OF OCTOBER 1985

the struggle for perfection...

what’s it worth to you?

YOUNG AND COMPANYContract Stevedores and Terminal Operators

P.O. Box 4445 2855 Mangum Road Houston, TX 77210Western Union Cable: YOUNGCO Telephone: (713) 688-7700 TWX: 910-881-1710

New Orleans ¯ Beaumont. Galveston ¯ Orange ̄ Freeport ¯ Port Arthur

Our many satisfied andloyal customers know ofour harbor tug service inHouston and other Texasports.

We can please YOUR shipowners,shipmasters, pilots, and agents. Giveus the opportunity.

We offer the safety, know-how,promptness and dependability youneed.

Join the Fighton Hunger

One out of every tenpeople in Harris Countydoes not have enough foodto eat.

At the same time, over1.5 million tons of

nutritious food is

destroyed each year in

Houston.

Why can’t this food be

used to feed our hungry?

In fact, it can. The HoustonFood Bank is a private, non-profit organization that acts as acentral clearinghouse throughwhich the food industry candonate their edible, yetunsaleable food that wouldotherwise be destroyed. Thefood is then distributed to localcharities which assist the poorand victims of crisis.

Send your tax deductiblecontributions to the HoustonFood Bank or call to see howyou can help fight the problemof local hunger.

THEF@~DBANK

The Houston Food BankP.O. Box 23588

Houston, TX 77228-3588(713) 635-3700

ITT TUGS are pleased to donate thisspace to tell others about something

besides our superior tug service.

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TABLE OF CONTENTSPort Staff

Richard P. Leach, Executive DirectorJames D. Pugh, Managthg Director

J.R. Curtis, Director of Port Operations

John Green, Deputy Director of Port Operations

W.D. Dunnahoe, Manager, Turning Basin Terminals

John Horan, Manager, Barbours Cut Terminal

W.E. Greer, Manager, Houston Public Elevator

Leslie J. Sandeffer, Manager. Bulk Plant

Armando S. Waterland, Director of Trade Development

Donald R. Allee, Sales M~nagerLeon Utterback, Eastern Sales Manager

Jack Wojewnik, Assistant Eastern Sales Manager

David W. Simpson, Western Representative

James Widman, Midwest Representative

Misael Breton, Latin America Representative

D.C. Moerschel, Marketing ManagerDiana Payne, Marketing AnalystLee Vela, Communications Manager

Tom Kornegay, Director of Engineering

Norman E. Hueni, Engineering Consultant

F. William Colburn, Director of AdministrationLinda Reese, ControllerAlton B. Landry, Manager, Personnel Department

Betty Garrett, Manager, Purchasing Department

James Eldridge, Manager, Management Information

Algenita Scott Davis, Counsel

Joe Scroggins, Jr., Director of FacilitiesTed Wakers, Deputy Director of Facilities

A.J.M. van de Ven, Manager, Maintenance DepartmentCharles Martin, Manager, Security Department

A. Monroe Bean, Manager, Real Estate

Louis F. Brown, Jr., Manager, Safety and Insurance

Michael Scorcio, Director of Community Relations

Joe F. Flack, County Auditor

Executive Offices1519 Capitol Avenue, Houston, Texas 77002P.O. Box 2562, Houston, Texas 77252-2562Tel: (713) 226-2100 TWX: 910-881-5787

Terminal OfficesTurning Basin: (713) 670-2400Barbours Cut: (713) 470-1800

Bulk Plant Office3100 Penn City Road, Houston, Texas 77015

Tel: (713) 453-3531

Field Office60 East 42nd Street, New York 10165

Tel: (212) 867-2780

Official PublicationPort of Houston

Authority

Volume 28 Number 10 October 1985

4 Port of AntwerpFastest growing port in Europe

10 Interamerican Chamber of CommerceReception honors Interamerican Consular Corps

13 Fentress BracewellMaritime community thanks former chairman

14 Scandinavian trade missionPort officials visit shippers

19 Sesquicentennial trolleyBellaire project comes through Barbours Cut Terminal

21 Houston Port BureauPlays vital role

4Firefighting fleetCompact and efficient

DEPARTMENTS

HOUSTON HUMMER 9 PORT TIDINGS 31PHA PROGRESS 29 PORT SIDE 62

On The Cover: Aerial view of the Port of Antwerp.

Port Commissioners

A. Bennett, Jr. M.D. Perry H.J. Middleton R. Gonzales, Jr. A.B. Shepard, Jr.Chairman Commissioner Commissioner Commissioner Commissioner

THE PORT OF HOUSTON MAGAZINE (ISSN 0032-4825) is published monthly by the Port of Houston Authority and is distributed free maritime, industrial and transportation interests in the United States and foreign countries. The magazine staff includes: Editor, Lee Vela;Associate Editor, Karen Hellweg; Writer, Michael Douglas; Advertising Manager, Sheila Adams; Staff Photographer, Ray Carrington; andGraphic Artist, Nancy Switzer. This publication is not copyrighted and permission is given for the reproduction or use of any original material,provided credit is given to the Port of Houston. Additional information, extra copies or advertising rates may be obtained by writing thePORT OF HOUSTON MAGAZINE. Second class postage paid at Houston, Texas and at additional mailing offices. Send address change toPORT OF HOUSTON MAGAZINE, P.O. Box 2562, Houston, Texas 77252-2562.

fficials from two of the world’sbusiest ports, the Port ofHouston and the Port of Ant-

werp, Belgium, will be getting togetherlater this month to plan strategies fbrstimulating trade between the UnitedStates and Europe, while beefing upcargo movements through their ownports.

Port of Houston Authority officialswill serve as hosts to a Belgian tradedelegation October 23 and 24. Headedby the governor of the Province of Ant-werp, the group, consisting of represen-tatives of the city of Antwerp, theBelgian Foreign Trade office and

several private-sector organizations, is ona six-city tour of the United States todisseminate information on ways inwhich the Port of Antwerp can be utiliz-ed to improve trade.

The delegation, with specialists in avariety of trade-related areas, will discusstransportation, consolidation, storage anddistribution of goods; import, export,and commercial transit operations; in-vestment and joint-venture oppor-tunities; and tourism, according to DenisBanned, Belgian consul general inHouston.

Houston is of particular interest to thedelegation, noted Banned, as its port

has much in common with the Port ofAntwerp. Both ports are ranked amongthe top 10 busiest ports in theworld--Antwerp is fourth and Houstonninth. And, like Houston, which islocated 53 miles inland, the Port of Ant-werp is situated 80 miles from the NorthSea.

Additionally, Antwerp handles a highvolume of iron and steel products, asdoes Houston, the number one port ofentry for iron and steel imports to theUnited States.

Both ports also are extremely active inthe handling of containerized cargoes.The Port of Houston’s $150-million-

ABOVE: Transshipment and unloading operations(Photograph G. Coolens)

at a specialized terminal for fertilizers and cereals, both bagged and in bulk.

1984 general cargo traffic totaled 38.35 million tons (inclusive of 10.8 million tons of con-tainerized goods).

dollar, ultra-modern facility at BarboursCut in La Porte has put it in the driver’sseat for containerized cargo on the WestGulf. The Port of Antwerp boasts a full-service container facility at the ChurchillDock, as well as more than 10 othercontainer-handling sites along theScheldt River.

A ntwerp is presently one of the fast-.l ai. est growing seaports in Europe,and in 1984, it succeeded in increasingits cargo turnover by more than 12 per-cent. A number of new records were set,including total tonnage of 90.3 milliontons, general cargo tonnage reached 38million tons and 1.2 million containerunits were handled. From 16,000 to17,000 vessels, representing over 100 na-tions, equivalent to half of the worldfleet, call at the port annually.

As a result of its performance in 1984,Antwerp strengthened its position as oneof Europe’s leading ports, and as thenumber one port for Europe’s overseasexport of general cargo. The port servesas a major gateway for West Germany,France, the United Kingdom, theNetherlands, Switzerland and Italy.

Antwerp has developed into an impor-tant distribution center for European im-ports and a major consolidation centerfor European exports. The port has ex-cellent communications links within thecountry, more specialized covered

storage facilities than any other Euro-pean port, a qualified labor force andliberal customs regulations. In boasts, asa major asset, its sound and realistic tariffpolicy which offers highly competitiverates versus other European ports.

Antwerp is also a world center fortrade and industry. The local tradingcompanies are mostly involved in importand export and handle about 50 percentof all commercial transit operations inthe Belgo-Luxembourg EconomicUnion. The Province of Antwerp is

touted as the undisputed leader in theBelgian export scene. Almost one thirdof all exports originate from Antwerp-based industries, and more than half oftheir sales go abroad.

Facility improvements at the port,along with progressive marketing/

public relations tactics, have enabled thePort of Antwerp to continue growing,despite the worldwide economic slumpof the early 1980s. According to a recentreport of the Study Centre for the Expan-sion of Antwerp, vessel traffic increasedan average of 15 percent in 1984, over1983; and overall port tonnage was upseven percent, or nearly 10 million tons,over the previous year.

General cargo showed a 15 percentgain in 1984, compared to 1983, withcontainerized cargo alone totaling 10.8million tons--a 22 percent increase overthe previous year. Other commodities al-so showed positive gains: bagged cereals(53 percent), iron and steel products (40percent), fruit (19 percent), and flourand sugar (14 percent).

Bulk traffic also increased; oilmovements were up nine percent overthe previous year, ores were up 33 per-cent; and coal ships increased by 29 per-cent.

The report cited better service,resulting from expansion of port facilitiesand improvements to the region’s in-

General cargo facilities are predominent in the port. In the background is one of the two largeGeneral Motors car assembly plants in the port area,

frastructure, as primary factors in theport’s improved position in the worldmarketplace, as well as the business com-munity’s increasing confidence in theport’s future and a resurgence in theregion’s industrial activities, in general.

I mprovements to port facilities in 1984included: dredging of the Western

Scheldt to accommodate bulk carrierswith draughts of up to 50 feet; begin-ning construction of the BerendrechtLock; and extending a radar systemwithin the port and along its access route,as well as completing two unmannedradar stations at the Antwerp lock com-plexes, which improved navigation con-trol.

Port authorities also have agreed on aplan to modernize the central dock areaon the right bank of the Scheldt to in-crease cargo-handling capacity. The pro-ject, to be implemented in three phases,will require investments of over 500million BF, or about $8.3 million.

Additionally, the Government InnerCabinet has approved further expansionof the port on the left bank. This project,with a price tag of 2,535 million BF, oralmost $42.3 million, should expand theport’s ability to handle general and drybulk cargoes.

Projects aimed at improving inland ac-cess to the port also began or were com-pleted during 1984. Work continued on

the Albert Canal, which is being widen-ed; contracts for construction of a newinland navigation lock at Wijnegem, toaccommodate push-tug traffic up to9,000 tons, were awarded; and BelgianRailways released plans to modernize theAntwerp North Marshalling Yard. Im-provements to the yard, which will re-quire investments of 3,500 million BF,or about $58.3 million over a five-yearperiod, would increase the yard’s handl-ing capacity and improve operationalsafety.

Improvements to the region’s in-frastructure-construction of three newbridges, two of which were completed in1984, and plans for a third tunnel underthe Scheldt--will provide better truckaccess to and from port areas.

The report noted, "Constant growthin the volume of cargo, especially generalcargo, has strengthened the confidenceof many companies in the future of theport and has encouraged them to investin new, mainly high-technology handl-ing equipment."

Terminals at the Delwaide Dock, forexample, have installed a new mo-

bile Gottwald container crane; a secondgantry crane; and two general cargocranes, with a lifting capacity of 32 tons.Three cargo handlers have introducedpneumatic unloading installations for

soya products, rice, malt and tapioca.Various firms engaged in overlandtransportation have expanded vehiclefleets; construction of specialized,covered storage areas is on the upswing;and an ever-increasing number of ship-ping agents, freight forwarders and othercargo handlers are investing in digitaldata transmission and communicationequipment to improve document pro-cessing efficiency.

In addition, the public sector isassisting in the transition to automation,and an Antwerp Community of Port In-terests (AGHA) has been established collect data into an integrated trafficcontrol system to improve the flow ofmaritime traffic movements, while pro-viding a device for monitoring the move-ment of hazardous materials.

The report also credited the Port ofAntwerp Promotion Associationwith making inroads that improved theport’s business climate. Serving as acatalyst for trade development activities,the association carried out an intensiveaction program in Belgium and abroad,which included organizing a "FrenchShipper’s Day" and an "Open DoorsDay," with the theme "Know and Sup-port Your Port," in Belgium; foreigntrade missions to the ASEAN countriesand South Africa; and participated in"Port Days" in several Europeancities. []

It hosts four container terminals and one bulk terminal. (Photograph G. Coolens)

7

At Nedlloyd, people are our competitive edge. Experiencedpeople, both here and in the Middle East.They knowhowto make all the right moves, atthe righttime, attheright price.Your bottom-line benefits begin with our fast responseand absolutely dependable deliveries, which mean betterinventory control, lower warehousing, interest andinsurance costs-and satisfied customers.Sailings every 10 days to a full range of ports in theMiddle East carrying containers, breakbulk, reefers, RO-ROand special project cargo.A Nedlloyd bill of lading is all you need.

._~Nedlloyd

PEOPLE THAT MAKE THE PORT OF HOUSTON RUN

HOUSTONHUMMER

John Hsu believes that hardwork leads to success. And,his philosophy is reflectedin his life, his business and

his family.As junior vice president of

Evergreen Line, Hsu is in chargeof the Houston district office ofthe Taiwan-based line, whichoffers weekly service throughthe Port of Houston’s BarboursCut Container Terminal. Hsuinstills his ideology in thosearound him, while echoing hiscompany’s business philosophy.

"We believe that the onlyway to deal with the recessionthat has hit the shippingbusiness is by working harder and cut-ting costs. For example, in Evergreen’sTaiwan headquarters, we may bescheduled to leave work at 5:30 in theafternoon, but work continues. InTaipei, our office is the only one with thelights on, and people working intothe evening. We work Saturdays andSundays, someone is always on duty."The company also maintains its own con-tainer manufacturing and refurbishingfacilities, according to Hsu, andmanufactures all its own chassis.

"All these factors are designed to cutcosts, which is the way to survive in thebusiness today," he said.

Evergreen’s slogan--Evergreen isEvergrowing--is reflected in its relativelyrapid success in the shipping business.Established only 17 years ago, the com-pany began a breakbulk service from theFar East to the Persian Gulf. When thatproved successful, in less than one year,the line anticipated the need for a linerservice from the Far East to the Carib-bean and Central/South America.

"As a result of the energy and oil crisisin the mid 1970s, the subject of con-tainerization came up and the companyspent a lot of time and money researchingthe market, then made plans to develop aworldwide network of container shippingroutes," according to Hsu. Today itoperates the only global service with botheast and westbound routes.

Convinced that breakbulk transport

would soon be obsolete and that con-tainerization was the way of the future,the company expanded again.

In July 1975, a regular full containerliner service between the Far East and theEast Coast was inaugurated. Successfulexpansion to the West Coast and to theCaribbean and Central/South Americafollowed, and subsequently service to theMediterranean. By early 1979,Evergreen’s Arabian-Persian Gulf servicehad been fully containerized. In April ofthat year, service was opened to Europeand, in November of the same year, ser-vice began between Taiwan andSoutheast Asia.

It was Evergreen’s aggressive businesstechniques and managementphilosophies, not an ordered maritimeeducation, that propelled Hsu into thebusiness.

Hsu has an educational background inforeign languages and history, andspeaks Mandarian, Japanese and English,which has been a natural stepping-stoneto the foreign trading business. He work-ed in the foreign trade business for aboutten years before joining Evergreen,which was looking for someone who wasbilingual, seven years ago. He has notregretted his decision to enter the ship-ping business.

"The shipping business is very in-teresting and challenging. One meetsdifferent types of people and every daythere are different problems to solve. In-

stead of following a dull, boringroutine every day, you are al-ways met with a challenge. Theinternational aspect is very dif-ferent from working in a tradi-tional office atmosphere."

Directing the Houston dis-trict office, which has responsi-bility for a five-state region in-cluding Texas, Louisiana, Okla-homa, Arkansas and Mississip-pi, is not Hsu’s entire life,however. He is presently adjust-ing to the role of college father,as his eldest son recently en-rolled for his freshman year atthe University of Texas at Aus-tin. Having been in the United

States only two and one-half years,his family, his wife, two boys and onegirl, are still adjusting, he said, again, byworking hard.

"I think my son is a little bithomesick. Since coming to the UnitedStates, he has had difficulty adjusting tothe pace of the study here, especiallywith English, since it is not his firstlanguage. He is now planning to majorin aerospace engineering," he said.

"When I left the Evergreen Taipei of-rice to accept this foreign assignment,the founder and chairman of the com-pany, Y.F. Chang, had a one-to-onediscussion with me about working in theUnited States. He talked about the pur-poses and goals of opening the Houstonoffice. In advice and encouragement, hegave me a very important example of themanagement relationship we have atEvergreen. ’We are proud of the com-paw--proud of the condition of ourships. When you visit one, you willalways find it neat and clean.’ "

The four 512 teu capacity ships nowcalling at Barbours Cut are relatively new,built in March 1984. By 1986, Evergreenwill have 24 new full container ships inservice, with a total of 900,000 deadweight tons. The entire fleet will total 63container ships, with over 116,000 teucapacity. The line will be one of theleading container ship companies in theworld, Hsu said.

than 400 attended a reception held recently tohonor the Houston Interamerican Consular Corps.The second annual event was sponsored by the

Houston Interamerican Chamber of Commerce, a groupfounded to promote two-way trade between the nations ofNorth, South and Latin America.

According to Diva Garcia, vice president of special events,the reception provided a one-to-one meeting between thecorps and the chamber members. Each of the consuls waspresented an honorary membership to the chamber and aproclamation from the city of Houston.

Acting as master of ceremonies, Cesar Navarro, executivevice president of the chamber, said more understanding andgreater support has been shown throughout the Houston areain the past year for the organization, citing the opening oftwo new chambers of commerce, that of Peru andVenezuela. Navarro said that the Port of Houston is the most

important port for Latin America and is the "port of entry"for products made in those countries.

The Houston Interamerican Chamber of Commerce wasformed to promote two-way trade and investment betweenHouston and countries of the Western Hemisphere throughseminars and special events. Future events include a seminaron the oil and gas investment policies of Argentina, co-sponsored with the Council of the Americas (New York), Oc-tober 4; a conference on new government regulations anddevelopments affecting United States investments in Argen-tina, Brazil, Colombia and Mexico, co-sponsored with theNational Foreign Trade Council (New York), October 8, andits regular luncheon meeting on October 10, when thefeatured speaker will be an official from the Port of HoustonAuthority. In addition, the president of the chamber wasrecently selected to serve on the board of directors of theWorld Trade Association. For more information about thegroup’s activities, call 785-8355. []

J. Anthony Ruiz, president, Interamerican Chamber; PatriciaMcFarland, administrative aide-Protocol, City of Houston.

Jesse Riveron, First Chicago International; J. Cadena, Citibank Interna-tional; and Gasper Mir, Ill, Peat Marwick.

Juan Carlos Garaguso, Consul of Argentina; Jorge Lapson, Trade Com-missioner of the Argentine Republic; Mauricio Avila R., consul generalof Colombia in Houston.lO

Diva Garcia, vice president, special events, Interamerican Chamber;Cesar Navarro, president, Peruvian North American Chamber.

Nell Dudley, Rita Lopez, Ben Alegria and AnnaMaria Alegria.

David L. Eckles, Susan S. Eckles, both of E.G.International; Cesar Estupian, Burlington North-ern; Barbara Voorhees, Transnave owner’srepresentative; and Misael Breton, LatinAmerica representative, Port of HoustonAuthority.

Armando Waterland, trade development direc-tor, Port of Houston Authority; Abbie Jones;Avila; and Ruiz.

11

How to double the size of your yardwithout buying a single acre.

Paceco’s Transtainer gantrycrane can stack considerablymore containers per acre thanstraddle carriers. Twice as manyas front-lift trucks. So, you candouble your yard’s capacity with-out buying a single acre.

The Least ExpensiveYard Handler

You can buy an ordinary strad-dle carrier or front-lift truck forless than a Paceco Transtainer.But, how many would you haveto buy to match the performanceof a hard-working Transtainer?

And what about the long run?The Paceco Transtainer’s life

expectancy has proven to be atleast two to three times longerthan strads or FLTs.

How long can you expect yourTranstainer to last? Officially,Paceco estimates 20 years. But,it’s hard to say since every Trans-tainer built by Paceco is still inservice. Even the seven unitsbuilt between 1960 and 1962.

Goodbye, "Elephant House"The Transtainer is a dedicated

stacking crane, so it has a lighterduty cycle. That means less wearand tear and considerably lessdowntime. Below 1% in manycases. Lower maintenance and

repair costs. And unlike straddlecarriers Transtainers don’trequire "elephant houses."

The Bottom Une inYard Handling Equipment

If you’re caught in the yardspace crunch, or want a moreefficient yard operation, we thinkPaceco’s Transtainer is theanswer. Terminal operators inover 100 ports all around theworld agree.

For a new color brochure call(601) 896-1010 or write Paceco,Inc., P.O. Box 3400, Gulfport, MS39505-1400. Telex 589-924.

QPACECO, INC.A Subsidiary of Fruehauf Corporation

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12

Maritime communky leaders honor Bracewell

M ore than 300 members of the Houston maritimecommunity were on hand at a recent luncheon tohonor the man who guided the Port of Houston

Authority for 15 years as its chairman, Fentress Bracewell.Bracewell, who served as the longest tenure of any port

commission chakman, was the recipient of several momentosof appreciation including a proclamation from HoustonMayor Kathy Whitmire, proclaming the day as "FentressBracewell Day in Houston," and a similar proclamation fromHarris County Commissioners Court, presented by CountyJudge Jon Lindsay.

Included in the presentations were the Port of HoustonAuthority, the West Gulf Maritime Association, the HoustonPort Bureau, the Institute of International Education, theWorld Trade Association, the Port of Houston PropellerClub, the American Waterways Operators and the Interna-tional Seamen’s Center. All five current commissioners of thePort of Houston Authority, as well as former commissionersand former Chairman Howard Tellepsen, were present at theevent.

Bracewell, who also served as a port commissioner for twoyears before becoming chairman, was praised by all

presenters for his unselfish service to the Port of HoustonAuthority.

In his remarks, Bracewell commented that the cooperationand support he had received over the years has resulted inHouston becoming a "world-class port".

"An extensive building campaign over the past 30 yearshas resulted in a great port. I believe the port is now in ex-

Houston Mayor Kathy Whitmire presents proclamation to Bracewelh

cellent hands and the diverse experience of the port officialswill successfully guide it," he said.

"Houston is truly the town that built a port, that built acity," he continued. "I am confident the Port of Houstonwill continue to be the most important factor in the growth ofthe area." []

Harris County Judge Jon Lindsay offers a resolution on behalf of countycommissioners.

Port of Houston Authority Chairman Archie Bennett honors formerchairman.

13

Port of Houston Authority travel,,

A delegation from the Port of Houston Authoritytravelled to Scandinavian countries recently on asales mission for the Port of Houston Authority.

Included in the stops on the trip were Stockholm andGothenburg in Sweden; Bergen and Oslo in Norway;Copenhagen, Denmark and Antwerp, Belgium.

The delegation consisted of Commissioner Marcella Perry,Executive Director Richard P. Leach, and Director of TradeDevelopment, Armando S. Waterland.

Several luncheons and receptions were held to meet withtop shipping industry people at each of the stops, in additionto many sales calls. The PHA film, "The Fabulous FiftyMiles," was presented to each of the groups and was wellreceived.

Commissioner Perry noted that the officials at each of thestops were impressed that Houston’s "top brass" wouldtravel to meet with them and discuss mutual shipping in-terests.The Scandinavian trip is one of several planned by the Port

Authority throughout the year to keep in touch with leadingshipping executives around the world. []

In Gothenburg...

Shg Tednell, Uddeholms-Agenturen; KarI-Erik Ryden, Uddeholms-Agenturen; Lars-Olof Johansson Volvo Transport; and Curt Svanberg,Strandbergs.

Leif Mathiasson, Speditions Service; Shg Tednell, Vddeholms-Agenturen; and Skn Svanksson, Svantessona Wallenus.

lan-Axel Hofstedt, Axel Hofstedt, AB; KjelI-Alce Anderson, ACL; and LarsMalmgren,Scanfreight.

Jan Aronsson, Strandbergs; Kerstin Bergguist, Volvo Transport; GoranFalk, Volvo Penta; and Leif Mathiasson, Speditions Service.

Berhl Jonsson, Scanfreight; and Martin G. Forester, American ConsulGeneral.

14

to Scandinavia on sales mission

In Gothenburg...

4lan-Axet Hofstedt, Axel Hofstedt, AB; Eva Karlsson, ACL; and KjelI-AlceAnderson, ACL.

Commissioner Marcella Perry, Port of Houston Authority; Jan Leach,Port of Houston Authority; and Christina Bhanji, Johnson Shipping.

Stellan Daun, Transocean; Berhl Jonsson, Scanfreight; and Pei Bjurs-tion, Port of Gothenburg.

Peter Harden and Mike Etliott, Barber Blue Sea; and R.P. Leach, ex-ecutive director, Port of Houston Authority.

Tore Andresen, managing director, Jahre Shipping; and Per Torgersen,member of the board, ACCO Shipping.

15

In Copenhagen...

Peter K. Miller, Maersk Line; John Guldbrandsen, Maersk Drilling; andFind Hansen, Rederiaktieselskabet Ore Skou.

Kim Moiler, The East Asiatic Company; and Klaus Kjaerulff, A/S Damp-skibsselskabet TORM.

Ulla and Otto Danielsen, both of Rederiet Otto Danielsen. EIo Nielsen and Steen Petersen, both of Dannebrog Rederi A/S.

John Guldbrandsen, Maersk Drilling; Find Hansen, RederiaktieselskabetOve Skou; Niels Christiansen, A/S Dampskibsselskabet TORM.

Axel Madsen, Texaco; and Henrik Schrum, A/S DampskibsselskabetTORM.

Jorgen Falkenstein, Dampskibsselskabet Norden; Erik Behn, president,A/S Dampskibsselskabet TORM; and Axel Madsen, Texaco.

16

Peter Albeck and Ole Rich, both with A/S Dampskibsselskabet TORM;L.G. Christensen, L.G.C. Consult; and Wung Sung, Dannebrog RederiA/S.

In Copenhagen...

lan Fenger, Concord Shipping Agencies Aps; Niels Herbert, Itel Con-tainer Corp. International; and Poul Madsen, GELCO-CTI ContainerTransport International.

Mr. Hjorth, Industriradet; S. AA. Lauridsen, Dansk Landbrugs Grov-vareselskab; and Bo Green, Grosserersocietetet.

Per Bjorn Simon, Wallenius Line; John Hilt, C.G.M.; and ThorkildNielsen, Sea-Land (Denmark) Transport.

Birger Leth, D.F.D.S. A/S; and Wung Sung, Dannebrog Rederi A/S.

!Vagn Birkeland, Danfoss A/S; Helge Nymann Nielsen, Superfos A/S;and Michael Ehlers, Hapag Lloyd.

Henrik Madsen, Armada House; Armando Waterland, director of tradedevelopment, Port of Houston Authority; Per Orsted, Mexican Line; andHans Levy, Assuranceforeningen SKULD.

Poul Rasmussen, Maersk Line; Erik Behn, MS DampskibsselskabetTORM; and Hans G. Anderson, Rederiet A.P. Moiler.

Jan Leach, R.P. Leach, executive director, Port of Houston Authority;and Axel Madsen, Texaco.

Peter Rosendal, Transportradgiver; and Max Hansen, Tecomar. Port Commissioner Marcella Perry and J.D. Simonsen, journalist, Berl-ingski Tedende.

12

Shippingwith

Watermanis Water

all the wayWATERMAN LASH BARGES are considered

ocean-going vessels. This means that once yourcargo is loaded you can receive an im-

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18

Bellaire Sesquicentennial project

Trolley comes through Barbours Cut Terminal

T he trolley car is in working condi-tion, most recently seeing service

in O’Porto, Portugal. However, it willnot be put into service in Bellaire, butopened as a museum in early 1986, hous-ing memorabilia of the early 1900s.

The car, which was made in Americain 1904 and then shipped to Europe,weighs 16 tons and has dimensions ofseven feet by 34 feet by 11 feet. It waspurchased at a cost of $29,000. The en-tire project is expected to cost between$50,000 and $75,000 and will includepermanently securing the car on acovered concrete slab on the BellaireBoulevard esplanade.

According to Moppy Gay, co-

Frern left: Bill Goins, Kerr Steamship; Moppy Gay, co-chairman, Bellaire Sesquicentennial Commis-sion; Barbours Cut Container Terminal Manager John Horan; Bellaire Sesquicentennial CommissionCo-Chairman Barbara Young; Sam McKinney, mayor of Bellaire; Louise Ware, Metro; Jack Yuill,member of the trolley committee of the Bellaire Sesquicentennial Commission; and Port of HoustonAuthority Commissioner Howard Middleton.

A Portuguese trolley car, to bea museum in the city of Bel-lake, as part of its Texas Ses-

quicentennial project, was unloaded inAugust at the Port of Houston Authori-ty’s Barbours Cut Container Terminal.

Approximately 100 area officials fromthe cities of Houston, Bellaire and LaPorte and Harris County as well as PHAofficials and representatives fromSpanish Line and Kerr Steamship, thevessel’s agent, attended the welcomingceremonies, and enjoyed the music ofthe "Good Times Brass Band," on handfor the occasion. Also in attendance wereBellaire citizens and SesquicentennialCommission members from Bellaire andAustin.

The acquisition of the trolley car,

which arrived from Cadiz, Spain, via theSpanish Line vessel, the CAMINO II, isthe major project of the Bellaire Ses-quicentennial Commission. Its goal wasto purchase a trolley car with a clerestory, or upper deck, on a double truck,resembling the one that served the com-munity from 1910-1929.

The trolley ran from the Houston citylimits, then at Fannin and Eagle, wherethe South Main Sears store stands today,over thirty miles of prairie, into Bellaire.It became an important connectionbetween Houston and Bellaire. Bellairewas founded in 1909, consisting of truckfarms for oranges, figs and other pro-duce. The trolley is also reported to haveproved invaluable for pulling cars out ofditches during flooding.

Interior of vintage trolley car.

chairman of the Bellaire Sesquicen-tennial Commission, the Bellaire Trolley#124, as it will be renamed, will belocated in the center of the city ofBellaire, within walking distance ofschools, and when completed as amuseum, will be open to the public.The commission will continue fund rais-ing efforts to repay a loan for the pur-chase and for further improvements, Gaysaid. []

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20

Promotes trade through Houston

Houston Port Bureau plays vital role

Since its organization in 1929, theHouston Port Bureau has playeda vital, far-reaching role in the

growth of the Port of Houston, promot-ed transportation through the port andprotected it from encroachment on itscargo sources.

The Bureau’s history is an interestingone. Initially, the Bureau included asales force. It was also responsible for thetraffic management of the port’s opera-tions.

In 1936, the Port Bureau became theHouston Port and Traffic Bureau as aresult of a reorganization. In addition tosales, this revised organization wasresponsible for coordinating the rate andtraffic activities of the major interests us-ing the port. Later, in 1959, the salesforce joined the Port of HoustonAuthority and the Bureau’s name waschanged back to Houston Port Bureau,and it was incorporated under Texaslaws. It has operated under this chartersince that time.

According to George Strange, generalmanager, the Bureau’s scope and func-tion continues to grow today.

"The object of the Bureau is to pro-mote adequate national and interna-tional inland and foreign transportation,to and from the ports it represents, andto do whatever is necessary in order tomotivate import and export commerce,"Strange said.

Additionally, the bureau is responsi-ble for keeping its finger on the pulse oflegislative issues that might affect theport in order to keep Houston com-petitive with other ports in the Gulf andelsewhere.

"Most recently we fought the passageof the Staggers Rail Act of 1980, and weare continuing to urge its repeal. Becauseof actions by the Interstate CommerceCommission (due to its interpretation ofthe act) and the Motor Carrier Act of1980, the Bureau has been forced tostudy its possible impact upon the Portof Houston," he said.

The Bureau finds it more demandingnow, according to Strange, to participatein rate-making matters by either suppor-ting or opposing or endeavoring to seethat a level of competitive rates isestablished.

"It is a matter of negotiating and sell-ing to the carriers the establishment ofproper levels of transportation charges,whether they be published jointly, in-dependently or through contracts. If thePort Bureau does not take necessary ac-tion on every proposal, independent ratepublication or rail contract rate, it ishighly likely that Houston may not re-main competitive with other ports," hesaid.

TheBureau is also with thechargedresponsibility of interacting with

the Interstate Commerce Commission,the Federal Maritime Commission, theTexas Railroad Commission and otherstate and federal regulatory bodies indeveloping an understanding of thetransportation requirements of industry.Bureau officials also work to secure themodifications of laws, rulings and

George Strange,general manager,Houston Port Bureau

regulations found to be harmful to portsand industry and promote internationalcommerce.

Governed by a board of directors com-prised of bankers, shippers, port authori-ty officials, attorneys and maritime com-munity leaders, the Bureau currently hasa membership of over 160 individuals.Companies also receive monthly reportson its activities related to the industry. Inaddition to the Port of Houston, itrepresents the Port of Freeport and theGulf Ports Association. Since January1983, it has also operated a subsidiary,the Marine Exchange, which reports shipmovements in and out of the Port ofHouston and other West Gulf ports.

"In 1984, the Bureau responded to itsmembership with over 3,900 requests forinformation on legislative and othermatters, rate quotations and general in-formation. We will continue as we havefor 56 years, to take action wheneverpossible to protect the membership’s in-terest, that of the Houston business com-munity and the ports and organizationswe represent in international trade andtransportation matters," Strangesaid. []

21

Cl~tile

andPeru.

by experienced personnel in North andSouth America.

So when your cargo is bound for Chile,Peru or Bolivia, count on the independentline that knows the South American market.Call your local Empremar agent or foreignfreight forwarder.

22

From fine china to the heaviest equipment you can muster,Strachan Stevedoring is ready to handle your cargo with themost expert crews in the business.

Ouroperations have been nationally recognized fortheir low incidence of damage, as well as for speed and effi-ciency of our fully-equipped Houston Ship Channel locations.

For container storage and RO/RO facilities, plus a fullcomplement of heavy lift cranes and top lift equipment, callStrachan Stevedoring. We’ll show you how more than fiftyyears of experience can work in your favor.

Barbours Cut Turning Basin713/683-3500 Telex: 910-881-3607 Cable: "STRACHAN"

Firefigbting on the channel

Port’s fire/safety program is compact, efficient

W hen the oil tanker AMOCO

VIRGINIA burned in theHouston Ship Channel in

1959, Capt. Ray Dial was there. He was acrew member of the CAPTAIN CROT-TY, the Port of Houston’s old fireboat.

The VIRGINIA fire, which tookseveral days to extinguish, was a bad one,Dial said. "From our point of view, pro-bably one of the worst. It burned forawhile, then blew from the hold. Itdidn’t sink, but there were great bigholes in the deck."

The CAPTAIN CROTTYis gone now,retired in 1983 after 33 years on theHouston waterway.

But Dial still fights fires on the chan-

nel. Today he’s the captain of the J.S.BRACEWELL, which is stationed at thePHA Manchester wharves. It’s one ofthree fireboats making up the port’smodern firefighting fleet.

Dial says he’s seen many changes inthe way fire protection is handled duringhis 33 years at the port, most of them forthe better.

"I think everyone’s gotten more safetyminded on the channel than they wereyears ago," Dial said. "Fire prevention isstressed a lot more than it used to be."

John Zumwalt agreed. He’s the presi-dent of the International Association ofFirefighters, Local 16, and an engineeraboard the CAPTAIN W.L. FARN-

SWORTH, the port’s Greens Bayou-based fireboat.

"We don’t have a great number offires here," Zumwalt said. "And thereare good reasons that we don’t. One isthe great skill of the ship channel pilotsin avoiding collisions, another is the safe-ty consciousness of everyone who worksat the public port facilities and at theprivate industries based along the chan-nel. ’ ’

T he Port of Houston’s fire and safetyprogram is compact, but efficient,

said Ted Wakers, deputy director of portoperations, and the man in charge of theport’s fire department.

The J.S. BRACEWELL, stationed at the old Manchester wharves, is one of three fireboats which make up the port’s firefighting fleet.

24

"We have three fireboats, the J.S.BRACEWELL, in the Turning Basinarea, the CAPT. W.L FARNSWORTH,under Capt. M.E. Cannon, at the BulkMaterials Handling Plant (GreensBayou), and the HOWARD T.TELLEPSEN, under Capt. M.L.Deshazo, at the Barbours Cut ContainerTerminal," he said. "We’ve also got anextra detail at Barbours Cut consisting ofa fire engine and a hazardous materialshandling unit."

In addition to the boat and fire enginecrews, the port also has one full-time fireinspector, A1 Hawkins, who’s been onthe job since 1963.

"Hawkins is a first responder, mean-ing that he’s the first one on the scene todetermine what needs to be done whenthere is an incident," Wakers said. "Butprimarily, he shoulders the responsibilityfor maintaining and inspecting all fireprotection equipment on the wharves.He inspects all of our tenants and en-forces the city of Houston fire codes andthe appropriate Coast Guard rules."

The upper reaches of the port actuallyfall under the jurisdiction of theHouston fire department, and the city’sforce would be the major departmentresponding to a big fire in the TurningBasin area of the port.

"Because of the small size of theport’s force, it would be impractical toexpect it to handle a major blaze,"Wakers said. "By design, we’re there toassist, and providing water is a big partof the job. We can deliver an almostendless supply."

The ll-year-old, 80-foot-long, FARN-SWORTH, the oldest and largest of thethree boats, pumps 6,000 gallons ofwater per minute directly from the chan-nel. The other two vessels, which werebuilt in 1983 and are 68 feet long each,can handle 4,000 gallons a minute. Inaddition, all three carry tanks of foam forextinguishing petroleum or chemicalfires.

"We are waterborne pumping stationsinstead of land-based pumpers,"Waiters said. "The primary duties of theboats are to do just that. If we respond toa small boat or tugboat fire, and we’rethe only ones there, we’ll go aboard. Butwe won’t send the whole crew out tocombat an aboard-ship fire. We’re thereto assist the local fire departments, thecrew of a vessel, or plant personnel toprevent or suppress fires depending on

the circumstances."Even so, all the fireboat crews are

highly trained firefighters, withqualifications far exceeding state man-dates. In a recent example of skill andquick action exhibited by fireboat per-sonnel, Captain Dial and Captain Can-non were praised by AgriExport officialsfor their expert handling of an incidentat the grain elevator in late July.

~There’s a high,degree of pro-,l[, fessionalism, Zumwalt said.

"All of us are certified marinefirefighters, in addition we all attend theTexas A&M University Fire School andthe city of Houston Fire Academy. Wealso have a training officer who hasregularly scheduled programs."

Speaking as union president, Zumwalt

people in the facilities, and more fireprotection equipment than in earliertimes."

Part of that equipment includesmanifolds, or water hookups, outside ofthe different channel facilities whichenable the fireboats to tap into theplant’s internal fire sprinkler systems.Once attached, the boats can supply anendless stream of water.

"We check the manifolds constantlyto make sure they work," Zumwalt said."Making sure we know where they areand that they’re in working order is a bigpart of our job."

When there is a fire, all three of theboats respond. The one arriving firstdetermines if it needs help. If it doesn’t,the others return to their bases. If it

More firefighting equipment is available than in earlier days on the channel including manifolds, orwater hookups, outside the different channel facilities which enable the fireboats to tap into a plant’sinternal fire sprinkler system,

said port management deserves much ofthe credit for the professionalism of thefirefighting teams. "We’re impressedwith the fact that they’ve recognized theneed for the advanced training, and withthe foresighted management they haveshown in having three fireboats and ahazardous materials unit.

"The port hasn’t skimped when itcomes to safety," Zumwalt said. "Ourassociation has been able to work withmanagement very closely and very well inorder to see to the port’s needs. I thinkthis spirit of cooperation is one of thereasons the protection here is as good asit is."

~ That relationship, combined.Ik with the helpful attitude of

the private channel industries, has gonea long way to keep the port safe," hesaid. "We have an inspection programwe rely on heavily as we work with thedifferent facilities," Zumwalt said. "In-dustry is now very safety conscious. Wetrain with the fire protection personnelin the plants, and there are more trained

does, all three stay until the situation isunder control.

Normally, the BRACEWELL would bethe first to arrive at a site in the TurningBasin, while the FARNSWORTH wouldbe the closest vessel to a mid-channelfire. The TELLEPSEN is the primaryresponder at the east end of the water-way.

The vessel captains have to keep theboats in position while the crews spraydown the fires with the powerful deck-mounted water cannon. No easy task asthe water rushes out at a force of 2,000pounds per square inch.

Demonstrations of the abilities of thesmall craft and their crews are impres-sive, and the port’s firefighting systemhasn’t gone unnoticed. Visitors fromaround the world come to Houston to in-spect it.

But even with the best of systems, themost effective fire fighting tool isprevention, the firemen say. "In ourjob," said Hawkins, "it’s best to try andstop it before it happens." []

25

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26

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28