Cargo-Handling Labor

A. Cargo-Handling Labor

The transfer of cargo between the vessel and the apron (stevedoring) was traditionally performed by private stevedoring companies hired by the vessel. For resource ports, the vessel had responsibility for inbound cargo until the cargo was received on the apron by the consignee or his/her representative. The vessel’s responsibility for outbound cargo began when it received the cargo at the apron for loading. For operating ports that provided intermediate storage for cargo, the stevedoring was performed by private labor and sometimes included the movement of the cargo between the apron and the storage. The movement between the storage and the shipper/consignee was performed by port employees or casual labor hired by the port. In the 1970’s, there was a move to decasualize port labor. Wharf labor became permanent port employees and stevedores received minimum guaranteed employment. During the same period, the unitization of cargo and increased mechanization eliminated the distinction between stevedoring and wharf-handling and produced integrated gangs composed of port employees.

The first to convert to unified operations were bulk cargo terminals. The operator of the terminal was usually the cargo owner and often the charterers of the vessels. Their employees operated the equipment that transferred the cargo between the ship’s hold and to storage. The next to convert were cellular container vessels where the movement of the box between the cells and the storage yard was controlled by the equipment operators who were port employees. The last to convert were breakbulk operations. The cargos were increasingly unitized or configured as neo-bulk reducing the risk of damage in the movement between the hold and the apron. With wider hatches and better handling equipment the risk was lowered to the point where the ports converted to unified gangs in order to increase the efficiency of the movement between the vessel and the storage.

The provision of labor by the private sector can be in the form of casual labor or employees of private cargo-handling companies. Casual labor is necessary where there is considerable fluctuation in the traffic from day to day or season to season. With the increase in mechanization, there was a need for a small regular workforce of skilled and semi-skilled workers. Public ports provided this workforce during the 1970’s and 1980’s but resistance to the changes in work rules limited improvements in productivity. In the Middle East, this problem was resolved through labor contracts under which foreign labor was brought in to handle cargo. This The provision of labor by the private sector can be in the form of casual labor or employees of private cargo-handling companies. Casual labor is necessary where there is considerable fluctuation in the traffic from day to day or season to season. With the increase in mechanization, there was a need for a small regular workforce of skilled and semi-skilled workers. Public ports provided this workforce during the 1970’s and 1980’s but resistance to the changes in work rules limited improvements in productivity. In the Middle East, this problem was resolved through labor contracts under which foreign labor was brought in to handle cargo. This

Figure A2.1: Allocation of Responsibility for Port-Related Activities

PRIVATE SECTOR PUBLIC PORT

Cargo handling and Storage Consolidation and Packaging

Towage

Port Planning and Development

Procure infrastructure Maintain and Operate Equipment

Procure Fixed Equipment

Technical Regulation Maintain Superstructure

Water

Bidding and Contracting Procure Mobile Equipment

Electricity

Terminal Security

Area Security

Mooring Services and Bunkers

Pilotage Maintain Channel

Land Ownership

Infrastructure

Vessel Traffic Control

Construction

Aids to Navigation Environmental Regulation Safety Regulation

Economic Regulation Customs Vessel Clearance Road and Rail Access

GOVERNMENT