NORTH AMERICA PORTS | FEATURE
Prof. Rodrigue says he is not too sure to
what extent labour is an issue: “but I think it is significant. Obviously, just the talk of it (automation) creates labour disputes and instability and, therefore, terminal operators are excessively reluctant to embrace automation because they know the minute they consider this project, they will have problems with labour. It could lead to labour shortages, not necessarily strikes but issues.” Therefore, he says, in North America automation becomes a last resort. However, the professor suggests that building a new automated terminal provides some opportunity to deal with the labour issue in a positive way “Where it is a new facility you (the
terminal operator) has much more leeway because you have to negotiate a new contract, but while you are an existing terminal, you have to deal with the existing contract,” he says. However, the US ILA (International
Longshoremen’s Association) has taken a major stand against automation. ILA president Harold Daggett, in a
statement to the International Longshore and Warehouse Union (ILWU) at the start of an ILWU convention last summer, became very emotional in stating his case against automation and said dockworkers around the world are confronting the threat of automation and “automation means the elimination of jobs forever.” Daggett said companies say automation
will enhance competition and safety but all they want to do is eliminate jobs., he said. He pledged ILA support in the fight against these companies and against
PS California Long Beach Container Terminal
automation, adding: “We will fight this for 100 years and never give in to automation.” He said if any companies are planning
to utilize autonomous container cargo ships without crew, ‘don’t sail them into ILA ports from Maine to Texas, Puerto Rico and Eastern Canada, because they won’t be unloaded or loaded by ILA members’. Further to this are reports that Norway
and Japan are developing and testing autonomous container vessels. “The ILA will not work a container ship without a crew aboard,” said Daggett. “Already one company developing these
automated ships also plans for automated loading and unloading of cargo from these crewless ships without workers. That’s not going to happen under my watch.” The current ILA contract expires in three
years and Daggett says he will continue to keep his members protected from the threat of automation. Currently, in the Port of Long Beach and the Port of Virginia, their automated facilities and equipment have not caused any labour issues. ILWU members at the Port of Long Beach drive the ship-to-shore and rail
cranes and members work in the control centre overseeing the other equipment. ILWU members also work as technicians for the equipment, says Peterson. Harris says the Port of Virginia has “had
really good, productive labor relations with our union for decades and we don’t foresee this relationship changing. Our labor partner has embraced the move into the technology age and based on our productivity in 2021, it shows: 3.5m TEUs processed in 2021, an increase of nearly 30% or 700,000+ TEUs (vs. 2020). “The ILA here is very progressive, and it understands that a well-trained, knowledgeable labor force combined with state-of-the-art technology, facilities, modern equipment help to build businesses to the benefit of everyone,” Harris said. The Port of Wilmington, North Carolina is getting a side door push into automation. CSX Railway recently opened the $160 million Carolina Connector, the newest intermodal terminal on the CSX network. Strategically located northeast of
Raleigh, N.C., with easy access to Interstate 95, the terminal will relieve port and highway congestion by adding rail-to-
Dockside Lift & Move Supplement | March 2022 | 17
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