THE VIRGINIAN-PILOT 
              Copyright (c) 1997, Landmark Communications, Inc.

DATE: Wednesday, January 22, 1997           TAG: 9701220008
SECTION: FRONT                   PAGE: A11  EDITION: FINAL 
TYPE: Opinion 
SOURCE: Glenn Allen Scott 
                                            LENGTH:  318 lines

HAMPTON ROADS' PORT IS POISED TO OUTDO NEW YORK/NEW JERSEY'S

Counting the 40 million tons and up of coal that flows each year through automated piers in Norfolk and Newport News, Hampton Roads moves more international cargo than the port of New York/New Jersey or any other East Coast port.

In general-cargo volume - breakbulk and container cargo, Hampton Roads is second only to New York/New Jersey. Fifteen years from now, Hampton Roads may exceed New York/New Jersey's general-cargo tonnage. In 1995, the Northern port handled 14.5 million tons of general cargo; Hampton Roads, 9.1 million, and 16 million tons is the prospect in the year 2010.

Don't laugh.

New York/New Jersey will have to scramble to accommodate the double-hulled, deeper-draft new-generation container-cargo vessels. The bigger ships will transport more containers at lower cost than ships now in service.

Most New York/ New Jersey port action occurs in New Jersey; New York's piers lost out years ago to New Jersey's.

The New Jersey terminals are equipped with the sophisticated cranes and other infrastructure required to transfer containers smoothly from ships to shore to trains and trucks and speed them on their way.

New York's rail-freight link is inadequate. So New York City Mayor Rudolph W. Giuliani last week proposed a megamillion-dollar cross-harbor tunnel to create efficient east-west rail-freight service. He also urged a megamillion-dollar marine-cargo-terminal development on Brooklyn's rotting waterfront and Staten Island. His Honor says the prospective payoff would include 53,000 jobs.

Giuliani rightly perceives that New York is injured economically by the loss of marine-terminal business.

But New York/New Jersey port advocates face a formidable channel-dredging challenge. Without channel deepening, the big container-cargo vessels in global shipping's future won't be able to enter the harbor. Here's the rub: Dredged material there cannot be dumped in an environmentally safe and cost-effective manner.

Hampton Roads has no such problem: Craney Island is certified by the U.S. Army Corps of Engineers to accept dredging spoil for the next half-century. Dredging costs in Hampton Roads are a fraction of the costs in New York/New Jersey.

Meanwhile, general-cargo tonnage in Virginia waters is rising rapidly, having topped 9 million tons in 1995. That compared with 4 million in 1985. Virginia Port Authority's market-driven 2010 Plan to expand general-cargo handline capacity at the three Hampton Roads marine terminals (Norfolk, Portsmouth, Newport News) and the Virginia Inland Port at Front Royal near Winchester - is being implemented.

The lion's share of expansion will be at Norfolk International Terminal, with less-extensive improvements at Portsmouth Marine Terminal and Newport News Marine Terminal and the Virginia Inland Port.

In the early years of the republic, Hampton Roads seemed better placed than New York to become the busiest U.S. port. But New York won out.

Hampton Roads lacked a land or water connection with the growing West. New York was similarly blocked. But DeWitt Clinton, later a New York governor, set out to overcome the blockage. A politician of vision and tenacity, he fought for years for construction of a canal between Albany and Lake Erie.

Opened in 1825, the 363-mile Erie Canal transformed the port of New York into a mighty center of world trade. Foreign and domestic cargo arriving in New York could be sent up the Hudson River to Albany, thence through the canal and into Lake Erie and to the American heartland. The products of the Midwest and West floated eastward on the same waterways.

New York state boomed, as did New York City. Buffalo, at the northeastern tip of Lake Erie, became a thriving port. Alongside the canal, towns and cities - mills, factories, shipyards, boat yards, warehouses, granaries, schools, churches - sprang up in empty fields and forests.

Doubters had scoffed at ``Clinton's Ditch.'' But New York state's population ballooned, as did New York City's.

Hampton Roads rocked along in war and peace, lightly populated, unprogressive. Cotton, tobacco, bananas and finished goods flowed through Norfolk. Robber-baron Collis P. Huntington shoved a railroad down the Peninsula, then erected Newport News Shipbuilding and Dry Dock Co. to make the great ships that carried away the coal and cattle and other commodities brought in by train. Portsmouth had a shipyard. Norfolk gained one. In time, railroads served both cities. And the U.S. Navy settled in.

Hampton Roads' marine terminals are now their busiest ever. The Virginia ports' economic impact on the commonwealth in 1995 was $342 million in state and local taxes and more than $3 billion in wages for 20,000 port and port-related jobs.

Seventy-five shipping lines offer services through Hampton Roads. The Virginia ports have gutted Baltimore's general-cargo business. Now Hampton Roads is on track to overtake New York/New Jersey. That it will overtake its rival is no longer so wild a dream.Counting the 40 million tons and up of coal that flows each year through automated piers in Norfolk and Newport News, Hampton Roads moves more international cargo than the port of New York/New Jersey or any other East Coast port.

In general-cargo volume - breakbulk and container cargo, Hampton Roads is second only to New York/New Jersey. Fifteen years from now, Hampton Roads may exceed New York/New Jersey's general-cargo tonnage. In 1995, the Northern port handled 14.5 million tons of general cargo; Hampton Roads, 9.1 million, and 16 million tons is the prospect in the year 2010.

Don't laugh.

New York/New Jersey will have to scramble to accommodate the double-hulled, deeper-draft new-generation container-cargo vessels. The bigger ships will transport more containers at lower cost than ships now in service.

Most New York/ New Jersey port action occurs in New Jersey; New York's piers lost out years ago to New Jersey's.

The New Jersey terminals are equipped with the sophisticated cranes and other infrastructure required to transfer containers smoothly from ships to shore to trains and trucks and speed them on their way.

New York's rail-freight link is inadequate. So New York City Mayor Rudolph W. Giuliani last week proposed a megamillion-dollar cross-harbor tunnel to create efficient east-west rail-freight service. He also urged a megamillion-dollar marine-cargo-terminal development on Brooklyn's rotting waterfront and Staten Island. His Honor says the prospective payoff would include 53,000 jobs.

Giuliani rightly perceives that New York is injured economically by the loss of marine-terminal business.

But New York/New Jersey port advocates face a formidable channel-dredging challenge. Without channel deepening, the big container-cargo vessels in global shipping's future won't be able to enter the harbor. Here's the rub: Dredged material there cannot be dumped in an environmentally safe and cost-effective manner.

Hampton Roads has no such problem: Craney Island is certified by the U.S. Army Corps of Engineers to accept dredging spoil for the next half-century. Dredging costs in Hampton Roads are a fraction of the costs in New York/New Jersey.

Meanwhile, general-cargo tonnage in Virginia waters is rising rapidly, having topped 9 million tons in 1995. That compared with 4 million in 1985. Virginia Port Authority's market-driven 2010 Plan to expand general-cargo handline capacity at the three Hampton Roads marine terminals (Norfolk, Portsmouth, Newport News) and the Virginia Inland Port at Front Royal near Winchester - is being implemented.

The lion's share of expansion will be at Norfolk International Terminal, with less-extensive improvements at Portsmouth Marine Terminal and Newport News Marine Terminal and the Virginia Inland Port.

In the early years of the republic, Hampton Roads seemed better placed than New York to become the busiest U.S. port. But New York won out.

Hampton Roads lacked a land or water connection with the growing West. New York was similarly blocked. But DeWitt Clinton, later a New York governor, set out to overcome the blockage. A politician of vision and tenacity, he fought for years for construction of a canal between Albany and Lake Erie.

Opened in 1825, the 363-mile Erie Canal transformed the port of New York into a mighty center of world trade. Foreign and domestic cargo arriving in New York could be sent up the Hudson River to Albany, thence through the canal and into Lake Erie and to the American heartland. The products of the Midwest and West floated eastward on the same waterways.

New York state boomed, as did New York City. Buffalo, at the northeastern tip of Lake Erie, became a thriving port. Alongside the canal, towns and cities - mills, factories, shipyards, boat yards, warehouses, granaries, schools, churches - sprang up in empty fields and forests.

Doubters had scoffed at ``Clinton's Ditch.'' But New York state's population ballooned, as did New York City's.

Hampton Roads rocked along in war and peace, lightly populated, unprogressive. Cotton, tobacco, bananas and finished goods flowed through Norfolk. Robber-baron Collis P. Huntington shoved a railroad down the Peninsula, then erected Newport News Shipbuilding and Dry Dock Co. to make the great ships that carried away the coal and cattle and other commodities brought in by train. Portsmouth had a shipyard. Norfolk gained one. In time, railroads served both cities. And the U.S. Navy settled in.

Hampton Roads' marine terminals are now their busiest ever. The Virginia ports' economic impact on the commonwealth in 1995 was $342 million in state and local taxes and more than $3 billion in wages for 20,000 port and port-related jobs.

Seventy-five shipping lines offer services through Hampton Roads. The Virginia ports have gutted Baltimore's general-cargo business. Now Hampton Roads is on track to overtake New York/New Jersey. That it will overtake its rival is no longer so wild a dream.Counting the 40 million tons and up of coal that flows each year through automated piers in Norfolk and Newport News, Hampton Roads moves more international cargo than the port of New York/New Jersey or any other East Coast port.

In general-cargo volume - breakbulk and container cargo - Hampton Roads is second only to New York/New Jersey. Fifteen years from now, Hampton Roads may exceed New York/New Jersey's general-cargo tonnage. In 1995, the Northern port handled 14.5 million tons of general cargo. Virginia's ports handled 9.1 million, and 16 million tons is the prospect in the year 2010.

New York/New Jersey will have to scramble to accommodate the double-hulled, deeper-draft new-generation container-cargo vessels. The bigger ships will transport more containers at lower cost than ships now in service.

Most New York/ New Jersey port action occurs in New Jersey; New York's piers lost out years ago to New Jersey's.

The New Jersey marine-cargo terminals are equipped with the sophisticated cranes and other infrastructure required to transfer containers smoothly from ships to shore to trains and trucks and speed them on their way.

New York's rail-freight link is inadequate. So New York City Mayor Rudolph W. Giuliani last week proposed a megamillion-dollar cross-harbor tunnel to create efficient east-west rail-freight service. He also urged megamillion-dollar marine-cargo-terminal development in Brooklyn and on Staten Island. His Honor says the prospective payoff would include 53,000 jobs.

Giuliani rightly perceives that New York is injured economically by the loss of marine-cargo business.

But New York/New Jersey port advocates face a formidable channel-dredging challenge. Without channel deepening, the big container-cargo vessels in global shipping's future won't be able to enter the harbor. Here's the rub: Dredged material there cannot be dumped in a cost-effective way that is also environmentally safe.

Hampton Roads has no such problem: Craney Island is certified by the U.S. Army Corps of Engineers to accept dredging spoil for the next half-century. Dredging costs in Hampton Roads are a fraction of the costs in New York/New Jersey.

Meanwhile, general-cargo tonnage through the Virginia ports is rising rapidly. The 9.1 million tons moved in 1995 was 5 million more than in 1985. Virginia Port Authority's market-driven 2010 Plan to expand general-cargo capacity at the three Hampton Roads marine terminals (Norfolk, Portsmouth, Newport News) and the Virginia Inland Port at Front Royal near Winchester is being implemented.

The lion's share of expansion will be at Norfolk International Terminal, with less-extensive improvements at Portsmouth Marine Terminal, Newport News Marine Terminal and the Virginia Inland Port.

In the early years of the republic, Hampton Roads seemed better placed than New York to become the busiest U.S. port. But New York won out.

Hampton Roads lacked a land or water connection with the growing West. New York was similarly handicapped. But DeWitt Clinton, later a New York governor, set out to correct the deficiency. A politician of vision and tenacity, he fought for years for construction of a canal between Albany and Lake Erie.

Opened in 1825, the 363-mile Erie Canal transformed the port of New York into a mighty center of world trade. Foreign and domestic cargo arriving in New York could be sent up the Hudson River to Albany, thence through the canal and into Lake Erie and to the American heartland. The products of the Midwest and West floated eastward on the same waterways.

New York state boomed, as did New York City. Buffalo, at the northeastern tip of Lake Erie, became a thriving port. Alongside the canal, towns and cities - mills, factories, shipyards, boat yards, warehouses, granaries, schools, churches - sprang up in empty fields and forests.

Doubters had scoffed at ``Clinton's Ditch.'' But New York state's population ballooned, as did New York City's.

Hampton Roads rocked along in war and peace, lightly populated, with occasional spurts of progress. Cotton, tobacco, bananas and finished goods flowed through Norfolk. In the late 18th century, robber-baron Collis P. Huntington chose Newport News as the eastern terminus of the Chesapeake and Ohio railroad, then erected Newport News Shipbuilding and Dry Dock Co. to make the great ships that carried away the coal and cattle and other commodities brought in by train. Portsmouth and Norfolk had shipyards and had been served by railroads since the before the Civil War. The U.S. Navy settled in during World War I.

Hampton Roads' marine terminals have never been busier. The Virginia ports' impact upon the commonwealth's economy in 1995 included $342 million in state and local taxes and more than $3 billion in wages for 120,000 port and port-related jobs.

Seventy-five shipping lines offer services through Hampton Roads. The Virginia ports have gutted Baltimore's general-cargo business. Now Hampton Roads is on track to overtake New York/New Jersey. That it will overtake its rival is no longer so wild a dream.

Counting the 40 million tons and up of coal that flows each year through automated piers in Norfolk and Newport News, Hampton Roads moves more international cargo than the port of New York/New Jersey or any other East Coast port.

In general-cargo volume - breakbulk and container cargo - Hampton Roads is second only to New York/New Jersey. Fifteen years from now, Hampton Roads may exceed New York/New Jersey's general-cargo tonnage. In 1995, the Northern port handled 14.5 million tons of general cargo. Virginia's ports handled 9.1 million, and 16 million tons is the prospect in the year 2010.

New York/New Jersey will have to scramble to accommodate the double-hulled, deeper-draft new-generation container-cargo vessels. The bigger ships will transport more containers at lower cost than ships now in service.

Most New York/ New Jersey port action occurs in New Jersey; New York's piers lost out years ago to New Jersey's.

The New Jersey marine-cargo terminals are equipped with the sophisticated cranes and other infrastructure required to transfer containers smoothly from ships to shore to trains and trucks and speed them on their way.

New York's rail-freight link is inadequate. So New York City Mayor Rudolph W. Giuliani last week proposed a megamillion-dollar cross-harbor tunnel to create efficient east-west rail-freight service. He also urged megamillion-dollar marine-cargo-terminal development in Brooklyn and on Staten Island. His Honor says the prospective payoff would include 53,000 jobs.

Giuliani rightly perceives that New York is injured economically by the loss of marine-cargo business.

But New York/New Jersey port advocates face a formidable channel-dredging challenge. Without channel deepening, the big container-cargo vessels in global shipping's future won't be able to enter the harbor. Here's the rub: Dredged material there cannot be dumped in a cost-effective way that is also environmentally safe.

Hampton Roads has no such problem: Craney Island is certified by the U.S. Army Corps of Engineers to accept dredging spoil for the next half-century. Dredging costs in Hampton Roads are a fraction of the costs in New York/New Jersey.

Meanwhile, general-cargo tonnage through the Virginia ports is rising rapidly. The 9.1 million tons moved in 1995 was 5 million more than in 1985. Virginia Port Authority's market-driven 2010 Plan to expand general-cargo capacity at the three Hampton Roads marine terminals (Norfolk, Portsmouth, Newport News) and the Virginia Inland Port at Front Royal near Winchester is being implemented.

The lion's share of expansion will be at Norfolk International Terminal, with less-extensive improvements at Portsmouth Marine Terminal, Newport News Marine Terminal and the Virginia Inland Port.

In the early years of the republic, Hampton Roads seemed better placed than New York to become the busiest U.S. port. But New York won out.

Hampton Roads lacked a land or water connection with the growing West. New York was similarly handicapped. But DeWitt Clinton, later a New York governor, set out to correct the deficiency. A politician of vision and tenacity, he fought for years for construction of a canal between Albany and Lake Erie.

Opened in 1825, the 363-mile Erie Canal transformed the port of New York into a mighty center of world trade. Foreign and domestic cargo arriving in New York could be sent up the Hudson River to Albany, thence through the canal and into Lake Erie and to the American heartland. The products of the Midwest and West floated eastward on the same waterways.

New York state boomed, as did New York City. Buffalo, at the northeastern tip of Lake Erie, became a thriving port. Alongside the canal, towns and cities - mills, factories, shipyards, boat yards, warehouses, granaries, schools, churches - sprang up in empty fields and forests.

Doubters had scoffed at ``Clinton's Ditch.'' But New York state's population ballooned, as did New York City's.

Hampton Roads rocked along in war and peace, lightly populated, with occasional spurts of progress. Cotton, tobacco, bananas and finished goods flowed through Norfolk. In the late 18th century, robber-baron Collis P. Huntington chose Newport News as the eastern terminus of the Chesapeake and Ohio railroad, then erected Newport News Shipbuilding and Dry Dock Co. to make the great ships that carried away the coal and cattle and other commodities brought in by train. Portsmouth and Norfolk had shipyards and had been served by railroads since before the Civil War. The U.S. Navy settled in during World War I.

Hampton Roads' marine terminals have never been busier. The Virginia ports' impact upon the commonwealth's economy in 1995 included $342 million in state and local taxes and more than $3 billion in wages for 120,000 port and port-related jobs.

Seventy-five shipping lines offer services through Hampton Roads. The Virginia ports have gutted Baltimore's general-cargo business. Now Hampton Roads is on track to overtake New York/New Jersey. That it will overtake its rival is no longer so wild a dream. MEMO: Mr. Scott is associate editor of the editorial page of The

Virginian-Pilot.