.C6 of atrapczohl

10.5 mct~rs

DimensIons of each terminal

Depth of 'Water at berths

CONTAINER CRANE

S$~I X 190'

~2 £to N.h.C.D.

Number of conta 1ner cranes

Lf ftl ng capac Ity of each

Reach on waters' de from frontedge of berth

Reach on landslde from deckrail

Nil Number of conta i ner cranes

lifting capacity of each

Reach on waters i de from frontedge of berth

Reach on landside from deckrail

Nil. but a 50 ft.rail tr.ack has beenbuilt into the ,quayapron to provide fora container crane ifand when the needari:;;e:;;.

MODE OF MANAGEMEN

~£Q~~E~I~---T------r-_·----------

MODE 0 MANAGEMEN

11. ;~~~~~:;~ ~::~: for

2. Preferential use

3. Open to oil collers

MOOt OF OP,RA I IoN

Transtar nar operetlon

I. Exclusive lease forspecified users

2. Preferential use

3~ Open to all callers

Transtalner operation

Straddle Carrier operation

X (intended)

Not decided

Straddle Corrler operotlon

Chassis operation

: CONTAINeR PACKING OR FROJGHTSTATION

Chassis operation

~~~i~~~ER PACKING OR FRE IGHT

Dimensions No lJnmediate plans

Dimensions RAILROAD CONNECTION TO TERMINAL

RA lROAD GONN.GI'UN 0 'ERMINAL

(Yes) (No)

Signature:~A~

(Yes) (No) Yes

-, .

JUNE 1971 49

DESIGNATION OF TERMINAL:-"'C°""""'''''°n.....,.,ue''''er..>...T'-''er!:!'mi."nwa1'-- _

OPERATOR OF TERMINAL: Port S"ettenhem Authoritz

DESIGNATION OF TERMINAL: Rai1way-go'ntainer termine'OPERATOR OF TERMINAL:, _

Swettenham, MALAYSIA

PORT OF: Port S"ettenhem (Maleyeia)

IN OPERATION

~

Nl.!mber of berths

,. DATE; 3rd February, 1971

UNDER CONSTRUCTION FUTURE PLAN

Esbjerg, DENMARKPORT OF: Ee_b_J._r~g ,_D._n_ma_r_k _

IN OPERATION~AL

Number of berths

DATE: D.cember 18, 1970.

UNDER CONSTRUCTI ON FUTURE PLAN

Length of each berth

land area of each terminal

OIrnensions of each terminal

Depth of water at berths

CONTA INER CRANE

Number of conta tner cranes

1050'

.t5 acres.

1600' " 1500'(Irregular shape)

42' 42' MLLII

length of each berth

land area of each termInal

DimensIons of each termlnel

Depth of wafer at berths

CON AI NER CRANE

Number of conte' ner cranes

7,000 eq.m.

LiftIng capacity of each

Reach on waters t de from frontedge of berth

Rea"" on landslde from deckral I

Under study-

tinder study-

tinder study-

LIfting capacity of each 40 tons

Reach on waterside from front span 20 medge of berth

Reach on Iands Ide f rom deckrail

o OF E N MOD MANAGE N

I. ExclusIve lease forspecified users

2. PreferentIal use

3, Op.n to .1 I cellers

Transtalner operetlon

Straddle COrrler operetlon

ChassIs operetlon

I ~~~~6::CR PACKING OR FREIGHT

DimensIons

RAILROAD CONNECTION D ItRMINAL

(Yes) CNoln

Under study-

r.s

r. Exclusive lease forspec I f I ad !,Isen

2. Preferential use

3. Open to all cal lars

Transta I ner opsrat Ion

Straddle CarrIer operation

Chassis operation

WN AINtK A~KINu uR tKtluH

~

Dimensions

RAI LROAD CONNECT ION TO TERMINAL

(Yes) (No)

yes

special containertrains every dayfor A~borg) ArhusOdense) Glostrupand Copenhagen

Esbjerg, DENMARK

Signature: _

Esbjerg, DENMARK

PORT OF: Esbjerg, Denmark DATE: D.c.mb.r, 18, 1970. PORT .OF': Eab,jarg,. Denmark DATE: December, 18, ,1:910.

DES IGNAT ION OF TERMlNAL',_-"'Co""n"""tal:'i""n"'er~T"'e""rm"'i""nl:'al ..., -'V"'-.s""t'"-r.:....::;Do""k""ka""i _

OPERATOR OF TERMINAL: P_o_rt_of_Es_b_J._r_g -'- _

DES I,GNATlO~ .Of TERM INAL:_---'P""o""ss",.~ng","e=-,.-"t",er""m",in,",-a=..l.::.,,=.:it"'"h...!r""ol~l~-o""n~/r"_'o""ll".:-;~of=.=f _

OPERATOR PF TERMI.NAL:__",""",-D!',-"D;.::.S_-~.T","h;.::.e...;U;.::.n;:..;it;.::.ed=-..:;.St,:.:.;.::.em;;.:;s",-h'",·P,-C",o;.::.. _

ERM N~

Number of berths

Length of eech berth

Land area of each terminal

Dlmens Ions of each termInal

D.pth of water at berths

cONrAINER CRANE

Number of conta 1ner Cranes

LiltIng capacity of each

Reach on waterstde from frontedge of berth

Reach on landslda from deckral I

o 0 AG N

I. ExclusIve lease forspecified users

2. Preferential use

3. Open to all callers

MODE OF

Transtal ner operatIon

Straddle Carrier oparetlon

Chess Is operation

CuN AIN.R AcKINu OR R.luH~

Dimensions

RAILROAD CONNECTION TO TERMINAL

(Yes) (No)

IN OPERATION UNDER CONSTRUCTI ON FUTURE PLAN

10,000 .~.m.

6.7 m ML\lS

32 tonseks. spreader

24 m

30 m

yes

yee

Number of berths

Length of each berth

Land area of each termInal

DimensIons of each termlnal

Depth of water at berths

!-caNTAINER CRANE

Number of contaIner cranes

LIftIng capactty of each

Reach on waters' de from frontedge of berth

Reach on lands Ide from deckraIl

Me E 0 MANAGEMEN

I. ExclusIve lease forspecIfied users

2. Preferential use

3. Open to all callers

MUUE 0 OPtRA I I UN

Transtalner operatton

Straddle CarrIer operation

ChassIs operation

~~~~~~~ER PACKING OR FRE IGHT

DimensIons

RAILROAo WNN.~IION 0 Itt<MINAL

(Yes) (No)

IN OPERATION

110 m

appr. 8,000 sq.m-.

pas s engertermina

6.7 m HL\lS

yes

roll-on/roll-ottcars, caravans t

lorries,container onslave tra.ilers

UNDER CONSTRUCTION FUTURE PLAN

Signature:, _ Signatura' _

50 PORTS and HARBORS

Esbjerg, DENMARK Esbjerg, DENMARK

PERATOR 'OF TER1~INAL:_c...l);;;.F;:,:DS':...---: _

ORT OF': Esb.jerg,Deu1ll.e.rk DATE: DecembeI:.18.. 1970.

ESIGNATION OF TERr~INAl: DFDS-Godstermina.+ ('J:'he. United" Ste-~ship Co. '8 General cargo2 ' 1)

IN OPERAT ION

DImensions of each terminal 240 x 130

Depth of water at berths 6.7 m MLWS

CONTAINER C NE

DATE :''-''",-,-·~c...ecc...e"'c...he:.;,.r:.-=.18;;.:.'c...1::::9~70:..;.~__

UNDER CONSTRUCTION fUTURE PLANIII OPEMTION

100 m

36,000 sq.,..

300 " 150(inregula.r shape)

6.7,. MLllSON AINEK <;KlINE

~

Number of berths

Length of each berth

Lend aroa of oach tormlnal

Olmenslons of each terminal

Depth of water at berths

foRT OF:.__...;.lIS_b...;.je_r_g,,--l)e...;.l'_ma_r~k~ _

PES IGNATION OF TE~INAb.:__........:B",ac;:,:o;::.n-=C.;:;on::.:i;,:;;ai:.:;n.:.;er:....::.:Ce:.::n""to,,-r . _

OPERATOR OF TERMINAL:. ·B_GO_+_l)_FD_S --' ~~_'_

12,000 sq.:lli. 28,000 sq·.m.

UNDER CONSTRUCTION FUTURE PLAN

140 m

40 ,000 s~.m.land area of each termt na I

length of each berth

~NL

Number of berths

Number of conta Iner cr~nes Number of contaIner cranes

lifting capacity of each

Reach on waterslda from front ­edge of berth

Reach on landslde from deckrail

LiftIng capacIty of each

Reach on watersIde from front ­edge of berth

Reach on landslde from deckrail

MODE 0 MANAGE"EN MODE 0 MANAGEMEN

I. ExclusIve lease forspecified users

2. PreferentIal use

3. Open to all callers

yes

I. Exclusive lease forspocI f led users

2. Preferential uso

3. Open To ell callers

yee

Transtal net' operation

Straddle Carrier operation

ChassIs opsratlon

ro11-on/ro1J.-o1"f"container onslave trailers

Transtelner operetlon

Streddlo CarrIer opordlon

Chassls.oporetton

roll-oll / roll-oUc.ontainer onslave trailers andsemi-trail.era

~~Tf~~t.R ~A~KIN~ uR fl"-I~H

DImenstons2 ,000 sq.m.

35 x 60 m4.000 sq.,..40 " 100 m

~+~~.~ "~~KIN.. UR fKloI~HI

Dlmensloll!l

RAILROAD CONNECTION TO TERMINA

(Yes) (Nolno, but in the background there is arailway-container

, KIIILI'OAD CONNE\..ION TO TERMI N~L no, bui; ai; i;heback of' the term-

IYes) INo) ill~l i;here is...

Slgnature: _terminal

Slgnature' _

Arhus, DENMARK Copenhagen, DENMARK

PORT OF: .!rhus. jJanmark. DATE: jJecember 14. 1970

DESIGNATION OF TERMINAL: I'ubl.1c container terminal

HMJ/BH.

PORT OF: COPENHAGEN OATE:· 21st December, 1970.

DESIGNATION OF TERMINAL: Levantquay' Container Terminal

OPERATOR OF TERMINAL'__-'P:.,:o"-rt:-.::;of:o...:.:;Ar:.:;h""us=-·.:.:;Au::..:t.:.:;ho:,:r.:::.it""y _ OPERATOR OF TERM INAL:'_-"T:.tl.h"-,,,p=t,.+..AAlU+""bOQJ:r,,,it"'Y'-'QU:f-,C"'QP\1.OeJ1Jnbl.a'~ge:Ap _

IN OPERATION

LiftIng capacity of each 31.5 long ton

Reach on waterside from front 92'edge of berth

Reach OR iandstde from deck 88 16"rail

150Q'x570' (irregul' r(shape)

32'9" (no tide)

'.5..RM NAL

Number of berths

length of each berth

Land area of each termInal

Dimensions of each terminal

Depth of water at berths

CONTAINER CRANE

Number of conta loer craneS

Lifting capacity of each

Reach on waterstde from frontedge of berth

Reach on landsldo from dackrail

UNDER CONSTRUCTI ON FUTURE PLAII

J. J.

1000 feet 1150 teet

.11 acres 12 acre's

0'00 feet x 500 fee 1060 x 500

53 feet 36 feet

50/35 tons 32

53/76 :feet 92 feet

59/82 :feet 88 feet

!!.,RMiNAL

Number of berths

length of each berth

land area of each terminal

Dimensions of each termlna'i

Depth of water at berths

CONTAINER CRANE

Number of conta i oer cranes

IN OPERATION

800'

20 acres

UNOER CONSTRUCTION FUTURE PLAN

..

MANAANAG EN

I. Exclust\l~ lease forspecified users

2. Preferential use

3. Open to .11 callers x

I. Exclusive le8s8 forspecified users

2. Preferential use

3. Open to ell callers

Signature:.__~lIDo;::..IM1..~,~"'rt-",j-,,- _A. Damkj,dj

RAILROAD CONNt..lluN 0 ,oI1MINAL

IYesl (Nol yes

~~~if~~ER PACKINb OR Rt.lbH

DimensIons 41,5Qo s.quare:feet

Transtal ne!'" operettan

Straddle CDrrler operatIon

Chassis operatIon

Slgnature:_'7"-:_'kA.:;-::'f':':"Lo.t~.-=~~:,:,:,",J.G. Rode (eluer EngJ.neer)

50. 000 sq. feetDimensions

RAILRQAJl CuNN<cl IU~ O. '.tt<l'lINAL

(Yes) (No)

I ~~~if~~ER AcKIN~uR ",,-IWiI.x

Transtal ner operatIon

Straddle Carrier operation

ChassIs operation

I MOO'- OF

JUNE 1971 51

Barcelona) SPAIN Barcelona, SPAIN

20 m•

12 m:

x IX

.,X IX

!

3.600m2

Ves

36.000

133 m.

400 m x gO m

15 Ton (m. tandem)2~.on)

17m.

Number of l;Ierth:

Length of each berth

Land area of ec.:;h ttol"rnlQal

Dlmenston. of each terminal

Depth of water at berihs

~AAN"'l"'-----t-------+--,-

IN OPERATION U'jDER CONS7RUCTION

Trar:!:'ai oer operation

DimensIons

~Ii)CONNECTIONTO TERMINAl.

(Ve<) (NO)

• ~RMINA'.

I

Straddle CarriQr operatIon

Chass 1c: operatIon

Number of canta ir er cranes

DESIGNATION OF YERf~INAl.:cQsta P!lN' (M"el!e de Cast)

I LvN AINER PACKING OK fREIGHTSTATION

Llfth.,; capacity of each

Reach on waterside fr-IY/I frontedge of berth

Reach on landslde from deckrail

MODE OF MrlNAGEME"!

I I. Exclusive lease for

IspecI fled usecs

2. Prefenntj;'1 use

3. Open to all callers

• M( E OF OPERATION _.-- •.-.-.jl----------I-------l-----

.'

-Sf:lnc.ture:~....... ,

X

x

Ves

1.200 m2

(Mobile era.les

(No)(Ves)

I. Ex::usive lease forspecified users

2. PreferentIal use

3. Open to all callers

-.

Dimensions

RAI LROAD CONNECTION TO TERMINAl.

CONTAINER PACKING OR FREIGHTSTATION

~DE OF OPERATION

!Transtatner operation

Straddle Carrier operatIon

Chassis operation

1-'~::::COf .'e=-----~'!:::~f~Tvf'£:.."-'~!:,R"'U:::.:CT-'-'IO::.cN.,..,--'-C:U:"T:::.UR:E'-PU;~,_

" I.ength of eac;h bt'r+h 240 m.

Land: 'ea of each terminal 12.960 m2.

Dimons 1ons of each terminal 240 m x 54 mI Depih of wai.r ai berihs 12

l-fuNfA:"CK Cf<~

·f Imber of conta tner cranes

LI Hi \,. capacity of each

I Reach on waterside from front

Iedge of berth

. nl3ach en landside from deckrail

Barcelona, SPAIN Rijeka, YUGOSLAVIA

DESIGNATION OF TERMINAL: TDlPORARY CONTAINER TERMINAL

OPERATOR OF TERM INAl: PORT AUTHORITY RlJEKA

POnt C"-J!aJ:<:e1ooe ~ATt'~cembep_.Il~9lZJ'7I!Il.__.,_-

DESIGN:'TfON OF TERMINAl~ New TermIna' '","evo Terminal)

(h'ERATOR OF TERMINAL: Junta del Puerto

PORT OF' RUEl! OATE:'_JJ'8~t~h..iJTlUAn1Ul1lUert;j!lr:..:J~~~71L._ __

~

, Number of berths

Length of each berth

land area of each fermi na I

Dimensions of each terminal

Depth of water at berths

IN OPERATION UNOER CONSTRUC1"I0Il FUTURE PLAN

Extension- to1

220 m. 320 m.

63.644 m2 1.17.144 m.2

220 m x 250 m 460 m x 250

(irre9~':~~hape) 14 m.

TERMINAL

Number of berths

length of each berth

land area of each termInal

DImensIons of each termtnal

Depth of water at berths

IN OPERATIO~ UNDER CO~STRUCTION FUTURE PLAN

3­

190Jll

3240Jll2

1651tiA2Om

5-7m

CONTAINER RANE CONTAINER CRANE

Number of conta Iner cranes Number of conta Tnar cranes 2 floating oran s

Lifting capacity of each

Reach on waterside from frc.ltedge of berth

Reach on landslde from deckrail

50 Tm

36 m

22 m

lifting capacity of each

Reach on watersIde from frontedge of berth

Reach on Jandsfde from deckrail

100/25"t - 30/ 5"t

20m

MOOE OF MANAGEMENT MO E OF MANAGEMENT

I. ExclusIve lease forspecified users

~. Preferential use

3. Open to all callers X X

1. ExclusIve lease forspeclfled users

2. PreferentIal use

3. Open to all callers x

MODE Of OPERA IONMOOE OF OPERAT ION

TranstaIner operatton

Straddle Carr"er operation

ChassiS operation

X

X

X

X

X

X

Transtai ner operatIon

Straddle Carrier operatIon

Chassis operation:x:

~~~ER PACKING OR FREIGHT

Dfrnenslons 3.900 m2.

CON' A NER PACKING OR FREIGHTSTATION

DImensIons l50mX30m or4-5OOm,2

RAILROAD CONNEC ON 0 ERMINAl

CVes). (No) Yes

RA I LROAO CONNECT ON TO TERM INAl

(Vas) (No) YES

POOUZE~~ ~l~~~'~ RlJEKf.\. Slgnaturo:,_..,...,.~:::..__::.~_/, _

PodruZ5J$_razvo~a

52 PORTS and· HARBORS

Kingston, JAMAICA Port of Spain, TRINIDAD

PORT OF: kl:Vqsro"" JA.c,......."." w. r. OATE:_~.2'!!"I~/'+/..L1LI _

DESIGNATION OF TERMINAL: l<,iv.~70"" noY41lvcr •~~ west If:WersTo""(¥'-t.

OPERATOR OF TE~·IINAL: jI(;J\,IIf5;-;;"-.r .trJlf"f-fY"I!$ l.n>. I<.N.;tis~. if,:i...,....... .....r.

UNDER CONSTRUCTION FUTURE PLAN

35'

12 acres

600 ft

DATE:_-",22~ND~Dc",,'C-",EH!!?!BE~:R......,,19w70,,--_

UNDER CONSTRUCT! ON FUTURE Plm

I,() ft

~O ft

9 acres

600 ft

600 ft " 600 ft

32'

IN OPERATION

FLOATING BARGE ORA E

60 !rOIlSlifting capacity of each

Reach on. watersIde from frontedge of~ Barge

Reach on !andslde from deckrell

Number of contaIner eren'!

length of each borth

land area of each termt ns t

DimensIons of each termInal

Oepth of water et berths

"IEre.IINAL

Number of berths

CON AINER CRANE

OPERATOR OF TERMINAL:_~T~R.:::IN~ID~AD~t,.;:TO::::B:::~GO:::..::P;:.:ORT~C::::O~:.:;!rR.\=CTO::::R:;~L~TD~ _

POR' OF: POR~ OF SPH~. TRINIDAD

DES GNAl'lON OF TERMINAL: PO~ OF SPAI~ WHARVES

7'00 f"1":

1l.I'te..Re

I ,P,,<:eeo 7'.,.,4e;fIJ.lf/Nde ow'1.o,...r~·'u.

7O,,,,~,,,"t:#>

IN OPERATION

/ ",.4, Ie. .t::>H'-" f<Of""""'" wmf.,· .('10 %NS$'.t-ooo "" ",.rol~i

Number of conta Jner crsnes

length of each berth

land area of each terml na I

Olmenslons of each terminal

lifting capacity of each

Oepth of lolater at berths

CON AI N R CRAN

Reach on watersIde from front~dge of berth

Reach on landslde from deckrail

~

Number of berths

I~DE OF MANAGEMEN

I ,. Exclusive lease fo!'"specifIed users

2. PreferentIal use

MODE OF MANAGEMEN

I. ExclusTv. lease forspecIfied users

2. Preferentf a1 use

3. Open to all callers 3. Open to all ealler.

Transtalner'" operatIon

Straddle CarrIer operation

Chessls operetton

Transtatn.r operatton

Straddle Corrler operetlon

ChassIs: operatron

I CON' AJNER PACKING OR REIGHTSTATION

CONTAINER PACKING OR FREIGH

~

Dimensions DimensIons 20,000

RAIIOOAD CONNECTI<fN TO ,.RMINAL

(Vos) (No) ye.s

srgnaturo::_~AJl~Q~{.;)1o~'P~'..J~_0 __

V

RAllllUAD CONNECTION 0 TERMlflAL

(Yosl INo) No-

SIgnature:

NO.

.........

---Avonmouth, U.K. Avonmouth, U.K.

OESIGIlATION OF TERMINAL:,_'..,N_'..>:S..,he"",d~ _

OPEAATOR OF TERMINAL: Bristol Steam Navigation Cc.

PORT OF:,_~Al!!vo!!!nm!!llo!l!u.li!th!..- _ OATE:._--"D""ec",e,",mb""e~r...:.1~97,-,,0 _PORT OF: Aygnemlth DATE: Deet!ber 1970

DESIGIlATION OF TEI"INAL: 'T' Beroth Oco.... Containero 'l'el'lllinal

OPEAATOR OF TERMINAL' Porot of BMstgl Authority

UNDER CONSTRUCTION FUTURE PLm

~l

Number of berths

Length of each berth

Land Drea of each termInal

Dimensions of each termInal

Oepth of "ater at berth.

IN R CRA

IN OPERATION

One

512 feet

4 acres

140' x 120'(irregular Shape)

26'

UNDER CONSTRUCT! ON FUTURE PlmIN OPERATION

Numbe~ of barthS

tength of _h berth

tand a.... of eeeh termInal

Olmen.lon. of eaeh tannlna.

Oepth of "atar et berth.

NAN R

ODe

660 feet

6 aC1'08

1850' x 180'(iroregularo shape

36 feet

10 eoroesto bereclailled

Numbar of conta I ner cranes One

Lifting capacIty of each 30 ton·

Reach on watersIde from front 42'adga of berth

Ileach on lands I de from deck 80'rell

Number of conta tnel'" cranes

tlftlng capacl1y of Heh

Reach on veterslda from frontedge of berth

Ileach on lends I de from deck.rall

One

30 tons

84:'

96'

MANAGE N

,. Exclusive lease forspeoIffed users

2. Preferential use

3. Open to all caller.

xt. E'xcluslve leas. for

spec1fted users

2. Prefarentlel usa

3. Open to all eallars x

I RAILROAD CONNEC ION 0 TEItlINAL

[CllNTATNER PACKffllJoR IIlEIGHSJATION

Olmenslons

Transtalner operatIon

Straddle Carrlar operation

Chess fS operat fon

(Ves) (No)

PRAll sys temsimilero tiltranstainsro

x

Not on sHe

Yes

Tran.telne~ operatIon

Straddle CarrIer operatIon

Chassis operatIon

I ~UN AINt;R ...""KING OR fAEIGlf

~

DimensIons Notat berth

I RIIILROAll WNI'll<"nON,lfTEllMINAI

(Va.) (No)

Xalso side-loader

Yes

Xsimilal' design

Signatura:, _Slgnaturo:, _

Port Containerization ... Wortdwide~H ITACHI

JUNE 1971 S3

Clyde Port, U.K. Grangemouth, Scotland, U.K.

DESIGN.\'tION OF 'rEmlINAL: CLYDBl'Ol~T CONTAL"'::;l 'iElllJINAL, GREllNOCK

CLYDE POl~f .WtlIOlU'rY, SCOTLhIID

DATE. 8tl1 January, 1971POllT OF:

OPm,\TOll OP T::IllJINAL:

CLYDEI'O~T mu, 18.12.70I'IlP.T OF: GRANGEMOUTH, SCOTLAND

DESIGNATION OF TEFtllllAl:_..;P.;:;ub::,:l;:;.ic::..... .....

OPERATOR OF TEftllllAl:__~FO""R::.T::..H~P""OR::.T:::..S..:.:A"'UT""HO""R::.IT:.,:Y'-- _

IN OPm,'lTION lJInmu CONSTllUCTION FlIl'u:lE PLAN

,1

1000 ft. - acco_od tesone deep sea and on shortsea Tir res

TliIt\lINAL

Nwaber of bertha 1/2

~J\.dditional 336' of lAdditional 420' atquay to make 2 full quay and baok upbertha uea

length of aach barth

LlInd area of ach terml na I

IN OPERATION UNDER CONSTRUCTION FUTURE PLM

Length of each berth 850' riversidequay wi tb m.oor­,ing dolpbinscapable of tak­:ing 2 vessels'vi th combinedlength of lISO'

Dlmsnslons of""",,, termlnel 1060·ft. x 320 ft.

D<!pth of water et 'berth. 25 ft.. 6 in.

CONTAINER C

Land area of eachtemiual

Dimensions of eachterminal

Depth of water atberths

CON'l'AINl1t CHANE

Number-of containertraDes

Lifting capacity ofeach

neach on watersidefrom front edgeof berth

Reach on landsidefrom deck rai1

),JODE OF lL\NAGWJlNT

22 acreS

35 tons

105'

45'

see above

6 acreS

attached sketch plan

40 tons

105'

50'

see above

9 acres

42' L.\I.O.S,'l.

Not yet

planned

for

Number of conta 1ner crenes

Lifting capacity of each

Roach on waterside from fl'Olltedgo of berth

Reach on 1sndslde from deckrail

MODE OF MANAGEM

1. Exclusive lease forspecIfied users

2e Preferentlat use

3. Open to all callers

MO E OF OPERA I

Transtalner operation

Straddle Carrier operation

Chessls operation

~~~~76::ER PACKIN~ vR fREIGH

ntmenstons

32 tons

65 ft.

15 l;t.

x

5,670 sq. ft.

I, Exclusive lease forspecified users

2. Preferential use

3. Open to allcallers

Containeroperators usingthe *j.'erminal ona regular con­:tractual basisare given ex­:clusive use ofthe 'l'ermina.l forspecified periodseach week and i8also open for useby other operators

Aa "InOperation"but may.beleased forexclusiveuse.

P./I I LROAO CONNEC ION TO TERM INAL

(Yes) (No) Yes

Slgnature' _

Leith, Scotland, U.K.

DESIGNATION OF TEftlINAl:,~(:-:.::~=:T.:;:l~=C:-'p~:.::::=-S..:..P::.:~:.:..;:::.:~:.::.:I-T-Y-----------OPERATOR OF TEFf.1INAL:_-l-(-"MIA;.c~,,"'Ubl.' 4J(G..e"'-1#.Ci.!l'h"""'..J'....c.c>-l!:.ttdd-..).) _

POFT OF:_--=:LE:.::I=TH~,_=S:.:C=OT:.:L:.:AN:.:D _ DATE:. 8th January, 1911

Reach on watersIde from fro'ntedge of berth 48 ft. maxir,:.:J.1Q

1l0DE OF OPm,\TION

Tranatainer operation

Straddle Carrier operation

Chassis operiltion

CONfAIN'illt PACIUNG OR l'IlEIGllTSTA'I'IGN

Dimensions

lli.Il..'l.Q\D CONNECTION TO'l\l~e!INAL

(Yes) (No)

Combinedstraddlecarrier andtractor/traileroperation

Open storage 016 acres pluswurehOllSing ond"transi t shed500' x 100'

Yes

As hefore

Yes

As before

Yes

IERIf...!.NAL

Number of berths

Length of each berth

Land area of each termtnal

DlmensloA$ of each terminal

Depth of water at berths

CONTAINER CRANE

Number of c:ontatner crones

Lifting capacity of each

Roach o. landslde from deckrail

E OF MANAGE NT

IN OPERATION UNDER CONSTRUCTION

'} SO it. - accommod tingtwo ~hort sea ship

3 acres

550 ft. x 220 ft.(irregular shape)

26.4 ft.

(a) 1 - 30 ton Tra' r5er Gantry era e(b) 1 - 20 ton Scot 11 Derrick

118 ft. 6 in.

FUTURE PLNl

I. Excl us I ve I.ease forspecified users

2. Preferential LIse

J. Ope. to all callers

F 0

TranstalRer operatIon

(a) above

(b) ahove

xStraddle Carrier operation X

Chass1S opsl"'at I on

~~i76~ER PACKING VK fR.'~H

Dimensions

RAI LROAO CONNECTION TO TERMINAL

67.500 sq. ft.

(Yes) (No) Yes

Slgnature' _

Port Con .. WOrldWide~HITACHI.

54 PORTS and HARBORS

Immingham, U.K. Goole, U.K.

!'ORr OF: IlmIllGUM! DI,T(:__1~"!!m!_"rx,-;t9_7.1.. _

OESICrfATION OF TEf:;-1INJ\L:~e-'1'crJn1nnl _

OPEtlATOR OF TEru-'If1AL:~~n~""'y'.}J. Ji.~~Lill.A.Jlom'-L~ • •__ .

J>ORT OF: GOOLE DI\TE:__7_\'_1,~aml;\ry 1'Y71

OESIGIiATI0Il OF TERMINALt:__-f:)l~or~th~S~id~.~0o...f~St~M::::h"~l"'~1)o=ck,--...-..,..,...,. _

OPERf\TOR OF TE~.1ItML:: ~D~nt~Tl~SI.:...1 ·~J'H:::.:""~"l'O:::.:R:.:.T.:::IX::::Y.:~):S..::D::::OA::::nD:..- _

Reach on waterside from front 93 Itedge of berth

Reach on luodstde from deck - 125ftrail (excludinn dead area

l~c~"u:.:::se:::.d.:::bYLd::,::O:,:,l·l',::;C:::.k.:.le::!<~.~)I-- l- -l~XfD'r6f""1~A~

Lifting capaclty of each

UNDER COI-ISTRUCTlO~_ FUTURE PLAN

l.76 acres

IN OI'ErJ,T ION

18ft(consttlllt level)

125ft x 615ft

Number of berths

lCllgth of· cuch berth

land area of each termInal

Dimensions of each termInal

Depth of \'/atar at berths

-CONTAf..:r(R cru"NE

NumbCl- of conto 1nar craneS One (Derrick)

UNo~n COt~STRUCTICU FUTU~r: f~~!...

l.ength of each berth 300'

land area of coch tcrrriinal 455' X 120'

Dimensions of erich terminal Minimum. ,32'

O~pth of lIa1'er at berths

IN ormAT ION

~Q<~-----

NUlllb()I' of coni'a i ner 'cnmos 1 (Derrick)

lifting capacity of each 32 ton

Reach on \'1Cltersic.te {rom froni 55' - 80'edge of berth

Reach on landsidQ from deck 90' ... 115'rail

t-iOiSEJ!}Y\N.';GEf.~!

I. Exclusive IGiJse for~pe.ci fled USC1"S

2. PrefcrenttC'l1 use x

I. Exclusive lease forspecified users

2. Preferential use

}. Open to 011 callers3. Open to £III callers

x

,CONTAlN.R PACKING OR fREIGlI~

Pac'kin!l underto.k.e:nDtmotl$lons in various dock sheds

hturnoru) CONNi:CTlON To IEfV'.1INAL~~oL"---1------+-----;

lOOE 0 0 WId

Transtalner operatIon

Straddlo Carrlor operatIon

ChassIs operatIon

Slgnature'_-r.bu""eU""."l!',"••"'.R""...'---"'_--

(Yesl mol

• {elt tn;tx:imul4 radius - t5tuM lHO

Tronstol net' operatlon

Straddle Carrlor operotlon

Chist,l S operat ton

COini\1iTi:.l<p'iiclilliGOirFRriGiff- -------.---------~ not 1l01'mally

Dlhltll\!flons Elvailable

Slon;J1\1rc: ..__.. ~_ ._••. "

IiIDrof1i!'E!l7i'fT6N"'·---I-------l-------1----

lv.imi7i!i-.elw.m-I(frror!~i~nffiL"I:-------+--------~--.(Yes I Wo)" not dil'oct

,-- •__,_. -'. L__

Garston, U.K. Garston, U.K.

fORT OF:,_---G;;;.;A=--ll~..:·TO=--I;;..I---_ DATE, 22nd Dccembor, 1970

DESIGI"TION Of TERlHtIALt: --:I:;::·lo::.rt:;:.:b:..;D:;::o:;:.:ok::..:::Co:,:nt.:::-s:::;in:;::c::.r...::B:.:::cr:.:th::. _

OPEllATOR Of TEr~\INAL.:· -=lr:.:i=sb:..S::e::;:a.,:F:;:.:er:.:.r::;.ic::s:..;:L:.:td:.:.:...- _

PORT OFt G:::;A::;:RS""T""ON::.-_____ /lATE' 22nd Deoember, 1970.

DESIGNATlOIl OF TERr~INAL:._-::St.:.:al:::;b::r=id::.::g::.e~D..:..oc:.::l' __C:.::on;;;.;t:.;.a::;in:.:;e;:..r=D.:.:er:.::th~ _

OPERATOR OF TEBoIINAlt'.-__....:C:.:;s.:.:.:wo;.:o:::::ds:....:;,;Co:.;:n.:.:tam:.;::.:e,;;.rs:;.-::Lt;;:;d:.;.. _

IN OPERATION FUTURE PLAN

x

x

llo

IN OPERATION UNDER COIlST/lUCTlml

482' 6"

3.0 acres

855' x l60'(:l:rl'egular shape)

26' NIlIIIl

~. Open to all callers

TEllMlNAL

Number of berths

Length of each berth

land area of each terminal

Dtmenslons of each termInal

I. Exclusive lease forspec1fled users

1. Preferential use

Number of conta Iner cranes

• Chassis operation

-P.bIJElil'Oi'EAAf""IO""'N----I--------I------I------I

lranstatnor operation

Siraddle Carrier oporatlon

l~itO::ER PACKING OR FREIGIIT

DimensIons

!RiirrR5AO'CoITrlliCT IOf! 10 Tr:r4.UNAL

IYes) (Nol

Depth of water at berths

cOinA NER CRANE

Lifting capacity of each 32 lone; tone

Reach on waters i de from front Sl'edge of berth

Reach on landside from deck 43'roll.

~Oi"Mi\NAGi'11I;rr,-.-----l------'-l------1------I

265' 6"

l.3 acree

400' :x: -l65'(:l:rl'egular shape)

20' blliJS

tongth of each berth

LaRd aroa of each terminal

Dimensions of each termInal

Depth of water at bertbs

COl';~CRAI!E

t!umb.er of contal ner cranes 1 (Derrick)

tlftlng capeclty of each 32 lona tons

Reach on waterside from front 86' 6 11

edgQ of be~th

Reach on landsidc from deck 47' 6"roll

TF_tolnor o;>tratlon

Siraddle CnFlor oporotlon

,Chussl. operation

coolhi!mrri;ooiI" OR fl<Lj""".-~-------l------I------J,f~

OIM:nsioos

T:hr(r.s{J;-cV..1'::;;fi1i:ri'O"iT!~-nw;c-------+--------1- I(Yes) 1N0) __~______ • _

~

Number of berths

JUNE 1971 55

Southampton, U.K. Hull, U.K.

FORT OF: SOlf'l'lIANM'ON DAm; (;f;b Innurrty '911

DESIGtIATlON OF TEmINAL: Cuntaine" Be"t". 201. 202, 204 lU\d 205 (~~;~i'n~; ::::t~)~PERATOR OF TERlINAL: Bnttall Tl'lUlsport Docks Bea"'"

!X'I1lER CONSTRUCTION FUTURE PL.\N

3 Spacc ava1lablo1 x 900 ;:or a i:urther2 .. 2100 6,000 ft. of

Total 10 aore quay vith "",pIe

back up areas.

DATE: 14 JAtllm

111 reot

430ro.t

1iAC~

430 r.ot x 87 root+ Addition~tl Storage

Are""27reet

Length of each borth

land area of each tcnnlnat

Number of conta Inar cranes

Depth of water at berths

DImensions of each termInal

CONTAINEH CRANE

Reach on landslde from deckrelit

~6oE OFi4'{\;'1!IGEM(NT

"ITmiNAL

Number of berths

lIft-Jng capacl1y of each

Reach on waters Ide from front 68 feet 6 inchesedge of berth

~Of: IIULL

DEt;;TION OF TERt~INAL::_-,L~IPT!:!:..!=O:!:\!tl/.!;!LII.!.:;'T£.'O!!!FF!-.E!TI\1l!!!.!~~1It::>J1.1~, -::....:!·A,;..·.:!.iJE~;'I'T'{~. ,,",A!!!<L~~'XA!:!tI~DR!!;A~OOC~K~ _

~ OF TEft,I'NAL:'__-7llR~Im~f1!::!Tl1=",:::.tlS~,PO~R=-T7:D07.;CI.::-·S7'HD:::AR';:D:::- _Ol'!RATOR AT TERIUllAL: ASSOCIATED 11U1~Bl<R LINES LI~ITED

IN OrEnATION UNDER CONSTRUCTION FUTURE PL.IN

Aa

.roquirod

95 ;:t.

121 ft.

,.). x 40 long ton3 '" 35 long ton30 Ion!: tcno

1,000 n.20 &erea

115 tt,

80 tt,

IN OPERATION

liftIng capeclly of each

Roech on weters Ide fl"Olll frontedgo of berth

Reech on lends Ide fr<llll clockrell.

Number of conte Inor crones

~NAL

Numbor of bcr1'hs

loog1il of each ber1'h

land erea of esch teral••1

Dh"ons Ions of oach termln.1

Ilopth of water .t berfhs

• AINE

IMOUo Or' ....\NAGE'<£N I

J. Exclus!ve forspecifIed users

2. Proferentl.1 _u....,. Open to ell cel1ere

As

required.

,I. Exclusive leaso for

specified users

2. Preferential use

3. Open to all cat lors

ION ~DE Of OPERATION

Slgn.turo:__-J··~~::::::~==...;-.--­::;::::

Tral'lstatnar operation

Straddle Carrier operation

Slgrl~1turc: _

Chassis oporatlon

1~~1;;r'"R,."PA""CK""INy_;G"'bnR""I,"T<E;""IGH"'Ti.,TI------+_-----.I---il

E)imcnsior:s 16,000 SQ.. ft.. .

({AI LROJ\[) C'..J:iNECT IO:~ TO TER.'-11 Nl,L

(Yes) (No) 1';0

As

r"~8d

Extcnsionby 10~ plus

:ItxX

Trenstalner opor.-tloR

S1raddle Carrler cpemloR

ClIessls operetlon

I ,"",,'AINER PACKING OR FREIGliT~ Total 196,000 eq.t~.OimenslonS Ul\doJ"

~rLkCh'\O COHNf;.CTtON 111 tEiiffi.li\C~:~:~:Q~:~t 2~t.!~:0.2:=:.::!...t~~nL:... -p.t.....-----l--Yl-I-l-b-O--;

(Yes) (No) ~~sc:~s~;:~~~:~ou avn:l.lablet.

Hull, U.K. Hull, U.K.

DESIGNATION OF rEnl4IllAL: NO. 17 SIlEO nm'[l[ - AI,nEllT DOCltormr:!t

flJW!.fiOOIIf..OF TEIlI4INAL: 1!R=1l T1Wl,1PC?T DOCKS IIOMD

OFJlllt.TOR AT TBilllIliAL: ASSOGIATED 11UIIBFll. LIliES LTJl.

III OPERATION UNDER CONSTRUCTION FUTURE PUIN

OES1Gl-l/\T10N OF TCPJ.lItJAl: n.~.l.·.D.R. cO:~~i~:·.:rl:;:R 'j':~:iJ":ri;.'j. I1H:::::~: ;·:UZf.r..:'n,:r 1J(~~y'.

OmmHo:etG5D:'Xy' OF lEf.j-1 INAl: BUITlr;n TRA~SPOr,1' nOCKS nOAUD

OPEHA'IOit A'l' 'l'Emmi/..L: BRITISJI l'RAl~SPORT lOCKS BO.\RDIN OPrRATIOlI UNDER CONSTRUCTIOU FUTURE PLAN

PORT OI':.__--'I::::lU""LI,'-__~ _ DATE:, 1:...4~J~A::.:.N..:.I..._11:.._ _ PORT OF: lH:ij",,[!!.-, _ DIoTE:.__14_'J_A_tJ...:.1S...:.7i _

Humber of ber1'hs

length of each barfh

lend are. of o.ch terAllnel

DimensIons of ...ch tormlnol

Ilopth of veter .t borfhs

~RCRANE

450 teot

variable

450 toot" 150 1'eetapprox.

23reot

~G",,"i\L

Number of berths

length of each berth

lend area of each terminal

Otmcnslons of each termlna!

Dcpth_ of ~later at berths

~ONT/~~

900

2$ acres

900 feot x ,Oqi,OOl'< Event\lel axtensi.n I(irrag\llax" Ghapo) of berths to 1550

33 feet ;:~:s~area 41

Numbor of conta rnor craMS

liftIng capecI1y of ""ell

Roach on waters Ido from frontedgo of berth

Roech on landslda from dockroll.

~1iiiIAGE~:1

SCOTctl ~mRtCK CIlA/I&

321'OHS

74. toet

106 !'eot

Number of conta Inor cranes

lifting cap<:scfty of each

Reach on ,·/at€lrsidc from frontedgo of berth

Reach on landside from dockrail,

~OF·fl;r\I~AG€ll,ti:l

35 tons

76 feot 6 inche$

126 fest 6· iacbea

cO:IT'Al"TEh PACKII:G orl FI1oIGHr-I------+------t-----t~

I. Exclusive lease. forspccJfled usors

12. Proferentl.l uso

! 3. Opon to .11 collors

rl

:~;~:::~~~rotlonStradd.lo. terrlor oPOrotlOR

Cboosts operation

'cmnr.mEIl PACKliiGOIi1'li!:"'O,GH:rrT-I:-------'Il------'1------1STATION

Oimcms(oM 2G,300 cq. feet

MlllwAO U.~I;'''CIIO;. to"'1Eiimj'i;L-------I-~I-

(Yes) lNol L YOS -L-__

t. Exclusive leasQ forspcctficd usors

2. Preferonttal U50

3. Open to all cat lers

:ODE OF Or'ERAt ION

Tral1stal ncr oporatlon

Straddlo Cerrler oporation

~Cha~sls operatIon

D,imon$lonsKone

Signature:...__-' _ S(gnafuro:.

Port Containerization ... Worldwide~H ITACHI

56 PORTS ond HARBORS

London, U.K.

PORT OF: LONDON DATE: 28th January, 1971

London, U.K.

PORT OF: LONDON DATE: 28th January, 1971

DESIGNATION OF TERMINAL: No. 41/43 Berths, Tilbury Dock.

OPERATOR OF TE~INAL: Port of London Authority.

DESIGNATION of TERMINAL, No. 40 Berth, Tilbury Dock'

OP~RATOROF TER4INAL: United States Lines.

IN OPERATION

Reach on landside from deckrai I 80 ft.

L:lftlng capacity of each 30 tons single lift

Reach on waterside from frontedge of berth 109 ft.

Numf;)er of berths­Tot;al quay length~.iDOrQb"y:tbr

combinedLand area of :aaatx.termlnals

combinedDimensIons of JUltik terminals

Depth of water at berthsPotential denth of water

I ER E

Numt?er of conta IRer cranes

Lifting capacity· of each

Reac;h on waters I de f font frontedge of berth

Reach on landslde from deckraB

IN OPERATION UNDER CONSTRUCTION FUTURE PLAN

31,700 feet

25 acres

1,700 ft. ,,702 ft.

4Zj ft.44 ft.

30 tons single lift 30 tons single lift45 tons twin lift

109 ft. 115 ft. 6 ins.

80 ft. 80 ft.

TERMINAL

Number of berths

(ength of each berth

Land area of each terminal

Dimensions of each terminal

Depth of water at berthsPotential denth of water

CONTAINER CRANE

Number of conta i ner cranes

700 feet

11 acres

700 ft. ,,1,179 ft.(irregular shape)

42} ft.44 ft.

UNDER CONSTRUCTION FUTURE PLAN

MODE OF MANAGEMENT

I. Exclusive lease forsp:ectfled users

2. PreferentIal use

MODE Of MANAGEMENT

I. Exclusive lease forspeci f ied l,lser's

:2 •.. Preferanti a I use

xI

3. Open to all callers

""DE f OPoRA ION

Transtal ner operatton

Stra~dle Carrier -operation

Chass IS operat Ion

~+~6::ER PACKING OR fREIGHT

Dimensions

RAILROAD CONNECTION 0 TERMINAL

(Nol

x

x

No

!

3• .open to all callers

, MUDE Ur OP RA ION

Transtainer operatton

Straddle Carri~r operation

Chassis Qpera,tlon

CONTAINER PACKING OR FRE IGHTSTATION

Dimensions

RA I LROAD CONNECTI ON TO TERM INAL

(Yesr (No)

x

63.,.000 square feet(tJituated away froin.

the terminall

No

London, U.K.

Slgnature' _ Signature' _

Manchester U.K.

PORT qF:,.;..·_....:LO=N=DO:::;N:.:.. _

PESIGNA;rJON OF TERMINAL: No 39 Berth Tilbury Dock.

OPERATOR OF TE~INAL: Overs,eas Containers Ltd..

RATE, 28th Janua.ry, 1971 PORT OF', IlAN_C_HES_T_h'R _

DESIGNATION OF TERMINAL: ManehesterContainer Terminal

OPERATOR OF TERMINAL: Manchester Ship Canal Company

DATE,__1_4t_h_A_pr_il_,_19_71 .

IN OPERATiON

(I fting capacity of each 22! ton single lift45 ton twin lift

Reach on waterside from frontedge of berth 104 ft.

Reach on landslde from deckrail 93 ft.

TERMINAL

Number of berths

Length of each berth

land are.a.' of each_ term InalAnnexe

OImenslons Of each terminalAnnexe

Depth of water at berthsPotential denth of water

CONTAINER C E

Number of conta I ner cranes

MOPE OF MANAG MENT

I .. Exclusive lease forspecIfIed users

2. Preferenti a I use

3. open to all callers

MUD. 0 0".1'1\1 IUN

Transtai ner operattonaantry Cranel

/ Straddle Carrier operation

Chassis operation

UNDER CONSTRUCTION FUTURE PLAN

850 feet

13 acres6 acres

850 ft. ,,600 ft.325 ft. " 806 ft. (irreg lar

42i ft. ahap )44 ft

30~ton single lift45 ton twin lift.))) to be de.cide<l))

x

x

~

Number of berths

Length of each berth

land area of each terminal

Dimensions of each terminal

Depth of water at berths

CONTAt NER CRANE

Number of conta I ner cranes

lifting capacity of each

Reach on waterside from frontedge of berth

Reach on landslde from deckrail

MODf OF MANAGEMEN

I. ExclusIve lease. forspeclfle<l users

2. Preferential use

3. Open to all callers

MUD" 0 '".RAI DN

Transtalner oper~tlon

Straddle C!lrrler operation

Chassis operatIon

IN OPERATION UNDER CONSTRUCTION FUTUR~ PLAN

1 (Ext .. to berth n operati on)

550 ft. 350 ft ..

9 !lcres

28 ft. 28 ft...

25 tons 35 tons

59' 59'

8S' S8'

RA I LROAD CONNECTI ON TO TERM INAL

~~~+~6~ER PACKING UK REIGKI

DImensions

(Yes) (No) No

Dimensions

RAILROAD wNN.CIIDN 0 I.I<MINAL

(Yes) (No) Yen Yee

Signature: _

JUNE 1971 57

New Port, U.K. New Port, U.K.

/'OnT OF: 1!0Ilpo"b (Iron) OATE:'-.;1=2=.1~.7::-l. _

D"SIGN~TION OF rEru~INAL::__~lln~n:.':.t:::Lo:::::ol..::..· _

DrEr1ATon~l. TEPHINAL: Inch Fo",quay. (Fo"r,y'rl-nJ.lo"n) Ltd.

tollT OF; Nm'Port (lornn) DATE:.-E.::!::l_l. ~

bESIGN!\T10N OF TEf\l·lItlAL:lrodh Sid9 South Doclc, _

OPEHATOR.?~.T(nHllli\L:.~_O!:.:.-t~Co~n:::ta~in:::o"c.;.Tc::0r.~.!l.i~m~').!.::'irJ~~'td~. _

IN OPEMTION UllDER tONSTRUCT ION FUTURE PLNI 111 OPERATION UNDER CONSTRUCT IO'~ FUTUR. PLAN

nlt'illCAL

Number of berths

Longth of each borth

lDni:f area of each tormlnal

Dimensions of each termlnol

Oopth of water. at borths

420 feot

2 Ao"..

420(f,.:.;Zg,,;;,ayO ro·,t

25 Fool;

. TER.J.iINAL

Number of borths

Length of each borth

Land aroo of each tormlnal

DImensIons of ench termlnol

Depth of water at borths

o~o root

4.5 Jtcnr-s

440 x 400 foot

COIHAINm CIW4E CONTAINER CRANE

Slgnatere:~~_.

X

'5 tono

112 toot

1l.5 root

TranstaJner oporatfon

St(%1.1~~o~~~~~roporatlon

ChassIs operatIon

~,ODE OF OPEHAIION

I. Exclusive tensa forspoclf lad usors

2. PrefDr~ntlal eso

3. Open to all callars

Lifting capacIty of eacli

Reach on watersldo from frontedgo of berth

Roach on landslde from deckrail.

Numbor of container cranos

~~~i-~~:'H PACKING Of! fREIGHT ~

Dtmonstons. -

iUiiiJN.o CO/o'''Clloi! 10 Tm.jr.'Iii( --------1-------1-IYos) Wo) Yo. ~_

Signaturo: ~~

90 foot

1 (Dorx;'ck)

;2 tono

55 reet

Numbor of contalnor cranes

LiftIng capacIty of each

Reach on watersldo from frontedge of berth

Roach on landslde from deckrail.

~i.r\NI\G8I,ENI

'I. Exclusive leaso forspecl fled users

~~!2!'?IPr~efQer!!.Elln§!!t~la]1!!rus_e l__X I I.~3. Open to all callers

. DE OF OPEIU',

TrallStalnor operation ~

'StreddlD Carrier oporatlon

ChassIs oporotlon X -

CONTi'iiffi.1( PACKING OR fru;IGHT •

STATION IDlmonsfons -

""iliJtROiili COliN.CTlON·lD r,i1NINAl·------1-----+-----jIYos) INo)

Lisbon, PORTUGAL Lisbon, PORTUGAL

PORT OF: LISBON DATE: 15 APRIL'll PoRT OF:,__-=L::IS""B""ON"-- _ OATE:._--"1~5~AP£!R""IL~7"'"1__~_

DESIGNATION OF TERMINAL:._~AL::;::C~.tN'_"TARA=-..::Sc:.:UL:....,...--------.------

OPERATOR OF TERt~INAL: ADMINISTRAQAO-GERAL DO PORTO DE LISBOA

DESIGNATION OF TERMINAL: SANTA APOL6NIA

OPERATOR OF TERMINAL: AWTNTSTRAgiO-GERAT DO PORTO DE TTSBOA

ERMINAL

Number of berths

IN OPERATION

1

UNDER CONSTRUCTI ON FUTURE PLAN IN OPERATIONTERMINAL

Numbor of berths

UNDER CONSTRUCTI ON FUTURE PLAN

~ength of each berth 492 feet

Land area of each termInal 3,20 acres

Dimensions of each termln.1 1122 feetx125 feet

Depth of w.tar at b.rths 28 feet

Length of oach berth 574 feet

Land area of each terminal 7,15 ac'res

DImensIons of each terminal 1148 feetx278 feet(trapezoidal fom)

Depth of watar at berths 28 feet

CON AINE CANE

574 feet

10,12 acres

1148 feetx354U t(trapezoidal fir 0

40 feet

CONVENTIONAL CRANENumber of conta 1ner cranes

Lifting capacIty of each

2 (coupled)

12 t

Number of conta loer cranes

Llftln9 capacIty of each 30 t 40 t

Reach on watersIde from frontedge of berth

Reach on landslde from deckrail

40 feet

48 feet

Reach on watersIde from frontedge of barth

Reach on landslde from deckrl;!fI

77 feet

64 feet

110 feet

80 feet

MOOE 0 MANAGEME N MODE 0 MANAGEMEN

I. Exclusive lease forspecified users

Z. Preferenttal use

3. Open to all callers

I. ExcllJslve lease forspecIfied users

'h Preferential use

3. Open to oil cal lars

MOOE 0 I N I N

Transtel ner operation

Straddle Carrier operatIon

ChaS$ls operationSide-loaders oDeration

~~~i~6~ER PACKING OK R"oH

Drmenslons 2,10 acres

Transtalner operatIon

Straddle Corrler operation

Chass 15 operationSide-loader operat10n

CONTAINER PACKING OR REicH

~

Dimensions 12,'10 acreaRAILROAD CONNECTION TO TERMINAl

(Yas) (Nol yes

Signoture: .j.~_ L) .RAI LROAD CONNECT ION TO TERMINAl

(Y.s) (Nol yes yes

Port Containerization ... Worldwide~ .. H ITACH I58 PORTS and HARBORS

Bibliography of Publications

on Containerization

BooksA Bibliography on Economics of ContainerizationRAMM, Dorothy, V.The Library of the Transportation Center at NorthwesternUniversityEvanston, IllinoisYear-l967Pages-12Price-Contact PublisherLanguage-English

Cargo Containers; Their stowage, Handling andMovementTABAK, Herman D.Cornell Maritime PressCambridge, MarylandYear-1970Pages 386Price-$7.00Language-English

Container HandbnchHamburg, Verlag CommerciumYear-1968 losbladig, aanvallingenPrice-Contact PublisherLanguage-German

Containerisation-A Modern Transport SystemVAN DEN BURG, G.Hutchinson & Co., (Publishers) Ltd.,178·202 Great Portland Street, London N. I, EnglandYear-1969Price-$7.80Language-English

ContainerizationAn international report on the social and economic con­sequences of container traffic. London, International Trans­port Workers' Federation (I.T.F.)Year-1968Pages-91Price-Contact PublisherLanguage-English

Containerization-A BibliographySouthampton, HampshireTechnical Research Industrial Commercial Service, HATR1CS/Central LibraryYear-l969Pages-80Price-Contact PublisherLanguage-English

JUNE 1971

Containerization InternationalContainerization International 1970. A compendium of con­

tainer facts, published for the professional traffic manager,

freight forwarder and transportation consultant, designed alsoto serve as an efficient, up-to-date guide for exporters andimporters everywhere.London, National Magazine CompanyYear-l969Pages-232Price-$8.00Language-English

Containern als TransportmittelEINSATZ von

Essen, Vulkan-Verlag Dr. W. Classen

Year-l968

Pages-54Price-Contact PublisherLanguage-German

ContainersAnvers, Comite Maritime International/International Mari­

time CommitteeYear-I969

Pages-l55Price-Contact PublisherLanguage-Unknown

Container Services of the North AtlanticIMMER, John R.Work Saving International, 1638·19th Street N:W., Washing­

ton, D.C. 20009Year-1967Pages-200Price-Contact PublisherLanguage-English

Container Ship, Register 1969-70A.S. Shipping Consultants, Oslo, Norway

Year-l969

Pages-147Price-Contact Publisher

Lariguage-Unknown

Container TransportMeese & Hope10, blaak, P.O. Box 74:9, Rotterdam

Year-1967Pages-60Price-Contact PublisherLanguage-English

59

Container Vessels and Container Vessel Operators/Owne'rsA/S Shipping Consultants, Oslo, NorwayYear-1968Pagcs-46Pricc-Contact PublisherLanguage-Unknown

Conteneurs-Homologation et controleNote d'infonnation N I. 140, eMl cIu Burcau Peritas, ParisYear-] 969Price-Contact I>ublishcrLanguage-French

Erfahrungen und Entwicklungen im Einsatz vonContainernTagungvom 18. Essen, Vulkan-Verlag Dr. W. ClassenYear-l968Pages-58Price-Contact PublisherLanguage-German

The Explanation about the Facilities for ContainerTransportationJapan Container Assn.Price-Contact PublisherLanguage-Japanese

The Guide for the Handling of the InternationalLarg,e Scale Cont,ainerJapan Container Assn.Price-Contact PublisherLanguage-Japanese

Imp,act of Containerization on the U.S. EconomyNational Technical Information Services5285 Port Royal Road, Springfield, Va. 22151Two Vol.Price-$6.00Languag'c-English

International Container TransportationWorking Group for the Study of Container Ship Organizctlby Ship CompaniesGoto BookstoreYear-1969Price-¥L200Language-Japanese

Janes's Freight Containers (lst ed.)McGrow-Hill, Inc.330 W. 42nd Street, New York, New YorkYear-1968Price-Contact PublisherLanguage-English

Jane's Freight ContainersJane's Freight Containers49 Poland Street, London, W.I. EnglandPrice-Contact PublisherLanguage-English

Maritime Container TransportationMaritime Bureau, Ministry of TransportJapan Container AssociationYear-1969Price-Not for saleLanguage-Japanese

60

Maritime Container TransportationSocicty for the Study of Maritime Container TransportationPrice-Contact PublisherLanguage-Japanese

Maritime Container Transportation and Revolutionof DistributionNippon Yusen KaishaPrice-Contact PublisherLanguagc-Japanese

Permanent International Association of NavigationCongresses22nd International Navigation Congress. Section 2. OceanNavigation. Subject 1. Development conditions of containertransport. Port equipment. Organisation of the chain oftransport. Economic and social aspects. Paris P.I.A.N.C.Year-1969Price-Contact PublisherPages-l80Language-Unknown

The Point of the Container TransportationSociety for the Study of the Container TransportationJapan Container News Co., Ltd.Year-l969Price-¥500Language-Japanese

The Practical Business of the Container Transporta­tionYoshio MatsumotoSeizando BookstorePrice-¥950Language-Japanesc

The Practical Business Guide for Maritime Con­tainer TransportationSakuro Nakao, Takashi MiuraKaibundo Publishing Co., Ltd.Year-1970Price-¥2000Language-Japancse

The Problems of the International Standard ofContainerJapan Container Assn.Price-Contact PublisherLanguage-Japanese

Relative Merits of Unitized and ContainerizedCargoesTokyo, International Association of Ports and Harbours(Melbourne' Conference IAPH)

Ycar-1969Price-Contact PublisherLanguagc-English

The Report of the Investigation of the ContainerCargo for U.S.A.Japan Container AssociationPricc-Contact PublisherLanguage-Japanese

Shipboard Soft ContainersV.E. Magula, et. al.Department of the Army, 'Washington D.C., U.S.A.Year-1968

PORTS and HARBORS

Pages-lOSPrice-Contact PublisherLanguage-English

Ships for the SeventiesMaritime Administration, Technical Library, 26 Federal Plaza,New York, N.Y. 10007Year-1970Pages-64Price-Contact PublisherLanguage-English

Study of Transitional Containership ConceptGeorge G. Sharp, Inc.New York, New YorkYear-I968Pages-variousPrice-Contact PublisherLanguage-English

Technical Terms in Connection. with Contahleriza­tionJapan Container AssociationYear-1968Price-Not for saleLanguage-Japanese

Theory and Practice of Container TransportationHideo !ida, Seigando BookstoreYear-1968Price-¥IOOOLanguage-Japanese

Twelve Chapters in. Connection with InternationalMaritime Container TransportationChuya Takamura, Seizando BookstoreYear-I969Price-¥1500Language-Japanese

Periodicals

Annual Container Guide, 1968-69Containerization International - KOSTER, John C. andTELSLEY, Norman H.22 Armoury Way, London S.W. 18 EnglandPublished 1968Subscription-Contact PublisherLanguag'e-English

Brandon's Container WorldBrandon's Container World, Inc.One Broadway, New York, N.Y. 10004Published MonthlySubscription-FreeLanguage-English

Cargo Handling QuarterlyPegasus Public RelationsP.O. Box 14, East Bentleigh, Victoria, AustraliaPublished quarterlySubscription-85 cents per copyLanguage-English

Container AgeContainer Age Co.Published monthlySubscription-¥3000/yearLanguage-Japanese

JUNE 1971

Container Guide 1968/69Containerization International/National Magazine Co.22 Armoury Way, London S.W. 18 EnglandPublished 1968Pages-HISubscription-Contact PublisherLanguage-English

Container NewsContainer News, Inc.150 East Fifty-second Street, New York, N.Y. 10022Published monthlySubscription-$1.00 per copy.

Annual subscriptions: $6 U.s. & Canada; all other coun­tries, $7 per year.

Language-English

Container ReportDas deutsche Magazin flir ContainervergehrHamburg, Verlag CommerciumPublished 1968-1969nr 1-6 (vierteljahr-lich) (T.224)Subscription-Contact PublisherLanguage-German

Containerisation Institute NewsletterContainerisation Newsletter15 East 40th Street, New York, N.Y. 10016Published weeklySubscription-FreeLanguage-English

Containerisation InternationalContainerisation International22 Armoury Way, London S.W. 18 EnglandPublished monthlySubscription-FreeLanguage-English

Containerisation International YearbookContainerisation International22 Armoury Way, London S.W. 18 EnglandPublished annuallySubscription-Contact PublisherLanguage-English

The ContainerizationJapan Container AssociationPublished monthlySubscription-¥3600/YearLanguage-Japanese

Containers ActualitesEdition Containers Actualites17 rue Duruy, 75-Paris 15 0

, FranceSubscription-25Fr per yearLanguage-French

Distribution World WideChilton CompanyOne Decker Square, Bala-Cynwyd, PA 19004Published monthly, with two issues in AugustSubscription-U.S. & possessions, $11. per year. Canada, $13.

Foreign, $16. Single copies 75¢ except August Distribu­tion Guide issue-$5. per copy.

Language-English

FAIRPLAY International Sbipping JournalFairplay Publications LimitedPalmerston House, Bishopsgate, London EC2N 3 BE, England

61

Published weeklySubscription-Inland and abroad £13 lOs per annum (indud­

ing postage). Copies can be sent by Air Mail; additionalcharges on application

Language-English

Freight & Container TransportationShenneu Publishing and Publicity Co., Pty. Ltd.56 Young Street, Sydney, N.S.W. AustraliaPublished monthlySubscription-12 issues Australia, New Zealand & Fiji $7.

Elsewhere $8.Language-English

Gulf International TraderCordovan Corporation5314 Bingle Road, Houston, Texas 77018Published weeklySubscription-V.S. I yr. (52 wks.), $15.60Language-English

I.C.H.C.A. Monthly ReviewI.C.H.C.A.Abford House, 15 Wilton Road, London, S.W. 1, EnglandPublished monthlySubscription-Free to MembersLanguage-English & I'rench

The Japan Container NewsThe Japan Container News Co., Ltd.Published weeklySubscription-¥18000/yearLanguage-Japanese'

O.C.L. Australian News BulletinOverseas Containers Australia Pty., Ltd.38 Bridge Street, Sydney, 2000, AustraliaPublished monthlySubscription-FreeI.anguage-English

Scandinavian Shipping Gazette-InternationalMaritime DigestScandinavian Shipping Gazette3, Krystalgade, DK·1l72, Copenhagen, DenmarkPublished monthlySubscription-In Europe D. Kr. 50 per year, Overseas, surface

mail: $10. Overseas, airmail: $13.Language-English, German and French

Ship,ping DigestShipping Digest, Inc.25 Broadway, New York, N.Y. 10004Published weeklySubscription-V.S. $6.00, foreign $7.00Language-English

Traffic Management-Physical DistributionCahners Publishing Co., Inc.205 East 42nd Street, New York, N.Y. 10017Published monthlySubscription-no obligation to qualified personnel; all others,

$15. per year in U.S., its possessions &: Canada; $20. peryear in all other countries. Single copies, V.S. & Canada,$1.50. Others. $2. Special rate for traffic representativesof carrier; one year $5.

Language-English

Traffie WorldThe Traffic Service Corporation

62

815 Washington Building, Washington, D.C. 20005Published weeklySubscription-$48. a year. Single copy $1.50.Language-English

The TransportantInstitute of TransportP.O. Box 2829, Wellington, New ZealandPublished quarterlySubscription-30 cents per copyLanguage-English

Pamphlets, Papers, ReportsBackground Notes on the Development of Con­tainerized International ShippingCHURCH, Robert F.Northwestern Vniversity, Transportation Center, Evanston,IllinoisYear-1968Pages-80Price-Contact PublisherLanguage-English

Cargo Container DimensionsU.S. House of Representatives. Committee on MerchantMarine and Fisheries. Hearings before the Subcommittee onMerchant Marine. (90th Congress, 1st Session)Washington, G.P.O., Washington, D.C.Year-I968Pages-I98Price-Contact PublisherLanguage-English

Container Shipping: Full Ahead-A Forecast of HowContainerization of Oceanborne Foreign Trade WillDevelop by 1975, and Its Effect on the New York­New JerseyThe Port of New York AuthorityIII Eighth Avenue, New York, N.Y. 10011Year-I967Pages-42Price-FreeLanguage-English

Containerisation: The Revolutionary Method ofDoor-to-door TransportationTrans-Ocean Containers Pty., Ltd.Sydney, AustraliaYear-l968Pages-23Price-Contact PublisherLanguage-English

ContainerizationBulk Packaging and Containerization Institute-Fifth Con­ferenceNew York, New YorkYear-1965Pages-l03Price-Contact PublisherLanguage-English

ContainerizationThe Containerization Institute, Inc.-9th Annual ConferenceP.O. Box 3444, Grand Central Station, New York, N.Y. 10017Year-January 28·29, 1969Pages-I08

PORTS and HARBORS

Price-Contact PublisherLanguage-English

Containerization: An International Report on theSocial and Economic Consequences of ContainerTrafficInternational Transport Workers' I'ederatiotlMaritime House, Old Town, Clapham, London, S.W. 4,England .Year-1968Pages~85

Price-Contact PublisherLanguage-English

Containerization: An Outlook to 1977Kaiser Aluminum & Chemical Corp.Oakland, CaliforniaYear-1968Pages-49Price-Contact PublisherLanguage-English

Containerization in International and DomesticCommerceAmerican Trucking Associations, Inc.1616 P Street, N.W., Washington, D.C. 20036Year-1968Pages-60

Price-Contact PublisherLanguage-English

Containerization-The Key to Low-cost TransportMcKinsey & Co., Inc. ReportBritish Transport Docks BoardMelbury House, Melbury Terrace, London, N.W. 1. EnglandYear-1967Price-Contact PublisherLanguage-English

Containerization Symposium Proceedings, New YorkCity, June 15, 1955London, International Cargo Handling Coordination Asso­ciationYear-1955- (ICHCA Journal Special Issue, 1955.09)Pages-64Price-Contact PublisherLanguage-English

Containerization, The Unit· Load, The CombinationShipSUYKENS-Speech delivered at the 57th Annual Conventionof the American Association of Port Authorities in Curacaoon November 13, 1968.Antwerpen, Algemene directie van het havenbeddijfYear-1968Pages-29Price-Contact PublisherLanguage-English

ContainersReunion d'information du 7 mars 1967 sur les containers.Paris, Chambre de Commerce Internationale.Year-1967Pages-20Price-Contact PublisherLang'uage-French

JUNE 1971

Containers: LandlSealAirAmerican Trucking Associations, Inc.1616 P Street, N.W., Washington, D.C. 20036Year-1967Pages-ISPrice-Contact PublisherLanguage-English

The Containers, The Unit Load and the Seaport(Speech delivered at the International Conference on Com­bined Transport in Praha, June 1969) SUYKENS,F.Antwerpen, Algemene directie van het havenbedrijfYear-1969Pages-31Price-Contact PublisherPrice-Contact PublisherLanguage-French

The Developing Pattern of Container SystemRAMSDEN, C.D.American Association of Port Authorities Convention, SanFranciscoYear-1969Pages-12Price-Contact PublisherLanguage-English

The Development of Container TransportLATHAM-KOENIG, A.L.Brugge, Europa CollegeYear-l970Pages-9Price-Contact PublisherLanguage-unknown

Die Haftung des Beforderers im .gemischten Uber­seeverkehrSCHEERS, W.Studien zum Container-Durchfrachtverkehr.Hamburg, Verlag CommerciumYear-1969Pages-120Price-Contact PublisherLanguage-German

Economic and Operational Research on ContainerSystemsGreat Britain Ministry of TransportLondon, EnglandYear-1968Pages-25Price-Contact Publisher

(Further copies may be obtained-Reference FC 2/6/06­Ministry of Transport-St. Christopher House (Room 9/21),Southwark Street, London, S.E. I, England)

Language-English

Future Container Services: What Shippers RequireTwo reports by the British Shippers' CouncilLondon, British Shippers' CouncilYear-l 968Pages-32Price-Contact PublisherLanguage-English

International Container SymposiumProceedings. London,London Chamber of Comtnerce, Dock and Harbour AuthorityAssociation/ICHCA-UKYear-1968

63

Pages-176Price-Contact PublisherLanguage-English

Air-Land Demountable Cargo ContainersInternational Organization for StandardizationLondon, I.S.0., No. 125Pages-2Price-Contact PublisherLanguage-English

International Trade Exhibition and ConferencesSystems of combined traffic in the continental and inter­continental chain of transportation. Containerization 70.MunichYear-1970Pages-21Price-Contact PublisherLanguage-unknown

New Zealand Overseas TradeReport by the Container and Cargo Handling Committee(Molyneux Committee)London, New Zealand Tonnage CommitteeYear-1967Pages-196Price-Contact PublisherLanguage-English

The Port of Singapore AuthorityFirst Container SeminarPort of Singapore AuthorityJapanYear-1970Pages-120Price-Contact PublisherLanguage-English & Japanese

Report on ContainersKay E. & A. W. PembertonCranfield, The College of AeronauticsFirst report, 1967, 18 pagesSecond report, 1968, 19 pagesPrice-Contact PublisherLanguage-unknown

Report from the Senate Select Committee on theContainer Method of Handling CargoesSenate Select CommitteeCommonwealth of Parliament, AustraliaPart I-Report Canberra, Govt. Printing OfficeYear-1968Pages-WIPrice-Contact PublisherLanguage-English

The Report of Investigation of ContainerizableCargo and Type of·Packing of Cargo in the Portof KobeHanshin (Osaka Bay) Port Development AuthorityYcar-1968Price-Not for saleLanguage-Japanese

The Report of Investigation of Containerization ofForeign Cargo-by the Questionnaire in Connectionwith the Domesti.c TransportationKeihin (Tokyo Bay) Port Development AuthorityYear-1969Price-Not for sale

64

Language-Japanese

Reseal'lch on the Domestic Transportation of Inter­national Maritime ContainersJapan Transport and Economic Research CenterYear-1970Pages-208Price-V1,200Language-Japanese

Report: Part I (Parliamentary Paper No. 46)Australia Senate-Select Commiteee on the Container Methodof Handling CargoesAustraliaYear-1968Pages-WIPrice-Contact PublisherLanguage-English

Research and Technical Bulletin NO.3National Ports Council, LondonYear-1968Pages-56Price-Contact PublisherLanguage-English

Seminars on the Container RevolutionU.S. Federal Maritime CommissionU.S. Government Printing Office-90th Congress, 2nd sessionWashington GPO, Washington, D.C.Year-1968Pages-182Price-Contact PublisherLanguage-English

Transitional Containership Concept Study (Sum­mary Report)George G. Sharp, Inc.Distributed by: Clearinghouse, Springfield, Virginia 22151Year-I968Pages-38Price-Contact PublisherLanguage-English

The Unhap;py Marriage-Containers and the Mari­time IndustryEYRE, John L.Washington, American University School of Business Ad­ministrationYear-1963Pages-28Price-Contact PublisherLanguage-English

Unit Loads and Container ShipmentsMARKUSSEN, M.Bergen, Institute for Shipping ResearchYear-1967Pages-I3Price-Contact PublisherLanguage-unknown

The Van Container ... global catalyst for co­ordinated transportMcCULLOUGH, John T.Reprinted from Distribution AgeYear-1967Pages-64Price-Contact PublisherLanguage-English

PORTS and HARBORS

WHY SHELL CHOSEYOKOHAMA

PNEUMATIC RUBBER FENDERSfor lightening operations-for oil jetty service

CONSTRUCTION OF A FENDER

It consists of an outer rubber layer, a reinforcement synthetic cord

layer, and an interior rubber layer, and has a rational construction

wherein characteristics of respective layers are utilized to the fullest.

SHEll knows the importance of dependable equip.

ment. Their shipping operations involve valuable

tankers, cargoes and other vessels~all reliably pro·

tected with YOKOHAMA PNEUMATIC RUBBER

FENDERS. Our pneumatic fenders absorb impacts

from contact with other ships, quays, buoys or jetties.

Now widely used by whaling fleets, factory ships,

tankers and ore carriers around the world, they

successfully protect both vessel and cargo. Patented

in Japa:1, the United States, England, Norway and

elsewhere-eleven sizes are available according to

ship tonnage and impact requirements. A mammoth

fender for 500,000 ton tankers (energy absorption

1920 ft-kips (260 ton·m) per piece) is also available.

outer rubber

inner rubber

/I

synthetic tire cord

For further information, please get in contact with our export department, and regarding U.S.A. and Canadian market, Mitsubishi International Corp., Hous­

ton Branch C1101,.,First City National Bank Bldg. Houston, Texas 77002, U.S.A. Phone: 228-7423-5) or New York Branch (277 Park Aveneue. New York,N. Y. 10017 U.S.A. Phone: 922-3700). They'll be happy to go into details.

~YOKOBA.ATHE YOKOHAMA RUBBER CO I'm P.O.Box: No.46, Shiba. Tokyo. IDS-Japan Telex: TK4673 YOKORUCO

.,L . Cable Address: "YOKORUCO TOKYO" Telephone: Tokyo 432-7111

Canada:What a place to see.

And what a way to go.

"I

7

II.~.:;

-IF)I1

This is home to CP Air. From the toweringPacific forests to the cosmopol itan excitementof Montreal.

And every day our big jets wing home asCanada's flag carrier from Europe, North andSouth America, from the Orient and from Aust­ralia and the South Pacific. And we fly acrossCanada many times every day.

So if you're going to the 1971 Conference ofthe Internatiol1al Association of Ports and Har­bours, come home with us to Montreal. We'll

spoil you with international service. Superbmeals. Vintage wines. And we'll introduce youto any part of our country.

CP Air is an officially designated carrier to thePorts and Harbours Conference. And you'llfind a CP Air office in almost every major cityin the world. Ask them or your travel agentabout the airline that knows Canada best.

~ Travel with CP Air is a global affair

CPA;,Canadian Pacific