PERMANENT INTERNATIONAL ASSOCIATION
OF
NAVIGATION CONGRESSES
The Ports of tk
PAPER
BY
M r WOUTER COOL
President of the Board of Directors of the Dutch Indies Railway
Semarang
V-
OF THE
UNIVERSI
OF
1921
General Secretary's Office
38, rue tie Louvain
BRUSSELS
THE PORTS OF THE DUTCH INDIES
1. INTRODUCTION.
Although the aim of publications of this kind is to give a sketch
-of the progress realised in different domains dtijin^ .thf," peribd
1914-1920, in the paper that follows we shall go back to a.per'od
somewhat more remote.
In our opinion, there is sufficient justification for this by the
fact that this is the first time that a description of the ports of the
Dutch Indies is the subject of a general publication.
In order that the interest of this publication may be fully un-
derstood we will state in the first place that the total length of the
coast-line of the Dutch Indies Archipelago nearly corresponds to
the circumference of the earth. Along this coast-line we find
about 500 large and small ports scattered.
During past centuries, when the navigation was purely native,
and was performed by means of craft of very modest dimensions
and of little draught, the mouths of rivers and creeks formed
natural ports which constituted sure harbours, and offered be-
sides the opportunity of going to seek merchandise farther
inland.
Where such an entrance was lacking but the settlement of
some inhabitants had created commerce and navigation, an effort
was made to find a shelter in the bays or .in the roads and the
boats were simply stranded at an appropriate spot.
Later en when ships sailed on the international routes and
began to be of larger size, the inconveniences which result from
the formation of banks at the mouths of rivers were felt.
2
Ships were therefore obliged, as far as possible, to take ad-
vantage of a favourable tide or else to anchor at sea, outside of
the river.
The seas, in the neighbourhood of the river mouths offering
vast surfaces of water protected by islets, reefs or strips of land,
boats can find there relatively protected anchorages. The trans-
shipment of merchandise into the pirogues (or native boats),
'which carry it to the coast or inland, meets with but few diffi-
culties.
Finally the traffic grew to such an extent in certain points,
favourably situated for commerce, that it appeared opportune to
improve the access to the ports by means of jetties across the
bars between which navigable passages were dredged.
: % .'^Thi$ fti(f.iefel.' situation however demanded permanent mainte-
" 'fiance, 'for 'Usually the river in question brought down, in a few
/*. : ,/sefcisoHsJ:sp rfiyeh" ajluvion that each time new banks were formed
in front of the mouths and the coast was displaced in the direction
of the extremity of the jetties.
If naturally followed that at different times it was necessary
to lengthen the jetties and to recommence the dredging. It is thus
that the entrance channels of ports were formed, such are still to
be met at Batavia, Semarang, Soerabaja, Pasoeroean and
elsewhere.
In the interests of shipping, buoys and beacons were placed near
the mouths, whilst for the collection of customs and excise duties,
custom-houses were created (called locally boomen =* floating
barriers).
All pirogues were obliged to moor at these offices ; sometimes
to unload completely before receiving permission to continue
their way towards the stores situated higher up. As a conse-
quence of the displacements of the jetties and of the growth of
the coast, of which we have just spoken, the situation of the
custom-offices became too unfavourable with reference to a ratio-
nal extension of the commercial sites. An auxiliary office (kleine-
boom = small barrier) was then created further out, distinct from
the old one then called groote-boom (large barrier).
In cases when the vessel was obliged to stay in the roads or in
the bay, the increase in the commercial movement was dealt with
3
by building, towards the sea, simple landing-stages where the
ship itself, or else the pirogues which undertook the transport
of the goods, could moor.
Then the custom-office was built at the base of the landing-
stage.
When, on the one hand, the dimensions of ships increased
more and more, and the factor time became a preponderating
one by reason of the development of steam-navigation in the
middle of last century, and on the other hand, the commercial
movements increased by leaps and bounds in these countries of
rapid development, in certain ports there reigned such disorder,
such delays, such congestion, that radical changes became abso-
lutely necessary.
It was then tried, by increasing the number of warehouses and
landing-stages, by the increase of the fleet of native boats
and by other similar means, to meet the exigencies of the situa-
tion. It was howewer quickly recognised that all these measures
were, in reality, nothing but palliatives.
Gradually the conclusion was arrived at that the true technical
solution of the problem must be sought in the direct connection
between a well-equiped quay and the ship.
The principle of direct loading, which led to the third stage
in the development of ports, necessitated the building of quays
and wharves in deep water.
When building ports in this way, it is evident that there is
more latitude in the choice of sites. There is howewer a limit.
For preference a new port will not be built at a spot which is very
far from the original commercial centre, but an appropriate spot
will be sought in the neighbourhood.
In order to improve the working arid the management, the
very ancient formalities of the customs regulations were aban-
don ned. It was no longer necessary to transport the goods to a
determined place, the boom or custom-house, for inspection;
but it was the staff who, in the execution of its duties, went to
the goods which were warehoused on being landed from the ship
in warehouses in the proximity of the quays or deposited on
ground in the neighbourhood.
In order to render the working of the ports of the Dutch-Indies
quite up-to-date, for the last ten years the course, that we have just
indicated, has been followed up, the foundations of which were
laid by Messrs A.-J. de Jongh, at that time director of municipal
works and director of the port of the city of Rotterdam and Pro-
fessor Dr. J. Kraus, senator, former Professor at Delft Technical
University.
The aims were :
a) From the technical point of view, access at all times lo docks
for the most modern ships, for which the following dimensions
were admitted : length 1,000 feet, beam 100 feet; draught 40 feet :
quays and sheds with the latest and best plant, direct junction
with the railway, the road and with inland craft (pirogues).
The acquisition in good time of extended sites for extensions
and for dwellings for those living by the port, at the same time
serious precautions were taken from a hygienic and social poini
of view ;
b) From the financial point of view, a tendency towards the
principle of rentability , i. e. the port must cover its own
expenses without profits. It is however understood that a too
strict application of this principle will be avoided, which is fair
in itself, but which causes harm to the economical interests of the
port and neighbourhood;
c) From the working and managing point of view, a concen-
tration of all those interested in the port in a Port Council which
manages the port as the central organism and in the name of
the Government, the latter remaining the owner of the port and
supplying the necessary capital. At the outset the principle
should be that a large place must be left to private initiative as
regards the affairs of the port.
2. STATISTICS.
The figures for the last few years which deal with the importance
of the ports of the Indies supply, in the first place, the following
statistics of the shipping, in round figures, giving the number
5
and the net tonnage of privately owned steam-ships, sailing-ships
and lighters which arrived during the years 1911 to 1918 :
SHIPS ARRIVED
Year Number Net burden in m3 = tons
1911 106,000 81,901,000
1912 107,500 88,000,000
1913 103,100 93,081,000
I9H 104,500 94,413,000
1915 106,400 89,214,000
1916 1 13,300 81,446,000
1917 1 14>900 69,382,000
1918 112,900 62,171,000
A. summary of the official figures concerning the value of
goods, imports and exports, for all the Dutch Indies for the
years 1916 to 1918 included gives the following table :
Value in millions of florins :
Imports Exports
1916 1917 1918 1916 1917 1918
289 3i2 365 Java and Madoera 5n 457 353
116 i55 166 Other islands 345 32Q 322
4o5 467 53 1 TOTAL 856 786 675
It must not however be lost to view that the increase in value
may be attributed not only* to the increase in the quantity of mer-
chandise but also to the higher prices.
In this table the districts outside of Java have been added
together, the share of each port can however be known by con-
sulting the detailed customs reports.
From this point of view we may here draw attention to the
following table concerning the totail exports and imports per
district of these islands from which fairly precise conclusions can
be drawn regarding the imports and exports of the largest ports
of these regions.
Thus on the east coast of Sumatra, Belawan has the lion's
share of imports and exports. The same consideration applies
6
to the other principal ports, such as, Sibolga, Palembang, Ben-
koelen, Makassar, Amboina, Menado, etc.
Value in millions of florins (round figures) of the total imports
and exports per district :
Imports Exports
Districts
Atjeh
6.8
7-1
7.3
5.8
6.6
6.1
East Coast of Su-
matra
44.1
57.9
67.0
I2O.2
io8.3
100.
Free port of
Bengkalis . . ...
9.2
9.3
9.5
0.2
O.O2
0.2
Tapanoeli. ......
2.0
1.6
1.3
2.0
0.8
1.4
West Coast of
Sumatra
II.4
10.6
IO.O
7-6
6.6
1.9
Benkoelen .'....;
1.0
0.8
0.8
0.4
o.5
0.07
Districts of
Lampong . . . .'; *
0.2
0.2
O.I
1.2
O.I
O.O7
Palembang. .... . c
9.5
II. 3
II. 2
21. 4
2 4 .3
21.8
Djambi \ .-
I.I
2.8
2.2
1.6
5.3
5.2
Indragiri . . ..'..
I. 4
1.9
1.6
2.7
4.2
4.0
Free District of
Riouw . iK .. ^^"w^.'-
5.6
7.8
II. 3
26.0
5o.4
42.0
Banka
3.8
5. 4
6.0
I.I
3.1
1.9
Billiton t . . , . . .
2.2
3.o
2.7
2.0
10.6
10. 1
West Borneo . $, ]
5.5
9-7
8.9
IO.O
13.8
8.1
South and East
^
Borneo . . .* >"/*
1.4
i5.i
14.8
53.6
68.1
ioi.5
Bali and Lombok .
3.2
1.3
i.i
6.0
2.3
1.2
Government of
Celebes
14.0
9.4
12.3
18.6
14.1
8.4
Menado .... f 1 . .'
7.0
5.6
5.3
TO. 6
4.0
6.2
Ternate .... ... ..'
1.4
0.7
o.5
2.4
0.4
0.2
Amboina
1.9
1.3
I.O
2.6
1.4
0.7
Timor
0.2
O.OI
0.6
o.o3
0.08
o.o5
Free port of
Merauke
O.O7
0.06
o.o3
0.2
0.07
O.O2
The last table but one shows that the exports from Java and
."Madoera diminished considerably in 1918. Fortunately an
enormous increase can be observed for 1919 for the most usual
products, as the figures of the following table will demonstrate:
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8
The increase in the sums granted by the Government, for work-,
on the ports, is really remarkable :
1902 519,000 florins
1910 1,800,000
1914 11,500,000
1920 18,000,000
3. SUBDIVISION
The above figures are in proportion to the importance of the
respective ports. To facilitate matters we shall classify them,
in so far as they are created and kept up by the Government, in :
a) Large ports;
b) Middle-sized ports;
c) Small ports.
Under the heading large ports, seven in number, must be con-
sidered in the island of Java: Tandjoeng-Priok (Batavia), Soe-
rabaja, Semarang, Tjilatjap; in the island of Sumatra: Belawan
Deli (Medan), Emmahaven (Padang) ; in Celebes: Makassar.
Are considered as middle-sized ports: in the island of Java:
Cheribon, Tegal, Pekalongan, Pasoeroean, Probolingo, Banjoe-
wangi ; in the island of Borneo: Bandjermasin, Pontjanak; in
the island of Sumatra: Benkoelen, Palembang; in the island of
Amboina: Amboina; in the Celebes: Menado.
The other ports to the number of about 500 are what are called
small ports.
4. TANDJOENG PRIOR PORT
In order to know the origin of this port, it is necessary to com-
mence by giving a description of the :
a) Port of Batavia.
The bay of Batavia, with a multitude of small coral islands
scattered about it, forms towards the south an arc of which the
g
cord between the salient points measures about 39 km. (24 1/3 mi-
les), and the sine measure's about 13 km. (8.15 miles).
Among the rivers which flow into the sea in this part of the
coast of Java, the principal one is called the Tjiliwoeng or Batavia
river.
In 1610 the Dutch bought a piece of land situated near Tjili-
woeng. A little later they acquired another piece on the right
bank of the river where a building was erected, which formed
the nucleus of the fortifications, this was replaced later by the
citadel of Batavia.
At sea, in front of the mouth of the river, there were sand-banks
with a depth of hardly one foot of water at the season of the dry
monsoon.
In order to facilitate the natural victualling, jetties or modes
ma'de of coral were built, at right angles toj the coast, whilst the
bank at the entrance of the river was removed on different occa-
sions.
Finally a considerable lengthening of the moles was under-
taken, so that in 1874 the jetty-heads were at a distance of 1,825 m.
(2,030 yards) from the coast.
Meanwhile, since 1832, the river, which brought down a quan-
tity of alluvion, had been diverted from the port. A new
entrance was excavated, which, with a view to inland navigation,
communicated by means of a lock with the maritime canal.
in the end the moles attained such a length that a state of equi-
librium was reached and that the aililuvion no longer offered any
inconvenience for small craft.
As long as navigation by means of sailing-ships predominated,
the large ships of the Indies found sufficiently sheltered anchor-
age behind the thousand islands in the roads of Batavia.
Later however, especially after the opening of the Suez Canal,
in 1869, steam navigation developped speedily and rapid loading
and unloading became necessary and one tried to suppress the
slow transhipment to and from lighters, that is to say direct com-
munication between the ships and the quay became the goal to
be attained.
Sundry solutions were considered. They may be placed under
two headings. Under the first the existing installations were
10
kept to and it was attempted to create a new situation. But under
the second, which carried off the victory, a solution was sought
farther East in the bay of Batavia, where at a distance of 9 km,
(5 miles, 5 fur.), at Tandjoeng-Priok, a strip of rather more
sandy coast was discovered, which, at this spot, was but little-
subject to changes.
As for the old works, the jetties along the maritime channel were
left intact for the use of the fishing fleet and for the boats for
inland transports whiich prefer the maritime route between the
new Priok and Batavia.
b) The Port of Tandjoeng=Priok.
The port which succeeded Batavia, was built from 1877 to
and includes an outer port and an inner dock (see annex i)
situated to the east of the axis of the former. When this plan
was conceived, the guiding idea was the construction of a second
dock of which the situation would be symmetrical with the first,
i. e. to the west of the outer port, when, later on, extensions
would seem to be indispensable.
The fore-port, with an area of 140 hectares (346 acres), mea-
sures 1,172 m. (1,281 yds.) at the base and 1,740 m. (1,902 yds.)
along the axis.
The two moles, made of rocks of very simple construction, are
respectively 1,765 m. (1,930 yds.) and 1,963 m. (2,145 yds.) long.
They are convergent so that at their extremities the passage has-
a width of 125 m. (137 yds.).
The inner port was made about 1,100 metres (1,200 yds.)
long and 185 m. (197 1/2 yds.) wide at the bottom, at 7.5 m.
(24.6 ft.) below low-water level, which gave i water-surface of
20 Has. (49.4 acres).
The passage of the outer port had a width of 250 m.
(274 yds.) at 8 m. (26.24 ft.) below low-water level, increased
in 1910 to 9.50 m. (31 ft.), whilst the inner port was dredged
to a depth of 7.50 m. (24.5 ft.) below low-water level, this was
increased later on to 8.50 m. (27.9 ft.).
However, on the site where it was proposed to construct the
second inner dock a railway station was built and a small dock,.
JJ
314x55 m. (343x60 yds.), was excavated, this was originally-
planned as a coaling port, but was later arranged with a view to
receiving the 4,000 ton floating-dock, which is at present time,
together with the neighbouring ship-yards, the property of and
worked by the Droogdockmaatschappij, Tandjoeng-Priok .
To the west of the floating-dock is the entrance to the canal
known as Westergrapht , which is r 9 km. (5.6 miles) long in
the direction of Batavia, it was constructed at the same time as-
the works at Tandjoeng-Priok and served to complete, with
the railway and the road, the junction between the old Tji-Li-
woeng warehouses and the new works.
On the west side of the first wet-dock a quay wall 1,000 m.
( 1,094 yds.) long was built and also seven iron sheds 125 x 25 m.
( T 37 x 2 7 yds.) , 15 m. ( 16.4 yds.) distant one from the other.
On the front side there were two railway tracks from which it
was possible, by means of turn-tables, to reach the tracks situated
behind the sheds.
As might have been expected these turn-tables were gradually
abolished, when, here also, ideas concerning railway connections
at ports became clearer. The ground 8.80 m. (9.61 yds.) wide
between the coping of the quay and the sheds was not only
equipped for continuous railway traffic but also for electrical
gantry-cranes.
Along the east side of the first wet-dock wharves on screw piles
were constructed which were used for discharging salt, tin and
coal .
It is now proposed to replace the greater number of these
wharves by a quay wall which will then join the wall 124 m.
(135 yds.) long, finished in 1914, to the southern extremity of the
dock, where a large iron shed was erected, which at the present
time is principally used for storing dried fish.
Towards the end of the XlXth century all these works became
insufficient by reason of the great development of the port of
Tandjoeng-Priok as a port of importation and exportation of an
important district (the west of Java) which was rapidly expand-
ing, as well as by reason of its steady growth as a port of tranship-
ment for a large part of the Indian Archipelago.
The following solution, which provided against all the incon-
veniences which gradually came to light, was found in 1910 after
- 12
the visit of the beforementioned Kraus-de Jongh Commission,
amongst whose attributions was also the improvement of this
port.
In consequence of the conclusions expressed a new wet-dock,
1,000 m. (1,093 yds.) long and 120 m. (130 yds.) wide, was dug
to the east of the first one (see annex I).
The building of the quays gradually followed the dredging,
and lessees for the adjacent land came forward in large numbers.
The walils of the western quay were given a foundation 10.5 m.
(34 ft.) below the O of Batavia (called H. P. and corresponding
to low-tide level).
The foundations of the northern part, 359 in. (392 yds.) long,
were however placed 3 m. (9.8 ft.) below the former 10.5 m.
level.
This deep foundation corresponded to the deepening, which
is in course of execution, of the Suez Canal to 12 m. (39.4 ft.)
below flotation. It was desired to possess in these countries at
least one port which could receive any ships thai could pass
through the said canal.
Since then (1914), as has been said before, the level of 40 ft.
below low-tide is calculated for all ports of any importance of the
Dutch Indies.
It was at this same period that an 83 m. (90 yds.) quay wall
was built on to the existing wall on the western side of the firsi
wet-dock.
We do not draw attention to this work because of its impor-
tance or because of the depth of its foundations (9.5 3. P.)
but for the fact that, after its completion in 1914, the first maritime
electric cranes in the Dutch Indies were installed there.
This period also marks the beginning of the activity of the
great contractors for the execution of different works for the ports
of the Dutch Indies.
Besides the contracts which resulted from this manner of work-
ing, several different works for the state were undertaken,
especially dredging. These works were executed on a purely
commercial bases.
The excavation of the second dock naturally necessitated the
turning of the land end of the east jetty, which, before went
in a straight line to the coast.
13
The west jetty was also somewhat modified. It was lengthened
at the land end after this the land situated behind the jettty was
filled up and this placed a new surface of considerable extent
at the service of the port.
Already before the wall on the west side of the second dock
had been finished, it was decided, in 1915, to supply the east
side with quays. Taking into account the fact that a great part
of the new wall would be used by ships loading and unloading
coal, it was decided to lay the foundations 3.28 ft. deeper on the
west side, thus at 11.5 m. ( 36 ft.) the natural level of the
land is + 2. 5 m. ( + 8.2 ft.), at the same time the width at the
bottom was increased from 120 m. (131 yds.) to 150 m.
(164 yds.).
The second wet-dock was finished in 1917.
Later on large travelling gantry cranes were set up on the
east side, with a view to the mechanical handling of coal ; on the
west side the National Navigation Enterprises are building their
establishments, which include 4 warehouses, 120 m.x4O m.,
(131 yds. x 44 yds.) composed of a ground and first floor.
Sometime before the plans of a third new dock had been defi-
nitely drawn up, the dredging of a new dock to> the east of the
second one had been commenced.
This work was pushed ahead rapidly for the yield of the
dredging would serve to raise the land to the east and south of
the port, this land is adapted for industrial uses and as building
plots. What is more this raising of the Jevel of the ground
offers the incalculable advantage of contributing to the sanitation
of Tandjoeng-Priok, an aim that is especially kept in view by
the port authorities.
The avalanche of requests, emanating from shipping com-
panies, from Veemen , from commercial firms, etc., for land
situated at quiays with deep water, an avalanche which has
during the last few years, overwhelmed all the Dutch-Indies ports,
obliges the authorities to pursue vigorously the different works
commenced,
The third dock will be about i km. (1,093 yds.) long and 215 m.
(235 yds.) wide. The quays will be constructed with a view to
berthing boats with a draught of 12 m. (39.4 ft.).
14
All the land, which is 328 yds. wide, between the second and
third docks has already been applied for, while applications have
also been received for sites on the east side. These portions
of land destined for navigation, commercial and industrial pur-
poses are in communication with both the railway and the water-
way (Borneo Canal).
The Borneo Canal is destined solely for the passage of boats
on the inland service and need therefore have only a few metres
of depth.
During the last few years sundry works have been executed
with a view to this inland navigation.
In the first place let us remark that on the canal, in the direction
of Batavia, at a point i km. (1,093 yds-) Ir <>m the entrance where
there was a pronounced curve in the form of an S, a spacious
dock with a depth of 2.5 m. (8.2 ft.) below low-water mark has
been excavated; this dock is provided with stone banks.
There have been many application^ for the adjoining land
especially from firms interested : n bonding ( Veemen ).
These applications for land along the inland canals, when this
land has connection with the railway, will still further increase
when the canal to the bonded-warehouses is excavated.
The land between the canal and the first dock thus became
more valuable whilst the matter dredged could also be used for
raising the level of the land of the goods-station, which is being
built to the south of this canal.
The avidity shown to hire these plots of land caused the author-
ities to consider the question to what extent it was possible, in
other parts of Tandjoeng-Priok, to find means of satisfying these
demands.
When examining this question one must not lose sight of the
very special circumstances existing at the time when the demand
for sites bordering the deepwater quays and the railway began.
Before the war the products of inland cultivation : tea, india-
rubber, coffee, were transported to warehouses erected on the
dependences of the nearest railway station.
A few days before the sailing of the vessel, which should carry
the goods, wagons were asked for, so that the products could
reach the vessel in good time.
15
During the war, the lack of wagons and ships caused the
shippers to store their goods in new warehouses built at Priok,
where they could wait the time of departure.
The origin of the rapid development of the land at this port
arises from the change of circumstances as also does the growth
of inland navigation. To this situation must also be attributed
the creation of the Java canal in the strip of land between the
first and second docks.
These exceptional circumstances have given rise to speculation
for the available spaces in the warhouses. This speculation will
end when we return to normal times. Inland navigation will be
reestablished and will be maintained within the natural limits
of its necessity.
It was for these reasons that the idea of constructing a canal
for inland navigation between the second and third docks was
.abandoned as the northern half of this peninsula is destined to
become a coal depot with loading and unloading plant thus com-
munication by water can be quite well done without.
We have already spoken about the raising of the land, that
was formerly marshy, to the East and South of the port.
To the east there has been established, for a number of years,
a population living by fishing and the cultivation of the cocoa
tree. This population which increased slowly was not numerous
enough and its state of health too bad to supply adequately the
demand for labour.
In order to remedy this and at the same time to protect the
population from climatic influences, the quarter Pedjongkoran
was founded, here the Government, as also private enterprise,
does its best to create conditions which make life agreeable.
This populous quarter is bounded on the East by a fishing
port, which was created for 'the benefit of the population remain-
ing faithful to its old vocation. On the other side of this port
land has been reserved for a vast aerodrome.
At the western extremity of the quarter of Pedjongkoran we
find the Kodja Canal destined for inland navigation, which
joins the heightened land, to the south of the port, to the inner
docks. This land, which can be extended at will, is destined
for industrial and commercial purposes. It will be connected
with the railway.
IR
JL%J
It follows naturally, that with the increase in the area of the
docks and the number of sites let and destined for all kinds of
purposes, that the railway sidings have been notably improved
and developed.
The most interesting works here are the large station for
making up trains and the new Central Station, actually under
construction, to the S. W. of the port, which will cost about
two million florins.
A new quarter is rising up in the neighbourhood of this station.
Although the third wet-dock is still only in a state of formation,,
the necessity is already fek of planning new port extensions.
As far as the dock and quays are concerned this extension will
be made towards the west, as is shewn in annex 1.
For the shape of the- land between the docks, a trapeziform
contour has been adopted. The advantages are obvious. Where
the maritime or terrestrial movement is greatest there also is found
the maximum of water or land space.
The creation of industrial sites with direct eominunicauoM
with ships has been provided for. (Not continuous quays bui
isolated wharves).
The removal of the jetties will l>e the natural outcome of all
these projects. The land to the extreme east of the Wester-
gracht, where there is at the present time a provisional aero-
drome, will be transformed, before the end of this lustre, into
a park with a terrace and restaurant.
The experience acquired in many of the old ports has demon-
strated that very often this kind of scheme is thought of too late
and that, for instance, it has l>een neglected to reserve site>
near the water, from where one can, at one's ease, either in the
shady spots of a park of from an elevated terrace contemplate
the port and follow its movement.
If we now turn to the figures that we have at our disposal
for the port of Tandjoeng-Priok, we can observe, for the movement
of the navigation, that the total net capacity of the ships passing
Priok was, in 1885, 549> oo registered tons whilst in 1895 this
figure rose to 830,000 registered tons.
Until the year 1900 the movement only rose slowly. After
this year the great growth is clearly defined. 1905 already
reveals a net capacity of 1,654,000 registered tons, thus in ten
years the double of 1895, an d in 1915, therefore another ten years
later, the port could show a tonnage of three million registered
tons, thus a further increase of 100 %.
Although, during the years of the war, Tandjoeng-Priok
suffered, as did other ports, from the consequences of that cata-
strophe one can now rejoice that there is a renewal of activity.
The movement of merchandise followed the increase of tonnage.
Let us point out on this subject that the value of goods in florins
was :
1904 1913 1918
Imports 29,840,000 76,489,000 113,000,000
Exports . . >..<>.: 25,854,000 60,880,000 99,000,000
55,694,000 137,309,000 212,000,000
It may be said that on an average 30 % of the total imports of
Java arrive by Priok and 25 % of the exports are sent from there.
The customs receipts in florins amount to :
1905 -,- : :, ? 3> 22 4>
1910 VV/U ^-.'" 4,897,000
1913 v..v f -.. 7,031,000
1918 8,846,000
Finally we will point out that the works at the port executed
in 1885 required a capital of about 20 1/2 million florins, and that,
since then until 1910 included, i 2/3 million florins were spent
on new works and from that date till the end of 1919 about 19 mil-
lion florins.
The total capital invested in this port thus amounts to about
41 millions florins, this without reckoning amortization, railway
construction and work undertaken by private persons.
18
5. - - SOERABAJA PORT
Thanks to its situation, to its sheltered roads and to
favourable circumstances Soerabaja is the most important port ut
the east of Java. One may even say that it is the only large
port of this region and everything seems to indicate that in the
future Soerabaja will hold its preponderating position.
The eastern part of Java is by far the most fertile part of the
island. The proof of this is to be found in the considerable part
it takes in the production of sugar, coffee, tobacco, as well as
the native agricultural products and of the little industry
products destined for exportation and of which the importance
does not cease to grow.
By the improvement of means of land transport, either already
executed or being executed it becomes possible to bring, in an
economical .manner, to the market a larger and larger quantity of
these products. On the other hand this market will be preferably
at Soerabaja which is more favourably situated than the other
localities.
Thanks to its situation with regard to Australia, Soerabaja
occupies, among the ports of eastern Asia, an important position,
which it will keep, as is shown by the steady increase in the
tonnage of the vessels entering there.
Whilst in 1907 the net tonnage was only 1,690,000 registered
tons in 1914 this figure had risen to 2,617,000 registered tons,
thus an increase of 55 %.
Had the war not broken out, 1920 would have shewn 3 million
tons and perhaps even more.
Now that the great war is finished, it will not be long before
we see a rapid revival of trade. This backed up strongly by
modern plant in the port will, doubtless, produce a regular upward
movement in the diagram of tonnages.
Ships could formerly anchor in absolute safety in the sheltered
roads in front of the town and load or unload by means of lighters
which by the Kali Mas, one of the estuaries of the Brantas, could
reach the heart of the inhabited quarters.
The growth of the commercial movement resulted however in
greatly impeding the circulation on the Kali Mas, which is
not too wide, and this caused stagnation in the transport of goods,
delays for the ships and finally rendered the situation untenable.
So far back as 1875 different plans had been made out with a
view to making it possible for ships to load and unload when
moored at the quays.
Finally two schemes were in presence, the first included the
creation of a port for pirogues, the second had in view the building
of quay walls. The principles forming the bases of these schemes
were therefore entirely different.
In 1909, Dr J. Kraus and Mr G. J. de Jongh were invited
by the Government to come from Holland to give their opinion
on the question.
In 1910 they published a Report on the improvement of the
Port of Soerabaja .
They called attention to the fact that the general interest called
for the displacement of a great part of the commercial movement
from the encumbered localities near the Grooten Boom
(customs), on the Kali Mas, towards a spacious port possessing
modern equipment. They did not therefore hesitate to plan a
new port where there was the desired space, or where it was
possible to have it, even though this space were somewhat distant
from the old commercial centre.
The Kali Mas and the old warehouses therefore changed their
character but continued to render very useful services.
The plan of the Kraus-de Jongh commission was partly
executed in 1910, for the rest it served as a guide for the works
undertaken.
Near the Straits of Soerabaja a jetty was built, called
the north jetty (annex II). The promontory was made 1,200 m.
(1,300 yds.) long and 16 m. (17 1/2 yds.) wide, while along the
interior quay, 800 m. (874 yds.) long, a depth of 9 m. (29.5 ft.)
was obtained by means of dredging.
The laying out of the surface of the 200 m. (219 yds.) wide
jetty was as follows: 10 m. of free way for the circulation of the
cranes and the tracks along the quay; 40 m. for the warehouses
receiving the goods directly from the ships; then a roadway 30 m.
wide; finally a central band 2x20 m. where the axis of the
jetty lies.
20
The jetty-head was also marked by a quay-wall while the
junction with the land was realised by an earth jetty about 400 m.
wide, bounded on the east by the Kali Mas.
At about 380 yds. to the west of the northern jetty-head, a
jetty-head was built in a N. S. direction so as to form a dock for
boats for inland navigation with about 80 Has. (197 acres) of
water surface, of which the deepening, the lotting and the con-
struction of the banks were put off to a later date.
The land, situated to the south of the great dock, obtained
by raising the level of the strand and by fililing the fish-ponds
with the products of dredging coming from the new port, was
destined by Messrs Kraus and de Jongh for industrial and build-
ing lands.
The great value of the works which we have just described
became apparent as soon as they were commenced. The increas-
ing demands from interested persons, for the use of the finished
constructions, has resulted in obliging the authorities to begin
an extension of the original plan before the completion of the
constructions which are being executed.
Very soon the ship drove out the lighter. From all parts
quay-room was asked for, in spite of the excellent roads and
the large number of lighters; and although the cranes and
mechanical plant could not be supplied, at the commencement,
by reason of the war.
A glance at the map shows us the state of the works at the
beginning of 1920, we may add that the quays of the Holland-
pier ", recently begun, and those of the Javapier , the
construction of which will follow, are entirely let.
While for the first quay a depth of about 9 m. (29.5 ft.) below
low-water mark was reckoned on, for the new quays this depth
goes to 10 and 12 m. (33 to 39 ft.).
Along the western mole, referred to above, the quay called the
Genoa quay, was built with a length of 920 m. (1,005 yds.).
The southern part of this is kept for a coal depot.
Petroleum-boats are not allowed in the docks. For their use
a jetty-head has been constructed at the northern end of the west
jetty, whence the inflammable matter is conveyed to vast depots
situated behind the Genoa quay.
21
As we have pointed out higher the strip of land between the
Kali Mas and the eastern side of the dock has been given a width
of 437 yds. From this 55 yds. has been taken for commercial
sites along the Kali Mas, 22 yds. for a road beside this river and
33 yds. for a road behind the sites. To the west of this, 165 yds.
has been reserved for the station for the formation of trains
which will serve the port.
This station is separated by a 50 m. (55 yds.) roadway from
the land reserved for commercial and other purposes and situated
along the east side of the port.
. In the north-eastern corner of the large dock two floating-docks
of 14,000 tons and 3,500 tons have been placed, they belong
respectively to the Government and to the Droogdokmaat-
schappij Soerabaja . This firm controls the two docks and the
small adjacent graving-docks.
Let us now return to the Kali-Mas, which also was in urgent
need of improvements. Any widening between the Grooten
Boom and the southern extremity of the old Kali Mas station
had to be abandoned because of the great value of the neighbour-
ing land. All that was done was to replace the old constructions
by new ones, with deeper foundations, so that the river could be
deepened without danger.
From the old Kali Mas station to the mouth of the river, the
Kali Mas was gradually widened from 65 to 100 m. (70 to
109 yds.), simultaneously quay- walls were built along the west-
ern bank. This considerably increased the possibility of bringing
lighters to land.
The construction of jetties and quays in and along the large
dock, which were to provide for the necessities of maritime navi-
gation, obliged those who were seeking landing places in shallow
water to seek them elsewhere.
To this end the Westerkanaal was finished some years ago,
the banks 'of which immediately found occupiers. It will be
prolonged, under the name of Kali Perak , to near the
<( Grissesschen Weg , i. e. nearer to the centre of the low town.
If it is necessary the northern part of the Kali Perak can be
deepened and widened, so that it will be possible to satisfy the
22
demands of factories which need spacious sites, but not too dear,
accessible to ships of average dimensions.
It is to be presumed that within ten years Messrs de Jongh and
Kraus's plan will be carried out, perhaps with a few additions
and some modifications.
The map shows us that it is anticipated that this situation
will be realized with the resulting consequences. A second north
jetty, with docks conceived of larger proportions than the first
ones, is planned and marked in dotted lines.
Soundings are now being made with a view to the realization
of this jetty. What is more the eventual development of aerial
navigation has not been lost sight of : spacious aerodromes are
reserved for this. The creation of dwellings and parks for the
population living by the port, has been thought of, this would
be done either inland or along the coast.
Statistics establish clearly that this future must not be con-
sidered as visionary.
The value of the movement of goods in florins is as follows:
\Jear Imports Exports Total
IQOO
1911
1913....
1914....
1915....
1916
1917....
1918...:
The customs receipts were nearly proportional and were :
In 1905.... 4,450,000 florins
1910. . . . 6,803,000
1913 9,700,000
> 1918. . . . 9,835,000
As a last figure let us give the capital outlay of the Government
on the port. It is more than 30 million florins, without taking
135,000,000
102,000,000
98,000,000
200,000,000
115,000,000
94,000,000
209,000,000
100,000,000
101,000,000
201,000,000
90,000,000
132,000,000
222,000,000
118,000,000
162,000,000
28O,OOO,OOO
120,000,000
100,000,000
220,000,000
167,000,000
125,000,000
292,OOO,OOO
23
into account any sinking-fund, the railways, which have absorbed
millions and the work due to private individuals.
Soerabaja roads are accesible from the Java Sea from two sides
(see annex III). The Oriental passage and the Occidental
passage, the former of which has, since some years, a greater
depth and constitutes the principal access for navigation.
In 1896 the top of the entrance of the western passage was at
62 dms. (20.3 ft.) below the high-tide level of Soerabaja port
(=S. H. v. P.). Through the action of the tidal currents con-
centrated by the new 13 km. (8 1/8 miles) long jetty (from Oed-
jong-Piring to the Djamoeanrif) the depth 8 years later had
reached 65.5 dms. (21.5 ft.) below the preceding level. .It was
realised that, to obtain more rapid results, artificial deepening
was indispensable and for want of dredgers recourse was had to
slibraderen (lit. mud wheels), that is to say machines which stir
up the bottom into flowing water. During the period from 1918 to
1919 inclusive, it was possible to see that this work was success-
ful. The bottom was lowered to 88 dcm. (28.8 ft.) below
S. H. v. P. In other words, at the end of last year, at the
shallowest spots, 64 dcm. (21 ft.) below low-tide level was reached.
At high-tide, the water rises 18 dcm. (5.9 ft.) so that at the
present time boats drawing 63 dcm. (20.6 ft.) can come in and
go out at any time and those of 80 dcm. (26.2 ft.) draught can
come into and go out of Soerabaja twice in every 24 hours.
This deepening speed is still too slow to satisfy actual exi-
gencies. What is more the machinery for stirring up the bottom
has reached the limit of its capacity, so that shortly powerful
dredgers and suction apparatus will be set to work in order that,
in the future, the anchorage may reach 10 m. (32.8 ft.) and, later
on, 12 m. (39.3 ft.) below low-water mark.
6. THE PORT OF SEMARANG
At the beginning, the port of Semarang developed parallelly
with that of Batavia. There, also, we find that originally the
mouth of a river was utilised, the river Semarang. Lighters,
loaded in the roads from large ships, ply on it as far as the ware-
houses situated in the town.
As was the case for Batavia this navigable way could not be
maintened in a state to satisfy modern requirements. About 1870,
navigation by means of lighters became so to speak impossible
by reason of alluvium and sand deposits.
With a view to improving this situation, in 1872, a new water-
way was excavated between the warehouse quarter and the sea:
it was called the Nieuwe Havenkanaal (New Port Canal).
As was to be expected, after a few years the new channel became
insufficient, by reason of the mud deposits, and the lengthening
of the jetties was again undertaken. This was finished in 1878,
but renewed later on, until, in 1898, the west jetty had a length <;f
1,200 m. (1,300 yds.) and the east jetty a length of 920 m.
( i, 006 yds.).
Thanks to this difference in length it was possible to dredge at
the mouth while protected by the lengthened mole. The result
was that a new bank was formed in a northern direction, so that
between this bank and the east jetty a sufficiently wide passage
remained ( i).
The enlargement of the space for a goods depot and the deepen-
ing of the new canal had preceded these works.
However the want of suitable places for lighters and the \\ani
of sites for depots finally became so acute that at last, in 1910,
it was decided to execute a projected plan of a port for lighters.
Annex IV gives this plan, apart a few ulterior modifications.
The new constructions, of an area of 13 hectares (32 acres), are
situated to the east of the channel, the western mole of which was
made 400 m. (437 yds.) longer, so as to avoid the blocking bv
sand of the mouth and in order to be able to maintain a greater
depth. The port for pirogues (prauwenhaven), joined from the
sea side to the channel by an approach 75 m. (82 yds.) wide,
possesses a spacious fore-port, which on the land side branches
off into two docks, used by the customs, which are respectively
(i) To describe this displacement of the roast line, we will remark that
the road, now called weg lands het zeestrand , formerly called Toer-
weg , actually bordered the shore in 1804. In 1846, it was
270 yds. away and this distance has increased and is now 1200 yds.
25
60 and 70 yds. wide, as well as a small fishing port. This latter
has an area of 44 x no yds. and is provided with quays on its south
and east sides which are adjacent to the quays of the customs
docks, the total development thus being 1,393 m - (1*523 yds.).
The land between the two docks, covered with warehouses
26 yds. wide, has a width of 125 m. (136 yds.) ; the north and south
sides are respectively 343 yds. and 190 yds. long. Altogether the
Port Authorities dispose of, besides the old customs sites and
private warehouses, thirteen warehouses of a total area of
35,000 sq. m. (41,650 sq. yds.).
The equipment of the port includes a small dry dock and a fixed
10 to 25 ton steam-crane. In spite of the difference in the gauge
of the railways running out of Semarang, most of the warehouses
are so situated that they can be joined up to both systems.
The northern part of -the port for lighters has not been provided
with quays, although .there is a strong demand for the neigh-
bouring land. The division is made in a normal manner. This
line of conduct was adopted because* of he e'normous expenses
entailed in constructing quay-walls.
These expenses are all the more out of all proportion if the
quays are solely destined for lighters and not for maritime navi-
gation.
This manner of looking at things was all the more readily
admitted because, for many years, powerful voices have been
raised with the idea of obtaining a sea-port for Semarang.
Modern -plant was not so much looked for #s sheltered roads,
where the transshipment between ships and lighters could be
made without hindrance.
At the period of the western monsoon, the Java sea is often so
rough before Semarang that the coastwise traffic has to be com-
pletely interrupted or that the unloading of goods can only
be made from the leeward side.
Delays in transport, lighters disabled, goods lost or spoilt are
some of the results of this state of things.
Before taking in hand the construction of a port minute enquir-
ies w r ere made concerning the economical and technical problems
which can not be lost sight of when planning a sea-port.
The result of this enquiry is in favour of the possibility of
the existence and of the sufficient income of a sea port at
Semarang. It proved that quite satisfactory improvements, and
favourable from a financial point of view, are to be obtained on
the condition that one is satisfied with a modest solution, which,
as far as the normal intervention of the Government is concerned,
will not exceed a cost of 20 million florins.
For instance, it will be necessary to abandon the idea of
constructing jetties in the sea where the depth is more than 10 m.
(32.8 ft.). The relative cost of such constructions would be too
high; besides, thanks to the actual means of dredging, they are
useless.
If however jetties are built from the coast towards the shallow
parts and from these a junction is made towards the deep parts
by means of a dredged passage which would be about 2,800 m.
(3,060 yds.) long and 100 m. (109 yds.) wide, then the construc-
tion and the care of the jetties and passage will not entail
abnormal expenses on the {5ort authorities.
That the project is sound has been demonstrated not only by
calculations but also by the results obtained with trial passages
dredged in the open sea.
On the other hand the usual method of building quays, in this
country, by means of compartments will have to be abandoned.
The sand necessary for the preparation of the base of the foun-
dations of this kind of construction in only to be obtained at great
distances from Semarang; the cost of working and of transport,
as well as the question of time, are prohibitive.
But, here also, a solution will be found by making use of the
system of piers or gang-ways used in American ports. Wharves,
of concrete, running from the shore, having if necessary a length
of 400 m. ^437 yds.) and a width of 40 m. (44 yds.) or more, on
which one or two story warehouses are built joined up on the
inside or the outside to the railway, supply excellent landing
places for the largest ships, and the means of loading, unloading
and warehousing are all that can be desired.
The map of annex IV gives, in dotted lines, the outline of a
sea-port to the east of the channel of the existing port.
27
The east coast constitutes the most appropriate site from the
points of view : i of the direction of the transports of goods of
which the centre of gravity is found towards the east ; 2 of the
intimate conjunction that it is necessary to realize between the
new maritime port and the existing commercial centres. The
position of the wharves, in plan, has been chosen in such a
manner that ships moored to then have the bow towards the north-
west, that is to say the direction of tempests.
Towards the east, spacious sites have been provided for the
port workmen's dwellings, and the possible extension of these
will be enough for scores of years, while, to the west of the
channel, in the port cheap and vast sites can be offered for
industrial purposes. These are connected with the railway and
bordered by deep or shallow water.
These projects of great scope, the execution of which is
expected to be commenced very shortly, also are founded on data
supplied by different statistics.
These give for the movement of the navigation :
Number of Net capacity
Year ships arrived in m3
1909 932 5,397,000
1910 897 5,888,000
1911 1,052 6,383,000
1912 1,1 1 1 6,755,000
1913 M76 7,320,000
I9H 1,163 7,788,000
1915 i, 060 6,898,000
1916 1,005 6,404,000
1917 905 5,095,000
1918 875 4,684,000
Taking into consideration the developments mentioned above,
the figures relating to the movement of goods are even more
28
interesting in order to appreciate the importance of the commerce
of Semarang :
Year
1906
1910
1911
1912
1913
1918
Imports and exports
457,200 tons
607,000
620,000
704,400
909,000
901,000
In the total exports of 495,000 tons, sugar occupies a prepon-
derant place with 435,000 tons.
Some other figures, in comparison with those for the whole
of Java and Madoera, can give an idea of the importance of the
country lying behind Semarang.
The values in florins come out as follows :
IMPORTS
Year
Java and Madoera
Semarang
EXPORTS
Java and Madoera Semarang
Total
Semaning
1900 121,000,000 3 1, 000,000 167,000,000 29,000,000 60,000,000
1905 132,000,000 34,000,000 184,000,000 32,000,000 66,000,000
1910 219,000,000 5o,ooo,ooo 269,000,000 46,000,000 95,000,000
1913 3oo,ooo,ooo 73,000,000 317,000,000 56,ooo,ooo 129,000,000
1916 289,000,000 59,000,000 5n,ooo,ooo 87,000,000 146,000,000
1918 366,ooo,ooo 78,000,000 353,ooo,ooo 53,ooo,ooo i3 1, 000,000
For Semarang, the customs and excise receipts were as follows :
Years 1905.
1910.
1913.
1918
2,404,000 florins
4,343,000
6,022,000
4,800,000
29
7. THE PORT OF TJILATJAP
The country behind Tjilatjap adjoins the regions of the ports
of Tandjoen-Priok, Cheribon and Semarang. It is not only the
sole port of some importance on the southern coast of Java,
but properly speaking, the Javanese Port which has been the
most favoured by nature.
Besides the favourable factor of its situation, the country
behind Tjilatjap is not without importance and is susceptible of
development.
Nor must we lose sight of the existing anchorage in the
entrance channel, obtained without any artificial means and per-
mitting ships drawing 7 m. (23 ft.) to enter at any time and
those drawing 8 m. (26.2 ft.) to enter at any ordinary high-tide.
But, with all these advantages, w r e must also look at the dark
side of the picture. Let us point out the isolated situation of
this port as compared with those on the northern coast, therefore
situated out of the usual routes of ships. Let us also note that
the rugged southern coast does not as yet comprise enough
small ports of which Tjilatjap would constitute the storehouse.
The site of the port (annex V), the first constructions of which
date back to 1886-1888, is 8 kilometers (5 miles) from the sea
and was joined to the Javanese system of 'railways in 1887 by the
line Tjilatjap-Maos.
Originally, as far as berthing ships was concerned, all that
was done was to build a wharf 252 m. (273 yds.) long on screw
piles. But during the laying of the above-mentioned railway,
this wharf was lengthened, especially with a view to the transport
of coal. Towards the south it was lengthened by 49 m.
(53.5 yds.), towards the north by 107 m. (117 yds.), so that the
total length reached 408 m. (445 yds.) with a width of u yds.
Ships drawing 6.5 m. (21.2 ft.) could be berthed there.
Behind the wharf stood sheds, warehouses, customs offices,
coal pits, etc., all joined itO ! the railway.
Another wharf for salt and a third for oil were also built.
About 1910 the development of the sugar industry and the
more and more flourishing situation of the region had caused the
30
growth of navigation to such a degree that the lengthening of
the wharf could no longer be put off.
It was decided to add on 139 running yards of wharf to the
existing one. In order to be able to attain depths of 8 m.
(26.24 ft.) the line of the curb was advanced.
The extensions include also a couple of sheds of an area of
4,500 sq. m. (5,300 sq. yds.) and an improvement of the railway
sidings.
The projected work was terminated in 1918.
In the meantime there had been a sudden change in the ideas
of the authorities regarding the extension of the port of Tjilatjap.
They were convinced that other means would have to be
employed if it were desired to deal with the increasing traffic.
The number of vessels had increased by 35 p. c. between 1905
and 1914, while their total net tonnage had grown by 60 p. c.
Number Net registered
Year of ships tonnage
1906 no 262,000
1910 147 369,000
1913 17 469,000
1914 1 60 455.000
1916 116 280.000
1918 60 105,000
The year before the war 170 ships visited the port of a total
tonnage of 469,000 registered tons.
The movement of goods had a still more rapid growth than
the tonnage of the ships.
In 1910, we remark about 224,000 tons (of 1,000 kilogrammes)
against 325,000 tons in 1914, thus an increase of nearly 45 p. c.
1916, 1918, 1919 give us respectively 231,000, 154,000 and
313,000 tons: a strong recrudescence, therefore, in 1919.
We have also given the years of the war in order so show its
influence.
31
Although the prolongation of the wharf by 120 m. and the
extension of the sites for depots sensibly improved the situation
and in spite of the war which checked development, new works
became urgently necessary.
Decidedly, it was not to be thought of to continue these works
in the same spirit as had guided the work heretofore.. The situa-
tion presented too many defects, of which one of the principal
ones was that the warehouses were too deep, judged from the
edge of the wharf, for a long time one managed to manipulate
satisfactorily the goods by means of an extended network of
narrow-gauge (Decauville) tracks crossing the regular railway
tracks, however it was no (longer possible to avoid a radical
transformation.
The direction of the transports of the port by railway will be
reversed by constructing a new formation station, branched on
the line Maos-Tjilatjap, before Tjilatjap station.
The existing lines of the port will be joined up to this formation
station from which will also> run the lines towards the new quay,
which will be built further down in the actual port, along the
Donan, according to the demands and in the end will reach a
length of 500 m. (half a mile).
If, later on, new berths are necessary, a new inner port can
be created and, by descending the river, the work can be gradually
continued.
Behind the quay-wall the state-railway coal depot will be built
and the necessary sheds and warehouses will be built there.
As far as the old installations are concerned, they need only
be kept in repair in a normal manner, and will be available for
the coasting trade.
Beside the improvements just described, the execution of which
will be commenced vigorously, it is hoped, in 1920, we must
draw attention to, this being intimately connected with the
improvements, the deepening which is actually in progress of the
entrance passage to and of the mouth of the river Donan,
32
8. THE PORT OF MAKASSAR
About a quarter of a century ago, only a part of the shore along
which Makassar stretches was provided with an embankment or
masonry quay for a length of 490 m. (536 yds.).
Here were to be found the greater part of the warehouses and
offices of the European and Chinese merchants. There remained
between the above-mentioned embankment and the buildings in
question a width of u yds. for the Wilhelminakade, joined by
side streets to the Passarstraat, the real commercial centre. Six
wharves from 33 to 65 yds. long, destined for berthing ships,
were built into the sea, while the lighters could be mpored to four
smaller wharves.
The ships, which did not make use of the wharves, anchored in
the roads and were loaded and unloaded by means of native craft :
tongtrangs , pirogues or sampangs , which could at
all times (except during a few days at the time of the western
monsoon, be beached to the north or to the south of the quay
spoken of before.
But very soon it was necessary to provide new berths, for the
movement of shipping increased in an unlocked for manner. The
number of steamers calling at Makassar doubled from 1896 to 1900.
To this end a wharf on screw-piles was built, 500 m. (547 yds.)
long, 10 m. (10.9 yds.) wide offering a depth of 7.5 m. (29.5 ft.),
joined to the shore by gangways.
This wharf, as well as the accessory works, was finished in 1908.
The cost was 1,270,000 florins, including the expenses for some
new sheds which were finished in 1911.
However, here also, the capacity of the new installations became
insufficient even before they were ready.
The movement of goods figures out as follows :
Year 1899 82,000 tons of 1,000 kilogrammes
1904 111,000
1908 328,000 >:
1910 484,000 )) )}
33
This increase must be, in a great measure, attributed to the
transit traffic, for which 'Makassar, thanks to its geographical
situation, is clearly indicated.
In the course of the years the form of navigation practiced by
the natives has entirely changed. The . Paketvaartmaatschappij
boats no longer wait at Makassar for the lighters which bring the
merchandise there, but, at regular periods, they visit the small
coast-ports of the Celebes and of the Moluccas there to take
directly the native products from the merchants established at
these places, so that communications are maintained during the
whole year in an uninterrupted manner.
The results were soon apparent as witness the following figures
relating to the transit movement :
Year 1899 11,000 tons of 1,000 kilogrammes
1904 ...... 25,000
1908 154,000
1910 296,000
In 1910, a further extension of the port was indispensable.
This was carried out according to the plans of Messrs Kraus and
de Jongh, whom the Government also consulted for Makassar,
It consists of a quay-wall on box-sections situated to the north
of the screw-pile wharf..
The quay-walls once commenced, it was very soon discovered
that they must be made a great deal longer than was proposed
in the first place. Thus between 1912 and 1918, a length of
1,340 m. (1,465 yds.) was added where ships could find a depth
of 29.5 to 32.8 ft. at low-tide.
Behind this quay, also built in the sea, and which called for
notable improvements of the soil, a site of land of 170 m. (186 yds.)
was acquired, whilst to the east of the southern extremity a port
for native craft was created with a length of 305 yds. and a depth
of 6.56 ft.
To the north of the quay a site that was destined for coal and
petroleum has been filled in.
While the wharf on piles was sufficiently covered by the coral
islands which shelter the Makassar roads from the western mon-
soon, this was not the case for the new quay-wall.
34
A breakwater crossing the coral-reefs, begun in 1919, will
provide the necessary anchorage in calm water.
Though very simple, this breakwater is nevertheless very costly
by reason of its great length and of the great depths which have
to be filled up.
It was found at Makassar, as is found at every flourishing port,
that the demand was in excess of the offer for the new berths
and for the sites to be used as depots.
New constructions had to be considered, these were planned to
the east of the last executed works.
' The map (annexe VI) indicates clearly how these extensions
have been planned; they will commence, in the first place, with
a quay-wall 547 yds. long and by the appropriation of land
destined for industrial or commercial purposes.
This quay, called the fifth extension, is very well situated from
a wind and current point of view. It can do without a breakwater.
The subdivision of the port for lighters, etc., is naturally only
provisional ; it shows what could be done. It is proposed to bring
here a part of the lighter traffic, which is very important. The
dock at the southern extremity of the quays will serve, princi-
pally, for the daily and direct needs of the town of Makassar.
If, later on, it were desired to further extend the port or if it
were proposed to again create, at Makassar, a free port, this object
could be attained, either by building a wharf, as is indicated, to
the east of the wall of the existing quay, or by building wharves
and docks for ships to the north of the port for lighters, which
we have just described, as is indicated in annex VI.
These two solutions can also be combined. For each of them
direct joining up to the railway has been taken into account, for
although there is, at present, no railway on the Celebes, the era
of its creation is now not far off.
It is proposed to choose Makassar for the point of departure
of two tramway lines ; one will run towards the south (Takalar)
and the other, the more important as regards the future, will run
towards the north and have its terminus at Soenkang, the most
important economical centre of the northern region of the Celebes.
As we have done, when describing the preceding ports, we shall
give a few figures showing the principal characteristics.
. _ 35
In the first place we will give the value in florins of the total
movement of merchandise :
Years Imports Exports Total
I9 11 8,229,000 18,341,000 26,570,000
1912 11,116,000 15,697,000 26,813,000
19*3 18,905,000 15,712,000 34,617,000
1914 10,615,000 17,003,000 27,618,000
1915 10,355.000 15,415,000 25,770,000
i9 J 6 9,039,000 12,653,000 21,692,000
1917 16,827,000 13,420,000 30,247,000
1918...... 11,933,000 8,438,000 20,371,000
Owing to Makassar being a free-port in 1905, the customs could
keep the account-books closed, the last few years however give
the following figures for customs and excise duties :
1910 .' :C 932,000 florins
1913 1,432,000
1918 1,252,000
1919 .&#' 1,877,000
In the last place let us state that the .capital invested by the
Government in the port of Makassar, with the reservations that
we made higher up, amounts to 15 millions of florins.
9, THE PORT OF EMMAHAVEN (PADANG)
The port of Emmahaven, near Padang, the capital of the district,
on the western coast of Sumatra, was built during the eighties,
primarily with the object of having a place of shipment for Ombilin
coal, which was obtained, by Government labour, at Sewan-
Loento situated 38 miles, as the crow flies, from the coast.
This port, annex VII, with an area of 1.2 sq. km. (1,400 sq. yds.)
is formed by the coast and a couple of breakwaters.
The first breakwater, the smaller, is built on a coral-reef and,
at low water, is visible unsubmerged for a length of about 285 yds.
It is practically parallel to the coast.
36
The other is bedded in the western coast and runs out into the
sea in a south-east direction, it is about 990 yds. long.
The depth of the port and of the entrance channel has been
increased to 79 decimetres (26 ft.) below low-tide level, which
permits ships with a 27 ft. draught to enter generally without
hindrance, while ships drawing 30 ft. could enter twice in every
twenty-four hours. Three wharves on screw piles have been
built, they are 84.6 m. (94 yds.) long, 10 m. (10.9 yds.) wide
and are placed at 60 m. (65 yds.) from each other, three ships
of about 400 ft. could therefore be berthed simultaneously ; then
there is a small 55 yds. wharf and two small wharves for Govern-
ment boats and sailing-ships. Besides a special berth was created
for the coal depots and a mechanical plant reserved for the load-
ing of Ombilin coal. Ten metres (u yds.) behind the wharves
on piles five sheds have been erected and a small warehouse for
inflamable matters.
The railway station, which includes the post and telegraph
office, stands at a little distance behind the sheds, from here a
line runs directly to Padang, which is 7 kilometers (4 m. 3 fur.)
distant.
The above mentioned 50 m. wharf was built parallel to the
breakwater of 990 yds. length and is separated from this by a
strip of land 80 m. (87.4 yds.) wide, where there is a shed and
the Government salt depot.
Sailing ships which remain a longer time find two small
wharves, while a small wharf for dynamite has been built, all
these along the large breakwater.
Subsequently relatively little new work was done, this being a
natural consequence of the large ideas that prevailed at the beginn-
ing when planning the extensions.
However the sheds and warehouses have been lengthened as
also the pile wharf (to a total length of 470 yds.). A new wart-
house for the state \vas erected and the port dock deepened to
8.5 m. (27.9 ft.) below low-tide level.
Also improvements were made in the plant for loading and
unloading coal. At the present time an annual production of
500,000 tons from the Ombilin mines can be dealt with by :
a) A coal elevator of 300 tons capacity per hour for loading
coal ;
37
b) Two electrical elevators for bunker coal each of a capacity
of 120 tons;
c) A floating elevator for bunker coal of a useful capacity of
40 tons.
Except for the coal trade, the port of Emmahaven is only, at
the present time, interesting as a port of importation and expor-
tation for the immediate district on the western coast of Sumatra,
which- is very rich in natural beauties.
The coasting-trade between the islands and the coast-ports to
the north and to the south is carried on as far as Padang, where
the" commercial counting-houses are established.
The greater part of the products stored are sent on by railway
to Emmahaven.
However some new industries, notably oil-works are being
established at Emmahaven. Also very shortly some extension
works will be carried out, for instance the transformation of the
station, the building of new sheds and warehouses, the raising
of the level of the Karang banks and at the same time the deepen-
ing of the dock to a depth of 9.5 m. (31 ft.) below low-water mark.
This last work has already been commenced, for a coaling-port
which is situated on the archipelago on the route of loaded steam-
packets cannot in any way remain behind the times.
Plans have already been made out for several quays, compounds
for the coolies, etc.
To finish we give two tables of figures, the first concerning the
imports and exports of merchandise, the other concerning the
movement of the shipping :
VALUE IN THOUSANDS
OF FLORINS
Year
1911
1912
1914.
1916.
1917.
1918
Imports
Exports
Total
9,607
6,740
16,356
7,886
8,805
16,691
i6,355
7,090
23,445
9,166
8,356
17,522
10,068
10,024
20,092
9,466
7.995
17,461
9,880
5,9io
15,790
9,853
i,783
1 1 ,636
38
NUMBER
NET CAPACITY IN Ms
Sailing
Year Steamers ships Total
Steamers
Sailing
ships
Total
1910
570
i, 080
1,650
2,401,000
22,000
2,3<23>ooo
1913
880
1,200
1, 086
3,025,000
27,000
3,082,000
1914
650
I,28O
2,130
3,058,000
39,000
3,097,000
1915
850
1,170
2,020
2,977,000
36,000
3,015,000
1916
680
960
1,640
2,681,000
31,000
2,712,000
1917
640
980
l,62O
1,618,000
41,000
1,659,000
1918
550
1,190
1,740
1,618,000
46,000
1,664,000
10. - THE PORT OF BELAWAN (DELI)
Of the whole island of Sumatra no district has so rapidly
developed since 1883 as tne actual Residence of the Government
of the east coast, with its chief-town Medan.
This development, the result of an extension hitherto unknown
of cultivation enterprises, did not fail to have considerable effect
on the ports of the region and more especially on Belawan-Deli,
situated on the west coast of the isflet of the same name, washed
on the north and west by a deep river, the Belawan, and on the
east by the Deli, a shallow river carrying a quantity of alluvion.
A port, due to the initiative of the Delimaatschappij , was
created here in 1890. That put an end to the methods of loading
and unloading that were in use till then, i. e. the transport by
lighters anchoring in the Belawan, between the shore and the ship.
The works of the port (annex VIII) executed by the <( Deli-
spoorwegmaatschappij were very simple. This company had
also laid down the railway from Belawan to Medan, and towards
the districts of Serdang and Langkat. The same simplicity
characterised the Government wharf, the customs warehouse and
the private depots.
Sooner than was expected by anyone the narrow wharves and
the small warehouses formed an increasing impediment to the
rapid handling of the merchandise.
7'his state of things was preceded by an economical crisis in
the course of the years 1891 and 1892, but in 1895, when commerce
39
and navigation had recovered, the first large extension of the port
was undertaken and the extent of waterfront was increased by
380 yds.
At the same time the private warehouses developed, this in
correlation with the considerable extension of the Government
customs buildings, which were finished in 1903.
About 1905 sundry voices were raised in favour of the idea of
withdrawing the products of Deli and of Atjen from the ports
of the Straits where the transshipment from the coaster to the
ship and vice-versa was effected and to send them towards a port
on the island of Sumatra itself.
In this sense, several spots on the coast which might be taken
into consideration were examined.
This examination led to the conclusion that the most unfavour-
able situation was at Belawan.
The minimum depth of the passage to the right of the bank
in front of the Belawan and the Deli was 7 1/2 ft. at low water
(L. W. S.). Thanks to the importance of the tide, 6 1/2 ft., this
depth allowed ships drawing about 12 ft. to use Belawan regularly.
However taking into account the fact that the commerce of
Belawan was much more considerable than that of the other ports,
it was evident that, if it was desired to compete with the coasting-
trade, the Belawan passage must be improved.
Dredging was tried at the beginning of 1903 and carried on for
a year and a half. The results were very discouraging.
Under the impression of this check, it was decided to definitely
abandon the deepening of the Belawan passage.
In spite of this decision the Delispoorwegmaatschappij did
not hesitate, in 1907, to begin considerable extensions of the port,
among these the creation of a dock, called Ataphaven , destined
for the pirogues which brought atap from Asakan.
Notwithstanding the first fruitless attempts to deepen the Bela-
wan passage, it was finally decided to make some fresh attempts
with the aid of a modern suction dredger, considerably more
powerful than those used up to then. It was hoped to make the
entrance to Belawan possible for large ships, and even for liners.
The Government immediately laid hands on all the land which
could be of interest for the future port. Negociations were com-
menced with the Delispoorwegmaatschappij for the taking over
40
of its works, which, in fact, did change hands in 1913, in return
for a sum of about half a million of florins.
In 1912, the suction dredger Java was at work on the bank
in front of Belawan.
In the meantime the lack of sites for depots had created an
almost untenable situation, for which it was necessary to find a
remedy as soon as possible.
A plan was elaborated with a view to the creation of a new dock
to the east of the Ataphaven and parallel to this, allowing of
the berthing of three steamers drawing 15 or 16 feet. Every-
where this project had a favourable reception.
The execution of this plan was not however proceded with, for
the Java gave such favourable results that the question was
asked whether it would not be better to put up with, for a few
years more, the existing installations and then to devote all
available forces and finances to an attempt which would render
Belawan accessible to large ships, to transform it into a great port.
The discussions took up more time than was expected, because
a considerable natural alluvial deposit, about which sufficient data
were wanting, considerably delayed the work of the suction
dredger.
It was found compulsory to improve greatly the existing instal-
lations by the building of wharves and warehouses. The sites
for depots were however still insufficient.
Further extensions were not possible, for the formation station
of the Delispoorwegmaatschappij was already close up against
the depots.
On this head, negociations were begun with a view to the
displacement of the station. These led to an agreement according
to which the Delispoorwegmaatschappij consented, in return
for an indemnity, to immediately remove its tracks towards the
east.
Following this it was possible in 1916 to begin the transfor-
mation of a few warehouses. The enlarging of the others will
go on gradually until a total area of 15,000 sq. m. (17,850 sq. yds.)
is reached.
Towards the end of 1916 there was available : wharves, 730 runn-
ing yds. of which 502 yds. belonged to the Government and
41
228 to private parties; warehouses, 13,240 sq. yds. of which 7,012
were the property of the Government, 6,228 that of private persons.
The capacity of the warehouses was however still insufficient.
The available space having been completely built over, the future
extension will be made on new sites destined for the coasting-
trade and situated to the west of the slip-way. A shed with an
area of 4,160 sq. yds. with- a warehouse behind is already under
construction, this simultaneously with the organization of a depot
for iron and the corresponding gang-ways.
The figures relating to the movement of ships and goods fully
support the necessity of the extensions roughly sketched above,
which are recognised as necessary and even urgent.
The statistics for the navigation during the last ten years are
as follows for the port of Belawan :
STEAMSHIPS
Year
1909
1910
1911
IQI2
1915
1916 -
TO! 7 V/1'
Number
Net capacity in m*
790
789,000
1,010
8l6,000
1,180
876,000
1,300
947,000
1,360
1,023,000
1,220
1,088,000
1,280
1,647,000
1,350
1,534,000
1,270
1,285,000
1,100
1,141,000
We obtain a better idea of a port by following the movement
of the merchandise, for which one may, with sufficient exactitude,
use the figures of the transports by railway from and towards
Belawan, which therefore exclude the transshipments by boats :
In torts of 1,000 kilogrammes:
Year Exports Imports
1900 2I,OOO 164,000
1905 2I,OOO 148,000
1919 25,000 l8o,OOO
1913 38,000 278,000
_ 42 _
Year Exports Imports
44,000 259,000
1915 ............ 49,000 238,000
1916 ............ 46,000 269,000
1917 ............ 34ooo 283,000
1918 ............ 22,000 271,000
Against a fall in the exports in 1918 may be placed a strong
rise in 1919 by reason of the constant increase in the exports
of india-rubber, tea, tobacco, coffee and because the enormous
stocks accumulated during the war are being send out as soon as
possible.
Expressed in money, the movement of merchandise at Belawan
works out in thousands of florins as follows:
Year Imports Exports Total
19' i ...... i5*7 [ 4 20,396 36,110
1912 ...... 18,426 55*245 73*67i
1913 ...... 32,409 75,778 108,187
1914- ..... 25,193 16,267 41,460
1915... 4*; 24,001 3<W2 54^9^3
1916.... 4M 34>o84 73*44 2 107,326
1917 ...... 3 J *io6 48,778 79,884
In comparing this table with the preceding one, one finds that
the specific value of exports is notably superior to that of
imports.
Under this head it is also important to know what are the
principal articles exported. For this we find in tons of 1,000 kilo-
grammes :
Merchandise 191 3 1916 1917
Copra ........ 450 4 3 8
Coffee ........ 1,380 3,320 460
Pinang nuts ---- 210 270 270
India-rubber .. 2,510 8,700 13,270
Tobacco ...... 22,020 19*720 4>35o
Tea ............ (culture only just 1,530 . i,79
commenced).
43
In connection with what precedes we may add that the customs
receipts were :
In 1905 . . 1,079,000 florins
1910 1,815,000
1913 2,501,000 '?**
1918 3,568,000
for import, export and excise duties.
The people who, from 1914, strove to obtain a maritime quay
and the deepening of the entrance passage, saw, in 1918, their
efforts crowned with success by reason of a governmental deci-
sion of approbation. This led in the first place to an adjudication
for the work of constructing a quay wall on compartments, along
the' river Belawan, on the same bank as the coasting establish-
ment, but a little farther down stream, the estimate was about
6 1/2 million florins including some accessory works.
At the same time, besides the Java a second suction-dredger
was installed, the Sumatra , of a still greater power and
capacity (13,004 cub. m.= 17,010 cub. yds.). In this way,
in 1919, a depth was reached of 23 1/2 ft., below ordinary high
water and 21 ft. below ordinary low water.
Ships drawing 20 ft. can therefore enter at all times and those
drawing 23 ft. at high-tide. The dredging is pursued without
interruption.
In front of the quay, commenced in 1919, the river will be
dredged so that ships drawing 31 ft. can remain moored at low-
tide.
Behind the quays, as usual, will be organised railway sidings,
cranes, sheds, warehouses, dwellings, industrial sites.
Seeing that it was quickly perceived that the 540 yds. quay
corresponded to about 1/3 of the applications received, the
lengthening of the wall towards the east will be pursued without
delay, following this an interior dock can be built which may be
bordered in the usual way or else provided with wharves in the
manner pointed out for the port of Semarang.
..... 44 _
11. -- THE PORT OF SABANG
The port of Sabang (annex IX), situated on the islet of Poeloe
Weh, at about 50 km. (32 miles) to the north of Kota Radga,
the chief-town of Atjeh, was created in 1887.
As regards universal commerce, the situation of Sabang, at the
entrance of the straits of Malacca, is a particulary favourable one
from the point of view of the special character of the port, which
is a coaling and transshipment port.
It is lo this end that everything was conceived and developed.
The part of the Bay of Sabang", where the different works for
the accomodalion of shipping have been established, is protected
by mountains and a high coast against the high swell and dan-
gerous winds.
The jetty and breakwaters were therefore superfluous.
The real entrance to the harbour has a width of 750 m.
(820 yds.) . A water area of 1,500 x 1,900 m. (1,640 x 2,077 yds-)
offers a wonderful anchorage at a moderate depth and can
accomodate 25 small or 12 large ships of which 6 at wharves and
6 at buoys. And further the space between the island of Klan
and the coast can serve for the anchorage of small craft.
In 1906, two wharves on screw-piles were built for colliers, for
these it was admitted at the onset that they should have a per-
manent character and should allow of ulterior extension. A
floating-dock, with a practical lifting capacity of 2,600 tons was
brought from Soerabaja in 1893.
Although Sabang was opened to the commerce of the world
in 1897 as a free-port, its real growth only dates from 1903, when
mechanical plant and buildings were erected and ship-yards
constructed with a view to supplying the needs of the ever-increas-
ing traffic.
The coal-wharf on piles soon reached a length of 550 m.
(598 yds). Behind it 16 double coal-sheds, 26 1/4 yds. wide
and 50 yds. deep, were erected, then 5 goods warehouses.
45
five electrical transporter cranes, increase the usual output
under excellent conditions. 'They can be moved along the quays
passing over, for a length of 110 yds., the coal-sheds on the bank
and wharf side, and the ship on the water-side.
The cranes allow of discharging a 7,000 ton ships in three days.
Besides these coal transporters, Sabang also disposes of, since
1912, a 900 ton bunker coal loader, having a loading capacity of
3oo -tons per hour.
Behind the dry-dock, at the side of different constructions, such
as a workshop, stores, an ice factory, a central electric station,
one finds also repair-shops for ships and machines which allow
of lucrative ship refitting work.
Further, one finds slips for the building of small steamers,
motor boats and lighters up to 3,000 tons.
Independently of the coal-trade, with a view to transshipment,
some wharves 200 m. (219 yds.) long and spacious warehouses
have been built. These latter for the most part stand on the
bank. One only has been built on the wharf itself.
The new petroleum installations are quite isolated.
Between these and the above described works is the space for
the extension of ships berths, which is not so well protected from
climatic influences. For this reason the Forth Authorities are
studying a type of pier destined for ships drawing 12 m. (39 ft.).
In 1912 and 1913 the quantity of coal imported and exported
was successively 420,000 and 450,000 tons of 1,000 kilogrammes.
This traffic fell, in 1915, to 268,000 tons, the influence of the war.
In 1913, 30,000 tons of petroleum and 150,000 tons of other
merchandise were handled.
Among the merchandise we find tobacco from the east coast
of Sumatra which the coasters bring from Belawan to be trans-
shipped, for instance, to the vessels of the Nederland Company.
From 1905 to 1910, on a average, 110,000 packets of'tobacco were
embarked for Europe.
We must note that the consumption and the production of the
island of Foeloe-Weh have practically no value, that the same
goods come in and go out, so that all articles are counted twice.
40
Therefore, for instance, in 1912 only 210,000 tons of coal were
supplied.
The shipping movement is given in the following table :
MERCHANT SHIPS ENTERED
Year
1902
1905.
1910,
Number
Net capacity in
292
043
890
4>337>ooo
1,061
5,874,000
899
4,872,000
790
3392,oo
819
4,082,000
590
1,872,000
479
1,091,000
1914
1915
1916 '.
1917
1918
It goes without saying that one cannot describe, even
summarily, the middle-sized and small ports, without going
beyond the scope of this paper. These ports are nevertheless of
great interest to their respective districts and large sums, accord-
ing to their importance, are annually employed for their develop-
ment, their maintenance and their new constructions.
Let us now devote some lines to :
12. -- THE MANAGEMENT AND WORKING OF THE PORTS
In the Dutch Indies, the managemen^ and working, properly
so called, do not date back more than ten years.
The regulations in vigour at that time classed the ports among
(he customs establishments.
In certain ports, the goods brought by ships were directly
loaded at the quays and wharves, but generally they were trans-
shipped to lighters and deposited in the Boomlokalen (bonded
warehouses), built by the State. This warehousing was done
gratuitously for a determined time. Once the customs formal-
ities finished the goods could continue their route towards their
destination. , 'i*-& 1
Good for export naturally followed the opposite route.
The other public services interested in the port tried, each for
'its own account, to look after and defend their interests.
Now there were many of these services, amongst which we will
cite the navy, the army, the railways, public works, the Civil
Administration, justice, public health, etc.
Needless to say this chaotic situation not only provoked com-
plaints on the part of commerce and navigation, but also hindered
all rational development.
When giving an opinion concerning the enlargening of the
port of Soerabaja, the Commission of Messrs de Jong and Prof.
Dr. Kraus, of which we have already spoken so often, also gave
its opinion concerning the form of management and the mode of
working which ought to be admitted.
The Government admitted the principles laid down not only
for Soerabaja, but also for all the other ports taken into con-
sideration.
A new era commenced, many modifications that were introduced
^profoundly changed the state of things existing in the Indies.
Thus, in imitation of the metropolis, it was decided to no longer
make it compulsory for goods to pass through the offices and
premises of the customs, but, just the contrary, the customs officers
would become ambulant and would examine the goods where
they had been deposited.
The port would be worked on a commercial basis. However
it would not be necessary to make a profit and the largest place
possible w r ould be granted to private enterprise. The service,
for the running of the port would only take for the State a
minimum of the quays and lands, of adjoining sheds and ware-
houses, only just what would be necessary to handle favourably
goods in the port, to avoid a premium on the tariffs and to break
any attempts at forming trusts.
The port authorities kept the monopoly of certain accessory
things, such as the mechanical plant of normal types for the
quays, the supply of water and of electrical energy.
As regards the general course of affairs, the notice said that
for the management and the daily working it was necessary to
48
keep in view the continuity, and that the port and everything
depending on it should be administratively and financially in the
hands of a board of directors, under the control of the Govern-
ment and corresponding with the Director of Public Works.
It was however perceived that it was not desirable to confide
immediately, to a Commission ad hoc, the entire management of
important ports, for, on the one hand, there was, in the Indies,
a want of experience from the point of view of the administration
of ports ; and on the other hand, the powers of several public
bodies and local councils would have to suffer important modi-
fications in order to adapt themselves to the new state of things
that one had in perspective.
So that, at the large ports, as a transitory measure, the post
of director, and even of sub-director of the port, was created, as
also a deliberative commission of management.
The first organism of this kind was formed in January 1912 for
the port of Tandjoeng-Priok.
As director of the port, for preference, an engineer or a chief
engineer of the Roads and Bridges corps was nominated. This
functionary is charged with the execution of new works, the
maintenance, the improvement and the extension of the port, as
also with its working.
He presents his projects to the head of the Department, after
having submitted them to the port Commission for its opinion.
This opinion is joined to the project. The Commission can
besides address its wishes, on its own initiative, to the head of
the Department or to the Government ; however, the character
of deliberative organism is expressly required.
At the request of the Commission itself, its deliberations are
not yet made public. The newspapers however receive a short
account.
The composition of the deliberative Commission is not the
same for .all ports. It varies according to local circumstances.
Besides the director of the port who is by rights president and
member, we find :
The captain of the port ;
The head of customs and excise ;
One member to be designated by the local council of the district
where the port is situated. This member may, or may not, form
49
part of the said local council. When dealing with a borough the
burgomaster is most frequently designated ;
Three persons to be designated by the Government General from-
among the commercial and shipping communities interested in
the port. As a general rule, there is one representative of high-
sea navigation, another of the coasting-trade and a third of
commerce.
As regards ports which are directly joined up to system of
slate railways, a functionary of this administration becomes-
automatically a member, while for ports joined up to a non-state
railway, this latter is represented by a functionary of one of the
railway or tramway companies.
At Tandjoeng-Priok, the Commission also includes a medical
advisor, designated by the head of the public-health service,
generally the port doctor.
The construction of the port comprises the creation, the
improvements and the extensions of the installations. The
ordinary maintenance and working form the management properly
speaking of the port, including the organization of the necessary
berths, of the work shops, of industrial sites, the construction of
sheds, \vorkshops and offices, the distribution of the surfaces of
water for the use of different trades, the necessary machines for
loading and unloading ships and the handling of goods, electrical
energy for lighting and power, water, especially for the needs of
shipping; towing material, fire material, the means of transport
by land and water, all measures and dispositions relating to work-
men's dwellings in the port, all measures of health and those
of a material or social order necessary for the good management
of. the port.
Let us point out here that it is not deemed indispensable that
everything mentioned above be carried out directly by the mana-
gement of the port itself. It is needless to say that to this end
other administrations, or even private persons, better equipped
may be called in. The port authority must however be firm as
regards the manner of executing work and also as to the conditions
under which it is executed.
The port zone is as a general rule surrounded by a zone of
interests , where the port authority does not exercise its adminis-
trative powers, but the situation of which with regard to the port
50
is such that it is desirable not to allow important measures to be
taken in this radius, such as the conveyance of domanial lands
or the execution of important works, without the port authority
being able to defend its interests.
The central direction of ports is in the hands of the Department
of Public Works, which also directs the state dredging operations.
The different interested authorities and organisms are examin-
ing a project for the transformation of the Port Commissions into
Port Councils.
According to this project the different works for ports would
not be executed under the regimen of complete autonomy but by
*he state.
To finish we shall examine :
13. - THE USE OF REINFORCED CONCRETE
COMPARTMENTS
Among the constructions for ports, the quay-walls are con-
sidered among the most important, as much from a financial point
of view as from the point of view of general employment.
Until 1910 most of the berths for ships were formed by gang-
ways on screw-piles, but the increasing exactions to which these
berths were submitted led, in 1910, to a decision being taken to
construct the quay-walls according to the Rotterdam type,
composed of an understructure of reinforced concrete compart-
ments reposing on improved soil as foundation and of a super-
structure of ordinary concrete.
The faces of the compartments were relatively thin, 15 to 20 cms.
{6 to 8 ins.) and converged towards the top. The frontal compart-
ments were filled with poor concrete, the back ones being filled
up with sand.
Taking as basis the experience acquired in this kind of construc-
tion, the type called Priok was imagined in 1915.
The faces, which became vertical, were given a greater thickness
and unvarying bracing throughout the whole height. All the
51
compartments were filled exclusively with sand. The advantages
as compared with the preceding types were, more solid work,
simpler setting in place, easier transport and, in spite of all this,
the cost only equal to that of the primitive type.
At the beginning the drainage behind the walls was a failure.
It was again undertaken, with much care, having regard to the
variations of the level of the sea and to the coefficients of stability
to which we shall refer further on.
The means of protection of the walls have been modified at
different times ; good results are now expected of a floating beam
of soft wood.
The subsidence of quays did not fail to happen in the course
of the years and in two cases the sliding was very important.
In one of these cases the sliding was due to a layer of clay which
has passed unperceived in the bed of sand of the improved
foundation soil.
In the other case, the sliding had to be attributed to the fact
that when hydraulic embanking by means of a suction machine
was going on, the ebbing water could not flow away rapidly
enough during an exceptionally low-tide.
It was also perceived that it was necessary to amend the principal
dimensions of the compartments and to standardize the calcula-
tions.
Taking as basis special tests and long experience with materials
used under conditions such as are found in practice, finally the
following rules were arrived at which should be observed in the
calculation of compartments :
i Specific weight of reinforced concrete 2.4
2 ordinary concrete 2.0
3 sand out of water 1.6
.4 under water i.o
5 saturated with water 2.0
6 coral rock out of water 0.6
7 )> under water o.5
8 Natural slope of dry sand out of water 35 ;
g )> wet under 25 ;
10 coral rock 40;
52
n The thrust of soils is calculated by the formula Gr
= 1/2 h 2 X specific weight X tg 2 (46 1/2 ?) for what concerns-
the proper weight of soils.
G 2 = Overcharge x h X tg 2 (45 1/2 *) for what concerns-
the overcharges.
12 It is estimated that the stability is sufficient when the tan-
gent of the angle of friction between the wall and the seat of foim-
. tg25 0.466
dation is --^ = -j-^ = = 0.374.
The angle of friction thus becomes 2O3O.
13 Maximum compression of the bed of sand under the front
part of the compartment, 3 kilogrammes (6.612 Ibs.) per sq. centi-
metre (155 sq. ins.);
14 Overload, 3,000 kilogrammes (6,612 Ibs.) per sq. meter
(10.76 ft.);
15 The friction between the back facing of the wall and filling
in soil is neglected ;
16 The thrust of the soils acts on the vertical plan passing
through the heel of the compartment. The overload exercised by
the column of sand above the heel is considered as forming part
of the weight of the wall ;
17 Account is taken of the influences of the maximum and
minimum tides, combined with the difference of the maximum
level before and behind the wall, taking into consideration the
delay in the fluctuations of the level of the sheet of water at the
time of the movement of the tide ;
18 The length of the back heel of the compartment : generally
m. 50 (1.64 ft.);
19 Width of the front heel of the compartment : generally
1 m. 50 (4.92 ft.);
20 Maximum compression of the concrete, 30 kilogrammes
(66.12 Ibs.) per sq. centr. (.155 sq. ins.) in permanent solicitation
and 5o kilogrammes (no,i3 Ibs.) per sq. centr. in temporary
solicitation ;
21 Maximum tensile stress on the reinforcing bars : 900 kilo-
grammes (1,983.6 Ibs.) per sq. centr. in permanent solicitation
and 1,200 kilogrammes per sq. centr. in temporary solicitation.
53
In order to increase the stability, the improvement of the soil
under the wall, as far as the resisting foundation soil, has been
especially attended to, correlatively with the increase of the over-
load which will compress the improved soil.
The reinforcing bars figure out on an average 90 to 95 kilo-
grammes (198 to 209 Ibs.) to the sq. meter (10.76 sq. ft.) of
concrete, while about 35 kilogrammes (77 Ibs.) of concrete are
used per running meter of quay-wall.
Annexes IX and X give the type of wall with improvement of
the sub-soil, as has been projected for the most recent extensions
at Makassar the execution of which will be commenced some time
during this year.
WOUTER COOL. c. i.
Former Councillor general
to the Service of ports of the Dutch-Indies,
President of the Board of directors
of the Dutch-Indies Railway Co,
at Semarang.
Translated by E. Leeds, The Live School,
42, rue de I'Enseignemfttt, Brussels.
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