Master plan for development of the Port of Pago Pago, American Samoa

[From the U.S. Government Printing Office, www.gpo.gov]

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1983

The study was financed in part through a grant from the Office of Coastal
Resource Management/NOAA under the provisions of the Coastal Zone Manage-
ment Act of 1972, as ammended.

MASTER PLAN FOR DEVELOPMENT

C< OF THE PORT OF PAGO PAGO
rc)

AMERICAN SAMOA

US Department of Commerce
NOAA Coastal Services Center Library
2234 South Hobson Avenue
Charleston, SC 29405-2413

by
D. Calwell, J.P., M.I.G.E., F.N.Z.T.E., Consultant
Waikanae, New Zealand

Assistance with compilation of report provided by
R. 0. Marsack of the United Nations Development
Advisory Team for the Pacific (UNDAT

Repor@ printed by UNDAT, Suva, Fiji.

June 1983

TABLE OF CONTENTS

Chapter Page

1 INTRODUCTION 1

2 PORT LAND USE SUBMISSIONS 2

3 PLANNING RECOMMENDATIONS

3.1 General 7

3.2 Security a

3.3 Oil Wharf 8

3.4 Tourist Facilities 8

3.5 Transit Warehouse a

3.6 Administration Blocks a

3.7 Container Terminal 9

3.8 Parks'and Reserves 9

3.9 Wharf Traffic 10

3.10 Container Cleaning Area 10

3.11 Present Transit Warehouse Area 10

3.12 Stevedoring Complexes 10

3.13 Inter-Island Service Wharf 10

3.14 Marine Resources Department 11

3.15 Malaloa Fish Pier 11

3.16 Purse-Seine Facilities 12

4 PORT ADMINISTRATION 14

5 ACKNOWLEDGEMENTS 15

APPENDICES

A. Suggested Action Priority List 16
8. Estimated Administration Offices Requirement 17
C. Plans (three sheets) 18-20

PAGE

MASTER PLAN FOR DEVELOPMENT
OF THE PORT AT PAGO PAGO

---------------------------

A report to the Director of Economic Development, American
Samoa Government on Land Use and Port Operations

1. INTRODUCTION

1.1 This report was commissioned by the American Samoa
Government. It should be considered supplementary to my
report of June 1982 undertaken for the United Nations Devel-
opment Advisory Team (UNDAT) at the Government's request.

While the previous report is still relevant there have been
some significant changes in requests for accommodation within
the port area and these are now dealt with in a great deal
more detail than was possible in the 1982 study.

1.2 Construction of the new main wharf has made consider-
able progress during the last twelve months and the present
schedule envisages completion by January 1984. There is a
suggestion that it may be curtailed at the western end by
approximately 90 feet, making the final length 1026 feet. This
would be unfortunate. It is hoped that ways and means will be
found to complete the structure as designed thus retaining use-
ful storage space and direct access from the cargo wharf to the
main container wharf.

PAG E 2

2. PORT LAND USE SUBMISSIONS

2. . I My brief has been specifically related to land use at the port. An end-
eavour has therefore been made to ascertain the true requirements of all those
in both the public and private sectors who consider it essential or effective to
be located adjacent to the wharves and who seek priority treatment in alloca-
tions of suitable space in the limited area available. Synopses of their sub-
missions follow.

2.1.1 Casamar Incorporated - Mr. Ben Ichiyasu made a strong representation on
behalf of the tuna purse seine vessel owners whose principal requirements were
summarised as follows:-

(a) 20,000 sq. ft. at dockside for servicing of nets;

(b) 16,000 sq. ft. for repair of nets and installation of 5000 ton freezer;

(d) 57,600 sq. ft. to be leased on long term basis (30 years) for service
buildings, staff accommodation and facilities.

Mr. Ichiyasu observed that provision of suitable facilities at Pago Pago would
be of considerable economic benefit to American Samoa. He would estimate that
on the proposed premise that 40 purse seine vessels* working out of Pago Pago
and using it as a supply base, the fleet would spend approximately US$56
million annually.

After a meeting with the Port Director on May 12, 1983 Mr. Ichiyasu made
a written proposal for Casamar Inc. to lease 13,200 sq. ft. inside the present
transit warehouse building for thirty years; the wooden Customs building (2400
sq. ft.) for 20 years and an adjacent 7200 sq. ft. open asphalLed area for 20
years. All of these areas would be used for servicing the requirements of the
purse seine fleet.

Subsequently, Captain Avey Gonsalves, master and owner of the tuna
vessel "Pacific Princess" urged urgent consideration be given to the space needs
of the tuna purse seine vessels. Ile strongly supported the proposals put forward
hN- Clasamar Inc. , a company well known to and well regarded by Luna vessel Owners
operators who would certainly find the facilities envisaged by Casamar Inc.
a very useful amenity.

2.1.2 Mother Pearl of the Pacific Inc. - Pat R. Letuli informed me that this
company deals with all supplies for the purse seine vessels including salt. This
salt must be kept in sealed containers until delivered to the vessel. They are
required to maintain a stockpile of 30 to 50 container loads within the wharf
area at all times.

2.1.3 Van Camp Canneries - Mr. Rob Shaffer stated that the number of purse
seine vessels based in Pago Pago had increased from 2 to 15 in eighteen months
and a further 25 would like to come. He estimated that the total tuna trade
would be likely to reach 100,000 tons per annum shipped in 5,000 containers.

-----------------

* See also last para. of 2.1.5

PAG E 3

2.1.4 Star-Kist Foods Inc. - Gregory H. Deering stated that incoming con-
tainers for his company's various factory requirements, including tinplate,
totalled 70 per month. Exports were 220-300 containers per month. Purse seine
vessels operating with 9tar-Kist presently ranged between 15 and 20 but it was
expected that in the not-too-distant future there would be 40. In addition, they
had 40 long-liue vessels, Van Camp had 20 and all of these averaged a cycle of
2.5 trips per year. (Note: In the "Samoa News" of May 20th 1983, it was reported
that Star-Kist Inc. had proposed to expand its operation in American Samoa by 50
per cent at a cost of US$5,000,000 which would make it the third largest tuna
cannery in the world. Negotiations at present under way with the Government.)

2.1.5 Marine Resources Department - Director Henry Sesepasara together with
Star-Kist's Director of Government Relations, Anthony V. Nizetich made a joint
submission. Marine Resources Department required 300 lineal feet of breastwork
west of the present fish market with a draft alongside of 15 feet. They would
need buildings adjacent to provide for a fish receiving and distributing depot,
a cold store and a ship's chandlery. Later on they would require space to
handle fish receiving, processing, freezing and packaging for the export market.

It was submitted that in order to ensure sufficient space in the area,
adjacent leases should not be renewed until it was clear that they would not
inhibit development of the fresh-fish industry.

Mr. Nizetich was firmly of the opinion that a further 30 to 40 purse
seine vessels would soon be working permanently out of Pago Pago. Berthage for
at least three 260 ft. long vessels of 20 ft. draft alongside and stacked three
abreast was needed with generous areas at the berthage face for net maintenance
and warehousing.

2.1.6 Pacific Resources Inc. (FRI) - Manager Mr. Rusty Betham and Assistant
Manager, Mr. Abe Malae, described operations of the oil storage depot in Utulei
Bay and the oil wharf. Underground receiving and refuelling lines connected the
oil wharf and the storage depot. They would instal three service outlets at the
new wharf. The space available at the present refuelling berths is sufficient
for only meters and control valves. They would need at the new wharf some space
for storage of hoses on trailers and possibly a towing tractor.

They have had some problems in landing small quantities of products in
drums carried as deck cargo. However, when the new wharf was operational, ships
would not protrude beyond the ends of the face and this should resolve most, if
not all, of their problems.

2.1.7 Peter Reid Stevedoring Inc. - President Senator Peter Reid, General
Manager Tony Faumuina, and Operations Manager Ernest Reid, submitted that their
company handled nearly all imports and exports of the Star-Kist and Van Camp
canneries, together with a fair proportion of the general trade through the
port. The visit of the M.V. "Polynesia" on 16th and 17th May 1983 was quoted
as a typical example:-

PAG E 4

Discharged 200 FCLs for Canneries*
40 Miscellaneous FCLs
48 Miscellaneous LCLs**

Total: 288 containers

Loaded 253 containers from canneries
6 miscellaneous containers

Total: 259 containers

They expressed their concern about storage space on the wharves for
these inward containers and a similar quantity awaiting export. However, as far
as I could ascertain this operation went quite smoothly even with the limited
space available.

They generally agreed that a system of centralised control of container
traffic was desirable.

They would require garage and service facilities in the wharf area for
all their mobile plant which would include 3 x 25 ton, I x 15 ton, 12 x 5 ton
and 2 x 3 ton fork-lift vehicles, and four tractors.

They also clean, wash and dry out containers and suggested that facili-
ties to carry out these processes on about six containers at a time would be
ample.

Minor repairs to containers are required from time to time but these
could be done at any convenient location outside the wharf area. Badly damaged
containers are shipped out to Honolulu or San Diego for repair and they could
not see any requirement for major repair facilities in Pago Pago.

2.1.8 Kneubuhl Marine Services Corporation - Manager B.F. Kneubuhl Jnr. and
Operations Supervisor Eugene Anderson, stated that as general stevedoring and
shipping agents they require space for a depot with garage space. They operate
2 x 25 ton forklifts, 7 x 10 ton forklifts and 10 trailers. They have some
reefer plugs and maintain a standby generator alongside in case of power
failures (which are a relatively frequent occurrence). They would be pleased to
see a proper system of reefer plugs and standby plant installed by the Port.

2.1.9 Government Office of Tourism - It was reported that the "Oriana"
visited Pago Pago on May 13th berthing at the present wharf without incident.
There were 1500 passengers aboard.

---------------

FCL = full container load

LCL = less than container load i.e. containing freight for more than one
consignee. Most of these would be devanned on the wharf.

PAG E 5

The Office of Tourism would like to berth such cruise ships near the
eastern end of the new container wharf which would be more attractive environ-
mentally for the visitors and give ready access to the area outside the Conven-
tion Centre adjacent to the Rainmaker Hotel. Here there is adequate space for
parking buses and taxis. They would like to have public toilets available as
well as sockets let into the sealed surface behind the wharf to facilitate the
erection of temporary shelters for stall holders. They also suggested a lane
leading south to the main road where portable stalls could be located. They
also sought a small lock-up storage room for miscellaneous gear.

2.1.10 U.S. Government Meat Inspector - A small meat inspection depot was
established within the transit warehouse to standards of construction approved
by the U.S. Government.

It is extremely important that this-depot meet high standards of hygiene
at all times in order to ensure continuation of supply of meat from Australia
and New Zealand who are the major suppliers.

2.1.11 Smaller commercial and pleasure craft servicin& - Mr. Joseph Misa'alefua
of Specialised Marine asked for waterfront space for the establishment of a
servicing facility, marina and ramp for smaller commercial vessels and pleasure
craft. This would include servicing of ancillary vessels of the purse seine
fleet, cannery and privately-owned fishing vessels for which, at present, water-
front facilities are non7existent thus adding considerably to the costs of main-
tenance of small vessels as well as much inconvenience. Mr. Misa'alefua would
be prepared to lease an area of up to 110,000 sq. ft. and construct necessary
buildings at his own expense.

A Mr. Silila Pataue, tug master, also proposed that waterfront space
should be made available for a sailmaker's loft and for the general manufacture
and supply of marine canvas goods. A building of approximately 2400 sq. ft.
would be required.

2.1.12 Bulk Cement - Some thought has been given to the possibility of estab-
lishing a bulk cement receiving depot and bagging plant. Bulk cement carriers
discharge at the rate of approximately 30 tons per hour. Length of underground
pipeline is, within reason, not a major consideration. A depot area of approxi-
mately 15,000 sq. ft. would be required. However, N.Z. Cement Holdings Ltd, a
major supplier of cement to the South Pacific area, have examined the cement
trade and see very little future for a bulk terminal at Pago Pago where a total
consumption of 40,000 to 50,000 tons per annum discharged from a 3000-ton
carrier at lease once a month would be needed to make it viable. In view of the
very unlikely possibility of landing cement in bulk, no site provision has been
made on the plan. Space could be found near the western end of the cargo wharf
if necessary.

2.1.13 Coal - A recent study on the use of coal for electric power generation
in American Samoa (I.Y. Borg, October 1982) concluded that the use of coal could
be the best and cheapest interim-term solution to Tutuila's power generation
problems. It is considered that a thermal power station of about 15 megawatts
could handle the base load, leaving existing diesel generators for peak loading.
This would use approximately 50,000 tons of coal per annum.

Doubts have been expressed about where this coal could be landed. How-
ever the quantity is not great by harbour standards and could easily be handled
over the existing wharves and moved by road transport to the power station.

FAG E 6

2.1.14 Transit Warehouse - There were several submissions put forward regarding
the need@_f_or additional transit warehouse space to cater for non-containerised
cargo, motor vehicles and transhipment consignments, as well as for goods being
devanned from LCLs. This was stressed at a meeting of port users on May 19th,
1983, when it was also pointed out that motor vehicles required covered lock-up
storage because of the prevalence of vandalism; it was, however, agreed that
the proposed provision of high security fencing around the port area would
alleviate this to a certain extent.

2.1.15 Parks and Reserves - The Director of Parks and Recreation, Mr. Fuga
Tolani eso, expressed general agreement with the planned takeover of the
Training Centre for port administration offices and indicated that he could
arrange financial support for the re-location of this school.

He has proposals for the construction of a new three-storey building
(300 ft x 35 ft) on the south side of the main road opposite the new wharf area,
with off-street parking towards the entrance to the Governor's residence. The
proposal includes a realignment of the main road and some transplanting of
existing palm trees.

PAG E 7

3. PLANNING RECOMMENDATIONS

3.1 General

Having considered the requests for accommodation within the port area,
one is forced to the conclusion that they cannot all be accommodated within the
limited space available.

The new wharf, which is costing some $5.5 million, was designed to
handle the present and projected cargo trade of the port and accordingly this
must be given priority in the design of a land use programme.

It is acknowledged, however, that certain ancillary services are an
essential part of the whole operation and should be provided for insofar as it
is practicable to do so.

It should also be appreciated that the form and nature of trade cargoes
are not decided by the port administration which must, however, do its best to
contend with sizes and types of ships using the port and with the form in which
cargo is presented for import and export.

Fortunately, the revolution in cargo handling which has taken place over
the last 10 to 15 years has resulted in the firm indication that the major prop-
ortion of all goods will be shipped in containers and that planning can be con-
fidently oriented to their continued use for the forseeable future.

A draft master plan was shown and explained in considerable detail by
myself and the Port Engineer to a meeting of port users convened on May 19th,
1983. In attendance at this meeting, chaired by the Port Director, Mr. Maiava
Oliver Hunkin, were:-

Eugene Anderson KMSC
Mark Cameron (Vince Halek) Purse Seiner Services
Dyke Coleman Governor's Office
John Faumuina Jnr Development Planning Office
Tagisia Faumuina Poly Shipping
Avey Gonsalves Pacific Princess
George Lokan Samoan Maritime-
Abe Malae SPRI (Oil)
Ray Marsack UNDAT (observer)
Mike Morse USOG Liaison Officer
John Reid Harbourmaster
Morgens Ring Marine Railway
Soon Jee Cho Van Camp
Jo'oso'o Tuiolemotu Immigration Division

There was considerable and animated discussion of the plan. I felt that
consensus was reached on all the major points and the detailed recommendations
which follow are based on this premise.

The recommendations are made not in order of priority but, for ease of
identification in relation to the plans attached as Appendix C (three sheets),
on a geographical basis from East to West. A suggested action priority list is
attached as Appendix A.

PAG E 8

3.2 Security

All cargo working and associated operations are within the Customs area
and the whole complex should be surrounded by a substantial security fence.
Gates can be provided at suitable places but all should be kept locked except
when required for immediate needs. one entrance only should be available for
general traffic and this would be under the control of security guards who would
check all movements of personnel, vehicles and cargo.

This main entrance has been shown on the plan at about the middle of the
container wharf . A street re-alignment has been planned to facilitate the merg-
ing of vehicles with main road traffic.

3.3. Oil Wharf

It seems clear that the existing oil wharf will be adequate for the for-
seeable future provided much-needed maintenance to the surface and fittings is
carried out fairly promptly.

3.4 Tourist Facilities

The suggested requirements of the Government office of Tourism are set
out in para. 2.1.9. The encouragement of cruise vessels certainly calls for
attractive facilities for passengers ashore and this should receive immediate
consideration. However, the suggestions made cover infrastructure which should
not, for obvious reasons, be located within the port and Customs security area
and would not therefore seem to be the responsibility of the Port Administra-
tion. It is recommended therefore that once the eastern boundary of the Port
Administration security area has been delineated, the Government Office of
Tourism should approach the relevant authority for provision of the suggested
facilities.

The master plan shows access-ways for passengers to and from the
security area.

3.5 Transit Warehouse

A recommended new transit warehouse is shown on Sheet 1 of Appendix C
see para 2.1.14). This building is 190 feet long by 85 feet wide with a clear
height of 25 feet. There should be two doorways on the northern side each 30
feet wide and to full height. Present buildings in this area to be demolished.

3.6 Administration Blocks

As indicated in my previous report, a re-location of administrative
offices is an essential pre-requisite of the new layout. It is recommended that
the Port Director, Port Engineer and general administrative staff, and Customs,
be based in the existing Betty Kendall Johnston E.C.E. Training Centre. This is
an attractive structure with adequate off-street parking. I believe it has been
acknowledged by the school Staff that their continued use of the complex would
not be compatible with conditions created by port operations and therefore a
change of location would not be strenuously resisted.

A new building ideally located close to the main entrance to the
security area should house the Harbourwaster, Pier Superintendent and other port
staff and shipping agencies.

PAG E 9

This building would also incorporate the control tower detailed in
paragraph 3.7. Estimated space requirements for administrative, port and customs
staff are shown in Appendix B.

3.7 Container Terminal

The prime use of the new breastwork wharf is for container traffic and
the master plan has been drawn up accordingly. This allows for

607 standard 20-foot I.S.O. containers - stacked two-high
62 20-foot reefer containers -- single units

Larger container terminals would use straddle trucks to move containers but
Pago Pago is likely to continue to use fork-lift trucks. using forks, top lifts
or side frames, as required.

Fairly wide access lanes are needed with this handling system and some
block-stacking is inevitable if the use of the space available is to be maxi-
mised. This will result in some double-handling if a particular container is
required but only to a very minor extent as there are relatively few consignees.

It is nevertheless es sential that a proper system of control for place-
ment of containers be instituted immediately the new wharf facilities become
available and it is strongly recommended that:-

(a) An observation tower be erected on top of the new administration block
(see para 3.6) giving an overview of the whole terminal, eye level being at
least 35 feet above ground;

(b) There be radio links from the tower to fork-lift drivers;

(c) There be a display board in the tower with card slots or similar pro-
vision for identification of every individual container space within the
terminal;

(d) The installation of a pneumatic tube system (Lamason type) for rapid
transfer of cargo documents between the main gate and the control tower;

(e) The provision in the tower of desks and equipment for staff working on
records of container movements;

(f) The provision of desks in the tower for representatives of shipping
agents involved with container movements;

(g) Space in the tower should also be provided for the 'use of the Harbour-
master for overview of vessels within the harbour thus facilitating movement
clearances; for the Pier Superintendent and for an overview duty security
guard.

3.8 Parks and Reserves

The site of the proposed new building and car park on the southern side
of the main road is, of course, outside the dock area proper (see para 2.1.15).
It is, however, strongly recommended that this development be reconsidered very
carefully. Any major realignment of the road to provide extra space for the
project would almost certainly eliminate the proposed green strip on the north-
ern side and any further encroachment on the new wharf area must be resisted in
the interests of providing as much container stacking space as possible.

PAGE 10

3.9 Wharf Traffic

A scheme for the merging of wharf traffic through the main entry with
main road traffic is shown on the plan. It has been designed to cause the least
possible interference with existing conditions.

3.10 Container Cleaning Area

A container wash and dry-out area has been included at the south@western
corner of the container area. This would cater for three containers at a time.

3.11 Present Transit Warehouse Area

More room in this building will of course be available when the present
administration offices are moved to their new location. It is recommended that:-

(a) The meat inspection depot (para 2.1.10), being conveniently located,
remain where it is : provision to be made for three reefer plugs to be
provided on the adjacent outside wall for reefers under inspection.

(b) Provision be made in this building for cold storage space required by
the Department of Agriculture.

(c) Sympathetic consideration be given to the granting of a short-terra lease
to Casamar Incorporated to enable temporary facilities to be established
to service the purse-seiner fleet (see paras 2.1.1 and 3.16).

3.12 Stevedoring Complexes

It is recommended that the areas presently occupied by the Meadowgold
building and the Fire Station be made available for leasing to Peter Reid Steve-
doring Inc. and Kneubuhl Marine Services Corporation. This would of course
necessitate the demolition of existing buildings. It was Suggested that the
Fire Station could conveniently be located in the old tennis court area and this
would cause no problems of road alignment.

3.13 Inter-Island Service Wharf - M.V. "Queen Salamasina" maintains an
important link between Pago Pago and Apia on a regular schedule. It must there-
fore be provided with a regular berth (see Sheet 2, Appendic C).

The present mooring system is not very satisfactory, and a modification
has been shown on the plan for the vessel to be berthed alongside, and for the
landing to be ramped down at the eastern end so that the vessel's stern ramp
does not lie at a steep gradient as it does at present, particularly under mini-
mum freeboard and low tide conditions.

A passenger and customs building has been shown together with a circuit
road access which should mitigate the present real problem of traffic congestion
at this dock.

An alternative and perhaps more desirable arrangement would be for the
inter-island berth to be established further west, opposite Burns Philp South
Sea Co. Ltd and this has been shown on Sheet 3, Appendix C. This would allow
more space and relieve traffic congestion in the central area.

PAGE 11

This provides for 100 lineal feet of berthage angled at about 45 degrees
to the foreshore and dredged to a depth of 12 feet alongside. This would incor-
porate a stern ramp at a grade of 1 in 12 down to a level of 4.5 feet above high
water mark. A Customs and passenger shelter within a security area and a public
access road are also shown. Any additional shipping office or warehouse facili-
ties could be sited alongside on land leased for these purposes. All the fore-
shore land in this area is government-owned.

This alternative would certainly be more costly. Remoteness from the
general port security area could also be a problem.

3.14 Marine Resources Department

- At a meeting convened by the Director of Public Works it was agreed that
the requirements of this department (see para 2.1.5) would be met by a breast-
work wharf with 220 lineal feet of berthage with a depth alongside of 12 feet
at low water. This is shown on the plan to the west of the present location of
the inter-island ferry wharf (see Sheet 2, Appendix C).

The ultimate use of this wharf could not be accurately defined at this
stage but if its alignment is about 30 feet seaward of the present retaining
wall and an extension thereto, there should be adequate space for a fish process
ing, packaging and freezing plant and a cold store. This would of course necess-
itate removal of buildings which would be in the way of the new development.

The design of this wharf can be decided only after a soil survey of the
area is carried out. It would seem however, from information gained in test
piling in both this location and at the new container wharf, that a pile-
supported structure would be both expensive and unnecessary.

A single tie-back retaining wall should be quite satisfactory. Pref-
erably this should be built of sheet piling, but, depending on flexural resis-
tance and adequate toe pressure being developed, it might be feasible to use the
hollow circular piles already on hand with pre-cast concrete panels driven
between.

The structure would then be held together by a cast-in-situ concrete
beam extending from just above low-water mark to deck level. This would also
act as a dock facing, and anchorage could no doubt be developed by a reinforced
concrete deck slab.

3.15 Malaloa Fish Pier

The Malaloa fish pier is used as a quarantine berth for overseas yachts
and also for mooring of small boats.

The quarantine berth can remain but the shelter area is not well placed
as it faces into the prevailing wind and acts as a trap for all types of flot-
sam and rubbish.

It is therefore recommended that this area be partly filled in and
developed for use as a boat repair yard (see para. 2.1.11).

Provision has been made in the plan for:-

(a) a 60-ton capacity slipway (marine railway)
(b) a 30-ton synchrolift platform
(c) a ramp for small boats and trailer boats.

PAGE 12

Immediately west of the fish pier, provision has been made for 96 floating-type
marina berths for pleasure craft. This could readily be further extended accord-
ing to demand.

Toilet and shower facilities should be installed as soon as feasible and
a service area made available for leasing to businesses related to the supply of
services and equipment for small boats such as motors, spares, sails, canvas
goods and general ships' chandlery.

Such infrastructure would not only provide a much@-needed service for
small boats but it would also make an attractive waterfront area out of what is
at present rather an eyesore.

3.16 Purse-Seine Facilities

Strong representations have been made from many quarters on the need to
make adequate provision for present and increasing numbers of purse-seiners
wishing to base at Pago Pago.

However, beyond a recommendation for token and temporary space to be
allocated for net repairs (para 3.11(c) ) it has not been possible to make any
leasehold space available near the cargo wharves.

It is not legally possible to allocate or reserve berthage at any gen-
eral cargo wharf. Ships working cargo must be berthed in strict order of arrival
at the port and they can be asked to move only when discharge or loading has
been completed.

The purse-seiners are not classed as cargo carriers and although they
can be assured of wharf space whenever this is available, there simply is not
room to grant them berthage on a permanent basis at the main dock complex.

A proposal has therefore been shown on the plan to locate purse-seiner
facilities at the extreme western end of the harbour.

This would entail the reclamation of some 4 acres and the provision of
720 lineal feet of berthage which could be specifically allocated for the use of
the purse-seine fleet.

it is envisaged that land fill would be obtained by dredging of navig-
able areas alongside. This could be carried out by a small auction cutter
dredge which could be acquired by the Port Administration and used also for
general purpose dredging in other parts of the harbour.

It seems fairly certain that purse-seine vessel operators are genuinely
interested in using Pago Pago as a base on a long term basis. The new marine
railway on the northern side of the harbour, and capable of handling vessels of
3000 tons displacement, is well under way and will be able to provide adequate
overhaul and repair facilities.

The'capital cost of the proposed reclamation and berthage is likely to
be considerable. But it also seens likely that arrangements could well be made
for the proposed lessees to find that capitai or underwrite the loan monies
required. The whole work could then be done without cost to government and would
create a valuable asset for the future. In short it would apear to be a viable
commercial proposition which would also have a healthy impact on the general
economy (see para.

PAGE 13

3.16.1 It is recommended that:-

(a) existing plans of the area be updated immediately;

(b) a detailed hydrographic survey be undertaken covering the area from the
present docks to the western end of the harbour to ascertain whether
any shoals need to be removed and that cut and fill requirements for
the proposed reclamation are approximately equal.

A detailed scheme can then be designed to suit the topographical
conditions.

It will be noted that an additional area of about one acre has been
allocated for filling against the existing reclamation at the western end. This
could be the most convenient area to be adjusted to balance cut and fill
requirements. It would be a good site for a launching ramp and parking lot for
vehicles and boat trailers while the embayment thus created would considerably
improve aesthetically the adjacent areas and seafront.

PAG E 14

4. PORT ADMINISTRATION

4.1 Although the question of port administration is not covered by my terms
of reference, I feel some observations may be useful in the light of the very
much larger and more complex organisation which would result if the proposed
master plan is accepted and implemented.

4.2 During the course of my investigations and discussion of the many sub-
missions received I came to the conclusion that the administration of the port
should be undertaken by a properly constituted and autonomous Port Authority.

4.3 1 suggest that this Authority should consist of six commissioners,
nominated by the Governor and confirmed by the legislature, being:-

(a) President and Port Director - representing Government
(b) Vice President - representing Government
(c) one commissioner - representing overseas shipping
(d) one commissioner - representing local shipping
(e) one commissioner - representing importers and exporters
(f) one commissioner - representing port land users

4.4 The Port Authority should be charged with the responsibility for
efficient management of all harbour water areas and defined foreshore land and
all port activities including:-

(a) Pilotage and services of shipping;

(b) Engineering design, construction and maintenance of all facilities;

(d) customs and port security services;

(e) Financial aspects to ensure that the port operates on an economic
and self-sustaining commercially-viable basis.

4.5 It is important that the Authority be autonomous and that its decisions
receive the full support of government and legislature in order that it may
operate confidently and without political interference.

4.6 1 can see no reason why the Port, operated by a competent Authority,
cannot be a completely viable commercial enterprise and thus operated at no
recurring cost to Government.

PAGE 15

5. ACXNOWLEDGEMENTS

This report was compiled as a result of numerous meetings

-ind interviews but
it would be invidious to try and name

those who assisted me. I should, however, like to acknow-

ledge with thanks the support given by the Divisions of

Economic Development, Port Administration, and Public

Works: and in particular the immediate response by the

United Nations Development Advisory Team (UNDAT) in Suva,

in sending Mr. R. 0. Marsack to Pago Pago to assemble and

edit the report.

D. Calwell

PAGE 16

Appendix A

Suggested Action Priority List

1. Cancel or defer existing contracts for toilets.

2. Take over of school building and library service - decision (Para 3.6)

3. Survey of Upper Harbour (Para 3.16)

4. Preliminary drawings of administration building, car park main
entrance, reefer plugs and emergency generator (Para 3.7)

S. Surfacing of container yard

6. Leases of Casamar - short term (Para 3.11 (c))

7. Leases to Casamar and Purse Seiners - upper harbour - long term
including design of upper harbour development (Para 3,16)

8. Container wash (Para 3.10)

9. Removal of Meadowgold Building and Fire Station (Para 3.12)

10. Contract for administration building, car park and entrance

11. Contract for reefer plugs (Para 3.7)

12. Contract for Security fence (Para 3.2)

13. Overhaul meat inspection department and install reefer plugs (Para 3.11)

14@ Leases for stevedores (Para 3.12)

15. Toilets at Malaloa fish pier (Para 3.15)

16. Inter-island wharf - m.v. "Queen Salamasina" (Para 3.13)

17. Marine resources wharf (Para 3.14)

18. Floating marina berths and associated leases (Para 3.15)

19. Leases of minor spaces in transit warehouse (Para 3.11)

20. Boat repair and haul out area (Para 3.15)

21. Transit warehouse on Library Service site (3.5)

22. Repair and improve wharves at Harbour Service area.

PAGE 17

Appendix 8
Estimated Administrative Offices Requirement

1. Main Administrative Block

Director's Office

Room Occupant Persons

1 Director of Port Administration 1
2 Deputy Director and Seoretary 2'
3 Engineer 1
4 Drawing Office 1 (8)
5 Spare Office 1
6 Reception Secretaries 2
7 Records Room
a Conference Room

Accountant's Office

9 Administrative Officer 1
10 Accountants and Cashiers 6
11 Records Room and Safe -

Customs Division

1 Chief Customs Officer 1
2 Assistant Customs Officer 1 (14)
3 Inspectors and Reception 12

2. Container Yard Administration Block

Pier Superintendent and SecuritX

1 Pier Superintendent 1
2 Assistant Pier Superintendent 1
3 Chief Security Officers 2 (1,9)
4 Security Staff Locker Room 7
5 Maintenance Officer 1
6 Cleaners 3

Harbour Division

1 Harbourmaster 1
2 Pilot Training Officer and Chartroom 1 (3)
3 Reception 1

General Amenities

Staff lounge and cafeteria
Recreation area
Men's and women's toilets

Observation and control tower

Controller and assistants 3
Stevedore representatives 2
Shipping Agents 1
Harbour watchman 1

NOAA COASTAL SERVICES CTR LIBRARY

3 6668 14110093 5