Transportation: Year In Review 1995Article Free Pass
Much concern continued over the increasing age of the world fleet. At the start of 1995, about 58.4% (49.8% of total deadweight tons [dwt]) was over 14 years old, and the average age of the world fleet was 17.3 years. Important new measures from the UN’s International Maritime Organization (IMO) to improve the safety of existing oil tankers came into operation on July 6. These included an enhanced program of inspections applying to all oil tankers aged five years and older and changes to the construction requirements of tankers aged 25 years and older, including mandatory fitting of double hulls or an equivalent design. The IMO also set up a panel of experts after the sinking of the "roll-on, roll-off" ferry Estonia in the Baltic Sea in September 1994, but the London-based organization received criticism from many quarters throughout 1995 for moving too timidly and too slowly on the issue of ferry safety. Following the June council meeting of the International Association of Classification Societies, details were released of a program to reinforce member societies’ increasingly tough stance on safety compliance. The program included further tightening of the Transfer of Class Agreement, greater transparency of class and statutory information, and automatic suspension of class under specific circumstances.
The first ship bearing Green Award certification, the 254,000-dwt Ambon, owned by ICB Shipping of Sweden, called at the port of Rotterdam, Neth. The Green Award scheme was an initiative of the Rotterdam Municipal Port Management in conjunction with the Dutch Ministry of Transport to promote safe and environmentally friendly ship and crew management. Aimed at oil tankers larger than 50,000 dwt, the scheme rewarded certificated ships with a reduction in port fees.
In Russia a change of port-construction priorities halted plans to build three new ports on the Baltic until the port of St. Petersburg had been completely rebuilt. Handling capacity of the modernized port was planned to increase from 21 million to 40 million tons. The three new ports were to have been built on the Gulf of Finland at Ust-Luga, Batareynaya, and Primorsk. The Russians’ goal was to have northwestern ports with an annual capacity of 70 million tons.
In The Bahamas an $80 million deal for a container transshipment facility in Freeport Harbour was signed between Grand Bahama Development Co. and Hutchinson International Holdings. It was the largest investment in Freeport since the building of an oil refinery in 1960. In August the government of Sri Lanka awarded a $720 million contract to a U.K.-Chinese consortium to build a new port at Galle, 112 km (70 mi) south of Colombo. In the same month, Vietnam approved in principle plans for a $560 million deep-sea port and industrial zone near Haiphong, in the north of the country.
Worldwide freight volumes, as reflected by container movements, showed modest rises in 1995, while the busiest activity continued to be in the Pacific Rim. Singapore, which began restructuring for outright privatization, and Hong Kong retained their status as the busiest ports. Both ports were above the level of 10 million TEU (20-ft equivalent units) per annum. Linked to this was growth in China of container crane and container manufacturing. Penang, Malaysia, embarked on a major capital expenditure to cope with an annual growth of 16% over the previous eight years, and Manila developed new intermodal freight services. Intermodalism, which was pioneered in Europe, continued to gather strength. A Pan-European Transport System initiative was promoted by the European Union to facilitate trade and economic development, with a focus on maintaining the balance of road, rail, and waterway traffic in Eastern Europe and avoiding domination by road transport. In the U.S., rapid growth in intermodal trade had put a great strain on service reliability. This led to plans for the development of new "mega terminals" in six U.S. West Coast ports and might prompt a decline in medium-sized container ports.
Pipeline construction was down by 5% in 1995. Decline in the U.S. was linked to the cost of meeting environmental, safety, and regulatory mandates, while Russian recession and political upheaval reduced activity. Nonetheless, in Europe and especially the Far East, new long-distance natural gas networks spurred ambitious new programs. In the U.S. natural gas schemes prevailed. Of significance were expansions in California, with 1,489 km (1 km=0.62 mi) of pipeline laid, and a 604-km line from Malin, Ore., to Reno, Nev. In Europe the focus of gas-line construction was in the North Sea and Spain. Plans were made to lay dual 122-cm (48-in) pipes across the Baydarata Bay as part of the development of the Yamal Peninsula in Siberia. Oman planned a 1,135-km crossing of the Arabian Sea, while Australia went ahead with a 1,400-km 20.3-cm (8-in) ethane line from Moomba to Botany. Other major developments included a start on phase three of the 645-km line extension to Bukit Ketei, Malaysia, and major gas lines in South Korea, the Philippines, Taiwan, and China. In South America there were plans to link Bolivia with Brazil and to construct a 1,200-km main line from Argentina to Chile.
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