Desarrollo de prácticas comunicativas que disminuyeron los conflictos entre los

500

MILLIONS OF DOLLARS

400

300

200

100 L

0

DEFICIT

COST OPER.

REVENUE

1981

1982

1983

YEARS

1984

1985

PORT AU TH O R ITY OF T R IN ID A D & TOBAGO

P LA NNING DEVELOPMENT MAINTENANCE & MAXIMUM U T ILIS A T IO N OF ALL THE A U T H O R IT rS FIXED ASSET RESOURCES. ALSO INCLUDED. THE MAINTENANCE OF

HARBOUR BUILDINGS, ANCILLIARY SERVICES OF THE AUTHORITY.

DEVELOPMENT Z IMPLEMENT­ ATION OF POLICIES RELATING TO BOTH FINANCIAL AND HUMAN RESOURCES. THE ACaUISITION, ST0RA5E AND CONTROL OF A LL AUTHORITY'S PURCHASES E. THE SECURITY OF THE AUTHORITY MATTERS RDATIM G TO THE HEALTH WELFARE. SAFETY &

T R A IN IN G OF EMPLOYEES.

RESPO NSIBLE FO R THE PERFORMANCE OF ALL THE BASIC CARGO HANDLING

F U N C TIO N S v iz .B E R T H IM a RECEIVING. STORAGE & DELIVERY OF CARGO TO « Sr FROM CONSIGNEES. ’ ALLO C A TIO N OF EQUIPMENT TO V A R IO U S A R E A S IS ALSO T H E RESPONSIBILITY OF T H IS SECTION.

APPENDIX 8

PORT AU THO RITY OF T R IN ID A D AND TOBAGO

b r e a k d o w n o f r e v e n u e f o r 1984-1985 Thousands of Dollars Particulars Jan—Aug. 1984 Jan-Aug. 1985 Percentage change Dues _{... 2,476.1 2,801.2 13.1}

Slipways and Machine Shop . . . 1,356.0 1,186.8 - 12.5

Wharves: Longshoring . . . 26,009.0 12,191.6 - 53.1

Stevedoring _{16,991.0 8,581.0 - 49.5}

Containers _{10,143.3 13,657.5 34.6}

Other Income _{2,172.2 6,213.9 186.1}

Total . . . 59,147.6 44,632.0 _{- 24.5}

Source: Port Authority of Trinidad and Tobago

PORT AU THO RITY OF T R IN ID A D AN D TOBAGO: EXPENDITURE ON WAGES AND OVERTIME, 1984 A N D 1985

Thousands of Dollars 41

Particulars Jan—Aug.₁₉₈₄ Jan-Aug.

1985

Percentage change

Wages and Cola . . . 91,197.2 21,687.3 - 76.2

Overtime . . . 14,577.7 4,819.2 - 66.9

T T o t i l • • • • • • . . . 105

.

.

J '

J

(i) There shall be a 3-shift system for the efBcient operation of the container terminal details of which are as follows.—

There should be a 3-shift system of 8 hours each with continuous operation without a formal break as such. The first shift from 7 a.m. to 3 p.m. the second 3 p.m. to 11 p.m. and third 11 p.m. to 7 a.m. Because of the fact th at the volume of containers may not justify the introduction of a three-shift system at the outset, introduction' of the shifts should be phased in the following manner;—

(а) M onday-Fridaj’ ... ... 2 shifts plus extra time to complete the

▼easel;

(б) Monday-Sunday ... ... 2 shifts plus extra time to complete the ▼essel;

(c) Monday-Sunday ... ... 3 shifts;

(ii) each shift should be comprised of not more than 10 men including equipment drivers and a tally clerk;

(iii) the shift system should also apply to supervisory personnel involved in loading and discharging operations of container vessels;

(iv) workers engaged at the container complex will be guaranteed a minimum wage based on the same earnings as those on conventional operations; if possible based on the same earnings as those on conventional operations and also based on an annual average earning;

(v) the container berth must be operated as an entity completely fenced and separated from conventional cargo handling activities;

(vi) at the container berth only vessels which are fully containerised will be worked. Consideration might be given to the working of fully containerised hatches but no conventional operation will be undertaken at the container complex:

(vii) all LCLs are to be stuffed or stripped a t the container complex by Port Labour: (viii) all FCLe are to be transported directly to the consignees premises except when con­

signees request th at stufihng or stripping should be done at the container term inal; (ix) a shift bonus to be considered for night shifts;

(X) a production bonus for distribution to all men in th e gang based upon number of lifts per hour in excess of the norm ;

(xi) it must be understood th at there would be no reduction of the permanent registered labour force throughout the life of this contract;

(xii) a special regifter should be established for workers at the container berth, that is to say, workers should be invited to accept employment only at the container berth; (xiii) workers on the container shift would be required to report daily and when there are no vessels alongside the berth workers should be utilised on other jobs at the container complex, such as stufiSng, stripping, as well as the delivery process, in other words, the gangs must be fully integrated;

(xiv) it must be recognised that permanent gangs are essential for efficiency a t container term inals; this is th e policy followed in world container ports. This should also apply to other personnel, i.e., managerial, superrisory and general clerks engaged in the container oom plex;

(xv) because o f the very nature o f container operatioiu, workers should be provided with raincoats and the necessary protective gears to enable smooth and continuous operation; (xvi) workers will be guaranteed a 5-shift payment per week to fall in line with their counter­ parts on conventional operation. If, however, workers are to work on Saturdays, Sundays and Public Holidays, the same shift arrangement will apply but with the bonus for work during overtime;

(xvii) management must have the tight to select the drivers to heavy equipment having regard to the several million dollars o f investm ent involved in providing such units in the field o f container activities;