(f) Sea-Land's Buchanan LTL Truck Terminal in San Juan.-Sea-Land's Buchanan LTL Terminal is an island-type LTL terminal covering 8.46 acres with a warehouse measuring 880 feet by 100 feet.28 This ter minal contains 131 doors (bays) at which trailers can load and offload LTL cargo. The Buchanan LTL terminal is the largest terminal of its type outside the continental United States and was built to complement the modern berthing and transit facility at Puerto Nuevo. Without such a terminal, Sea-Land would have had considerable trouble in handling the growing traffic moving to and from Puerto Rico in recent years.

(2) Analysis of Isla Grande Facilities.-Isla Grande, the second largest marine terminal for handling containerized traffic, is used by Seatrain, TMT, and Berwind. Chart VI-4 illustrates the location and size of their berths at Isla Grande. The area also accommodates an airport for general aviation, a navy area, a berth for handling lumber, the Coast Guard, the Weather Bureau, and the administrative offices of the Ports Authority. The terminal at Isla Grande, which handled only 18 percent of the total dry cargo moving through the Port of San Juan in 1967, is a relatively low density terminal compared to Puerto Nuevo. This traffic nevertheless amounted to more than twice the total number of tons handled through Mayagüez in that year. The facilities of Isla Grande handled a total of 584,781 tons, a gain of 87 percent over the 311,911 tons of 1960.29 Of this, Seatrain's 1967 lift-on/lift-off operations accounted for 386,449 tons; and, TMT's rollon/roll-off barges handled 92,815 tons. The remainder,

28 Sea-Land's San Juan LTL facilities also include another truck terminal occupying 7.48 acres, having a warehouse measuring 620 feet by 110 feet and having 62 loading/offloading bays.

20 Berwind entered the trade in 1964. Its traffic is not included in these figures.

or 105,517 tons, were handled at the Pan American Dock by foreign and contract carriers. Isla Grande traffic increased to 852,698 tons in 1968 compared to 817,821 tons handled at Old San Juan piers during the same period.30

(a) Berthing and Marshalling Yard Area. The bulkhead wharfs facilitate some of the newest and most efficient lift-on/lift-off operations and roll-on/roll-off operations but expansion and development is needed to accommodate containerized traffic which has increased considerably over the past 4 years. Seatrain's berth, located on the northeastern side of the area, is leased from the Ports Authority on a preferential rights basis. This 523 foot long berth, including a 125 ton capacity gantry crane and a 25 ton Seamobile crane for offloading rail cars, adequately accommodates the car. rier's three containerships; the SS Seatrain Delaware, SS Seatrain San Juan, and, SS Seatrain New York. These vessels arrive on Mondays and Thursdays and sail the following day.

Seatrain's berthing time in port compares favorably with that of Sea-Land at Puerto Nuevo. In 1967, the SS Seatrain Delaware, which carries 199 containers averaged 0.53 days berthing time per visit; the SS Seatrain San Juan, which carries 277 containers, averaged about 0.95 days berthing time per visit; and, the SS Seatrain New York, which hauled 170 containers and several rail cars and vehicles, averaged about 0.95 days berthing time per visit. The facility appears to handle Seatrain's lift-on/lift-off traffic efficiently and its pier circulation is relatively good. The marshalling yard area, however, is unable to handle container traffic

31

30 Letter of Jose Echevarria, op. cit., p. 2.

31 The SS Seatrain Delaware, handles up to 27 containers per hour; the SS Seatrain San Juan, up to 25 containers per hour; and the SS Seatrain New York, up to 14 containers per hour. (The latter also handles railcars and heavy lift gear.)

trailers at TMT's terminal.32 In 1968, Seatrain estimated that 25 percent more space was needed to handle its container traffic efficiently. As indicated previously in chapter III, Seatrain's traffic is expected to double by 1975. In this event, the marshalling yard space to handle the increase in container traffic would be substantially greater than in 1968. Some capital improvements and investment, therefore, will be needed to accommodate future increases expected in containerized traffic. Transit shed space for stripping and stuffing containers presents no problem because Seatrain carries few LTL shipments and those it does move are adequately handled by the United Terminal Co. under contractual arrangements at Fort Buchanan, San Juan. TMT's roll-on/roll-off barges call twice a week at the TMT Dock on the southern end of Isla Grande. TMT spends, on the average, 48 hours at dock where it offloads the 40-foot trailers inbound from Miami and Jacksonville. No cranes are available nor required due to the roll-on/roll-off type operation. The dock, an undeveloped dirt ramp with dirt road clearance, is in extremely poor condition. An old airship hangar pro

32 On Feb. 22, 1968, 40 empty Seatrain trailers were parked at TMT's terminal on Isla Grande.

vides office and warehousing space for the company. TMT has a single berth with about 3 to 4 acres of farm area for parking trailers. In 1968, TMT estimated that it required at least 50 percent more berthing and marshalling yard space to handle cargo efficiently. Based on the significant increase in traffic expected within the next decade,33 TMT would require a 100 percent increase in berthing area and 150 percent increase in marshalling yard space above its 1968 berthing and marshalling yard space allocations. The carrier would also need an additional 50,000 square feet of warehousing space by 1975.

Berwind Lines which hauls container traffic between San Juan and the Virgin Islands also berths at Isla Grande. This carrier's present allocation of berthing and marshalling yard area consists of 400 square feet of berthing area, 24,300 square feet of berth staging area, and 72,000 square feet of marshalling yard area. Because this carrier's traffic has increased considerably over the past three years, it now requires an additional 2,000 square feet of berthing area, 120,000 square feet of marshalling yard space, and 40,000 square feet of stuffing and stripping space to handle traffic efficiently. Berwind's transit shed space is inadequate, according to the carrier. It needs an additional 100,000 square feet of storage space monthly. To handle the significant growth in traffic expected by 1975 (ch. II), Berwind estimated in 1968 that it would need an additional 2,000 square feet of berthing area, 140,000 square feet of marshalling yard space, 55,000 square feet of area for stuffing and stripping operations, and 15,000 square feet of storage space monthly. Isla Grande also contains the Pan American Dock, a 1,200-foot marginal pier, which is owned by the U.S. Navy, and partly leased to the Ports Authority to accommodate contract carriers hauling cement and foreign ships carrying lumber to Puerto Rico. Much of the dock's open area is inadequate for efficient cargo handling and requires improvement.

(b) Port Development.-The Ports Authority is investing some capital on Isla Grande to provide adequate facilities for ocean steamship companies. In 1968, the wharf used by Seatrain was being extended to facilitate the movement of larger vessels, and additional areas have been leased to Seatrain for maintenance and marshalling yard activities. The dredging and improvements to the docking facilities of TMT have also been

33 See chapter III.

undertaken or programed. Approximately a $200,000 investment was allocated to construct a pier for TMT's use. In addition, $150,000 has been programed for land improvements in TMT's terminal.

(c) Transshipments.-Seatrain in conjunction with Portnica Shipping Co. (Portnica) and other lines provides service between the continents with transshipment at the port facilities of Seatrain in San Juan. For instance, Portnica transports temperature-controlled cargo from ports in Europe, the Caribbean, Central America, and Australia for movement to the U.S. mainland. In addition, Seatrain with Isthmian Lines handles through its New York facility cargoes bound from Puerto Rico to Vietnam.

(3) Analysis of Old San Juan Piers.-As in the days of Bull Lines, Waterman, and Pope and Talbot, much of the breakbulk cargo is still discharged at the Old San Juan piers which serve foreign carriers, interisland operations and passenger ships. The facilities are also used for some containerized operations and for storage. However, some changes have taken place. These piers are now owned and operated by the Ports Authority and much of the foreign general breakbulk cargo, which used to be discharged mainly at pier 6, is now handled at piers 1, 6, 8, 12, and 13. Pier 2 has since been removed, and the vacated space is now being used for small harbor craft (the space will soon be used as a ferry terminal to serve Cataño). Lumber from Canada and other foreign countries is offloaded at piers 14 and 15. Since pier 4 burned, approximately 20 schooners, which ply the Virgin Islands, Dominican Republic, Haiti, and Windward Islands trades, now dock along. side the wharf space between piers 3 and 5. These schooners, each of 40 to 50 tons, transport Puerto Rican agricultural products, building materials, foodstuffs, and manufactured goods from Puerto Rico to adjacent Caribbean Islands, and return with agricultural products and cement.

In 1950, all of the dry cargo for San Juan (1,230,000 tons) that was handled by Bull, Waterman, Lykes, and Pope and Talbot moved over the docks at Old San Juan. Approximately 20 percent of this cargo was sugar, and the remainder was low density or measurement cargo. On the other hand, table VI-7 shows that in 1968 only 817,821 tons of general cargo, including military, foreign and domestic shipments, moved across these piers. This reflects the substantial decline in breakbulk movements which has occurred in this trade over the past 10 years.

does have a 449 foot shed which according to the Ports Authority, should be used only as a warehouse, and then only for light commodities. Foreign carriers, including International Shipping Co., Nippon Yusen Kaisha Line (Japanese), Saguenay Shipping Line (Canadian), Johnson Line (Scandinavian), and Westfall Larsen Line (Argentine), call monthly to discharge general breakbulk cargo at this facility. Pier 3, a finger pier of 635 foot length, was converted in 1964 to serve tourist ships. The second floor level is used to offload passenger ships of 700 feet in length on both sides of the pier. The lower level is used to park tourist automobiles. As indicated earlier, Pier 4 burned and the space is now being used to handle the interisland schooner traffic. Pier 5, a finger pier, also damaged by fire, is no longer used to handle cargo. Pier 6, a 940-foot marginal wharf constructed of concrete piling with a 43,600 square foot transit shed, is very old and weak. The platform working space is only 14 feet wide. The street side of the pier, which is exceedingly congested during offloading operations, has no parking space for trucks. This pier accommodates foreign carriers including Compania Trans-Atlantica Espanola (Spanish), and Saguenay Shipping (Canadian) calling either weekly or monthly to offload general breakbulk cargo. In 1967,