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BELOW: Sea-Land's terminal including marshalling yard area and cranes at Puerto Nuevo, San Juan.

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b. Berthing Space and Facilities

(1) Analysis of the Puerto Nuevo Facilities.-Puerto Nuevo, the principal marine terminal for handling containerized traffic, is San Juan's highest density facility. This terminal, built since 1964, is the first facility designed as a modern container terminal for the Port of San Juan. The Puerto Nuevo area also provides warehousing and storage space in the Central Market section as well as facilities for transshipment or reexport. The berths, marshalling yard area for spotting vans, Central Market, and transshipment facilities are distinct and separate, and will all be dealt with in this section. Chart VI-3 illustrates the location and size of berths, marshalling yard area, and warehousing facilities at Puerto Nuevo. The terminal consists of six active berths (i.e., berths, A, B, C, D, E, and F) and two berths under construction (berths G and H). In 1968, this terminal handled approximately 62 percent of the total dry cargo traffic moving through the port of San Juan. TTT leases berth C; Sea-Land rents berths D, E, and F; and Lykes uses berth A. Foreign ships use berths A, B, and C.

Table VI-3 shows that 1,679,897 tons moved across these facilities during 1967, some 90 percent of which was Sea-Land containerized traffic. In 1968, Puerto Nuevo handled 2,094,000 tons of dry cargo, representing a gain of 25 percent over the amount of traffic handled a year earlier.

(a) Berths and Marshalling Yard Area. The berths at Puerto Nuevo are modern and, with certain exceptions, are capable of accommodating large container movements with ease of movement and efficiency. Berth

A is a 550-foot marginal steel-pile wharf, capable of accommodating ships of 600 feet in length. It includes some 52,000 square feet of transit shed area located on the pier. In 1968, some 85,002 tons of freight moved across this facility. The berth is primarily used by Lykes fortnightly for general cargo (breakbulk traffic) from the west and east portion of the U.S. Gulf Coast, but not on a preferential basis. Lykes spends an average of 48 hours per visit at berth A. In contrast, Lykes' 1950 cargo handling operation at Old San Juan required 7 days per visit at piers 12 and 13. Foreign ships also use this berth for general cargo and sugar. Berth B, like berth A, is a 550-foot-long marginal steelpile wharf, and also capable of accommodating ships 600 feet in length. This berth handled some 94,171 tons in 1968. Its wharf space and 57,000 square foot transit shed is used to handle general cargo by Alcoa and other shipping companies operating primarily in foreign commerce. Lines using this berth include Atlantic Lines (Bahamian), Royal Mail Lines and Pacific Line (British), Lloyd Brasileiro (Brazilian), Federal Commerce Navigation Co. (Canadian), Indian Towing Co. from Gulf ports (American), Trans Ocean Shipping Co. (Canadian), and two shipping companies hauling lumber from British Columbia.18 Alcoa called fortnightly in 1967 while the other carriers called monthly.

Berth C, capable of accommodating one vessel, 700 feet long, is used by the world's largest and fastest trailership, TTT's SS Ponce de Leon. This vessel com

18 They are McMillan Lumber Company, and Sea-Borne Steamship Lines. In addition, Weco Shipping (Danish with general cargo), and the New Zealand Shipping Co. (with meat) call at berth B.

TABLE VI-3

Dry Cargo Tons Handled at Puerto Nuevo Berths A Through F During 1967-68

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1 Ships operating primarily in the foreign commerce. Source: Various ship manifests, 1967 and 1968.

menced using this berth weekly in June of 1968. The berth is designed to accommodate the ship's three special steel ramps used to handle the 40 foot trailers and heavy equipment rolling on and off the vessel. This berth together with about 12 acres of land was rented in 1968 by TTT from the Ports Authority. In 1968, 153,378 tons moved across this berth.19

Sea-Land handles large quantities of containerized traffic at berths D, E, and F which are leased from the Ports Authority (chart VI-3). The total tonnage handled across berths D, E, and F in 1968 was 137,860, 878,628, and 754,961 tons respectively. Sea-Land's trailerships call at these facilities about six times per week averaging about 10 to 20 hours cargo handling time per visit.20 These berths, each 600 feet long, are equipped with four gantry cranes of 55,000 pound lifting capacity and are located adjacent to the dockside facility. These four-legged tower-like cranes, which move sideways along rails laid parallel to the water's edge, are capable of lifting the largest container loads. Sea-Land estimates that it presently needs two more berths to handle containerized traffic more efficiently. Further, the carrier anticipates that its 1975 berth requirements, projected to accommodate a 100 percent increase in traffic, demand four more berths than are presently assigned. Sea-Land's terminal also includes transit shed D, which consists of only 100,000 square feet of useable space with an 18 foot loading platform. This shed and the carrier's Buchanan LTL Truck Terminal 21 is used to handle Sea-Land's less than trailerload (LTL) traffic which comprises about 30 percent of all container tonnage unloaded at these berths. This transit shed meets only 11⁄2 of Sea-Land's present storage requirements. Sea-Land estimates that it now needs an additional 100,000 square feet of transit shed area for handling LTL traffic. 22 The increase in transit shed space (present and future) would not be necessary if all LTL cargo were to move under mandatory delivery service. (Mandatory delivery is discussed in pages following.) Trailerload (TL) shipments account for some 70 percent of all containers offloaded. The facility includes three transit sheds, two of which are owned by Sea-Land, and the other by the Ports

19 In 1907, only 47,673 weight tons of dry cargo moved across this berth. 20 Berth D receives two calls per week; berths E and F receive four calls per week (Source: Puerto Rico Ports Authority).

21 Shed D is not used for LTL cargo moving in Sea-Land's North AtlanticPuerto Rico service. It is used only for cargo carried to and from West Coast ports. The Buchanan LTL Truck Terminal, constructed for handling LTL cargo, has 131 platform doors.

22 By 1975, Sea-Land's total transit shed space requirement, projected to handle a 100 percent increase in traffic, should be approximately 400,000 square feet.

Authority. According to Sea-Land, its marshalling yard space allocation is insufficient to take care of traffic be ing handled through Puerto Nuevo.23 In mid-1968, the marshalling yard area consisted of 1,214 spaces for parking trailers (chart VI-3). Sea-Land's offloading operations accumulated up to 1,600 loaded trailers, before pickup and delivery could be made, and about 400 trailers including empties, chassis, reefers, transshipments, and northbound trailers. Therefore, Sea-Land estimates that it currently needs about 800 to 1,200 additional spaces for parking trailers.24

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(b) Berth Utilization.-Consideration utilization is one of the factors of importance in evaluating a terminal's ability to serve present as well as future traffic conditions. Sea-Land's containerships called at berths D, E, and F in 1967 to discharge general cargo, largely TL shipments inbound from North Atlantic, South Atlantic, and West Coast ports. In 1967, Sea-Land brought some 220 voyages into Puerto Nuevo: (ch. III). Table VI-4 summarizes Sea-Land's use of berthing space at Puerto Nuevo, San Juan from 1964 to 1968.

In contrast to the earlier breakbulk operations in Puerto Rico, Sea-Land's containerships generally required approximately 1 day to handle from one to three times as much traffic as that handled in the 1950's. In terms of berthing time per vessel, Sea-Land allowed a vessel docking at berth F an average of only 0.84 days per visit on 82 calls; at berth E an average of 1.06 days per visit on 110 calls; and, at berth D an average of 1.32 days per visit on 28 calls. During the 1950's, breakbulk carriers spent up to 13 days at the pier for cargo handling purposes.25 Table VI-4 also shows that SeaLand's berthing time per visit at berths D, E, and F has increased only slightly between 1964 and 1968 despite the tremendous increase in containerloads. Berth E was the most heavily used. Of the total time available for docking in 1967, there was, on the average, a Sea-Land containership at berth E, 32 percent of the time; at berth F, 19 percent of the time; and at berth D only 10 percent of the time.

Although utilization of berthing time relates only to the percent of total time Sea-Land docked at each berth, these figures serve to demonstrate the ease and probable efficiency with which the containerized cargo was act ually handled. The figures also give a measure of the

23 The relationship between marshalling yard space and berth utilization is discussed in the following pages.

24 To handle a 100 percent increase in traffic expected in the next decade, Sea-Land estimates it will need a total of 4,800 trailer spaces by 1975. 25 S. E. Eastman and D. Marx, op. cit., p. 77.

TABLE VI-4

San Juan, Puerto Nuevo: Sea-Land's Allocation of Berthing Space, Fiscal Years 1964-68

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1"'Docking days" refers to the total number of days Sea-Land docked at berths D through F during year. This figure was computed by dividing the carrier's docking days at the berth by 365. Source: Puerto Rico Ports Authority.

availability of berthing space to accommodate present traffic conditions. These figures indicate that Puerto Nuevo can accommodate a high concentration of container traffic channeled through this port for distribution to points on the Island,26 particularly when construction of berths G and H are completed.

(c) Warehousing Space and Storage. As previously indicated in chapter V, the Central Market built in 1963, is San Juan's principal warehousing and storage area for food wholesalers and associated trucking services. The Market's location at Puerto Nuevo provides it with efficient trailership, trucking, and highway transportation connections. The area also provides facilities for transshipment or re-export. However, additional warehousing space is needed for the food marketing system and for Sea-Land's LTL traffic movements through the Puerto Nuevo facility. This lack of warehousing may be a limiting factor in the efficiency of Puerto Nuevo's berthing facilities, including the marshalling yard area, which are dependent upon the adequacy of transit and storage space. (Warehousing is discussed in more detail in ch. VI, C.)

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aimed for completion by 1980, will ultimately cost some $70 million, $18 million of which has already been invested in this program.27 Approximately 346 acres are involved in the new project, 112 acres of which have already been reclaimed and developed. The program calls for the gradual construction of 13 new berths including eight new cargo piers, berths G through N. Dredging has already started on berths G and H. The total investment expenditures of constructing berths G and H will be $4,800,000.

The Corps of Engineers has been dredging the Army Terminal Channel leading to Puerto Nuevo port facili ties. And, the Ports Authority may appropriate or borrow funds for a comprehensive study by the Corps of Engineers toward further improvements in the San Juan Harbor including: (1) Widening of the harbor entrance at El Morro; (2) deepening of the inner channels; and (3) expansion of deep-draft anchorage areas. (e) Transshipment Movements.-Sea-Land's transshipments of intercoastal traffic, and transshipments to Haiti, Santo Domingo, and other Caribbean points move through the Port of San Juan. In 1967, Sea-Land entered into an agreement with Isthmian Lines and American President Lines for transport of cargo from Puerto Rico to Vietnam with transshipment at New York and Baltimore. Table VI-5 shows Sea-Land's transshipments of intercoastal and Caribbean traffic. Most transshipments were destined for Haiti.

27 Puerto Rico Ports Authority, "Commonwealth of Puerto Rico Ports Authority, Annual Report-Fiscal Year 1967" (San Juan: Ports Authority, September 1967), p. 15.

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