ports harbors - iaph

Ports & HarborsOctober 2000Vol. 45No. 8

IAPH Officers(1999 - 2001)

PresidentDominic J TaddeoPresident & Chief Executive OfficerMontreal Port AuthorityCanada

First Vice-PresidentAkio SomeyaExecutive Vice PresidentNagoya Port AuthorityJapan

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

Third Vice-PresidentH. Thomas KornegayExecutive DirectorPort of HoustonUSA

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

Secretary GeneralSatoshi InoueIAPH Head OfficeTokyoJapan

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

IAPH ANNOUNCEMENTS & NEWSIAPH welcomes the ports of Nantong and Genoa as new regular members.........................................................3Exco 2000 to meet in Tokyo, October 23-26..........................................................................................................3IAPH/ICHCA's joint survey of fumigated cargoes: more time to respond ...........................................................5African hosts invite you to Pan-African Ports Conference 2000 ...........................................................................6IAPH Membership Directory 2001: Digital information requested for entries.....................................................6IAPH Bursary granted to a Dibouti Port's chief......................................................................................................7Port Management and Operations Course: Report by IAPH Bursary

Recipient............................................................................................................................................................7Visitors......................................................................................................................................................................8Membership Notes ...................................................................................................................................................9

OPEN FORUMUse of Marine Weather Information in Marine Transportation and Ports ..........................................................11Coping with Ships Under Arrest: Guidelines For A Port Strategy ......................................................................15

INTERNATIONAL MARITIME INFORMATIONSeminar of the Permanent Commission for Development and Cooperation, Buenos Aires,

Nov. 20-24, 2000 • ESCAP Inland Water Transport & Dredging International Conference/Exhibition, Nov. 13-16, 2000, Bangkok ....................................................................................18

Indian Ports 2000, Dec. 6-8, 2000, Mumbai.........................................................................................................19IMPA: Main Activities and Achievements...........................................................................................................20IFSMA 26th Assembly Resolutions......................................................................................................................21Conainer crane procurement: how to avoid the high cost of failure ....................................................................22Top 100 Containerports .........................................................................................................................................24New Publications ...................................................................................................................................................25

WORLD PORT NEWSThe Americas

Impressive upswing in cargo traffic in 3 Brazilian ports • Russian carrier FESCO launches direct box service from Fraser to N Z Australia, Tahiti • Nanaimo: Island's First Container Crane in Place ..............26

Double-digit gains in exports/imports via Charleston • Maersk Sealand Expands Houston Operations ...........27Former oil field renovfation initiative by Port of Long Beach.............................................................................28Lillian C. Borrone, Assistant Executive Director of Port Authority of NY/NJ • Richard M. Larrabee

promoted to Director, Port Commerce Department, Port Authority of NY/NJ ...........................................29Redwood City: Marsh Restoration Underway • Commission Awards Next Phase of LBT Clear-up •

Seattle: Looking Back, Looking Ahead • Stockton Port District acquiring U.S. Navy-owned 1,155 acres of land............................................................................................................30

Africa/EuropeThe Port of Genoa and added value ......................................................................................................................31Finnish Port Association - Container traffic in 1999 • Paper Terminals on stream at

Goteborg and Zeebrugge ................................................................................................................................32Amsterdam No. 1 in line services to West Africa • Rotterdam: Success demands Strategy ..............................33Rotterdam's 1st half 2000 throughput up 4.3 percent • Portnet: Supply of Port Consultancy and Management Services • PLA: Mayor's pledge to make sure river services can succeed .......34London: First automated sludge barge..................................................................................................................35

Asia/OceaniaBrisbane: Corporation joins Frontline attack • Fremantle: Plans to Redeveop the Western End of

Victoria Quay Released • China's Ports Set New Record in First 6 Months................................................36Keelung should rank within top 25 ports in 2000.................................................................................................37 Shanghai: Rapidly Increasing Container Throughput • Hakata: Maintaining Reputation as

Forward-Looking Port ....................................................................................................................................38Construction of Swing-Arch Floating Bridge between

Yumeshima and Maishima Islands in Osaka Waterfront..............................................................................39Okinawan Ports - A Crossroads of the Asia-Pacific Region................................................................................41Kuantan Port - the Growth Nucleus of the Eastern Corridor ...............................................................................43

3PORTS AND HARBORS October 2000

W E are delighted to be able toreport that two new regularmembers, Nantong Port

Authority, China, and the Port Authorityof Genoa, Italy, have joined IAPH.

Nantong is the 11th port from themainland of China to have joined as aregular member, following the ports ofDalian, Guangzhou, Nanjing, Qingdao,Qinghuangdao, Shanghai, Shenzhen,Tianjin, Xiamen and Zhangjian.Moreover, the Port of Ningbo is preparingto join us as the 12th regular memberfrom the mainland of China. The numberof regular members from China as of theend of August totals 16, including theMarine Departments of Hong Kong,Kaohsiung, Haulien, Keelung and

Taichung, which are all members ofextremely long-standing. Thus, Chinaranks as the country with the secondlargest representation in IAPH followingJapan, which has 35 regular members.The Secretary General and theChairperson of the MembershipCommittee wish to record their deepappreciation to our Chinese friends, nowand past, for their support and initiativesin convincing new members to join theefforts of IAPH for the collected interestsof world ports.

Genoa, a port since Biblical times, hasbecome a regular member of IAPH as asecond port from Italy, following the Portof Livorno, which joined us earlier thisyear. Genoa’s full-fledged IAPH regular

membership has been awaited by theIAPH officers and the successive mem-bership committee chairpersons for manyyears, including the period during whichthe Port of Genoa was with IAPH as atemporary member.

As a result of constant dialoguebetween IAPH and the Italian port untilthe time the mid-term board meetingwas held in Marseilles in May of thisyear, IAPH had been able to receive anaffirmative indication of Genoa’s partici-pation as a regular member. Followingthe Marseilles meeting, PresidentTaddeo made a visit to the Port of Genoa,where he was assured of its ongoingapplication for IAPH membership.

Genoa’s participation is warmly wel-comed by all at IAPH, who look forwardto working closely together with thislong-established giant port.

In this issue the greetings fromGiluano Gallanti, President, the Port ofGenoa, are featured in the MembershipNotes column and an articel on the Portis introduced in the WORLD PORT NEWSsection.

IAPH welcomes the ports ofNantong and Genoa as new regular members

W HEN President Taddeoopened the new IAPH HeadOffice last December, he

wished his cabinet members to gatherin Tokyo to see for themselves IAPH’snew head office, which Mr. Taddeobelieves is now situated exactly whereit should be in a high-powered businessand leisure center on Tokyo’s water-front. His enthusiasm was supported bythe Vice Presidents, chairs of the com-mittees and the Board in the form of thefinal decision on the location ofExecutive Committee (Exco) meeting2000, at the mid-term meetings inMarseilles held in May this year.

On June 23, Secretary General Inouesent a letter to all the Exco members,chairs of the various committees and

the liaison officers, inviting them toattend the first Exco meeting ever heldin Tokyo at the Association’s head fficesince the establishment of IAPH 45years ago.

The agenda will include the presenta-

tion of details of the MontrealConference, consideration of thestreamlining of the Bye-Laws toenhance the efficiency of theAssociation and other issues yet to bepursued by the Association in accor-

Exco 2000 to meet in Tokyo,October 23 – 26Tokyo welcomes your participation if traveling to Japan

Exco 2000 to meet in Tokyo,October 23 – 26Tokyo welcomes your participation if traveling to Japan

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

4 PORTS AND HARBORS October 2000

dance with the recommendations bythe IAPH 2000 Task Force.

By the end of August, the followingindividuals had confirmed their partici-pation in the event:

Dominic J. Taddeo IAPH President (Montreal)

Akio SomeyaIAPH 1st Vice President (Nagoya)

Pieter StruijsIAPH 2nd Vice President (Rotterdam)

H. Thomas KornegayIAPH 3rd Vice President ((Houston)

Jean SmaggheIAPH Immediate Past President (Paris)

Patrick J. Keenan and Frank J. Boland (Cork)

Bernard S. Grosclose, Jr. (Charleston)

Goon Kok Loon (Singapore)

Lu Haihu(Shanghai)

Shieh Ming-Hui (Keelung)

John C. Hayes(Sydney)

OC Phang (Port Klang)

Peter C. van der KluitIAPH European Representative (Rotterdam)

Technical CommitteesAt the point of the Marseilles meeting,

Dr. Hans Ludwig Beth (Hamburg), chair-man of the IAPH Committee onCombined Transport & Logistics(Distribution), announced that his com-mittee should meet in Tokyo on the after-noon of Tuesday, October 24.

The chairs of the other committees areyet to make decisions as to whether ornot their committees should meet inTokyo and to advise the Tokyo secretari-at of their decisions.

The 13th IAPH Japan SeminarIn conjunction with the Exco meeting,

the IAPH Foundation has decided tohold this year’s IAPH Japan Seminar onthe afternoon of October 25 to which allthose who will be gathering for the Excoand other committee meetings are invit-ed. A series of such seminars has beenheld since 1988, aiming at promoting andevaluating the IAPH World PortsConferences among the IAPH membersin Japan, who have sent the largest num-ber of participants to the recent biennialconferences. For this purpose, the orga-nizer invited the host of the next confer-ence to speak to a Japanese audience onthe main issues to be discussed at theforthcoming conference and the state ofpreparations. At the October seminar,

Dominic J. Taddeo, President and CEO,Montreal Port Authority, our host for the22nd World Ports Conference, is going toaddress the gathering on the main fea-tures of the Montreal Conference outlin-ing the latest developments in the con-ference programs, the keynote speakersas well as the other major speakers andthe subject areas. In the seminar, Petervan der Kluit, IAPH EuropeanRepresentative, is also speaking on therole of IAPH in the European theatre,focusing on his representation activitiesas IAPH liaison officer with IMO. Thekeynote speaker will be Mr. IzumiShinya, Vice Transport Minister (politi-cal), who will speak on the subject“Maritime Transport for the 21st century.”

The IAPH Foundation has invited themajor ports in Japan, not only those whoare already IAPH members but also otherports, from the north to the south, toattend the seminar on October 26. Theparticipants will be able to meet IAPHofficers and Exco members for exchangeof views and information on IAPH and onissues their respective ports are facing.

Any IAPH members who are planningto visit Japan at that time are encour-aged to find time to join the seminar andthe reception to be hosted by the IAPHFoundation on the afternoon ofWednesday, October 25 following theseminar, where they will be welcomedby their IAPH friends coming from vari-ous ports around the world.

Program of the Exco Meeting 2000 in Tokyoin conjunction with the Japan Seminar by the IAPH Foundation

October 23-26, 2000 (As of September 5, 2000)

Date Morning program (0900/1200, Lunch Afternoon program (1400/1700, Evening functionsotherwise indicated, coffee break 1200/ otherwise indicated, coffee break:1030/1045) 1400 1530/1545)

Oct 22 Delegates arrive Sun

Oct 23 Technical Committees Technical Committees Meet FreeMon (yet to be known) Combined Transport & Logistics

Other committees (yet to be known)

Oct 24 Technical Committees - Combined Transport & Logistics Welcome cocktail at Tue (yet to be known) - Other Technical Committees the Governor’s

Asia/Oceania Regional Exco at IAPH, TPTPC, etc. (yet to be known) reception hall, andMeeting Welcome dinner

Exco Session I (Azur) (fixed) (buffet) by the Port ofTokyo at CenturyHyatt Hotel

Oct 25 Exco Session II Japan Seminar by the IAPH Dinner (buffet) by the Wed Foundation at Hotel Azur IAPH Foundation

Oct 26 Exco Session III Technical visit to Tokyo PortThu

Oct 27 Delegates leave Delegates leaveFri

IAPH : IAPH Head OfficeTPTPC: Tokyo Port Terminal Public Corporation (next to IAPH)Azur: Bayside Hotel Azur

Secretary General Inoue urges the Exco and committee chairs as well as non-Exco memberswho may wish to observe the meetings in Tokyo to complete their registrations as soon aspossible. For registration and information, please contact:

IAPH Head OfficeFax: 81-3-5403-2770 Tel: 81-3-5403-7651E-mail: [email protected] Website:http://www.iaph.or.jp

*Note: The IAPH FoundationThe IAPH Foundation was established as a Japanese corporation in 1973 to help IAPH financially

when the Association was undergoing a financial crisis triggered by what became known as the “NixonShock” of the early ’70s. Since IAPH succeeded in achieving financial independence effective from1982, the Foundation, under the new Agreement, has been continuing its support and assistance toIAPH through its various undertakings. These include the holding of seminars, financial assistance forthe IAPH Award Scheme (essay contest) and the dissemination of literature and materials on ports fromJapan to foreign countries and vice versa.



IAPH/ICHCA’s joint survey offumigated cargoes

and the risk at portsFirst results analysed, more time to respond

I N the previous issue of this journal, theSecretary General’s appeal to IAPH mem-bers to inform the IAPH European represen-

tative in Rotterdam of their situations concerningfumigated cargoes and the risk at ports was fea-tured. IAPH members were asked to respond toPeter van der Kluit, IAPH European representa-tive and liaison officer with IMO, concerning theirexperiences with fumigated cargo transport units(CTUs) by the end of August for the subsequentsubmission of the findings to the IMO in mid-September.

However, Peter van der Kluit has recently con-tacted the Tokyo head office to inform the situa-tion in which the deadline for collection of infor-mation from the IAPH and ICHCA members hasbeen postponed until the end of this year. Petervan der Kluit’s report follows:

Following the circulation of the letterthis office received 14 reactions by theend of August. All responses indicatethat notification and labeling of fumi-gated cargoes are in principle carriedout according to the IMO regulations.Although no specific incidents arereported, there is general awareness ofthe risks associated with these types ofcargo. Mention is made of the fact thatexporting countries may not have thesame strict guidelines and regulationson fumigation as importing countries.This could mean that fumigated cargoarrives without proper documentationand labeling. The associated risk needsno explanation.

One respondent warns that hydrogenphosphine from previously fumigatedcontainers, holds or spaces could bereactivated when exposed to humidenvironmental conditions.

Another source mentions the positiveeffects of meetings of the relevantauthorities with the port industry todraw attention to the necessity to com-ply with the requirements as specifiedin the IMDG Code and the seriousnessof non-compliance. Nevertheless, ran-dom spot checks indicate that non-com-pliance still occurs.

Clear guidelines, strict adherence toregulations and enforcement by thecompetent authorities are widelyendorsed. In that respect the responsesreceived so far amount to clear supportof the Canadian submission to IMO inwhich it invited IMO to issue a circularreminding agents, shippers, terminaloperators and ship owners of therequirements of the IMDG Code. Thecircular should also highlight the con-cern that improper procedures of fumi-gation and misdeclaration of fumigatedcargoes can endanger the safety of peo-ple involved in the handling of thesecargoes.

Since it was originally thought thatthe matter would be discussed at IMO’sMarine Safety Committee that meetsfrom November 27 to December 6, 2000,the deadline for reactions was set forthe end of August in order to enableIAPH and ICHCA to prepare a joint sub-mission. We have recently been advisedthat this subject will be discussed atthe next meeting of the Sub-committeeon Dangerous Goods, Solid Cargoes andContainers that is scheduled for July 16-20, 2001. IAPH and ICHCA have agreedto discuss the matter at the meeting ofthe ICHCA Safety Panel in January2001. This suggests that there is timeuntil the end of December 2000 torespond to the circulated letter.

A warm “thank you” goes to all thosewho have taken the trouble of providingus with information.

Ports that have not done so yet arekindly invited to share their experiencesand send them as well as commentsand/or recommendations on the issue,to:

Peter van der KluitIAPH Representative in EuropeIAPH Liaison Officer with IMOc/o MarineSafety Rotterdam b.v.P.O. Box 512903007 GG Rotterdam

The NetherlandsFax +31 10 484 6071E-mail: [email protected]

Background

Cargo Transport Units (CTUs), suchas containers and vehicles containingcargo under fumigation, are subject tothe IMO regulations contained in theIMDG Code. Fumigated bulk cargoesshould be handled according to IMO’sRecommendations on the Safe Use ofPesticides in Ships and should also bedeclared to the port operator with signsdisplayed on said containers.

However, both the Code and theRecommendations are advisory onlyand have not been made mandatoryinstruments in a number of countries.

As a result, fumigated containersarrive in port without proper documen-tation and signs as indicated in theIMDG Code and the Pesticides Code.This may lead to very unsafe situationswhen these containers are opened forunloading by port personnel or employ-ees of the consignee or when steve-dores enter a bulk hold.

The problem has been recentlybrought to the attention of IMO byCanada, which has submitted a requestto IMO to issue a circular remindingagents, shippers, terminal operatorsand ship owners of the requirements ofthe IMDG Code with respect to thetransport of CTUs under fumigation andto highlight the risk to safety thatimproper procedures of fumigation andmis-declaration of CTUs under fumiga-tion can have on the persons involvedin the handling of these cargo transportunits.

Both the Safety Panel of ICHCA(International Cargo Handling Co-ordi-nation Association) and the IAPHCommittee on Port Safety, Environmentand Marine Operations have discussedthis issue and concluded that theCanadian submission should be sup-ported since this is no doubt a matterthat is of great concern to ports andcargo handling organizations.

The IAPH/IMO Interface Group at therecent meeting in Marseilles endorsed aproposal to prepare, jointly withICHCA, a submission to IMO in supportof the Canadian initiative – perhapswith the addition of suitable referencesto bulk operations as well.

Visit the IAPH website to access information about the Association’s wide ranging activities, the benefits of membership, how its worldwide members worktogether to help ports in developing countries and what’s new. The websites of major ports are also accessed via the IAPH website.

http://www.iaph.or.jp



African hosts invite you to

Pan-African Ports Conference 2000Abidjan, December 5-6

T HE Pan-Pacific Ports Conference2000, organized under the aus-pices of the Pan-African

Association for Port Co-operation (PAPC)and the International Association of Portsand Harbors (IAPH), will take place inAbidjan on Tuesday, December 5 andWednesday, December 6. This importantforum for people in port business willattract experts from the international portcommunity, with discussions centeredaround the theme “African Ports Facingthe Changes in International Transport:Challenges and Perspectives.”

It will be recalled that the idea to insti-tutionalize the organization of this confer-ence emanated from the result of the suc-cess of the 1st Pan-African Ports Seminarin Mombassa, Kenya, in January 1998,organized jointly by the Kenya PortsAuthority (KPA), the Port ManagementAssociation of Eastern & Southern Africa(PMAESA), the Port ManagementAssociation of West & Central Africa(PMAWCA) and IAPH, supported byIMO.

The main objectives of the Pan-AfricanPorts Conference are to:

• provide a forum, within the Africancontinent, for foreign port experts andtheir African counterparts to meet anddiscuss important issues of commonprofessional interest;

• promote and assist with efforts aimedat increasing the efficiency of port ser-vices in Africa through the exchange ofexperiences and information related tothe changes in techniques of technolo-gies on port development, organiza-tion, administration and management;and

• facilitate the formation of policies andstrategies on issues of common inter-est among the African ports authori-ties.

In this regard, the choice of Abidjan toorganize such a meeting could not havebeen more appropriate. A friendly anddynamic port city of Africa, Abidjan, theeconomic capital of Côte d’Ivoire, has along tradition of successfully hostinginternational maritime and port confer-ences, comprising the 1st African sympo-sium on containerization entitled “AfricanSympotainer” (1984), the 3rd African portsymposium (1985), the mid-term meetingof IAPH (1988), the 20th anniversary cele-

bration, and the 17th annual CouncilMeeting of PMAWCA (1992).

The Authorities of the Port of Abidjanand Côte d’Ivoire again have the privilegeto have been chosen to host to the firstmain international manifestation of themaritime and port sector of the Africancontinent at the dawn of the third millen-nium.

This meeting in Abidjan will be equallyhistoric since, alongside it, the followingthree important events are scheduled totake place:

• the first joint meeting of the three sub-regional port management associa-tions, namely the PMAWCA (West andCentral Africa), PMAESA (Eastern andSouthern Africa) and UAPNA (NorthAfrica), who today regrouped underthe auspices of the Pan-AfricanAssociation for Port Co-operation(PAPC) created in Conakry, Guinea, inApril 1999;

• the designation of the new headquar-ters and the election of the executiveorgan of this new continental organiza-

T HE IAPH head office plans to startthe compilation of the 2001 editionof the Membership Directory, the

production of which will be completedaccording to the following schedule:

• September 20, 2000:Entry forms to be sent to all members via e-mail.

• October 31: Deadline for receipt of the updated entry formsfrom members via e-mail

• February 10, 2001: Completion of printing

• February 11:Distribution of the Directory 2001 to IAPHmembers and related organizations

Starting with the 2000 edition, a com-pletly new format has been introduced tofacilitate quick and easy access by ourusers to the needed information, such as

the relevant personnel and respectivemembers’ profiles and e-mail addresses.The publication includes a world map ofthe regular members, with the threeregions of IAPH indicated by: ● for theAfrica/Europe region; ▲ for the Americanregions; and ■ for the Asia/Oceaniaregion. Another innovation consists ofindices of members, in which the regularmembers are alphabetcally listed byregion and associate members by type ofbusiness.

The Secretary General urges all IAPHmembers to use e-mail in returning theirupdated information on the respectiveorganizations to the Tokyo head office bychecking the entry forms, which they willreceive from Tokyo via e-mail aroundSeptember 20.

Copies of the 2000 edition of theDirectory will be available from the headoffice on request.

IAPH Membership Directory 2001Digital information requested for entries

tion whose activities were officiallylaunched in Alexandria (Egypt) inNovember 1999, as such marking amilestone in inter-port co-operationextended to the entire continent in linewith the long-awaited integration; and

• the annual meeting of theAfrica/Europe group of members ofIAPH, whose last session took place inMarseilles in June 2000.

To ensure the success of the differentmeetings, the government of the Republicof Côte d’Ivoire and the Authorities ofPort Autonome d’Abidjan in particular aretaking all necessary steps aimed atachieving hitch-free sessions as well asthe comfort and security of all delegatesand invitees.

It is against this backdrop that the firstPan-African Ports Conference will be heldalongside the 50th anniversary celebra-tion of the Port of Abidjan, which beganoperations in 1950.

You are therefore invited to be inAbidjan, a major modern port, the dynam-ic economic center of Côte d’Ivoire and acosmopolitan and hospitable African city,to join us for the celebration of the 50thanniversary of the Port Autonomed’Abidjan and for the first Pan-AfricanPorts Conference from December 4 to 8,2000.



PARTICIPANTS: Middle management portpersonnel 26 participants, including two femaleparticipants, from 10 countries (Maldives, Oman,Mauritius, Philippines, Singapore, India, Sudan,Vietnam, Solomon Islands & Fiji) around theworld attended the course. COURSE OBJECTIVE: To provide the par-ticipants with an insight into Port of SingaporeAuthority Corporation’s (PSA) management,operations and administration systems.STRUCTURE: The course was structured in atopical manner and covered many aspects ofport management and operations processes. Allthe topics formed the links in a chain of instruc-tions, designed to ensure the logical flow frombroad perspectives to specific processes.METHODS: The course methodology includ-ed lectures, site visits, classroom discussions,individual and group exercises.

Concepts and principles shared by the lectur-ers were mostly from PSA Corporation’s per-spectives and therefore all would not necessarilywork in the different countries represented.However, most of the knowledge shared couldcontribute, in one way or another, to theimprovement of organisations, port managementand operations processes.

PROGRAMDay 1• Introduction – PSA Corporation’s role and

functions• Visit to the ship simulator at PSA’s SPI

• Tour of container terminals –- Tanjong Pagar- Keppel Brani- Multipurpose terminal Pasir Panjang.

Day 2- The role & significance of ports in maritime

transport- Shipping trends & development in interna-

tional trade and impacts on port operations- Principles & concepts of port planning- Planning, design & construction of container

terminals.

Day 3- Organisational role and functions of the

Maritime Port Authority- Navigation and traffic control- Port regulations governing dangerous goods- Visit to the Port Operations Control Centre.

Day 4- Organisation of port operations- Group assignments/discussions- Tour of Sembawang wharves.

Day 5 - Port equipment repairs & maintenance sys-

tems- Planning for conventional ship operations- Conventional cargo documentation proce-

dures- Visit to multipurpose terminal Pasir Panjang.

Day 6 - Storage & distribution in warehousing facili-

ties- Container shipyard operations- Visit to the BT Control Room.

Day 7 - Supplies management, purchasing & inventory

control- Supplies management – store management- Distripark facilities & operations- Visit to Keppel Distripark.

Day 8 - Handling & storage of dangerous goods- PSA tariff/pricing structure- Training in the Port- Port policing & security.

Day 9 - Quality control (QC) movements in PSA- Computer applications in the Port- Fire prevention measures- Port safety.Day 10 - Capital/recurrent budgeting systems- Visit to the crane simulator- Panel discussion- Course evaluation & certificate presentation.

Roles & Significance of Ports inMaritime Transport- Types of Ports

- First Order- Second OrderHome portsWay ports

Customer Types- Shipping lines- Freight forwarders- Non-vessel-operating container carriers- Hauliers- Shippers

PSA Corporation believes that a port cre-ates value.- Value to the region

- Reduce overall transport cost- Opens up the region for trade

Value to shippers- Enjoy higher shipping frequency- Shorter transit times- Wider market coverage with less

resources.

Shipping Trends & Development inInternational Trade & their Impact on PortOperations- Market trends – low freight rates- Industry consolidation.

Implication on Terminal Operators- Strong bargaining power- Pressures for better service levels

Report by IAPH Bursary Recipient

Port Management And OperationsCourse

Port of Singapore Authority Institute Singapore, June 15-16, 2000

Twila Waqasokolala

Executive Assistant, Maritime & Ports Authority of Fiji

IAPH Bursary granted to a Djiboutiport’s chief

T HE Chair of the IAPH HumanResources DevelopmentCommittee Goon Kok Loon (PSA

Corporation, Singapore) has approvedHassan Abdillahi Waberi, Chief ofOperation, Port Automone de Djibouti,to participate in the Diploma Course onPort, Shipping and Transport

Management, International MaritimeTransport Academy (IMTA), Rotterdam,from October 2, 2000 to June 1, 2001.

The IAPH Secretary General hasarranged for the IMTA to receiveUS$3,500, the maximum amount to begranted one bursary recipient, while thePort Autonome International de Djiboutiwas to pay the remainder of the neces-sary fees for the trainee.



Developments in Shipping Routes- Europe-Far East- Transpacific- Intra-Asia.

PSA Corporation’s major challenges in1999 were:-

- Asian currency crisis- Lowered traffic growth- Intra-Asia specialists continued to

make more direct calls- Maintaining port operational excel-

lence.

The Opportunities were:-- Increases in containerisation- Increased cooperation between con-

ventional/container terminals tobuild-up re-exports.

Shipping Trends- Changing environments- Shipping trends such as alliances,

mergers & buy-outs- Moves towards larger vessels- Growth in trade encourages direct

shipping links.

Containerisation GrowthIn 1999 the world container volume was

2000 million TEUs. PSA controls 9% of theworld container volume.

GeneralPSA Corporation Limited manages

cargo terminals, logistics and other port-related facilities. Today, the corporation israted as one of the world’s busiest portsin terms of shipping tonnage. Its portsconnect 400 shipping lines to more than700 ports around the world. In 1999, morethan 141,523 vessels totaling 877 millionGT called at the Port of Singapore, makingit the world’s busiest in terms of shippingtonnage. In the same year, PSACorporation’s container terminals handled15.9 million TEUs.

ConclusionThe course was very good. A lot of

knowledge was gained from all the differ-ent experiences of the participants. I wasfortunate to be exposed to a very welldeveloped port, so advanced in technolo-gy in a fast developing country.

The course was very broad and the pro-gram and topics well designed. I’d like tosee some of the techniques implementedat our Fiji ports, especially the efficiencyof customer service where PSA links upelectronically with their customers –paperless transactions through their ITsystem called PORTNET and CITOS.

One of the topics of interest and whichgenerated a lot of discussions amongst

the partici-pants was –‘Organisationof PortOperat ions . ’We learnt thatone of the rea-sons for PSACorporation’ssuccess is theexistence of ahinterland forits port, thevibrant eco-nomic activi-ties, good infra-structure, effective supporting network,efficient work processes, efficient use ofresources and the capability and will ofthe employees. They also consider that itis important to keep their manpower lowthrough multi-skilling and new workmethods, reduce layers of reporting, com-bining their operations and engineeringsections under one department and inclose proximity, service should be provid-ed round the clock, put the right people incharge and practise job rotation. In sum-mary they stated that a good port musthave the right 4 M’s: Management, Men,Machines and Method.

Fiji ports in the past were normally awork place for early school dropouts domi-nated by men. Because of the lack of qual-ified people both in the management andlower levels of staff, it has been difficultover the years to introduce new ideas andwork methods in the work system.However, in 1998 the Ports Authority wasreorganised from a statutory authority intotwo entities – a commercial company (ser-vice provider) and a commercial statutoryauthority (regulatory functions and land-

lord). There have been some improve-ments in port performance after the reor-ganisation and the Maritime & PortsAuthority of Fuji is continually improvingits work systems for better efficiency. Thepeople are also trained and retrained tobe efficient and effective workers andwith my experience at Singapore, I will tryto impart to them the importance of pro-viding quality service at the ports. PSACorporation also ensures that its employ-ees are innovative and rewarded for theircontributions.

It is hoped that in the near future, Fijiports, like Singapore, would be the hub fortranshipment cargo in this part of theregion.

During my two weeks stay atSingapore, I was able to visit many sitesand experience and enjoy the kind hospi-tality of the people. Singapore is a cleancountry and as a visitor from a third worldcountry, I was amazed at the disciplinedlifestyle of the Singaporeans.

All in all, my attendance at the coursehas greatly benefited me personally andmy organisation.

Visitors

O N August 24, Mr.Erik Stromberg,Executive Director,

North Carolina State PortsAuthority (NCSPA), togetherwith Mr. Tadashi Aoki,NCSPA Representative inTokyo, visited the IAPH headoffice, where they were wel-comed by Deputy SecretaryGeneral Kondoh and the othersecretariat members.

Mr. Stromberg was visiting

Japan as an eleven-member delegationof North Carolina headed by the

Ms.Twila Waga is seated in the front row, second from left



Honorable James B. Hunt, Jr., Governorof the State of North Carolina.

The previous evening, Kondoh repre-sented IAPH at the reception given bythe governor at the US Embassy inJapan, where representatives from vari-ous companies in trade business wereinvited. Governor Hunt thanked the peo-ple gathered for their positive participa-tion in the investment in NorthCarolina’s business and encouraged theJapanese partners to make the best useof various programs, including the work-er training program, which his state hasdeveloped to enhance investment inNorth Carolina.

On August 30, Mr. Graham D.Mulligan, CEO, and Mr. Grant Vinning,Manager, International Development,Port of Brisbane Corporation, accompa-nied by Kazuto Kimura, Marketing

Membership NotesNew Members

Regular MembersNantong Port Authority (China)Address: 140 Renmein Road (W), Nantong, Jiangsu

Province, China PC.226005Mailing addressee: Wang Shushi, Secretary GeneralTel: 86-513-3519972Fax: 86-513-3518230E-mail: [email protected] Website: http://www.ntport.com.cn Director: Shi Boxiang

Autorità Portuale di Genova (Port Authority of Genoa)(Italy) Address: Palazzo San Giorgio, Via della Mercanzia, 2

16123 Genova Mailing addressee: Giuliano Gallanti, PresidenteTel: +39-010-241 2625/2714Fax: +39-010-241 2397/2807E-mail: General information: [email protected]

Webmaster: [email protected] Website: http://www.porto.genova.it

Message fromGiuliano Gallanti, PresidentPort Authority of Genoa

Genoa is fast becoming a major hub for ser-vicing traffic in Italy, the Mediterranean andEurope.

Our port is undergoing great change.Thekey to this process is undoubtedly to be foundin the implementation of the restructuring pro-gramme outlined by the Italian Government's Law of PortReform.This prescribed a new working relationship between the pub-lic authorities and the private operators of the ports to achieve thehighest levels of competitiveness.

The Port of Genoa is on target to handle more than 1,500,000TEU in 2000 - up from the 300,000 TEU registered in 1994 - a statis-tic which is the most effective proof of the port's revitalisation.However, the Port of Genoa does not only handle containers. It is amulti-service port which provides facilities for all types of port usersand is equipped for all key commodity sectors - from petroleumproducts to passengers, from bulk to general cargo.

The privatisation of services, the strategic location, the full range ofhigh-tech handling equipment, the state-of-the-art infrastructure andtelecommunications network, the highly qualified personnel, every-thing is in place to serve the port, our city and our country. We trustthat our new Web will effectively present the new Port of Genoa toboth our current operators and to our prospective clients.

Associate MemberDaioh Construction Co., Ltd [A-2-1] (Japan) Address: 5-26-26 Higashi-ohi, Shinagawa-ku,

Tokyo 140-0011 Mailing addressee: Hajime Eguchi, Executive Vice PresidentTel: 03-3471-1470Fax: 03-3471-1469E-mail: [email protected] Website: http://www.daioh.co.jp

Changes (Changes involved are underlined)

Tokyo Metropolitan Government (Port of Tokyo)[Regular] (Japan)

Mailing addressee: Tetsuya Saitou, Director General, Bureau of Port & Harbor (IAPH Alternate Director from Japan)(Succeeding Katsuumi Namikoshi)

Amsterdam Port Authority [Regular] (Netherlands)Mailing addressee: Godfried C.G. van den Heuvel

Advisor to Amsterdam Port Authority(His successor as Executive Director is yet to be appointed.)

Port of Los Angeles [Regular] (U.S.A.)Website: http://portoflosangeles.org.

Manager, AustralianEmbassy in Tokyo, visitedthe head office, where the vis-itors were welcomed bySecretary General Inoue andDeputy Secretary GeneralKondoh. They exchangedviews and information on thematters related to IAPH andthe situations concerningAustralian ports, with thefocus on the port of Brisbane’scommitment to grow as anenvironmentally-friendly port.In fact, the “Environment” isa keyword for the Port of Brisbane in ITSport planning towards the 21st century.The port’s CEO presented the SecretaryGeneral with a book entitled “WildGuide to Moreton Bay – Wildlife andHabitats of a Beautiful Australian Coast

– Noosa to the Tweed,” for which thePort of Brisbane supported the publica-tion along with other leading organiza-tions, including the QueenslandDepartment of Environmental Heritage.


1. IntroductionWeather information is utilized exten-

sively in our daily lives as well as inindustrial and economic activities, con-struction work, traffic control, and damand river administration. This papersummarizes the marine weather infor-mation services in the field of marinetransportation and ports provided bythe Japan Weather Association with anemphasis on the weather routing ser-vice utilized by ocean liners at sea.

2. Weather Routing Service2-1. Background to utilization ofweather routing informationAn ocean liner can increase its eco-

nomic efficiency and maintain its navi-gation schedule by taking the shortestcourse to its destination. However, itencounters various dangers from wavephenomena during a voyage. For exam-ple, the dangers posed by bow wavesinclude damage to the body of a shipcaused by the driving force of seawater,and engine overheating from exposure(racing) of the screw. The dangersposed by stern waves include encoun-ters with group wave phenomena, inwhich a ship repeatedly sustains highwaves caused by the relationshipbetween wave speed and navigationspeed, intensified rolling, and reductionof ship stability against rolling.

If a ship anticipates stormy weatheren route, the captain will change theroute accordingly to prevent mishaps tothe ship and cargo and ensure safety.A captain making a decision to changea route will attempt to shorten the jour-ney time under way by sailing with thewind and waves around a low pressurearea while also taking into considera-tion the type of cargo and ship, the loca-tion of ocean currents and the propul-sion capacity of the ship in stormy

weather.The terrestrial and marine weather

information supporting a captain'sjudgement in changing a route is called"weather routing information". Thisinformation is prepared on the basis ofexpert knowledge and judgmentobtained by analyzing and forecastingphenomena through the use of numeri-cal prediction techniques and the latestmarine weather data.

This information allows a marinetransport company to understand andmanage navigation schedules and tooperate efficiently the vessels it owns orcharters. Weather routing informationis also indispensable to the navigationmanagement department of a marinetransport company.

2. 2. Development of weather routinginformation2-2-1. Japan Weather Associationwave prediction modelOver many years, progress has been

made in numerical wave predictiongrounded in basic research on wavesgenerated, developed and weakened byenergy transport from wind. Dramaticdevelopments in computer processingcapability have also speeded forecastcomputation, making it more accessibleto us. Fig. 1 presents the conceptual

Use of Marine Weather Information in MarineTransportation and Ports

Japan Weather Association

Kenichi Okumura, Managing DirectorKoji Miyashita, Manager, Special Weather Forecast Section, Meteorological Information Department

Kenichi Okumura Koji Miyashita

wave energy transportation fromadjoining grid

energy exchange between wavecomponents

(nonlinear interaction)

energy attenuation caused bybreaking waves’ etc.

energy exchange from wind

influence by the depth of water

estimated wave(=previous

forecasted value)

initial value for wave forecast

observed wavevalues

forecasted wind

forecasted wave

▲�

▲�

▲�

▲�

Fig. 1 Numerical wave model concept


O P E N F O R U M

flow of the present wave predictionmodel, which emerged from thesedevelopments. The model was initiallyderived from empirical formulas basedon observed values. A prediction modelbased on the energy balance theory(first-generation wave predictionmodel) was introduced in the 1960s, butthis model has ignored non-linear ener-gy transport term. A second-generationwave prediction model has computedthe energy-balance equation usingparameterized formulas of this term. Animproved third-generation wave predic-tion model is now entering widespreaduse. Non-linear energy transport term isdirectly computed in this model in solv-ing process.

The Japan Weather Association hasdeveloped and operates an exclusivewave model representing a third-gener-ation wave prediction model. Asshown in Table 1, direct considerationof non-linear interactions between com-ponent waves differing in height, period

The next step is analysis of the waveprediction information for the routeobtained from computation in the waveprediction model. A judgement is madeas to whether any route change isrequired, and a route selection simula-tion is then performed by computer.

For example, if a ship is sailing eastin the North Pacific, select a route alongthe south side of low pressure areas toavoid stormy weather, and cover thelosses from deviation by sailing withthe wind and waves for greater speed.If the ship is sailing west in the NorthPacific, a similar effect is achieved byselecting a route along the north side of

low pressureareas.

For theselected route,note that geo-m o r p h o l o g i ci n f o r m a t i o n( i n c l u d i n gcoastlines, shal-lows, andislands) used innumerical com-putation maybe modified forthe sake of sim-plicity. Makesure that theship is not navi-gating ani m p a s s a b l earea. Furthermore ,make sure thatthe route is notill-suited fornavigation - forexample, due tosharp angles or

Prediction Model Spatial Resolution Prediction Time Frame

Global wave prediction model 2. 5 degree grid Maximum 192 hours, 6-hour interval(225km)

Japan-proximal sea wave 50km grid Maximum 192 hours, 3-hour intervalprediction model

Japanese coast local wave 2' grid (3km) Maximum 192 hours, 3-hour intervalprediction model

Table 1. Constituents of the Japan Weather Association's wave prediction model

and direction results in three con-stituents differing in time-space resolu-tion depending on the area and purposeof prediction.

As shown in Table 1, the weatherrouting service uses computed resultsfrom the global wave prediction modelto predict the waves on the route 192hours (eight days) in advance. Thecomputing grid points are as shown inFigure 2. Predictions for nine or moredays in advance make use of wave cli-mate values in the target sea area.Wave computation also requires pre-dicted values for ocean winds, andthese are derived from grid point values(GPV) for numerical prediction pub-lished by the Japan MeteorologicalAgency.

2-2-2. Preparation of weather routinginformationFig. 3 depicts the decision-making

process used to determine the optimalrecommended route.

The present location of the ship isfirst determined by a shipping trafficcable or the like, and ocean current

Fig. 2 Grid point values for computation in the global wave prediction model

information and the type and speed ofthe ship are taken into account to findthe route that will lead the ship to itsdestination in the shortest time.

▲�

▲� ▲�

▲�

▲�

▲�

▲�

▲�

▲�

▲�

▲�

forecasted pressure distribution& wind field

based on atomospheric prediction model

wave forecast based onnumerical wave prediction

model(wave height, wave direction, period)

information of shipposition

the type of shipcharacteristice ofship navigation

information of wavecurrent

ship routing simulationby computer

checking against marine mapverification of ship navigating

selection of some standardroutings

comparison withordinary ship routings

special condition(cargo, type of ship,

ETA etc.)

determination of optimum shiprouting

Fig. 3 Determination of the optimal recommendedroute

(2.5 degrees x 2.5 degrees)


sudden course changes.When checking these points, examine

actual routes used in the past to selectfive to six routes as candidates for finalselection (reference routes).

Depending on the type and theanchored condition of cargo, a permissi-ble range of rolling and pitching isdetermined. High wave areas exceed-ing the permissible range must beavoided. Moreover, the movements ofice flows and icebergs must be consid-ered.

The final “optimal recommendedroute” is determined after the aboveexamination processes.

2-3. Weather routing service outline2-3-1. Standard weather routing ser-viceWhen departing from a port, a ship

must be informed of the recommendedroute as well as meteorological andmarine weather forecasts (see Fig. 4).INMARSAT (International MaritimeSatellite) provides this information byfax. During a voyage, the ship's posi-tion is determined through shippingtraffic reports and other means, androute selection is reviewed based on

O P E N F O R U M

Fig. 4 Marine weather prediction data

Fig.5 Optimal recommended route and actual route

the latest marine weather forecast infor-mation. The captain is also consultedon the results of the analysis of marineweather as needed.

During a voyage, the navigation man-agement department of a marine trans-port company is also provided intermit-tently with the current position of the


O P E N F O R U M

ship, weather conditions around theroute, navigation speed, estimated timeof arrival (ETA), and other such informa-tion. Upon completion of the voyage,the navigated distance, mean naviga-tion speed, track chart (see Fig. 5),record of marine weather conditions,and communication record are submit-ted as the Voyage Record.

2-3-2. Internet-based information ser-viceApart from the standard information

service described above, the Internet isused to provide information to the navi-gation management department ofmarine transport companies. The JapanWeather Association refers to this ser-vice as "Micos Web Ship," and some 50corporations and organizations includ-ing those of foreign nationality currentlyuse it. Upon signing of a user contract,we issue an exclusive ID with which auser can gain access to this informationfrom a website(http://koroweb.micosweb.jwa.or.up/).The structure of this information isshown below:

(1) Typhoon information/Hurricaneinformation/Cyclone informationInformation that predicts the cur-rent activity, strength, and courseof typhoons, hurricanes, andcyclones.

(2) Wave informationPredicted wave distribution (wavecontour lines, wind direction, windspeed, and wave direction) from

current, actual conditions for thenext 192 hours, in 24-hour inter-vals.The sea region covered by this ser-vice includes the North Pacific,South Pacific, North Atlantic, SouthAtlantic, North Indian Sea, SouthIndian Sea, Oceania, and the SouthChina Sea.

(3) Sea ice informationInformation on the southern edgelocation of sea ice in the Sea ofOkhotsk and off Newfoundland.

(4) Ship movement informationInformation on ship location 24 and48 hours later entered on a waveprediction map.Call sign, ship name, daily speed,port of entry, ETA, wind directionand wind speed, and wave direc-tion and wave height displayed astext information.The sea area covered by this ser-vice includes the North Pacific,South Pacific, North Atlantic, NorthIndian Sea, South Indian Sea,Oceania, and the South China Sea.

5) Daily reportList of information including shipposition, marine weather encoun-tered, and expected date and timeof arrival at destination port.

(6) Completed navigation informationInformation on navigation dis-tance, mean navigation speed,track chart, marine weather record,and communication record infor-mation.

(7) Ship position information

Latest ship position, speed, andcourse according to ship weatherreports entered on a 24-houradvance wave prediction map.

(8) Projected route informationInformation on route from date ofport departure to date of weatherrouting service processing, expect-ed route to port, and potential forencountering high wave areas(numerical information in table for-mat).

(9) Harbor weather forecastingInformation on weather, winddirection and wind speed, andamount of rainfall at 165 major har-bors in Japan, provided every threehours for the following 48 hours(displayed in table and graphicalform).

(10) Wave point predictionActual distribution map for winddirection and speed as well aswave direction and height at 12representative locations along theJapanese coast. Graph of changeover the following 72 hours, in 6-hour intervals.

3. Use of Wave Information in OtherFieldsMarine weather information focusing

on wave prediction is used in variousfields other than weather routing ser-vices. Pursuant to customer requests,the Japan Weather Association current-ly releases 7-day advance forecasts ofmarine weather information for specificlocations and the designated points en

Construction site of ILO power plant in Peru (offered by Taisei Corporation)


route. Representative cases of its useare described below:

(1) Coastal ferryLong-distance ferry service inJapan is an important means ofsupport for the transport of domes-tic materials. Strict adherence totransport schedules is thus onecrucial aspect of ensuring the safe-ty of materials and human life.Predicted wave information istherefore used to manage naviga-tion by determining in advance theeffects from wind and wavescaused by typhoons and seasonalwinds and the effects from swellsarising in distant seas.

(2) Cargo handling operations in portWhen a large marine vessel comesalongside a pier while carrying rawmaterials such as crude oil, naturalgas, coal, ores, wood and agricul-tural products, or cars, tugboatsare arranged to ensure safe dock-ing of the vessel, given the effectsfrom wind and waves. Stability ofthe ship must also be assured dur-ing lading, and schedules are pre-pared after obtaining informationon the occurrence of strong windsand high waves. Predicted waveinformation is thus indispensablefor assuring an efficient workschedule and safe work.

(3) Port and plant constructionSince the mid-1960s, the JapanWeather Association's wave pre-diction information has been usedto ensure safe and smooth mar-itime operations, including sched-ule management for large-scaleport construction work and thetransport of caisson and construc-tion materials throughout Japan.

The Association has also providedsite-specific wave prediction informa-tion for development of oilfields and con-struction of power plants in coastalregions.

The Association also retains an infor-mational database prepared on thebasis of meteorological data whichincludes data on waves throughout theworld covering periods longer than tenyears. In recent years, this databasehas been used to select suitable sites forplant construction in Peru and Malaysia.

4. Conclusion

Though larger ships and better nauti-cal instruments have advanced shipsafety, at the end of October 1998, fournew and powerful container ships navi-

gating a North Pacific track were swal-lowed up by high waves in a depressionthat developed rapidly. Many contain-ers were lost and the ships were dam-aged. Amid fierce competition in theglobal marine transport industry, sched-ule management has a particularly largeimpact on the profitability of containerships, which makes maritime accidentsan even more serious problem. This isone example of the close connectionbetween marine weather informationand the operating strategy of shippingcompanies.

While developments in communica-tions technology have provided instant

O P E N F O R U M

COPING WITH SHIPS UNDER ARREST:GUIDELINES FOR A PORT STRATEGYFrans van ZoelenGeneral Manager, Legal Department, Port of Rotterdam, member of the IAPH Committee on Legal Protection

1. Introduction

In the June 1999 edition of 'Ports andHarbors' an article was published on 'theDiplomatic Conference on Arrest ofShips'. This article gave a brief overviewof the Diplomatic Conference of March1999 in Geneva and its result, the newtreaty relating to the arrest of ships.

The article dealt mainly with the factthat it was clearly recognised by theDiplomatic Conference that national gov-ernments retain their power to redress innational legislation any problems whichports experience as involuntary host ofships under arrest. Unfortunately portsdid not succeed in acquiring a positionon this matter in the new conventionitself.

The article therefore ended with theappeal to all ports and harbours to maketheir national legislatures aware of theabove-mentioned statement by theDiplomatic Conference and to providetheir governments with insight intooperational problems relating to shipsunder arrest that must be solved bynational legislation.

In reaction to this article, ports report-ed different kinds of operational prob-

access to a wide range of information,and the development of numerical pre-diction techniques has improved preci-sion accuracy, there is still a great gapbetween predicted informationexpressed in the form of prevailingwaves, significant wave height, andmean wind speed and the instanta-neous waves and winds that a shipencounters. The meaning and limita-tions of this information must be under-stood correctly.

On this basis, we see a critical role forthe provision of appropriate informationin conjunction with the timely consult-ing services of a marine weather expert.

lems and raisedvarious questionswith IAPH on thesubject of arrestedships. In relation tosome of the report-

ed problems, ports raised the questionas to whether these problems shouldnecessarily be mitigated by national leg-islation.

The reported problems may be placedinto the following categories:

a. problems regarding the manage-ment and maintenance of thearrested vessel;

b. financial problems; andc. problems relating to the allocation

of berths in the port.

As these problems provide a goodinsight into the day-to-day business ofports with regard to arrested vessels, Iwill address this issue briefly below.

One must bear in mind that in thisarticle this issue can only be dealt within a theoretical manner, as the legisla-tion with respect to the arrest of shipsstill differs from country to country. Thesolutions given in this article must there-fore be elaborated upon further withinthe specific national and local legislativecontext of each port.


O P E N F O R U M

2. Problems regarding the man-agement and maintenance ofthe arrested vessel

If a vessel is arrested in the port, itoften occurs that everybody responsiblefor or interested in the ship stops takingcare of it. This is especially so in the caseof an extensive arrest.

The owner or manager of the vesseloften does not have the money to man-age and maintain the ship any more. Thearrest itself is often already a sign thatthe owner or manager has financial trou-bles. These financial troubles in manycases only increase because the arrestedvessel is no longer able to bring in anyrevenues. Because of the financial trou-bles the agent is no longer paid andstops offering his assistance to the ship.In some cases the ship is even desertedby the crew because they are not paidany more. Moreover, the arresting partyis not willing to take any measures withregard to the maintenance of the ship ashe already has a claim against the ship-owner.

A ship that is not managed and/ormaintained any more can easily form athreat to the nautical order and safety inthe port. Therefore the port authority willbe forced to take necessary measuresitself to secure the safety of the ship andits environment. The maintenance andmanagement of ships itself however is inmost cases not the core business ofports, and they are often not equippedwith the personnel to deal with theseproblems.

3. Financial problems and thesystem of liens

If the port is forced to take measuresfor the maintenance or management ofthe arrested vessel in cases where thecrew has left the ship, the port is, ofcourse, also incurring costs in thisrespect. Furthremore, in many casesinvolving an arrested ship, the owner ofthe vessel or its agent is often no longerable to pay the outstanding port dues tothe port authority.

Ports often face problems with recov-ering these costs of maintenance andthe collecting of outstanding port dues.The possibility of recovering the cost isnormally determined by national legisla-tion. In some countries, though, theConvention on Maritime Liens andMortgages is applicable. This conventionprovides a uniform regime for maritimeliens in case a port has to sell an arrest-ed vessel by a forced sale to recover thecosts of maintenance and outstanding

port dues. If a vessel is sold in such away, the claims on the vessel and/or itsowner will be paid out of the proceeds ofthe sale in the following order.

a. The costs and expenses arising outof the arrest or seizure and subse-quent sale of the vessel shall be paidfirst out of the proceeds of the sale.Such costs and expenses includeinter alia the costs for the upkeep ofthe vessel and the crew as well aswages, other sums and costsincurred from the time of arrest orseizure;

b. claims for wages and other sums dueto the master, officers and othermembers of the vessel's complementin respect of their employment onthe vessel, including costs of repatria-tion and social insurance contribu-tions payable on their behalf;

c. claims in respect of loss of life orpersonal injury occurring, whetheron land or on water, in direct con-nection with the operation of thevessel;

d. claims for reward for the salvage ofthe vessel;

e. claims for port, canal and otherwaterway dues and pilotage dues;and

f. claims based on tort arising out ofphysical loss or damage caused bythe operation of the vessel otherthan loss of or damage to cargo, con-tainers and passengers' effects car-ried on the vessel.

The first problem ports face with thecollection of costs is that they have toorganise a forced sale of the vessel. Portsdo not like to do that because vesselsand their owners are at the same timeclients of the port. Selling vessels istherefore bad for the port's image

Through organising a forced sale theport incurs costs and goes to a lot oftrouble, both on its own behalf and theother arresting parties who wish torecoup their losses on the vessel. Inother words, other creditors hitch a ridewith the port on the assumption thatthey will get their claims paid withoutany trouble or expense (In this way, theport creates a premium precisely forseizing ships.)

The chance exists that in an auction,the ship will not yield enough proceedsto cover the costs of the forced sale, thecosts incurred by the port for mainte-nance, port dues, mortgages or otherclaims. The port therefore can never besure that its claims will be recoupedfrom the returns via this path (the costsof maintaining the ship and the port

dues owing), even though the costs ofmaintenance and port dues do have ahigh ranking within the system of mar-itime liens.

The system of maritime liens can onlybe described as poverty law. Wrongly, inmy opinion, it is therefore often statedthat the ports have a powerful weapon(namely auctioning a ship) for breakingthrough the stalemate situation.

4. Problems relating to the allo-cation of berths in the port

It is a fact that the arrest of sea-goingvessels can hardly take place anywhereelse than in a seaport. This means that aport is always the involuntary host for aship under arrest. In many cases, theproblem quickly resolves itself (the arrestwas only an effective form of pressure toobtain payment), but all too often thearrest situation is a more permanentaffair. This creates problems in both thesmaller and larger ports because quaysand buoys are occupied for long periodsby a ship under arrest.

These quays and buoys are, however,put in place to facilitate commercialactivity. The most obvious disadvantage,in the social sense, of the fact that a shipcan only be arrested in a seaport istherefore the disruptive effect that thishas on port management.

A port therefore needs means toorganise the allocation of berths forarrested ships. But, all too often, no suchmeasures exist at local level to prevent acrucial quay or a buoy from being occu-pied for a prolonged period by a shipunder arrest. The idea behind the organi-sation is that it would give rise to differ-entiated use as a consequence of whichberths would not be available for shipsunder arrest.

It must be said here that this effect ishighly dependent on national and localsystems of rules. In this sense, it is cer-tainly worth investigating the develop-ment of new rules on local or nationallevel to support the most efficient alloca-tion of berths. In my opinion, with regardto the development of such rules, it isvery important to determine whetherspecial berths are reserved in the port forships under arrest. If this is, in fact, thecase, I believe that rules can be devel-oped to direct a ship under arrest to thisreserved space.

In this way the harbour master is ableto execute a berth management systemin which a balance is found betweensecuring berthing for commercial activi-ties and having a berth available forthose intending to arrest a vessel.


5. A better balance in the distri-bution of the pleasure andthe pain of arrested sea-going vessels

In comparison to others forms of arrest(concerning, inter alia, houses and cars)the consequences of an arrest of a sea-going vessel in a port are exceptional.The arrested ship is blocking operationalberths in the port and often has mainte-nance, crew and financial problems. Thisdifference justifies, in my opinion, a dif-ferent distribution of the obligationsassociated with the management of aship under arrest. In various jurisdic-tions, the legislature has had an eye forthis by setting up a special managementbody for the handling of ships underarrest (i.e. in England). This body isexclusively responsible for the manage-ment and maintenance of the arrestedvessel. For the costs it thereby occurs, ithas priority in the distribution of the pro-ceeds in the event of the ship being auc-tioned.

If a ship is not auctioned, or if thisdoes not cover the management costs,this body claims the costs it has incurredfrom the arresting party or parties. Theeffect of the fact that the arresting partymight be confronted with these costs isoften that a more balanced considerationis made regarding the arrest.

Only parties with serious claims willconsider arresting a vessel. Therefore itis worthwhile for ports troubled witharrest to investigate if it is possibleunder their national law to introducesuch a special management body forarrested vessels. In some jurisdictions,although such a body cannot be set updue to political or juridical reasons, inthese countries it is worth consideringmaking the arresting party directlyresponsible under national law for a

number of management and safety-relat-ed matters and, of course, the coststhereof. Such an arrangement may beincorporated into the general shippinglegislation.

As several parties can be responsiblefor meeting a number of obligations insuch a situation, as often there is morethan one arresting party, it must also bedecided that, should one of them havefulfilled its obligations, any obligation onthe part of the others ends.

Both options, a special managementbody for arrested ships and the obliga-tion of the arresting party for the mainte-nance and management of the vessel,mean that the port and the arrestingparty share the burdens of the arrest.The arresting party, however, is onlyresponsible if neither the owner nor theagent is fulfilling its responsibility withregard to the vessel. As I see it, thisleads to a better balance with respect tothe distribution of the pleasure and painassociated with managing sea-goingvessels under arrest. The national legis-lature is still authorised to deal withthese matters after the emergence of thenew Convention on the Arrest of Ships.

5. Conclusion

The Convention on Maritime Liensand Mortgages gives ports a more orless privileged position with respect tocosts for maintenance and port dues.This sometimes alleviates the financialdistress for a port, but it is no solution forthe long-term effects associated with theseizure of sea-going vessels in a port,like operational problems and the block-ing of active commercial berths.

Furthermore, in effectuating the privi-leges, one must remember that the shipmust first of all be auctioned. If a port

O P E N F O R U M

Launch of Tokyo News Service's Website

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

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

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

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

S & TN OnLine

Tokyo News Service, Ltd.

does this, it actually creates a premiumfor the seizure of a ship for the otherarresting parties who can link the proce-dure with the recovery of their claims.Auctioning ships is also not very goodfor the image of the port.

I am therefore of the opinion that otherpromising opportunities for reducing theproblems for ports with respect to shipsunder arrest have not yet been fullyutilised.

In the first place, this involves thenecessity of protecting active berthsfrom becoming inactive by the blockingof a ship under arrest. The port has toorganise the allocation of berths in theport by a system of labelling berths fordifferentiated use. It has to develop ruleswhereby berths can be used by arrestedships for mooring and which areabsolutely not. The creation of someplaces for arrested ships will be support-ive to this end. The design and applica-bility of this approach, however, is highlydependent on the national and local sys-tem of rules.

In the second place, it must be saidthat the national legislature is still autho-rised to regulate a number of manage-ment and safety-related matters involv-ing a ship under arrest. The setting up ofa special management body for arrestedships, therefore, is still one of the possi-bilities to mitigate the negative conse-quences of an arrest for the port. In addi-tion, any obligations related to the main-tenance and/or management of the ship,if neither the owner nor the agent is ful-filling its obligations toward the ship,may be allotted to the arresting party.This avoids the situation whereby theport manager is left with no contactpoint in the event that these measuresare omitted because the ship owner, theoperator or the agent of the vessel failsto act.


Seminar of the PermanentCommission for Development

and Cooperation

November 20 - 24, 2000

Buenos Aires-Argentina

Organised by

International Navigation Association

with the collaboration of

Puertos del Estado

Venue: The seminar will be held at the building ofthe Centro Argentino de Ingenieros, placed at Cerrito,1250, which is also the Cámara Argentina deConsultores headquarters.Language: The official language will be Spanish,with simultaneous translation into English and viceversa.

THE increasing development of the LatinAmerican countries in the last decades andthe favourable perspectives of its evolution

in the near future has an obliged parallelism to theevolution of their ports, which are factors of mainimportance in the nation’s economy.

PIANC (International Navigation Association),created to propose at an international level thedevelopment in design, construction, improvement,conservation and exploitation of inland and mar-itime waterways, ports and coastal zones, cannotignore such processes.

With those targets, the PCDC (PermanentCommission for Development and Cooperation) ofthe Association assumed the idea of organizing inBuenos Aires from November 20 to 24, 2000 theseminar, hoping to add to the institution the impor-tant technical and human capital that the joining ofLatin American professionals would mean toPIANC.

The celebration has been possible thanks to theefforts of the Spanish section, responsible for theseminar organization and the support given by theCámara Argentina de Consultores, as well as theAsociación Argentina de Ingenieros Portuarios(AADIP) and the great institutional reception of theInfraestructures Ministry, who has offered throughits representatives of the Transportation Secretaryand the Under-Secretary of Ports and InlandWaterways their unconditional support to the semi-nar from the start.

72 papers have been selected to be presentedduring the four days of the seminar.

Our thanks so to all the attendants that will con-tribute to the success of the seminar and congratu-lations for their right decision, considering theundoubtable interest of the technical contents ofthe event and the unrivalled attractiveness of a cityas hospitable as Buenos Aires.

Hugo VelsinkPresident del PCDC (AIPCN)

Rafael EscutiaPresidente of the Spanish Section (PIANC)

RegistrationRegistration fees are as follows:• Attendants from Latin American coun-

tries: US$ 5000

• Attendants from other countries: US$ 650

Session 1: Policies & Prospect

Session 1: Policies & Prospect TowardsSustainable Development Inland WaterTransport (IWT) and Dredging in the21st Century* Sustainable Development of Inland

Water Transport in the 21st Century* Dredging into the 21st Century-

Challenges & Opportunities* Governmental Support for Inland

Water Transport & Dredging* Insight Into Upper Mekong

Navigation Cooperation

Session 2: Integration of Inland WaterTransport (IST) with Inter-modal WaterResources* Integrating inter-modal transport with

IWT* Logistics Centers along the Rhine* Multi-purpose Development of Water

Resources

Session 3: Investment & Public-PrivatePartnership* Policies on Private Involvement in

Inland Water Transport and Dredging* Perspectives of Private Sector on

Public-Private Partnership* What are the Winning Factors to

Public-Private Cooperation?

Session 4: Infrastructure Developmentfor IWT

Focusing on: structures & materials/cargo handling equipment/Innovativewaterway Improvement/mainte-nance/aids to navigation/computeraided design/ simulation & model test

Session 5: Technological Advancementof Inland Water Vessels* Focusing on: pushing tows/ shallow

draft vessels/lifting bridge barges/river coaster/container barges/self-propelled vessels passenger, touristships/fast passenger boats/specialcargo barges

Session 6: Dredging Innovation &Technology

Focusing on: dredging automation/improved dredgers/jet technology,computer technology/maintenanceand upgrading of fleets /surveyingpositioning/ dredger conversion

Session 7: Efficient Quality Dredging &Environmentally Sound Dredging

Focusing on: dredging production/efficiency: precise control of dredging/dredging cost control, disposal: treat-ment of contaminated dredged mate-rials, beneficial use of dredged materi-als

Session 8: Project case studiesAustralia: Mackay Small Craft Harbour,Bangladesh: Gorai River, Hong Kong:Chep Lap Kok Airport, ContainerTerminal 9, Disney Theme Park, India:Kakinada, Singapore: JurongReclamation Projects.

Contact to: IBC Asia Ltd. (No 1, GrangeRoad, #08-02, Singapore 2397693

Tel: 65-731-1970, Fax: 65-733-5087General enquiry e-mail:[email protected]: http://www.ibc-asia.com

Inland Water Transport & Dredging InternationalConference/Exhibition

November 13-16, 2000, at the United Nations Conference Centre, Bangkok, Thailand

Organized by United Nations Economic andSocial Commission for Asia and the Pacific (UNESCAP)

For registration and information, pleaes contact:Seminar Secretariat: SECRETARIA TÉCNICA DEL SEMINARIOPo Virgen del Puerto, 5-1o 28005 Madrid - SpainTel: 34-91-365 06 21 Fax: 34-91-364 56 36E.mail: [email protected].

www.alatec.es


INTERNATIONAL MARITIME INFORMATION

INDIAN PORTS 2000

December 6-8, 2000 • Taj Mahal Hotel,Mumbai, India

December 6, 2000

6.30 pm INAUGURAL DINNERAddress by Chief Guest

7.70 pm Cocktail & dinnerHosted by JNPT & APL (India) Ltd.

December 7, 2000

8.00 am Conference delegate registrationand refreshments

10.00 am INAUGURAL SESSIONOpening Ceremony• Welcome Address

President, Bombay Chamber• Theme Presentation

Conference Chairman:Michael Pinto, Chairman, JNPT

• Address by Chief GuestR.Vasudevan, Secretary, MoST Rajnath Singh, Hon. Union Minister for Shipping

• Vote of ThanksBaltic Conventions

• Official Opening Ceremonyand Tour of Exhibition

11.00 am Refreshment break

11.30 am TECHNICAL SESSION IINDIAN TRADE & SHIPPINGChairman: D.T. Joseph, DirectorGeneral of Shipping• India’s International Trade –

Current Issues and GrowthProspectiveV. Balaraman, Director (Exports),Hindustan Lever Ltd

• Cargo Handling Services –Demand Growth ProjectionsK.B. Kotak, Managing Director, J.M.Baxi & Co.

• Impacts of Alliances, Mergersand Acquisitions on IndianShipping & PortsTomas Dyrbye, Managing, Director,Maersk Sealand Ltd, India

1.00 pm LunchHosted by APL (India) Ltd.

2.00 pm TECHNICAL SESSION IIPANEL DISCUSSION ON PORTREFORM IN INDIAModerator: K.V. Rao, Jt.Secretary,MoST• Autonomy/Accountability

Rajiv Babu, Managing Director,Nedumbassery (Cochin) Air Port

• Commercial FlexibilityJ.M. Bevis, Chairman, CSLA

• Port Communities in the

Internet AgeCyrus Guzdar, Managing Director,AFL Ltd.

3.30 pm Refreshment break

4.00 pm TECHNICAL SESSION IIIPRIVATISATION IN THE INDIAN PORT SECTORChairman: M.J. Subbaiah, Sr., GeneralManager, ICICI• Managing Privatisation

Successfully – Case StudyAbdul Samad Mohamed, ManagingDirector, Klang Container Terminal,Malaysia

• Alternatives to PrivatisationRajiv Sinha, Dy. Chairman, MbPT

• The Role of InstitutionalFinance in Port PrivatisationNasser Munjee, Managing Director,IDFC

• Managing PrivatisationSuccessfully – Case StudyRoy Choudhary, Chairman, GujaratMaritime Board

7.00 pm Cocktail receptionHosted by Maersk Sealand India

December 8, 2000

9.30 am TECHNICAL SESSION IVBOOSTING TERMINAL PRODUCTIVITYChairman: A.K. Mago, Chairman,MbPT• Global Trends in

Enhancement of Productivityin Port SectorMohd Sidiki Shaik Osman, CEO, PTP– Port of Tanjung Pelepas, Malaysia

• Impact of New Ship Designon Terminal OperationsIan Claxton, Managing Director, APLLtd.

• Labour ReformsMohan Rao, Vice President,

Transporters & Dock Workers Union• Enhancement of Productivity

in Port SectorDr.Jose Paul, Chairman, MormugoaPort

11.00 am Refreshment break

11.30 am TECHNICAL SESSION VTHE FUTURE OF TRANSHIPMENT TRAFFIC AND HUB PORT DEVELOPMENT IN INDIAChairman S. Satyam, TAMP• Economics of Transhipment

– The Implications For HubPort DevelopmentStephen McDonagh, SeniorConsultant, GHK International

• The Future for Indian Portsin the Global ShippingMarketK.L. Verma, Member Customs,CBEC

• Development of Indian HubPortsP.K. Srivastava, Chairman, ShippingCorporation of India

• Intermodal TransportSystems to Improve PortFacilityManaging Director, CONCOR

• Mega Ships and Mega Hubs:Opportunities and Threatsfor the Indian SubcontinentParakrama Dissanayake, ManagingDirector, Pership (Shipping) Ltd;Chairman, Chartered Institute ofTransport, Sri Lanka

1.00 pm LunchHosted by J.M. Baxi & Co.

2.00 pm TECHNICAL SESSION VIREGULATORY AUTHORITYChairman Sunder, Former Secretary,MoST• Relevance and Effectiveness

of Traffic RegulationVon Kuk Lun, PSA, Traffic Regulation

• Regulatory Authority v/sAppellate AuthorityS. Venkateswaran, Sr.Advocate (Maritime Law)

• Desirability of National PortPolicyS.R. Rao/S.K. Mohapatra

3.30 pm Refreshment break

4.00 pm VALEDICTORY SESSION• Welcome Address

President, Bombay Chamber• Summing-up of Proceedings

Conference Chairman, Michael Pinto,Chairman, JNPT

• Address by Chief GuestR. Vasudevan, Secretary, MoST

Vote of Thanks

• Registration InformationThe registration fee for the event is:£395.00 or US$620.00

• Registration form and further informationBaltic ConventionsRegal House, 70 London Road, TwickenhamTW1 3QS, UK.Tel: +44 20 8892 2892Fax: +44 20 8892 6767Email: [email protected]: www.baltic-conventions.co.uk



International Maritime Pilots’ Association

IMPA: Main Activities

and Achievements

I MPA’s PRIME CONCERN being thesafety of pilots, the association devotesconsiderable time and effort to the

close monitoring of new international devel-opments concerning maritime safety as theytake shape at IMO in particular.

By way of illustration, three issueswith major safety implications havebenefited greatly from IMPA’s technicalexpertise over the years and are likelyto continue to do so as the commercialand technological needs of the shippingindustry change over time. They con-cern, respectively, pilot transferarrangements, training issues, and therole of maritime pilots within a shore-based Vessel Traffic Service (VTS).

Pilot transfer arrangementsEvery year marine accidents include

incidents involving a pilot transferringfrom a pilot launch to a ship or vice-versa. These accidents are usually theresult of improperly rigged or poorlymaintained pilot ladders, or improperlyoperated pilot hoists.

Pilots have to join or disembark fromvessels in all kinds of weather condi-tions, by day and by night. After severalyears of determined IMPA representa-tion at IMO, a positive outcome result-ed. It was agreed by IMO that the com-bination/accommodation ladder mustbe provided where the freeboard of aship is more than nine metres.Appropriate regulations covering thesafety of pilot ladders and pilot hoists inparticular were included in Chapter V ofthe International Convention for theSafety of Life at Sea (Solas) which cov-ers navigational safety.

Regrettably, surveys show that thereis still a large number of improperlyrigged or maintained pilot ladders inuse. The IMPA Safety Campaign forPilots’ Transfer is designed to overcomethis problem. IMPA also designed aposter for display in the ship’s wheel-house which received formal IMOapproval. Entitled “Required BoardingArrangements for Pilot,” the postershows graphically how the pilot ladderand accommodation ladder must berigged.

More recently, a comprehensivelyrevised Solas Chapter V has been draft-ed by the IMO Sub-committee on Safetyof Navigation (NAV). Its envisagedentry into force date is July 1, 2002, sub-ject to final approval and adoption by

the Maritime Safety Committee (MSC)and subsequent fulfillment of the Solastacit amendment procedure. The exist-ing Solas Regulation V/17 pertaining topilot transfer arrangements has beenincorporated into the new Chapter V inits entirety.

In addition, more detailed guidelineson pilot transfer arrangements, alsodeveloped by NAV, were adopted for-mally by IMO by means of an Assemblyresolution in 1999 [ResolutionA.889(21)].

Pilot trainingIt is widely recognised that profes-

sional pilots are highly trained marinerswith a unique expertise based on localknowledge and experience. Pilots’ train-ing involves two major aspects:

• Technical training in vessel opera-tions, ship handling and collisionavoidance and in the use of the lat-est shipboard equipment and navi-gational aids.

• Knowledge-based training andacquisition of experience withrespect to the special and uniqueconditions which exist in a givenpilotage area.

Even after qualifying as a pilot, pilotsare learning ‘on the job’ every day, rein-forcing their skills as they are continu-ously confronted with different combi-nations of and sudden variations inweather, current, traffic and, of course,different standards of vessels andcrews.

Not only are they working in an envi-ronment which is in a constant state offlux. They are also having to do sowhilst assisting the ship master andbridge personnel in ensuring the ves-sel’s safe passage during the most diffi-cult part of the voyage, when externalcircumstances and conditions are par-ticularly demanding. This is the case,for example, when traffic in portapproaches or port waters is particular-ly heavy while commercial require-ments concerning berthing time arevery strict, or when sailing in naviga-tionally constrained waterways or envi-ronmentally sensitive areas.

Pilots, then, must be apt at continu-ously adapting their approach to thevarying manoeuvres they are expectedto make in the interests of safety. This,in turn, adds to their store of knowledgeand expertise.

In addition, professional pilots areboth encouraged and keen to attendone or more of the many training estab-lishments located around the worldthroughout their career. Increasingly,they have access to the most technolog-

ically advanced radar and full-scalebridge simulators, as well as to modernmodel basins for ship handling underboth day and nighttime conditions. Anincreasing number of shipping compa-nies are also reported to seek bridgeteam training, including simulator train-ing, for their senior officers with theactive participation of pilots.

IMO standardsTraining standards of pilots have

come much more under the limelight atIMO in recent years, partly as a result ofthe fast-track, and radical, revision ofthe 1978-adopted InternationalConvention on Standards of Training,Certification and Watchkeeping pertain-ing to seafarers.

The revised STCW Convention and itsassociated STCW Code were adoptedby a diplomatic conference in July 1995,after less than two years of intensivepreparation of a series of amendments(STCW 95). Entry into force followed onFebruary 1, 1997, while a five-year peri-od of grace granting certain transitionalarrangements regarding existing sea-farers’ certificates and training willexpire on February 1, 2002.

Pilots are not covered by the STCW95 regime. The latter – for the first timein IMO’s history – foresees in a manda-tory system of external auditing involv-ing contracting states submitting infor-mation on their compliance to the IMOsecretary-general. It is his duty underthe revised STCW Convention to pre-pare an assessment report with theassistance of panels of experts appoint-ed by the Maritime Safety Committee,and to submit his report to the commit-tee for a final decision on a ‘white list’of complying countries.

However, the 1995 conference adopt-ed a resolution [Resolution 10] invitingIMO to consider developing provisionscovering the training and certification ofmaritime pilots.”

An immediate response of IMO hasbeen to embark on the updating of itsexisting (non-binding) guidelines onthe training and certification of mar-itime pilots other than deep sea pilots,which date back to 1981 [ResolutionA.485(XII)].

The draft text of the revised guide-lines includes recommendations onoperational procedures for maritimepilots, including the exchange of infor-mation between the master and thepilot.

The new guidelines, which have beenprepared by the IMO Sub-committee onStandards of Training andWatchkeeping, in co-operation with


include a new regulation on VTS. Thisnew regulation forms part of SolasChapter V and entered into force onJuly 1, 1999 [Regulation V/8-2]. Itimposes an obligation on Solas con-tracting states to undertake to providefor the establishment of VTS where “intheir opinion” the volume of traffic orthe degree of risk justifies such services– whether from the point of view of thesafety of life at sea, safety and efficien-cy of navigation, or “the protection ofthe marine environment,” includingadjacent shore areas.

IFSMA 26th Assembly

Resolutions - May 20, 2000

Piracy and Armed Robbery Against

Ships MSC 72 @ IMO, Agenda Item 17

T HE 26th IFSMA ANNUAL GEN-ERAL ASSEMBLY, meeting inLondon on 19th – 20th May 2000,

NOTING WITH GRAVE CONCERNthat acts of Piracy and Lawlessness arenumerous and increasing in many partsof the world with considerable loss oflife and property,

WELCOMES THE INITIATIVE takenby Japan and the other nations of SouthEast Asia in unanimously adopting the“Asia Anti-Piracy Challenges 2000” andthe “Model Action Plan” based uponthe “Tokyo Appeal” at their regionalconferences held in Tokyo during Marchand April this year, and further wel-comes the useful work done by thePiracy Reporting Centres in the region,

OBSERVES that similar problemsexist in many other parts of the worldwhere similar measures, including theintroduction of similar Piracy ReportingCentres, would be doubly welcomed,

RECOGNISES that more robust mea-sures are needed to achieve a signifi-cant reduction in piracy and lawless-ness directed at merchant shipping andtheir crews, and therefore,

FEARING that if no effective interna-tional action is taken individual shipsand shipowners will take their ownsteps to defend themselves, therebyescalating confrontations and increas-ing the likelihood of casualties,

URGES parties to IMO to take effec-tive steps to:1. ACHIEVE active patrolling and

policing of territorial and coastalwaters by the coastal states,

2. INTRODUCE secure sealanespatrolled by the naval forces ofthose nations possessing the


NAV, are expected to be formally adopt-ed in the latter part of 2001, when thenext IMO Assembly meeting will takeplace (22nd Assembly).

Also worth a mention in this contextare the new IMO guidelines on voyageplanning, which were adopted bymeans of an Assembly resolution in1999 [Resolution A.893(21)]. Theseguidelines recognise the need for“detailed planning of the whole voyageor passage from berth to berth, includ-ing those areas necessitating the pres-ence of a pilot.”

Finally, draft amendments to SolasChapter V concerning the safety of nav-igation, which are proposed for entryinto force on July 1, 2002, include anexpress requirement for the use ofEnglish for communications betweenthe watchkeeping personnel and thepilot. Only when those directly involvedin the communication speak a commonlanguage other than English may thisrequirement be overruled.

Vessel Traffic Services (VTS)The establishment of shore-based

Vessel Traffic Services in ports and har-bours and major waterways took offduring the 1960s and their number hasbeen steadily on the increase.

A VTS fulfills two main functions. Itenables port or harbour authorities, orother shore-based authorities con-cerned about marine accidents affectingtheir coastline, to monitor the shippingtraffic, and it provides ships with valu-able navigational and traffic informationand other information (e.g., environmen-tal, emergency-related) for their safeand efficient passage.

For the professional pilot VTS is justanother tool to assist him in his task.

For example, it can provide him withinformation that may not be readilyavailable to him otherwise, such asinformation about the movement of ves-sels in his vicinity which he may not beable to see. This is particularly valuablewhen visibility is poor. In some coun-tries it is routine practice to have anexperienced pilot available in the VTScentre, especially when weather condi-tions are bad. In other countries quali-fied pilots effectively man the VTS cen-tre.

In the early 1990s IMPA participatedin the preparation of a World Guide onVTS. The – very practical – guide,which is regularly updated and whichis now also available on the Internet,was very much a joint effort of IMPA,the International Association ofLighthouse Authorities (IALA) and theInternational Association of Ports andHarbours (IAPH).

Including maps as well as explanato-ry texts, the guide is designed specifi-cally to assist the ship master whenapproaching a VTS area by spelling outwhat is required from him (e.g., thenotice required for estimated time ofarrival, reporting-in requirements, pilotembarkation points).

IMPA, together with IALA, IAPH andthe International Federation of ShipMasters’ Associations (ISMA), has alsomade a major contribution to the devel-opment of IMO guidelines on VTS. Firstadopted in 1985 [Resolution A.578(14)],the guidelines were later revised byIMO, with the addition of an entirelynew section on the training of VTSoperators. The new guidelines wereadopted in 1997 [Resolution A.857(20)].

It is also worth mentioning thatamendments to the Solas Convention

IMPA President Captain Michel Pouliot with IMO Secretary-General William O’Neil



resources needed to provide thisassistance,

3. CONFIRM that a legal system existsat national or international level forbringing pirates, once apprehended,to justice,

4. DEVELOP AND INSTALL aboardships electronic warning devices(burglar alarms) to give early warn-ing at a remote centre when an inci-dent occurs,

5. DISCOURAGE members of ship’scompanies from taking active stepsto oppose pirates, and

6. MINIMISE opportunities for unau-thorised persons, who may commitacts of theft or armed robbery, stowaway or conceal items onboard,from gaining unlawful access toships in port.

Familiar pat-terns

A critique ofpast projectsreveals patternsthat, on aver-age, greatlyalter the odds ofsuccess or fail-ure. This isespecially trueof some highprofile failuresthat are charac-terised by hugecost overruns,d e l i v e r i e smonths or yearslate, or com-pletely unsatis-factory crane performance and durabili-ty. All these high profile failures have incommon one or more of the followingpitfalls.• Lack of effective owners’ project man-agement (OPM). More than any otherfactor, OPM is the key to success.Effective OPM starts with top manage-ment, specifically the person who con-trols the purse strings and has theauthority to decide which path to followwhen a truly serious problem arises.

Day to day OPM should be conductedby a professional manager with aproven track record.

OPM specialists are rare. It should notbe assumed that an outstanding spe-cialist in another field has the necessaryskills to be an effective owner’s projectmanager.• Lack of proper technical expertise.With, unfortunately, relatively fewexceptions, manufacturers are lesstechnically qualified to produce highquality engineering for custom designs.Bright young engineers are generally nolonger attracted to heavy industry.Computer science and other high-techfields get the cream.

Fading away?Older engineers seldom keep up with

the computer design aids that today areneeded to produce high quality engi-neering. They still have sound engineer-ing judgment based on years of experi-ence but that skill is going away withretirements. In many countries retire-ment is mandatory at age 60 or sooner.

Crane consultants can still attractbright young engineers as well as offerthe mature engineering skills and prac-tical experience needed for guidanceand training. Consultants can workeither for the owner or the manufactur-

Container crane procurement:how to avoid the high cost offailure

This article, by Bill Casper of US-based

Casper, Phillips and Associates, was

published in the July 2000 edition of

WorldCargo News.

The container industry is about 40years old. For the first 15 to 20 yearsmost cranes were purchased by order-ing a standard model from one of ahandful of manufacturers based in theUS and Europe. Since then, industrypractice has changed and today thereare more and more “customer” cranedesigns, being built by a growing num-ber of manufacturers.

Low price is the entry ticket for inex-perienced manufacturers and cus-tomers generally get what would beexpected as a result: low capital cost,marginal performance levels and highlife-cycle costs. This practice isunhealthy and conditions are worsen-ing.

Many purchases are less than perfectbut still deemed acceptable. More dis-turbing is the growing number of “highprofile” jobs that go sour and whichnow outnumber the projects which cantruly be called successful.

Ironically, the ports where these fail-ures occur sometimes have excellentrecords when it comes to civil construc-tion projects, based on good policiesand training standards. But when itcomes to cranes they turn everythingover to someone else and let him violateall the rules.

er.Each has potential advantages and

disadvantages for the owner. Workingfor the owner means more loyalty to theowner’s best interest but the consul-tant’s role is peer review rather thandesign leader. The inverse is true if theconsultant is working for the manufac-turer.• Lack of effective manufacturer’s pro-ject management. This is a major pitfall.Common practice is to award contractswith no participation from the individ-ual who will manage the design andconstruction. Big mistake!• Lack of appropriate construction over-sight. This is the area that most affectslife-cycle costs, productivity and dura-bility. Common practice is to rely on themanufacturer’s QA/QC supplementedby a low budget owner’s representa-tive. This practice has been used manytimes and has consistently producedpoor results. With increasing pressureto cut corners, the situation will getworse.

Complex structuresCranes are not just structural steel.

They are a complex system of electrical,mechanical and structural components.No one individual can have expertise inall these specialties, especially whenmaintenance expertise as well asdesign and construction expertise areincluded. Effective QA/QC oversight iscostly. Lack of oversight is, in a longterm, far more costly.• Overly aggressive delivery schedule.Studies have been made on the effectthat schedule has on cost, quality andactual delivery time. Overly aggressiveschedules are counter-productive andthe same is true of overly liberal sched-ules. This is a prime example of wheretop level OPM can most influence suc-

A crane is either a commodity or an engineered product. The mistake is tothink you can get the latter by paying a commodity price.

the contractor’s project manager shouldbe retained. This person should attendall commercial and technical meetingsprior to and after contract award.

The right teamA fully qualified team for day-to-day

project management and QA/QC over-sight should be assembled. This is cost-ly but that cost will be repaid severaltimes in reduced life-cycle costs. Thebudget for this effort should be a rea-sonable percentage of the total pur-chase cost. Obviously a large order for,say, 10-12 cranes justifies a much high-er “oversight” budget than a singlecrane order.

* This article, by Bill Casper of Tacoma-based craneconsultants Casper, Phillips & Associates, is basedon his recent presentation to a US port which is inthe market for up to 12 superpost-Panamax con-tainer cranes

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cess or failure.• Inadequate commercial protection.Foreign construction is unlike normaldomestic construction in that the con-ventional performance bond is essen-tially worthless. If the contractordefaults, or even threatens to default,the bonding company first will not wantto help and second cannot offer muchhelp once they are forced to respond.

Time outThere is always a time factor that

precludes starting over with anotherdesign/build contractor. True, the bond-ing company may eventually providereplacement cranes but only after yearsof litigation, redesign and construction.Even then, there is the possibility ofanother default.

Liquidated damages may or may notbe collectable. Some laws permit charg-ing only for actual damages. Othersrequire that a bonus is offered to bal-ance the liquidated damages. Only afew strongly protect the owner’s rightto collect liquidated damages.

However, that assumes the foreigncontractor is willing to pay or that theowner has possession of the goods andenough retention to cover the assesseddamages. Some foreign manufacturerssimply refuse to accept liquidated dam-ages and, regardless of contract terms,will withhold shipment until the termshave been changed.

In summary, it should not beassumed that a performance bond willprovide protection unless the contractis with a domestic manufacturer. Thereare better ways to protect the owner’sinterests that are not overly expensiveand given much better protection.

What’s to be done?For the full duration of the project,

top-level management participationmust be maintained on policy issuesand on the relatively few serious prob-lems that will surely arise from time totime. Crane procurement must be man-aged like any other major constructionjob except for complications ofdesign/build format and foreign ratherthan local construction.

Well qualified consultants should beused as advisors. When conflicts ariseboth sides should be listened to and thebest choice then selected for the owner.That choice may or may not agree withthe consultant’s advice.

Comprehensive tender documentsshould be prepared that, clearly andwithout ambiguity, define the requiredcrane system. These tender documentsshould be trusted and, if well enforced,will give adequate assurance of thecontractor’s performance. Doing thismeans the contract can be awarded tothe lowest responsive bidder or the bid-der deemed to offer lowest total costafter QA/QC costs have been factoredin.

SchedulesA reasonable schedule should be fol-

lowed. Common practice is to take anexcessive amount of time in the pre-award phase and then squeeze thedesign and construction phases. Thispractice produces higher costs andmore blunders during the design andconstruction phases.

When an aggressive schedule isessential, remember the adage: “fast,cheap, good–pick any two.” We canadd another. Fast and bad managementusually results in: “slow, not good andprobably not cheap” – a characteristicof most of the recent high profile fail-ures.

Approval rights over the selection of



Top 100 Containerports

IN 1998 the total volume of the world’stop 100 container ports showed a healthyincrease of 8.3% to 154,150,640 (154.15

million) TEU. This figure was regarded as aconsiderable success story, given the previ-ously widespread predictions of gloom and,moreover, those forecasting that this rate ofgrowth would not continue for the nexttwelve months were wrong. The annual fig-ures obtained by Cargo Systems demonstrat-ed that growth not only continued through-out 1999 but actually increased, to an annualrate of 11%, to a total of 171,128,925 (171.13million) TEU and the phrase ‘a new record incontainer volumes’ issued forth from a num-ber of ports.

Hong Kong regained the top slot by ‘only’311,000 TEU, much to the chagrin ofSingapore, which reverted to its previousnumber two slot whilst, at the lower end ofthe scale, Mexico’s port of Veracruz jumpedtwelve places to number 88 and Peru’s portof Callao dropped from 92nd to 100th posi-tion.

A number of other interesting changestook place in this global game of musicalchairs. The mighty Hamburg dropped fromseventh to ninth position, whilst Shanghaiclimbed from tenth to seventh following its40% increase in throughput volumes. In drop-ping to position nine, however, Hamburg inturn ousted Antwerp from its previouslyproudly held position; the Belgian port nowoccupies 10th position. Further down the listTokyo dropped from 12th to 16th place,Gioia Tauro dropped by three to 18, PortKlang jumped six places from 21 to 15,Bremerhaven jumped three places to 19,Manila dropped from 19 to 21 and Yokohamadropped five places to 22.

Cargo SystemsCargo Systems is published monthly by LLR

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Port 1988 1999 % Change 1998 1999 2000 20011998/99 Transhipment Transhipment

1 Hong Kong 14,582,00 16,211,000 11.2 3,887,000 4,883,000 17,300,0002 Singapore 15,096,009 5,900,000 5.33 Kaohsiung 6,348,774 6,990,000 10.14 Rotterdam 6,010,000 6,400,000 6.5 6,808,500 7,243,0965 Pusan 5,752,955 6,310,000 9.7 1,213,864 1,630,0006 Long Beach 4,097,689 4,408,480 7.67 Shanghai 3,000,000 4,200,000 40.0 5,000,000 5,400,0008 Los Angeles 3,378,218 3,828,851 13.3 9 Hamburg 3,546,940 3,738,307 5.4 1,284,000 1,400,000 4,000,000 4,300,00010 Antwerp 3,265,750 3,614,246 10.7 374,000 498,000 4,000,000 4,500,00011 Shenzhen 1,950,000 2,980,000 52.8 12 Dubai 2,804,104 2,844,634 1.4 1,439,347 1,266,72113 New York/New Jersey 2,466,013 2,828,878 14.714 Felixstowe 2,461,823 2,696,659 9.5 765,34115 Port Klang 1,820,018 2,550,419 40.1 435,854 966,090 3,100,000 3,600,00016 Tokyo 2,198,874 2,398,972 9.117 San Juan 2,071,386 2,328,093 12.4 2,392,74918 Gioia Tauro 2,125,000 2,253,000 6.0 2,018,750 2,140,35019 Bremerhhaven 1,812,000 2,180,995 20.4 810,000 2,400,00020 Kobe 2,100,883 2,176,004 3.621 Manila 1,856,372 2,144,711 15.5 1,722 2,800,00022 Yokohama 2,057,560 2,129,575 3.523 Tanjung Priok 1,900,711 2,111,792 11.124 Algeciras 1,825,888 1,832,557 0.4 1,541,361 1,529,344 2,200,00025 Laem Chabang 1,425,702 1,755,867 23.2 15,754 20,914 1,850,000 1,950,00026 Colombo 1,714,077 1,705,000 -0.5 1,235,37927 Keelung 1,706,873 1,665,961 -2.4 61328 Oakland 1,575,406 1,663,756 5.6 1,728,13929 Nagoya 1,458,076 1,566,961 7.530 Qingdao 1,213,000 1,500,000 23.731 Seattle 1,543,726 1,490,048 -3.532 Charleston 1,277,514 1,482,995 16.133 Le Havre 1,319,278 1,378,379 4.534 Virginia 1,251,891 1,306,537 4.4 1,315,26735 Tianjin 1,065,900 1,300,000 22.036 Osaka 1,155,974 1,273,120 10.137 Takoma 1,156,495 1,271,011 9.938 Barcelona 1,095,113 1,234,987 12.8 180,375 1,900,00039 Genoa 1,265,593 1,233,817 -2.5 148,000 185,070 1,500,00040 Melbourne 1,044,000 1,200,000 14.941 Guangzhou 846,000 1,177,000 39.142 Colon 1,117,035 1,175,673 5.243 Valencia 1,005,397 1,170,191 16.4 138,418 202,312 1,313,20044 Durban 1,105,306 1,113,654 0.8 278,394 221,362 1,180,437 1,251,30045 Tanjung Perak 939,230 1,106,906 17.846 Taichung 880,239 1,106,668 25.7 159,299 255,155 1,200,000 1,320,00047 Sharjah 813,240 1,080,000 25.0 741,77148 Buenos Aires 1,139,730 1,076,102 -5.6 1,159,89149 Vancouver 840,098 1,070,171 27.450 Bangkok 1,113,756 1,052,566 -5.5 1,000,000 1,000,00051 Malta 1,071,669 1,044,972 -2.5 1,014,905 982,479 1,300,00052 Houston 968,169 1,001,170 3.453 Jeddah 974,302 996,523 2.3 205,375 1,077,00054 Montreal 932,701 993,486 6.5 1,000,00055 Piraeus 933,096 964,902 3.4 366,142 366,77756 Sydney 833,000 955,000 14.6 36,000 45,000 1,003,000 1,050,00057 Southampton 846,257 921,000 8.8 48,90358 Nhava Sheva 669,108 889,978 33.059 La Spezia 731,882 843,233 15.2 80,000 800,000

Container throughput at the world’s top 100 containerports, in TEUCARGO SYSTEMS SUPPLEMENT JULY 2000



60 Xiamen 654,000 840,000 28.461 Zeebrugge 776,357 836,000 7.7 919,60062 Savannah 730,611 793,165 8.563 Haifa 833,507 792,368 -4.9 117,855 94,754 853,000 908,00064 Miami 813,762 777,821 -4.465 Santos 799,476 774,044 -3.266 Jacksonville 753,823 771,882 2.467 Port Everglades 704,354 715,585 1..668 Kingston 671,070 710,065 5.8 467,314 503,351 801,040 950,64069 Dalian 525,745 700,000 33.1 7,280 1,000,00070 Marseilles 660,232 663,984 0..6 25,000 20,000 730,000 810,00071 Salalah 17,493 649,003 3,610.1 17,418 641,104 1,200,00072 Goteborg 519,642 624,000 20.173 Ningbo 353,000 600,000 70.0 800,000 840,00074 Puerto Limon 454,584 590,259 29.8 615,007 654,18375 Inchon 496,000 574,656 15.8 127,494 113,31176 Penang 510,307 566,409 11.0 588,000 630,00077 Fujairah 463,707 565,723 22.078 Johor 439,661 558,056 26.979 Las Palmas 423,740 553,568 30.6 114,57080 Freeport Bahamas 470,047 549,993 17.0 465,349 544,49381 Auckland 499,285 526,000 5.4 18,000 27,00082 Liverpool 487,000 515,000 5.7 39,400 41,70083 Mumbai 601,289 509,350 -15.3 2,041 429,448 425,00084 Tilbury 464,806 500,000 7.685 Baltimore 486,861 498,108 2.386 Puerto Cabello 486,774 496,315 2.087 Thamesport 502,477 492,112 -2.188 Veracruz 427,487 484,405 13.3 563,26289 Livorno 535,515 478,643 -10.690 Halifax 425,435 462,766 8.891 Dublin 424,500 442,000 4.1 491,00092 Ashdod 363,539 441,101 21.3 2,302 2,756 482,000 511,00093 Izmir 399,755 435,962 9.194 Hakata 362,992 433,858 19.595 Dammam 386,862 422,341 9.2 425,00096 Kwangyang 33,678 417,344 1,299.6 28,08097 Honolulu 479,948 411,156 -14.398 Guayaquil 407,434 378,000 -7.299 Bilbao 368,072 377,031 2.4100 Callao 378,013 376,045 -0.5 24,461 26,445 392,967 410,650

TOTAL 154,150,640 171,128,925 11.0

shipping industry has been pursuingglobalization or oligopoly for the sake oflarger merits of scale. Against the back-drop of such a trend, and as vessels arebecoming larger and larger in size andcapacity, the industry is entering theage of 5,000- to 7,000-TEU vessels.

Under such circumstances, the newedition features the following contents:

World Containership Fleet and ItsOperation 2000

CHAPTER 1 OVERVIEW(1) World Full-Containership Fleet as of

January 1, 2000(2) Major Movements of World

Containership Operators

CHAPTER 2 NEWBUILDINGS, SCRAP-PINGS AND LOSSES OF FULL-CONTAIN-ERSHIPS IN 1999

(1) Newbuildings in 1999(2) Scrappings and Losses in 1999

CHAPTER 3 NEWBUILDING ORDER FORFULL-CONTAINERSHIPS IN 1999 ANDCUMULATIVE ORDER BACKLOG

(1) New Orders in 1999(2) Order Backlog at the End of 1999

CHAPTER 4 FULL-CONTAINERSHIPSSERVING IN THREE MAJOR TRADES

(1) Asia/North America(2) Asia/Europe-Mediterranean(3) North America/Europe-Mediterranean

Illustrated Review & Outlook of the ShippingMarket, meanwhile, carries the futureprospect for the tramper market, summedup through the analysis of supply anddemand of tonnage on the basis of recentdata on the market.

The condition of the tramper marketmade a turn to a recovery track between1999 and 2000 in both the tanker and drybulk sectors; the shipping industry is taking abreather in the meantime. This literaturecontains future prospects for the market.

In organizing supply-demand gaps, thedemand for tonnage was calculated on theassumption of the soft-landing of the over-heating U.S. economy and the sustainablegrowth of the world economy.

The contents are as follows:

Illustrated Review & Outlook of TheShipping Market

1. Outlook of Supply and Demand(1) Methodology of supply and

demand forecasting(2) Supply-demand gap in bulk car-

rier sector(3) Supply-demand gap in crude

oil tanker sector

Just Released –

“World Containership Fleet and ItsOperation 2000” & “Illustrated Review& Outlook of The Shipping Market”

N IPPON Yusen Kaisha (NYK)’sResearch Group has recentlypublished the year 2000 edi-

tion of World Containership Fleet andIts Operation (in English, A4 format, 36pages) and Illustrated Review &Outlook of the Shipping Market (in

English, A4 format, 50 pages).World Containership Fleet and Its

Operations contains the current stateand future prospects of the world’s con-tainer fleets and how they are deployedin main trades, summed up based onrecent data including the tonnage of theworld’s containerships as of January 1,2000.

The increase in the tonnage of con-tainer fleets in the world has sloweddown since early 1999; however, ordershave been placed for vessels aggregat-ing over 1 million TEUs in total, andthose newbuildings, mainly large ves-sels of more than 4,000 TEUs, will becompleted beginning late this year.

In addition, as seen in the merger ofMaersk and Sea-Land, the container


W O R L D P O R T N E W S

2. Demand Trends(1) Crude oil(2) Iron ore(3) Coking coal(4) Steam coal(5) Grain(6) Minor bulk

3. Supply Trends(1) Order placement and comple-

tion trends(2) Demolition and loss trends(3) Existing tonnage by year of

build

Price:US$90.00 or ¥10,000 per copy ofesch publication (postage excladed).

Please send enquiries, if any, to Tokyo NewsService, Ltd.

Tokyo News Service, Ltd.Tel.: +81-3-3542-8521Fax.: +81-3-3542-5086E-mail: [email protected].

Japan Freighting

Directory 2000-2001

Shipping •Shipping firms and agents in Japan• liner service networks to/from Japan • vsselsused in liner services to/from Japan • full contain-erships, conventional and semi-containerships •freight conferences • shipping-related organiza-tions • Japan representatives of foreign ports andrailroads •container leasing companies • survey-ors’ and sworn measurers’ associations, and tally-men’s corporationsForwarding •Forwarders in internationalmultimodal service • domestic feeder operators • domestic car ferry operatorsAviation • International on-line carriers • off-line carriers · air forwarders •public agencies andassociations • international airports •Customshouses • bonded sheds

A4 size 260 pagesPrice: US$40 (excluding postage)

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Impressive upswing in cargo

traffic in 3 Brazilian ports

T HE Bahia State Port AuthorityCODEBA (Companhia das Docasdo Estado da Bahia) reports a

total of 3.05 million metric tons of cargowere shipped through its three ports –Aratu, Ilhéus, and Salvador – fromJanuary through June of 2000. Thisequates to an increase from last year of20%.

All three ports registered gains, themost impressive being Ilhéus, where anupsurge in soybean exports boostedtotal cargo to 365,000 tons, a 90%increase over last year. Aratu account-ed for 1.78 million tons (+16%) of mostlyimported bulks such as copper concen-trates, coal and alumina.

At Salvador, the state’s principal gen-eral cargo port and its capital city,cargo increased 9.6% to a total of900,000 tons, including 502,000 tons ofcontainerized cargo. The box count,which last year jumped to a record highof 79,116 TEUs, totaled 47,600 TEUsduring the first six months of 2000, sug-gesting that another record year may bein the offing.

In January, Ford began usingSalvador as a discharge port for import-ed automobiles. The trade, amountingto 13,041 vehicles from January throughJune, has grown so rapidly that CODE-BA is adding a new storage facilitywhich will expand total holding capaci-ty to 5,000 autos at one time.

CODEBA anticipates year-end cargotraffic for its three ports will reach arecord level of more than 6 million tons,beating the previous record of 5.68 mil-lion tons set in 1994.

(AAPA ADVISORY)

Russian carrier FESCO launchesdirect box service from Fraser toN.Z., Australia, Tahiti

T HE Russian carrier FESCO (FarEastern Shipping Company) isintroducing an independent,

direct container service from FraserPort to ports in New Zealand, EastCoast Australia and Tahiti.

The service, operated by FESCO’sAustralia North America Line (FANAL),will begin August 21 with the arrival of

the 1,000-TEU con-t a i n e r s h i pYuriy Ostrovskiyat Fraser SurreyD o c k s .T h e r e a f t e r ,FANAL will callat Fraser Porton a fortnight-ly basis. It will be offering intermodalservice for dry and reefer containers toand from all major cities in Canada.

(AAPA ADVISORY)

Island’s First Container

Crane in Place

T HE skyline at the Duke PointDeep Sea Terminal has nowchanged with the arrival of the

Nanaimo Port Authority’s new contain-er handling crane.

Even from far away, it looks huge: areach of 114 feet, lift capacity of 40tonnes and overall weight of 900tonnes. It is the first of its kind onVancouver Island, and it providesNanaimo with the capability for han-dling container shipping.

“It gives the Nanaimo Port Authoritythe ability to load and unload contain-ers onto ships instead of having compa-nies barge them to Vancouver for han-dling,” reports Nanaimo Port AuthorityCEO Bill Mills, who adds the crane wasshipped by barge from the Port ofVancouver through the middle of thenight in late June. The operation tomove the crane onto the Duke PointTerminal took eight hours and had to betimed with high tides.

“This was after an agreement hadbeen reached earlier this year with thePort of Vancouver to make Nanaimo afeeder facility,” Mills explains.“Through a joint venture undertaking,they gave us the crane and we invested$1 million moving the equipment andupgrading the Duke Point Terminal toaccommodate the crane.

“We’re completing some modifica-tions and will be waiting to have thecrane certified before it comes intooperation in the fall,” he says.

Mills continues that the trend in themaritime world is to have larger portsfed by smaller ones, like Nanaimo.



“Last year, 60 per cent of the lumbershipped from Vancouver was in con-tainers,” he says, adding BC’s provin-cial forest sector is shifting toward morekiln-dried and value-added products tomeet changing demand in Japan. “Andthe best way to ship those goods is bycontainer,” Mills adds, noting it willprobably take three to five years to fullydevelop the container business.

This year, the SPA will invest an addi-tional $47 million as part of its $165-mil-lion near-term capital improvement pro-gram.

Just last week, in fact, the PortsAuthority Board approved the purchaseof five new empty container handlerscapable of stacking seven high. Theseunits will replace two existing four-highstackers and also serve the GrandAlliance consortium at the WandoWelch Terminal. The SPA began usingseven-high stackers in January.

Also during fiscal 2000, the PortsAuthority finalized a lease for 100 acresand three piers on the former NavyBase, began harbor deepening to 45feet, hired dozens of new employees,and continued the permitting process tobuild a new terminal on Daniel Island.

(AAPA ADVISORY)

minal at Berth 3 in the middle of thePort Authority’s Barbours Cut facility.This made expansion a problem.

After much negotiation and planning,the Port Authority and Maersk Sealanddecided to swap Berths 3 and 5, so thatMaersk Sealand could expand ontoBerth 6 as well and have 2,000 feet ofberth. The move would also allow thePort Authority’s cranes unfetteredmovement across the other four berths.

The Port Authority constructed a newterminal building for $30.5 million andmore gates were added to reduce truckturntimes to some of the best in theindustry. Containers were moved grad-ually over a three-month period, andfinally the two Maersk Sealand craneswere floated down to the new terminal.

“This new facility will improve ourservice to Texas and the overall Gulfregion, making members of the interna-tional business community more com-petitive in world markets with better,more efficient access to expandingglobal trade flows,” pointed out Mr.Thomsen.

“In 1997, Sea-land, prior to its acqui-sition by AP Moller-Maersk, was thefirst big customer at the PortAuthority’s newly built Barbours CutContainer Terminal. They put BarboursCut on the map, and they continue tobe the cornerstone of the Port ofHouston’s container business,” statedNed Holmes, Chairman of the Port ofHouston Authority.

Barbours Cut handles 83 percent ofthe cargo moving through all Texasports and nearly 55 percent of the con-tainers in the Gulf of Mexico. In 1999,Maersk Sealand moved 279,194 contain-ers through Barbours Cut. “We areproud to serve thousands of customersvia the Port of Houston,” emphasized

The 40 tonne capacity crane allows the Port tomove ahead with plans to become a ‘feeder’facility for the Port of Vancouver.

Double-digit gains inexports/imports via Charlestonin FY 1998-99

C ONTAINER volume through thePort of Charleston soared 16% toa record 1,567,593 TEUs during

the fiscal year ending June 30, 2000.Exports increased by 19% and importsby 13% from their FY 1998-99 levels.Details are shown below:

Port of CharlestonContainer Throughput - TEUs

FY 1999-00 FY 1998-99 FY 1997-98

Inbound 743,675 656,847 631,512Outbound 823,918 690,771 627,747Total 1,567,593 1,347,618 1,259,259

July 1/June 30 is the fiscal year.Source: South Carolina State Ports Authority

Despite double-digit increases in con-tainer volume and overall port tonnage,vessel traffic to public terminals inCharleston increased only 1% to 1,981ships, up from 1,963 ships, reflectingthe trend toward larger ships and high-er per-vessel throughput.

To maximize use of its Charlestonport facilities, the South Carolina StatePorts Authority last year ordered newcontainer handling and stacking equip-ment at a cost of $42 million, includingfour new post-Panamax containercranes ($25.5 million) and 12 new rub-ber-tired gantry cranes ($16.1 million).

Maersk Sealand Expands

Houston Operations

T HE Port of Houston Authority’slargest customer just got largerand plans to stay longer.

After five years of construction and anew 30-year lease, Maersk Sealand offi-cially opened its newly expanded 71-acre terminal at Barbours Cut. Duringrecent celebration ceremonies, TommyThomsen, President and CEO ofMaersk, Inc. declared, “The marine ter-minal we are about to dedicate furthersolidifies our commitment to Texas andto the Port of Houston for at least anoth-er 30 years. We hope for the centuryahead of us to connect Houston withthe rest of the world. We will do ourshare to developmore jobs in theHouston area andwe look forwardto workingtogether for thenext 30 years.”

Maersk Sealandis the world’slargest containershipping linesince the recentacquisition of Sea-Land Services.Both companieshave maintaineda presence inHouston for manyyears. Since 1977,Sea-Land had itsown 35-acre ter-



Mr. Thomsen.Tony Scioscia, President of Maersk

Container Service Corp., praised thePort of Houston. “I have been in theshipping industry for 37 years and havehad the unique opportunity of observ-ing the development of many portsaround the world and in the U.S. Itgives me the ability to rank one portagainst another and I can tell you thatHouston stands out as one of the best inthe world.”

Four factors stand out in Mr.Scioscia’s mind, “Quality staffing fromthe local market, labor relations secondto none, high productivity and efficientservice, and a great Port Authority thatis customer focused with a can do atti-tude and great leadership. It allowed usto sign this 30-year lease with completeconfidence.”

Maersk Sealand employs 200 workersat Barbours Cut and some 10,000 indi-viduals in 325 offices in nearly 100 coun-tries spanning six continents. It is thecontainer shipping division of the A.P.Moller Group and is headquartered inMadison, New Jersey.

Former oil field renovation

initiative by Port of Long Beach

W EARING thick safety goggles,latex gloves and a white labo-ratory coat, a chemist peers

into a small glass jar containing aboutfour ounces of dirt.

For the next five days the soil sample,which was taken from tons of dirt at aconstruction site, will go through a myr-iad of scientific tests. It will be testedfor arsenic, lead, pesticides and herbi-

cides, and more than a dozen othertypes of metals and chemicals.

If the dirt is found free of contami-nants, then, and only then, will the Portof Long Beach consider purchasing thesoil for its $33 million soil remediationproject at Pier S on Terminal Island.

With an eye toward protecting theenvironment, preparing for future devel-opment and meeting state and federalrequirements, the port is cleaning up150 acres of land that was once consid-ered too contaminated for commercialuse.

“Soil remediation at Pier S is an excel-lent example of how unproductive landcan be put to productive use,” said theport’s Executive Director RichardSteinke.

Way back when

Pier S is at the center of theWilmington Oil Field where dozens ofwells pumped oil from deep below theground for more than 40 years.

When the port purchased the site in1994 from Union Pacific Resource Co. italso inherited about 200,000 cubic yards

of oil residue buried in dozens of holesthroughout the site. Years of oil pump-ing operations also caused the groundto subside 10 feet below the watertable.

Clean dirt

The port’s first step in developing thesite for commercial use involves diggingup the contaminated soil, bringing intons of clean dirt and raising the area toabout 14 feet above sea level. The cont-aminated soil will be mixed with drycement and sandwiched between cleandirt.

The soil remediation project isexpected to be completed by April2001. The site will be developed into ashipping terminal by 2003. A similar soilremediation process was used aboutfive years ago on the 170 acres of land,located north of Pier S, that is nowoccupied by the Hanjin Terminal.

About 700 trucks deliver an averageof 15,000 tons of clean soil to the siteeach day. By mid-March more than onemillion tons of soil had been deliveredto the site. About 3 million tons areneeded.

The port will not accept just any olddirt. The project’s contractor, SanDiego-based Godot Enterprises Inc.,may only purchase dirt that adheres tothe port’s strict environmental andphysical standards.

Soil testing

Prior to purchasing dirt, Godot takessamples of soil to AssociatedLaboratories in Orange. Chemists atAssociated Laboratories, which hasbeen in business since 1922, put thesoil through a variety of tests that candetect contaminants. The contractor isalso required to inspect the dirt todetermine that the grain size is accept-able. The dirt cannot be too fine or havetoo much clay.

Trucks deliver soil to Pier S for the port’s soil remediation project. About 700 trucks deliver an aver-age of 15,000 tons of clean soil to the site each day.

Clean Fill (628,111 Tons)

Stabilized & Recompacted Sump Soil

Clean Cover Fill (129,954 Tons)2 FT. Base Rock

Not to Scale

Soil Remediation PlanSurface Pavement (58,017 Tons)

Steps to remediate soil

• The port’s first step in developing thesite for commercials involves digging upthe contaminated soil. This dirt is stabi-lized and recompacted with the additionof dry cement.• The remediate soil is then sandwichedbetween two layers of nearly 800 tons ofclean dirt.• The third and final step involves toppingoff the remediated area with 58,000 tonsof rocks, gravel and asphalt and thenpaving the surface.



If the dirt fails either or both of theinspections, Godot will not purchasethe soil.

“They’ve had to turn down dirtbecause they’ve found contaminants init,” said Ari Steinberg, senior programmanager, “We want good quality dirt.”

Ms. Lillian C. Borrone

Assistant Executive Director

The Port Authority of New York &New Jersey

L ILLIAN C.Borrone is theA s s i s t a n t

Executive Director ofThe Port Authority ofNew York & NewJersey. She has justbeen promoted to theabove title on Sept.11, 2000. She, reporting directory to Mr.Robert Bolye, will work with senior staffon each of issues as well as industrialexecutives, to assure the developmentof appropriate strategies and that plansand resources are available to accom-plish the PAís ambitious future agenda.One of the first area, her new post is tofocus on is the development of a strate-gic plan for the PA’s international activ-ities that will assure appropriate sup-port of key initiatives across the agency.Until this installation, she was theDirector of Port & Commerce Dept.,overseeing the management of themajor marine terminal facilities withinthe Port of New York and New Jerseyand was also responsible for the PortAuthority’s industrial parks and otherregional development assets. Thesefacilities include:

• The Port Newark/Elizabeth PortAuthority Marine Terminal complexin Newark and Elizabeth, New Jersey;

• The Red Hook Container Terminal inBrooklyn, New York;

• The Howland Hook Marine Terminalin Staten Island, New York;

• The Auto Marine Terminal in JerseyCity and Bayonne, New Jersey, and;

• Industrial Parks in Elizabeth, NewJersey, Bathgate (Bronx), andYonkers, New York and theTeleport, a telecommunication officepark in Staten Island, New York;

• The Newark Legal Center inNewark, New Jersey;

• The Essex County ResourceRecovery Facility in Newark, New

Jersey, and;• Waterfront development projects in

Hoboken, New Jersey, and Queens,New York.

In addition, Ms. Borrone overseeswork to strengthen the role of NewYork-New Jersey region as a center forinternational trade and business.

Key programs and projects under Ms.Borrone’s direction include new capitaldevelopment and construction at themarine terminal facilities, implementa-tion of key policies in such diverse areasas dredged material disposal within theport, new business development andlong range strategic planning. She isalso responsible for the managementand financial performance of these valu-able agency assets.

Prior to becoming Port Director in1988, Ms. Borrone held various posi-tions of responsibility within the PortAuthority, including Director ofManagement and Budget; AssistantDirector of the Aviation Department; aswell as positions in the RailTransportation and TerminalDepartments. She also served with theUS Department of Transportation asDeputy Administrator, and as AssociateAdministrator of the Urban MassTransportation Administration.

Ms. Borrone is a Board Member of theInternational Association of Ports andHarbors, the North Atlantic PortsAssociation, the Regional BusinessPartnership in Newark, New Jersey,and immediate past Chairman of theAmerican Association of PortAuthorities. She is also Chairman of theU.S. Department of TransportationAdvisory Committee to the Bureau ofTransportation Statistics, pastChairman of the TransportationResearch. She is a member of theMarine Boardís Executive Committee.

In 1996, Ms. Borrone was honoredwith membership in the NationalAcademy of Engineering for her work inmultimodal transportation planning andoperations. In May, 2000, she was hon-ored by the Executive Women of NewJersey as one of the state’s leadingbusinesswomen.

Ms. Borrone holds a Master ofScience degree in CivilEngineering/Transportation Manage-ment from Manhattan College and aBachelor’s Degree in Political Sciencefrom American University (As ofSeptember 11, 2000).

Mr. Richard M. Larrabee, RearAdmiral USCG (Retired) Director,Port Commerce Department

The Port Authority of New York &New Jersey

R ICHARD M.Larrabee isthe Director

of the Port CommerceDepartment of ThePort Authority of NewYork & New Jersey.He has just been pro-moted to the above title on September11, 2000 and is responsible for oversee-ing the planning and implementation ofthe Port Authority’s marine terminalsand business development programs.These facilities include:

• The Port Newark/Elizabeth PortAuthority Marine Terminal complexin Newark and Elizabeth, New Jersey;

• The Red Hook Container Terminal inBrooklyn, New York;

• The Howland Hook Marine Terminalin Staten Island, New York;

• The Auto Marine Terminal in JerseyCity and Bayonne, New Jersey, and;

• Waterfront development projects inHoboken, New Jersey, and Queens,New York.

In addition, Rear Admiral Larrabeeprovides guidance and recommenda-tions and major policy issues relating tofacilities management, dredging, busi-ness development, and regulatoryaffairs.

Prior to becoming the DeputyDirector, Rear Admiral Larrabbee com-pleted a successful thirty-two yearCoast Guard career, serving in a varietyof operational and staff assignments.As Commander First Coast GuardDistrict in Boston, MA, he oversaw allCoast Guard operations in theNortheast United States. During 1999,he directed the rescue and recovery ofthe JFK Jr. Aircraft and the Egypt Air990 tragedies and acted as the primarypublic spokesperson during both opera-tions.

Rear Admiral Larrabee has hadextensive experience in marine safetyand environmental protection. Hisoperational assignments have includedcommand at sea and shore assign-ments. Rear Admiral Larrabee’s person-al awards include two DistinguishedService Medals and three Legion ofMerit awards.

Rear Admiral Larrabee holds aMaster of Science degree in Ocean



Marsh Restoration

Underway

T HE long-anticipated $5 millionenvironmental restoration of the140-acre Deepwater Slough at

the Port of Redwood City is underway.The end result will create a large, viabletidal marsh habitat to include a mosaicof tidal channels, low, mid, and uppermarsh and upland vegetation communi-ties.

“This unparalleled environmentalrestoration of former Port lands was oneof the major goals of the PortCommission when we entered into anagreement with the developers of PacificShores Center for a land-swap thatenable their project to proceed and forthe Port to obtain a 10-acre waterfrontmaritime expansion area,” saidCommission Vice Chairman Larry Aikins.

The Pacific Shores Center project, a106-acre mixed use office and recreationpark east of the Port on private lands, isunder construction and the first build-ings will be completed by spring 2001.Four high-tech companiesExcite@Home, Phone.com Inc.,Informatica Corp. and BroadVision Inc.have committed to lease 85% of the officespace in this unique waterside environ-ment: which includes more than 38 acresof park areas within the project includingnew soccer, baseball, softball, basketballand volleyball areas, as well as a 10-acrewaterfront park.

Project Director Peter Brandon saidthat the restoration of Deepwater Sloughwill be preceded by the relocation of130,000 cubic yards of dirt transportedby barge from the Island to PacificShores Center for fill.

Deepwater Slough Island was used bythe Army Corps of Engineers starting inthe 1930s and lasting through the mid1960s for the then permissible disposalof dredged material from widening anddeepening of the Redwood CreekChannel.

Environmental improvements to theIsland include restoration of about 20acres of tidal marsh, enhancement of theremaining uplands restoration of bettertidal circulation to interior areas of theIsland, and maintenance of a shallow,open, water marsh pond in the existingmarsh on the site.

Engineering from the University ofRhode Island and a Bachelor of Sciencedegree from the United States CoastGuard Academy.

Commission Awards Next

Phase of LBT Clean-Up

T HE Redwood City Port Commissionhas awarded a $2.1 million con-tract to a national environmental

engineering firm for the next majorphase of the environmental cleanup ofthe Liquid Bulk Terminal (LBT).

Safety-Kleen, which has a local officein Alameda, bid $700,000 lower thanthree other bidders, including McLarenHart, the firm that did the initial phases,reported Port Executive Director MichaelJ. Giari.

Teaming with Sierra Process Systemsof Bakersfield, Safety-Kleen over thenext six months will remove, treat anddispose of the remaining 5.1 million gal-lons of wastes in eight abovegroundtanks. McLaren Hart previously treatedslightly less than the volume in onelarge tank.

The Port under the auspices of theCalifornia Environmental ProtectionAgency’s Department of ToxicSubstances Control (DTSC), is undertak-ing the clean-up of approximately 10million gallons of hazardous waste-water, oil and sludge from nine above-ground storage tanks at (LBT) at 475Seaport Blvd., left by a business thatvacated the site and left the tanks full.

Looking Back,

Looking Ahead

T HE Port of Seattle is a publicenterprise that operates in amarket-driven international envi-

ronment. Owned by the citizens of KingCounty, the Port provides services to itscustomers in the maritime and aviationindustries. These services return bene-fits to the people and businesses of thecounty and the region. They includeexpedient, reliable and low-cost con-nections by land and sea with the restof the world. They also include thesocial and economic benefits of job cre-ation, environmental cleanup and long-term economic security stemming fromcareful management of the community’sinvestment in the Port.

In 1999, the Port continued to coverthe costs of its operations using rev-enues from aviation and marine indus-try customers. The Port earned positivenet revenues, after depreciation andadministrative allocations. Net cashprovided by port operations rose to$112.6 million, up 15.6 percent from1998.

Besides funding major capital pro-jects through its operating income, thePort also invested in non-aviation capi-tal assets through a tax levy on proper-ty in King County. The levy is used forpublic access and road construction,environmental improvements and job-producing marine terminal develop-ment. The levy is not used for aviationinvestments or for any Port operatingexpenses.

In 1999, the Port Commission decidedto lower the levy rate for the Year 2000,for the eighth year in a row, adding upto a saving in the tax rate of 58.8 per-cent since 1992. In 1999 alone,Commissioners trimmed the tax rate by10.7 percent.

The levy for a $200,000 house in 2000is $43, compared to $48 in 1999.

Looking forward, the Port’s net oper-ating income is expected to grow signif-icantly in 2000. The 2000 capital budgetis projected to reach $380 million, a 14-percent increase over that in 1999. Thisis part of a five-year, $2.2 billion capitalimprovement plan for Sea-Tac Airportand seaport projects. The 2000 budgetreflects two main priorities: upgradingthe airport to better serve passengersand accommodate growth in air traffic,and improving the region’s seaport-related transportation network to speedthe movement of cargo and ease con-gestion.

Stockton Port District aquiringU.S. Navy-owned 1,155 acresof land

T HE Stockton Port District willsoon take possession of 1,155acres formerly owned by the

U.S. Navy.The transfer of Rough and Ready

Island under the Department ofDefense’s BRAC program will give theport “an additional five million squarefeet of warehouse space, 40 miles ofrailroad track, a mile of new docks andapproximately 500 acres of undevelopedproperty, which will ultimately ensurehundreds of new jobs in our communi-ty,” according to Port Director RichardAschieris.

The terms of the Public BenefitConveyance, which was facilitated bythe U.S. Maritime Administration, statethat the transfer will serve the commu-nity by creating opportunities for mar-itime and transportation companies andexpansion of employment.

(AAPA ADVISORY)



jobs, and pro-vides an additional 50,000 positions out-side of its docks and other facilities(sideline businesses).

The port industry or the port as industry

“The value of these figures for theeconomy and employment generatedby the port,” say Giuliano Gallanti, portauthority president, commenting on thestudy’s results, “shows that the port ofGenoa is a large industry in iteslf.”

Much to his pleasure, these figuresnegate the oftenexpressed suppositionthat the port occupies agreat deal of spacewithout creating anadequate number ofjobs.

The port as motorfor the regionaleconomy

The study by Censisestablishes, for the firsttime, watertight verifi-cation of the port’seffects on Genoa’seconomy and the regionof Liguria.

A total of 11.1% ofGenoa’s gross domesticproduct (GDP) is gener-

The Port of Genoa and

added value

A study conducted by Italian insti-tute Centro Studi InvestimentiSociali (Censis) and commis-

sioned by the Port Authority of Genoademonstrates the port’s economicimpact. The figures show that the port isan important industry sector in theLigurian region.

The activities of the Port of Genoagenerate an annual economic turnoverof ITL 9 billion (EUR 4.6 million). Of thisamount, around ITL 3 billion (EUR 1.5million) is directly earned by the port asadded value, while about ITL 6 billion(EUR 3.1 million) is contributed by tradeand industry directly or indirectlydependent on the port.

As concerns job potential, the port ofGenoa directly creates around 11,000

Activities

Seafreight

Industry

Real estate

Total Added Value

Sideline businesses/dependent industry

Port total

billion ITL

2.30

0.44

0.26

3.00

6.00

9.00

Port of Genoa: gross value added

ated by the port, while the region pro-duces about 5%. Overall, the port ofGenoa contributes 0.2% of nationalGDP. Particularly in regard to the toughcompetitive situation of the threeLigurian ports of Genoa, La Spezia andLeghorn thess figures from the survey -and those that follow - underlineGenoa’s market leadership among theLigurian ports and those of Italy in gen-eral.

Genoa: Liguria’s tip job provider

55.4% of all port employees work atthe port of Genoa, where 74.6% of allport activity in the Ligurian region isconcentrated. In a national comparison,Genoa represents 27% of total port pro-ductivity (cost-based), and offers 19% ofall jobs in the port area.

When demand for goods or servicesincreases by ITL 1, this triggers anadded value of ITL 1.8. At the sametime, ITL 0.9 is directly and ITL 1.9 indi-rectly attributable to port business.According to the Censis study, 4.5 addi-tional jobs are generated in the Genoaarea for every new job created by theport.

Development to 2012

Even in coming years, the port will bean important economic factor in andaround Genoa. Censis’ analysis ven-tures a prognosis for the decade 2002 to2012. The institute concludes that theport will create an additional 9800 jobs(directly or indirectly dependent on portactivities) within this period. Moreover,infrastructure expansion will bring withit an additional 1500 to 1800 annualjobs.

Of course, the port’s economicturnover will also increase. The autthorsof the Censis study calculate anincrease of ITL 5.8 billion by the year2012.

(International Transport Journal31/2000)

The Port of Genoa is one of the city’s major employers. Itscontribution to the regional gross domestic product is considerable.(Photo: Port of Genoa)

JobsSeafreightIndustry

Real estateTotalSuppliers

Total

Share in GDP Genoa

Share in GDP regionalShare in GDI national

350047002800

1100050000

61000

11.1%5%

0.2%



Containers, TEU Empty containers, TEU Total, TEU Trucks and trailers, number

Imports Exports Total Imports Exports Total Imports Exports Total Imports Exports Total

Hamina 31 046 41 755 72 801 14 317 5 840 20 157 45 363 47 595 92 958 1 470 967 2 437 FredrikshamnKotka 49 370 50 911 100 281 25 651 8 096 33 747 75 021 59 007 134 028 0 0 0 KotkaLoviis 0 0 0 0 0 0 0 0 0 0 0 0 LovisaSköldvik 0 0 0 0 0 0 SköldvikHelsinki 139 520 127 477 266 997 30 435 24 068 54 503 169 955 151 545 321 500 152 613 151 295 303 908 HelsingforsInkoo 0 0 0 0 0 0 0 0 0 0 0 0 IngaHanko 4 043 9 309 13 352 5 163 1 882 7 045 9 209 11 191 20 379 25 633 25 504 51 137 HangoTurku 9 762 3 978 13 740 1 001 1 539 2 540 10 763 5 517 16 280 56 454 55 628 112 082 AboNaantali 0 0 0 0 0 0 0 0 0 43 480 41 003 84 483 NadendalUusikaupunki 0 0 0 0 0 0 0 0 0 0 0 0 NystadRauma 9 475 47 180 56 655 32 562 2 937 35 499 42 037 50 117 92 154 475 2 164 2 639 RaumoPori 5 740 35 332 41 072 16 945 735 17 680 22 685 36 067 58 752 0 0 0 BjörneborgKristiinankaupunki 0 0 0 0 0 0 0 0 0 0 0 KristinestadKakinen 0 0 0 0 0 0 0 0 0 0 0 0 KasköVaasa 0 0 0 0 0 0 0 0 0 0 0 0 VasaPietarsaari 31 104 135 27 0 27 58 104 162 106 91 197 JakobstadKokkola 2 009 274 2 283 182 1 360 1 542 2 191 1 634 3 825 0 0 0 KarlebyRaahe 598 170 768 222 496 718 820 666 1 486 0 0 0 BrahestadOulu 0 0 0 0 0 0 x) x) x) 0 0 0 UleaborgKemi 2 838 10 803 13 641 8 479 0 8 479 11 371 10 803 22 120 0 0 0 KemiTotnio 1 100 1 120 2 220 1 148 130 1 278 2 248 1 250 3 498 0 0 0 TorneaJoensuu 0 0 0 0 0 0 0 0 0 0 0 0 JoensuuKuopio 0 0 0 0 0 0 0 0 0 0 0 0 Kuopio Lappeenranta 4 780 0 4 780 1 567 0 1 567 6 347 0 6 347 0 0 0 VillmanstrandSavonlinna 0 0 0 0 0 0 0 0 0 0 0 0 NyslottVarkaus 0 0 0 0 0 0 0 0 0 0 0 0 VarkausKalajoki 0 0 0 0 0 0 0 0 0 0 0 0 KalajokiMerikarvia 0 0 0 0 0 0 0 0 0 0 0 0 Sastomola

Total 260 312 328 413 588 725 137 699 47 083 184 782 398 011 375 496 773 507 1 149 003 1 922 510 3 071 513 Total

x) 6 610 x) 8 165 x) 14 775

Finnish Port Association – Container traffic in 1999

Paper Terminals on stream at

Göteborg and Zeebrugge

T wo of what will eventually bethree vessels are now operatingwithin the Stora Enso Base Port

system between the Swedish Port ofGöteborg and the Belgian Port ofZeebrugge. The traffic, with paper as itsbase cargo, is also a regular ro/ro ser-vice for trailers and containers underthe Cobelfret banner.

An eighty-tonne consignment used tobe a heavy lift in ports, and it still is.But eighty tonnes is the standardweight of the ro/ro loads of paper pulledand pushed onto the ‘paper ships’ at

Göteborg’s Paper Terminal.

Unique cassette

The cargo unit is a unique weather-protected cassette that can be handledintermodally (by rail and sea). The unit,called secu – Stora Enso Cargo Unit –might look like a forty-foot ISO containerbut it is not. With more than twice thevolume, it cannot be stacked and itstands on legs.

The concept is built around an opti-mal, intermodal cargo unit forwardedthrough the most environmentally-friendly means of transport this side ofcart-pushing and sailing. Trains take

the paper boxes from the mills to thePort of Göteborg, where they are trans-ferred to the ship for the sea-leg toZeebrugge. The units are then strippedand the contents distributed throughoutContinental Europe or overseas.

Concrete solution

The Paper Terminal at Göteborg is anarea with a concrete surface (becauseof the weights involved, asphalt is toosoft), a couple of 90-tonne straddle car-riers for rail-to-terminal shifting, sevenextra-wide, extra-strong terminal trac-tors with 90-tonne translifters, and aunique, twin-level, split access ramp



system.

Cobelfret identity

The Dutch Wagenborg ships on char-ter to Stora Enso for the Göteborg-Zeebrugge paper trail are operatingunder the Cobelfret name. The Belgiantransport company has been awardedthe contract to fill the surplus capacityon the ships with conventional ro/rocargo. When complete, the fleet will

make six round-trips a week betweenGöteborg and Zeebrugge.

Named the Spaarneborg, theSchieborg and the Slingeborg (to bedelivered in late 2000), the threeWagenborg ships each have a deadweight of 13,000 tonnes and an overalllength of 183 metres. As the vesselshave front-mounted engines they alsohave extremely long propeller shafts(125 metres).

governments’ programmes. The portsare considered to still be in the generalcargo phase of their development andhave scarcely begun to move into theera of container and modern bulk trans-port. They have to improve their infra-structure and accessibility and therewas much discussion of the details ofexpansion and reconstruction. For thisreason it was very useful that the dele-gation also included representatives forAmsterdam Ports Consultants.

Success demands

Strategy

A CROSS the world, the growthsector is containers. So, logi-cally, new investments in ter-

minals and ships are the rule ratherthan the exception. Sometimes it evenseems that ports are just one big stack-up of containers, though nothing is far-ther from the truth. And yet as theRotterdam Municipal Port Management(RMPM), we have recently attracted abit of attention because of our involve-ment in the renewal of the containersector in the Port of Rotterdam. As theRMPM (35 per cent), we are, togetherwith Hutchison Port Holdings (35 percent) and ABN AMRO Participates (20per cent) the new stockholders in ECT,Rotterdam’s largest container stevedor-ing company.

No doubt, this step will have raisedan eyebrow or two. Why is a govern-mental body buying into a private busi-ness? The answer is simple: strategy.The container sector is a booming busi-ness, but nevertheless requires invest-ments which cannot be raised by a sin-gle party alone. This is partly why theRMPM and ECT have already beenworking together to develop new con-tainer terminals. When a containerstevedoring company is up for sale, youcan do two things: either stay on theside-lines or get in there and makethings happen. With an eye to thefuture of the port, the RMPM has optedfor the second choice. Seventy-five percent of container throughput inRotterdam is in the hands of ECT, set-ting the tone for the port’s performancein containers.

To further improve this performanceon the short and long term, Rotterdamand ECT were fortunate in finding astrong new partner in Hutchinson. Thisconcern has proven itself the world overthat it knows just how a container ter-minal can operate in a customer-orient-ed and profitable way.

The Paper Terminal at Göteborg’s Alvsborg Harbour is designed around the ‘secu’, the unique cargounit used for the Sweden-to-Continental Europe paper flow of paper producer Stora Enso. The 80-tonne loads are handled by custom-built straddle carriers and extra strong tractors on a concreteyard and using a triple-ramp system.

Port mission to West Africa a success

Amsterdam No. 1 in line

services to West Africa

I N the middle of April a trade mis-sion from the Amsterdam port visit-ed Ghana and the Ivory Coast. The

visits to the four ports Tema, Takoradi,Abidjan and San Pedro have strength-ened the links between shippers,importers and other port businesses inboth countries. Amsterdam has particu-larly strong bonds with the Ivorian capi-tal Abidjan since both are the biggestcocoa ports in the world - Abidjan forexports and Amsterdam for imports.

In the Ivory Coast the delegation waswarmly welcomed by high level repre-sentatives of the local government andport business communities, andemboldened by this reception the man-agements of the ports of Abidjan andSan Pedro signed an agreement withthe Amsterdam Port Authority to inten-sify the relations between the ports.

Various port projects in construction,management and operation of termi-nals, training, environmental protection,development and diversification ofcargo flows will be studied.

The latter will focus on the export ofcocoa, timber, chilled and frozen prod-ucts from the Ivory Coast. Proposals forfinancing, preparatory work and projectleadership will come at a later stage.San Pedro is the second port of theIvory Coast and is growing in impor-tance because of its location close to alarge number of cocoa plantations.

Before making their promotional visitto the Ivory Coast the delegation hadalso visited the ports of Tema (nearAccra) and Takoradi in neighbouringGhana, also an important cocoa produc-er.

A number of Amsterdam storagecompanies have premises in Takoradiand one of them is investing in newcocoa warehouses there.

A general tendency in both countriesis privatization which is part of their



To achieve this at ECT, the fat needsto be cut. By ensuring that the companybecomes fit and lean, we will conse-quently ensure that it can easily take onthe competition with any terminal inWestern Europe. What’s more, thiscompetition will be expressed thatmuch more clearly in the port ofRotterdam itself. This summer, the newMaersk Delta Terminal will open itsdoors. True, ECT has a one-third share,but Maersk is running the show there.The Maersk Delta Terminal will beresponsible for its own performance.The trend among shippers is to takecharge of their entire logistic chain. Thiswas also the motivation for P&ONedlloyd and ECT to cooperate on ajoint terminal concept for theDutch/English shipping company.

A form of competition is developingin the port. The various parties will takeexamples from each other more often inorder to achieve the best terminal per-formance. The Port of Rotterdam ishome to several other significant con-tainer stevedores, companies such asHanno, Uniport and Rotterdam ShortseaTerminals. Several years back, Hannoand Uniport moved to new locations inthe Waalhaven. These terminals havefull potential for expanding businesses.Research into the further expansion oftidal ports for these terminals which arelocated more inland is focused on main-taining accessibility for the ever-grow-ing container ship. Rotterdam ShortseaTerminals has turned its strategy to aspecific segment and is proving quitesuccessful.

All the ingredients for a strong futurefor container throughput in the port ofRotterdam appear to be present.There’s faith in the port, and that is evi-dent from the disposition of other gov-ernments. Investments totaling billionsin extra rails, improvements in inlandwater-ways and an expanded road net-work are the tangible evidence. To besuccessful, though, a container portmust continue to innovate. This is justone of the reasons that the participationof the RMPM in ECT was the only rightdecision. By investing now, the Port ofRotterdam can ben-efit later. TheRMPM can in thatcase appear to be atemporary stock-h o l d e r .‘Discontinued Dueto Success’!

Willem K. ScholtenChairman of the management board,

Rotterdam Municipal Port Management

Rotterdam’s 1st half 2000

throughput up 4.3 percent

T he Port of Rotterdam reportscargo throughput for the first sixmonths of 2000 increased 4.3%

from last year to 157.8 million metrictons.

Mayor’s pledge to make sure

river services can succeed

L ONDON Mayor, Ken Livingstone,gave a pledge at the opening ofthe new Tower Millennium Pier to

guarantee that this time river serviceson the Thames will succeed.

“I would like to congratulate all thepeople who brought this project togeth-er and I give an absolute guarantee thatthis time it will survive and grow,” hesaid.

Everyone connected with the build-ing and installation of the £4 millionpier was at the grand opening to seeMr. Livingstone cut the tape anddeclare it open.

Anthony Mayer, transitional chiefexecutive of Transport for London,remarked: “The PLA, MillenniumCommission, and ourselves all helped tofund this pier and we will continue todo so for further piers.

“This is a demonstration that in thisgreat city of ours we have got to stoptalking about improving LondonTransport and do something about pro-viding it.”

He went on that here was demonstra-ble proof of a serious commitment fromall four parties involved and a numberof other colleagues: “To getting thisgreat River of ours back, not just as atourist facility, but a facility to help theLondon travelling public to movearound.”

Tracing the development of the pro-ject Steve Cuthbert, PLA chief execu-tive, explained: “Some time ago webegan working with colleagues in theCorssriver Partnership in developingthe Thames 2000 initiative, which wasto put a number of piers along the Riverthrough the public sector in one way oranother.

“Then encourage boat owners toinvest in new plant.

“In all we have all invested £30 mil-lion in new piers and new boats – all ofthis to promote services.”

“With the help of the Pool of LondonPartnership we obtained funding for theconstruction of this pier from theMillennium Commission and from theGovernment through the SingleRegeneration Project.

Pier for boat trade and Tower

“This is a fine pier to serve both thetourist trade at this World Heritage siteby the Tower itself and the cruise mar-ket.”

Lottery money had helped to buildthe pier said Mike O’Connor, chief exec-

January-June

2000 1999 Change

Agribulk 5,134 6,669 –23.0%

Ore/Scrap 22,374 17,313 29.2%

Coal 10,925 11,414 –4.3%

Others 5,934 5,179 14.6%

Sub-Total 44,367 40,575 8.3%

Crude Oil 45,756 48,735 –6.1%

Petroleum Products 10,016 9,391 6.7%

Others 14,664 11,346 29.2%

Sub-Total 70,436 69,472 1.4%

TOTAL BULK 114,803 110,046 4.3%

Ro/Ro 5,000 4,871 2.6%

Containerized 33,400 32,238 3.6%

Others 4,555 4,138 10.1%

TOTAL GENERAL 42,955 41,247 4.1%

GRAND TOTAL 157,758 151,293 4.3%

Dry Bulk

Liquid Bulk

General Cargo

Source: Port of Rotterdam /www.port.rotterdam.nl

Port of Rotterdam Cargo TrafficMetric Tons, 000s

(AAPA ADVISORY)

Portnet: Supply of Port Consultancy

and Management Services

I N pursuance of the “AfricanRenaissance Initiative” of the gov-ernment of South Africa, Portnet

(South Africa’s Port Authority) has cre-ated a Port Management Services andConsultancy division (PORTCON) toprovide expertise to Port Authorities,operators and others on the Africancontinent.

PORTCON, having its roots in Africa,understands the many unique circum-stances existing within the African mar-itime industry and can provide mean-ingful and workable solutions to theport and maritime industry throughoutAfrica.

PORTCON, with expertise and experi-ence gained by their respective special-ists through Portnet’s processes oftransformation, restructuring and devel-opment in addition to all aspects of portworking for many years, is able to assistother ports in similar circumstances toupgrade, develop and become a pre-ferred supplier of port services.


utive of the Millennium Commission: “Itis very good value for the money and ishelping to revitalise the Thames. Peoplecan look forward to using this pier formany years to come.”

Ken Livingstone promised that whathe will be trying to achieve is getting aproper river travel service forLondoners.

“We tried that at the GLC, but we did

W O R L D P O R T N E W Snot have available thewonderful new piersthat make it so muchmore attractive andwith easy access,” hesaid.

“This is a great startand I am determinedthat we are going tofind some way inwhich Londoners usetheir travel cards onthe Thames and thatwe will see this serviceon the tube mapswhere it should be –drawing the attentionof Londoners to it.”

He also pointed outhe was thinking aboutextending the servicedown the Thames asthe development of theThames Gateway goesahead.

“I expect to seeanother quarter of a

million people coming to the docklandsarea for new jobs and new housing overthe next generation,” he said. “Weshould extend the service to the sub-urbs down the River so that it becomesa great commuter artery.

“Then we can say we have stoppedthe neglect of what is a wonderful assetfor the City. After the people, the Rivermust be our most wonderful asset.”

PLA chairman Sir Brian Shaw greets London’s Mayor, Ken Livingstoneprior to the opening of Tower Millennium Pier.

First automated sludge

barge

PLA has now in service the firstautomatic sludge barge inthe UK.

Designed by the MarineDepartment it was fitted out atCory’s Barge Works at Charlton.

To conform to national andinternational regulations, ves-sels over a stated tonnage haveto operate a system for the dis-posal of blackwater waste(sewage).

PLA craft are all just outsidethese regulations, but to complywith the spirit of the regulationsand as an initiative to improvethe quality of river water, thenew barge unit has been built.

Most of the small craft on theThames, including those ownedby PLA, do not have any

sewage disposal system, other thanflushing it into the River.

Now, all PLA craft can come along-side the new barge and have their

sewage pumped out.The design and specifications for the

unit was worked out mainly by PLAmarine engineer superintendent, MikeCampbell at Denton.

Towed upriver

When the plans were finally complet-ed, the Sadi, one of the PLA’s dumbbarges was towed upriver to Charltonand put on the blocks at Cory’s.

The barge was completely guttedand new bulkheads installed. A bigsewage tank capable of holding 50,000litres of raw sewage was positioned inthe hold.

The roof section and decking wereadded and made completely water-proof.

With methane being produced by thewaste, the most up-to-date extractorfans were installed in strategic places,including a flame proof bilge extractorfan to remove methane gas in case ofwaste spillage into the bilge.

On deck is the control panel to startand stop pumping action. Also, there isa shower compartment for the operatorto wash off any spillage that may havefound its way onto clothing.

The Sadi is now permanently mooredoff Denton and is brought ashore to bepumped out. This can be into the publicsewage system or taken away for dis-posal by tanker lorries.

The Sadi is the first purpose-builtfully automatic sewage barge to comeon the Thames and is claimed to be thefirst anywhere in the country.

PLA has always been the first in theworld to install new navigational sys-tems and now it is leading the way inthe vital, but until now, largely ignoredarea of sewage disposal.

The first automated sludge barge comes off the blocks at Cory’s Charlton barge works.



Plans to Redevelop the Western

End of Victoria Quay Released

T HE Fremantle WaterfrontMasterplan to redevelop thewestern end of Victoria Quay

was released by Premier Richard Courtin May.

The Masterplan provides a compre-hensive framework to revitalise fiveprecinct areas at the west end ofVictoria Quay. These include the mar-itime Museum development, slipways,commercial ferry and slip streets.

Mr.Court said the framework focusedon bringing the characteristics of tradi-tional Fremantle to the waterfront.

Prepared by architects Cox, Howlett& Bailey Woodland, the Masterplanidentifies key features including:

• the new $35 million Maritime Museum atForrest Landing;

• plans to develop a new ferry terminal inthe Inner Harbour, with enhancedberthing and passenger facilities, to beconstructed alongside the existing wharffacilities between B and C sheds;

• a new entry point to the waterfront,immediately west of the Fremantle RailwayStation, providing improved pedestrian andvehicle access;

• strong links between the waterfront, thewest end of Fremantle, the Fishing BoatHarbour, the Esplanade and theRoundhouse: and

• development of further marine-relatededucation opportunities

• new commercial development opportuni-ties.

The majority of the development isplanned for completion within fiveyears.

The new Maritime Museum, whichwill showcase Western Australia’s mar-itime heritage and culture, will be thefirst project to begin construction. Workon the site will start shortly, with com-pletion expected towards the end of2001.

Fremantle Port Authority Chief

Executive Officer, Kerry Sanderson, saidthe waterfront plan strongly empha-sised the importance of ensuring thatall developments were consistent witha dynamic and growing working port.

“The constant shipping activity in theharbour will provide added interest tovisitors to the new Maritime Museumand other proposed developmentsincluded in this imaginative plan.

“The Fremantle Port Authority hashad input from the earliest stage, par-ticularly in relation to the operationalneeds of the Port, and looks forward toa continuing involvement as the newMaritime Museum and other aspects ofthe Masterplan are developed.”

Copies of the Masterplan are avail-able for viewing at the GovernmentProjects Office, Fremantle City Council,Fremantle Port, public libraries inFremantle and East Fremantle,Cockburn and Melville, and from theAlexander Public Library.

Digital copies of the FremantleWaterfront Masterplan can be down-loaded from the Fremantle Port websiteat http://www/fremantleport.com.auand the plan is available on compactdisc from the Government ProjectsOffice, Level 8,197 St George’s Terrace,Perth.

Corporation joins

Frontline attack

T HE Port of Brisbane Corporationhas joined a growing list oftransport-related organisations

that are supporting the AustralianCustoms Service Frontline initiative tointensify the forces working againstillicit drug trafficking and trade intoAustralia.

Corporation Chief Executive Officer,Graham Mulligan, said with the help ofcustoms experts, the Corporation haddrawn up a set of tactics designed toassist in improving the success rate indetecting illegal materials entering orleaving Australia via Brisbane.

“While we have always been vigilantin relation to the movement of shipsand cargo around the port, the arrange-ment we now enjoy with Customsmeans we will formalise a number ofkey aspects. Port staff will be kept up todate with the latest techniques used toidentify suspect cargo and parcels, aswell as how to recognise signs of anom-alies in paperwork,” he said.

Australian Customs Service RegionalDirector for Queensland, Trevor VanDam, said, “This project is part of ourefforts to constantly review our surveil-lance and control activities to makesure we are always one step ahead ofdrug traffickers and anyone else tryingto import or export illegal materials.

“Frontline is integral to our fightagainst illegal trafficking, and theinvolvement of groups such as the Portof Brisbane Corporation means we arein close contact with those at the coal-face of international import and exporttrade.”

CEO, Graham Mullligan, and AustralianCustoms Service Regional Director forQueensland, Trevor Van Dam, sign theFrontline agreement.

China’s Ports Set New

Record in First 6 Months

By Zhang ZhengSpecial Correspondent

in Beijing, STN

I N the first six months of this year,major ports on China’s mainlandhandled a total of 793 million tons of

goods, of which 270 million tons wereshipped into or out of the country,according to preliminary statisticsreleased by the Ministry ofCommunications.

Compared with the same period of1999, the volumes handled rose by 19.1percent and 35.1 percent, respectively,both the highest in a decade.

SeaportsThe volume of cargo handled by major

seaports in the period amounted to 609million tons, including 251 million tons offoreign trade goods, up 20.6 percent and35.2 percent, respectively, from the sameprevious period.

Total volume handled for the half-yearwas more than that for the whole of 1992



(605 million tons). Furthermore, the han-dling of foreign trade goods exceededthe corresponding amount for the wholeof 1993 (243 million tons).

China’s biggest port, Shanghai, han-dled an unprecedented 100.18 milliontons in the first half-year, up 11.9 percentfrom a year earlier. The port is on a paceto handle 200 million tons for the wholeyear. If successful, this is likely to place itamong the Top Five ports in the world.

The ports of Ningbo and Guangzhouimmediately followed Shanghai. Ningbohandled 58.58 million tons, up 25 per-cent, and Guangzhou handled 52.23 mil-lion tons, up 9.2 percent. The two portsare well expected to exceed the 100-mil-lion-ton mark at year-end.

Other ports on the Top Ten list were:Qinhuangdao, 46.55 million tons, up 19.9percent; Tianjin, 46.07 million tons, up32.2 percent; Dalian, 43.15 million tons,up 4.9 percent; Qingdao, 42.66 milliontons, up 19.5 percent; Shenzhen, 25.78million tons, up 23.8 percent; Zhoushan,17.49 million tons, up 70 percent; andLianyungang, 12.94 million tons, up 29.4percent.

Analysts say Qinhuangdao, Tianjin,Dalian and Qingdao all have the poten-tial to handle 100 million tons a yeareach. The chances for the first two portsto achieve the goal are big, because,generally speaking, a port handles morein the second half-year.

The performance of smaller ports isalso encouraging. Three ports, namelyLanshan in Shandong, Zhapu in Zhejiangand Zhangzhou in Fujian, recordedgrowth of over 100 percent. Moreover,volumes of cargo handled by Jinzhou inLiaoning, Fuzhou, Meizhouwan in Fuji-an, Qingzhou in Guangxi, and Haikou allgrew by more than 50 percent.

In terms of cargo types, statisticsshow that the handling of agro-products,minerals, construction materials, petrole-um and its products, grain and coalgrew rapidly, within the range of 20-50percent.

ContainersChina’s major container terminals han-

dled a total of about 10.4 million TEUs inthe six-month period, up 37.9 percent.The figure exceeded the 9.84 millionTEUs for the whole of 1997.

Container handling has sustained fastgrowth for over a decade. Analysts pre-dict that handling by major terminals onthe mainland could exceed the 20-mil-lion-TEU mark at year-end.

The Top Ten ports handled approxi-mately 8.6 million TEUs, up 36.6 percent.The number handled by three leadingports – Shanghai, Shenzhen and

Qingdao – accounted for about 61.6 per-cent of the total handled by the Top Tenports. The big three are located, respec-tively, in the country’s central, south andnorth coastal areas, signifying that Chi-na’s container terminal network is wellin shape.

Details of container handling by theTop Ten ports in the first six months are:Shanghai, 2.54 million TEUs, up 32.9 per-cent; Shenzhen, 1.75 million TEUs, up35.5 percent; Qingdao, 1.01 million TEUs,up 48.1 percent; Tianjin, 842,200 TEUs,up 42.7 percent; Guangzhou, 677,100TEUs, up 27 percent; Xiamen, 509,000TEUs, up 28.6 percent; Dalian, 456,500TEUs, up 44.2 percent; Ningbo, 396,100TEUs, up 58 percent; Zhongshan,226,600 TEUs, up 31.4 percent; andFuzhou, 191,100 TEUs, up 25.2 percent.

Other container terminals also report-ed improved performances. The numberof containers handled by ports ranking11th through 20th added up to 893,500TEUs, marking a 51.4 percent increaseover the same previous period.

River PortsMajor river ports handled a total of 184

million tons of cargo in the preceding sixmonths, up 13.4 percent. This includes20.74 million tons of foreign trade goods,which represented a year-on-yeargrowth of 32.3 percent.

The 10 ports that handled the greatestvolumes are all located along theYangtze River. The Port of Nanjing con-tinued to top the list with a cumulativehandling of 33.48 million tons, up 13.3percent from a year before. Nantong, thenumber two port, handled 13.45 milliontons, up 23.4 percent. Hangzhou climbedinto third position, thanks to its satisfac-tory performance in the past two mon-ths, when monthly handling exceededtwo million tons.

The above ports were followed, indescending order, by: Zhangjiagang,9.57 million tons, up 39.8 percent;Zhenjiang, 9.27 million tons, up 21.3 per-cent; Wuhan, 8.27 million tons, up 12.5percent; Huzhou, 4.74 million tons, up78.1 percent; Wuhu, 4.17 million tons, up42.6 percent; Changshu, 3.72 milliontons; and Anqing, 3.6 million tons, up10.3 percent.

The ports on the main course of theYangtze River achieved an averagegrowth of 17.8 percent in handling vol-ume, which is 4.4 percentage pointshigher than the national average. In con-trast with this robustness, ports alongthe Heilongjiang River at the Sino-Russian border handled only about 80percent as much as they handled in thesame period of 1999. This is blamed on

the severe drought that hit the regionearlier this year.

Insufficient rainfall has also deteriorat-ed the navigational conditions of thenorth/south Beijing-Hangzhou Canal.Ports on this waterway handled 4.6 per-cent less cargo than they did last year.

In the Pearl River area, ports suffereddeclines in handling volume for a differ-ent reason. They were victims of rapidlydeveloping road transportation there.

The volume of cargo handled by portsin this region fell by 9.2 percent in thefirst half of 2000.

(Shipping and Trade News)

Keelung should rank within

top 25 ports in 2000

Year 1999 Import Export Transship

total 1,665,960.50 845,992.25 744,830.50 75,137.75

TEU empty 238,136.00 200,026.50 37,496.50 613.00

loaded 1,427,824.50 645,965.75 707,334.00 74,524.75

total 1,166,238.00 586,915.00 524,001.00 55,332.00

BOX empty 160,308.00 133,506.00 26,361.00 441.00

loaded 1,005,940.00 453,409.00 497,640.00 54,891.00

unit/volume

Total Container Throughput in 1999(from Jan. 1st to Dec. 31th)

Jan. 1st to June. 30th Import Export Transship

total 957,704.25 490,674.25 421,399.25 45,630.75

TEU empty 159,246.75 138,123.50 20,335.50 787.75

loaded 798,457.50 352,550.75 401,063.75 44,843.00

total 657,798.00 334,260.00 290,081.00 33,457.00

BOX empty 104,811.00 90,194.00 13,921.00 696.00

loaded 552,987.00 244,066.00 276,160.00 32,761.00

unit/volume

Total Container Throughput in half 2000(from Jan. 1st to June. 30th)

Through our efforts and improving ser-vice quality, I hope that the containerthroughput handled in 2000 will bearound 1.9-2 million TEUs and thenKeelung Port will rank within top 25again.

Ming-Hui ShiehDirector

Keelung Harbor Bureau



Rapidly Increasing

Container Throughput

A S a result of the reform andmodernization drives and theeconomic development of

Shanghai and the provinces along thesea coast and the Yangtse River, con-tainer traffic in the Port of Shanghai hasbeen growing rapidly. The Port’s con-tainer throughput in 1996 was 1.97 mil-lion TEUs, making the Port the world’s17th largest container hub. And duringthe first half of 1997, the Port handled1,119,400 TEUs, representing a 31.31%growth over the same period last year. Itis expected that the Port will handle atotal of 2.4-2.5 million TEUs in 1997,which will enable thePort to reach an annualgrowth rate of over25% for the 8th consec-utive year and willbring the Port into oneof the 15 biggest con-tainer ports of theworld. Such continuedhigh growth has beena rarity even in theinternational experi-ences of port develop-ment.

In order to promotethe further develop-ment of containertransportation in thePort of Shanghai, theShanghai Port

Authority will work closely with govern-mental departments and companies con-cerned, quicken the pace of technicalupgrading and construction in theWaigaoqiao Terminal, quicken the paceof developing EDI and other IT infra-structural facilities, and provide a goodenvironment for the development ofinternational container transhipmentbusiness. According to traffic forecast,the Port’s container throughput by theyear 2000 will reach 3-3.5 million TEUs.

The Port of Shanghai is not only thelargest container port in the mainland ofChina, but has also taken on a prelimi-nary form on an international containerhub port. It has laid the foundation forShanghai to become an internationalshipping center in the early 21st century.

(effective Monday through Saturday).Furthermore, at the Hakozaki

Container Terminal, the integrated oper-ation of the terminal proper (about 5.6hectares) and the adjacent open-air stor-age yard (about two hectares) was start-ed in late July so as to heighten the stor-age capacity of these facilities and there-by cope with the growth of internationalcontainer cargoes.

In addition, Hakata Port will introducea prior announcement system for infor-mation concerning arriving/departingcontainer cargoes from September thisyear; the introduction of the service willmark the first use of the i-mode mobilephone in Japan for such an activity.

Trailers arriving at container yardshave to wait at their gates if prepara-tions for carriage out of/into the yardsare not completed.

This is apt to cause road congestionoutside the yards, lower container han-dling efficiency and worsen trailer dri-vers’ work efficiency.

Under the scheduled new system,data on preparations for carriage of con-tainer cargoes into/out of yards will betransmitted to transport operators in realtime in order to elevate work efficiencyinside the yards and contribute to maxi-mizing the effective use of drivers’ labor.

The Internet will be used to transmitdata to transport operators’ personalcomputers or drivers’ i-mode mobilephones. Drivers will thus be able tograsp conditions in the yards before-hand, which in turn will ensure smoothcarriage into/out of the yards.

Moreover, the Hakata Port and HarborBureau is working to introduce anincoming/outgoing container cargoadvance booking system by the end ofthis year. This system will enable theregistration of scheduled incoming/out-going cargoes up to the previous day sothat they can be brought in or out at off-dock facilities outside container termi-nals.

It will not only ease congestion insidethe yards and enhance the containerhandling capacity of the facilitiesinvolved, but also ensure the expeditiousand accurate carriage of cargoes into/outof the yards in conformity with shippers’needs.

Specifically, transport between off-dock facilities and container terminalswill be operated by means of dedicatedshuttle heads.

The idea is to enhance the effectivestorage capacity of the terminals and theturnover of chassis for inbound and out-bound carriage.

Moreover, carriage into/out of off-dockfacilities will be allowed around the

260

240

22

200

180

160

140

120

100

80

60

40

20

86 87 88 89 90 91 92 93 94 95 96 97

2022

31 3546

58

73

94

120

153

197

250

142

Unit: 10,000 TEU

Container Throughput Volumes for the Recent Years at the Port of Shanghai(Note: Scarlet-colored is forecast volume for 1997)

Maintaining Reputation as

Forward-Looking Port

Hakata First to Tap i-mode to Speed BoxHandling

THE Hakata Port and HarborBureau is pushing ahead withvarious measures to reinforce the

container-handling capacity of HakataPort in cooperation with terminal andtransport operators with a view toenhancing the international competitive-ness of the port.

Back in October 1997, Hakata Portimplemented cargo handling for vesselson a 365-day, 24-hour basis – and tookthis step ahead of other ports in Japan.

Hakata has also successively carriedout various other software improvementmeasures, including the opening of ter-minal gates during the noon recess sinceJuly 1998, and offering a 30 percent

reduction in port-entry fees for oceango-ing liners and the reduction of gantrycrane fees for transshipment cargoes(¥1,200 per container), both from April1999.

Regarding facilities, the port enlargeda container inspection site in March1999. Moreover, between 1998 and 1999,empty container storage yards totalingabout 6.5 hectares were secured toaccommodate about 7,500 TEUs of con-tainers, while chassis yards totalingabout 3.3 hectares in size were laid outto store about 500 chassis.

With effect from July 1 this year, theoperational hours of container terminalgates have been tentatively lengthenedby one hour during the summer season(July through September) in order toenhance the turnover of cargoes beingkept at terminals – that is, from 8:30a.m. to 4 p.m. to 8:30 a.m. to 5 p.m.

Yumeshima and Maishima. (fig.2) Thewhole bridge consists of the floating sec-tion over the passage, the transitionalbridge sections, and the approach sec-tions of Yumeshima and Maishima, asindicated in the fig. 2. The dimensions ofthe bridge are: an under clearance of 135meters wide and 24 meters high, andwhen it is swung by tugboats, horizontal



clock in order to maximize user conve-nience.

With Pusan, an international hub portsituated across the channel in SouthKorea, Hakata Port is literally confrontedwith international competition, whichhas generated an acute sense of crisis inboth the public and private sectors ofthis country.

In particular, because of the short dis-tance between Hakata and Pusan, adelay in the processing of transport busi-ness could seriously affect transit time.

Accordingly, Hakata Port is tacklingthe task of expediting the carriage ofincoming/outgoing cargoes in all seri-ousness.

All quarters concerned, such as theport administrator, terminal operators,harbor transport operators, shippingfirms and shippers, share a sense ofneed to always consider the im-provement of the Port of Hakata becauseof the formidable international competi-tion which the port currently faces.

Therefore, a full-scale system of coop-

I N order to create a new Osaka citycentre for the 21st Century, a newwaterfront transportation network

project is being undertaken in the Port ofOsaka. The islands of Yumeshima andMaishima, which will be at the core ofthis new city centre have recentlybecome linked by a new Swing-ArchFloating Bridge. (fig. 1)

If Osaka is successful in its bid to hostthe 2008 Summer Olympics, Maishimawill function as the main venue, with theathleteís village being located onYumeshima. During this time, the newbridge will be an important access routefor athletes.

Although the Northern passagebetween Yumeshima and Maishima isusually an auxiliary passage for smallervessels, should some serious accidentoccur in the Main passage betweenSakishima and Yumeshima, the Northernpassage would also need to function asan emergency passage for larger vessels.This condition requires that the bridgelinking Yumeshima and Maishima beconstructed as a moveable, and in thiscase, a floating bridge, the first of its kindin the world.

The main section of the bridge is afloating arch structure supported by twohollow steel pontoons, which are con-nected to mooring section by large rubberfenders. When the passage needs to beopened, tugboats push and pull thewhole floating section, thereby allowingthe larger ship to pass. The whole bridgeconsists of three sections, the floatingarch section, the transitional bridge sec-tions and the approach sections of

eration covering both the public and pri-vate sectors has been organized con-cerning the strengthening of containerhandling capacity.

This is, without doubt, a strong pointof Hakata Port: the ability for all intereststo come together to face and resolveissues affecting the port’s competitive-ness and to draw up strategies for futuredevelopment with the convenience ofusers kept paramount.

clearance increases to 200 meters.

[Specifications]

Road ConditionRoad Standard: Grade 4, Type 1Expected Vehicle Speed: 60 km/hRoad Specification: 6-lane roadway and twosidewalks

Construction of the Swing-Arch Floating Bridge between Yumeshima and Maishima Islands.

Construction of the Swing-Arch Floating Bridge between Yumeshima and Maishima Islands.

Fig. 1

Fig. 2 The general view



Bridge SpecificationsType: Swing Arch Floating BridgeLength: 878m (LOA), 410m for FloatingSectionEffective Width: 31.2mUnder Clearance: 24m from water surfacePassage ConditionsWidth: 135m (Usual), 200m (Emergency)Depth: -10mExpected Natural ConditionsWind Load: V10=42m/sWaves: H1/3=1.3m, T1/3=5.7 to 7.7mOthers: Tides, trends and storms are consid-ered.Limit Conditions for SwingingWind Load: V10 is less than 10m/sWaves: H1/3 is less than 0.5m

[Design]

StructureThe Yumeshima-Maishima Bridge con-

sists of two hollow steel pontoons, thefloating section superstructure, and thebridge mooring system. The positioningsystem consists of reaction walls stand-ing atop of the mooring system.

The two major areas of concern for adesign of this type are to ensure a stablepassage for commuters and to securesafe traffic in times of rough weather. Tothis end, the appropriate mooring systemand structural strength against bothwind and wave load have been taken intoconsideration at the design stage.

Mooring SystemAlthough pontoons are usually secured

with wires or chains, The Yumeshima-Maishima Bridge is secured with the useof reaction walls with large rubber fend-ers. The broad side rolls are regulated byreaction walls on both Yumeshima andMaishima sides, whereas the long siderolls are regulated by reaction walls onlyon the Maishima side.

OthersThis bridge was constructed using

state-of-the-art technology, devisedthrough the following experiments andsimulations.

Rigid-Body Model Motion Experimentsin a Large-Scale Water-Tank

Wind Tunnel TestsIn-Wave Elastic Model ExperimentsRubber Fender Characteristic TestsVessel Collision Analysis SimulationsSwinging and Temporary Mooring

Experiments

[Installation]

The towing and installation work of thefloating section was carried out in themanner indicated in fig. 4.

In-Dock ErectionThe erection work in dock is executed

by bent method using two 120t jib-cranesat docksides near the Port of Osaka.Towing

The section is pulled out from the dockby tugboats and winches. A fleet of eighttugs and six guard boats tows the sectionto the site.

On Site InstallationThe section is anchored near the moor-

ing system as indicated in fig. 4.Winches and rollers on the pontoons willpull the section to the mooring position.

Pivot pin is inserted, and the section isswung to the required position. Reactionwalls are then closed and the section isfixed to the pier.

The installation procedure took lessthan a day, and was carried out on 9thJuly, 2000. It is characteristic of this kindof bridge, that installation requires muchless time than that of ordinary bridges.

[Swinging Procedures]

Yumeshima-Maishima Bridge will beopened and closed by tugboats. Thebasic procedure is as follows, indicated infig. 5.

Fig.3 Mooring system (Reaction wall)

Fig. 4 Installation

Pivot Pin InsertThe swinging centre axis is created by

inserting the pivot pin into the pivot sup-port structure.

Transitional Bridge Section Jack-UpTransitional bridges are jacked up high

enough to separate them from the float-ing section.

Open Reaction WallsReaction walls are opened by hydraulic

cylinder. The floating section is support-ed by the pivot pin and tugboats. Theswinging movement is ready to start.

SwingTugboats push the pontoon section to

Maishima side. The floating sectionswings with the pivot pin as the centreaxis.

Transitional MooringThe floating section is moored at

Maishima side transitional mooring loca-tion with ropes.

Closure of the bridge involves followingthe above procedure in the reverse order.

[Present Situation]

The main section was towed to the sitebetween Yumeshima and Maishima, andinstalled on 9th July, 2000. The approachsection is also generally completed, andthe reaction walls and transitionalbridges are being tested in the mechani-cal sense.

The bridge is due to be completed bythe end of March 2001, after the paving,open-close system, and related workshave been completed. However, asYumeshima itself is not yet open to thepublic, the bridge will, for the meantime,continue to only be used by constructionrelated vehicles. Upon completion of thedeep water(-15m) container terminal at

Fig.5 Swinging Procedures


41

Yumeshima, the Swing Arch FloatingBridge, complete with a new name, willbe open for general public use. The namewill be selected from the citizens* appli-cations in September, 2000.

[Afterword]

As outlined above, Yumeshima-Maishima Bridge is unique in its type andscale. Many technical problems weresolved through experiments and consid-eration in a very short period of time.

A debt of gratitude is owed to theTechnical Committee for MovableFloating Bridge (headed by Prof. EiíichiWatanabe of Kyoto Univ.) and the Sub-Committee for Anti-Shaking (headed byProf. Kazuki Oda of Osaka City Univ.).The Port of Osaka would also like tothank all the committee members andexperts from the Ministry of Transport fortheir precious time and helpful advice.

1. Kyushu-Okinawa Summit 2000

The meeting of heads of states andgovernments at the Kyushu-OkinawaSummit was held in Nago from July 21 to23, 2000. For Okinawa, it was a rareopportunity to show the world theunique culture of the Ryukyu Dynastyand the emerald green coral seas thattypify Okinawa’s exquisite natural envi-ronment and its peace-oriented spirit. Asthe 21st century draws near, Okinawaaims to develop as a crossroads of theAsia-Pacific region.

The conference hall takes its namefrom the term ‘Bankoku Shiryo,’ whichmeans ‘Bridge Across the World.’ Likethe inscription on the Bankoku ShiryoBell hung at Shuri Castle, the name ofthe conference hall expresses the mettleof our predecessors, who toiled for pros-perity during the 15th century, when

trade flourished between many nationsand the Ryukyu Dynasty.

2. Naha Port - Striving to be ‘acrossroads of the Asia Pacific

Region’

Ryukyu Dynasty’s Great Era of TradeOkinawa was once independent as

the Kingdom of Ryukyu. Naha Port has along history dating back to the RyukyuDynasty era, when it was a port for tradewith various countries. In the 13th centu-ry, King Eiso Chuzan resided at UrasoeCastle and built an imperial warehouseand hall at Tomari Port, which was thenational port. At the time, Ryukyu wascontested by three powers - Hokuzan(Northern), Chuzan (Central) and Nanzan(Southern), but in the 15th century KingSho Hashi united the three kingdomsand established his reign. Subsequently,

Naha Port (presently NahaWharf) was used for tribu-tary trade with China aswell as for trade withSouth East Asian coun-tries. Tomari Port (present-ly Tomari Wharf) served asa connecting port with thesurrounding islands ofOkinawa.

Trade between Ryukyuand South East Asiancountries was conductedover a period of some 150years from the 15th to mid-16th century. Ryukyu was

Population: 1,299,822 (as of October 10,1998)

Total area: 2,267 km2, 160 islandsDistance from Naha to major regionalcities:

Shanghai – 780 kmHong Kong –1,370 kmTaipei - 600 kmYokohama – 1,500 km

Container cargo traffic:3,058, 000 tons (300,000 TEUs)

Number of Tourists: annual average 4,558,700

The number of vessels, which made port inOkinawa in 1999, amounted to 150,000 (77.09million gross tons), with 6.22 million passen-

gers.The total volume of cargoes in 1999 was

36.71 million tons, of which general cargoeswere 19.22 million tons and specialized car-goes 17.49 million tons. The major commodityitems include iron ore, crude oil, sand, ferrycargoes and industrial chemical products(petroleum and heavy oil). Trends show a sig-nificant increase in inbound cargoes.

The total figures for inbound and outboundwere 24,23 million tons (inbound) and 12.48tons (outbound), of which 9.48 million tonswere moved via Naha, 6.11 million tons viaNakagusukuwan, 11.91 million tons viaKinwan, 0.90 million tons via Unten, 1.22 mil-lion tons via Hirara, 1.25 million via Ishigakiand 5.84 million tons at the other ports.

Facts about Okinawa Prefecture

Okinawan Ports - ‘A Crossroads of the

Asia-Pacific Region’

Sumio Suzuki – Councillor, Department of Public Works, Okinawa Prefecture

Summit Conference Hall

PORTS AND HARBORS October 2000

The floating bridge in the dock

Towing

Installation

Bridge Installation



prosperous as a trading centre, witheight countries as trading partners. Lateron in the early 17th century, Ryukyu wasinvaded by Shimazu, Lord of Satsuma,and brought into the domain system,while trade with China continued todevelop.

Current State of Naha PortAt present, Naha Port is managed by

the Naha City government and functionsas a point of distribution for the entireprefecture. A container berth with adepth of 13 metres began operation inApril 1999, and a second berth of thesame depth is under construction.

APL and Maersk Sealand operateevery week on the North Americanroute, and Uniglory Marine Corp. on theIndonesian route calls at Naha once aweek. In 1999 the volume of containerspassing through the port was 71,431

TEUs.

Towards a Port forInternationalDistribution

With a shifttowards Asia as alocation for manu-facture and withthe expansion ofthe Chinese mar-ket, the flow of con-tainers to Asiabegan to show asignificant increase.

Dubbed the‘Keystone of thePacific,’ Okinawa isin an extremelyimportant position.It is therefore seek-ing to build up itstranshipment capa-bility aiming to be acontainer hub forAsian trade.

In an effort toestablish itself asan internationaldistribution port,Naha Port is keenon making plans toexpand its facilitiesand functions as alarge containerwharf.

In order to enableNaha Port to prop-erly manage itsfacilities as aninternational port ofdistribution, NahaCity is shiftingmanagement to an

Beijing

PusanHakata

Bounotsu

SakaiHyogo

Naha(Ryukyu)

Tongking

Sumatera

Jawa

Borneo

Philippines

Indian Ocean

Melaka

Pattani

Ayutthaya

Palembang

Luson

Molucca Isllands

Gresik

FuzhouQuanzhou

Guangzhou

Trade route

Diagrammatical presentation ofOkinawa’s foreign trade

A view of the present Naha Port as seen from the wharf. The arrow showsthe site where Mie Castle used to be, which is now a reclaimed land.

Cruise ships, such as Star Aquarius, calling atIshigaki Port

administrative organisation made up ofOkinawa Prefecture, Naha City andUrasoe City.

3. Okinawan Ports - Striving topromote tourism

Tourist Industry TrendsIn 1999, a record number of 4.6 millon

tourists visited Okinawa Prefecture. Thisnumber is roughly twice that of ten yearsago. The tourist industry is steadilygrowing and is deemed as a strategicindustry for the Okinawan economy. Tosupport the tourist industry, constructionof cruise liner docks is highly expected,however, it is not realized yet.

Preparation for a Cruise Ship DockIn 1997, a new cruise ship company

based in Singapore and Malaysia, called‘Star Cruises,’ included a regular cruiseconnecting Okinawa and Taiwan. Atpresent Star Cruises calls at Naha Portand Ishigaki Port. These two ports aretherefore playing an increasingly activerole as new gateways for foreigntourists.

Ishigaki Port, the southernmost port ofcall in Japan, is located on the same lati-tude as Miami and Honolulu, and is onthe world ‘resort belt.’

The Port is managed by Ishigaki cityand has played an important role for along time as a base for economicexchange between Japan, Taiwan andother countries, and was a base port forthe numerous islands of the YaeyamaArchipelago. In addition to cruise ships,foreign ferries also make regular calls.Located in Japan’s southern most tip,Ishigaki Island is making the most of itsgeographical advantages and is nowhighlighted as an international resortfocusing on marine leisure.

Naha Port, Now and 170 years agoKatsushika Hokusai, a famous Ukiyoe artist traveled to Ryukyu and com-pleted “Eight Scenes of Ryukyu,” including a piece known as “Sounds ofRinkai (seaside) Temple” (Urasoe Museum). It is believed that Hokusaicompleted this piece around 1832 as a motif of Mie Castle, which was builtto guard the port area and Rinkai Temple standing mid-way to the port fort.The temple burned down during the WWII and was rebuilt in a differentlocation in 1967.

Harbour Facilities in Marine Recreation AreaIn order to support the tourist indus-

try, preparations are under way to createquality marine recreation areas in everyport in Okinawa. Hirara City manages



Hirara Port, which is the main port of theMiyako Islands. In addition to facilitatingthe flow of people and goods, plans havebeen made to develop a coastal resortfeaturing a man-made beach and a mari-na with recreational functions.

The development plan of Miyako Portfeatures a marina, hotels, green-belts, anartificial beach and other recreationalfacilities. At present preparations for

land reclamation are 80% complete, andconstruction of a park and a marina clubhouse will follow soon to attract hotelenterprises.

Located in the center of the easternpart of the Okinawa main island,Ginowan City is blessed with beautifulbeaches where resort hotels stand sideby side. Ginowan, which is becoming anarea for marine recreation, has a marina

which can accommo-date some 300 pleasureboats, artificially con-structed beaches, resorthotels and other facili-ties, is pursuing itstourism-contered activi-ties in co-operation withthe nearby ConventionCentre. At present, themarina is expanded toaccommodate 810 craft.

4. Conclusions

Okinawa is historical-An artist’s concept of a beack resort in Hirara Port

ly a trading hub of Asia. The G8 Summitheld in July 2000 was an opportunity forthe world to consider the problems ofAsia and Okinawa. In addition, it pro-claimed information about Okinawa’snature, culture and history, its aim to bethe ‘crossroad in the Asia-Pacific’ regionand its great potential and position.Okinawan Ports are dedicated to makingeven greater progress agressively pursu-ing their aim to be a gateway toOkinawa.

Aerial photograph of Ginowan harbour marina

Kuantan Port – the Growth

Nucleus of the Eastern Corridor

T HE economic recovery during theyear had in a way stimulated theincrease in cargo flow as well as

ship calls to and from the port. Such acondition requires infrastructure develop-ment and procurement of facilities inorder that the port can continue to bereadily operable and capable of providingoptimum services.

Since taking over the operations ofKuantan Port on January 1, 1998, KuantanPort Consortium Sdn Bhd has embarkedon a massive capital expenditure expan-sion programme in order to set pace forthe new business ventures into the newmillennium.

During the first year of privatisation, a240-metre Second Liquid Chemical Berthwith a capacity of handling vessels up to40,000 DWT was commissioned inNovember 1999 to meet the demand forliquid chemical traffic.

In addition, with the construction of250,000 sq metres of the CentralisedTankage Facilities by Kuantan TerminalsSdn Bhd, a subsidiary company ofPetronas, scheduled to be completed bythe end of year 2000, will boost the rawmaterials and chemical products fromproduction plants to the central tank farmvia pipeline. Chemicals from these tanks

will be channelled to a common pipelineat the wharf side to receive or dischargevarious liquid cargoes at the LCBs, thusraising the productivity level at the liquidcargo handling facilities at Kuantan Port.

Meanwhile, Petronas has constructed a10-km 3-tier steel pipe rack facility fromthe port to Gebeng Industrial Estate andcommissioned to operate by the end of1999. These pipelines are being installedfor acrylic and propane dehydro plantswhile other lines will be installed as andwhen necessary.

To date, the physical expansion of theport involves the excavation of the 80-

hectare new Inner Harbour Basin whichcommenced work on June 14, 1999 andscheduled for completion by the thirdquarter of 2001. Once completed, thisnew basin will have the capacity toaccommodate 11 new berths which KPCwill be constructing in phases over theconcession period of 30 years.

In line with the anticipated rapidgrowth in traffic to be generated viaKuantan Port, we have taken adequatemeasures to expand the capacity of theport. The construction of new berths isalready in the pipeline. These shall com-prise 7 liquid chemical berths with the

This is the main port operations area handling containers, a host of general cargo, and cruise ves-sels.



total capacity to handle 7 million tonnesof liquid chemical products annually; 3general cargo berths with the capacity tohandle 750,000 tonnes per year; and acontainer berth which will have the totalcapacity to handle 1 million TEUs peryear.

The physical transformation of KuantanPort is a clear reflection of the hinterlandwhich over the past few years has beenrecording impressive growth. The chang-ing trend reflects the maturing of theindustries around the Kuantan Port hin-terland, and a shift of the composition ofcargoes handled at Kuantan Port.

The Eastern Corridor, rich in oil andgas resources, as well as an abundanceof timber and agricultural base sectors,will develop fully its industrial potentialand accelerate the growth of the eastcoast states of Peninsular Malaysia. Awide range of fiscal incentives has beenoffered to investors to ensure this growth.

We are particularly encouraged by thefact that the three state governments ofPahang, Terengganu and Kelantan havetaken active and aggressive steps toattract investors to the newly-openedindustrial estates, all of which are provid-ed with excellent infrastructures, includ-ing access to the national power grid andhighways linking Kuantan Port, and wepledge our full commitment in transform-ing the Port into an important and pre-mier port of the region. The vital link byrail from Kertih to Gebeng, now under-way, will certainly boost the attraction forchemical and petrochemical freight trans-portation to and from the industrialestates in both Gebeng and Kertih, andwould serve to further enhance the utili-sation of Kuantan Port.

Besides, the 360-km East CoastHighway project, which will take off bymid-2000, is posed to be the biggest roaddevelopment project on the east coast ofPeninsular Malaysia. The estimated

RM2.3 billion highway will act as a land-brige between the sprawling industrialareas on the Eastern Corridor andKuantan Port.

Kuantan Port Consortium Sdn Bhd hasfor its part adopted the ‘East CoastIncorporated’ concept and will comple-ment the efforts of the state governmentsby offering and packaging port servicesto investors to make them competitive in

the world market. KPC would continue tobe responsive to the growth in demandfor cargo and ship handling facilities withthe composition or character of the cargo.In this regard, we would be closely moni-toring the traffic flow pattern in the eco-nomic hinterland and to continue takingappropriate measures to enhance andimprove the range and services providedby Kuantan Port.

KUANTAN PORT CONSORTIUM SDN BHD

Tengku Tan Sri Dato’ Seri Ahmad Rithauddeen Bin Tengku IsmailChairman

Corporate HighlightsThe financial year 1999 saw the divestment of the equity of some shareholders to the others within

the Company.Essmarine Terminals Sdn Bhd, and Euromawar Sdn. Bhd. individually divested their 5% equity each

to the major shareholder Road Builder (M) Holdings Berhad.Mentiga Corporation Berhad meanwhile, divested its 10% equity to Pasdec Corporation Berhad.The resultant shareholding structure of Kuantan Port Consortium Sdn. Bhd. were as follows:-

Road Builder (M) Holdings Berhad 50%Pasdec Corporation Berhad 30%Damanjaya Sdn. Bhd. 15%KPC Management & Staff 5%

Two of the major shareholders, namely Road Builder (M) Holdings Berhad and Pasdec CorporationBerhad are currently listed on the Main Board of the Kuala Lumpur Stock Exchange.

Financial PerformanceIn the year 1999, the national economy reversed the downward trend of the previous year and

eventually chalked up a strong positive growth of 5.4%, higher than the earlier forecast of 4.3%.In consonance with the improved economic climate, the Company’s turnover also increased by 4.6%

to RM55.95 million from RM53.51 million in the year 1998; the first year of the privatisation ofKuantan Port.

Through prudent management, the Company’s pre-tax profit also rose by 18.2% to RM15.07 mil-lion from RM12.75 million in 1998. The overall profit margin increased to 26.9% in the year 1999from 23.8% in 1998.

Operational PerformanceIn tandem with the improved economic environment, KPC’s cargo throughput increased by 0.2% to

5,509 million revenue tonnes from 5,499 million revenue tonnes in 1998.

Business OutlookWith the national economy back on the recovery and growth path, we are very positive about the

business outlook for the years to come.

ports harbors - iaph

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