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Port of Kobe (Japan) - Port and Urban Projects Bureau - Kobe Port Promotion Council. (ID: 10501)
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In January 1995, the Port of Kobe was severely damaged in the Great Hanshin-Awaji Earthquake (the "Kobe Earthquake"). Immediately after the earthquake, on January 25, the Kobe Port Reconstruction Promotion Council was founded to expedite the Port's restoration with the involvement of both public and private sectors. Following vigorous efforts, and upon the completion of the post-earthquake restoration work in March 1997, the committee was reorganized and renamed "Kobe Port Promotion Council" (FY1997 - ), to move in new directions of development. Since then, various measures have been carried out to make the most effective use of the port facilities, to reduce overall costs, to simplify formalities, and to make the Port of Kobe easier to use. 1.Review of Port Facility Charges 2.Domestic Feeder Service Expansion Measures 3.Step toward Deregulation 4.Simplification of Paperwork 5.Measures for Attracting Companies 1.Review of Port Facility Charges 1. Introduction of the 12-hour base time dockage system (since May 1997) The standard time unit of dockage was changed from 24 hours to 12 hours. This means a 25% reduction in dockage in real terms for mooring of less than 12 hours. For every 24 hours: 13.40 yen/ton >> For the first 12 hours : 10.05 yen/ton for every following 12 hours: 6.70 yen/ton 2. Change of the time units for dockage (since May 1997) The time units for dockage for short-term mooring (30 minutes to 1 hour, for vessels such as ferries and domestic passenger boats) were changed, with the same charges applied to the new time units as the old ones. Under 30 minutes: 3.35 yen/ton >> Less than 1 hour: 3.35 yen/ton From 30 minutes to under 2 hours: 6.80 yen/ton >> From 1 hour to under 2 hours: 6.80 yen/ton 3. Abolition of priority dockage and long-term shed charge (since May 1997) The priority dockage applied to purpose-specific docks (50% higher than ordinary dockage) and charges applied to cargo left in the general-use shed long term (46 days or longer) were abolished. This allows vessels to use the docks to which they are accustomed at two-thirds of the conventional charges and their cargo storage periods can be more easily adjusted. 4. Reduction in port-trunk road tolls (since February 1998) The port-trunk road toll as far as the Maya Bridge was reduced for large vehicles from 200 yen to 150 yen. (The full toll of the port-trunk road was reduced from 400 yen to 300 yen.) 5. Introduction of loading yard charges (since May 1998) In addition to the existing wharf yard charges, loading yard charges were introduced as a volume incentive that would allow yard selection in accordance with cargo volume. (Example) 12-hour mooring of a 440-TEU (7,800 G/T) container ship for 80-TEU loading After charge introduction Before charge introduction Wharf yard selected Loading yard selected 1.Dockage 78,390 yen 2.Yard charge 24,192 yen 39,690 yen 131,670 yen 3.Crane charge 236,250 yen 283,500 yen Total (reduction in %) 338,832 yen (31%) 354,330 yen (28%) 493,560 yen 6. Introduction of 30-minute base time crane charges (since May 1998) The standard time unit for gantry and heavyweight crane use was changed from 1 hour to 30 minutes. This means a 50% reduction when a crane is used for less than 30 minutes. (Example) Use for less than 30 minutes 1 gantry crane which reaches from 37.0 m to less than 40.0 m: 94,500 yen >> 47,250 yen 7. Port entrance charge and dockage exemption for the first call (since July 1998) Outward-bound ships calling at the Port of Kobe for the first time are exempted entirely from port entrance charge and dockage. (Example) Mooring of less than 24 hours (Total tonnage) 10,000 tons 30,000 tons 50,000 tons (Port entrance charge) 27,000 yen 81,000 yen 135,000 yen + + + (Dockage) 167,500 yen 502,500 yen 837,500 yen = = = (Total sum exempted) 194,500 yen 583,500 yen 972,500 yen 8. Mooring charge exemption for ships entering a day before loading (since July 1999) Ships which enter the port the day before commencement of loading (or entrance on Saturday when loading is to begin on Monday) and which are moored in a public berth are exempted from mooring charges until 8:00 a.m. of the day loading begins. (The maximum exemption time is 24 hours, or 48 hours when loading begins on Monday.) TO CONTENTS 2.Domestic Feeder Service Expansion Measures 1. Direct entrance to foreign trade berths by domestic feeder ships (since March 1998) This measure was collectively formulated by the public, private, and labor sectors of the Kobe Port Promotion Council to reduce transportation costs incurred while waiting for an adjacent berth to open. The measure was put into effect in March 1998. 2. Promotion of combined use of foreign and domestic trade berths Some adjacent foreign and domestic trade berths are used in combination to save transportation costs incurred while waiting for an adjacent berth to open. 3. 50% reduction of crane charges for domestic feeder cargoes (since November 1998) Charges for cranes used for loading domestic feeder ships in public berths are reduced by half. TO CONTENTS 3.Step toward Deregulation Request for a review of the tonnage for ships requiring a pilot (review implemented in July 1998) The tonnage for ships requiring a pilot aboard had been 300 tons or more for the Port of Kobe, a vastly different amount than that of other ports in Osaka Bay (10,000 or more tons). The Port of Kobe requested the national government to review this regulation and it was changed to 10,000 or more tons for Kobe as well. TO CONTENTS 4.Simplification of Paperwork 1. Revision of the application procedures for a port facility use permit (November 1996) In addition to the conventional direct submission of application forms, the Port of Kobe is now accepting fax submission of a total of 22 forms including notice of port entrance and exit. Kobe is the first port in Japan to do this. (The total number of forms required has changed from 48 to 45.) 2. Format unification for application forms (April 1997) The format of the mooring use permit application forms has been unified and is now the same as those used by Japan's six main ports. 3. Abolition of obligatory form submission The forms for the moorage of large ships in private mooring and entrance to docks and slipways were abolished in April, 1997 and the forms for matters concerning part of the obligatory notification following the abolition of general-use shed charges and charges for cargo left for a long term were abolished in May, 1997. 4. Introduction of Electronic Data Interchange (EDI) (since October 1999) Employment of a nation-wide port EDI system developed jointly by the Ministry of Transport and port authorities started in October 1999, making it possible to submit notices of port entrance and exit and mooring use permit application forms over the Internet. Moreover, ahead of other ports in Japan, the Port of Kobe launched the Kobe City Port Authority EDI System on October 1, 1999. This system makes it possible to submit, by e-mail, the Internet or Fax-OCR, the two above-mentioned forms and nine different types of 14 other forms related to the wharf yard, loading yard, shed and crane use. Submission is much more convenient now that there are several application methods available, the status of application processing can be checked, and the time required for preparing application forms has been reduced. TO CONTENTS 5.Measures for Attracting Companies 1. Reduction in the rental charges for port function sites (since April 1997) The rental charges for port function sites were reduced by an average of 8.3%. (m2 per month) Area Rent before reduction Reduced rent Reduction rate (%) Rokko Island Maya Wharf Port Island I Port Island II Hyogo Wharf State-owned land 611 yen 558 yen 817 yen 675 yen 481 yen 596 yen 530 yen 698 yen 641 yen 457 yen 2.5 5.0 14.6 5.0 5.0 10-30 2. Relaxation of eligibility for rental and purchase (since July 1997) Eligibility for the rental and purchase of sites in the redevelopment areas (Maya Wharf, Shinko Higashi Wharf, and Hyogo Wharf) was changed from "warehouse companies, port transportation companies, and other port-related companies" to "companies whose volume or monetary value of maritime cargo handled is expected to account for 50% or more of the business projected for the site and which uses the site for logistical facilities." 3. Gradient discount of rents (since July 1997) In the redeveloped area and on Port Island II, the initial rents are discounted by gradation. (Six months rent can be saved over two years.) 1st year 4/6 of fixed rent (discount of 2/6) 2nd year 5/6 of fixed rent (discount of 1/6) 3rd year & thereafter fixed rent 4. Installment payments of key money (since July 1998) In addition to the conventional lump-sum payment, the key money may also be paid by two other methods: payment of 50% before commencement of rental and the rest within 90 days, or payment by installments over two years. 5. Expanded application of the gradient discount of rents (since July 1998) The application of the gradient discount of rents has been expanded from two areas in the redeveloped site and Port Island II to the entire Port of Kobe. 6. Establishment of a special port-related zone (since April 1999) In response to various demands for space, a special zone has been established within the port-related site on Port Island II, not only for housing storage and logistics facilities, but also in order to attract companies with wholesale, large retail, and processing operations. The Port is located in the central part of the Japanese Archipelago, and on the main routes of world marine-transportation networks. The Rokko Mountains extending in parallel with the Port block seasonal winds. Since no rivers flow into the Port, dredging is unnecessary. The Port stretching from east to west can be accessed from various directions. The Port is ideal for mooring, since it has little variation in tides. Having the Rokko Mountains at its rear and the City of Kobe adjacent to the port, the Port of Kobe boasts excellent landscape beauty. Regular service lines The Ports have many regular service lines, including North American(West Coast), European, Southeast Asian, and Chinese lines. Via these lines, the Port is linked with 500 ports in 135 countries. Liners on major routes enter the port almost every day. Excellent access to the Port The Port's hinterland covers the whole of western Japan. Transportation efficiency is secured by expressway networks, domestic feeder services, and ferry services. Within the Port area, the Harbor Highway, linking Port Island and Rokko Island, ensures smooth traffic between port facilities. As a result of the opening of Sumiyoshihamawatari line in December 1997, the Harbor Highway became directly connected to the Hanshin Expressway Bay Route. And more,Minatojima tunnel which connects Shinko-Higashi Wharf and Port Island was opened at the end of July in 1999, which further improved access to the Port. State-of-the-art port facilities In the Port Island 2nd stage, six units of Japan's first deep-water(15m), high-standard container berths have been constructed. Of the six berths, four have already opened. In another artificial island project, namely Rokko Island South Project, 16m water depth standard container berths and berths for Techno Super Liners (ultra highspeed cargo vessels) will be constructed. Improving port services The Port is improving various services for user convenience and friendliness. To improve user friendliness, the Port has reduced port facility charges, and simplified various port procedures. The Port now permits domestic container feeders to use overseas berths. On July 1, 1998, the compulsory pilot system was deregulated in the Port of Kobe. As a result, the tonnage at which ships are required to use pilots will be raised from 300 G/T to 10,000 G/T. Port dues and wharfage for first-call ocean-going vessels were exempted from July,1. The EDI(electronic data interchange) system for submitting various application forms was started in October 1,1999. Future plans The future plans of Airport Project, aimed at the creation of a meeting place for people, merchandise and information. With these projects, the Port of Kobe intends to develop still further, into an Asian hub port for the 21st century. The hinterland of the Port of Kobe comprises not only the Kinki area,but also the Chubu,Hokuriku,Chugoku,Shikoku,and Kyushu regions. Presently,the port is linked with its hinterland by the Hanshin,Meishin, Tohmei,Chugoku and Hokuriku Jidosha expressways,as well as by the Hanshin Expressway Osaka Bay Route between Rokko Island and Kansai International Airport. Development and extension work on the Hanshin Expressway Osaka Bay Route to the west of Rokko Island,Sanyo Expressway and theHonshu-Sikoku Liaison Expressway including the Akashi Kaikyo Bridge were completed in April, 1998. Kobe and its hinterland become closer together. As concerns sea routes, Kobe Port is linked to various areas of Shikoku and Kyushu by domestic feeders and ferry boat networks,ensuring an effective marine transport network. Comprehensive Terminal For Sea,Air and Land Transportation North America(West Coast) Route Company Frequency Berth Calling Ports MOL APL $B!J#T#M#M!K (B HYUNDAI Weekly PC5 LOS ANGELES, OAKLAND, DUTCH HARBOUR, KAOHSIUNG, HONGKONG, YANTIAN Weekly PC14/15 TACOMA, VANCOUVER, PORTLAND, BUSAN, KWANG YANG,HONGKONG, KAOHSIUNG 2/Weekly PC14/15 SEATTLE,VANCOUVER,HONGKONG, KAOHSIUNG, Weekly PC14/15 LOS ANGELES,OAKLAND, SHANGHAI COSCO Weekly PC16/17 LONG BEACH, SEATTLE, VANCOUVER, SHEKOU, HONGKONG Weekly PC16/17 VANCOUVER, LONG BEACH, DALIAN, XINGANG, QINGDAO 2/Weekly PC16/17 LONG BEACH, OAKLAND, XIAMEN, SHANGHAI K LINE YANGMING Weekly RC2/3 LONG BEACH, OAKLAND, YANTIAN, HONGKONG Weekly RC2/3 LONG BEACH, OAKLAND, KEELUNG, HONGKONG, SHINGAPORE, KAOHSIUNG Weekly RC2/3 LOS ANGELES, OAKLAND, BUSAN, SHANGHAI, HONGKONG, KAOHSIUNG, TAICHUNG Weeky RC2/3 TACOMA, VANCOUVER, PORTLAND, KAOHSIUNG, HONGKONG, NYK P & O NEDLLOYD HAPAG OOCL $B#2 (B/Weekly RC6/7 LOS ANGELES, OAKLAND, VANCOUVER, SEATTLE, SHANGHAI, QINGDAO Weekly RC6/7 LOS ANGELES,OAKLAND, HONGKONG, KAOHSIUNG North America(East Coast) Route Company Frequency Berth Calling Ports APL MOL HYUNDAI 2/Weekly PC5 PANAMA, CHARLESTON, NEW YORK, NORFOLK HONGKONG, KAOHSIUNG, BUSAN HANJIN YANGMING Weekly RL2 SAVANNAH, WILMINGTON, NEW YORK (ATLANTA),(BALTIMORE), KAOHSIUNG, HONGKONG, KEELUNG, BUSAN North America-Europe Route Company Frequency Berth Calling Ports MAERSK SEA-LAND $B#2 (B/Weekly RC4/5 OAKLAND, LONG BEACH, PANAMA, MIAMI CHARLESTON, NORFOLK, NEWARK, LE HAVRE, FELIXSTOWE, BREMERHAVEN, ROTTERDAM, HALIFAX, HONGKONG, KAOHSIUNG Weekly RC4/5 HALIFAX, NEWARK/ELIZABETH, NORFORK, CHARLESTON, ALGECIRAS, GIOIA TAURO, JEDDAH, DUBAI, SINGAPORE, YANTIAN, HONGKONG, LONG BEACH, OAKLAND, TACOMA, KAOHSIUNG, PORT KELANG, COLOMBO, SALALAH NYK P & O NEDLLOYD HAPAG OOCL $B#2 (B/Weekly RC6/7 SEATTLE, OAKLAND, PANAMA, SAVANNAH, NORFOLK, NEW YORK, HALIFAX, ANTWERP, THAMES PORT, BREMERHAVEN, ROTTERDAM, LOS ANGELES, KAOHSIUNG, HONGKONG WALLENIUS WILHELMSEN LINES (RO/RO) 4/Monthly RL1 LOS ANGELES, PANAMA, MIAMI, SAVANNAH, BALTIMORE, NORFOLK, NEW YORK, NEW ORLEANS, MOBILE, THAMES PORT, ANTWERP, GOTHENBURG, HAMBURG, ROTTERDAM, HALIFAX, AUCKLAND, MELBOURNE, SYDNEY, NEWCASTLE BRISBANE, FREMANTLE, SINGAPORE, HONGKONG, QINGDAO, MASAN A calling port of liners serving North America, Europe, Central and South America, Africa, Oceania, South East Asia and China, the Port of Kobe boasts an extensive service network which connects to more than 500 ports in over 135 countries and regions in the world. As Japan's largest container port, the Port of Kobe is also capable of providing superior physical distribution services with its up-to-date facilities such as high-standard container berths that can comfortably accommodate the next-generation, larger-sized container ships. The Port of Kobe enjoys an established status as an international trading center, accessible to and from any place in the world at any time. Figures in( )are for oceangoing vessels. (As of 2000) 1) PORT DUES (From Kobe Municipal Port Dues Ordinance) Oceangoing ships -------------------per entrance,per gross ton-------------------2.70yen Domestic ships --------------------per entrance,per gross ton------------------1.415yen In case of following conditions,port dues shall be reduced or exempted: (1) No port dues shall be collected from ships:(A)engaged in maritime safety and rescue and other ships specified by Government ordinane,(B)less than 700 gross tons,(C)entering the port caused by shipwreck or other accidents on navigation,(D)entering the port first time (only for oceangoing ships taking on and off the passengers or loading and unloading cargoes.) (2) In case of ships entering the port twice or moreover a day.port dues on second or moreover entrance shall be exempted.(Port dues on once entrance shall be payed.) In case of ships entering the port eleven times or moreover a month,port dues on more than ten times shall be exempted.(Port dues on ten times entrance shall be payed.) 2)WHARFAGE 1 Vessel(excluding vessel of 2-4) (1) Less than 1 hour --------------------per gross ton-------------------3.51yen(3.35yen) (2) Less than 2 hours ---------------------per gross ton------------------7.14yen(6.80yen) (3) 2hours or over --------------------per gross ton-------------------10.55yen(10.05yen) If the service time is in excess of 12 hours,7.03yen(6.70) shall be added per gross ton-per 12 hours of excess. 2 Barge or Lighter (users for the purpose of loading or unloading cargo) (1) Heavy cargo ------------------------------per ton---------------14.07yen (2) Light cargo ------------------per 1,133 cubic meter-------------14.07yen 3 Froating crane (1) Lifting capacity : less than 500 tons -----------per crane,per day---------------2,474yen (2) Lifting capacity : less than 1000 tons -----------per crane,per day----------------3,540yen (3) Lifting capacity : more than 1000 tons ---------per crane,per day------------------5,298yen 4 Tug boat for large vessel ----------per boat,per day--------------------------726yen 5 Exemption (1) First call vesseles at the Port of Kobe are exempted from wharfage. (only for osean-going ships taking on and off the passenger or loading and unloading cargoes.) (2) Ocean-going Ships getting to the shore the day before loading are exempted from wharfage. (from arriving time to 8 a.m. of loading day.) 3)DOLPHIN HIRE (1) Vessel of less than 1,000 gross tons ----------per 12 hours----------4,240yen(4,040yen) (2) Vessel of less than 3,000 gross tons ------------per 12 hours-------------8,480yen(8,080yen) (3) Vessel of less than 5,000 gross tons ------------per 12 hours-------------12,710yen(12,110yen) (4) Vessel of less than 10,000 gross tons ---------per 12 hours-------------19,090yen(18,190yen) (5) Vessel of less than 15,000 gross tons ------------per 12 hours-------------31,810yen(30,300yen) (6) Vessel of 15,000 gross tons or more ------------per 12 hours-------------38,160yen(36,350yen) If the service time is in excess of 12 hours,following charge shall be added per 12 hours of excess. (1) Vessel of less than 1,000 gross tons ----------per 12 hours----------2,820yen(2,690yen) (2) Vessel of less than 3,000 gross tons ------------per 12 hours-------------5,650yen(5,390yen) (3) Vessel of less than 5,000 gross tons ------------per 12 hours-------------8,480yen(8,080yen) (4) Vessel of less than 10,000 gross tons ------------per 12 hours-------------12,730yen(12,130yen) (5) Vessel of less than 15,000 gross tons ------------per 12 hours-------------21,210yen(20,200yen) (6) Vessel of 15,000 gross tons or more ------------per 12 hours-------------25,450yen(24,240yen) 4)TUG HIRE 1 Basic Rate (1) Tug of more than 3,000H.P ---------per tug,per hour------------106,785yen(101,700yen) If the service time is in excess of one full hour,53,392.50yen(50,850yen) shall be added per 30 minutes of excess. (2) Excluding case (1)-----------per tug,per hour-------85,785yen(81,700yen) If the service time is in excess of one full hour,42,892.50yen(40,850yen) shall be added per 30 minutes of excess. 2 Causion Rate---------per tug,per hour------------65,415yen(62,300yen) 5)MARSHALLING YARD FEE In a three days unit (1) Vessels of less than 5,000 gross tons -----------------------25,137yen (2) Vessels of less than 8,000 gross tons -----------------------37,706yen (3) Vessels of less than 10,000 gross tons -----------------------50,274yen (4) Vessels of 10,000 gross tons or moe -----------------------75,411yen 6)CHARGES FOR USE OF TRANSIT SHEDS 1 General use(per square meter,per day) (1) First class warehouses a One storied transit shed or the 1st floor of multi-storied shed -----38.40yen b.The 2nd floor of the multi-storied transit shed ------------------25.20yen (2) Second class warehouses a One storied transit shed or the 1st floor of multi-storied shed -----34.40yen b.The 2nd floor of the multi-storied transit shed ------------------22.93yen (3) Third class warehouses a One storied transit shed or the 1st floor of multi-storied shed -----25.20yen b.The 2nd floor of the multi-storied transit shed ------------------16.80yen (4) Forth class warehouses a One storied transit shed or the 1st floor of multi-storied shed -----23.10yen b.The 2nd floor of the multi-storied transit shed ------------------15.23yen (5) Fifth class warehouses a One storied transit shed or the 1st floor of multi-storied shed -----21.60yen b.The 2nd floor of the multi-storied transit shed ------------------14.40yen (6) Sixth class warehouses a One storied transit shed or the 1st floor of multi-storied shed -----18.47yen b.The 2nd floor of the multi-storied transit shed ------------------12.30yen 2 Exclusive use(per square meter,per month) (1) First class a One storied transit shed or the 1st floor of multi-storied shed -----1,152yen b.The 2nd floor of the multi-storied transit shed ------------------768yen (2) Second class a One storied transit shed or the 1st floor of multi-storied shed -----1,032yen b.The 2nd floor of the multi-storied transit shed ------------------ 688yen (3) Third class a One storied transit shed or the 1st floor of multi-storied shed ----- 756yen b.The 2nd floor of the multi-storied transit shed ------------------504yen (4) Forth class a One storied transit shed or the 1st floor of multi-storied shed ----- 693yen b.The 2nd floor of the multi-storied transit shed ------------------ 457yen (5) Fifth class a One storied transit shed or the 1st floor of multi-storied shed ----- 648yen b.The 2nd floor of the multi-storied transit shed ------------------432yen (6) Sixth class a One storied transit shed or the 1st floor of multi-storied shed ----- 554yen b.The 2nd floor of the multi-storied transit shed ------------------ 369yen 3 Occupancy use(per square meter,per month) House top ----------------------------------------------------99.75yen 7)CHARGES FOR USE OF GANTRY CRANES 1 Capacity(30.5 tons or more)and Reach(40.0 meters or more) ------------per crane,per 30 minutes---------------49,875yen 2 Capacity(30.5 tons or more)and Reach(37.0 meters or more and less than 40.0 meter) ------------per crane,per 30 minutes---------------47,250yen 3 Capacity(30.5 tons or more)and Reach(20 meters or more and less than 37.0 meter) ------------per crane,per 30 minutes---------------42,998yen 4 Except case 1 and 3------------per crane,per 30 minutes---------------yen31,500 5 Reduction (half the charge) in case of loading or unloading cargo by coastal feeder ships. 8)CHARGES FOR USE OF OPEN STORAGE YARD,WHARF AREA 1. Genelal use (1) Excluding case(2) (a) Up to and including the 15th day of use,counting the initial day of use: 1.First-class sites------per ton or per square meter,per day-----12.60yen 2.Second-class sites------per ton or per square meter,per day-----11.55yen 3.Third-class sites------per ton or per square meter,per day-----10.50yen (b) On and after the 16th day,counting the initial day of use: 1.First-class sites------per ton or per square meter,per day-----22.58yen 2.Second-class sites------per ton or per square meter,per day-----20.48yen 3.Third-class sites------per ton or per square meter,per day-----18.38yen (2) Disposal of chemical goods------per square meter,per day-----22.05yen 2. Exclusive use (1) First-class sites------per square meter,per month-----452yen (2) Second-class sites------per square meter,per month-----425yen (3) Third-class sites-------per square meter,per month-----362yen (4) Fourth-class sites------per square meter,per month-----336yen (5) Fifth-class sites-------per square meter,per month-----315yen 3. Occupancy use (1)Sites for electric pole and other similar category, per unit,per month-----------110yen (2)Sites for underground layings (Pipe and other similar category) (a) Up to and including 30cm in diameter----per meter,per month------77yen (b) More than 30cm in diameter----per meter,per month------110yen (c) Others----per square meter,per month------220yen (3)Sites for overhead structure (a) Sites for overhead pipe and other similar category. 1.Up to and including 30cm in diameter------per meter,per month-----38yen 2.More than 30cm in diameter------per meter,per month-----55yen (b) Others----per square meter,per month------77yen (4)Sites for automatic vending machine------per unit,per month----1,050yen (5)Sites for parking-----per square meter,per month-----473yen (6)Excluding case(1)-(5)------In this case,apply in General use or Exclusive use 9)CHARGES FOR WATER SUPPLY FOR SHIP (1)From barge ((a)+(b)/per ship,per supply) (a) Basic charge 30m3 or less--------------------18,585yen(17,700yen) More than 30m3,per 1m3--------------619.50yen(590yen) (b) Carriage charge Inside of the breakwaters------------31,500yen(30,000yen) Outside of the breakwaters-----in area A-------57,750yen(55,000yen) -----in area B-------94,500yen(90,000yen) -----in area C-------157,500yen(150,000yen) -----out of Harbor Limits-------315,000yen (300,000yen) (2)From wharf Per ship,per supply,30m3 or less------------18,585yen(17,700yen) More than 30m3,per 1m3-----------619.50yen(590yen) Self-service,per 1m3-----------------514.50yen(490yen) (3)From specified wharf Per month,30m3 or less----------------17,325yen(16,500yen) More than 30m3,per 1m3-----------577.50yen(550yen) (4)Supply at private berth--------per 1m3--------367.50yen(350yen) (5)From the automatic vending machines--------per 1m3--------420yen The Port of Kobe has been a gateway to the world, and is held dear by the many visitors to its shores. This city charms allude to the dreams of travelers from around the world. The Port Terminal The Port Terminal, built on Shinko Pier No.4, is a special terminal serving passenger ships from all parts of Japan and from various foreign countries, including large cruise vessels, regular passenger liners between Japan and Korea, and regular ferries between Japan and China. The Terminal is equipped with 6 berths, including a 12m-depth wharf, and 3 ship-to-terminal gangplanks. Thus the Port Terminal can accommodate any type of passenger ships. The Terminal building is also equipped with CIQ functions to streamline necessary process. The Terminal has shipping company information counters, a hall with a 2500 person capacity, a welcome & send-off deck souvenir shops and parking for 320 cars and 40 buses. Because its facilities are open to all, including passengers, visitors and the general public, the Port Terminal is always alive with activity. Asuka at Port Terminal Arrivals after February All cruise ships will arrive at Port Terminal on Shinko Pier No.4. The Port is located in the central part of the Japanese Archipelago, and on the main routes of world marine-transportation networks. Port of Kobe (Japan) - Port and Urban Projects Bureau - Kobe Port Promotion Council.