(5) Motorships of Puerto Rico.-In 1967, Motorship's vessels called at pier 9 on the north side of Newark Channel. This facility is operated by the Pittston Stevedoring Co. It is a marginal wharf approximately 580 feet in length with a 55-foot apron and an along. side depth of 32 feet at MLW. Two 5-ton cranes and six 2-ton cranes are available in the area for cargo handling purposes. In addition, there are two railway tracks on the apron which provide connection with the Central Railway of New Jersey, the Penn-Central Railroad and the Lehigh Valley Railroad. Highway connections are via access road to U.S. 1 and U.S. 9 and the New Jersey Turnpike. The open berth area behind pier 9 covers about 320,000 square feet.

The facility also includes two transit sheds with a total useable space of 86,000 square feet and a building which is used as a loading terminal. This building provides an additional 120,000 square feet of space.69

b. Baltimore Area

(1) Sea-Land Terminal.-Sea-Land ships call at a pier owned by the Canton Marine Terminal Company

60 The Port of New York and New Jersey, Port Series, op. cit., various pages.

of Baltimore. The pier consists of a concrete retaining wall with a concrete platform on concrete piles 700 feet in length with an alongside depth of 32 feet at MLW. One rail-mounted 27.5 ton PACECO container crane is used for loading and unloading containers which are marshalled in a 595 foot wide backup area extending the full length of the pier. Railway connections are provided via the Canton Railroad tracks at the rear of the pier and highway connections are through Newkirk Street and Newgate Avenue.70

2. South Atlantic Ports

a. Jacksonville Area

(1) Sea-Land's Terminal.-Sea-Land's terminal at Jacksonville is about 2 years old. The pier is 1,200 feet long (two berths) with a 500 feet wide apron and a depth alongside at MLW of 35 feet. The terminal area includes a marshalling yard with a capacity of approxi mately 500 trailers, a 14,000 square foot transit shed ajoining the parking area, and one 55,000 pound rail mounted crane for loading and offloading vessels. The

TO The Port of Baltimore, Maryland Port Series No. 10, 1966, by Corps of Engineers, U.S. Army (Washington: GPO, 1967), p. 27.

terminal is a modern facility which can be expanded to accommodate a 100 percent increase in container traffic with only slight modification.

(2) TMT Terminal.-TMT's facility, located at 215 South Georgia Street, includes one marginal wharf which is approximately 400 feet in length with depth alongside at MLW of 20 feet. Since TMT customarily handles automobiles and general cargo in trailers in a roll-on/roll-off operation, there are no cranes or cargo handling equipment at this facility other than semi-tractors for moving trailers. When such equipment is necessary for handling heavy equipment or other commodities not in trailers, appropriate equipment is contracted for on a basis of need. There is no transit shed available in the facility and most of the area is utilized as a truck and automobile marshalling yard (capable of accommodating 60 vans or 300 cars). Because of space inadequacies, this facility would be unable to accommodate efficiently the projected 100 percent increase in containerized traffic (ch. II).

71

(3) SACAL Terminal.-SACAL leases its Jacksonville terminal and berth from Eagle, Inc. The facility includes a suitable bulkhead and berthing area with a depth alongside the berth at MLW of 20 feet or more. The berth is approximately 480 feet long and the dredged basin is about 290 feet wide. There is a sternloading facility at one end of this berth. The pier is joined by a concrete apron ranging in width from 25 to 50 feet. The entire property including buildings and marshalling area covers about 165,000 square feet. A warehouse on the grounds has approximately 9,600 square feet of floor space. The property is crossed by four railway tracks, two adjacent to the dock and two in the vicinity of the warehouse. The site abuts Bond Avenue.

b. Miami Area

(1) TMT Terminal. TMT leases its Miami terminal at 605 Biscayne Boulevard, Miami, Fla., from the Florida East Coast Railway. The pier, constructed of steel and concrete with timber fenders, is about 300 feet long with an alongside depth of 25 feet at MLW. There is room in the marshalling area for about 60 trailers or 300 automobiles. Since most cargo is carried by roll-on/roll-off operations, there is no special cargo handling or transit shed equipment. In general,

71 Letter of Fernando Cobo, TMT Trailer Ferry, Inc., Aug. 16, 1968, to Paul Gonzalez, Chief, Branch of Trade Studies and Special Projects, FMC, Form IV.

the property is crowded and offers little room for expansion. The area is served by the Florida East Coast Railway and by South Biscayne Boulevard.

(2) SACAL Terminal.-SACAL's facility is part of the New Dodge Island container facility recently completed by the Port of Miami. The facility is constructed of a concrete top with a ramp loading facility base abutting the main pier. The berth space customarily utilized by SACAL (SACAL BORINCANO) 73 is about 300 feet long. The pier apron is 500 feet wide. Aside from the ramp loading arrangements, no special cargo handling equipment is kept at the site. Some equipment is available from outside sources. The marshalling yard area is at this time essentially unlimited as the Dodge Island facilities are both large and uncrowded. Although the port is large and designed to handle containerized freight expeditiously, it appears to have focused on small vessel containerized operations to serve the container needs of the local Florida

3. Gulf Coast Ports

a. New Orleans Area (GPRL)

Except for GPRL's container facility, this port mainly provides breakbulk facilities. The narrow 100 mile channel is often fog bound and difficult to navigate. GPRL leases a facility at 6000 Jourdon Drive from the Port of New Orleans for handling container traffic with the MV New Yorker. This facility has relatively poor access and would be subject to congestion if there were a significant increase in traffic. The Jourdon Drive facility, constructed of wooden piling with a concrete deck, is parallel to the Inner Harbor Navigation Canal

72 TMT Ferry, Inc.

73 When it is necessary for the MV Floridian to call at Miami, more berth space must be used.

14 The facility has rail connections with Florida East Coast Railway, including a pier side surface level track. Highway connections are provided via the Venetian Causeway to U.S. 1 and other arterial roads. The carrier's terminal appears to be capable of handling a 100 percent expansion in containerized traffic with little or no difficulty.

at Morrison Boulevard. There is a ramp loading structure for the stern loading MV New Yorker, and the pier is located at a turning basin which requires the New Yorker to be positioned properly for ramp loading. The portion of the pier utilized by GPRL's vessel consists of approximately 300 feet of a marginal type wharf with a 50 foot dirt and pebble apron strip adjacent to the pier.75 The access road is in poor condition.

There are two railway spurs at the pier connecting the terminal with the New Orleans Public Belt Railroad and ultimately with the Southern, Illinois Central and other railways. The marshalling yard is three-fourths of a mile from the pier. This yard is paved with concrete and can accommodate approximately 148 trailers. Adjoining the yard is a small transit shed. GPRL uses the Perry Street Wharf on the Mississippi for loading and discharging its two breakbulk vessels. The facility includes a pier of about 1,000 feet in length, with a 40 foot apron and depth at MLW of 50 feet, and a transit shed of 160,000 square feet.76 Access is via Perry Street to U.S. Highway 90 and via rail to the M-KT and Missouri Pacific tracks.

b. Lake Charles, Houston and Galveston Areas (Lykes)

Lykes operates three terminals in the U.S. Gulf area: Lake Charles, Houston, and Galveston. Lykes calls at Lake Charles Harbor Terminal berth No. 1 which lies at the end of Shell Beach Drive. This terminal includes a 600-foot-long marginal wharf, constructed of wooden pilings covered with steel sheet, with a 40-foot depth at MLW; and a 120,000-square-foot transit shed. The working apron contains 30,000 square feet, and there is no special cargo handling equipment. Access is via paved road; no rail connections are available.

Lykes calls in Houston at berth No. 2 of the Gulf Atlantic Warehouse Co.'s Long Reach Dock located at the end of 75th Street. The facility includes a 500-footlong marginal wharf, built of brick and concrete, with a depth alongside at MLW of 30 feet; a 14,000-squarefoot cargo assembly area, paved with concrete; and an 88,200-square-foot transit shed. The facility is served by one 75-ton stationary crane, five 30-ton steam cranes and one 25-ton diesel crane. Access is provided via both rail and paved road.

75 The depth at MLW is 35 feet.

The Port of New Orleans; Louisiana Port Series No. 20-1958, U.S. Army Corps of Engineers and Maritime Administration, (Washington: GPO, 1959), pp. 99-165; and interview with D. G. Massingale, GPRL Traffic Manager, New Orleans, La. of Oct. 21, 1968.

Lykes calls in Galveston at the Galveston Wharfs, Pier 36 North, which is located at the end of 37th Street. The facility includes a 600-foot-long slip-type pier, with a depth at MLW of 32 feet, a dock working apron of 19,200 square feet, and a transit shed with about 123,000 square feet of floor space. There are six 12.5ton rail cranes. Access to and from the pier is by both paved roads and rail spurs."

4. West Coast Ports (Oakland and Long Beach)

The Port of Oakland provides Sea-Land with a 600foot long marginal-type wharf (two berths) with two PACECO 27.5 ton rail-mounted cranes. (A third crane is to be added shortly.) The berths are served by a 32acre backup area primarily used for marshalling trailers and also as a truck terminal. The marshalling yard has a capacity of 700 trailers. Highway access is provided via Maritime Street to the Bay Bridge, the Eastshore Freeway and the Nimitz Freeway.78

Long Beach provides Sea-Land with a 700-foot long berth located at pier "J" in the Southeast Basin of Long Beach Harbor. This facility has two rail-mounted 27.5ton PACECO cranes. The facility is served by a backup area of about 33 acres. Highway access is provided via Harbor Scenic Drive to Pico Avenue and thence to Ocean Boulevard or the Long Beach Freeway or across the Los Angeles River via the Magnolia Bridge to downtown Long Beach.

F. CONCLUSIONS AND RECOMMENDATIONS

1. Conclusion

Large scale terminal improvements at Puerto Nuevo and harbor facilities at San Juan are needed to accommodate the large containerships being introduced in this trade and expansion of trade with principal ports of the Mainland (ch. VI, sec. B.2.b. (5)).

2. Conclusion

Because Puerto Rico imports so much of its food, durable consumer items, and semimanufactured goods, adequate warehouse facilities are an important factor in Puerto Rico's transportation system. At the present

77 Letter of L. J. Fitzpatrick, Comptroller, Lykes Bros. Steamship Co., Inc.. Aug. 9, 1968 to FMC, Form III.

18 Official Statement of Port of Oakland, Dec. 26, 1967, and associated brochures.

The Old San Juan (excluding piers 1 through 9) Puerto Nuevo and Isla Grande facilities appear to lack the amount of transit shed space needed to temporarily store cargo efficiently. The absence of adequate covered transit shed space is particularly felt by containership operators (ch. VI, sec. 2.b (3)). In addition, the allocation of marshalling yard space for parking trailers and berthing area at Puerto Nuevo and Isla Grande may be insufficient to accommodate efficiently present and expected growth in containerized traffic (ch. VI, sec. 2, b(1) and (2)).

Recommendation

It is recommended that the Puerto Rico Ports Authority examine the amount of transit space, marshalling yard space and berthing area allocated to containership operators at Puetro Nuevo and Isla Grande and, if necessary, increase the amount of such space allocated to carriers. Plans for the development of additional transit shed space should relate the 1975 projected increase in traffic (app. C, table 1) and the carriers' to the expected growth in traffic.

4. Conclusion

Certain pier facilities at Old San Juan have become outmoded, inadequate, and inefficient. Although some corrections have come from recent improvements to the Old San Juan piers and some cargo handling operations have been relocated to the Puerto Nuevo and Isla Grande facilities, the problem of inadequate terminal. facilities at Old San Juan still requires considerable attention in port development plans.

Recommendations

It is recommended that:

a. The Puerto Rico Ports Authority, which has improved the Old San Juan piers considerably, increase the pace of modernization of piers and cargo handling facilities to accommodate traffic growth and counter the rising costs of transportation.

b. The Puerto Rico Ports Authority consider the relocation of SACAL's containership cargo handling operations from piers 8, Old San Juan to the Puerto Nuevo or Isla Grande terminals.

5. Conclusion

There is an increasing trend toward mandatory delivary of LTL shipments from San Juan terminals (Puerto Nuevo, Isla Grande, and piers 8 and 11) to the consignee's door. Mandatory delivery may reduce congestion in the terminal area, reduce demurrage charges and generate greater efficiencies in traffic distribution. The special needs of small shippers and consignees, however, must be considered.

6. Conclusion

The Commonwealth assesses higher dockage and wharfage rates against carriers and cargo in the trade between the U.S. mainland and Puerto Rico than those assessed in the U.S. Virgin Islands/Puerto Rican trade. The differentiation is based on the idea that short haul carriers or cargo have a lesser "ability to pay" than those in the long haul trade. Although there are many factors to be considered before it can be determined whether the practice is unjust or unreasonable, this practice may create problems regarding discrimination. Recommendation

It is recommended that the Commonwealth consider whether the foregoing differentiation (based on shorthaul carriers having a lesser “ability to pay" than those in the long-haul trade) is unreasonable. 7. Conclusion

The large disparity in wharfage rates published by the Puerto Rico Ports Authority and domestic carriers. (except SACAL) is questionable. This practice developed when breakbulk traffic was predominant and rates were quoted to the end of ship's tackle in order to bridge the gap for handling services between the end of ship's tackle and place of rest onshore. Although containerization eliminated the extra handling process, the old wharfage rate structure remained; and, today, shippers are being assessed more wharfage by the carriers than the Ports Authority deems appropriate. Recommendation

It is recommended that domestic carriers state clearly in their tariffs the amount of wharfage being collected on behalf of the Ports Authority charge and define the services being rendered for the rest of the charge.

8. Conclusion

Most terminals leased by common carriers on the U.S. Atlantic coast can handle present and future traffic increases with little or no modification. However, terminals leased by TMT at Jacksonville and Miami would probably be unable to handle efficiently a pro

jected 100 percent increase in traffic because of space limitations and terminal conditions.

Recommendation

It is recommended that TMT arrange to improve its facilities at Jacksonville and Miami.