Thank you for allowing me to raise this issue. I compliment Sligo Harbour Commissioners for their tremendous work over the years to keep Sligo port up and running. It was a difficult task because funding was not forthcoming from the Department for many years. The commissioners have outlined the extreme seriousness of the situation at Sligo port and the threat to port business, employment and related commercial activities as a result of the diminishing depths of water in the approach channel and at the deepwater berths.
The level of port traffic, while modest in national terms, has remained reasonably stable over recent years and continues to make an important contribution to the economic activity of the north-west region. For example, in 1987 there were 28 vessels in the port with a tonnage of 48,836 tonnes, and in 1996 there were 22 vessels with a tonnage of 34,288 tonnes. The cargoes are largely of coal, slack, coke and timber. To maintain even this level of traffic, however, requires the carrying out of immediate remedial drainage or dredging.
The future development of the port and the attraction of new business calls for a programme of integrated and phased investment in the infrastructure of the port and new equipment. This can only be achieved if the port receives fair treatment in the allocation of State and EU aid, as a matter of urgency.
The full-time gang of dockers, which provides a stevedoring service at the port, has a complement of ten men. The harbour board itself has two full-time employees and one part-time employee. The port also employs directly two harbour pilots and one pilot boatman.
While the direct employment at the port and its marine-related activities reflects the modest level of trade in terms of numbers of vessels and tonnage, there is a considerable indirect effect on employment in the major companies using the harbour. Even with modern cargo handling equipment, the loading and unloading of vessels remains a labour intensive activity.
The main timber importing firm has approximately 30 persons involved in the servicing of its port-related trade. This includes the lorry drivers and helpers, forklift truck drivers and manual workers as well as administrative staff dealing with shipping business. The coal trade accounts for the employment of a further 15 persons and the occasional cargoes, both import and export, of fishmeal gave casual employment to four persons in recent years.
Maintaining the port open and in a condition which will attract continuing business is crucial to the continuation of this level of employment. This does not take into account the potential for further employment which would result from a growth in trade. The ability to attract bulk dry cargo and other business, as envisaged in the 1995 development plan for the port, would greatly enhance the capacity of the port to provide additional employment in cargo handling and in warehousing, storage and distribution to the benefit of the north-west region.
The order of priority for port improvement works is, first, the dredging and restoration of the approach channel and deepwater berths, at an approximate cost of £980,000; second, cargo handling equipment, at a cost of £243,000; third, a new roadway to provide access to bunded areas and to open up the port's industrial zone, at a cost of £260,000; fourth, a spur road linking deepwater berths to the new roadway, at a cost of £80,000; fifth, warehousing and dry storage areas, at a cost of £375,000; sixth, an open yard area for bulk cargo, at a cost of £95,000; and seventh, the reconstruction of the upper quay wall, at a cost of £70,000.
Sligo port is an important regional resource. It has a special strategic importance in the Border region and justifies support in terms of regional development and investment. It is the only real commercial harbour between Derry and Galway. It has cross-Border potential because of its proximity to Fermanagh and Tyrone. While it is financially viable at present, it needs to have its operational facilities greatly improved if it is to remain open to shipping. Millions of pounds of EU and UK money have been spent in Derry port in recent years and this poses an obvious threat to the continued operation of Sligo port. Sligo should be enabled to operate on a reasonably level playing field with other ports, North and South, which have received significant State and EU funding. Also, since it is in the Border area, Sligo is the only commercial harbour on the west coast which would be eligible for assistance under the INTERREG programme 1994 to 1999.
It is vital that the Department and the Minister give their support to the immediate implementation of the main proposals I have outlined. Surely it is unacceptable that Sligo port should be left in an unregarded category as far as State and EU funding are concerned, where it can only stagnate and decay. The grant of State company status to the harbour and a fair allocation of funding to enable it develop commercially and successfully must be given serious and urgent attention.
