AEN
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* DEPARTMENT OF PUBLIC WORKSïï
HARBOURWORKS
Netherlands East Indian
Harbours.
BATAVIA :: :: Febuary, 1920.




DEPARTMENT OF PUBLIC WÖ&fëêJ ^
HARBOURWORKS
Netherlands East Indian Harbours.
BATAVIA :; :: Febuary, 1920.
t


'JTWTW


Shipment of goods (pepper) per proa from the interior to the nearest harbour.




CONTENTS.
PREFACE.
Netherlands-East-Indian Harbours,
CHAPTER I.
Page.
1. Introduction .. .. .. .. .. 1
2. Statistica .. .. *.. .. 4
3. Classification .. .. .. . . .. 7
CHAPTER II.
Description of the Large Harbours .. 7
A. The Harbour of Tandjong Priok (Batavia) .. 10
a. The Harbour of Batavia
6. The Harbour of Tandjong Priok
B. The Harbour of Soerabaja .. .. .. 19
C. The Harbour of Semarang .. .. .. 27
D. The Harbour of Tjilatjap .. .. .. 33
E. The Harbour of Makassar .. .. .. 36
P. The Emma-Harbour (Padang) .. .. .. 41
G. The Harbour of Belawan (Deli) .. .. 45
CHAPTER III.
The Harbour of Sabang .. .. .. 54
CHAPTER IV.
Description of Middle-Sized Harbours .. .. 57
A. The Harbour of Cheribon .. . . .. 57
B. The Harbour of Banjoewangi .. .. .. -"PrssjH
C. The Harbour of Amboina .. .. .. 61
D. The Harbour of Menado .. .. .. 63
E. The Harbour of Bandjermasin .. .. 66 P. The Harbour of Pontianak .. .. 69
G. The Harbour of Palembang .. .. .. 73
H. The Harbour of Benkoelen .. .. .. 77
CHAPTER V.
Description of the smaller Harbours .. .. 79
A. The Oosthaven (East-Harbour) .. .. 79
B. The Harbour of Pantai-Timorbay .. .. 81
C. The Harbour of Bagan Si Api-Api .. 83
CHAPTER VI.
Administration and Exploitation of Harbours .. 85


I


Netherlands East-Indian-Harbours.
PREFACE.
The object of the following description is to give a general outline of the different harbour works in the Netherlands-EastIndies.
Later on, besides giving a more general summary of the different harbour works and their management i.a. (inter alia) regulations, rents, cost figures, rates, etc., especial attention will be paid to the technical part as dredging, mechanical outfit, etc., while also the labour question and the general economical conditions, more especially with regards to the hinter (rear) land will be more fully treated.
Probably for some of the more important harbours separate pamphlets, giving more detailed information about the invidual harbours, will be published.
The following treatise therefore serves as an introduction to a series of studies about the Netherlands-East-Indian harbours, which the division " Harbour Works " of the Department of Public Works has the honour to publish with the aid of several other interested parties, special credit being due for this to the Government Engineer R. van Yperen.
The General Harbour Adviser for The Netherlands-East-Indian Government,
- WOUTER COOL.
February 29th, 1920.






BANTAM. Remains of the first Dutch Settlement on the island of Java.


Netherlands East-Indi»n-Harbours.
NETHERLANDS EAST-INDIAN-HARBOURS.
CHAPTER I.
Introduction.
The total coast length of the islands, forming the Netherlands-East-Indian Archipelago, equals about the circumference of the earth. Along these coast there are more than 500 large and small harbours, which will be the subject of the following lines.
In former centuries, when navigation was exclusively in the hands of natives and only vessels of very small size and draught were used, the river-mouths and creeks formed natural harbours, which, besides offering safe anchor-ground enabled those navigators to load and unload their vessels further inland.
In case of no harbour, entrance being available, though regardless of this commerce and navigation often developed themselves, shelter was found in bays or on roadsteads by simply running the vessels ashore.
In later days, when the tonnage of the ships was enlarged and international routes were taken, the general occurring formation of sand banks at the river-mouths was found to be very troublesome. The ships were forced to wait for high tide or to cast their anchor out at sea.
Fortunately in these regions many small islands, tongues of land (tandjoengs) and riffs are to be found, which protecting the waters near the river-mouths, offer a rather safe anchorage to ships and allow merchandise to be transhipped into lighters (proas), which ply between the coast and the anchorage of the sea-going vessel.
Finally at some places, especial favourably situated for the development of commerce, trade was increased to such an extend, that it became worth while to allow money for the improvement of the harbour entrances, by building dams across the shallows and dredging channels there between.
On account of the silting up of the harbour entrance, caused by enormous amounts of mud being carried off by the rivers during some seasons, again and again shallows were formed in front of the new artificial river-mouth, causing the coast line to move continuously seaward, for which a constant dredging and lengthening of the dams were required, the result of which are the peculiar harbour-channels now still to be found at Batavia, Semarang, Soerabaya, Pasoeroean and elsewhere.


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Netherlands East-Indian-Harbours.
Near the river-mouth, to the interest of navigation, beacons and coast-lights were erected, while, in order to facilitate the collection of protective duties and excise, custom houses (" Boomen ") were built.
All lighters (proas) were to be moored near the custom house and many times they had to be entirely unloaded before being allowed to proceed to the godowns, which were situated further inland.
As a result of the increase in length of the dams, caused by the seaward movement of the coast-line, the custom houses became more and more unfavourably situated with regard to the development of the main business centre of the harbour, making it necessary to build sub-custom houses (" Kleine Boom") situated more seaward towards the new commercial centre.
In order to facilitate the development of trade in the case of vessels being forced to cast anchor in the bay or on the road, as mentioned before, landing stages of simple construction were built, reaching far enough into the sea to allow sea going vessels to be moored thereto and at the end of which the custom house was erected, while from there the goods were to be transhipped into the lighters (proas).
As the ships grew in size and through the introduction of steamships during the middle of the past century, time became of steadily growing importance and in the meanwhile through the development of trade in some parts of the country delays and piling up of merchandise at the harbours made the situation sö complicated that large improvements could no longer be avoided.
At first it was tried to better the situation by adding more landing-stages and godowns, using larger lighters (proas), etc, but it was soon to be seen that all these measures were only patchwork, which could not save the situation in the end.
It became ever more evident that the building of well equipped quais, which enabled large ships to be moored right thereto, would be %the only technical solution for a direct ccmmunication between ship and quay.
The idea of direct shipping, the importance of which was steadily increased during the third stage of the harbour development, required the building of quais and landing stages at deep water-fronts, the design of which allowed much more liberty with regard to where to build such new harbours.


Netherlands East-Indian-Harbours.
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However, preferably such harbours should not be built too far away from the already existing business-centre, which is the only restriction and therefore the most suitable situation near the commercial centre should be studied.
For the further harbour development it was absolutely necessary to change the custom house regulations in such a way that no longer merchandise had to be at first taken to the custom house for inspection but instead the goods were to be taken directly to the godowns along the quais, 'where the custom house officers were to inspect them.
This principle being advised by Mrs. G. J. de Jongh, at that time director of Public Works at Rotterdam and professor Dr. J. Kraus, retired professor of the Technical University of Delft, is held on to during the last ten years, in order to make the main harbours in the Netherlands-East-Indian colonies as up to date as possible.
In order to satisfy modern demands the following requirements should be looked forward to:
(o) In a Technical Sense.—From a technical viewpoint the harbours should be built to allow the newest ships, the dimensions of which for the time being have been flxed with regards to the future at 1,000 feet length, 100 feet width and 40 feet draught, to be moored right to the quais, which themselves have to be well equipped with cranes and other modern facili- ties, while the godowns along those quais are to have direct communication with the railroads, highways and lighters. Sufficiënt space should be available in time to allow for future harbour extensions and the building of houses for the employees and other interested parties, using hereby the best sanitary and social precautions.
(6) In a Financial Sense.—From a financial standpoint the principle of making the port pay for itself, without making any profits, should be striven for, with the understanding not to apply same too strictly, as such might necessarily harm the interests of the harbour and the hinter land.
(c) As to Management.—As far as management is concerned, the managing board should consist of one Harbour-Council, formed by delegates from all parties interested in harbour affairs, which body of men, acting as a central managing board in the name of the government, should make full allowance for private initiative with regards to subjects concerning harbour works.


Netherlands East-Indian-Harbours.
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2. STATISTICS. ïs^ft? Underneath the reader will find the statistics of navigation concerning the Netherlands-East-Indian harbours with regards to the number and netto tonnage of different ships (steamers, sailing-vessels and lighters) arrived during the years 1911 up to and inclusive 1918.
Netto
Year. Number of ships arrived. tonnage in M3
1911 106000 81,901,000
1912 107500 88,000,000
1913 103100 93,081,000
1914 104500 94,413,000
1915 106400 89,214,000
1916 113300 81,446,000
1917 114900 69,382,000
1918 112900 62,171,000
To limit ourselves to the years 1916, 1917 and 1918 the
following table will be given underneath.
Values in Millions of Guilders.
Import
1916 1917 1918
289 312 365
116 155 166
405 167 531
( From/to Java "1 Export
and [ 1916 1917 1918 ( Madoera. ) 511 457 353
Outlying j"
Possessions. |' 345 329 322 Total 856 786 675
Looking 'into reports of the custom house service more detailed information may be obtained about the different individual harbours in the outlying possessions.
We refer to the table underneath for the total import and export values for each of the different parts of the outlying possessions out of which schedule rather exact conclusions may be made as far as the import and export of the largest harbours in those regions is concerned.
To give an example it will be evident that f.i. concerning the East Coast of Sumatra, the harbour of Belawan will draw the lion's share of the import and export in that region.
The same can be said of the other main harbours as Sibolga, Palembang, Benkoelen, Macassar, Amboina, Menado, etc.
We should keep in mind however that the present statistics are far from complete and more full and complete information should be striven for.




TANDJONG-PRIOK. Outer harbour.


Netherlands East-Indian-Harbours.
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As to the increase in value of import and export it should be understood that this may be due to an increase in the amount of merchandise but also to a rise of the market.
Schedule of import and export values in millions of guilders for each of the different outlying possessions.
Import Export
Name of outlying ? 1 1
possession m3 m7 m8 ^ m? I m8
, I I 1 I I I
AtJ'eh [ 6.8 j 7.1 | 7.3 I 5.8 I 6.6 I 6.1
Sumatra's East
Coast 44.1 I 57.9 67.0 [ 120.2 [ 108.3 j 100.0 Bengkalis ! 0.2 [ 0.3 0.5 I 0.2 I .0.021 0.2 Tapanoeli | 2.0 1.6 I 1.3 2.0 | 0.8 I 1.4 Sumatra's West
ICoast 11.4 10.6 10.0 I 7.6 6.6 | 1.9 Benkoelen 1.0 [ 0.8 | 0.8 0.4 0.5 | 0.07
Lampong Districts | 0.2 | 0.2 | 0.1 1.2 j 0.1 I 0.07 Palembang 9.5 | 11.3 | 11.2 | 21.4 I 24.3 21.8
Djambi 1.1 | 2.8 I 2.2' | 1.6 I 5.3 | 5.2
Indragiri I 1.4 | 1.9 j 1.6 | 2.7 I 4.2 I 4.0
Riouw 5.6 7.8 11.3 I 26.0 50.4 | 42.0
Banka I 3.8 | 5.4 | 6.0 | 1.1 | 3.1 I 1.9
Billiton. ' 2.2 j 3.0 I 2.7 | 2.0 I 10.6 | 10.1
West-Borneo j -5.5 | 9.7 | 8.9 | 10.0 | 13.8 I 8.1
South and East- I
Borneo j 1.4 | 15.1 I 14.8 | 53.6 I 68.1 I 101.5 Bali and Lombok j 3.2 | 1.3 1.1 I 6.0 2.3 I 1.2 Government of
Celebes | 14.0 | 9.4 | 12.3 | 18.6 14.1 8.4
Menado 7.0 5.6 | 4.3 | 10.6 I 4.0 I 6.2
Ternate 1-4 | 0.7 | 0.5 I 2.4 I 0.4 0.4
Amboina 1.9 | 1.3 j i.0 | 2.6 I 1.4 0.7
Timor | 0.2 | 0.1 | 0.06| 0.3 I 0.081 0.05
Merauke I 0.07| 0.06 [ 0.031 0.2 I 0.071 0.02
The table before the last one, shows that the export of Java and Madoera was strongly decreased during the year 1918. Fortunately an enormous boom of products most in demand was noticed again during the year 1919, as shown from the following Schedule.


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Export of Java and Madoera.
i 1 1 i
Products 1913 1918 1919 Unit Mainly to:
Arak 1,049,000 13,000 1,738,000 Litre The Netherlands
up to and included America in 1917. Sweden for twothirds in 1919.
Caoutchouc 3,000 17,000 35,000 Ton The Netherlands
and England in 1913 and 1914. America more | than half
Copra 79,000 3,000 104,000 Ton The Netherlands
and Germany
Hats , 9,796,000 4,230,000 9,860,000 Pieces France, America
, and Singapore.
Hides 5,000 3,000 10,000 Ton The Netherlands
and America.
Peruvian 8,000! 2,500 5,400 Ton The Netherlands
Bark , up to 1917, there-
after to England | and America.
Quinine 73,000 253,000 642,000 Kilo- The Netherlands,
gram England and America.
Coffee 17,000 5,000 102,000| Ton The Netherlands,
America, N orway
Pea-nut-oil 1,000, 2,490,000 6,716,000 Litre The Netherlands
and Norway.
Cocoa-nut- nihil 26,000,00077,000,000 Litre The Netherlands.
Pepper 7,000 12,000 24,000 Ton The Netherlands
and America.
Sugar 1,468,000 1,573,000 1,996,000 Ton Japan and British
India
Tobacco 60,000 3.000 98,000 Ton The Netherlands.
Tapioca 105,000 28,000 125,000 Ton The Netherlands,
products America, England.
Tea 27,000 28,000 51(000 Ton The Netherlands
up to and included 1916;
America in 1917 and 1918.
The Netherlands and England in 1919.


Netherlands East-Indian-Harbours.
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3. CLASSIFICATION.
nort^rLfi!^/™" bef°re ^ riffht Pr°P°rtional to the port traffic of the respective harbours, which as far as constructen and management on the part of the government' are concerned, can be distinguished in:
a large harbours.
b middle size harbours.
c smaller harbours.
ad. a. To the large harbours (7 in number) we count:
Tandjoeng Priok (Batavia)
Sourabaya
Semarang
Tjilatjap
Belawan-Deli (Medan) Emma-harbour (Padang)
On the island of Java.
On the island of Sumatra.
Makassar
ad. b. The middle size harbours are: Cheribon Tegal
Pekalongan Pasoeroean Probolingo Banjoewangi
Bandjermasin Pontianak
Benkoelen Palembang
Amboina Menado
^ On the island of j Celebes.
On the island of Java.
) On the island of
S Borneo.
I On the island of
j Sumatra.
( On the island of
( Amboina.
( On the island of
( Celebes.
ad- * All other smaller harbours, about 500 in number belong to this group.
CHAPTER II.
Description of the larger harbours. A. The harbour of Tandjoeng Priok (Batavia). In order to know the history of the above harbour, we nave to start with a description of: a The harbour of Batavia.


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Netherlands East-Indian-Harbours.
The bay of Batavia with its great number of coral islands, has the form of an arch between the capes of Oentoeng Djawa and the outer corner of Krawang, the chord of which between those projecting points having a length of about 39 K.M., while its depth at the crown is 13 K.M.
It was on the banks of the Tjiliwoeng river (also called river of Batavia), one of the main rivers around this part of Java, that about three centuries ago, the capital of the Netherlands-East-Indies was founded by the East-India Company.
Formerly the harbour of the dominion of Padjadjaran, which was a port of the feudal state of Jacatra, was situated at the mouth of the above river. It was in Bantam, the mighty state, which feudalized the state of Jacatra, that the well known Netherland navigator Houtman landed in his first voyage to these regions. This bold sailor preferred to build a tradinghouse near Jacatra, east of the residence of the Sultan of Bantam in order to be better protected against this native ruler.
In 1610 a building site, 50 x 50 fathoms was bought by the Hollanders near the Tjiliwoeng river, while some time hereafter another lot, situated at the right border of the river was acquired, whereupon a building was built, which was the centre of fortification and which later on was replaced by the Castle of Batavia.
The water on the sand-banks in front of the river mouth, according to a letter from Governor-General Both in the year 1614, was so shallow that some times those waters had a depth of only one foot.
To aid the natural dredging, caused by the scouring of the gulleys during the rainy seasons, two dams of coral stone and 450 fathom long were built perpendicular to the coast-line in the year 1632. Besides by these dams the seaward movement of the coast line was also aided by the eruption of the vulcano Salak in 1699, at which time the Tjiliwoeng river had to carry off such quantities of mud and solid matter that the gain in land during the month of January, 1699 would have been more than 75 M.
Thereafter the sandbank in front of the river mouth was dredged repeatedly i.a. by the dredgers sent in 1705 by the princes of Cheribon.
Two years afterwards having also tried in vain to deepen the gulleys by means of a primative dredger, the situation was again as before.






Netherlands East-Indian-Harbours.
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Sand and mud being continuously carried off by the river, while in the meantime the town Batavia, with its great number of canals and ditches had been built, resulted in the infamous unsanitary conditions of the once known to be healthy town Batavia, the cause of which was the enormous collection of filth in the above canals and ditches.
While the mouth of the river was to be found in 1628 about near the present lookout, the harbour dams were in the year 1817 extended to 1,350 M. past this point, which meant an average increase in length of 7 M. per year.
Thereafter the lengthening of the harbour dams on a large scale was started, the total length being 1,825 M. in the year 1874, or an average increase in length during that period of 32 M. per year.
In the meanwhile the silt carrying river was led outside of the harbour by means of a dam built just below the lookout, giving the Tjiliwoeng river a new mouth, called " Moeara Baroe " which in order to facilitate the lighters (proas) was connected by means of a lock with the sea channel.
At last the dams were increased in length to such an cxtend that a condition of equilibrium was reached, the silting up of the harbour no longer being an obstacle for the smaller vessels.
As long as sailing vêssels were used the East-Indian navigators found sufficiënt shelter behind the Thousand Islands at the road of Batavia. The transhipment into lighters (proas) could take place with safety and without any hurry as time was formerly a less important factor than at present. As however in later days and especially after the opening of the Suez-Canal in 1869, steam navigation developed itself enormously, the device " time is money" became also here of ever growing importance and the demand for quick loading and unloading of vessels was soon found to be so urgent that improvements of the harbour of Batavia were absolutely necessary. The direct communication between sea going vessels and the quay instead of the former transhipment into lighters was hereby brought prominently forward.
Several solutions all of which could be divided into two main groups, were considered, one trying to provide for a new situation among the existing surroundings and the other looking towards the east end of the bay of Batavia on account of the more sandy part of the coast at Tandjoeng Priok, about 9 K. M. from the old harbour.


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A long battle between the interests of many old commercial firms, having their offices and godowns downtown in Batavia against the technical and nautical demands of the harbourworks preceded the decision. It was predicted that a new harbour situated thus far away would of little use and that many ships as before would cast their anchor off the road of Batavia.
The advocates of the harbour of Tandjoeng Priok expected the commercial centre to be gradually transferred to the new harbour and no further use to be made of the old down town harbour.
Neither of both parties have been fully in the right, with regards to the above question.
As to the old harbourworks, the piers along the sea canal have been left intact, especially for the fishing-fleet and the lighters, which vessels, prying between Tandjoeng Priok and Batavia, go over sea.
A. The Harbour of Tandjoeng Priok.
This harbour, the successor of the old Batavian Harbour has been built during the years 1877-1883 under the directions of the engineer J. A. de Gelder and according to the design of the well known hydraulic architect J. A. A. Waldorp.
This design called for an outer port and an inner basin situated east of the former.
The idea was, in order to provide for a future symmetrical design, to built afterwards, when needed, a second inner basin west of the outer port.
The outer port, the width at the base and the length (measured along the axis) of which were respectively 1,170 M. and 1,740 M., had an area of 140 H. A. (hectares). The respective dams built convergently and constructed of simple stone piling, were 1,765 M. and 1,963 M. long, leaving a passage of 125 M. at the head ends.
The inner basin had a depth of 7.5 M. below low water, a length of about 1,100 M. and a bottom width of 185 M., the water area being more than 20 H. A. (hectares).
The channel of the outer port had a width of 250 M. and a depth of 8 M. under low water, which depth was increased in 1910 to 9.50 M., while at the same time the depth of the inner basin was enlarged to 8.50 M.


... Harbour Tandjong-Priok.


■


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At the place where the second inner basin was to be built originally, a railroad yard with a station and a small basin (314 M. x 55 M.) were erected, at first with the idea of making a coaling-harbour. Later on however this idea was given up and the present 4,000 ton dry-dock was built which at present with the surrounding workshops belong to and are managed by the Tandjoeng Priok Drydock Co.
West of the Drydock basin the canal of Batavia, having a length of 9 KM., runs into the sea under the name of Westergracht, the latter being built simultaneously with the harbour works of Tandjoeng Priok. This canal besides the railroad and highway also serves as a communication hetween the old godowns along the Tjiliwoeng-river and the new harbour works.
Along the west border of the first inner harbour a quay of 1,000 feet length and seven steel godowns, each having a length of 125 M. and a width of 32 M. separated by 15 feet wide corridors have been built, while at the front of this quay two railroad tracks, connected with the rails in back of the godowns, by means of turntable were built.
As the methods of railroad building around harbour yards improved, these turntables have been done away with and the ayailable space of 8.80 M width between the front of the quay and the godown was besides for through railroad traffic also used for the installation of electrical portal cranes. At the east horder of the first inner harbour landing stages, supported by screw piles were erected which serve for the unloading of salt tin and coal.
At present the idea prevails of replacing the greater part of those landing stages by quais, connected with the existine quay of 120 feet length, built in 1914, at the south end of this harbour, which quay is also provided with a large godown at present mamly used as storage for dried fish,
The growth of Tandjoeng Priok as import and export harbour for the important and very quick developing hinter land (West Java) and its ever growing significance as a transhipment harbour for a great part of the East-Indian Archipelago were the reason that the finished harbour works were found to be too small at the end of the 19th century.
The solution of this problem was decided upon in 1910 after the visit of the advisory committee Kraus de Jongh which also solved the difficulties of the harbour in question.
As a result of the different propositions a new basin 1,000 meters long and 120 meters wide was built east of the first inner harbour.


Netherlands East-Indian-Harbours.
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The building of quais followed immediately af ter the dredging of the channel and very soon several lessees applied for the occupation of the new grounds.
The foundation of the west quay was laid at 10.50 M. hBatavia water-mark (to be abbreviated B. P., which equals the low-water mark), while the most northern part over a length of 359 M. was founded at a depth of 13.50 -=- B.P., in connection with the' dëepëning at that time of the Suez-Canal to 12 Mbelow the water line.
In these regions at least one harbour having a depth equal to that of the above canal was looked forward to since 1914, as mentioned before, a depth of 40 feet under low water mark for the main harbours in the Netherlands East-Indies, has been adopted.
During the same period the building of a quay along the west border of the first inner harbour was aecomplished as a continuation of the existing one.
Neither the latter piece of work, itself nor the depth of its foundation (9.50 M. -h B.P.), but the fact that it was there .that afterwards, in the year 1914, the first electrical portal cranes in the Netherlands East-Indies were erected af ter the above extension was built, make it worth to pay special attention to it.
Besides at that time, large contracting firms were founded for the execution of the different works.
Next to letting contracts by tender to those large contractors, the system of state-management was held on to, especially concerning the dredging service, which was entirely founded on a commercial basis.
In order to build the 2nd inner harbour it was required to bend the lower end of the east pier, which was formerly connected directly with the shore.
The west pier was also altered by a landward extension, a considerable gain in available ground being the result thereof after raising the ground level in back of the extension.
Already before the construction of the quay along the west border of the 2nd inner harbour was finished, it was decided in 1915 to build quais along the east border of that basin. As the new quay was for a great part to be used by colliers, it was decided to lay the foundation at 11.50 B.P., thus 1 M. deeper than at the west border (top of the coping 2.50 + B.P.), while also the bottom width of the basin was enlarged from 120 M. to 150 M.


TANDJONG-PRIOK. Coal storage.




Netherlands East-Indian-Harbours.
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The works for the 2hd inner harbour were finished in the year 1917, where after large conveying outfits with the necessary cranes were installed on the east pier for the mechanical handling of coal.
On the west pier the National Steamship Companies have been and are still at present building their establishments, consisting of four godowns 120 M. long and 40 M. wide, having a ground floor and one story.
Before the design of the 3rd inner harbour was decided upon, the dredging of a new basin was started east of the 2nd inner harbour, raising at the same time the ground levels east and south thereof with the available sand and mud from the dredgers, in order to make use of those grounds for building and industrial purposes. This working method also offers the advantage of making Tandjoeng Priok more sanitary, thus aiding in what the managing harbour board always has been looking out for a healthy Tandjoeng Priok.
The great demands on the part of steamship and transfer companies, industrial enterprised, etc, for ground along deep water fronts, provided with quais, compels us to a forceful continuation of the work once started.
With a length of more than 1 K.M., the 3rd inner harbour will have a wdth of 215 M, while the quay walls will be designed for ships of 12 M. draught.
Seve'ral applications have already come in for the lease of the quay between the 2nd and 3rd inner harbour, while also there is a great demand for the ground situated east of this basin, which ground will also be connected with the railroad and the waterway (Borneo canal.)
The Borneo-Canal is to be used exclusively for lighters (proas) and therefore only requires a depth of a couple of meters.
Several works have been built during the last five years in order to facilitate the navigation of lighters (proas). In the first place we will mention the dredging of a large water area in the canal leading to Batavia about 1 K.M. away from the end of that canal, at the place where formerly a sharp S-curve was to be found, which now has a depth of 2.50 M. under the low-water mark and is provided,with rubble faced taluds.
There was a great demand for the ground next to the latter water area, especially from the part of the transfer companies.
This demand for ground along a shallow water front, having railroad connections, became still more prominent after the Entrepöt-Canal had been built.


Netherlands East-Indian-Harbours.
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On account of this the ground between the canal leading • to Batavia and the first inner basin became ever m'ore valuable, while the sand and mud from the dredgers was advantageously used for the purpose of raising the ground levels of the new railroad yard now being built south of said canal.
The great demand for ground of the latter kind raised the question as to how elsewhere in Tandjoeng Priok ground might be transformed into useful harbour yards.
The answer to this question, which may also be put in this way: is it generally to be preferred to have available harbour ground for the use of lighters right next to the main quais? We should not blindly accept the stated fact of a great demand for such ground, but the special conditions asking for ground situated along deep waterfronts and having railroad connection, should be weighted against the former.
Before the' war the agricultural products as tea, rubber, cocee, etc., were taken by transfer companies from the inland plantations to the godowns, situated at the railroad yards of the nearest station.
Some days before the sailing of the vessel, which was to transport the goods, the transfer company made an application for the necessary railroad cars and the products reached the ship in time.
During the war the shortage of tonnage together with the greater production of the plantations caused delays, as the godowns along the railroad became too small. Besides and above the required railroad cars were no longer available in time.
Evidently these circumstances compelled the transfer companies to bring the goods regularly to Priok, regardless of whether a ship was ready to take the goods or not.
The products were stored in newly built godowns, while waiting for transportation. When the ship which was to transport the goods had arrived the boxes of tea, rubber, etc., were pot into lighters (proas), which took them to the sea going vessel.
It is the above change of affairs which caused the great demand for ground to be used for lighterage, which resulted in the building of the Java-Canal in the tongue of land between the first and second inner basins.
The buildng of the bend in the lower end of the East dam leading to the first inner harbour, could not be avoided as existing buildings and installations, the removal of which were very difficult, did not allow for any other solution.


Netherlands East-Indian-Harbours.
15
Against the demand for such proa harbours, the dimishing of space on the tongues of land between the basins is disadvantageous as to cross traffi and especially with regards to the up to date management of the godowns of the large steamship companies along the quais.
These companies up to a very short time ago did not seem to foresee their interests clearly and neglected to equip themselves properly, in order to compete with the transfer companies, especially with regards to export.
At present however they are well aware of the situation, the result of which is a sound competition between those companies.
Before further equip and lease ground situated between the piers, along shallow waterfronts, the interests of the above parties should be well considered, especially because so far there could not be any question about a modern mechanical outfit of those quais.
The demand for storage, as a result of the present warconditions, will stop as soon as normal times have come back, when lighterage will again be and stay within its natural limits.
The above arguments were the reason why the idea of building a lighterage channel between the 2nd and 3rd inner harbour was given up, especially because the Northern part of the pier is to be used as coal yard, provided with conveying bridges and also as at that place there is not the least need for water area of the latter kind.
As has been said before the marshy grounds east and south of the harbour have been filled in with the available sand and mud from the dredgers.
Towards the eastside, settlements have been formed by the population, which formerly making a livelihood as fishermen or palm tree cultivators now-a-days have found employment with the harbour works.
However at first the population was too small and the samtary conditions too unfavourable to satisfy the great demand for workingmen. In order to improve hereon the Pedjongkoran district was founded with the purpose of protecting the population against the influences of the climate.
The Dutch Steamship Companies, preceded by the Royal Packet Co., in corporation with the government bnflt a number of Kampong houses coolie lodgings.
•


Netherlands East-Indian-Harbours.
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)
Next to the practical demands for sewerage, water, supply, electrical light and spacious markets, cinema's, central kitchens and other institntions arose. East of the foresaid district there is a fishing harbour for the use of that part of the population, which stuck its old trade while on the other side of the harbour plenty of space is left for aviation grounds.
It is quite possible that the better class of the European residents will in course of time be anxious to live in villa's along a sea boulevard, east of these aviation grounds.
The Kodja-Canal, running west of the Pedjongkoran district, and used for thé navigation of lighters (proas), connects the inner harbours with the raised grounds south thereof.
The latter, which may be developed to any extend, are to be used for commercial and industrial purposes' railroad Communications being built thereon as such development proceeds.
Several of these lots have been leased already i.a. to petroleum companies.
As evident, in connection with the enlargement of the water area and the extension of leased ground for all kinds of purposes, the railroad connections have also been extended and improved since the year 1910. The most stricking part hereof is the. large railroad yard and the new central station at present in building (which will cost about ƒ2,000,000), situated southwest of the harbour.
South of this station a European and a Native living quarter will be built, while the highway to Meester Cornelis, offers a shorter connection, also from the Southern part of Weltevreden, to Priok, which is a great advantage to traffic and labour supply.
Though the 3rd inner harbour is only in its embryonic stage, it has been found necessary to account for future harbour extension, which will, as far as water area and quais are concerned take place on the west side of the harbour, as indicated in Appendix I.
As to the shape of the piers between the basins of this future extension, a ground plan in the form of a trapezoid has been chosen. The advantage hereof is dear at a first glance, the greatest available water and land area being found there where water or land traffic are predominant.
Also reservation has been made for factory-sites communicating directly with sea-going vessels (not by means of quais, but by using a few landing stages).


TANDJONG-PRIOK. Iron storage.




Netherlands East-Indian-Harbours.
V
17 )
The building of new harbour dams and the alteration of the existing ones will be the logical outcome of all these future projects.
The ground east of the very end, of the wester gracht, where at present a temporary aviation field has been established, will be transformed into a park with a belvedère and a restaurant.
Next to the practical and essential demands of the harbour development the managing board did not overlook the prosaic side of the problems involved.
Experience of other harbours has shown that often too little attention is paid to the latter part, not allowing in time for space at the waterfront, from where, either on the ground itself under the shadows of trees or from a well situated Belvedère the whole harbour traffic may be overlooked, while the body is at rest.
The monotomy of the living quarters should be broken by reviving effects, spacious squares should be reserved for sporting purposes, while the parks are to be resting places for steady workers during off hours.
Returning to the available statistics concerning the harbour of Tandjoeng Priok with regards to navigation, the total netto register-tonnage of all ships arriving at Tandjoeng Priok being 549,000 during the year 1885, was increased during the vear 1895 to 830,000. *
Up to the year 1910 traffic increased rather slowly. Hereafter however navigation was increased enormously, the year 1905 showing a tonnage of 1,654,000 NRT. or an increase in 10 years of 100%, while the statistics show a tonnage of more than three million NRT for the year 1915, or again an increase of about 100% during the ten years after 1905.
Though during the years of the war Tandjoeng Priok as well as other harbours suffered the consequences of the calamity, traffic is fortunately booming again at present.
Naturally the goods-circulation did not stay behind the increased tonnage, as may be shown from the following statistics:—
55,694,000 137,309,000 212,000,000 Statistics also show that the import of thé* harbour of Tandjoeng Priok is 30% of that of the entire island Java, while its export amounts to 25%.
Values in Guilders in
Import Export
1904 1913 29,840,000 76,489,000 25,854,000 60,820,000
1918 113,000,000 99,000,000


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In order to know which are the main imported and exported goods at Tandjoeng Priok, the following table, giving the value of the different imported and exported goods in thousands of guilders, has been made up for the years 1913 and 1918.
Values in thousands of guilders.
IMPORT. EXPORT.
Article. 1913 1918 Article. 1913 1918
Pottery 1,341 1,146 Arak 243 —
Petroleum and Cocoa 411 158
products 713 1,847 Caoutchouc 5,436 15,293
Automobiles 1,284 2,321 Coca 331 24
Auto-tires and Coprah 3,863 260
parts 661 1,841 Damar 568 310
Beer 521 1,351 Hats 2,362 994
Biscuits 526 176 Hides 1,591 770
Tinplate 316 2,382 Capoc 294 40
Butter 897 1,496 Peruvian bark 3,650 1,908
Cement 1,139 2,305 Quinine 1,400 9,144
Chemicals and Coffee 2,683 550
medicines 926 2,712 Piece goods 383 240
Machinery 4,415 4,680 Pepper 6,573 6,038'
Yarn 976 795 Coconut oil — 1,139
Glass 593 771 Pinang nuts 290 362
Lumber 430 650 Rice 3,129 —
Katjang Sugar — 169
Kedele 515 320 Tapioca 4,205 3,176
Clothes 2,010 2,066 Tea 20,116 16,181
Copper 681 1,370 Tin 4,468 38,514
Small articles 1,606 1,586 Birds nests 60 198
Lead 460 1,513 Structural
Matches 510 749 steel 103 221
Piece goods 19,579 28,423 Indigo 72 760
Milk 675 839
Flour 982 1,834
Manure 98 616
Millinery 805 1,019
Fat oils 462 361
Paper 1,318 3,475
Rice 5,683 , 5,492
Coal 1,838 3,411 £-\
Cattle 450 20
Paints 589 704
Fish 4,452 4,227
Steel and iron 4,462 9,641
Agricultural >
seeds 712 46
Sacks 614 525
Soap 388 656
I 1 j




i


Netherlands East-Indian-Harbours.
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The latter statistics are obtained from the custom house and should be considered as approximations and comparing figures. The receipts of the custom house on import—export duties and excises however, which also show the important increase in goods-circulation, are exact. They are in thousands of guilders:
1905 3,224 1910 4,987 1913 7,031 1918 8,846 Pinally it will be mentioned that in 1885 the sum of , round 20% million guilders was spent for the different harbour works. Since that time up to and including the year 1910 1.6 million guilders was spent for the new works and thereafter up till the end pf 1919 round 19 million guilders.
The total cost therefor of the harbour works of Tandjoeng Priok, without any depreciations, cost of railroads and private enterprises amounts to round 41 million guilders.
B. The Harbpur of Soerabaja. The Netherlands-India-Council expressed his opinion in 1907 to the Governor-General of that time in the following works:
" Tne favourable situation, a well protected road and other circumstances, are the reasons that Soerabaja is and will be in the future the most important harbour or better said the only harbour of great importance, in East Java.
At present the eastern part of Java is by far the most fertile part of the whole island as shown by from statistics with regard to supply of products as sugar, coffee tabac and the ever increasing export of agricultural and industrial products."
" The gradual improvements of land traffic which have been and will still be made in the future are the cause of a constant increase of production and on account of its favourable situation Soerabaja will grow in importance as a market for those products."
"The fact that the tonnage of the harbour of Soerabaja was increased 50% during the period 1901—1905 as stated in official reports is of great importance."
"Opinions as to whether Soerabaja will become an in ternational harbour or not naturally differ, much depends on what is understood by this rather vague word. It is a stated fact that this harbour has a goods-circulation of great importance. Regarding the great future of the country having Soerabaja as main harbour, the statement that its importance will be continuously growing is an absolute fact."


Netherlands East-Indian-Harbours.
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" It cannot be denied that no harbour withui our colonial possessions is more favourably situated than Soerabaja on account of the above statements and also with regards to its situation in respect to Australia. All these facts will be the reason why Soerabaja is and will be in the future one of the main harbours of East-Asia."
As shown by the increase in tonnage of the arriving vessels, the bold expectations of the Netherlands-East-India-Council have been confirmed.
The netto register-tonnage amounting to 1,690,000 during 1907, the year in which the above statements were made by the Netherlands-East-India-Council, increased to 2,617,000 N.R.T. during the year 1914, which means a gain of about 55%.
If it was not for the war, possibly the 3 million mark might have been surpassed during the year 1920.
The war now being linished, a quick revival of commerce may be looked forward to, which, forcefully supported by the modern harbour equipments provided in the meantime, will result in a continuous increase of tonnage.
Soerabaja not only owed its prosperity to the importance of its hinterland (East Java) but also to its favourable natural Situation along a safe and quiet roadstead, which allowed sea going vessels to cast their anchor and transfer their cargo undisturbedly into lighters, which could reach the heart of the city by going through the Kali Mas, one of the mouths of the Brantas-river.
The lighters were first to stop near the subcustom house (Kleine Boom) for the inspection of passengers luggage and where the proas loaded with import goods were to stop for seal inspection before being allowed to pass along the towing path on the left bank to the spacious main custom house (Groote Boom) situated near the bridge (Roode Brug), about 3% K.M. from the mouth of the river.
The main custom house (Groote Boom) had an area of 3 H.A., the greater part of which was taken up by godowns and ware houses, for the inspection of dutiable goods.
The export of goods was done in reversed way from private godowns built along the Kali Mas.
One and the other were the reasons that, with the growing goods-circulation, traffic on the already narrow Kali Mas was very much disturbed which caused a stagnated goodscirculation and delays for sea going vessels.






Netherlands East-Indian-Harbours.
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21 )
Besides the netto width of the Kali-Mas had been considerably reduced, (in some places to only 30 M.) on account of the building of a weir with locks near Goebeng, about 10 KM., upstream. This weir was constructed in order to lead the miry water of the Brantas-river in an other direction.
Dredging up to the quay walls was dangerous, as at the design of those walls the higher waterlevel of that time was considered. The removal of the taluds in front of the quay walls would therefore endanger their stability.
The continuous decline of the Kali Mas with the insufficiënt space of the custom house establishments and the bad comrnunication with the shore, through the increase of goodscirculation, were the cause of an untenable situation.
Already in the year 1875 plans were designed in order to allow sea going vessels to load and unload in direct communication with the shore.
The design of W. de Jongh, Ö. Sn, at that time State-rail way engineer, was considered with great attention, however on account of its high cost it had to be rejected.
Here after many solutions of this harbour problem have been handed, which however were not seriously considered until the first ten years of the twentieth century, at the appearance of the design made by the chief hydraulic engineer W. B. van Goor.
Contrary to numerous other designs in which the lighters were to be the only link between the sea going vessel and the godown ashore, and which would have demanded for a proaharbour, van Goor advised forcefully the mooring of sea-going vessels along quay walls.
Therefore, two propositions, one being the proa-harbourplan and the other the quay wall design each being the basis of quite different principles, stood against each other.
The government, in the year 1909, invited Mrs. Prof, Dr. J. Kraus and- G. J. de Jongh to go from Holland to the EastIndies in order to functionate as advisory-committee with regards to the above question.
As a. result hereof their "report about Harbour-improvements for Soerabaja " appeared in 1910.
They accentuated the fact that harbour-improvements are to the interest of the whole hinterland; the main object being a prospermg and flourishing hinterland.
In the case of local or individual interests-being harmed by a change of existjng conditions the most important demands, should prevail, while private interests must yield for general welfare.


Netherlands East-Indian-Harbours.
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)
General interest demanded a removal of a great part of the goods-circulation from the crowded main custom house (Groote Boom) along the Kali-Mas to spacious, modern equipped harbour grounds. It was therefore not hesitated to build a new harbour at a place where plenty of space was available even though this place was situated at some distance from the old commercial centre.
The Kali Mas and the old godowns, though changing their character, still continued to be of good use.
The design of the committee Kraus-de Jongh being partly realized after 1910, was made in accordance with that of the engineer van Goor and served as a guide to the works built later on.
On the side of the strait of Soerabaja a tongue of land, the so called north pier (see appendix II) was built, at the front of which over a length of 1,200 M. a depth of 16 M. was provided for while on the inside of the pier along a quay of 800 M. length a depth of 9 M. was acquired by means of dredging.
The 200 M. wide pier was subdivided as follows: 10 M. free space along side of the quay for railroad traffic and cranes, 40 M. width for the godowns receiving the goods directly from the ship in back of which 30 M. width was allowed for high way traffic the symmetrical axis of the pier being the centreline of a 40 M; wide middle part .
The outer-end of the pier has also been formed by a quay wall, while this harbour yard has been connected with the shore by means of a 400 M. wide earthern dam, bounded on the east side by the Kali-Mas.
About 360 M. west of this outer-end in the direction SouthNorth a dam has been built into the sea, which allowed a proa harbour to be built of 80 H. A. water area, the depth, subdivision and borders of which were left to the future.
The ground south of the main harbour-basin, obtained by raising the ground levels of the beach and the fishing ponds with the sand and mud from the dredging of the new harbour, as advised by Mrs. Kraus and de Jongh, was intended to be used for industrial and building purposes.
The works as described above, once started, fulry proved their great importance. As a result of the great demand for ground around the finished parts of the harbour works, a design for the extension of the original plan had to be made already before the works in execution had been finished.
We might say that the sea going vessels almost chased the dredgers away everywhere, notwithstanding the excellent roadstead and the great number of proas available, quais were in demand, though cranes and other mechanical outfits, on account of the war conditions could not be obtained.


Netherlands East-Indian-Harbours.
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Slance at the harbour plan shows the state of affairs m the beginning of 1920, while moreover there has been a great demand for. the lease of the recently started Holland pier and the Java pier, which will be built afterwards.
Though the first quay walls had been designed for a depth of 9 M. under low watermark, the newer ones will allow for a depth of 10 to 12 M.
Along the above mentioned West dam, the so called Genua quay (Genuakade) having a length of 920 M. is being built at present, the southern part of which has been reserved for the establishment of a coalyard.
For the sake of petroleum ships, which are not allowed to enter the inner harbours, a landingstage has been built at the northern end of the West-dam, the inflammable goods being transported from there to spacious grounds in back of the Genuaquay, where those goods are to be stored.
As mentioned before, the ground between the Kali-Mas and the east side of the harbourbasin, has a width of 400 M 50 M. thereof being reserved, for commercial interests, 20 m' for a highway alongside of the river and 30 M. for a road in the rear of these grounds.
West of here for further harbour development a width of 150 m. has been reserved for the building of a station with railroad yards.
This space will be separated from the ground used for commercial and other purposes and situated along the east side of the harbour, by a road of 50 M. width.
In the north-east corner of the main harbourbasin two floating docks, having capacities of 14,000 and 3,500 tons the former belonging to the Government and the latter to the Dry Doek Co., "Soerabaja," have been installed, both these docks and the adjacent small dockharbour being run by said firm.
Returning to the Kali-Mas, which river was in urgent need of rmprovement, the widening between the main customhouse (Groote Boom) and the South end of the old station Kali-Mas had to be given up on account of the high-priced adjacent lots. The improvement of said river therefore will be restricted to a replaemg of the old quaywalls by new and deeper founded ones, allowing the river to be deepened with safety.
From the old Kali-Mas station to the river mouth, the Kali-Mas river has been widened gradually from 65 to 100 M., while quaywalls were built simöltaneously along the whole west border, the landing of proas heing greatly improved' thereby.


( 24
Netherlands East-Indian-Harbours.
The quais and piers built alongside and inside the large harbourbasin, which grew in importance as to sea going vessels, förced those, asking for space situated along shallow waterfronts to look out for such ground elsewhere.
Attention was drawn to the muddy alluvial grounds west of the new works, which grounds allow for constant further development and satisfy all wishes and requirements.
In accordance with this line of thought some years ago the Wester-canal was built, the borders of which were eagerly taken hold of by interested parties. This canal under the name of Kali-Perak will be extended to near the Grissee road, resulting in a shorter connection with the down town centre.
The Kali-Perak therefore may be considered as being a second Kali-Mas, with the understanding that the west-border allows a subdivision by means of side-canals, according to demand, railroad conections being possible here as well as for the other harbour grounds.
In the same way, if needed, the most northern part of the Kali-Perak, may be widened and deepened, in order to satisfy the demands of factories and establishments requiring spacious and not too expensive ground accessible to middle sized sea going vessels. Expecting within the next ten years, the realisation of the design of Messrs. Kraus and de Jongh, with the modifications and extensions as required, the preparations for this possibility and its consequences are clearly shown on the map, a second north pier with an inner basin being indicated thereon even larger than originally intended.
At present borings are being made for an eventual realization of the just mentioned second north pier.
The future development of aviation has been reckoned with by reserving large aviation fields, while last not least either more inward or along the waterfront itself space for the building of houses and parks for those immediately interested in the harbour, have been reserved.
Statistics are too plentiful to deny the great future of Soerabaja's harbour. It is a stated fact, as may be concluded from the underneath figures:
Year. 1900 1911 1913 1914 1915 1916 1917 1918
Value of Goods-Circulation in Guilders. Import. Export. 1
Total.
102,000,000 115,000,000 100,000,000 90,000,000 118,000,000 120,000,000 167,000,000
98,000,000 94,000,000 101,000,000 132,000,000 162,000,000 100,000,000 125,000,000
135,000,000 200,000,000 209,000,000 201,000,000 222,000,000 280,000,000 220,000,000 292,000,000






Netherlands East-Indian-Harbours.
(
25
As to the kind of the mam import and export goods the following schedule has been made, giving the respective values in thousands of guilders.
I ——^—^—
IMPORT. EXPORT.
Article. 1913 1918 Article. i 1913 1918
Pottery 1,462 1,098 Petroleum
Petroleum and & products 1,114 3,634
products 944 1,382 Pea-nuts 974 157
Automobiles, Caoutchouc 495 12,769
auto-tires Copra 2,667 427
and parts 2,124 3,472 Lumbsr | 1,217 19
Beer 459 1,045 Hides | 3,238 1,696
Biscuits 479 221 Capoc | 2,327 I 1,475
Tinplate 1,589 5,527 Quinine — I 1115
Butter 862 1,023 Coffee 6,403 I 1,472
Cement 1,125 2,285 Maize 904 —
Chemicals and Piece-goods | 255 533
medicines 1,386 3,383 Oils 11 | 11459
Victuals 2,473 702 Spirit 923 731
Machinery 6,903 — Sugar 60,935 77,391
Yarn . 727 | 800 Tobacco I 2,988 1,473
Glass 624 I 628 Tapioca 2,636 1,374
Resm 145 | 744 Cattle 1,061 14
Lumber 160 602 Fibre goods 3,337 7,615
Katjang Steel and iron 124 703
kedele | 1,084 | 432 Seeds 609 187
Clothes 1,535 | 1,424
Copper 740 I 2,049
Small articlés 1,992 1,606
Matches 1,342 | 2,390
Engines ! 1,824 I 7,028
Piece-goods 34,216 | 38,862
Flour I 1,322 1,784
Manure 4,567 I 14,548
Millinery 555 | 903
Fat oils 1,014 I 549
Paper 1,201 2,953
Rice I 13,468 | 27,477 Railway
materials 582 290
Coal 877 2,336
Tobacco 430 414
Cattle 6 112
Paints 1,111 | 1,118
Fish 1,602 1,252
Steel and iron 9,564 11,820 Agricultural
seeds 193 j 24
Sacks | 2,511 4,051
Soap 402 687


26
Netherlands East-Indian-Harbours
The receipts of the custom house, keeping step together with the increase in goods-circulation, were as follows:
Last not least the capital spent by the government for the different harbour works, not counting depreciations, cost of railroad building and private expenses, will be mentioned as being so far more than 30 million guilders.-
The great importance of the development of the harbour in question with regards to other harbours of the NetherlandsEast-Indies caused the history of Soerabaja's harbour to be more fully described in the preceding lines.
Regardless of its excellent roadstead, the principle of moring sea-going vessels directly alongside of quaywalls, as demanded by the different interested parties, has been the important lesson learned here in Soerabaja. The aged custom house regulation, requiring all goods to be first transferred to the custom house has also here been given up. A commercially managed harbour has been founded, which regardless of the many millions spent so far, will within some years from now pay for itself, without burdening the different interested parties too heavily.
A spacious, deep and well kept up harbour entrance should be provided as otherwise the sacrifiees of labour and capital as well as the acquired advantages and welfare will be nul and void in the end. S^lSi
The road of Soerabaya is to be reached from the Java-sea along the Eastern and Western passage, the former as to navigation being the deepest and most important one.
In 1896 the sill, formed by the sandbar in front of the west passage at the outlet of the Solo-river had a depth of 62 d. M. below Soerabaya high tide (S. H. V. P.).
The building of a new dam of 13 K.M. length (from Oedjoeng-Piring to the Djamoean riff), causing concentrated tide currents, was the reason for the above depth being increased eight years hence to 65.5 d. M. below high tide.
It was found that artificial dredging could not be avoided in order to obtain quicker results. By a lack of a suitable dredging outfit the use óf mud-wheels, loosening the bottom sand, proved to be very satisfactory.
1905 1910
1913 1918
4,450,000 guilders.
6,803,000 9,700,000 9,835,000






(
27
>
From 1908 up to and inclusive 1919 the depth of the bottom of the above sandbar was increased to 88 dM. -7- S. H. V. P. Therefore at the end of last year the shallowest places offered a depth of 64 dM. below the lowest watermark.
At usual high tide, however the waterlevel is 18 dM. higher, which at present enables vessels of 63 dM. draught to leave or reach Soerabaya at any time, while once a day there is occasion for ships of 80 dM. draught to pass.
Also this tempo of dredging is too slow for the present demands.
The present mud-wheel outfit being to the limit of its capacity, soon powerful dredging and sand-sucking machines will be installed in order to obtain in the future a depth of 10 M. and later on of 12 M. under low water.
C. The Harbour of Semarang.
The history of the harbour development of Semarang is very much similar to that of Batavia, the mouth of the Semarang river originally being used for the navigation of proas, which took the goods from the sea going vessels at anchor on the road (Java sea) to the godowns in the city.
This passage was like wise apt to loose its significance in time. The silting up of the river mouth caused the situation to be so serious that proa navigation was rather impossible about the year 1870.
In order to improve the conditions the so called " Nieuwe Havenkanaal," being a new connection between the centrum of the godowns and the sea was dug in 1872.
To connect the new work with the existing arrangement, a lock, giving admittance to the old Semarang river was built, while the water-fronts of the custom house yard and the godowns in the city were deepened by means of dredging.
As might have been expected, after some years also the new canal began to feel the consequences of the silting up of the harbour entrance and true to the old custom, the harbour dams were extended.
These works, being accomplished in 1878, were continued hereafter until in 1898 the west and east dams had respective lengths of 1,200 M. and 920 M.
This difference in length allowed the sand-bank within the canal mouth to be dredged under cover of the longer dam and caused the formation of a new sandbar further to the north, a sufficiënt wide passage being left between this sandbar and the east dam. i)


Netherlands East-Indian-Harbours.
28
U 10 mustrate tne movement of the coastlme the fact will be mentioned, that in 1804, the present so ealled " wee langs het zeestrand," (" beach road"), formerly named " toerweg " ("drive way") actually ran along the beach. In the year 1864 this road was situated at a distance of 260 M. from the coastlme while at present this distance is 1,100 M.
Previous to this an extension of storage space and a deepening of the harbour-canal had been taken care of.
Though for several years the new situation was found to be satisfactory, new objections were rather soon to be met with.
About the year 1894 the demand for landing-stages and storage was so many voiced that the building of a 60 M. long quaywall on both sides of the custom house, along the river was decided upon, while the custom house itself was going to be slightly altered.
This however did not satisfy the demands of commerce and navigation.
The government, willingly as always, had a new design of the harbour made up, including a spacious new custom house east of the harbour canal.
However, the interested parties did not agree to this design. One and the other caused the matter to become a dragged affair, until at last, in 1910, the building of a proa canal, was decided upon, which, except for some later changes is shown in appendix IX.
Unfortunately the works did not make headway as thought at first, a sudden shift of a part of the new quaywalls being noticed along the first proa harbourbasin, which disappointment was followed by a repetition on a larger scale more Southward. The investigation as to the probable cause of the accident (the very bad soil) gave rise to the whole work to be stopped while tests were made in order to arrivé at constructions, which besides being within the limits of expense, would reduce the chance for accidents to a minimum.
The execution of the different ideas requiring much time, the conclusion was arrived at, that radical and costly improvements as to the technical part of the intended works were necessary, the realization of which would cause an important increase of the time originally set for the accomplishment of the works.
Notwithstanding the above facts, it was not hesitated to continue the harbour-works, as a result of which the proaharbour may be considered as being finished at present.






Netherlands East-Indian-Harbours.
29
The new complex, having an area of 13 H. A., is situated east of the harbour canal, the west dam of which in order to avoid the silting up of the mouth and for the upkeep of a greater depth, was extended over a length of 400 M.
The proa-harbour, is connected towards the sea, with the harbour canal, by means of a 75 M. wide passage, while its spacious front branches itself off, towards the landside, into two custom house basins of respectively 55 and 65 M. width and a small fishing-harbour.
The latter has an area of 40 x 100 M., provided on the south and east sides with a quaywall, which is connected with those of the custom house basins, the total length being 1,393 M.
The pier situated between both basins, and provided with 24 M. wide godowns, has a width of 125 M., while the north and south sides have respectively a length of 314 M. and 174 M. In total, apart from the old custom house space and the private godowns, the managing harbour board has an area of -f 35,000 M. to its disposal.
, As to harbour equipment besides a small dry doek, a 10 and a 25 ton fined steam crane are worth mentioning.
In spite of the difference in gauge of the outgoing railways, most of the godowns in Semarang are situated so that connection with both systems of railways can be made.
The northern part of the proa-harbour, though there is a great demand for the adjacent grounds, will not be provided with quaywalls. This line of conduct was taken in connection "with the fact that quaywalls not to be used for sea going vessels but exclusively for lighterage, are proportionally too expensive.
The strong demand at Semarang, not so much for a modern «quipped harbour as for a better protected road, allowing transhipment from sea going vessels into proas and reverse to take place undisturbedly, led to the just mentioned decision.
The Java-sea in front of Semarang is during the westmonsoon many times so rough, that traffic to and from the shore either has to be stopped entirely or has to take place on the leeward side of the vessels.
Delays of transfer, damage and loss of proas and mer•chandise are the many consequences of this situation.
Before acting too hazardously as to the harbour in question, the government ordered the technical and economical demands involved to be investigated.


Netherlands Eaat.-Tndinn.Hnrlv«,i-=
( 30
The result of this study has been in so far favourable for the 'possibility of a renderable seaport at Semarang, that, provided we restrict ourselves to a rather moderate solution, the initial cost of which, as far as the Government is concerned has been estimated at 20 million guilders, very decisive and not too costly improvements are to be made.
The idea of constructing harbour dams into the sea with a waterdepth of say 10 M. there between, has to be waived entirely. Besides the cost hereof surpassing all reasonable limits, thanks to the present, state of dredging machinery, the building of such dams will not be necessary.
If the dams are built from the coastline up to where a water depth of some meters is acquired, connecting the deeper part of the sea therewith by means of a dredged gully of 100 M. width (the length being in this case 2,800 M.), the cost of the dams, gully and their upkeep will not over burden the harbour dues, all this not only being estimated before hand, but also as a result of the proof gullies dredged in open sea.
Moreover here the usual caissonwalls cannot be used as the sand required for the necessary improvement of the foundations has to be hauled too far away from Semarang. The costs of collection and hauling of the sand, also the time required are the reasons for a rejection of such quaywalls.
Here the best solution of the problem will be the application of the pier system, which is prevailing in American ports. Reinforced concrete landing stages, if required 400 M. long and 40 M. or more wide, built into the sea from ashore and provided with one or two story godowns with railroad tracks in or alongsidë thereof, besides being splendid landing stages for sea-going vessels also offer excellent opportunities for loading, unloading and storage.
Apart from the above mentioned objections there still are more reasons for rejecting the application of caissonwalls at Semarang.
Generally speaking, the proportion of the length of the landing stage to the area of the ground immediately in back of it, is a factor óf main importance as to harbour trade.
For terminal ports, where arriving ships load or unload the greater part of their cargo, extensive harbour grounds for the storage of goods in the open or under cover are to be preferred, while for harbours, which are no terminals as in case of many of the Netherlands-East-Indian harbours more length of quaywall is required in proportion tb the adjacent ground.'


Netherlands East-Indian-Harbours.
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31
)
A simple landing stage, constructed lengthwise in the direction of the coastline would for several -reasons not be jpreferable in first instance.
If however the landing stage is constructed in a way to satisfy a future demand for more length thereof, the transition xo a pier is very natural.
The level of the ground, at the root of the landing stage may generally rather cheaply be raised in order to make such grounds useful for the building of godowns, railroad tracks highways, etc.
There will have to be a certain proportion between length and width of the pier; the narrower it is constructed, the rshorter pier will be allowed for a successful good circulation.
The basins between the landing stages should, contrary to American examples, be made sufficiënt wide, this being advantageous to the usefulness of the water area's as well as i» the subdivision of the ground in back thereof.
On the map of appendix III. a seaport complex, east of the existing harbour canal has been drawn in dotted lines with the intention of giving a general idea, if not being an absolutely decided plan.
The east side of the proa-harbour is most important not •only with regards to the direction of the goods circulation the centre of which is situated in an eastern direction, but also •on account of the possibility of a close connection, to be made between the new sea port and the already existing commercial centre The piers have been so planned, that the bows of the moored ships will be in the storm direction north-west.
Towards the east-side extensions can be made to satisfv the demands for the next few decennials, while at quite a <testance spawous grounds are available for the establishment of living quarters for doek werkers. West of the harbour canal not too costly and spacious grounds, having railroad connections and situated along either deep or shallow water fronts may be had for industrial purposes.
The above mentioned, extensive projects, the execution of which is hoped to be.soon started, are also founded on facts given by the different statistics.
As to navigation, statistics give the following figures:


32
Netherlands East-Indian-Harbours.
)
Year. Number of steamers Netto tonnage
arrived. in M3
1909 932 5,397,000
1910 987 5,888,000
1911 1,052 6,383,000
1912 1,111 6,755,000
1913 1,176 7,320,000
1914 1,163 7,788,000
1915 1,060 6,898,000
1916 1,005 6,404,000
1917 905 5,095,000
1918 875 4,684,000
On account of the explanation given before the figures concerning the goods circulation will be of still greater importance for a judgment about Semarang's commerce.
Limiting ourselves to and inclusive 1913, the last normal year, the underneath table has been made up.
Year. Import and export in
kojangs (!)
1906 228,600
1910 303,500
1911 310,200
1912 352,200
1913 454,500 1918 453,500
Arranging the above amount for the year 1918 according to the different kinds of imported and exported goods, the following table, giving the different quantities in tons of 1,000 KG. has been made:
Import. Export.
Cement .. 23,000 | Capoc . ■ 12,000
Katjang Kedele .. 11,000 Sugar ..435 000
Machinery, etc. .. 30,000
Piece goods . . 10,000
Manure .. 29,000
Rice .. 98,000 j
Coal .. 19,000 I
The total export being 495,000 tons, the great infiuence of swgar export is easily to be seen.
(i) 1 kojang = 2 ton = 32 piculs = 1,976 KG.
Still other sgures, comparing Semarang's share with the total import and export of Java and Madoera, will be given underneath:


SOERABAJA. Dockharbour.








Netherlands East-Indian-Harbonrs.
33
Values given in Guilders.
IMPORT.
Year.
Java and Madoera.
Semarang.
1900 1905 1910 1913 1916 1918
121,000,000 132,000,000 219,000,000 300,000,000 289,000,000 365,000,000
31,000,000 34,000,000 50,000,000 73,000,000 59,000,000 78,000,000
EXPORT.
Java and Madoera.
Semarang.
I Total Semarang.
157,000,000 184,000,000 259,000,000 317,000,000 511,000,000 353,000,000
29,000,000 | 32,000,000 I 45,000,000 j 56,000,000
87,000,000 I 53,000,000
60,000,000 66,000,000 95,000,000 129,000,000 146,000,000 131,000,000
The receipts of the custom house from import, export dues excise are for Semarang:
Year. Guilders.
'1905 2,404,000
1910 4,343,000
1913 6,022,000
1918 4,800,000
D. The Harbour of Tjilatjap. The harbour of Tjilatjap, with a hinterland adjacent to those of the harbours Tandjong Priok, Cheribon and Semarang, is the only harbour of importance along the South coast of Java. Situated on a tongue of land, bounded on the east side by the Indian Ocean and towards the west side by the river Donan, this harbour is the most naturally favoured harbour; the mouth of the above river, pro'tected by the island Noesa Kambangan opposite thereof, offering such a safe anchorage that even the great swell of the Indian Ocean is never feit.
Besides the above mentioned advantages of its natural situation, and not to forget the available natural depth of the harbour entrance, allowing vessels of 7 M. draught to enter at all times and those having a draught of 8 M. at high tide, also the hinterland of Tjilatjap has its importance and is fit for further development.
Against these advantages however this harbour has its drawbacks on account of its isolated situation with regard to the harbours along the northern coast, and* being situated outside of the main navigation, while the steep Southern coast of Java as yet does not provide for sufficiënt communication of its different parts to make Tjilatjap the storage for the whole South coast, though at present the latter circumstance seems to be more promising.


34
)
The old harbour yard (see appendix IV), built during the years 1886-1888, situated 8 KM. from the sea was connected in 1887 with Java's system of railways by the line TjilatjapMaos.
Though originally a landing stage of 252 M. length on screwpiles had been built for the loading and unloading of sea going vessels, very soon afterwards, yet during the course of construction of the above mentioned railroad, the landing stage especially with regard to coal-traffic was extended 49 M. towards the south and 107 M. towards the north, resulting in a total length of 408 M., and a width of about 10 M.
Vessels of 6.50 M. draught could be moored to this landing stage, in back of which godowns, warehouses, customhouses, coal sheds, etc., all having connection with the station-yard, and a landing stage for the handling of salt and petroleum were built.
About the year 1910, navigation, in consequence of the development of the sugar-plantations and the growing prosperity of the hinterland, was increased to such an extend, that a further lengthening of the landing stage could no longer be avpided.
It was decided to build a construction of 127 M. length, to the north of the existing landing-stage and in order to accommodate ships of 8 M. draught, the alinement was moved forward.
The latter extension also included the building of two godowns having a total area of 4,500 M2 while also improvements as to railroad-connections were made.
After some disappointment, which was the cause of delays, the completipn of the works was realized in 1918.
In the meantime however new idea's as to further development of the harbour of Tjilatjap have come up.
It was understood that new measures had to be taken to accommodate the gradual increase of navigation.
The number of ships arrived at Tjilatjap was, during the period 1905-1914, increased with 35% while the total netto tonnage showed an increase of about 60%.
During the year preceding the outbreak of the war, the harbour was visited by 170 ships, having a total tonnage of 469,000 N.R.T. '
The goods-circulation, which in 1910 amounted to 224,000 ton (tons of 1,000 KG.) against 324,000 ton in 1914, shows proportionally a still' larger inc*rease than the tonnage, the increase of the former being nearly 45%.


Netherlands East-Indian-Harbours.
(
35 )
The main goods-circulation, in tons of 1,000 KG., for the different years, was as follows:
Import. | 1913 j 1915j 19H | 1919
"T7 i I i '
Rice .. I 17,500 29,700 j 5,200 8,800
Katjang Kedele .. j 15,300 | 16,000 I 1,800 —
Coal .. 38,600 40,400 | 43,400 I 75,000
Salt .. 17,400 16,700 j 20,400 12,600
lil!
Export. I 1913 | 1915 | 1917 1919
Sugar .. I 101,600 | 107,900 I 66,500 j 160,300
Copra .. 42,100 I 23,300 7,800 16,000
Cocoanut-oil .. — — ■ 5,600 11,400
Tapioca .. 11,400 5,500 600 —
Though the extension of the landing-stage of 120 M. length and the increase of storage space improved the situation considerably and the influence of the war restrained the development ef the port, new improvements were soon necessary.
A continuation of the existing works was to be dissuaded on account of the many faults of the system. The storage space was situated too far from the front of the landing-stage and though an extensive narrow-gauge railway-system, crossing the main railroad tracks perpendicularly, was able to hold the situation for a long time, a radical change could not be avoided in the long run.
Those interested in the harbour did not gladly accept the proposed improvement of the situation, they preferred a widening of the-landing-stage in order to enable vessels of greater draught also to load and unload in front of the old godowns.
The government partly accommodated this desire but in 1919, it was decided to improve the situation along other principles.
The direction of the railroad tracks for harbour use, will be reversed by building shunting premises, branching off from the line Maos-Tjilatjap in front of the latter railroad station.
The present railroad tracks on the harbour ground will be connected with these northern shunting premises, which will


36
Netherlands East-Indian-Harbours.
also be connected with the new quay, to be built as required up to a length of 800 M. down-stream of the present harbour premises along the Donan river. In case of more landing facilities being required, an inner harbour may be built and if so required in the future, gradually extending in a downstream direction, more inner basins, next to each other, may be provided.
The ground in back of the quaywall, for which several applications for a lease have come in already, will be used as coal yard for the State Railway Co., while also several godowns and warehouses will be built thereon.
By keeping the old premises in good order, these establishments will' especially be of interest for the development of coast navigation.
In connection with the proposed improvements, which are to be started energetically in 1920, we mention the fact that the dredging of the channel and the shallows in front of the mouth of the Donan river, are at present in execution.
E. The Harbour of Makassar.
Up to the year 1846 commerce and navigation were of little importance at Makassar, in consequence of the hard competition of the freeport Singapore.
In the mother country as well as here in India the necessity of making also Makassar a freeport was repeatedly discussed.
By decree of 9 September, 1846, it was decided upon to do so and since that time a period of prosperity and welfare for commercial traffic commenced.
Many goods, formerly shipped at Singapore, were now transhipped at Makassar.
Notwithstanding the indisputable advantage of being a freeport, after numerous reports, advices and requests from advocates and adversaries of freeports, the island Celebes and its dependencies have been taken into the custom house service of Netherland-East-India and have been opened for general commercial traffic. Up to a short time before the outbreak of the war, statistics show, that in spite of the levying of custom house duties no decrease in traffic is to be observed.
About a quarter of a century ago only a part of the shore, in front of the town of Makassar, was provided with a quaywall of 490 M. length. Here most of the godowns and offices of European and Chinese merchants were to be found, while


Harbour Makassar.




SOERABAJA. Dockharbour.




Netherlands East-Indian-Harbours.
(
37 )
the 10 M. wide " Wilhelminakade," running between the quaywall and those buildings, was connected with the real commercial centre called " Passarstraat" by means of alleys.
To accommodate sea going vessels, six landing stages varying in length from 30 to 60 M., were built into the sea, while also four smaller ones were built for the loading and unloading of proas.
The loading and unloading of vessels, not making use of the landing stages, but riding at anchor on the road, was done by means of proa's or so called tongkangs and sampangs, which except for some days during the west-monsoon, can easily been run ashore north and south of the above quay.
Traffic was increased to such an extend, (from 1896 to 1900 the number of steamers arrived at Makassar has been more than doubled), that it was absolutely necessary to provide for more landing facilities. A plan was made up principally consisting of a fill'ing in of the " Wilhelminakade," which new grounds were to be used for the building of godowns and were to be provided towards the seaside with a quay and a landing stage on screw-piles, the latter being 500 M. long and 10 M. wide.
It was intended to have a water depth of 750 M. available in front of the landing stage-.
While executing these works, on account of the muddy condition of the soil, great difficulties were encountered.
At the boringtests a solid bottom, so hard that the piles could not be screwed in deep enough to resist a sufficiënt side pressure, was found at depths of 23.50 to 24.50 M.
This required a change of construction method, which did not prevent, that in spite of the precautions, displacements and settlings have taken place.
The construction of the landing stage, at present connected with the shore by means of foot bridges, and the works in connection therewith, were completed during the year 1908.
The cost, including a few new godowns, which were completed in 1911, amounted to round fl. 1,270,000.
Also in this case harbour traffic surpassed the capacity of the new works during the course of construction.
The goods-circulation was as follows:
Year.
1899
1904
1908
1910
In tons of 1,000 KG.
82,000 111,000 328,000 484,000


Netherlands East-Indian-Harbours.
( 38 )
The increase in goods-circulation is nfainly due to transittraffic, to which kind of traffic Makassar, by its geographical situation, lends itself particularly.
Looking at the map of the Netherland-Indies Archipelago the reader will see that east of the harbour in question the Spice-Islands (Molucca's) and the island of New-Guinea are to be found while also the island of Celebes itself on account of its oblong form and its chains of mountains, which hinter land-traffic, lends itself especially to coast-navigation.
This kind of traffic is also prominent for the island Borneo with its still unlimited possibilities of development.
Coast navigation, transporting the native products, in order to barter these products for the wants of the natives, demands a harbour, preferably situated in the centre of its sphere of activities and to be used as storage for the different goods.
From this harbour the transhipment for further export and the unloading of imported goods from foreign countries
will have to take place and therefore accommodations for large ocean going vessels must be provided at this port.
Facilities to satisfy all of the above demands are plentiful at Makassar, while moreover the population offers a race of bold navigators.
In the course of years the significance of native proanavigation has been changed.
The steamers of the Royal Packet Co., instead of waiting for the proas to bring the goods to Makassar, go out on regular routes, visiting the different small towns along the coast of the island Celebes and' the Spice-Islands and taking the products directly from the merchants. In former years, when small sailing vessels were predominating, in consequence of monsoon circumstances part of the shipping had to wait for better weather, which drawback does not exist anymore as at present exclusively steamships are used, having regular sailings all year around.
The increase in transit-traffic will be shown from the following statistics:
Year. 1899 1904 1908
Tons of 1,000 KG.
11,000 25,000 154,000 296,000
1910


Netherlands East-Indian-Harbours.
(
39
During the year 1910 traffic increased to such a degree that many times the vessels had to lay over for several days, which proved that also the newly built landing stage was no longer sufficiënt to satisfy the demands.
A new extension was absolutely necessary, which was executed in the form of a caisson-quaywall, built into the sea, north of the landing stage on screw-piles and according to the plans of Messrs. Kraus and de Jongh, who also advised the government with regard to the harbour of Makassar.
Once started with the building of the quay, it was soon to be seen that more extensions had to be made, reaching much farther than originally intended, which resulted in the building during the years 1912-1918, of a qüaywall of 1,340 M. length and having a water front of 9 to 10 M. depth at low water.
In back of this quay, which had also been built into the sea and for which construetion important improvements of the foundation soil had to be made, a plot of ground, 170 M. long has been gained, while east of the south end of the quay a proa-harbour of 280 M. length and having a water depth of 3 M. has been established.
North of this quay, a plot of ground has been improved by raising the ground level, in order to make those grounds suitable for coal and petroleum storage.
The coralislands, protecting the road of Makassar during the west-monsoon, also protect the landing stage.
Those islands however do not shield the new quay wall against the action of the sea, for which reason the building of a break water across the coralbanks was started in 1919 in order to safe guard the vessels in the harbour during stormy weather.
The construction of this break water, although being rather simple, still on account of its great length and the considerable depths to be filled up, is a rather costly piece of work.
As in other flourishing and growing harbours, also here at'Makassar, already before the completion of the new quay wall and the recently finished storage space, the demand for extension surpassed the accommodations offered.
Also here further, extensions had to be considered, which were planned east and west of the recently completed works.
The map (appendix V.) clearly indicates the scheme of further extension. At first the building of a 500 M. long quay wall with adjacent grounds and facilities for commercial and industrial purposes, will be started.


40
Netherlands East-Indian-Harbours.
This quay, the so called 5th extension, being: situated very favourably with regard to wind and stream, no break water will be required.
The planning of proa-harbours, etc., as shown on the map, is more a sketchy outline, showing what might be expected. It is the intention to remove the greater part of the proamavigation, which as yet is still significant, towards this side of the harbour. The present lighter-basin at the south end of the quay will mainly be used for the daily and direct needs of the city of Makassar. If in time still further harbour extensions are demanded or in case of considering the re-establishment of a freeport at Makassar, this may be accomplished by building a pier, as indicated west of the existing quay or in order to increase the available anchorage for sea going vessels harbour dams and basins may be built north of the last mentioned proa-harbours (see appendix V).
These solutions may also be combined; in both cases however, although at present no railroads have been built on the island Celebes, reckoning has been held with future railroad conhections, a realization of which is soon to be expected.
It is intended to build two tramways, one from Makassar to Takalar, situated south of the former city and in the future a line, running in north direction and of much greater importance will be built, which for the time being' may have its terminal at Soengkang, the most important centrum of the lake district of the northern part of south Celebes.
As before, with regard to the preceding harbours, some statistics as to goods-circulation will be given underneath.
The value of the goods-circulation in guilders was for the different years as follows:
Year Import Export Total
1911 8,229,000 18,341,000 26,570,000
1912 11,116,000 15,697,000 26,813,000
1913 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
1916 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
As to the kind of goods, the main articles, shipped at Makassar, inclusive the transit cargo, were in piculs of- 61.67 EG:




SOERABAJA. Unloading on the road.






Netherlands East-Indian-Harbours.
(
41
Article. 1918 1919
Coprah 284,732 2,172,998
Ratan 78,122 168,266
Gum Copal 78,289 118,318
Coffee 2,556 23,936
Nutmeg 8,004 13,142
Maize 1,677 3,121
Clove 1,030 741
Hides and Skins 10,546 27,180
Shells and Turtle 13,011 22,058
Sandal wood and roots 5,903 5,356
Capoc 141 1,610
Cajuput (in boxes) 624 2,982
Agar-agar 8,678 . 21,026
Kerbau and Deerhorns 597 3,172
Bee-wax 91 530
Birdskins (pieces) 47,315 125,505
Oil-cakes — 99,490
Cocoanut oil (in vats) 18,709 27,333
Ebony 39,572 54,482
Tripang 5,344 9,614
Sesame-seed 915 11,663
The above comparison already shows the enormous differences in exported quantities for the years 1918 and 1919 only.
The statistics of the custom house service with regard to receipts for import, export and excise are:
1910 832,000 guilders
1913 1,423,000
1918 1,252,000 „
1919 1,877,000 „
Last not least we mention the amount of capital spent by the government as being round 15 million guilders, not including the sums spent for railroad-construction and private enterprises.
E. The Emma-Harbour (Padang).
Emma-Harbour, situated in the northern part of the ** Koninginne-bay," formerly called " Brandewijn bay," is the main port of Sumatra's westerly coast.
This harbour was built during the eighties with the main purpose of creating an opportunity for the shipping of coal from the Ombilinmines, situated near Sawa-Loentoh, about 60 KM. from the coast and managed by the government.


( 42
Netherlands East-Indian-Harbours.
kif
At that time besides the " Brandewijnbaai," also "the Troesanbaai," situated more southward and offering a splendid natural harbour basin, was considered.
The possibility of a railroad either from Sawah-Loentoh to "Troesanbaai" or to "Brandewijnbaai" was thoroughly investigated.
In the enr, in connection with the vicinity of Padang the capital of that time existing " Government of Sumatra's west coast," the building of a port near Padang was decided upon, notwithstanding the less favourable condition of this port from a technical point of view.
Since years Padang had an extensive commercial traffic, although sea-going vessels could only communicate with the shore by the use of lighters.
Being convinced that " Troesanbaai" would never take over the commercial traffic of Padang and therefore would be nothing but a coaling station, it was decided to select the less naturally favoured Brandewijnbaai for the building of a harbour.
Against the disadvantage of a break water being required in the " Brandewijnbaai," (1) stood the advantage of acquiring a suitable harbour yard, without much difficulty and expense, while the existing cleft (which did not exist at "Troesanbaai," where a tunnel would be required) allowed an easy high-and railway-communication between the harbour yard, and Padang with its surroundings (Sawa-Loentoh).
The harbour as well as the railroad connection with the Ombilinmines, have been built by the Sumatra State Railways under the supervision of the engineer Yzerman.
Due credit should not be with held'from the designer, for the way he started his work and the efficiency of its execution.
The harbour (see appendix VI), having an area of ~ 1 K.M2, was formed by the coast and two break waters.
The smallest of the break waters, having a length of 260 M. and running about parallel to the coast, was built across a coralbank, which runs dry at ebbtide, while the other starts at the west border and for a length of 900 M. runs into sea in a south-east direction.
The depth of the harbour and its entrance was made 7.9 M. under daily low water, allowing vessels of 27 feet draught to enter the port at any time, while for those of 30 feet draught there was twice a day occasion to enter.
Three landing stages on screwpiles, each 84.6 M. long and 10 M. wide and at distance of 60 M. from one another, along
(1) At Padang itself a modern sea port could not be built economically.


Netherlands East-Indian-Harbours.
43
which three vessels of about 125 M. length could be moored, also a smaller landing stage of 50 M. length and two small ones for government-boats and sailing vessels, were built. Besides, a separate landing stage was made in front of the coal-shute, a mechanical outfit destined especially for the loading of Ombilincoal.
In back of the landing stages and separated from them by a strip of ground of 10 M. width, five godowns and entrepots together with a small entrepot for inflammable goods, were erected. At some distance behind the godowns, we find the railroad station, which also serves as post and telegraph-office, and which is connected directly with Padang by means of a 7 K.M. long railroad.
The above mentioned landing stage of 50 M. length has been built parallel to the rootend of the 900 M. long break water and is separated from the latter by a plot of ground having a width of 80 M. on which a godown and the government's salt-warehouse have been erected.
To accommodate sailing vessels staying in port longer than usual, two short landing stages have been provided, while also a small landing place for the handling of dynamite, all of them built out from the longest break water, have been erected.
In consequence of the broad start of the harbour works, very few new works have been found necessary in later years, the only later works being an extension of the godowns and entrepots, a lengthening of the screw-pile landing stages (up to a total length of 430 M.), the building of a new government entrepot and the deepening of the harbour to 8.50 M. under low water.
The coal-handling was also iniproved, so that at present for the yearly production of 500,000 tons from the Ombilinmines there are available:
a A coalshute having a capacity of 300 tons per hour for the loading of coal.
b Two electrical coal conveyors each having a capacity of 120 tons per hour.
c A floating coal conveyor with a capacity of 40 tons per hour.
Apart from the coalindustry, Emma-harbour up to the present has rather exclusively been used as import and export harbour, for the direct hinterland of Sumatra's West coast, with its very charming nature.


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The proa's, navigating between the islands and the different places along the coast towards the north and south, touch at Padang where the commercial houses are established, from where most of the stored products are sent by rail to Emma harbour.
The goods-circulation without considering the influence of the war, is not as extensive as might be expected from a rich hinterland like Sumatra's West coast. For a great part this is due to the lack of working people and to the circumstance that on account of the fertile soil, the population is able to get all its necessities of life.
Moreover and this is very peculiar, the hinterland of Emma-harbour is not only hampered by natural cause but also by the influence of the harbour Singapore, notwithstanding the fact that the latter port is situated so far away.
In places like Fort de Koek, Pajacombo, by rail only a few hours away from Emma-harbour, several commercial goods . as fi cotton goods and provisions feel the competition of Singapore, in spite of the fact that those goods after taking a long up stream route on the Siak river have to take a several days' trip per proa and per cart through the mountains. In normal times rice and tabac are exported in reverse direction.
Importation of laboure ra and strong support of capital are the only means for a considerable increase in prosperity of Sumatra's West coast and Emma-harbour.
Favourable symtoms in the latter direction being feit and as new regions especially towards the south are being opened for development, while also industries as fi oil factories, have been established at Emma harbour, extension works, will soon be proposed a.o the alteration of the station-yard, the addition of godowns and store houses, the deepening of the harbour basin to 9.50 M. under low water together with the raising of the Karangbanks.
This harbour besides being a coaling station, on account of its situation with regard to the Archipelago also being frequently touched by fully loaded mail steamers, the deepening of the harbour has been started already.
The extensions of quais and coolie-kampongs have also been indicated in lines.
To end thé description of Emma harbour, the value of imported and exported goods with the statistics of navigation win be given underneath:




SEMARANG. New harbour-canal.






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Values in thousands of guilders.
Year Import Export Total
1911 9,607 6,749 16,356
1912 7,886 8,805 16,691
1913 16,355 7,090 23,445
1914 9,166 8,356 17,522
1915 10,068 10,024 20,092
1916 9,466 7,995 17,461
1917 9,880 5,910 15,790
1918 9,853 1,783 11,636
Number of Ships.
Netto Tonnage in M°>
Ypar I steam I Sailing I T . , Steam I Sailing T . ,
Year j Ships. |Vessels.j lotal- Ships. Vessels. Total*
1910 | 570 1,080 1,650 2,401,000 22,000 2,423,000
1913 880 1,200 I 1,080 3,025,000 27,000 3,082,000
1914 850 1,280 2,130 3,058,000 39,000 3,097,000
1915 850 1,170 2,020 2,977,000 I 38,000 3,015,000
1916 880 960 1,840 2,681,000 I 31,000 2,712,000
1917 640 980 1,620 1,618,000 | 41,000 1,659,000
1918 550 1,190 1,740 1,618,000 I 46,000 1,664,000
L- 1 i |
G. The Harbour of Belawan— (Deli).
No part of the island of Sumatra has been more developed since 1883 than the " Government of Sumatra's East Coast," f ormerly called " Residency of Sumatra's East-Coast," the capital of which is Medan.
This development, in consequence of the enormous extension of agricultural enterprises, about which more will be said later on, had its influence on the harbours of this region and especially on the harbour of Belawan-Deli, named. after the island of that name west thereof, north and west of which island the deep Belawan river is flowing, while on the eastside the shallow and much sand carrying Deli river is to be found.
In 1890, at the initiative of the Deli-Company a harbour was built, which ended the usual method of loading and unloading by means of lighters plying between the shore and the sea going' vessels, riding at anchor on the Belawan river.
The harbour works (see appendix VII), built by the DeliRailway-Co., which Company at the same time executed the railroad connection from Belawan to Medan and the districts


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Netherlands East-Indian-Harbours.
)
of Serdang and Langkat, were of simple construction. The same may be said with regard to the governments-landingstage, the custom house shed and the private store houses.
Sooner than expected, the time arrived when the narrow landingstages and the small godowns became an ever growing obstacle for a sp'eedy handling of the commercial goods.
Preceded by a critical stage during the years 1891 and 1893, commerce and navigation soon recovered and already in 1895 the first extensive harbour improvement, enlarging the waterfront with 350 M. was accompüshed.
The extension of private godowns together with the enlargement of the customhouse-establishment in 1903, were the consequence of the extended waterfront.
About the year 1905, the idea of having the Boyal Packet Co., open a service along the North-East coast of Sumatra with rather large vessels and having its terminal at Sabang, was many-voiced.
The purpose of this proposal was to withdraw the products of Deli and Achin from the Straits-harbour where the transhipment from coaster into ocean steamer and reverse took place, to Sabang. This way the intention was to favour the Netherlands Harbour Sabang, (which in 1897 was made a freeport for general commerce) at the cost of the harbours Penang and Singapore, which drew most of the traffic.
In connection herewith the roads of the different places eventually to be touched by the vessels of the new coast-navigation line, were investigated. The conclusion was made, that the most unfavourable condition existed at Belawan.
The least waterdepth on the bank in front of the Belawan and Deli-river was 7% feet (+ 2.3 M.) at low water springtide (L.W.S.), which depth on account of a difference of 6% feet (-{-2 M.) of water between ebb and flood, allowed vessels of about 12 feet (+ 3.65 M.) draught to pass over the mentioned sandbank.
The fact, that as to commerce, Belawan was far more important than other places, necessitated the improvement of the gulley leading to Belawan, in order to allow the new coastnavigation-line to compete successfully with Penang's and Singapore's traffic.
Although from different sides no goods was expected of efforts in that direction, it was considered inexcusable with regard to the great importance of Belawan's hinterland, to neglect the gulley before strong efforts in the desired direction had been made, 'mifam


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A dredging test, lasting one and a half year, was started in 1905, the result of which was very disappointing.
On account of this experience it was decided to stop the deepening of the Belawan-gulley definitely.
Notwithstanding this decision, the Deli-Railway-Co., did not hesitate to start considerable improvements of its harbourworks in 1907, consisting a.o. of the building of a basin destined for proa's loaded with atap from Asahan and elsewhere (Atapharbour).
Even after the failure of the deepening of the Belawangulley the government still kept its eye on a seaport along the east-coast of North-Sumatra with the idea of having an export harbour for the ever increasing production of Deli and the accordingly growing commercial traffic.
For explained reasons together with political considerations, the " Langsarbay " and afterwards the " Aroebay " were considered.
Opinions as to a successful improvement of the existing conditions were very different.
However at the advice of Messrs. Kraus and de Jongh a trial with a sand-dredging-machine of much greater capacity than the formerly used outillage, was decided upon, with the idea of making Belawan harbour suited for large ocean going vessels.
In case of unforeseen conditions proving. the upkeep of a depth required for large vessels to be too costly, in which case the dredging machine could be used elsewhere, the building of a harbour at Aroebay would still be timely enough.
Conformably to the advice procured, the government immediately seized all the grounds, available for the future harbour and started negotiations with the Deli-Railway-Co., in order to take over all works owned by that Company which was realised on April 21st, 1913 for a sum of round half a million guilders.
In the mean time, the dredging machine "Java," the type recommended by Messrs. Kraus and de Jongh, had arrived in India and though this machine was especially destined for the improvement of the harbour entrances at the road of Soerabaja, it was first used on the sandbank in front of Belawan.
The capacity of this dredging machine, the cost of which is round 516,000 guilders, is such, that in about % to % hour, depending on the kind of mud or sand to be sucked, its well of 700 M3 contents can be filled, the ship by the use of its own steampower being empted at sea hereafter.


Netherlands East-Indian-Harbours.
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During the year 1913 experience also showed that the need of more storage had caused untenable conditions, which had to be remedied as soon as possible.
The proposal of a new harbour basin east of the atapharbour and parallel therewith, offering anchorage for three steamers of 15 to 16 feet draught was approved by all interested parties.
The execution of the work however was not started, the resul ts of the dredging machine " Java " being so successful, that the question as to whether it would not be better to wait a few years and use afterwards all flnancial resources and efforts in order to make Belawan suited to large sea-going vessels, or in other words to make Belawan an ocean harbour, had to be investigated.
The investigation took more time than expected bef orehand, while in the meantime a quick natural silting, the exact cause of which was not known, hampered the work of the dredging machine considerably.
The great demand for more storage however could not be delayed any longer and rather important improvements had to be made by building godowns and landing stages.
As however the available storage space was not yet sufficiënt, the goods not liable to taxation had to be stored in the open on the landing stage. A further extension in a direction along the Belawan-river was not possible on account of local circumstances, the ground near the existing store houses and situated along deepwater fronts already being provided with landing facilities.
From a practical point of view the existing godowns were not wide enough. However this width was limited by the shunting premises of the Deli-Railway-Co., immediately in back of these godowns.
This situation also prevented transport-carts to reach the godowns, which became a still greater drawback, after the extension of the Medan-Laboean highway up to the harbour, by means of a dam built in the Troesan-river, was completed in 1915.
Negotiations as to a shifting of the shunting premises were opened with the Deli-Railway-Co., which company willingly agreed to an inunediate shifting of all railroad tracks towards the east, provided this company was to be partly compensated for the expense of this improvement.
In connection herewith the alterations of some of the godowns were started in 1916, the widening of the other godowns being continued gradually up to an area of 15,000 WP.






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At the end of 1916 there was available: 667 Mi landingstage, 460 Mi of which was owned by the government and 207 Ml by private parties; 10,084 M2 for warehouses, 5,892 M2 of which was government property, while 4,192 M2 belonged to private owners.
Yet the storage space is not sufficiënt. The existing harbouryard being entirely built up, further extension will take place on the new harbouryard destined for coast-navigation, situated west of the shipyord.
The building of a storehouse having an area of 3,500 M2 with an enerepót in back of it, is at present in course of construction.
• Besides, the building of a storage for steel and iron with landmgstages in front thereof has also been started.
The necessity of the above mentioned and still further extensions is clearly shown from the underneath figures.
The number and the tonnage of the vessels, arrived at Belawan during, the last 10 successive years are given in the underneath table:
Year Number of steamships Netto tonnage in M3.
?909 790 789(000
i'010 816,000
1,180 876|0oo
1912 1,300
1913 1,360
1914 1,220
947,000 1,023,000 1,088,000
"ÏÜ 1,280 1,847400
1916 1.350
1917 1,270
1,534,000 1,285,000
1918 1.100 1,141,000
A better idea of harbour development in general being given by the goods-circulation, underneath the reader will find the figures about railroad-freight-traffic from and to Belawan, not considermg the transhipment. These figures however will be sufficiënt as to a review of the goods-circulation.
Year Export in tons of 1000 K.G. Import in tons of 1000 K G
JÏ 21,000 164(00o
\Tn 21'000 148,000
25.°°0 180,000 1913 38>ooo 278 000
44,000
1915 49,000
1916 46,000
259,000 238,000
4b'uuu 269,000 1917 m.nnn ™.
'—- Zö<S,UUU
271,000
1018 22,000


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Netherlands East-Indian-Harbours.
Against a decrease of export in 1918, a strong increase in 1919 is to be noticed, the export of rubber, tea, coffee and tobacco increasing continuosly and also on account of the enörmous stock, piled up during the second period of the war, being cleared off as soon as possible.
In thousands of guilders the goods-circulation at Belawan for the different years, amounts to:—
Year Import Export Total
1911 15,714 20,396 36,110
1912 18,426 55,245 73,671
1913 32,409 75,778 108,187
1914 25,193 16,267 41,460
1915 ' 24,001 30,912 54,913
1916 34,084 73,442 107,526
1917 31,106 48,778 79,884
Comparing these figures with the preceding ones, we see that the specific export values are considerable higher than those for the import. For this reason it is interesting to knowi the main export-goods.
In tons of 1,000 K.G. they are:—
Articles 1913 1916 1917
Copra 450 400 380
Coffee 1,380 3,320 460
Pinangnuts ' 210 270 270
Rubber 2,520 8,700 13,270
Tobacco 22,020 19,720 4,350
Tea (Cultivation just started) 1,530 1,790
The receipts of the customhouse service on import-export dues and excise were during the different years:—
1905 1,079,000 guilders.
1910 1,815,000
1913 2,501,000
1918 3^68,000
To judge the signaificance of a port in a general sense it is not sufficiënt to regard the above figures about traffic and goodscirculation, but we also have to consider the extent and the importance of the hinterland (1). The answer to the question as to where the boundaries of the latter are and how far these
(1) It will be useful to give here a rather more detailed explanation, for a change and on account of the remarkabh» hinterland itself, also to indicate how to consider the different circumstances in case of new harbours being built or large extensions being made of existing; harbours.


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might be extended by improvement of the harbour cannot be given exactly, for as to how and along which route the different products are to be transported, not only the costs of transportation but also other factors are of influence, several of which escape from being observed, while others cannot be calculated on account of changes of circumstances. The costs of transportation themselves even are not steadfast, but are liable to be changed in consequence of competition between the different transport-companies or by the introduction of new opportunities for the transportation of goods.
Applying this to the situation at Belawan, it will be found that with regard to the transportation of goods from Sumatra's interior to that port the choice is left between- the use of the railroad and transportation by means of carts or freight auto's.
The latter two means of transport may be brought about by some agricultural enterprises, with the purpose to force the railroad company to reduce its rates, using those means of transport at any price.
This situation of Sumatra's East coast is no more imaginary than the opening of new transportation-routes. With regard to the latter circumstance we may point to Telok Niboeng, situated below Tandjong Balei on the Asahan-river, at a distance of 150 K. M. south-east of Belawan, where a landingstage has been built for coast-steamers and inconvenient sandbanks in the river have been removed, while also Pangkalan Soesoe along the Aroebay and situated 70 K.M. nprth-west of Belawan has been provided with some harbour facilities. To give an example of the enlargement of the boundaries of Belawan's hinterland we mention the planning of the DeliRailway-Co., to extend their road from Pematang Siantar to Prapat, establishing at the latter place the centrum of ferryservice across the Tobalake, in order to connect also the westerly border of this very picturesqu'e lake and the much promising Dairylands in back of it, with Belawan.
Already at present, the greater part of articles for the shops at Balige and Taroetoeng comes from Medan instead of the more nearly town of Sibolga, the capital of the province Tapanoeli, the administration of which includes the west-and south-side of the Toba-lake.
The above fact is not mainly due to natural circumstances as fi the mountainridge between Sibolga and Taroetoeng but to the largèr import and the greater choice of the different kinds of goods at Medan.


52
Netherlands East-Indian-Harbours.
Next to considering the extent of Belawan's hinterland (the area of which equals the total area of the Netherlands) and the possibility of increasing its importance by extending its boundaries, the question is raised as to how far an increase of production and consumption may be expected within those boundaries.
Only reading about the development of this part of Sumatra in books and different writings, one is fascinated by and rejoices the success of the will, energy and spirit of enterprise here displayed in so many instances.
Those having visited this part of Sumatra in person and having heard the energetic leaders of the different enterprises, will soon be convinced of their justified self-reliance and firm belief in the development of its future significance.
Here it is understood how to go according to the times and circumstances. So fi it does not seem advisable to extend the cultivation of rubber in connection with the normal demand for rubber at present, while also experience has taught that the hevea (rubber plant) does not thrive in the long run on low land. For this reason the large culture-enterprises apply themselves at present to the cultivation of palm-oil trees, the prospects of which are extensive and very important.
Apart from impressions on visiting the country, also the foregoing statistics show the undeniablè important increase of all kinds of production, there being no reason for the progress of this part of Sumatra not to keep pace with the preceding years.
On the contrary, according to reliable estimates, which on purpose have been kept on the low side, future years will probably show a still more increased production of Sumatra's East-coast and adjacent territories, provided the labour-problem, after the coming abolition of the so called "poenale sanctie" (the law holding coolies breaking their contract, criminally responsible) can be satisfactorily regulated.
As to the question what the influence of the increasing production will be with regard to the import, no such figures as for the export are available and only rough estimates can be made.
However it is sure that a strong increase of export will in the long run also be to the good of the import.
The supposition, that within some years a yearly import of 325,000—350,000 tons may be expected and an export of 100,000 tons, making a total goods-circulation at Belawan of 450,000 a year, is not to bold an expectation.




SOUTH COAST OF JAVA.


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Considering the fact that the harbour works were insufficiënt for the goods-circulation in 1917 (300,000 tons), it will be clear, that considerable extensions were absolutely necessary for the development of commerce and shipping.
The extensions could be made in two ways:—
lst Part of the traffic could be removed to the smaller harbours of the province, by improving or extending the already existing establishments. The goods might than be taken (or brought from) per coast-steamer to Sabang, Penang or Singapore and transhipped from there.
2nd All traffic could be drawn to Belawan by providing harbour facilities satisfying entirely the demands of the then expected goods-circulation, making it necessary to provide for a direct mooring of ocean vessels to quays.
In the meantime however the smaller harbours should not be neglected; especially in the case of Sumatra's East-coast the upkeep of some coast harbours is important, competition keeping the rates of the Deli-Railway-Co., within reasonable limits.
Comparing both of the just mentioned solutions, one will be justified to prefer the latter. Not only that experience shows the superiority of the latter solution but by adhering to the second method the transhipment from coast-steamer to ocean going vessels is avoided, which is of great importance for Belawan, where three quarters of all important European goods and rice go over the English transit harbours Penang and Singapore.
Besides Belawan will then become the direct embarkationharbour for Europe and the centrum of. navigation along Sumatra's east-coast.
Moreover, the second solution of the problem will have a reciprocal effect. On the one hand an extensive commercial traffic demands harbour-establishments keeping pace with itr while on the other hand a mordern, well equipped and adminis' tered harbour will draw traffic, insufficiënt accommodation on the contrary paralysing commerce and shipping in the long run.
Those, who in 1914 already had been demanding a modern quay and effectual dredging of the harbour entrance enjoyed the reward of their efforts by a government-decree, which led to the contracting for a 485 M. long quaywall of the caissontype (costing with other minor works, róund 6% million guilders) along the Belawan-river, on the same border as the establishment for coast-navigation but a little further downstream.


54
Netherlands East-Indian-Harbours.
■) •.
At the same time besides the " Java " a second still more powerful sand-dredging-machine, the " Sumatra," having a wellcontents of 1,300 Ms, was installed, which in 1919, resulted in a continual depth of 7.3 M. at ordinary high tide and 6.5 M. at low tide, and allowing vessels of 20 feet draught to enter at any time, while those of 23 feet draught may enter at high tide. Meanwhile the work of dredging is being continued nninterruptedly.
In front of the quay, the construction of which was started in 1919, the river will be dredged to a depth allowing the mooring of vessels having a draught of 9.50 M.
In back of the quay the usual railroad-connections, cranes, godowns, warehouses, living quarters, industrial tracts etc, "will be provided.
As it was soon found that the 485 M long quaywall could only satisfy one third of the demands, it will be necessary to extend this wall without delay in eastern direction. Thereafter an innerbasin will be built, bordered either in the usual way or provided with piers as mentioned at the description of Semarang-harbour.
CHAPTER III.
The Harbour of Sabang.
This harbour, as will be shown in the underneath lines, does not belong to the same category as the seven other harbours, mentioned before.
On account of this fact however it would be wrong to omit a description of this harbour, the Sabang harbour works being too significant and the international traffic being too important.
The harbour of Sabang (see appendix VIII) situated on the small island Poeloe Weh about 50 K. M. north of Kota Radja, the capital of Atchin, has been founded in 1887, in which year the firm de Lange from Batavia, supported by the Netherlandsche Handels Maatschappy (Dutch Trading Co.) acquired concession for the establishment of a coaling station on the Sabang bay.
The then governor of Atchin and dependencies, Major van Heutz, later on Governor-General of Netherlands-India, has been very instrumental in making Sabang harbours an oceanport, among other things by opposing the intention of establishing


Netherlands East-Indian-Harbours.
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eight freeports along the «coast of Atchin. The establishment of all these harbours, though being in full accordance with the development of their hinterland, would stand in the way of the growth or in order words of a suitable equipment and upkeep of one single harbour.
Besides the energy displayed by those who founded, started the activities of and protected the development of Sabangharbour, also the above mentioned line of conduit saved Sabang for a breakdown, which is generally to be feared, in the case a harbour is built at a spot where of old no commercial centrum is existing or where a very significant hinterland is in a stage of development.
The exceptional favourable situation of Sabang with regard to world traffic, right next to the entrance of straits of Malacca, was also a great advantage for the founding of a coalingstation and transhipment-harbour. In view of this object the building of this harbour was started and developed.
That part of Sabang bay, where the accommodations for ships have been built, is protected against violent swells and dangerous winds by mountains and higher maritime countries, dams and breakwaters being unnecessary.
3he *ntrance to the b*y> in a more restricted sense, is 750 U. wide; a waterarea of 1,500 x 900 M. offers a splendid, not too deep anchor-ground, allowing anchorage for at least 25 smaller or 12 large ships, 6 of which can be moored to landing stages and 6 others to buoys. Moreover, anchorage for small ships is available between the island Klah and the shore.
In 1896 two landingstages on screw piles, were built for the coahng of ships, which works from the start were built with the idea of being permanent and suitable for further extensions. In 1898 a floating doek having a lifting power of 2,600 tons and presented by the government, was taken from Soerabaya to this harbour, as recompensation for which the government was to have the right of free dockage for its own
In the same year " The Sabang bay Sea harbour and CoalingStation Limited» (Naamlooze Vennootschap Zeehaven en Ko-
ÏÏÏÏTciï mgllTdeJ ^ man—* * "The DuSi PXng 9°; (Nethorlandsche Handeis-Maatschappy), 0f old called m this country " Factory," was founded, taking over the exploitation of the harbour from the firm «de Lange"
alrealv faX?^ Wf" T*° * fre6p°rt for *eneral commerce already ,n 1897, the actual growth of this harbour only dates
back from after 1903, after which year extensions of Lrbour Tn oZ m;ChtaniCal °UtfH' w°rk*hops and buildings were buitt, in order to keep pace with the ever increasing traffic


Netherlands East-Indian-Harbours.
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The screwpile-landing stage for coaling was made 550 M. long, in back of which 16 doublé coal sheds of 24 M width and 46 M length and also 5 warehouses, were built.
Five electrical, transportable cranes, allowing to be moved along the quay and reaching on the shore-side with a length of 100 M over the coalsheds and on the harbourside over ship and landingstage, increased the capacity of the harbourworks' to a great extend. Those cranes allow a 7,000 tons ship to be unloaded within 3 days.
Besides the coalconveyors, the Sabang Co., since 1912 has available a 900 ton coaling lighter having a capacity of 300 ton per hour.
In back of the drydock, besides several buildings as a workshop, warehouses, the ice factory and the electrical powerhouse, also the repairshops for ships and machines, which make the exploitation of the doek profitable, are to be found.
Also shipways, for the building of small steamers, motorboats and lighters, up to a capacity of 1,000 tons, are available.
Apart from the coal-industry the Sabang Co., has built a separate small wharf for the ferry service to Oelee-Lheue and landing stages of 200 M. length with spacious godowns for the transhipment of goods.
Near the harbour establishment, on and along the hills several buildings, as shops, offices, a hotel, etc., have been built by that Company.
Between the new petroleum establishment, situated entirely separate and the mentioned works, there is space available for extension of anchorage. This part not being as well protected against the influences of the weather, the intention is to build the new constructions of the pier type, for ships of 12 M. draught.
The answer to the question as to whether the building of those works will be the cause of the harbour eventually not being able to pay its way, is easily given, by referring the reader to the description of Belawan harbour and by the statistics indicating besides the coal-industry, the rest of the goodscirculation due to transhipment from Belawan.
All harbour works so far have been executed by the Sabang Co., with the understanding that, since 1911, the government of Netherlands India has taken possession of most of the works, which have been let on long-lease terms to the Sabang Co.
The contract has been made up in such a way that the government (being interested for more than 2% million guilders ), providing on easy terms the capital required for new works and upkeep, shares in the profits made by the company.




TJILATJAP. Old wharves, 1919.


Netherlands East-Indian-Harbours.
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As said before, the coal-industry and transhipment are the veins of Sabang's welfare.
In 1912 and 1913 the import and export of coal amounted successively to 420,000 and 450,000 ton (of 1,000 KG), which amount on account of war conditions decreased to 268,000 in 1915.
Besides coal also 30,000 tons of petroleum and 150,000 tons of other goods were handed a.o tobacco from Sumatra's Eastcoast, brought from Belawan in coast-vessels in order to be transhipped into ocean going vessels fi those of the Netherland Navigation Co. During the years 1905—1910, on an average,. 110,000 packs of tobacco were shipped to Europe.
The consumption and production of the island Poeloe Weh itself being practically none, the incoming and outgoing goods will be the same, resulting in all goods being counted doublé, the amount of coal exported in 1912 therefore being only the half of the total coal circulation or 210,000 tons.
As to navigation we refer to the underneath table. Ships Arrived.
Year Number of Ships. Netto Contents in M*
19Q2 192
1905 643
!910 890 4^37,000
1913 1,061 5474,000
1914 879 4 472,000 ,1915 790 3432,000
1916 819 4,082,000
1917 590 1,872,000
1918 479 1,091,000
Chapter IV. Description of Middle-Sized Harbours.
From this group only some will be discussed in more details, the choice not so much depending on their significance in the past or at present, as on the extent of the new works which have been executed or on the strained expectations entertained with regard to the future.
Limiting ourselves at first to Java, we mention:
A. The Harbour of Cheribon.
Of old Cheribon has been an important place. Surrounded by a large and fertile plain cut by rivers abounding in water, situated along the large and well protected bay of Cheribon and


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opposite of accessible mountainpasses leading to the Preanger, all these factors have resulted in Cheribon to become an important commercial'centrum.
The east monsoon, it is true, has free play, but during this season severe winds and heavy seas are exceptional.
Favoured by natural circumstances, in the course of years, there was little demand for the construction of expensive harbour works, the loading and unloading of sea going vessels taking place by means of proas, plying between thè shore and the vessels anchored on the road. These proas either went up-stream the small river, which flows through Cheribon or they were simply run ashore in order to load or unload the goods.
About 1865 the building of quays at the river mouth, the protection of the seashóre and the construction of a dam on the eastside of the river mouth were started.
Whe later on the duration of the stay of steamships made its influence feit, demanding a quicker loading and unloading, it was necessary to make use of larger proas with more draught, which vessels had to be handled along quays.
For this reason improvement of the harbour became urgent.
In 1887 the construction of a 538 M. long break water to a depth of 150 M. under low water was started at the prolongation of the existing east dam.
This construction assured a safe entering and leaving of the harbour basin'with a depth of 2.50 M. below high tide. During the course of construction of this break water the building of a second dam, parallel to the oldestone, was started in order to prevent a silting of the gulley.
In 1890 quay walls and also a large custom house were
built.
The above mentioned depth of 1.50 M. below low water, though being sufficiënt in those days, was a quarter of a century later at least scanty by 0.50 M. Moreover on account of silting of the coast the situation had become so serious that at the head end of the break water a depth of only 0.5 M. was gauged at low water.
Therefore ƒ 250,000 was allowed for the extension of the harbour dams by 550 M. in 1917.
At about the same time extension of the basin became urgent. All available space on the land side of the harbour basin and on the other side of the street, up to a depth of 150 M. had been occupied by the building of warehouses.


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This forced the new store houses to be built at greater distance of the harbour, which neither simplified nor cheapened the goods-circulation.
In 1918 the execution of the plans, which had been designed in the meantime, was accomplished.
A second inner basin, the south border of which was made available for the time being, was constructed at a cost of ƒ 300,000.
About at the same time the bend in the south border of the first inner harbour was removed, allowing the improvement of railroad-connections, while the proas were accommodated by building out six landing stages.
There was a great demand for the new premises, so that in a short time the extensions as indicated in lines on the map will have to be realized.
A proa harbour therefore is-held on to in this case, as the idea of building a seaport at Cheribon is and will be a utopian scheme. The beach sloping very gradually, sea going vessels have to cast their anchor more than 3 KM. from the shore. The building of a basin for large steamers would therefore either demand enormous expenditures for dredging or huge sums of money for costly harbour dams to be built on a very bad soil.
As to the value and quantity of import and export, Cheribon may be counted to be the fifth harbour of Java, following immediately after Tjilatjap, being so far of little less importance than the latter harbour.
The opening of the railroad Cheribon-Kroja, even at the expense of Semarang, has enlarged the hinterland of the harbour.
As to import great quantities of dried fish, for which special sheds have been built, are worth mentioning.
With regard to export, sugar is predominant.
The number of steamships, having touched Cheribon during the period 1909—1918 is as follows: Year Number of Ships. Netto Contents in M*
1909 1910 1911 1912 1913 1914 1915 1916 1917 1918
586 680 652 70S 747 735 654 543 490 478
3,023,000 3,617,000 3,765,000 4,134,000 4,455,000 4,533,000 3,989,000 3,193,000 2,548,000 2,181,000


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B. The Harbour of Banjoewangi.
The history of the proa harbour of Banjoewangi is a long tale of woe about silting of the coast and inundations at undesired places.'
This situation was entirely due to the rivers Tambong and Loo and to the strong, much sand carrying, tides in the straits of Bali.
Whatever interesting the description of the events having occurred at this place may be with regard to the course of the water, the outline in question does not allow a further detailing of thüs matter. Probably it will be possible to give later on a better detailed description in an other more technical treatise.
After a continuous battle against the powers of nature and considering the fact that the importance of the harbour was not such as to allow the expenditure of large sums of money, it was decided in 1915 to make a last effort in order to arrivé at an improved condition by separating the river and proa basin, for which works a sum of ƒ 130,000 was appropriated. For a moment however it was considered to forget about improving the harbour of Banjoewangi and to build a landing stage with railroad connection, north of Banjoewangi, at the straits of Bali, for the accommodation of sea-going vessels.
The harbour basin was dredged and given a separate mouth into the sea, while this small basin and the river were separated by means of a stone dam. By way of precaution, the engineer in charge of the works, had an opening left in the dam, for the communication of proas with the harbour basin in case of the new mouth of the harbour being closed up on account of silting.
Soundings made in 1918, showed in fact that the originally dredged mouth had been replaced by a gulley, bending in north western direction, while it was also proved that the depth of the passage in the dam was kept up rather well by the in-and-out-going tides.
These facts gave the encouragement for further expenditures in order to facilitate a more intensive exploitation.
Stress was laid on the improvement of the harbour premises, as these tracts, with their railroad connections, were eagerly demanded at profitable prices by different interested parties a.o a financially strong oil-factory.




TJILAOET EUREUN. Bay with landing stage, 1918.


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The small size and depth of the proa-harbour basin hampered the use of large dredging machines, while on the other hand the results of small machines were too expensive. At present, on account of the landing stages available along the shore and being able to build new ones, if so required, the proa basin is regarded as being of secondary consideration. As this basin can only be used at high tide, the upkeep of a direct and separate outlet into the sea is not necessary.
Thus the plan was made up.
In consequence of the success achieved it was decided in 1919 to further extend the harbour works. On August llth a sum of ƒ 212,000 was appropriated for the completion of the harbour, the filling in of tracts, the building of border works, the construction of simpje landing stages into the sea and in the harbour basin and also some other minor works.
At present these works are nearing their completion.
The goods-circulation at Banjoewangi consists mainly of export.
The export of the main products was:
Year in piculs in Bales
Sugar Coprah Coffee Rice Tobacco
1910 119,000 48,000 7,000 19,000 7,000
1913 117,000 37,000 60,000 6,000 37,000
1914 61,000 51,000 73,000 24,000 25,000
The fruit trade (mainly bananas) with Aust alia is also worth mentioning and can, if properly managed, be to the advantage of the native population.
In 1914 the fruit shipped amounted to 21,000 piculs.
C. The Harbour of Amboina. Ambon, the capital of the residency Amboina is the centre of steamship traffic in the Moluccas. Of old commercial traffic in these region has centred at this place under the Netherlands flag.
The bay of Ambon at its entrance has a width of about 6 nautical miles, then it widens considerably to become again narrower at the end, leaving a small passage of 12 to 19 fathom depth to an inner basin on the east side of which the small town of Ambon spreads itself along the well protected road.
Next to a 83 M. long and 8.5 M. wide landingstage built on screw piles and situated in south-western direction, the government coal-sheds are to be found along a 4.25 fathom deen water front.


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In Northern direction, near Fort Victoria, a small landing' stage has been built for proas and other small boats and connected by means óf a 70 M. long dam with the shore.
Between the two above mentioned landing stages the reader will notice a 17 M. long pier for loading and unloading purposes, formerly the property of the Royal Packet Co. This pier together with a tract of ground and the offices, warehouses etc, built thereon, was taken over by the government in the year 1910 for the sum of / 39,000. The latter pier has also been connected with the shore by means of a dike, which has been widened locally and on which custom houses, having a total area of 840 M2, are built.
About the year 1916 the available landing stages and storage space proved to be unsufficient for the increasing commercial traffic Besides, the condition of the small landing stage, which was too short anyhow, had become such that repairing would be as expensive as a total renewal.
In December 1916 the building of a reinforced concrete landing stage, situated a little north-east of the landing stage, formerly owned by the Royal Packet Co., was decided upon. The front of the new construction was to line up with the front of the existing landing stage.
The new landing stage was to have a length of 100 M. a width of 10.5 M. while three 21.55 M. long and 10.5 M. wide foot bridges were to connect the landing stage with the premisses in back of iir.
In direct connection with this construction the filling in of a rectangular tract of ground, extending length wise, was started in 1917, offering sufficiënt space for the building of several other godowns.
Two of these godowns, each having on area of 30 x 37.5 M2; and being separated by a covered passage way, have been built by the government.
A 15 M. wide high way, connecting the new landing stage directly with the " Chineesche Straat" (Chinese Street), the commercial centre, joins the old road leading to the wharf formerly owned by the Royal Packet Co., and at present kept up as a reserve and complement of the new construction.
A few 10-15 M. wide cross roads have been built for traffic in a sideways direction. The total cost of the new harbour works built in a way to allow spacious further extensions, amounts to half a million guilders.
As to goods circulation and navigation it should be kept in mind that Ambon is a transhipment harbour, for the


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goods shipped from and to Banda, Ceram, the Tanimber islands, Boeroe, South New Guinea, the Key—and Aroe islands, in consequence of which native proa navigation is important.
Coprah is exported from the south coast of Ceram, the -Tanimber islands, the Key-islands and New Guinea, while ratan is shipped from the island Boeroe. As to further goodscirculation we mention birdskins from south-New-Guinea and shells from Dobo (Aroe islands). The island Ambon itself has no signilicane with regard to its hinterland.
The main imported articles are rice and other provisions, also petroleum and cloth-goods.
The numbers of steamships arrived during the different years are:
Ye*r Number of Ships Netto contention M*
1910 104 413,700
1913 143 421,700
1914 168 491,000
1915 133 443,500
1916 140 406,600
1917 139 461,500
1918 124 351,300
D. The Harbour of Menado.
For the harbour of Menado the river of that name has been utilized. Also in this case the incalculable influence of the currents of East-India was experienced.
The Menado, also called Tondano river showed a constant inclination to divert its mouth in southern direction, involving an alarming decrease of shore width and the formation of shallows, causing much inconvenience to navigation.
A battle between human ingenuity, trying to check and guide the current by means of dams, and the river resulted, the latter breaking up what the former had achieved, while several buildings and warehouses along the shore were threatened with destruction.
In 1893 the situation was at last mastered in so far that a 60 M. long dam, the extension of the left border, remained intact, resulting in a widening of the shore on account of silting and assuring a further existance of the coast line.
The expectation, that the river would scour the shallows in front of its mouth was disappointed.
Proa navigation between the ship, anchored on the road, and the unloading berth up the river, though the proas only


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had a maximum draught of 1.5 M. when fully loaded, was hampered by this shallow, which in stormy weather was the cause of breakers and which at low tide was unnavigable.
An iron landing stage built south of the river mouth did not relieve the situation on account of a strong silting at its head end.
This landing stage can only be used in good weather for the ntooring of small proas, such as are used for passenger traffic.
At very favourable weather, the use of the Menado river can be eliminated, the proas having a chance to run ashore in front of the three custom house godowns built on the harbour premises. On account of the large width of the beach at low tide, this way of loading and discharging is rather trouble some for freight traffic.
Regardless of the above situation commerce and navigation increased continuously in consequence of the prosperity of the surrounding regions of Menado.
Besides the northern peninsula of Celebes, the so called Minahasa, also the Sangir and Talande islands and Balaang (Mongondou) are counted to form a part of the hinterland of the harbour of Menado.
In consequence of the fact that at present Menado is touched by large ocean steamers sailing to Japan and East-Asia, the products from Gorontalo, along the gulf of Tomini and those from Ternate will be shipped to the harbour in question.
As to the latter traffic much is being expected, founded on what has occurred so far and also on the different future possibilities, inclusive harbour improvement.
The number and tonnage of ships, having called during the different years are:
Year Number of Ships Netto contents in M*
The goods-circulation for Menado only, not counting the export to Sangir, the North coast, Gorontalo etc., has a value of:
1910 1913 1914 1916 1918
160 140 136 133 150
562,000 694,000 720,000 584,000 633,000
Year
1913 1914 1916 1918
Guilders. 8,500,000 9,300,000 7,200,000 11,600,000


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The import value is 60—70 per cent. of the total and consists mainly of rice (in 1914, 1915 and 1916 respectively 95,000, 91,000 and 108,000 piculs) and cloth goods.
The amounts of coprah, one of the main export-goods, shipped in 1914, 1915 and 1916, were 142,000, 89,000 and 120,000 piculs.
The commercial firms of Menado naturally regretted the increased silting of the river, preventing the use of proas having greater capacity, which was necessary in order to shorten the stay of the steamers lying at anchor on the road.
In 1919 the money for the building of a new proa harbour together with an improvement of the river mouth was granted. The latter improvement was planned by building a slightly cürved pier out into the sea from the south bank of the Menado river to beyond the breakers and by the construction of a dam on the right bank of the river. X. j^ïija
In consequence of these works and with the aid of not too intensive dredging a sufficiënt depth of the river at low tide is likely to be maintained, so as to allow the use of sea worthy proas of 2 M. draught. The entrance to the proa-harbour basin will be at the river mouth and the basin is to be built parallel to the shore, the outcoming mud and sand being used for the filling in and raising of the tracts towards the sea side.
These works, the cost of which, together with the expenditures for sheds and landing stages, will approach the amount of one million guilders, art at present in execution.
The intention is to restrict the expenditures for the proa harbour in order not to delay later on the building of a harbour for sea going vessels.
The slope of the beach at Menado being steep, a great water depth is acquired not far from the shore, on account of which fact an ocean harbour can only be built landward.
This however would demand the expenditure of several million guilders. Therefore the question as to whether such a harbour would be able to pay its way must be thoroughly investigated before the execution of such works.
Traffic of nowadays as yet does not allow such a decision and the extensions and improvements of the harbour are kept within the limits of its present significance. In the meantime further development of traffic is being watched, which eventually may lead to improvements on a large scale.
After the building of an ocean port, Menado will become the export-harbour for all products from the Sangir and


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Talande-islands together with those of Minahasa and Tominibay. The export of the residency Menado, not including the capital Menado itself amounted to round / 9,000,000 in 1917 and ƒ 12,500,000 in 1918.
Without exaggerating the total export of the entire hinterland may be put at 20 million guilders. In case of a further increase of copra prices and if more plantations are opened up, the last mentioned amount may be expected to go up to 25—30 million. This would permit the expenditure of 4 million guilders for a sea port, without over burdening the harbour dues.
This so eagerly desired improvement will also be of great importance for the population of Minahasa, whose fidelity for the Netherlands and its Queen has been many times expressed in a striking way.
For the realization of this plan however the accommodating spirit of this population is looked forward to, showing their willingness of rendering their services in order to overcome the prevailing shortage of labourers.
E. The Harbour of Bandjermasin.
Bandjermasin, the capital of the residency " Southern and Eastern Borneo," is situated about 30 K.M. from the mouth of the Barito river, and on the west bank of the river Martapoera at a distance of 9 K.M. of the junction of both rivers.
North of Bandjermasin the Barito and Martapoera are again connected by the river Soengei Kween, which together with the other two rivers forms a low and marshy triangular island.
The situation of Bandjermasin on account of the numerous navigable water ways on all sides is every favourable for commercial traffic.
For this reason Bandjermasin has become the storage place for the products of the enormous river basin of the Barito.
The export goods are: coal, copra, gum and different kinds of resin, ratan, katjang, mats, copper-ware, fruits, birdsnests, dried fish, hides, lumber, chopping-knives, eggs, pepper etc.
Import goods are: linen, gambier, tobacco, salt, pottery, copper, paper, petroleum, oil, rice, drinks and victuals, clocks, bicycles, paints, flour, commodities, machines etc.
During the last years especially the export of lumber and coal has increased considerably. The lumber export being 10,000 M» in 1915, was increased to 58,000 M» in 1917. In connection with the many granted and soon to be exploited timber-felling-concessions, the lumber-export is expected to in-


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crease considerably. Still more self-evident are the figures about the coal-export of the last few years. The amount of coal exported from Bandjermasin in 1915 was only 2,000 tons, which quantity increased in 1916 to 19,000, while 53,000 tons were shipped in 1917.
With regard to navigation, the underneath table shows the growth of traffic as a consequence of the increase of import and export.
Year Steamships Sailing-Vessels
No. Netto tonnage No. Netto tonnage
in MS in M»
1905 266 432,000 584 22,000
1910 311 494,000 549 12,000
1913 351 584,000 573 18,000
1915 357 . 611,000 653 20,000
1917 538 779.0Q0 871 34,000
1918 415 546,000 856 34,000
The receipts of the custom house were ƒ 223,000 in 1903, while ten years later this amount was increased to ƒ 611,000, of which sum about ƒ 200,000 was received on export dues on forestry-products.
The harbour entrance for sea going vessels is formed by the very wide rivers Barito and Martapoera. In consequence of a mud bank in the sea, in front of the first mentioned river (at low water a depth of less than 6 feet is available), the larger vessels of 13—14 feet draught, calling at Bandjermasin, can only pass at high tide. Besides the draught also the length of the ships is limited on account of the Martapoera river being narrow and full of bends, the maximum length being 85 to 90 M. In connection herewith a few years ago a signal service was opened between Bandjermasin and the so called " Schans van Tuil," the outlet of Martapoera into the Barito, in order to avoid two larger sized vessels to meet on their way.
Further more, the width of the Martapoera river at the harbour yard, at the so called " Groote Boom," is only 100 M. which hampers the manoeuvring of the ships.
The harbour establishment consists of a 250 M. long and 11 M. wide landing stage on screw piles, offering anchorage to 3 ships of the normal type having a draught of 4 to 5 M. In back of the landing stage an extensiye tract with several godowns and offices, is to be found.
Though the formerly prevailing faulty conditions were considerably improved by the achievement of the landing stage in 1911, the demand for landing facilities in consequence of the


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present traffic is such as to force the ships lying upstream to wait for their turn of mooring.
Regardless of the latter drawback, it was considered already in 1901, whether the difficulties encountered from the conditions of the Martapoera river could not be overcome by rempying the custom house yard to a spot situated directly on the Barito.
This plan though at first rejected in consequence of the large expenditures connected therewith, was considered again in 1915, when the solution of the custom house problem became urgent.
The choice was left between a removal of the custom house establishment or an improvement of the existing one.
The first solution included the investigation of the possibility to deepen the mud bank in front of the mouth of the Barito, for what would be the use of building an improved establishment far away from the existing harbour yard, which in itself would be inccnvenient and disadvantageous to the present local commercial traffic, if the ships calling at Bandjermasin were to be restricted with regard to draught and length in consequence of the mud bank in front of the mouth of the Baritó-river.
In such a case it would be better grant the expenditures for the improvement of the existing harbour yard.
In connection with this point of view, the sum of ƒ 100,000 was granted for the dredging of a proöf-gulley of 100 M. width across the 600 M. wide shallow.
A depth was dredged sufficiënt to make the Barito accessible at all times to the largest ships calling regularly at Bandjermasin. In case of larger steamers calling in the near future these ships were to enter at high tide for the time being till further deepening would prove to be remunerative.
At the end of 1916 dredging conform to the natural situation, was started. Regardless of several disappointments encountered (bad weather, isolated situation etc.) the work was steadily continued, resultihg in the achievement of the 7% K.M. long gulley after 1,350,000 M3 of mud had been removed.
The strong silting taking place immediately behind the dredging machine soon proved the upkeep of a sufficiënt gulley to demand a continued stay of the dredger. The type of dredging machine used will in the future have to be replaced by a more powerful mud sucking machine of the " Java " type, as used for the harbour of Belawan.
Like a plough furrows the field, the mudsucker sucks a continual depth, while the ordinary dredging machine achieves holes next to one another.


MAKASSAR. Storage of goods in shed, 1017




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The survey proved the necessity of the continuous activity of a mud-sucking machine. This proof was also to the interest of other harbours in Netherlands-India, situated at wide rivers, in front of which a several Kilometers long shallow extended into the sea.
As yet,-supposing that sufficiënt material would be available to install a mud-sucker for the Barito river, the yearly expense of such a machine weighs too heavily upon the goods-circulation of Bandjermasin.
The plan for a removal of the custom-house-yard has been laid aside for the time being, which in the meantime offers a chance for a sharper outline of the plans for a railway-system in this part of Borneo before the selection of a new harbouryard.
A rather important improvement of the existing harbouryard is in course of execution, the most important part of which is the digging of a small side-canal, which will enable the proas coming from the river to reach the warehouses within the fence of the custom-house establishment, independently of the screwpile landing stage.
F. The Harbour of Pontianak.
Pontianak, situated 19 K.M. from the sea, on the left border of the Small Kapoeas, one of the delta-branches of the Great Kapoeas (1) is not only in an administrative but also in a real sense the capital of the Residency " Wester-Division of Borneo."
Founded in 1771, this town, in consequence of its favourable situation at one of the best navigable branches of the enormous river and being the seat of civil and military government as well as the sultanate, has developed notwithstanding the fact that Pontianak in several other respects is not the most favoured place.
The harbour-establishment consists of a landing stage, 6.25 M. wide and about 300 M. long, in back of which sheds and offices have been built of wood-construction.
Besides, a small dry-dock is in course of construction, which after its achievement is to be used instead of a deteriorated similar construction.
, (1) The river basin of the Kapoeas includes 2/8 of the residency and
has an area of 102,000 K.M2, which is about equal to the area of the island of Java. The length of the river is about equal to that of the river Bhine; measured along its axis the length is 1,160 K.M. while the direct distance from the source to the mouth is 685 K.M. At mean water an amount of 400,000 MS per minute is carried off a littje distance upstream of the point where the first delta-branch is formed.


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Fnrthermore, on the right-bank there are coal-storageplaces with a landing stage and tracts for oil-storage.
The number and tonnage of the ships, having used the landing stage was:
Steamships Arrived.
Year. Number. Netto tonnage in M«
1911 326 263,000
1914 540 280,000
1917 332 254,000
Nearly all import and export of the residency is directed towards the capital Pontianak, while almost all transport, in consequence of the numerous waterways, takes place by water.
Notwithstanding the huge dimensions, the navigableness of the rivers leaves much to be desired. The height of the water is very variable, while rapids or stones restrict the dimensions of the ships.
Apart from significant timber-felling a way upstream the Kapoeas, this river is of no commercial importance up to Sintang. At Sanggau, near which place rubber—and gambier plantations are steadily increasing, the river becomes of greater significance, while on the lower course of the river a lively daUy traffic of large proas, towed in trains by tug-boats takes place.
Also the transport by sea from the different places along the coast north of the Kapoeas (which places produce 70% of the total export of the residency) to Pontianak takes place by towing the loaded tongkangs by means of Chinese tugboats.
These proa-trains are locally called " mosquito-fleets" (muskieten vloten).
Through its commercial connections and the goods-circulation, Pontianak in fact belongs to the sphere of interest of Singapore.
The lion's share of the products goes to this English harbour for transhipment, at which town the employers and financiers of the Chinese managers of Pontianak are residing. During the war however much cocoanut oil (6,600 tons of copra and 2.7 million litres of oil in 1917) were shipped to Java.
Not only with regard to commerce in this residency are the Chinese predominant, but also as planters and cultivators of cocoanut-trees, this way contributing their share towards the development of these regions.


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Between Pontianak and Pamangkat for hours Chinese farms are found here and there interrupted by a village or sometimes a larger community, where next to Chinese toko's also native dwellings have been built. The rubber culture has been largely increased, while also the export of several other products as damar, cutch (made out of " bako-bako "—wood and used in tanneries) has been considerably increased.
The amount of export for the main products was for the years 1913, 1915 and 1917:
Kind of Article. 1913 1915 1917
Caoutchouc 86,000 KG. 32,000 KG. 98,000 KG.
Copal I 855,000 „ 211,000 „ 398,000 „
Copra 20^38,000 „ 10,723,000 „ 10,158,000 „
Cutch I 235,000 „ 1,727,000 „ 1,138,000 „
Damar I 1,258,000 „ 1,672,000 „ 3,704,000 „
Gutta Percha 89,000 „ 20,000 „ 42,000 „ Gutta Djiloetoeng
/and Hang Kang | 2,435,000 „ | 920,000 „ 1,680,000 „
Cocoanut oil 1,679,000 „ | 656,000 „ 694,000 „
Oil-cakes 2,706,000 „ 2,303,000 „ —
White pepper 28,000 „ | 217,000 „ 548,000 „
Black pepper 9,000 „ | 25,000 „ 67,000 „
Pinang-nuts | 2,991,000 „ 2481,000 „ I 2,000,000 „
Rattan I 4,354,000 „ 3,240,000 „ 3,131,000 „
Rattan-caneS 18,000 „ 1,600 „ 298,000 „
Sago-powder | 1,431,000 „ 2,542,000 „ 564,000 „
The main import consists of rice, the respective amounts in 1913 and 1917 were 13.2 and 29.5 million K.G. This important increase is for a great part due to the circumstance that the population of the hinterland in order to make more pronts, neglected the cultivation of rice and instead applied themselves to the cultivation of rubber, pepper and gambier.
Also the receipts of the custom house are a scale for the commercial traffic of Pontianak.
They were:
Year. Receipts in Guilders. 1911 440,000 1914 617,000 1917 513,000
The total value of import and export at Pontianak amounted to 30 million guilders in the year 1917.
Before ending the description of the harbour-conditions at Pontianak, something will be told about the entrance from the sea.


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The small Kapoeas river, which flows past Pontianak, and the Koeboe, having its mouth at the Padang Tikarbay, situated in more southern direction, are the main navigable branches of the Kapoeas delta. The Koeboe, in consequence of its deeper natural entrance, before the deepening of the small Kapoeas, was the most important waterway to Pontianak, notwithstanding the fact that this river is rather narrow and full of bends while moreover the route along this river and further along the Soengei Penggoer Besar and the small Kapoeas river is considerably longer compared with the direct route along the small Kapoeas. In the beginning of 1911 commercially interested parties of Pontianak petitioned for the improvement of the harbour-entrance, with the result that the government decided to dredge a gulley through the shallow in front of the small Kapoeas, making use of mudwheels, which method had been used before at Soerabaja for the deepening of the " Westgate."
In 1919, at a cost of 850,000 guilders, a continual depth of 3 M. with a bottom width of 40 M. was available.
This result, at the request of the Resident, led to the consideration as to whether it would not be better to stop this work and remove the entire commercial traffic from Pontianak to Telok Mastoera, situated near the above mentioned Padang Tikarbay, by building a sea-port at the latter .place.
In consequence of different practical reasons (the difficulties encountered with the removal of an existing commercial centre being predominant), this proposal was laid aside. The government however decided to grant the yearly sum of / 100,000 for the upkeep of the gulley to a depth of 2.70 M. below the mean sea level until in course of time more effective and cheaper methods of improvement would be available.
An other reason for the maintenance of the passage to Pontianak was the pending extensive plan of railroad construction along the coast in northern direction and inland to Sambas. The execution of these plans will result in a still stronger concentration of goods-circulation and an increase of shipping at Pontianak.
Once the railroad and tram way plans being achieved, on the right bank opposite Pontianak a new harbour-establishment will have to be build, which from a technical point of view, is quite possible.






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G. The Harbour of Palembang.
Sailing from the Straits of Banka up the Moesi river, after going a distance of 90 K.M. along this mighty stream, having a width of 1,000 M. at its mouth and the green borders of which are lowlands, here and there interrupted by kampongs and cultivated grounds, the city of Palembang, the capital of the residency of that name, is reached.
The origin of this important commercial centrum is easily accounted for, considering the fact that going upstream the river, the ends of the more inland situated mountains and hills approach the river for the first time at Palembang. This city is a junction of several mighty streams running in differeni directions. These rivers are navigable for many hundreds of kilometers and allow a deep penetration of the hinterland, large parts of which are very fertile grounds. The products of this hinterland are either exchanged for import goods or paid for in hard cash.
Immediately downstream of the city, which extends or both banks of the 400 M. wide Moesi river, the harbouryard for sea going vessels, the so called "Nieuwe Boom,"' (i) which dates back from 1909, is to be found.
The landing facility, in front of which a waterdepth of
10 M. at low tide is available, is formed by a 250 M. long and
11 M. wide wharf, built on screwpiles and connected with the shore by means of three 20 m. long and 15 m. wide footbridges.
In back of the wharf a spacious tract, partly occupied by storage and customhouse-sheds, having a total area of about 3,000 M2 is to be found.
For further harbour-development, including the building of offices and living quarters, tracts of ground have been reserved, situated towards the landside, further upstream the river.
Beyond the "Nieuwe Boom" you find Palembang proper with its numerous larger and smaller mooring facilities. The so called " Oude Boom." (2) with landing stage, opened in 1894, and at present mainly used by the State-Raüway Co., for the junction with the railroad-station Kertapati by means of a ferry service, is worth mentioning.
Upstream, at the end of the built-up part of Palembang, at the junction of the Ogan and the Moesi river, the terminal of the South-Sumatra railroad is to be found. To facilitate seagoing vessels passing through up to this point (this must be
(1ui ■"Nieuwe Boom" has here the meaning of "New Custom house" after which the harbouryard is named.
(2) " Oude Boom " means " Old Custom house."


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done very carefully in consequence of the numerous floating dwellings, which are characteristic to Palembang), a wharf has been built for the transhipment of goods sent by rail. Next to this wharf a coal conveyor for the shipment of coal from the government's Lematang coal mines is well on its way of completion.
To the general interest of the harbour it would have been better to connect the railroad by means of a bridge across the Moesi directly with the new harbouryard, instead of ending the railway opposite the upper town. .
This improvement however is still apt to be realised ani will be looked forward to. Evidently the execution will depend on the further development of Palembang and the hinterland.
With regard to this further development, favourable expectations are being anticipated, considering the history of the past. ,
A short time after the Nederlands government took over the direct authority of Palembang, which happened in 1825, commercial traffic became thus significant that in the middle of the preceding century round thirty thousand proa's, loaded with goods as rice, resin, different kinds of gum, ratan, cotton etc. arrived yearly at the capital.
The value of the goods-circulation has been estimated (in guilders) as follows: «w?
Year. Import. Export. Total.
The specific values of some of the imported goods were for the year 1917:
1895 1905 1910 1915 1916 1917
2,120,000 4,640,000 7,290,000 9,650,000 8,060,000 11430,000
3,410,000 12,120,000 19,710,000 25,000,000 10,270,000 24420,000
5,530,000 16,760,000 27,000,000 34,650,000 18,330,000 35,650,000
Rice
Cloth goods Iron and Steel
ƒ2,000,000 (round) ƒ2,400,000 ƒ1,160,000
With regard to export, petroleum and benzine are predominant, the value of which goods on an average is about one half of the total export value. These products are shipped


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from Pladjoe, which place is situated downstream of Palembang on the left bank of the Moesi.
To some extend the large share of petroleum-products with regard to the entire goods-circulation causes some anxiety, the springs in exploitation being liable to decrease in capacity or dry up entirely.
On the other hand, the shipment of the products from the soon to be exploited oilfields in Djambi, is planned to take place in the direction of Palembang, which would offset the eventual disappointment, just mentioned.
Moreover, for each harbour sudden new points of view are showing up, enlightening a temporary darkness in a most unexpected way.
So f.i. the cultivation of rice on a large scale and according to modern methods is in course of preparation. Culture in the highlands of Palembang is also progressing. In August, 1919, cöffee was bought up from the population to the amount of 1% million guilders, while at present the population owns already about 6 million hevea's. Malay planters, 50-60 in number, under the direction of an agricultural teacher of the government, have founded a factory at Tjempaka on a co-operative basis, turning out 60-70 piculs of rubber sheets a month, the same amount as produced by the European enterprises, which are also being considerably extended.
Cotton from Lahat, Tebing, Tinggi and Moeara Doea is being sold at very profitable prices, in one word, here the reader will find a very quickly developing hinterland, which, as indicated briefly before, will have a considerable share in the coal-supply of the Archipelago.
At present the recently started Lematang coal mines produce already 10,000 tons monthly and within a reasonable space of time a yearly production of 500,000 tons is looked forward to, which amount is liable to be still further increased.
Unfortunately, too great a part of the goods-circulation, instead of being transhipped at national harbours, goes to Singapore.
This is, like in the case of Pontianak, due to historical conditions and also to the method in which credits are granted.


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As far as shipping per Royal Packet Co., is concerned, in 1916, the amount of 59,500 tons was imported over Singapore against 12,700 tons over Batavia, the corresponding figures for import being 24,500 and 9,700 tons.
The following statistics about navigation from Palembang to sea (for the upstream direction no accurate figures are available) give an idea of the significance of this harbour:
Ships having Sailed from' Palembang.
Year. | Steamships | Sailing vssels. I Lighters
I Netto I l Netto" I | Netto I No. | Cont. | No. | Cont. | No. | Cont. | i in M3 | | inMjsj | in M»-
! ! 1 1 i i
1905 | 564 j 706,000 j 482 j 29.500 j — | _
1910 | 594 j 910,000 j 511 | 14,600 | — I —
1913 | 572 | ,844,000 j 426 | 57,000 | 43 | 135,000
1917 j 411 | 544,000 | 465 j 31,000 | 80 | 223,000
Lighter traffic for the transport of petroleum from Pladjoe to the place of transhipment in the Banjoe-Asin bay is duè to the shallows at the mouth and at some other places of the Moesi river.
These shallows are the drawbacks for the development of the harbour of Palembang.
If these conditions were not to be improved, the new irrigation works, the railway-extensions, the upkeep of the highways and the increase of the production would not be
justified.
At present the maximum draught for steamships touching Palembang is 6.10 M. or round 20 feet.
Such deep-drawing vessels however can only enter at favourable tide and at times of high waterlevel in the river.
The most usual type of ship entering the harbour of Palembang has a draught of 14 feet (4.2 M). Those ships being rather small (a little less than 2,000 tons), they are not economical for regular mass-transport (fi. coal) to much deeper harbours. In such cases larger ships are used more advan-




ËMMAHARBOÜR. Mechanical coaling-equipmerti


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tageously even if this necessitates rather expensive harbourimprovements.
A study of this problem with regard to the Moesi-river showed that a deepening of the river suitable for a 30 or a 26 ft. draught of ships and the upkeep there of would be above all financial limits. In case the draught of ships entering at all times is restricted to 16 feet, which means a maximum draught of 22 feet for ships entering and leaving at high tide, a considerable improvement can be made, the costs of which are within reasonable limits.
The deepening of the shallows in the Moesi is rather simple and not too costly, but the dredging of the river mouth together with the upkeep will demand a large sum of money.
For this reason the question as to whether a channel of about 5 K. M. length dredged above the mouth of the moesi in the straits of Banka and connecting the deep part of the river with the Banjóe Asin bay, is worth of consideration. This gulf, generally offers a calm water area, having sufficiënt depth for the navigation of the largest sea-going vessels.
The canal, which is to run through lowland can be built rather cheaply, the preliminary estimate being about two million guilders, while the cost of upkeep is considered to be small.
Moreöver, next to the canal, a transhipment-station for ocean-navigation could be established..
At present these rather vague plans for the future are being seriously considered, while the most shallow parts of the Moesi are being dredged.
H. The Harbour of Benkoelen.
These who think that improvements of the harbour conditions at Benkoelen, the capital of the residency of that name, will be in the future derogatory to the harbour of Palembang, may be called rather overhasty in their thoughts.
From the underneath explanation it will be clear that the harbour-establishments are of very simple nature and of limited significance.
In the year 1907 the harbour of Benkoelen consisted of a short landingstage and a quaywall of some meters length with a customhouse-shed and some other storehouses in back thereof. The swell of the sea in front of the wharf was more or


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less relieved by a reef situated at some distance from the coast and in back of which the proas could fmd a rather quiet anchorage.
However the water was too shallow, which was very inconvenient. Moreover in consequence of the steady growth of the coralline bottom of the sea this depth decreased continuously. In November, 1907, the sum of round of 41,000 was granted for the dredging of the. harbour to a depth of 6 feet below the lowest occurring tide.
Soon it was seen, that the dredging-machine, without further improvement, was not capable of doing its work in consequence of the swell of the sea. For this reason plans were considered for the building of a break-water at the existing reef. At the same time the opportunity was seized to point at the very unfavourable condition of the customhouse-establishment, caused by a pinching lack of space.
In 1911, the west-dam of the harbour-basin, built out into the sea was started to be constructed, while moreover the money was granted for the nlling in of a tract of ground 100x40 M., provided with a quaywall.
The new harbour-yard was to be built east of the then existing wharf.
When the construction of the west-dam, which runs about parallel with the coast, was nearing its completion, it was found that much sand was deposited in the proa-harbour. Moreover, at rough weather, powerful breakers, endangering the highway along the shore, were formed on the coast, beyond the customhouse-office. The building of a second dam, east of the first one, was considered necessary, which work was started in 1913. In the meantime the need of more mooring-facilities for proas was evident.
The opening between the ends of the two dams was 60 M. wide, measured at the bottom.
In spite of the completion of the second harbour-dam, complaints about the troublesome breakers continued to be heard. The quaywall right opposite the harbour-entrance usually proved to be inaccessible.
Since then several schemes for the improvement of existing conditions have been suggested.


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So far no conclusive solution has been found, in consequence of two factors.
In the first place, the goods-circulation is not such as to permit the expenditure of large sums of money for a proaharbour.
In 1918 the total import and export amounted to 16,058 tons (of 1,000 K.G.), which amount increased in 1919 to 21,010 tons. The shipment of goods for the government amounted to 7,523 and 8,177 kojangs during the years 1918 and 1919.
A second obstacle is the condition of the Poeloe-bay.
Those predicting a great future for Benkoelen and its hinterland, dream of a sea-port, in connection with the naturally formed basin on the Poeloe-bay. This basin, notwithstanding its great and partly deep water area, would demand an expenditure of at least five million guilders in order to make it suitable for large sea going vessels. Before deciding to the execution of this large piece of work, more striking date about the future of this harbour are waited for.
CHAPTER V.
Description of the smaller Harbours.
It is self-evident that a description of all of the more than 500 smaller harbours is beyond the limits put to the object of this pamphlet, even when restricting oneself to the shortest explanations.
As among this large group there are some harbours of certain importance, three of them will be placed in the foreground. This trio consists of a small harbour having a quaywall, another one with a wharf on screw-piles and a third one provided with a more simple wood-construction.
A. The Oosthaven (East-Harbour).
This harbour, situated in South-Sumatra, at the Lampong bay, does not owe its existence to a steadily increasing commercial centrum, but exclusively to the South-Sumatra Railroad. In planning their new railroad the South-Sumatra Railway Co., was looking for a convenient terminal near Telok-Betong the capital. of the Lampong Districts, in order to obtain a direct communication with sea-going vessels.


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However the eyes were not directed towards Telok-Betong, which from an economical po int of view was the most favourable place, but a spot,9 E. M. east of Pandjang was attentively looked at. Here a rather deep natural basin was formed by coral reefs, while at Telok-Betong such a basin was lacking. Moreover it was feared that the river near Telok-Betong might cause a silting of an artificial harbour. The gradual slope of the sea bottom at Oosthaven facilitates the direct communication between the steamship and the shore.
These advantages were considered to outweigh the obstacles caused by the long distance between the new harbour and the existing commercial centrum. Moreover, in consequence of the intention of removng the commercial centrum from TelokBetong to Tandjong Karang, situated more inland and at a higher elevation, the designer chose the above mentioned place instead of Telok-Betong.
As was to be foreseen, so far the expectations have been disappointing. Notwithstanding the facts that Telok-Betong has no railroad connection, while the Oosthaven has been built and Tandjong Karang has been founded, neither a removal nor a decrease of traffic has taken place at TelokBetong.
Thus the situation of harbour conditions became rather peculiar. It was decided however to sustain the plans fór the Oosthaven, as large sums of money had been spent already on the construction of the railroad and its terminal. Very likely a railroad connection between Telok-Betong and a point near Oosthaven will be constructed in the near future. The railroad will then have to compete with the proas, which up to the present bring the goods, discharged at Oosthaven, to Telok-Betong.
The station, the railroad yard and the screw-pile wharf built in 1915, which landingstage is of little importance with regard to freight-traffic, are all rather small. Loading and unloading is mostly being done by the use of proas. In consequence of this fact the existence of Oosthaven next to Telok-Betong so far has been of little or no use.
The completion of the 170 M. long quaywall (of the caisson-type), now in course of construction, offering a waterfront of 9 M. depth and provided with werehouses and mechanical outfit, will be a great improvement of the existing conditions allowing the handling of one large sea going vessel or two smaller coasting steamers right at the wharf.


6ELAWAN-DËLI. Old establishment for coast-navigation.




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The works at present in course of execution have been designed in a way so as to allow for further adjacent extensions in the future.
The hinterland of Oosthaven, bounded by that of Benkoelen and Palembang, is being developed gradually.
The cultivation of the different products, destined for western markets, is beng extended, while some products as f.i. pepper are in a state of great prosperity. Considerable traffic in steel and iron is being expected in consequence of the just completed blast-furnace.
The number of large vessels having called, is for the different years:
Year. Number. Contents in M3. 1910 210 472,000 1913 249 712,000 1915 288 861,000 1918 281 635,000
B. The Harbour of Pantai-Timorbay.
With regard to natural harbours, the rich, interesting and exceedingly beautiful island of Bali, is rather unfortunate.
Though the road of the capital Singaradja, situated on the north coast of Bali, was rather suitable for the loading and unloading of commercial goods and cattle into proas, the connection between sea going vessels and the shore at times was very risky and sometimes impossible.
Although the products from South-Bali, the most important part of the island, were originally shipped from Koeta, sistuated in the north-west part of the Pantai-Timorbay, this traffic was removed to Benoa on the south-east side of the entrance of the same bay, in consequence of the building of a landingstage at the latter place.
This landingstage could be reached by small coastingvessels sailing from out sea through a passage offering all kinds of difficulties with regard to navigation.
From there the goods were transported over a distance of some kilometers to Pesangaran, situated. south of Den Pasar, the capital of South Bali, by means of sailing-proas These proas, of 2%-3 kojang carrying capacity had to go along creeks, running in whimsical meandering course through the flat shoal, which at low tide ran dry, preventing all traffic. Passenger-traffic was also extremely primitive.


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In connection with the steadily increasing significance of the island, an improvement of the above mentioned conditions was very urgent.
In 1907 a committee of technical and nautical experts was appointed for the improvement of the harbour conditions.
A definite plan, the cost of which was estimated at ƒ403,000, was not presented until the year 1913. The government granted the authorization of the execution in the same year. A dam of about 3 K. M. length, built across the flat shoal was to connect a filled in harbouryard of 80 x 80 M., situated near a deep waterfront, with the shore at Pesangaran.
Sheds and commercial buildings were to be erected on this harbouryard, while also the construction of a future tramway was considered.
During the course of construction, in consequence of the different obstacles encountered, the plans had to be simplined. Specially the labour-problem was exceedingly difficult to solve.
Originally, by paying for statute-labour, the services of three to four hundred labourers a day, was counted upon. The compulsory character of those services, the small wages (less than 30 ets. a day), the unhealthiness of the building ground, the long distance from the dessa's (native village) to the works and several other reasons caused the population of Bali to be very much opposed to the building of the new harbour-establishment.
At last the situation had become such as to require the application of mechanical means for the transport of earth, while later on when the connecting dam was nearly completed, free labourers from Java were imported, which resulted in the unexpected willingness of the South Balinese population to do a good days work for ƒ0.75 a day.
In spite of the ill-fated influenza-epidemy, the entire works, inclusive the building of government sheds and a petroleum-storage together with the dredging of the shallows in the gulley leading to the sea, were completed in the spring of 1919.
The Jatter extensions and the above mentioned labour difficulties were the cause of the expenditures to surpass the original estimate, the total cost being round ƒ1,000,000.


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Navigation as well as the total import and export (about one million guilders), are as yet inconsiderable. However it is expected that the development of the hinterland will soon cause the new harbour-establishment to pay its way.
The main import-goods are medicines, cloth-goods and several building materials.
The export consists mainly of pigs, the relative numbers exported (for the greater part to Singapore) in the years 1916, 1917 and 1918 being 34,660, 42,650 and 26,550, the values of which have been estimated at ƒ537,300, ƒ853,000 and ƒ531,000. Further export articles are copra, hides and cocoanut oil.
C. The Harbour of Bagan Si-Api-Api.
In consequence of the intention of the government to support the development of fishery, which strive has become more evident in the last years, the harbour of Bagan SiApi-Api, situated on the east-coast of Sumatra, at the straits of Malacca, has been selected in this pamphlet as one of the smaller harbours worth of special attention.
On Java and Madura this strive is being realized by the building of special fishing-harbours, the harbour of Sarang near Rembang being the first experiment in that direction.
Here two small harbour-dams, built out into the sea, allow the fishing boats to enter the artificial basin without running the risk of being damaged by stranding. Along this basin, sheds, slips and other facilities have been provided.
With regard to small harbours of this kind, requiring an initial expenditure of at least ƒ300,000, it has been so far out of question to make the works pay their way, the cost being far beyond the results of fishery.
The contrary is the case at Bagan Si-Api-Api, where fishery has developed enormausly. Here no expensive harbour constructions have been required.
The situation of the latter place at the 12 K.M. wide mouth of the Rokan, together with the tides in the straits of Malacca, cause a large, 6 M. high tidal wave, the so called "Beno", to come up twice a month in the river at spring-tide (the same phenomenon occurs more strongly in the Kampar-river, situated south of the Rokan, while the Siak-river situated between those two rivers in consequence of its narrow mouth is protected against such a tidal invasion).


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As said before, Bagan Si-Api-Api is a prosperous fishingplace. Going downstream for miles the large bow-nets (there called djermali), placed on the mudbanks by the fishermen, are noticeable.
Large fishes, caught on the outer banks, are gutted right on board and after returning to Bagan with a sufficiënt catch these fishes are dried in the sun.
In a similar way, but without gutting, the smaller kinds of fish (ikan boesoek), caught more nearby, are treated.
Enormous quantities of shrimps, caught right in front of Bagan Si-Api-Api are handled ashore.
. The yearly fish export of Bagan Si-Api-Api amounts to 35-40 million K.G. two thirds of which goes to Java (Batavia, Semarang or Soerabaja) and one third to the Straits. The fish exported to Java consists mainly of ikan boesoek, which brings in about ƒ6 to ƒ10 a picul. The assorted large fish however bring in from ƒ12 to ƒ30 a picul.
Closely connected with the fishery, which trade is free of duties, is the salt-trade, the important resource of revenues for the government, the. monthly amount of salt handled being 22,500 piculs.
Bagan Si-Api-Api stretching itself for a length of 2 K. M. along the coast is actually a Chinese settlement, the population consisting of 8,000 Chinese against 540 natives and about 11 Europeans. The aspect of Bagan Si-Api-Api harbour is very peculiar, somewhat like Chinese Volendam, (Volendam is a well known fishing place at the Zuyderzee in Holland). In front of the godowns which are built out into the sea on thin wooden piles, the drying-floors (plantarans) are extending over an area of several hundreds of square meters with many small landingstages there between.
About midway of this small place, at the centre of traffic, the governments landingstage (a rather more solid wood construction), a customhouse-office and a produce and fish market are to be found.
For the sake of a convenient handling of salt, the ships carrying this indispensable product are preferably unloaded while moored directly to the landingstages.




BËLAWAN-DEU. Building-site of Ocean-harbffl


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Aa the existing wooden landingstage is in a very decayed condition, while also its waterfront has been silting up, this wharf will either have to be renewed, extended or removed.
The latter kind of improvement would not be advisable with regard to the commercial centrum, which has developed around the present customhouse, while a renewal of the landingstage has to be rejected in consequence of such a construction being too costly in respect to its usefulness, as except for the salt-trade little or no use would be made of such a landingstage. Morébver, without any previous accurate investigation (which in consequence of the advice of sufficiënt experts is further unnecessary) the risk is being run, that a construction extending far into the sea, will have its influence on the shore and the currents, which might be disadvantageous to fishery.
CHAPTER VI. Administration and Exploitation of Harbours.
Up to about ten years ago, there was no question about a proper administration and exploitation of harbours.
The then prevailing regulations caused the harbour-establishments to be nothing but customhouse-yards. Though in some of the harbours, the steamers, bringing the goods, were unloaded directly at quays or landingstages, generally these góods were transhipped into proas and stored in the governments customhouse-sheds. For a certain length of time this storage was free of charge. After the goods had been examined by the custom-house offlcers, they were allowed to be transported to their destination.
The export-goods were of course handled in a reversed
way.
The many other branches of public service, connected with the harbours (navy, army, railroads, civil-service, justice, hygiëne, etc), took care of their own interests as much as possible.
Evidently this chaotic condition was not only the cause of complaints about commerce and navigation, but it also prevented a rational extension. „
At the discussions about the plans for the enlargement of the harbour-establishments of Soerabaja, the before mentioned committee of Messrs. G. J. de Jongh and Prof. Dr. J. Kraus also advised the government as to the form of port administration and the proper exploitation of harbours.


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The government not only accepted the announced principles of said committee for Soerabaja, but also for all other harbours.
A new era opened up, as several of the changes were indeed very radical with regard to prevailing conditions in India.
Instead of first transporting the goods to the custom houseestablishments, where the offices used to examine them, these officers were to become ambulate and inspect the different goods there where they had been stored on the harbour premises.
The harbour was to be worked on a commercial basis. No profits were to be made however, the only intention being to make a harbour pay its way in order to make up for the expenditures. As much as possible was to be left to private initiative. A small part of the quays with the tracts* of ground in back of it, inclusive some sheds and warehouses were to be controlled directly by the harbour-administration. However this part of the harbour premises should not be extended further than required for a controlling influence on the goods-transport by enabling the harbour-administration to put down a trust formed by private transfer companies, this way limiting the increase of rates.
Certain parts, as mechanical outfit of the quays, water-and electricity supply, were to be controlled as a monopoly by the harbour-administration.
As to the general exploitation of harbours the above mentioned committee advised to strive for continuity of central and daily management. This committee also announced the principle of having all harbours .and everything connected therewith, controlled in an administrative and fiinancial sense by a managing-board, under a suprème control of the government; the power of this board is to be about similar to the authority of the director of Public Works.
In connection with the lack of experience with regard to port-administration in India and in consequence of the many radical changes required as to the authority of the different branches of government-service and the municipal councils, the existing conditions could not be changed suddenly. The prevailing situation had to adapt itself gradually to the new ideas. For this reason it was not advisable to entrust the management of the more important harbours forthwith to an assigned committee. Hence the tempörary measure of appointing for each of the large harbours a director, an assistant-director and an advisory committee.


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The first institution of that kind was formed in January, 1912, for the harbour of Tandjong Priok.
The position of harbour-director is preferably to be filled by one of the engineers of the governments hydralic department. This official is in charge of the construction, upkeep, improvement and extension of harbour works while also the exploitation of the harbour is entrusted to him. It is his duty to submit all his proposals to the opinion of the harbourcommittee, before presenting them, together with the ideas of> that committee, to the chief of the Department of Harbourworks. Also of its own accord the harbour-committee is free to make proposals to the chief of the department or the government, but the character of this committee is fixed as being of strict advisory nature. At the request of the committee as yet the conferences are not heid in public. A concise report however is handed to the daily newspapers.
The composition of the Advisory Committee is not the same for all of those large harbours but it varies according to local conditions.
Besides the harbour-director, also chairman of the committee, this body consists of the following members:
The Harbourmaster.
The Superior Custom-house officer.
One member, assigned by the local council, whether or not one of the members of that council (in case of the harbour being situated in a community, the mayor is often elected) three members appointed by the Governor-General and selected from the leading men of commercial and steamship companies As a rule one of these three is the representative of ocean navigation the second that of coastal-navigation, while the third member is the representative of commercial interests.
Besides the just mentioned members, for harbours having
of lhlh? I 1 bC Selected for meml"*ship and in case of a harbour being connected with a private Railway Co., one of the representatives of that Company will be a member of the Advisory Committee.
At Tandjong Priok also a medical adviser, at the same time harbour-physician, appointed by the chief of the Boïd of Health, has been added to the committee.


i
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Netherlands East-Indian-Harbours. )
With regard to the members of the committee, the only requirement is that they are Netherlands citizens. For the rest there is no objection to business relations with foreign companies.
The assistant-director of the harbour is no member of the committee. However, he as well as the secretary-bookkeeper, are present at the meetings in order to enable them to relieve the director upon occasion.
The first task of the instituted harbour-board was to make proposals for the unification of harbour-management.
Hereto several shiftings of authoritative power were required. For a proper harbour-management it was necessary to assign the power of authority to the managing harbourboard.
Although harbour works include the building, upkeep, improvement and extension of the harbour-establishments, the actual daily work consists of: the supply of landing—facilities, storage space and tracts for industrial purposes, the building of sheds, workshops and offices, the upkeep of the waterarea's the installation of mechanical outfit for the handling of goods, the handling of the latter itself, also the supply of electrical power for lighting and other purposes, water (mainly for the ship), towing, and fire extinguishing materials, means of transport by land and water, the advancement of workingmenssettlements near the harbour premises, the taking of the necessary hygienic and other social precautions required for a modern harbour-management. It is obvious that the harbourboard does not necessarily have to attend to all of those details herself. Several branches of the harbour-service may be handled by other departments of civil-service or by private companies. The harbour-board however must have a decisive influence on the way and the terms of such management.
In this way the maintenance of order and safety by land, the supply of water and lighting for the harbour premises, do not belong to the duties of the harbour-master.
So far the maintenance of order and safety by water has been left to the harbour-master, although for the unification of harbour-management it would be necessary to relieve that official of those responsibilities.
As to the reservation of berths for arriving vessels, the


«JARAMfl rnnl-stnrap-p nlace.




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harbourmaster is restricted in so far that he has to follow the instructions of the harbour-director as long as they are not against the regulations or general interest.
Those regulations deal with rules for navigation, anchorage,
etc.
The storage of goods, formerly performed by the customhouse-service, was taken over by private companies, reducing the work of this branch of civil-service to the assurance of government-duties.
The goods are stored in private storehouses or in sheds as indicated by the harbour-board. The storage-rent goes in immediately after storing the goods, which have to be removed after inspection by the customhouse-officers.
In the regulations for several of the harbours rules concerning the storage of goods are to be found.
The relation with the State-Railways has been regulated in a way as to give the power of authority within the harbourpremises to the harbour-board. This principle will also hold for the regulations yet to be arranged with private railroad companies.
The railway Companies however are free in their actions within the premises leased by those companies. With regard to the use of highways and the connections- with quays, warehouses and private premises they are restrained by the port— regulations and the decisions of the harbour-committee.
The local councils, formerly also entrusted with the management of the harbours, situated within their communities, have been relieved of that part of their duty. At present however the ordinances of those councils still hold for the harbour premises. This situation cannot be maintained much longer.
The Department of the Interior (civil) Service has resigned its rights at the foregoing of property around the harbour.
The Director of ublic Works has been vested with the authority for the lease of everything connected with the harbour. However, before using his authority, the opinion of the Advisory Harbour Board must be heard.


90
Netherlands East-Indian-Harbours. )
This department-chief has also the power of entrusting bis authority entirely or partly to the harbour-directors or the chiefs of provincial or local government, under conditions made by him.
By government ordinance it was decided that the different branches of government-service were to pay the same rates for the use of the harbour-establishments as private parties. Only in exceptional cases, when urgently demanded by the general interest of the country, preference for the use of the harbour must be given to Netherlands warships, ships of the beaconage and coast-light service etc and also to all vessels chartered by the government.
The domain of a harbour consists of the harbour grounds and the waterarea.
So far as the use of the grounds are directly influenced by the presence of a harbour, they are recognized as to belong to the harbour premises.
For some harbours, in order to avoid confusion, more exact boundaries of the harbour premises were indicated by the government.
In connection with the levying of harbour dues, the lease of water area's and also for technical reasons (the care of sufficiënt waterdepth and to prevent the building of constructions which would encourage silting) it has been found to be necessary to couht also the waterarea's to the harbour domain.
Within the harbour domain exceptions as to the general government regulations are gradually being allowed. So fi. the reservation of storage for and the regulations for the possession of petroleum and similar inflammable fluids together with the requirements for such establishments are entrusted to the director of Public Works, who is allowed to pass his authority to the harbour board.
Besides the harbour domain proper, around this as a rule a sphere of interest to be found, not subjected to the authority of the harbour-board. The situation of these grounds with regard to the harbour is such as to make it desirable not to take any decisive measures within that sphere such as fi.


CHERIBON. Proa-harbour.




Netherlands East-Indian-Harbours.
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the foregoing of government-property or the execution of important works, before allowing the harbour board to pronounce its opinion as to the interests of the harbour.
The boundaries of this sphere are to be determined by the Governor-General.
To the interest of the middle sized and smaller harbours, in conformance with the principles of Messrs. Kraus and de Jongh, harbour-managers have been appointed for several of those harbours. As a rule the management and exploitation of these harbours is not so comprehensive to require the appointment of a special officer for that task.
Up to the present the harbour-managers have been selected from officials like the harbour-master and customhouse officers, who in consequence of the nature of their position had already much experience in harbour matters.
Such harbour-managers have been appointed at Banjoewangi, Panaroekan, Patjitan, Palembang, Benkoelen, Sibolga, Asahan, Pontianak, Bandjermasin and Ambon, while more appointments are to follow in the future.
It was considered necessary to support the work of the harbour-managers and to connect the interests of the large harbours closely with those of the smaller neighbouring harbours.
For this reason the entire Archipelago has been divided into seven districts, each of which is situated around one of the main harbours, while each district is managed by the Harbour-director of the main-harbour within that district. Within each district the building, extension, improvement, etc, of harbour works is subjected to the advice of the harbourdirector of that district.
As the middle sized harbours should be considered as being of more than ordinary significance and as sufficiënt local interest with regard to harbour-matters may be expected, advisory committees, presided by the harbour-manager and similar to the harbour-committees of the large harbours are being appointed. After the appointment of such an advisory committee, the harbour in question will still remain to belong to the district. Such a harbour however will hold out a prospect of a still more intensive care of its interests.
The harbour of Palembang will be the first of a series


Netherlands East-Indian-Harbours.
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of harbours, where the just mentioned Advisory Committees will be appointed, to be followed by Cheribon and other harbours.
As shown at the description of harbour-management. the director of the Department of Public Works, who is the suprème chief of the harbour works, is vested with the highest authority in questions concerning harbour matters.
This chief official is assisted by the chief of the technical division of the harbour works (division H), whose position since 1915, has been joined with the then instituted function of General Harbour Adviser for Netherlands-East-India. The latter function, as indicated by the title, is a broadening of the position of Adviser of Harbour-management. which had been instituted some' years before.
The division H, taking into consideration the necessary and encouraging independence of each harbour-board, is the advisory body with regard to technical problems, administration and exploitation of harbour works, guilded by the principals of central management and uniformity. The branch of service called "Government Dredging works" has been made a subdivision of the division Harbour works" (division H).
The technical management of a harbour is regulated in accordance with the regulations of the Department of Public Works, while the harbours are- managed in an administrative sense according to commercial principles. The government for the sake of general interest, demands that no profits are to be made. However, those making use of the harbours will have to pay in the long run for the interest and redemption of the capital spent on the harbours as well as the yearly costs of upkeep and management.
The yearly financial burdens of a harbour are mainly formed by the amount to be paid to the government as a redemption of the capital spent on the building, improvement and extensions of harbours, the sums required for exploitation and upkeep, the interest of the as. yet unpaid debts etc.
These yearly expenses must be compensated by the assets, consisting- of the rents to be paid by those making use of the harbour for landing facilities, storage space, machinery, water and electricity supply, etc., and the returns from the levying of harbour dues.
The latter charges need a further explanation.
The rents paid for the harbour facilities and the charges for rendered services together with other incomings, as a rule,


AMBON.
Reinforced concrete landing stage and sheds in course of construction, 1919.




Netherlands East-Indian-Harbours.
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will not be sufficiënt to compensate for the interest and redemption of the capital spent by the government on harbour works, exploitation and management.
To explain this pronouncement, firstly the reader should be well aware of the fact that not all available harbour-facilities suited to be rented are able to pay their way (fi. cranes) and secondly that there are no or very insufficiënt returns as against the costs of facilities not suited or only partly suited to be rented (fi. roads) and the expense of indispensable, nnproductive services (street lighting, surveillance, fire-service, scavengering, etc).
It is true that the profits made on the rents of certain harbour facilities are to be deducted from the debit balance (storage facilities, tracts, etc), yet it is by no means expected that those profits will be able to repeal the general rule.
In order to make up for the deficiency of the exploitation account, harbour dues are livied.
The incomings from this levying must balance the expenses on harbour facilities not suited for renting and those of unproductive service and management, plus or minus the credit or debit balance of the rented harbour facilities, in consequence of which the harbour dues form the final item of the exploitation account.
The harbour dues are proportional to the gross-tonnage of the vessels using the water area within the harbour domain.
Considering the fact that the harbours of India form particular links with regard to general traffic, the levying of too high harbour-dues might be the cause of certain harbours being evaded with regard to routes of different ships. It is a well known fact, that high harbour dues are an objectioh to tramp-steamers, the irregular visitors of the harbours, in cases these ships are not assured of sufficiënt cargo, while indeed these steamers are the very competitors of the regular steamship-lines.
General interest demands low harbour dues, so that the profits made on rented harbour facilities are left as the main resource of incomings.
Of late, as to the basis for the rents to be paid for harbour facilities, not exploited exclusively by the harbour board


Netherlands East-Indian-Harbours.
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)
(fi. storage space), the rates are depending on local conditions with regard to the demand and supply of similar private facilities.
For this reason the rates of charges are no more to be found in the regulations. With some restriction they have been left to the judgment of the local harbour boards.
Like the local conditions are predommant with regard to the fixing of charges for not exclusively by the harbour exploited facilities, so the local and international interests are the determining factors as to the charges to be paid for rent of harbour facilities, the exploitation of which is in the hands of the harbour administration.
So f.i. the competition between two harbours is not to be desired, while «n the other hand it may be necessary that all the Netherlands-Indian harbours together will have to compete with foreign harbours.
This might be the reason for raising also the rates of charges for monopolised harbour objects above the charges which would be required to make these objects just pay their way.
Unless it cannot be avoided the ratès are fixed above the charges required to merely make the harbour works pay their way. In case for some reason it is necessary to lower those rates for the rent of a certain object, this loss is to be covered by increasing the rents of other harbour facilities accordingly. ii'-^iy.'i
With regard to the letting by lease of harbuor facilities, the principle has been adopted, that all harbour properties as long as they are of any value, will be let by lease to private parties.
These leases may be either on short terms of not over one year or on long terms of more than one year.
The former are laid down in regulations and further left to the harbour-committees while the long-term leases are made up by notarial or private contract.
The regulations with regard to lease-contracts (more especially concerning the lease of ground, quays, landing stages, buildings, as other objects are seldom liable to be leased on long terms) have been made with the object of making the harbour answer the purpose of its destination by allowing every interest partly to make use of the harbour works and to establish himself on the harbour premises according to his own views (as long as they are not conficiting with general harbour interests), while a reasonable share of the rise in value


BANDJERMASIN. 'Customhouse-establishment.




MAKASSAR. General view, 1919.




Netherlands East-Indian-Harbours.
95
in consequence of the increased prosperity or the improvement
°f ™? JMlbaur worl?8 « to be assured to the harbour exploitation.
Leases are exclusively granted to those parties, who according to the judgment of the harbour board, will actually exploit
d?rJwTn+», rrkS- ThiS Way the W» a" leased
directly to the steamship Companies and not to their agents In case the latter were to be the lessees, they would have too great an influence on steamship Companies which' is not lo the generaI interest of a harbour as it is of main importance
nold fol Shlpl?r.as much a* Possible. The same vfews hold for commercial, industrial enterprises, etc.
In case of several-enterprises applying for the jointlv exploitation of one of the harbour objects, as a rule the har Swevbe°rais £1"°* 7* any «ns.' The SJcol^H whTlHh» ■ . UP Wth 0ne of the enterprises only,
contract ' ^ ^ °ther Parti6S may be ass™* ^ t£
Except for some special cases, harbour objects are nor
depthlnr^V^r^ 8 Space of at least
- installftion SZ£^J^Z
the qulylT'thltl3 CCrtain di8tanCe fFOm the f™t of instalTSSents with JS aU0Wed t0 Store ^ods or than 3,000 K G & C8U8e * gre8ter Uniform load
of reTthe ÏÏsï Ttïï ^My ^pensat-ion or reduction lessee, at the order of the harbour board must


96
Netherlands Eaat-Indian-Harbours. )
allow other vessels to make use of the unoccupied parts of Se qw if "O other berths are available for general use.
£L however is not compelled to give the right of passie or storage The harbour board, on being so mformed by the lessee S he needs those parts of the quay temporanly ^uSd by1 other vessels again for his own benefit, is responsible for the timely warping of those vessels.
In case the lessee allöws other vessels besides his own to us^he quay! a demurrage equal to 2/3 of the usual harbour tTlZi for equally favourably situated quays (wtach is to be judged by the harbour board), is to be charged.
Besides Steamship Co's., also transfer Company may be anxious to rent the quays and storage space. In case . part of thTquays with the tracts in bcak of them were to be leased to 1 tranSer Company the question „ ^.^^ttas allowed to moor at such a quay will anse. If in such a case „n7vess%ls destined for that transfer Company, «™J£2 for or taking cargo from such a company were to be allowed to use Se quay leased by that company, the latter would take Ïfavoured position with regard to the Steamship Co's. For thfs reTson it has been decided not to be lease{any jmysto
K SS ^ ZH'^ol to be leased to transfer Company, wnkh companies therefore can only lease the remaimng 40 M. wide tracts in back of the former.
The transfer Companies besides having to pay the usual charges for these grounds, will have to guarantee the returns of ïhe quay,in compensation for which these Compan.es get ?L nrefetence for the use of the quay in front, of those harbïuÏSs. The harbour board has the rfeW to allow also other ships to moore at such quays m ™" ^J™ not used in behalf of the transfer Company. For the loading ana unloading of such vessels the 10 M. wide space right aTongTe quay is to be used, from where the goods have to be Sansported either by rail, in carts or in lighters. For £l Ss^ncluding those in behalf of the transf er Compaq demurrage is levied according to the rates otheberth regulations. In case the yearly revenues are less than the amount guaranteed by the transfer Company the balance ts to be^id by that Company, while glaranteed amount is to the benefit of the harbour.
This way an intensive use of the landing-stage is guaranteed and the above mentioned objection is cleared away.




BAGAN SI API-API. Wharf and flshing-boatsJ


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Though the above description serves the purpose of giving a rough, now and then more detailed, idea of the arrangement, extent and general regulations of the present administration and exploitation of East-Indja harbours, in consequence of the limits put to this treatise several matters, entrusted to the harbour management have not been touched.
A plan is being organized by the different departments and authorities, containing the transformation of the harbour committees into so called "Harbour Councils".
This plan is based on the principle of having all harbour matters regulated by self-administration of these councils, however without giving those bodies the full power of autonomy.
Probably the results of this reorganization will be given in a later treatise on this subject.










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