============= Transaction # 1 ============================================== Transaction #: 1 Transaction Code: 0 (New Host Selected) Terminal ID: 57900 Z39.50 Server ID: 0 (Astro/Math/Stat) Session ID: 1 New Z39.50 Server ID: 19 (TREC) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:01:44 Rec. Format: Short Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 2 ============================================== Transaction #: 2 Transaction Code: 35 (New Host Connected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Short Time Cmd Complete: 17:01:46 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 3 ============================================== Transaction #: 3 Transaction Code: 0 (New Host Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 19 (TREC) Old Z39.50 Server ID: 19 (TREC) Usr Interface: Prob Time Cmd Sent: 17:02:31 Rec. Format: Short Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 4 ============================================== Transaction #: 4 Transaction Code: 35 (New Host Connected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 19 (TREC) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Short Time Cmd Complete: 17:02:32 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 5 ============================================== Transaction #: 5 Transaction Code: 6 (Direct Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:04:45 Rec. Format: Short Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 6 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {drugs for the treatment of asthma})" ============= Transaction # 6 ============================================== Transaction #: 6 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Short Time Cmd Complete: 17:04:49 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 8389 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 7 ============================================== Transaction #: 7 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Short Time Cmd Complete: 17:05:51 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 8389 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 8 ============================================== Transaction #: 8 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Short Time Cmd Complete: 17:05:56 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 8389 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 9 ============================================== Transaction #: 9 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:07:23 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 10 ============================================== Transaction #: 10 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:09:24 Selec. Rec. #: 1 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT941-10709 _AN-EBHC6AE5FT 940 208 FT 08 FEB 94 / UK Company News: Glaxo asthma drug wi ns US approval By DANIEL GREEN Glax o has belatedly won US approval for one of its most important products of th e 1990s, the inhaled asthma treatment Serevent. The US Food and Drug Adminis tration had been expected to approve the drug in December and Glaxo shares f ell when this did not happen. After Serevent's approval yesterday, the share s rose 15p to end the day with a net fall of 2p at 664p. The drug is importa nt to Glaxo because it is a successor to Ventolin, the long standing big sel ler in asthma treatment. Such respiratory treatments are second in importanc e only to ulcer drugs in Glaxo's therapeutic portfolio, accounting for almos t one quarter of total sales. The older drug has now lost much of its patent protection and the company is relying on Serevent to underpin its position in the market. The drug was approved in Europe in 1991 and should eventually reach sales of Pounds 350m a year, according to James Capel, the broker. In the last full year, Serevent sold Pounds 73m while Ventolin sales were wort h Pounds 484m. The drug had a setback last month, however, when Italian gove rnment healthcare reforms favoured Ventolin by excluding Serevent from a lis t of drugs the government would pay for. Glaxo lodged an appeal against the ruling. Companies:- Glaxo Holdings. Countr ies:- USZ United States of America. Industries:- P2834 Pharmaceutical Preparations. Types:- TECH P roducts & Product use. The Financial Times London P age 24 ============= Transaction # 11 ============================================== Transaction #: 11 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:09:47 Selec. Rec. #: 1 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT941-10709 _AN-EBHC6AE5FT 940 208 FT 08 FEB 94 / UK Company News: Glaxo asthma drug wi ns US approval By DANIEL GREEN Glax o has belatedly won US approval for one of its most important products of th e 1990s, the inhaled asthma treatment Serevent. The US Food and Drug Adminis tration had been expected to approve the drug in December and Glaxo shares f ell when this did not happen. After Serevent's approval yesterday, the share s rose 15p to end the day with a net fall of 2p at 664p. The drug is importa nt to Glaxo because it is a successor to Ventolin, the long standing big sel ler in asthma treatment. Such respiratory treatments are second in importanc e only to ulcer drugs in Glaxo's therapeutic portfolio, accounting for almos t one quarter of total sales. The older drug has now lost much of its patent protection and the company is relying on Serevent to underpin its position in the market. The drug was approved in Europe in 1991 and should eventually reach sales of Pounds 350m a year, according to James Capel, the broker. In the last full year, Serevent sold Pounds 73m while Ventolin sales were wort h Pounds 484m. The drug had a setback last month, however, when Italian gove rnment healthcare reforms favoured Ventolin by excluding Serevent from a lis t of drugs the government would pay for. Glaxo lodged an appeal against the ruling. Companies:- Glaxo Holdings. Countr ies:- USZ United States of America. Industries:- P2834 Pharmaceutical Preparations. Types:- TECH P roducts & Product use. The Financial Times London P age 24 ============= Transaction # 12 ============================================== Transaction #: 12 Transaction Code: 23 (Saved Recs. Viewed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:10:07 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 13 ============================================== Transaction #: 13 Transaction Code: 24 (Saved Recs. Win. iconized) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:10:13 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 14 ============================================== Transaction #: 14 Transaction Code: 24 (Saved Recs. Win. iconized) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:10:49 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 15 ============================================== Transaction #: 15 Transaction Code: 6 (Direct Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:12:18 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 7 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {drugs for the treatment of asthma ventolin})" ============= Transaction # 16 ============================================== Transaction #: 16 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:12:20 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 8390 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 17 ============================================== Transaction #: 17 Transaction Code: 8 (Mixed Bool./Dir. Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:16:37 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 1 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 8 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {drugs for the treatment of asthma ventolin}) and (title {gl axo})" ============= Transaction # 18 ============================================== Transaction #: 18 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:16:40 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 141 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 19 ============================================== Transaction #: 19 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:17:07 Selec. Rec. #: 1 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT941-10709 _AN-EBHC6AE5FT 940 208 FT 08 FEB 94 / UK Company News: Glaxo asthma drug wi ns US approval By DANIEL GREEN Glax o has belatedly won US approval for one of its most important products of th e 1990s, the inhaled asthma treatment Serevent. The US Food and Drug Adminis tration had been expected to approve the drug in December and Glaxo shares f ell when this did not happen. After Serevent's approval yesterday, the share s rose 15p to end the day with a net fall of 2p at 664p. The drug is importa nt to Glaxo because it is a successor to Ventolin, the long standing big sel ler in asthma treatment. Such respiratory treatments are second in importanc e only to ulcer drugs in Glaxo's therapeutic portfolio, accounting for almos t one quarter of total sales. The older drug has now lost much of its patent protection and the company is relying on Serevent to underpin its position in the market. The drug was approved in Europe in 1991 and should eventually reach sales of Pounds 350m a year, according to James Capel, the broker. In the last full year, Serevent sold Pounds 73m while Ventolin sales were wort h Pounds 484m. The drug had a setback last month, however, when Italian gove rnment healthcare reforms favoured Ventolin by excluding Serevent from a lis t of drugs the government would pay for. Glaxo lodged an appeal against the ruling. Companies:- Glaxo Holdings. Countr ies:- USZ United States of America. Industries:- P2834 Pharmaceutical Preparations. Types:- TECH P roducts & Product use. The Financial Times London P age 24 ============= Transaction # 20 ============================================== Transaction #: 20 Transaction Code: 12 (Record Relevance Feedback) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:18:33 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind Default:1 ============= Transaction # 21 ============================================== Transaction #: 21 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:19:13 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 206926 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 22 ============================================== Transaction #: 22 Transaction Code: 15 (Terms Cleared) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:20:56 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 23 ============================================== Transaction #: 23 Transaction Code: 6 (Direct Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:22:28 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 4 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {el nino climate effects})" ============= Transaction # 24 ============================================== Transaction #: 24 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:22:35 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 29862 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 25 ============================================== Transaction #: 25 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:23:22 Selec. Rec. #: 1 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT923-14358 _AN-CGHATADDFT 920 708 FT 08 JUL 92 / Commodities and Agriculture: El Nino drought 'appears to be over' By REUTER SYDNEY THE DROUGHT that has ravaged crops and cost hundreds of millions of dollars in countries across Asia and the South Pacific appears to be over, meteorologists say, reports Reuter from Sydney. Its cause, the climatic phenomenon known as El Nino, is dissipating with som e areas returning to normal weather conditions more quickly than others, the y said. Australia is among the first of the major agricultural producers to emerge from drought in most areas, while in India a return to normal rainfal l is expected in the late monsoon. China's northern provinces are still in t he grip of drought, however, though it is unlikely to have much impact on th e country's international trading position. 'We're now in the declining phas e of El Nino, it's global and it has had an effect since early last year all round the planet, particularly in the tropical regions,' an official at Aus tralia's National Climate Centre said. Ocean waters in the central and easte rn equatorial Pacific, which had warmed under El Nino were continuing to coo l quite rapidly, the climate centre reported. Australia, whose farm sector w as ravaged by drought and economic recession, has already felt the effect of the changing conditions. 'Australia tends to climb out of it earlier than o thers,' the official said. Drought conditions still persist in some areas of New South Wales and southern Queensland but local output of grain and sugar is forecast to recover significantly after last year's drought across easte rn Australia. The total value of wheat, coarse grains and sugar is forecast to rise by nearly 30 per cent to ADollars 3.14bn (Pounds 1.2bn) in the year to the end of June, 1993, compared with the previous drought-hit year. In In dia however, the change is taking longer to come through. 'It is expected to come back to average in the late monsoon season,' Australia's climate centr e official said. Erratic rains in India last year caused food grain output t o fall to about 171m tonnes in the year to June 30, 1992 from the previous y ear's record 176m tonnes. The Financial Times Lon don Page 32 ============= Transaction # 26 ============================================== Transaction #: 26 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:24:21 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 27 ============================================== Transaction #: 27 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Short Time Cmd Complete: 17:24:35 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 28 ============================================== Transaction #: 28 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:24:41 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 29 ============================================== Transaction #: 29 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:24:53 Selec. Rec. #: 3 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT932-14766 _AN-DDPB8AGDFT 930 416 FT 16 APR 93 / Commodities and Agriculture: Peru's f ishmeal industry set for bumper profits - Production survived last year's El Nino visitation to reach a fresh record By SALLY BO WEN THE PERUVIAN fishmeal industry is gearing up for a bona nza predicted to last for the next two to three years. By late 1992, the sar dine and anchovy that form the staple raw material for the industry were bac k in abundance after being temporarily affected by the appearance of the dre aded warm current known as 'El Nino', which last ravaged fishmeal output in 1983. Contrary to predictions, however, Peruvian production survived last ye ar's milder visitation and a late boost in fish stocks turned 1992 into yet another record year. Peru topped the world exporters' league with 1.37m tonn es, narrowly outstripping Chile's 1.21m tonnes. 'Statistically, the years af ter a Nino are excellent,' says Mr Espino of Imarpe, Peru's maritime institu te, which is charged with husbanding the resource and recommending periodic fishing bans. Mr Espino estimates that the Peruvian catch could be raised by a quarter or a third from the present 6m tonnes a year without detriment to the species. 'And if the fishmeal producers started going for jack mackerel - at present only about 80,000 tonnes a year are landed, perhaps 5 per cent of total stocks - then the sky's the limit,' he says. The main limitation o n such expansion is fleet capacity. Most Peruvian fishing boats are small, w ith no refrigeration and hug the coast. When El Nino hits, the fish move int o deeper waters farther out to sea where these boats cannot follow. Peruvian producers say they have invested more than Dollars 200m in the past two yea rs in fleet renovation and plant and equipment modernisation ashore. The ind ustry is moving towards production of higher-quality, low temperature, steam -dried meal with 'stickwater' plants to maximise protein recovery. New boats with refrigerated holds are under construction in local yards. But there's still plenty of room, and a warm welcome waiting, for new investment from ab road. Representatives from Chile's huge Angelini group have been in Peru rec ently on 'feeling-out' visits. And Venezuelan capital has already entered in the form of a new fishmeal joint venture under the name of Palangrera Perua na. But the big surprise of 1993 could be the arrival of the Chinese. Pesca Peru, the state-owned fishmeal and fishoil giant that produces around 40 per cent of all national output, is high on this year's privatisation list. Coo pers and Lybrand, with financing from the Canadian development agency and th e World Bank, is currently completing a valuation and will recommend on sale procedures. Essentially, the choice is between splitting the company into i ts 20 plants and four refineries to sell off individually; or selling the wh ole company as one unit. The only likely buyers on the latter basis would be the Chinese - 'and it's a possibility that has the private producers in a s tate of panic', says Mr Eric Topf, head of the Pesca Peru privatisation comm ittee. Unofficially, senior Pesca Peru officials say the company should fetc h 'at least Dollars 200m', a ball-park figure considered over-optimistic by private producers. The state-owned plants are, by and large, elderly and out dated - though several are excellently located on the now-desirable extreme southern coast and have their own quays. Drastic personnel reductions during 1992 put Pesca Peru back into profit after years in the red, underlining ju st how profitable producing fishmeal can be, even from scrap-yard plants. Ch ina has established itself as far and away Peru's largest customer, buying l ast year almost 60 per cent of all output. Peruvian fishmeal goes to feed th e Pacific prawn, turbot and eel which China is successfully exporting in qua ntity to the US and Japan. The Chinese are said to be producing at present s ome 32m tonnes of animal foodstuffs a year, in which they use 2 per cent fis hmeal - a very low percentage compared with most competitors. A high-level P eruvian delegation is now in China 'to try to convince them of the bounties of boosting that fishmeal component,' says Mr Salomon Manzur, Peruvian presi dent of the Fishmeal Exporters' Association. If the Chinese do increase the percentage of fishmeal in their current animal feedstuff production, Peruvia n producers will be assured of sales for their expanded fishmeal output for several years to come. ---------------------------------------------------- - FISHMEAL PRODUCTION ('000 TONNES) --------------------------------------- -------------- 1990 1991 1992 ------------------ ----------------------------------- Peruvian Pesca Peru 379 4 98 513 Private sector 755 782 853 Total 1,1 34 1,280 1,366 ----------------------------------------------------- Ch ilean 1,550 1,210 ----------------------------------- ------------------ Source: Peruvian National Fishing Society (SNP). ------- ---------------------------------------------- Countries:- PEZ Peru, South America. Industries:- P0919 Misc ellaneous Marine Products. Types:- MKTS Production. The Financial Times London Page 26 ============= Transaction # 30 ============================================== Transaction #: 30 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:25:35 Selec. Rec. #: 5 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT922-643 _AN-CFZBBAD9FT 92062 6 FT 26 JUN 92 / Commodities and Agriculture: Flooded Bo livian farmers on hunger strike By FRANCIS FREISINGE R SANTA CRUZ THE BOLIVIAN Eastern Farmers Chamber (CAO) has declared an indefinite hunger strike in protest a t the lack of government aid in the wake of the agricultural disaster that h as struck the Santa Cruz department as a result of months of flooding. Peasa nt groups have announced other measures in support of the CAO - including ro ad blocks - and a regional general strike may follow. Santa Cruz in the east of the country, which produces 90 per cent of Bolivia's agricultural export s, principally soyabeans and sugar, has been devastated since January by the worst floods in living memory. At least a third and possibly as much as hal f the crop has been lost already and the sowing of the next crop has been se riously disrupted, the losses will continue for another harvest. At least Do llars l00m has been lost to date, a vast sum for Bolivia. As a result there will be a marked reduction in GNP growth this year according to economists. Nearly a hundred farmers from the CAO have joined the hunger strike, includi ng some of the wealthiest men in the country, and as many as 500 more are po ised to follow. In a remarkable development, the hardline right-wing farmers have literally become bedfellows with their traditional enemy, the Bolivian Workers' Central (COB), the national union confederation which still adhere s, at least in theory, to a revolutionary Marxist ideology. Some of COB lead ers have joined the hunger strike and are now sleeping in the same room as t he farmers. The farmers are calling for much more direct government and inte rnational assistance as well as rescheduling of loans from both private bank s and multinational institutions, principally the Inter-American Development Bank. They are demanding special help for the smaller farmers, worst hit fi nancially because of their lack of access to credit, as a result of which th ousands face bankruptcy. The CAO President, Mr Sergio Justiniano said: 'We w ill remain on hunger strike until a global solution is found'. The flooding is partly the result of exceptionally heavy rains that have accompanied the El Nino cyclical Pacific weather phenomenon, which has also brought flooding this year to Peru and Ecuador. However, according to ecologists, the effect has been exacerbated in Bolivia by the extensive deforestation that has acc ompanied the agricultural boom of the past few years Despite officially decl aring the region a disaster zone, the government claims that it is unable to help. Mr Hugo Lozino, minister of peasant development said: 'We have done w hat we can. Bolivia is a poor country and can't afford to do more'. It seems unlikely, however, that the government will be able to resist the powerful alliance confronting it, especially as it faces unrest in other key sectors, including mining. The Financial Times London Pag e 30 ============= Transaction # 31 ============================================== Transaction #: 31 Transaction Code: 38 (Record Deselected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:25:35 Selec. Rec. #: 5 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT922-643 _AN-CFZBBAD9FT 92062 6 FT 26 JUN 92 / Commodities and Agriculture: Flooded Bo livian farmers on hunger strike By FRANCIS FREISINGE R SANTA CRUZ THE BOLIVIAN Eastern Farmers Chamber (CAO) has declared an indefinite hunger strike in protest a t the lack of government aid in the wake of the agricultural disaster that h as struck the Santa Cruz department as a result of months of flooding. Peasa nt groups have announced other measures in support of the CAO - including ro ad blocks - and a regional general strike may follow. Santa Cruz in the east of the country, which produces 90 per cent of Bolivia's agricultural export s, principally soyabeans and sugar, has been devastated since January by the worst floods in living memory. At least a third and possibly as much as hal f the crop has been lost already and the sowing of the next crop has been se riously disrupted, the losses will continue for another harvest. At least Do llars l00m has been lost to date, a vast sum for Bolivia. As a result there will be a marked reduction in GNP growth this year according to economists. Nearly a hundred farmers from the CAO have joined the hunger strike, includi ng some of the wealthiest men in the country, and as many as 500 more are po ised to follow. In a remarkable development, the hardline right-wing farmers have literally become bedfellows with their traditional enemy, the Bolivian Workers' Central (COB), the national union confederation which still adhere s, at least in theory, to a revolutionary Marxist ideology. Some of COB lead ers have joined the hunger strike and are now sleeping in the same room as t he farmers. The farmers are calling for much more direct government and inte rnational assistance as well as rescheduling of loans from both private bank s and multinational institutions, principally the Inter-American Development Bank. They are demanding special help for the smaller farmers, worst hit fi nancially because of their lack of access to credit, as a result of which th ousands face bankruptcy. The CAO President, Mr Sergio Justiniano said: 'We w ill remain on hunger strike until a global solution is found'. The flooding is partly the result of exceptionally heavy rains that have accompanied the El Nino cyclical Pacific weather phenomenon, which has also brought flooding this year to Peru and Ecuador. However, according to ecologists, the effect has been exacerbated in Bolivia by the extensive deforestation that has acc ompanied the agricultural boom of the past few years Despite officially decl aring the region a disaster zone, the government claims that it is unable to help. Mr Hugo Lozino, minister of peasant development said: 'We have done w hat we can. Bolivia is a poor country and can't afford to do more'. It seems unlikely, however, that the government will be able to resist the powerful alliance confronting it, especially as it faces unrest in other key sectors, including mining. The Financial Times London Pag e 30 ============= Transaction # 32 ============================================== Transaction #: 32 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:25:36 Selec. Rec. #: 5 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT922-643 _AN-CFZBBAD9FT 92062 6 FT 26 JUN 92 / Commodities and Agriculture: Flooded Bo livian farmers on hunger strike By FRANCIS FREISINGE R SANTA CRUZ THE BOLIVIAN Eastern Farmers Chamber (CAO) has declared an indefinite hunger strike in protest a t the lack of government aid in the wake of the agricultural disaster that h as struck the Santa Cruz department as a result of months of flooding. Peasa nt groups have announced other measures in support of the CAO - including ro ad blocks - and a regional general strike may follow. Santa Cruz in the east of the country, which produces 90 per cent of Bolivia's agricultural export s, principally soyabeans and sugar, has been devastated since January by the worst floods in living memory. At least a third and possibly as much as hal f the crop has been lost already and the sowing of the next crop has been se riously disrupted, the losses will continue for another harvest. At least Do llars l00m has been lost to date, a vast sum for Bolivia. As a result there will be a marked reduction in GNP growth this year according to economists. Nearly a hundred farmers from the CAO have joined the hunger strike, includi ng some of the wealthiest men in the country, and as many as 500 more are po ised to follow. In a remarkable development, the hardline right-wing farmers have literally become bedfellows with their traditional enemy, the Bolivian Workers' Central (COB), the national union confederation which still adhere s, at least in theory, to a revolutionary Marxist ideology. Some of COB lead ers have joined the hunger strike and are now sleeping in the same room as t he farmers. The farmers are calling for much more direct government and inte rnational assistance as well as rescheduling of loans from both private bank s and multinational institutions, principally the Inter-American Development Bank. They are demanding special help for the smaller farmers, worst hit fi nancially because of their lack of access to credit, as a result of which th ousands face bankruptcy. The CAO President, Mr Sergio Justiniano said: 'We w ill remain on hunger strike until a global solution is found'. The flooding is partly the result of exceptionally heavy rains that have accompanied the El Nino cyclical Pacific weather phenomenon, which has also brought flooding this year to Peru and Ecuador. However, according to ecologists, the effect has been exacerbated in Bolivia by the extensive deforestation that has acc ompanied the agricultural boom of the past few years Despite officially decl aring the region a disaster zone, the government claims that it is unable to help. Mr Hugo Lozino, minister of peasant development said: 'We have done w hat we can. Bolivia is a poor country and can't afford to do more'. It seems unlikely, however, that the government will be able to resist the powerful alliance confronting it, especially as it faces unrest in other key sectors, including mining. The Financial Times London Pag e 30 ============= Transaction # 33 ============================================== Transaction #: 33 Transaction Code: 38 (Record Deselected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:26:22 Selec. Rec. #: 1 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT923-14358 _AN-CGHATADDFT 920 708 FT 08 JUL 92 / Commodities and Agriculture: El Nino drought 'appears to be over' By REUTER SYDNEY THE DROUGHT that has ravaged crops and cost hundreds of millions of dollars in countries across Asia and the South Pacific appears to be over, meteorologists say, reports Reuter from Sydney. Its cause, the climatic phenomenon known as El Nino, is dissipating with som e areas returning to normal weather conditions more quickly than others, the y said. Australia is among the first of the major agricultural producers to emerge from drought in most areas, while in India a return to normal rainfal l is expected in the late monsoon. China's northern provinces are still in t he grip of drought, however, though it is unlikely to have much impact on th e country's international trading position. 'We're now in the declining phas e of El Nino, it's global and it has had an effect since early last year all round the planet, particularly in the tropical regions,' an official at Aus tralia's National Climate Centre said. Ocean waters in the central and easte rn equatorial Pacific, which had warmed under El Nino were continuing to coo l quite rapidly, the climate centre reported. Australia, whose farm sector w as ravaged by drought and economic recession, has already felt the effect of the changing conditions. 'Australia tends to climb out of it earlier than o thers,' the official said. Drought conditions still persist in some areas of New South Wales and southern Queensland but local output of grain and sugar is forecast to recover significantly after last year's drought across easte rn Australia. The total value of wheat, coarse grains and sugar is forecast to rise by nearly 30 per cent to ADollars 3.14bn (Pounds 1.2bn) in the year to the end of June, 1993, compared with the previous drought-hit year. In In dia however, the change is taking longer to come through. 'It is expected to come back to average in the late monsoon season,' Australia's climate centr e official said. Erratic rains in India last year caused food grain output t o fall to about 171m tonnes in the year to June 30, 1992 from the previous y ear's record 176m tonnes. The Financial Times Lon don Page 32 ============= Transaction # 34 ============================================== Transaction #: 34 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:26:22 Selec. Rec. #: 1 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT923-14358 _AN-CGHATADDFT 920 708 FT 08 JUL 92 / Commodities and Agriculture: El Nino drought 'appears to be over' By REUTER SYDNEY THE DROUGHT that has ravaged crops and cost hundreds of millions of dollars in countries across Asia and the South Pacific appears to be over, meteorologists say, reports Reuter from Sydney. Its cause, the climatic phenomenon known as El Nino, is dissipating with som e areas returning to normal weather conditions more quickly than others, the y said. Australia is among the first of the major agricultural producers to emerge from drought in most areas, while in India a return to normal rainfal l is expected in the late monsoon. China's northern provinces are still in t he grip of drought, however, though it is unlikely to have much impact on th e country's international trading position. 'We're now in the declining phas e of El Nino, it's global and it has had an effect since early last year all round the planet, particularly in the tropical regions,' an official at Aus tralia's National Climate Centre said. Ocean waters in the central and easte rn equatorial Pacific, which had warmed under El Nino were continuing to coo l quite rapidly, the climate centre reported. Australia, whose farm sector w as ravaged by drought and economic recession, has already felt the effect of the changing conditions. 'Australia tends to climb out of it earlier than o thers,' the official said. Drought conditions still persist in some areas of New South Wales and southern Queensland but local output of grain and sugar is forecast to recover significantly after last year's drought across easte rn Australia. The total value of wheat, coarse grains and sugar is forecast to rise by nearly 30 per cent to ADollars 3.14bn (Pounds 1.2bn) in the year to the end of June, 1993, compared with the previous drought-hit year. In In dia however, the change is taking longer to come through. 'It is expected to come back to average in the late monsoon season,' Australia's climate centr e official said. Erratic rains in India last year caused food grain output t o fall to about 171m tonnes in the year to June 30, 1992 from the previous y ear's record 176m tonnes. The Financial Times Lon don Page 32 ============= Transaction # 35 ============================================== Transaction #: 35 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:26:27 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 36 ============================================== Transaction #: 36 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:26:42 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 37 ============================================== Transaction #: 37 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:27:23 Selec. Rec. #: 6 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT921-5191 _AN-CCEBQAC7FT 9203 05 FT 05 MAR 92 / Commodities and Agriculture: Ecuador s hells out on shrimp farming - The consequences of declining fish stocks and over-investment By SARITA KENDALL E cuador's shrimp farming business had another record year in 1991 as the gap with other fishing exports widened. Groups within the industry, unwilling to acknowledge over-fishing, accuse each other of irrational practices or blam e dwindling catches on climate and ocean currents. 'We've seen this happen i n other countries - with herring in the North Sea, and anchovy in Peru,' sai d Mr Ian Scott, the economist in charge of Britain's technical assistance pr ogramme for the fishing sector. 'There's been over-investment. If the Ecuado rian fleet fishes for 150 days a year at 50 per cent efficiency, it can catc h 3m tonnes - but the sustainable stock of pelagic fish is only 500,000 to 1 m tonnes.' In the last few years fishermen supplying the fishmeal and cannin g industries have seen a drastic drop in the harvest of sardines, mackerel, thread herring and anchovies: the catch fell from 1,970,000 tonnes in 1985 t o 233,000 tonnes in 1990, leaving many processing plants working at less tha n 20 per cent of capacity. Mr Scott said that although the warm southward-fl owing El Nino current was responsible for two bad years, the general decline was due to over-fishing and licences and quota systems were needed to help stocks recover. The tuna industry, centred in Manta, is also overblown, but the catch has remained stable at 50,000 to 55,000 tonnes a year. Both Ecuado rian and foreign boats fish for tuna. Local fishermen criticise the fact tha t boats registered in the US, Japan and other countries are contracted by Ma nta processing companies. However, it is argued that only some of the vessel s in the national fleet can freeze tuna to -40C, the temperature necessary f or good quality exports. The under-secretary for fishing, Mr Max Aguirre, is proud of Ecuador's record on the dolphin-tuna issue. 'The Ecuadorian law is strict. Ecuadorian and foreign boats have their licences taken away if they fish on dolphins. I report with satisfaction that in 43 trips with observer s on board there were zero dolphin deaths.' Mr Aguirre admits that research studies warned of sardine fishing problems, and says regional controls, incl uding Peru and Chile, should be enforced. 'Licences should regulate the catc h with reference to the resource.' However, the private sector has been too powerful and the government too timid to allow any quota-based management of stocks. The fish sector earned about USDollars 570m in 1991, with shrimps c ontributing more than 85 per cent. There are more than 125,000 hectares of s hrimp ponds along the tidal flats of the Ecuadorian coastline, mainly in the southern provinces. Most shrimp farms are less than 50 hectares, though the largest - up to as much as 2,000 hectares - tend to be the most sophistica ted. Some use small aircraft to drop feed over the surface of the ponds. Shr imp farms produce all year round so close to the equator and two to three ha rvests can be taken. With an ideal climate, plentiful larvae and low-labour costs, Ecuador is the leading Latin American shrimp exporter. 'Our problem a t the moment is the big jump in the cost of inputs. The dollar price of shri mps has dropped and so has profitability,' said Mr Renato del Campo of the C hamber of Shrimp Producers in Guayaquil. 'But there are markets - the US is still attractive and we are diversifying into Europe, especially Spain.' Exp orts have risen from 10,000 tonnes in 1980 to more than 78,000 tonnes in 199 1, and the need for more space and more larvae has led to conflict with envi ronmental groups, particularly over the clearing of mangroves. Most shrimps are bred from wild larvae caught by thousands of seasonal fishermen, but mor e than 100 laboratories have been started up in recent years, with some expo rting larvae to Colombia. Although the shrimp fishing industry is small, acc ounting for less than 10 per cent of production, wild shrimp provide importa nt breeding stocks for the laboratories. The sector expanded dangerously fas t - from about 2,000 to 9,000 boats - in the 1980s and over-fishing is beco ming a serious problem within a few miles of the coast. Many of the boats ar e dug-out canoes based in small communities. 'We need to teach people to tak e better care of the fish, then they'll also improve their income. There sho uld be ice available, and we need to encourage marketing co-operatives,' sai d Mr Aguirre. The British aid project, which is now ending after 12 years, h as helped the National Fisheries Institute to build up data on biology, prod uct development, marketing and management. Ecuador has a stronger basis for planning resource use than many other countries. 'There isn't any room for g rowth in the existing industry - it needs reducing and consolidating,' said Mr. Scott. The Financial Times London Page 30

============= Transaction # 38 ============================================== Transaction #: 38 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:27:47 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 39 ============================================== Transaction #: 39 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:29:08 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 40 ============================================== Transaction #: 40 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:29:22 Selec. Rec. #: 7 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT922-14235 _AN-CDHB2AAMFT 920 407 FT 07 APR 92 / Drought pulls the plug on much of Col ombia By SARITA KENDALL BOGO TA POWER cuts of at least eight hours a day have been imp osed all over Colombia in an effort to cope with a drought that has reduced the water for hydro electric plants. There is little prospect of rain, and r eservoirs are drying into baked mud. If this continues the country could fac e a complete black-out by the end of April. The winter rains are late and th e El Nino current off the Pacific coast appears to be upsetting normal weath er patterns. But bad planning, heavy debts, corruption, budget deficits, def orestation and poor management are behind the electricity problems. Colombia 's generating capacity is 8,200MW, more than adequate for normal demand leve ls. Despite the country's ample coal and oil reserves, 78 per cent of power comes from large, expensive hydro-electric schemes which have pushed the sec tor's foreign debt up to more than Dollars 5bn. To try to save on costs, ele ctricity companies have been running down the reservoirs rather than use the rmal plants at full capacity. Labour and financial problems have also delaye d the maintenance of thermal power stations, while guerrilla attacks have pu t distribution lines out of action. The rationing aims to cut overall consum ption by about a third. The government has asked industry to shut down for 1 0 days over Easter and to send workers on holiday. The Financia l Times International Page 6 ============= Transaction # 41 ============================================== Transaction #: 41 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:29:55 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 29862 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 42 ============================================== Transaction #: 42 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:30:10 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 43 ============================================== Transaction #: 43 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:31:48 Selec. Rec. #: 9 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT922-12623 _AN-CDPBOADHFT 920 416 FT 16 APR 92 / Commodities and Agriculture: Supply f ears buoy sugar prices By DAVID BLACKWELL FEARS OF a tighter sugar supply/demand balance in 1992-93 are support ing the world market, according to reports from two London trade houses. Raw sugar prices have recently touched eight-month highs, nudging 10 cents a lb in the New York market, on fears of tight nearby supplies following damage to the South African crop because of drought. The trade houses, ED & F. Man and Czarnikow, both point out in reports published today that in the short t erm the changing export potential in several countries will keep the lid on prices. The increasing likelihood of a 1m-tonne increase in Thailand's crop, compared with the previous season, together with the availability of export able surpluses from India and Cuba, should 'keep significant advances at bay ', Man's latest sugar report says. Man believes that reports of a catastroph ic Cuban crop this season at 5m to 5.5m tonnes are unsupported by the eviden ce and estimates that the crop will come in at about 6.5m tonnes. It is fore casting a crop of more than 5m tonnes in Thailand and 12.6m tonnes in India. The overall balance for the 1991-92 season remains marginally in surplus, M an says, but it suggests that the situation is likely to be even more tightl y balanced in 1992-93. Czarnikow's sugar review points out that the extent o f the South African drought has raised questions about the timing and covera ge of the El Nino weather phenomenon. 'Already a major drought is developing in Thailand which, if relief does not arrive this month, could have serious implications for the next crop,' the Czarnikow review says. 'If this is par t of a regional phenomenon there might be problems later in the year with th e monsoon in India and this will need to be monitored carefully.'

The Financial Times London Page 38 ============= Transaction # 44 ============================================== Transaction #: 44 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:33:22 Selec. Rec. #: 3 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT932-14766 _AN-DDPB8AGDFT 930 416 FT 16 APR 93 / Commodities and Agriculture: Peru's f ishmeal industry set for bumper profits - Production survived last year's El Nino visitation to reach a fresh record By SALLY BO WEN THE PERUVIAN fishmeal industry is gearing up for a bona nza predicted to last for the next two to three years. By late 1992, the sar dine and anchovy that form the staple raw material for the industry were bac k in abundance after being temporarily affected by the appearance of the dre aded warm current known as 'El Nino', which last ravaged fishmeal output in 1983. Contrary to predictions, however, Peruvian production survived last ye ar's milder visitation and a late boost in fish stocks turned 1992 into yet another record year. Peru topped the world exporters' league with 1.37m tonn es, narrowly outstripping Chile's 1.21m tonnes. 'Statistically, the years af ter a Nino are excellent,' says Mr Espino of Imarpe, Peru's maritime institu te, which is charged with husbanding the resource and recommending periodic fishing bans. Mr Espino estimates that the Peruvian catch could be raised by a quarter or a third from the present 6m tonnes a year without detriment to the species. 'And if the fishmeal producers started going for jack mackerel - at present only about 80,000 tonnes a year are landed, perhaps 5 per cent of total stocks - then the sky's the limit,' he says. The main limitation o n such expansion is fleet capacity. Most Peruvian fishing boats are small, w ith no refrigeration and hug the coast. When El Nino hits, the fish move int o deeper waters farther out to sea where these boats cannot follow. Peruvian producers say they have invested more than Dollars 200m in the past two yea rs in fleet renovation and plant and equipment modernisation ashore. The ind ustry is moving towards production of higher-quality, low temperature, steam -dried meal with 'stickwater' plants to maximise protein recovery. New boats with refrigerated holds are under construction in local yards. But there's still plenty of room, and a warm welcome waiting, for new investment from ab road. Representatives from Chile's huge Angelini group have been in Peru rec ently on 'feeling-out' visits. And Venezuelan capital has already entered in the form of a new fishmeal joint venture under the name of Palangrera Perua na. But the big surprise of 1993 could be the arrival of the Chinese. Pesca Peru, the state-owned fishmeal and fishoil giant that produces around 40 per cent of all national output, is high on this year's privatisation list. Coo pers and Lybrand, with financing from the Canadian development agency and th e World Bank, is currently completing a valuation and will recommend on sale procedures. Essentially, the choice is between splitting the company into i ts 20 plants and four refineries to sell off individually; or selling the wh ole company as one unit. The only likely buyers on the latter basis would be the Chinese - 'and it's a possibility that has the private producers in a s tate of panic', says Mr Eric Topf, head of the Pesca Peru privatisation comm ittee. Unofficially, senior Pesca Peru officials say the company should fetc h 'at least Dollars 200m', a ball-park figure considered over-optimistic by private producers. The state-owned plants are, by and large, elderly and out dated - though several are excellently located on the now-desirable extreme southern coast and have their own quays. Drastic personnel reductions during 1992 put Pesca Peru back into profit after years in the red, underlining ju st how profitable producing fishmeal can be, even from scrap-yard plants. Ch ina has established itself as far and away Peru's largest customer, buying l ast year almost 60 per cent of all output. Peruvian fishmeal goes to feed th e Pacific prawn, turbot and eel which China is successfully exporting in qua ntity to the US and Japan. The Chinese are said to be producing at present s ome 32m tonnes of animal foodstuffs a year, in which they use 2 per cent fis hmeal - a very low percentage compared with most competitors. A high-level P eruvian delegation is now in China 'to try to convince them of the bounties of boosting that fishmeal component,' says Mr Salomon Manzur, Peruvian presi dent of the Fishmeal Exporters' Association. If the Chinese do increase the percentage of fishmeal in their current animal feedstuff production, Peruvia n producers will be assured of sales for their expanded fishmeal output for several years to come. ---------------------------------------------------- - FISHMEAL PRODUCTION ('000 TONNES) --------------------------------------- -------------- 1990 1991 1992 ------------------ ----------------------------------- Peruvian Pesca Peru 379 4 98 513 Private sector 755 782 853 Total 1,1 34 1,280 1,366 ----------------------------------------------------- Ch ilean 1,550 1,210 ----------------------------------- ------------------ Source: Peruvian National Fishing Society (SNP). ------- ---------------------------------------------- Countries:- PEZ Peru, South America. Industries:- P0919 Misc ellaneous Marine Products. Types:- MKTS Production. The Financial Times London Page 26 ============= Transaction # 45 ============================================== Transaction #: 45 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:33:22 Selec. Rec. #: 5 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT922-643 _AN-CFZBBAD9FT 92062 6 FT 26 JUN 92 / Commodities and Agriculture: Flooded Bo livian farmers on hunger strike By FRANCIS FREISINGE R SANTA CRUZ THE BOLIVIAN Eastern Farmers Chamber (CAO) has declared an indefinite hunger strike in protest a t the lack of government aid in the wake of the agricultural disaster that h as struck the Santa Cruz department as a result of months of flooding. Peasa nt groups have announced other measures in support of the CAO - including ro ad blocks - and a regional general strike may follow. Santa Cruz in the east of the country, which produces 90 per cent of Bolivia's agricultural export s, principally soyabeans and sugar, has been devastated since January by the worst floods in living memory. At least a third and possibly as much as hal f the crop has been lost already and the sowing of the next crop has been se riously disrupted, the losses will continue for another harvest. At least Do llars l00m has been lost to date, a vast sum for Bolivia. As a result there will be a marked reduction in GNP growth this year according to economists. Nearly a hundred farmers from the CAO have joined the hunger strike, includi ng some of the wealthiest men in the country, and as many as 500 more are po ised to follow. In a remarkable development, the hardline right-wing farmers have literally become bedfellows with their traditional enemy, the Bolivian Workers' Central (COB), the national union confederation which still adhere s, at least in theory, to a revolutionary Marxist ideology. Some of COB lead ers have joined the hunger strike and are now sleeping in the same room as t he farmers. The farmers are calling for much more direct government and inte rnational assistance as well as rescheduling of loans from both private bank s and multinational institutions, principally the Inter-American Development Bank. They are demanding special help for the smaller farmers, worst hit fi nancially because of their lack of access to credit, as a result of which th ousands face bankruptcy. The CAO President, Mr Sergio Justiniano said: 'We w ill remain on hunger strike until a global solution is found'. The flooding is partly the result of exceptionally heavy rains that have accompanied the El Nino cyclical Pacific weather phenomenon, which has also brought flooding this year to Peru and Ecuador. However, according to ecologists, the effect has been exacerbated in Bolivia by the extensive deforestation that has acc ompanied the agricultural boom of the past few years Despite officially decl aring the region a disaster zone, the government claims that it is unable to help. Mr Hugo Lozino, minister of peasant development said: 'We have done w hat we can. Bolivia is a poor country and can't afford to do more'. It seems unlikely, however, that the government will be able to resist the powerful alliance confronting it, especially as it faces unrest in other key sectors, including mining. The Financial Times London Pag e 30 ============= Transaction # 46 ============================================== Transaction #: 46 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:33:22 Selec. Rec. #: 1 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT923-14358 _AN-CGHATADDFT 920 708 FT 08 JUL 92 / Commodities and Agriculture: El Nino drought 'appears to be over' By REUTER SYDNEY THE DROUGHT that has ravaged crops and cost hundreds of millions of dollars in countries across Asia and the South Pacific appears to be over, meteorologists say, reports Reuter from Sydney. Its cause, the climatic phenomenon known as El Nino, is dissipating with som e areas returning to normal weather conditions more quickly than others, the y said. Australia is among the first of the major agricultural producers to emerge from drought in most areas, while in India a return to normal rainfal l is expected in the late monsoon. China's northern provinces are still in t he grip of drought, however, though it is unlikely to have much impact on th e country's international trading position. 'We're now in the declining phas e of El Nino, it's global and it has had an effect since early last year all round the planet, particularly in the tropical regions,' an official at Aus tralia's National Climate Centre said. Ocean waters in the central and easte rn equatorial Pacific, which had warmed under El Nino were continuing to coo l quite rapidly, the climate centre reported. Australia, whose farm sector w as ravaged by drought and economic recession, has already felt the effect of the changing conditions. 'Australia tends to climb out of it earlier than o thers,' the official said. Drought conditions still persist in some areas of New South Wales and southern Queensland but local output of grain and sugar is forecast to recover significantly after last year's drought across easte rn Australia. The total value of wheat, coarse grains and sugar is forecast to rise by nearly 30 per cent to ADollars 3.14bn (Pounds 1.2bn) in the year to the end of June, 1993, compared with the previous drought-hit year. In In dia however, the change is taking longer to come through. 'It is expected to come back to average in the late monsoon season,' Australia's climate centr e official said. Erratic rains in India last year caused food grain output t o fall to about 171m tonnes in the year to June 30, 1992 from the previous y ear's record 176m tonnes. The Financial Times Lon don Page 32 ============= Transaction # 47 ============================================== Transaction #: 47 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:33:22 Selec. Rec. #: 6 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT921-5191 _AN-CCEBQAC7FT 9203 05 FT 05 MAR 92 / Commodities and Agriculture: Ecuador s hells out on shrimp farming - The consequences of declining fish stocks and over-investment By SARITA KENDALL E cuador's shrimp farming business had another record year in 1991 as the gap with other fishing exports widened. Groups within the industry, unwilling to acknowledge over-fishing, accuse each other of irrational practices or blam e dwindling catches on climate and ocean currents. 'We've seen this happen i n other countries - with herring in the North Sea, and anchovy in Peru,' sai d Mr Ian Scott, the economist in charge of Britain's technical assistance pr ogramme for the fishing sector. 'There's been over-investment. If the Ecuado rian fleet fishes for 150 days a year at 50 per cent efficiency, it can catc h 3m tonnes - but the sustainable stock of pelagic fish is only 500,000 to 1 m tonnes.' In the last few years fishermen supplying the fishmeal and cannin g industries have seen a drastic drop in the harvest of sardines, mackerel, thread herring and anchovies: the catch fell from 1,970,000 tonnes in 1985 t o 233,000 tonnes in 1990, leaving many processing plants working at less tha n 20 per cent of capacity. Mr Scott said that although the warm southward-fl owing El Nino current was responsible for two bad years, the general decline was due to over-fishing and licences and quota systems were needed to help stocks recover. The tuna industry, centred in Manta, is also overblown, but the catch has remained stable at 50,000 to 55,000 tonnes a year. Both Ecuado rian and foreign boats fish for tuna. Local fishermen criticise the fact tha t boats registered in the US, Japan and other countries are contracted by Ma nta processing companies. However, it is argued that only some of the vessel s in the national fleet can freeze tuna to -40C, the temperature necessary f or good quality exports. The under-secretary for fishing, Mr Max Aguirre, is proud of Ecuador's record on the dolphin-tuna issue. 'The Ecuadorian law is strict. Ecuadorian and foreign boats have their licences taken away if they fish on dolphins. I report with satisfaction that in 43 trips with observer s on board there were zero dolphin deaths.' Mr Aguirre admits that research studies warned of sardine fishing problems, and says regional controls, incl uding Peru and Chile, should be enforced. 'Licences should regulate the catc h with reference to the resource.' However, the private sector has been too powerful and the government too timid to allow any quota-based management of stocks. The fish sector earned about USDollars 570m in 1991, with shrimps c ontributing more than 85 per cent. There are more than 125,000 hectares of s hrimp ponds along the tidal flats of the Ecuadorian coastline, mainly in the southern provinces. Most shrimp farms are less than 50 hectares, though the largest - up to as much as 2,000 hectares - tend to be the most sophistica ted. Some use small aircraft to drop feed over the surface of the ponds. Shr imp farms produce all year round so close to the equator and two to three ha rvests can be taken. With an ideal climate, plentiful larvae and low-labour costs, Ecuador is the leading Latin American shrimp exporter. 'Our problem a t the moment is the big jump in the cost of inputs. The dollar price of shri mps has dropped and so has profitability,' said Mr Renato del Campo of the C hamber of Shrimp Producers in Guayaquil. 'But there are markets - the US is still attractive and we are diversifying into Europe, especially Spain.' Exp orts have risen from 10,000 tonnes in 1980 to more than 78,000 tonnes in 199 1, and the need for more space and more larvae has led to conflict with envi ronmental groups, particularly over the clearing of mangroves. Most shrimps are bred from wild larvae caught by thousands of seasonal fishermen, but mor e than 100 laboratories have been started up in recent years, with some expo rting larvae to Colombia. Although the shrimp fishing industry is small, acc ounting for less than 10 per cent of production, wild shrimp provide importa nt breeding stocks for the laboratories. The sector expanded dangerously fas t - from about 2,000 to 9,000 boats - in the 1980s and over-fishing is beco ming a serious problem within a few miles of the coast. Many of the boats ar e dug-out canoes based in small communities. 'We need to teach people to tak e better care of the fish, then they'll also improve their income. There sho uld be ice available, and we need to encourage marketing co-operatives,' sai d Mr Aguirre. The British aid project, which is now ending after 12 years, h as helped the National Fisheries Institute to build up data on biology, prod uct development, marketing and management. Ecuador has a stronger basis for planning resource use than many other countries. 'There isn't any room for g rowth in the existing industry - it needs reducing and consolidating,' said Mr. Scott. The Financial Times London Page 30

============= Transaction # 48 ============================================== Transaction #: 48 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:33:22 Selec. Rec. #: 7 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT922-14235 _AN-CDHB2AAMFT 920 407 FT 07 APR 92 / Drought pulls the plug on much of Col ombia By SARITA KENDALL BOGO TA POWER cuts of at least eight hours a day have been imp osed all over Colombia in an effort to cope with a drought that has reduced the water for hydro electric plants. There is little prospect of rain, and r eservoirs are drying into baked mud. If this continues the country could fac e a complete black-out by the end of April. The winter rains are late and th e El Nino current off the Pacific coast appears to be upsetting normal weath er patterns. But bad planning, heavy debts, corruption, budget deficits, def orestation and poor management are behind the electricity problems. Colombia 's generating capacity is 8,200MW, more than adequate for normal demand leve ls. Despite the country's ample coal and oil reserves, 78 per cent of power comes from large, expensive hydro-electric schemes which have pushed the sec tor's foreign debt up to more than Dollars 5bn. To try to save on costs, ele ctricity companies have been running down the reservoirs rather than use the rmal plants at full capacity. Labour and financial problems have also delaye d the maintenance of thermal power stations, while guerrilla attacks have pu t distribution lines out of action. The rationing aims to cut overall consum ption by about a third. The government has asked industry to shut down for 1 0 days over Easter and to send workers on holiday. The Financia l Times International Page 6 ============= Transaction # 49 ============================================== Transaction #: 49 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:33:22 Selec. Rec. #: 9 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT922-12623 _AN-CDPBOADHFT 920 416 FT 16 APR 92 / Commodities and Agriculture: Supply f ears buoy sugar prices By DAVID BLACKWELL FEARS OF a tighter sugar supply/demand balance in 1992-93 are support ing the world market, according to reports from two London trade houses. Raw sugar prices have recently touched eight-month highs, nudging 10 cents a lb in the New York market, on fears of tight nearby supplies following damage to the South African crop because of drought. The trade houses, ED & F. Man and Czarnikow, both point out in reports published today that in the short t erm the changing export potential in several countries will keep the lid on prices. The increasing likelihood of a 1m-tonne increase in Thailand's crop, compared with the previous season, together with the availability of export able surpluses from India and Cuba, should 'keep significant advances at bay ', Man's latest sugar report says. Man believes that reports of a catastroph ic Cuban crop this season at 5m to 5.5m tonnes are unsupported by the eviden ce and estimates that the crop will come in at about 6.5m tonnes. It is fore casting a crop of more than 5m tonnes in Thailand and 12.6m tonnes in India. The overall balance for the 1991-92 season remains marginally in surplus, M an says, but it suggests that the situation is likely to be even more tightl y balanced in 1992-93. Czarnikow's sugar review points out that the extent o f the South African drought has raised questions about the timing and covera ge of the El Nino weather phenomenon. 'Already a major drought is developing in Thailand which, if relief does not arrive this month, could have serious implications for the next crop,' the Czarnikow review says. 'If this is par t of a regional phenomenon there might be problems later in the year with th e monsoon in India and this will need to be monitored carefully.'

The Financial Times London Page 38 ============= Transaction # 50 ============================================== Transaction #: 50 Transaction Code: 8 (Mixed Bool./Dir. Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:33:31 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 1 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: Yes Used?: No Used?: No # Keywords: 7 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {el nino climate effects}) and (title {el nino} and title {e ffect})" ============= Transaction # 51 ============================================== Transaction #: 51 Transaction Code: 37 (General (non-Tcl) Error) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:33:39 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: {ERR {Status 1} {Hits 0} {Received 0} {Set Default}} {No matching records fo und} ============= Transaction # 52 ============================================== Transaction #: 52 Transaction Code: 8 (Mixed Bool./Dir. Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:33:44 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 1 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: Yes Used?: No Used?: No # Keywords: 6 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {el nino climate effects}) and (title {el nino})" ============= Transaction # 53 ============================================== Transaction #: 53 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:33:49 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 3 Help Code: 0 # Displayed: 3 Help ID: 0 Associated Variable Length Text: ============= Transaction # 54 ============================================== Transaction #: 54 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:33:59 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 55 ============================================== Transaction #: 55 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:34:10 Selec. Rec. #: 2 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT921-10204 _AN-CBGA3ACSFT 920 207 FT 07 FEB 92 / Commodities and Agriculture: Keeping a weather-eye on a troublesome 'child' / A look at the crop problems posed b y the unpredictable El Nino climate phenomenon By BA RBARA DURR TO CALM anxious grain traders the Chicago Board of Trade will offer a seminar later this month on El Nino, the weather pheno menon that develops in the equatorial Pacific every three to five years and can cause global climate upsets. Grain traders are keen to know if they can expect this year's El Nino to disturb the US weather pattern sufficiently to make a dent in crop output. Although signs of El Nino had been accumulating during 1991, only last month did the the US National Weather Service finall y conclude publicly that the phenomenon was a fact. The symptoms had been sh owing themselves overseas since last spring - rising surface temperatures in the eastern and central Pacific, drought in the western Pacific rim from Au stralia through Indonesia, a weaker Indian monsoon, dryness in north-eastern Brazil, drought in South Africa and wetness last summer in the Great Basin of the US, which runs from Arizona north to Idaho. While many of these condi tions indicate that El Nino is occurring, they do not reveal its severity. T he phenomenon generally peaks in the northern hemisphere's winter. This help s explain why Peruvian fishermen dubbed the phenomenon El Nino, which means Christ child in Spanish. It arrived about Christmas time. Mr Vernon Kousky, a research meteorologist with the US weather service, now assesses the curre nt El Nino as 'moderate to strong'. While individual weather events cannot a lways be directly attributed to El Nino, some signals are indicative of its strength. Warm water in the Pacific is pushing moisture into the south-weste rn US, causing, for example, this winter's floods in Texas, according to Mr Art Douglas, chairman of the Creighton University's Atmospheric Sciences Dep artment. Along the Gulf of Mexico, from Texas to Florida, some areas have al ready had 200 per cent to 1,000 per cent of their normal rainfall. Temperatu res in that region are also beginning to dip below normal. At the same time the phenomenon is upsetting the Jet Stream, keeping extremely cold air far t o the north and moderating temperatures in the Midwest. The Midwest, America 's most important grain area, is seeing temperatures four or five degrees Fa hrenheit above normal, said Mr Jon Davis, the in-house meteorologist for She arson Lehman's commodities trading arm. The weather service predicts that mo re of the same will occur in those regions until spring and that the usually wet north-west is likely to be dryer, as is the Ohio valley. But what conce rns the grain trade more is what, if anything, will happen during the critic al planting and growing season for American crops from June to August. Unfor tunately, weather forecasting is not a precise science. Mr Kousky says that El Nino, usually a 12 to 18 month event, has another six to 12 months to run . But he points out that there is no consistent relationship between El Nino and the weather pattern beyond the winter-to-spring months. 'Anything can h appen,' he admits. Crop Cast, a Maryland-based weather forecasting service t hat is used by many US commodity trading houses, says that while El Nino has already affected South American soyabeans, South African maize and Australi an wheat, it is hoping to be able to predict potentially damaging crop effec ts in the US by looking at the coincidence of the El Nino with two other cli matological events, last year's eruption of Mount Pinatubo in the Phillippin es and the combination of lunar and solar cycles. These additional factors a long with El Nino probably mean that a more extreme weather pattern bleeds o ver into summer, according to Mr Kevin Marcus, director of Crop Cast service s. He says the likelihood of extreme, hot and dry weather is 100 per cent, b ut gives only a one in three chance that this will have a significant impact on crops. The hot, dry weather would have to occur in July or early August to reduce the maize and soyabean crops significantly, that is by more than 1 0 per cent. But Mr Marcus is uncertain about how the three phenomena will in teract since there no established pattern. He is still waiting for more data on the severity of this year's El Nino. The phenomenon has prompted commodi ties markets to gyrate in the past. In 1972-73 the El Nino destroyed the Per uvian fishmeal catch, which then accounted for some 45 per cent of the world trade in protein feed. In 1982-83 it caused a drought in Africa, which help ed to send cocoa prices up by nearly 70 per cent over a period of about a ye ar. The Financial Times London Page 22 ============= Transaction # 56 ============================================== Transaction #: 56 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:34:29 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 57 ============================================== Transaction #: 57 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:36:00 Selec. Rec. #: 2 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT921-10204 _AN-CBGA3ACSFT 920 207 FT 07 FEB 92 / Commodities and Agriculture: Keeping a weather-eye on a troublesome 'child' / A look at the crop problems posed b y the unpredictable El Nino climate phenomenon By BA RBARA DURR TO CALM anxious grain traders the Chicago Board of Trade will offer a seminar later this month on El Nino, the weather pheno menon that develops in the equatorial Pacific every three to five years and can cause global climate upsets. Grain traders are keen to know if they can expect this year's El Nino to disturb the US weather pattern sufficiently to make a dent in crop output. Although signs of El Nino had been accumulating during 1991, only last month did the the US National Weather Service finall y conclude publicly that the phenomenon was a fact. The symptoms had been sh owing themselves overseas since last spring - rising surface temperatures in the eastern and central Pacific, drought in the western Pacific rim from Au stralia through Indonesia, a weaker Indian monsoon, dryness in north-eastern Brazil, drought in South Africa and wetness last summer in the Great Basin of the US, which runs from Arizona north to Idaho. While many of these condi tions indicate that El Nino is occurring, they do not reveal its severity. T he phenomenon generally peaks in the northern hemisphere's winter. This help s explain why Peruvian fishermen dubbed the phenomenon El Nino, which means Christ child in Spanish. It arrived about Christmas time. Mr Vernon Kousky, a research meteorologist with the US weather service, now assesses the curre nt El Nino as 'moderate to strong'. While individual weather events cannot a lways be directly attributed to El Nino, some signals are indicative of its strength. Warm water in the Pacific is pushing moisture into the south-weste rn US, causing, for example, this winter's floods in Texas, according to Mr Art Douglas, chairman of the Creighton University's Atmospheric Sciences Dep artment. Along the Gulf of Mexico, from Texas to Florida, some areas have al ready had 200 per cent to 1,000 per cent of their normal rainfall. Temperatu res in that region are also beginning to dip below normal. At the same time the phenomenon is upsetting the Jet Stream, keeping extremely cold air far t o the north and moderating temperatures in the Midwest. The Midwest, America 's most important grain area, is seeing temperatures four or five degrees Fa hrenheit above normal, said Mr Jon Davis, the in-house meteorologist for She arson Lehman's commodities trading arm. The weather service predicts that mo re of the same will occur in those regions until spring and that the usually wet north-west is likely to be dryer, as is the Ohio valley. But what conce rns the grain trade more is what, if anything, will happen during the critic al planting and growing season for American crops from June to August. Unfor tunately, weather forecasting is not a precise science. Mr Kousky says that El Nino, usually a 12 to 18 month event, has another six to 12 months to run . But he points out that there is no consistent relationship between El Nino and the weather pattern beyond the winter-to-spring months. 'Anything can h appen,' he admits. Crop Cast, a Maryland-based weather forecasting service t hat is used by many US commodity trading houses, says that while El Nino has already affected South American soyabeans, South African maize and Australi an wheat, it is hoping to be able to predict potentially damaging crop effec ts in the US by looking at the coincidence of the El Nino with two other cli matological events, last year's eruption of Mount Pinatubo in the Phillippin es and the combination of lunar and solar cycles. These additional factors a long with El Nino probably mean that a more extreme weather pattern bleeds o ver into summer, according to Mr Kevin Marcus, director of Crop Cast service s. He says the likelihood of extreme, hot and dry weather is 100 per cent, b ut gives only a one in three chance that this will have a significant impact on crops. The hot, dry weather would have to occur in July or early August to reduce the maize and soyabean crops significantly, that is by more than 1 0 per cent. But Mr Marcus is uncertain about how the three phenomena will in teract since there no established pattern. He is still waiting for more data on the severity of this year's El Nino. The phenomenon has prompted commodi ties markets to gyrate in the past. In 1972-73 the El Nino destroyed the Per uvian fishmeal catch, which then accounted for some 45 per cent of the world trade in protein feed. In 1982-83 it caused a drought in Africa, which help ed to send cocoa prices up by nearly 70 per cent over a period of about a ye ar. The Financial Times London Page 22 ============= Transaction # 58 ============================================== Transaction #: 58 Transaction Code: 15 (Terms Cleared) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:39:20 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 59 ============================================== Transaction #: 59 Transaction Code: 6 (Direct Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:40:15 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 8 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {international convention on the law of the sea})" ============= Transaction # 60 ============================================== Transaction #: 60 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:40:28 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 75595 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 61 ============================================== Transaction #: 61 Transaction Code: 8 (Mixed Bool./Dir. Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:41:07 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 1 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: Yes Used?: No Used?: No # Keywords: 9 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {international convention on the law of the sea}) and (title {dispute})" ============= Transaction # 62 ============================================== Transaction #: 62 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:41:21 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 245 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 63 ============================================== Transaction #: 63 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:41:29 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 64 ============================================== Transaction #: 64 Transaction Code: 8 (Mixed Bool./Dir. Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:42:17 Rec. Format: Review Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 1 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: Yes Used?: No Used?: No # Keywords: 10 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {international convention on the law of the sea}) and (title {dispute} and title {water})" ============= Transaction # 65 ============================================== Transaction #: 65 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:42:32 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: and Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 4 Help Code: 0 # Displayed: 4 Help ID: 0 Associated Variable Length Text: ============= Transaction # 66 ============================================== Transaction #: 66 Transaction Code: 8 (Mixed Bool./Dir. Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:44:08 Rec. Format: Review Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 1 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: Yes Used?: No Used?: No # Keywords: 10 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {international convention on the law of the sea}) and (title {dispute} or title {sea })" ============= Transaction # 67 ============================================== Transaction #: 67 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:44:21 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 647 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 68 ============================================== Transaction #: 68 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:44:40 Selec. Rec. #: 4 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT944-9398 _AN-EKPEKABFFT 9411 16 FT 16 NOV 94 / Law of the Sea promises many disputes By BRUCE CLARK, Diplomatic Correspondent < TEXT> The United Nations Convention on the Law of the Sea, which enters full force today, seems likely to be treated by coastal states as a rich source of legal and rhetorical arguments to be used against rivals. This is in spit e of the fact that the last thing the law's drafters wanted was to provide d isputatious countries with extra torpedoes. One of the law's ostensible purp oses is to encourage compromises over the exploitation of maritime resources , even among countries with unresolved disputes. Apart from a standoff in th e Aegean - where Turkey has threatened war if Greece extends its territorial waters to 12 miles - one of the most grave maritime disputes involves China and Vietnam, locked in a war of words over oil rights in the South China Se a. Both China and Vietnam claim to be acting in accordance with the Law of t he Sea but their interpretations of the document are miles apart. Over the l ast month, China has accused Vietnam of infringing its interests in internat ional waters by inviting US and European companies to explore for oil in the Tonkin Gulf. Vietnam has retorted that it is exercising its legitimate righ ts in the economic zone to which it is entitled by the UN convention. It sai d that under the terms of that treaty, there were no international waters in the Gulf. This dialogue of the deaf reflects confusion over the difference between territorial waters - which may be extended, under the UN Law, up to 12 miles -and the 'economic zone' which coastal states are entitled to clai m, amounting to either 200 miles or the full extent of their continental she lf, whichever is larger. China and Vietnam are also arguing over resources a round the Spratly Islands, a group of reefs and atolls whose other would-be owners are Taiwan, Brunei, Malaysia and the Philippines. China has awarded a n exploration contract to the US company Crestone for an area south-west of the Spratlys, while Vietnam has awarded a consortium led by Mobil a bloc sli ghtly further to the west. Each state has denounced the other's contract. So vereignty over the Spratlys - and hence control of the surrounding economic zone - is crucial to each side's claim to energy rights, and the salience of this issue is expected to grow as the UN convention enters force. However a study by a London-based law firm, maintains that the law favours pragmatic joint exploitation accords, even among countries with unresolved disputes.* Laying out the common-sense arguments for such accords, it notes that oil de posits which straddle two states' economic zones cannot be exploited by one without damaging the other's interests. When one state drills, oil from the rival state's zone is liable to flow across the boundary line as a result. A rticle 83 of the UN convention says that pending final agreement on zones, c ountries should 'make every effort to enter into provisional arrangements of a practical nature'. As an example of such a deal, the study cites the 1989 accord between Australia and Indonesia over waters south of Timor. However, such accords are not a panacea. Portugal - still seen by the UN as legal ad ministrator of East Timor - has challenged Australia's right to enter the ac cord, before the International Court of Justice. The entry into force of the UN Law comes a year after its ratification by the minimum of 60 states. Ano ther breakthrough came this summer when provisions on deep-sea mining - outs ide the zones of any country - were amended so as to convince the US, the UK and Germany to sign. *Paper by Charles Robson of Lovell White Durrant, 65 H olborn Viaduct, London EC1A 2DY Countries:- CNZ Chin a, Asia. VNZ Vietnam, Asia. XAZ World. Industries:- P9721 International Affairs. Types:- NEWS Gener al News. The Financial Times London Page 6 ============= Transaction # 69 ============================================== Transaction #: 69 Transaction Code: 12 (Record Relevance Feedback) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:44:50 Rec. Format: Review Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind Default:4 ============= Transaction # 70 ============================================== Transaction #: 70 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:45:42 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 207222 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 71 ============================================== Transaction #: 71 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:46:13 Selec. Rec. #: 1 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT944-9398 _AN-EKPEKABFFT 9411 16 FT 16 NOV 94 / Law of the Sea promises many disputes By BRUCE CLARK, Diplomatic Correspondent < TEXT> The United Nations Convention on the Law of the Sea, which enters full force today, seems likely to be treated by coastal states as a rich source of legal and rhetorical arguments to be used against rivals. This is in spit e of the fact that the last thing the law's drafters wanted was to provide d isputatious countries with extra torpedoes. One of the law's ostensible purp oses is to encourage compromises over the exploitation of maritime resources , even among countries with unresolved disputes. Apart from a standoff in th e Aegean - where Turkey has threatened war if Greece extends its territorial waters to 12 miles - one of the most grave maritime disputes involves China and Vietnam, locked in a war of words over oil rights in the South China Se a. Both China and Vietnam claim to be acting in accordance with the Law of t he Sea but their interpretations of the document are miles apart. Over the l ast month, China has accused Vietnam of infringing its interests in internat ional waters by inviting US and European companies to explore for oil in the Tonkin Gulf. Vietnam has retorted that it is exercising its legitimate righ ts in the economic zone to which it is entitled by the UN convention. It sai d that under the terms of that treaty, there were no international waters in the Gulf. This dialogue of the deaf reflects confusion over the difference between territorial waters - which may be extended, under the UN Law, up to 12 miles -and the 'economic zone' which coastal states are entitled to clai m, amounting to either 200 miles or the full extent of their continental she lf, whichever is larger. China and Vietnam are also arguing over resources a round the Spratly Islands, a group of reefs and atolls whose other would-be owners are Taiwan, Brunei, Malaysia and the Philippines. China has awarded a n exploration contract to the US company Crestone for an area south-west of the Spratlys, while Vietnam has awarded a consortium led by Mobil a bloc sli ghtly further to the west. Each state has denounced the other's contract. So vereignty over the Spratlys - and hence control of the surrounding economic zone - is crucial to each side's claim to energy rights, and the salience of this issue is expected to grow as the UN convention enters force. However a study by a London-based law firm, maintains that the law favours pragmatic joint exploitation accords, even among countries with unresolved disputes.* Laying out the common-sense arguments for such accords, it notes that oil de posits which straddle two states' economic zones cannot be exploited by one without damaging the other's interests. When one state drills, oil from the rival state's zone is liable to flow across the boundary line as a result. A rticle 83 of the UN convention says that pending final agreement on zones, c ountries should 'make every effort to enter into provisional arrangements of a practical nature'. As an example of such a deal, the study cites the 1989 accord between Australia and Indonesia over waters south of Timor. However, such accords are not a panacea. Portugal - still seen by the UN as legal ad ministrator of East Timor - has challenged Australia's right to enter the ac cord, before the International Court of Justice. The entry into force of the UN Law comes a year after its ratification by the minimum of 60 states. Ano ther breakthrough came this summer when provisions on deep-sea mining - outs ide the zones of any country - were amended so as to convince the US, the UK and Germany to sign. *Paper by Charles Robson of Lovell White Durrant, 65 H olborn Viaduct, London EC1A 2DY Countries:- CNZ Chin a, Asia. VNZ Vietnam, Asia. XAZ World. Industries:- P9721 International Affairs. Types:- NEWS Gener al News. The Financial Times London Page 6 ============= Transaction # 72 ============================================== Transaction #: 72 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:46:17 Selec. Rec. #: 1 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT944-9398 _AN-EKPEKABFFT 9411 16 FT 16 NOV 94 / Law of the Sea promises many disputes By BRUCE CLARK, Diplomatic Correspondent < TEXT> The United Nations Convention on the Law of the Sea, which enters full force today, seems likely to be treated by coastal states as a rich source of legal and rhetorical arguments to be used against rivals. This is in spit e of the fact that the last thing the law's drafters wanted was to provide d isputatious countries with extra torpedoes. One of the law's ostensible purp oses is to encourage compromises over the exploitation of maritime resources , even among countries with unresolved disputes. Apart from a standoff in th e Aegean - where Turkey has threatened war if Greece extends its territorial waters to 12 miles - one of the most grave maritime disputes involves China and Vietnam, locked in a war of words over oil rights in the South China Se a. Both China and Vietnam claim to be acting in accordance with the Law of t he Sea but their interpretations of the document are miles apart. Over the l ast month, China has accused Vietnam of infringing its interests in internat ional waters by inviting US and European companies to explore for oil in the Tonkin Gulf. Vietnam has retorted that it is exercising its legitimate righ ts in the economic zone to which it is entitled by the UN convention. It sai d that under the terms of that treaty, there were no international waters in the Gulf. This dialogue of the deaf reflects confusion over the difference between territorial waters - which may be extended, under the UN Law, up to 12 miles -and the 'economic zone' which coastal states are entitled to clai m, amounting to either 200 miles or the full extent of their continental she lf, whichever is larger. China and Vietnam are also arguing over resources a round the Spratly Islands, a group of reefs and atolls whose other would-be owners are Taiwan, Brunei, Malaysia and the Philippines. China has awarded a n exploration contract to the US company Crestone for an area south-west of the Spratlys, while Vietnam has awarded a consortium led by Mobil a bloc sli ghtly further to the west. Each state has denounced the other's contract. So vereignty over the Spratlys - and hence control of the surrounding economic zone - is crucial to each side's claim to energy rights, and the salience of this issue is expected to grow as the UN convention enters force. However a study by a London-based law firm, maintains that the law favours pragmatic joint exploitation accords, even among countries with unresolved disputes.* Laying out the common-sense arguments for such accords, it notes that oil de posits which straddle two states' economic zones cannot be exploited by one without damaging the other's interests. When one state drills, oil from the rival state's zone is liable to flow across the boundary line as a result. A rticle 83 of the UN convention says that pending final agreement on zones, c ountries should 'make every effort to enter into provisional arrangements of a practical nature'. As an example of such a deal, the study cites the 1989 accord between Australia and Indonesia over waters south of Timor. However, such accords are not a panacea. Portugal - still seen by the UN as legal ad ministrator of East Timor - has challenged Australia's right to enter the ac cord, before the International Court of Justice. The entry into force of the UN Law comes a year after its ratification by the minimum of 60 states. Ano ther breakthrough came this summer when provisions on deep-sea mining - outs ide the zones of any country - were amended so as to convince the US, the UK and Germany to sign. *Paper by Charles Robson of Lovell White Durrant, 65 H olborn Viaduct, London EC1A 2DY Countries:- CNZ Chin a, Asia. VNZ Vietnam, Asia. XAZ World. Industries:- P9721 International Affairs. Types:- NEWS Gener al News. The Financial Times London Page 6 ============= Transaction # 73 ============================================== Transaction #: 73 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:46:31 Selec. Rec. #: 3 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT944-11244 _AN-EKGC8AFDFT 941 107 FT 07 NOV 94 / Survey of China (4): Spratly Islands row heats up - Dispute over offshore oil and gas resources By SIMON HOLBERTON It is possible that a group a sub merged reefs in the South China Sea could be the site of the world's next bi g conflict involving the ownership of oil resources. At issue is the ownersh ip of the Spratly Islands and their surrounding seas which are claimed, in w hole or part, by China, Vietnam, the Philippines, Malaysia, Brunei and Taiwa n. The main protagonists in the dispute are, however, China and Vietnam. The y have come to blows once - in 1988 when China sank two Vietnamese vessels w ith the loss of more than 70 lives - and continue to frustrate each other's attempts to mine the oil and gas believed to be in liberal supply below the sea. The South China Sea is one of the world's most important shipping lanes . The possibility of a naval conflict over sovereignty would engage the vita l interests of Japan - 70 per cent of its oil imports pass through the sea - and surrounding claimants. The US, which is not taking sides, would inevita bly become involved if hostilities broke out - 'the Chinese government's po sition is clear,' says Chen Bingqin, vice-president, China National Offshore Oil Corp. 'We want to put the dispute on the shelf and explore (for oil and gas) jointly. It is the only way peacefully to explore the area.' On the qu estion of sovereignty, a senior Chinese government official was adamant: 'So vereignty belongs to China and that's a matter that brooks no discussion.' C hina claims that there was never any dispute about its sovereignty in the So uth China Sea until oil and gas were discovered in the 1970s. The Spratly Is lands are too far south to show on the above map of China. The size of Beiji ng's territorial claim - 80 per cent of the South China Sea - is breathtakin gly audacious, even by China's standards. The U-shaped claim runs the length of Vietnam's coast and along the western coast of the Philippine islands, m eeting off the coast of Brunei and Malaysia to the south. In 1990, Beijing o ffered to put the issue of sovereignty to one side and embark upon joint dev elopment of the South China Sea. But in May 1992, China awarded Crestone, a relatively small US oil explorer, the right to drill for hydrocarbons in a b loc situated at the extreme south-west of its claimed territory. In retaliat ion, Vietnam awarded a consortium of oil companies, led by Mobil of the US, a bloc adjacent to Crestone's and within China's territorial claim. This gro up began prospecting in June. Both countries have offered naval support to t heir respective prospectors. In June the Vietnamese navy interfered with a C hinese vessel conducting a seismic survey of Crestone's bloc. The Vietnamese claim similar interference by the Chinese navy. For China, which is likely to remain a net oil importer for many years to come, the promise of abundant oil reserves in the South China Sea would be a boon to its offshore oil ind ustry. Since 1982, offshore oil finds in the Yellow and East China seas have failed to live up to early expectations. This year the China National Offsh ore Oil Corporation expects to produce 44m barrels of oil from 12 fields. It hopes to double production by 1997 when other areas come on stream. Vietnam , by contrast, is extracting 33m barrels a year from one field in the South China Sea, with production set to rise sharply with the addition of two more oil fields in production by the end of this year. Countries:- CNZ China, Asia. VNZ Vietnam, Asia. Industries:- P9721 International Affairs. P13 Oil and Gas Extraction. Types:- RES Natural resources. CMMT Comment & Analys is. The Financial Times London Page II ============= Transaction # 74 ============================================== Transaction #: 74 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:46:35 Selec. Rec. #: 3 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT944-11244 _AN-EKGC8AFDFT 941 107 FT 07 NOV 94 / Survey of China (4): Spratly Islands row heats up - Dispute over offshore oil and gas resources By SIMON HOLBERTON It is possible that a group a sub merged reefs in the South China Sea could be the site of the world's next bi g conflict involving the ownership of oil resources. At issue is the ownersh ip of the Spratly Islands and their surrounding seas which are claimed, in w hole or part, by China, Vietnam, the Philippines, Malaysia, Brunei and Taiwa n. The main protagonists in the dispute are, however, China and Vietnam. The y have come to blows once - in 1988 when China sank two Vietnamese vessels w ith the loss of more than 70 lives - and continue to frustrate each other's attempts to mine the oil and gas believed to be in liberal supply below the sea. The South China Sea is one of the world's most important shipping lanes . The possibility of a naval conflict over sovereignty would engage the vita l interests of Japan - 70 per cent of its oil imports pass through the sea - and surrounding claimants. The US, which is not taking sides, would inevita bly become involved if hostilities broke out - 'the Chinese government's po sition is clear,' says Chen Bingqin, vice-president, China National Offshore Oil Corp. 'We want to put the dispute on the shelf and explore (for oil and gas) jointly. It is the only way peacefully to explore the area.' On the qu estion of sovereignty, a senior Chinese government official was adamant: 'So vereignty belongs to China and that's a matter that brooks no discussion.' C hina claims that there was never any dispute about its sovereignty in the So uth China Sea until oil and gas were discovered in the 1970s. The Spratly Is lands are too far south to show on the above map of China. The size of Beiji ng's territorial claim - 80 per cent of the South China Sea - is breathtakin gly audacious, even by China's standards. The U-shaped claim runs the length of Vietnam's coast and along the western coast of the Philippine islands, m eeting off the coast of Brunei and Malaysia to the south. In 1990, Beijing o ffered to put the issue of sovereignty to one side and embark upon joint dev elopment of the South China Sea. But in May 1992, China awarded Crestone, a relatively small US oil explorer, the right to drill for hydrocarbons in a b loc situated at the extreme south-west of its claimed territory. In retaliat ion, Vietnam awarded a consortium of oil companies, led by Mobil of the US, a bloc adjacent to Crestone's and within China's territorial claim. This gro up began prospecting in June. Both countries have offered naval support to t heir respective prospectors. In June the Vietnamese navy interfered with a C hinese vessel conducting a seismic survey of Crestone's bloc. The Vietnamese claim similar interference by the Chinese navy. For China, which is likely to remain a net oil importer for many years to come, the promise of abundant oil reserves in the South China Sea would be a boon to its offshore oil ind ustry. Since 1982, offshore oil finds in the Yellow and East China seas have failed to live up to early expectations. This year the China National Offsh ore Oil Corporation expects to produce 44m barrels of oil from 12 fields. It hopes to double production by 1997 when other areas come on stream. Vietnam , by contrast, is extracting 33m barrels a year from one field in the South China Sea, with production set to rise sharply with the addition of two more oil fields in production by the end of this year. Countries:- CNZ China, Asia. VNZ Vietnam, Asia. Industries:- P9721 International Affairs. P13 Oil and Gas Extraction. Types:- RES Natural resources. CMMT Comment & Analys is. The Financial Times London Page II ============= Transaction # 75 ============================================== Transaction #: 75 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:47:01 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 76 ============================================== Transaction #: 76 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:48:08 Selec. Rec. #: 2 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT923-10880 _AN-CG1AVADPFT 920 728 FT 28 JUL 92 / Spratly spat moves into murkier water : China's tactics set Asean alarm bells ringing By V ICTOR MALLET THE conflicting territorial claims to the Spra tly islands have been vividly illustrated in photographs and television pict ures released by the various claimants. The most recent, from Xinhua, the Ch inese news agency, takes on an almost comical air. It shows three men on a t iny rock in the middle of the South China Sea with a Chinese flag, a concret e territorial marker and a hut - twice as big as the rock itself - standing on stilts in the shallows. Nothing could illustrate more clearly the nature of argument over the 100 or more atolls, reefs and islets that make up the S pratly islands: few people would want or be able to live there unsupported, but governments want to own them to lay claim to the surrounding waters. The islands - called the Nansha by China and the Kalayaan by the Philippines - are scattered along the shipping route between the Indian Ocean and north-ea st Asia, and are believed to have oil and gas deposits under the seabed. The main protagonists in the dispute are China and Vietnam, but Taiwan, Malaysi a, the Philippines and Brunei also lay claim to all or some of the Spratlys. With the exception of the small sultanate of Brunei, all have troops statio ned in the archipelago. At a south-east Asian summit six months ago, nobody gave much thought to a dispute which has simmered since the second world war and only occasionally erupted into violence. In February, however, China pa ssed a law reaffirming its sovereignty over almost the entire South China Se a and reserving the right to use military force to defend its claims. Vietna m protested. So did Japan, because the Chinese law also embraced a group of islands claimed by Tokyo in the East China Sea. In May, as if to underline t he message that the South China Sea was not called the South China Sea for n othing, the Chinese authorities signed an agreement with Crestone Energy Cor p of Denver to explore for oil between Vietnam and Malaysia. The concession area is regarded by Vietnam as part of its continental shelf and lies about 1,000km south of the Chinese island of Hainan. Vietnam, which says it lost 7 2 men and three vessels in a battle with China over the Spratlys in 1988, pr otested again. Japan and the six members of the Association of South East As ian Nations (Asean) - Brunei, Indonesia, Malaysia, the Philippines, Singapor e and Thailand - have watched China's forays into the Spratlys with growing alarm. At a meeting of foreign ministers in Manila last week, Malaysia said it was watching events with 'grave concern'; the Philippines said a solution should be urgently sought to avoid 'perilous developments'; and Indonesia s poke of the danger of 'mutually destructive confrontation'. Although only th e Filipinos were openly prepared to admit it, there was considerable debate over the risk of Chinese expansionism and the desirability of continued US a nd Russian military deployment in the region to provide a 'balance of forces '. Mr Qian Qichen, the Chinese foreign minister who was a guest at the meeti ng, denied that China was seeking regional hegemony. China, he said, wanted to shelve disputes and proceed with 'joint development' of the Spratlys. How ever, Asean ministers were apparently unable to elicit an explanation as to how China reconciled its 1991 rapprochement with Vietnam and its talk of 'jo int development' with the planting of new territorial markers on the atolls and the unilateral decision to award an exploration contract to Crestone. Th e region's optimists say it was inevitable that irritating disputes like the Spratlys would surface once the cold war ended. They believe that China, pr eoccupied with domestic politics and the strains of economic growth, is test ing the mettle of its neighbours with its recent activities in the South Chi na Sea. Mr Douglas Hurd, the British foreign secretary, told the Asean meeti ng how much the region had progressed since he first came to Manila as a you ng diplomat in the 1950s. The pessimists, despite claims by the US and Russi a that each intends to remain a Pacific power, view the end of the cold war and the closure of US bases in the Philippines with foreboding. They see Chi na as a potential regional bully whose influence is already visible in Beiji ng's support for the Burmese junta and the Khmer Rouge guerrillas in Cambodi a. 'The Chinese will have the option to use 'gunboat diplomacy' as a means t o achieving their political objectives,' wrote Tai Ming Cheung in a paper on the growth of Chinese naval power for the Institute of South East Asian Stu dies. 'As the navy grows stronger, the chances of conflict over the Spratlys becomes an increasingly real possibility, unless a satisfactory diplomatic solution can be found in the next few years.' The paper was published in 199 0. The Financial Times London Page 3 ============= Transaction # 77 ============================================== Transaction #: 77 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:49:30 Selec. Rec. #: 4 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT923-5715 _AN-CIBBCAE2FT 9208 28 FT 28 AUG 92 / Survey of Malaysia (6): A post-Cold Wa r dilemma / Discussing the country's 'abrasive' foreign policy < BYLINE> By VICTOR MALLET THERE IS no mistaking the anxie ty aroused in south-east Asia by China's recent and loud reiteration of its claim to the South China Sea, a claim underlined by the granting of an oil e xploration concession in May to a little-known American company in a dispute d area near the Spratly islands. Notwithstanding China's statements to the c ontrary, the governments of the region believe that Beijing is taking advant age of a post-Cold War power vacuum - left by the collapse of the Soviet Uni on and the withdrawal of US forces from bases in the Philippines - to assert some authority over its weaker neighbours. The foreign ministers of Asean ( the Association of South East Asian Nations, comprising Malaysia, Indonesia, Brunei, Singapore, the Philippines and Thailand) confronted the Spratlys di spute head-on at their annual meeting, held in Manila in July. They put thei r concerns directly to their Chinese counterpart Mr Qian Qichen, and appeall ed for a peaceful settlement of the various disputes. The claimants to the i slets, reefs and atolls of the Spratlys include China, Taiwan, Vietnam, the Philippines, Brunei and Malaysia - and all except Brunei have troops in the archipelago. Scuba-diving expeditions for tourists to one of the Malaysian-h eld islands are regarded as another useful way of asserting sovereignty. Mr Abdullah Badawi, the Malaysian foreign minister, told the Asean meeting that his government wanted to sustain Asean's record as the world's fastest grow ing economic region, and therefore viewed 'with grave concern' the revival o f the Spratlys issue. 'Any adverse development leading to heightened tension or conflict could only result in dire consequences to the region's well-bei ng,' he said, 'bringing in its wake the risk of extra-regional involvement a nd putting back years of painstaking efforts at nurturing relations based on mutual trust and confidence.' The end of the Cold War, in other words, has created something of a foreign policy dilemma for Malaysia, whose government regards itself as a champion of the developing world and the non-aligned mo vement. The disintegration of the Soviet Union threatens to give the United States an unacceptably dominant role in world affairs, but too great a reduc tion of the US presence in Asia could leave the way clear for equally unacce ptable moves by regional powers such as China, India and Japan. Malaysia's r esponse has been to continue condemning the west in public, while maintainin g good relations with the western powers in practice and strengthening and r earming its own military forces. Western diplomats say hopefully that they d etect a lessening of Malaysian rhetorical support for Zopfan - the south-eas t Asian, anti-superpower concept which stands for Zone of Peace, Freedom and Neutrality. Aside from arms purchases, Malaysia's ties with the west includ e the five-power defence agreement (linking Malaysia, Singapore, Britain, Au stralia and New Zealand), a commercial deal to repair US Navy ships at Lumut on the west coast of the peninsula, and a US-Malaysian joint venture called Airod at Kuala Lumpur's Subang airport to maintain C-130 transport aircraft . Malaysian officials and Kuala Lumpur-based diplomats agree that Malaysia's abrasive foreign policy is very much the creation of Dr Mahathir Mohamad, t he prime minister. They attribute his combative speeches - whether he is rej ecting criticism of Malaysia's logging industry or accusing the west of impe rialism - partly to personal conviction and partly to his ambitions as a lea der of the third world. 'He felt Malaysia would get more attention if it bec ame more awkward,' said one senior diplomat. 'His desire is partly to make s ure that Malaysia is not taken for granted, but also to put Malaysia on the map in a leadership role for the third world.' Dr Mahathir is said by his ad visers to receive letters of support from other third world leaders, who agr ee with what he says but do not dare to say it themselves, although his conf rontational style is not always appreciated. At home, some officials have so ught to prevent him from antagonising the country's allies, and at the Earth Summit in Brazil in June he received less support than he would have liked for his adversarial approach to the industrialised nations. He also angered some of his fellow Asean leaders by announcing a proposal to set up an East Asian Economic Caucus - a controversial trade group excluding the US - witho ut sufficient prior consultations. An increasingly important influence on Ma laysian foreign policy is the country's domestic Islamic constituency, which has some sympathy for the newly-devout President Saddam Hussein of Iraq, fo r the Moslem inhabitants of Bosnia and for all things Moslem. Dr Mahathir of ten accuses the west of double standards - he recently commented that wester n countries were willing to interfere in defence of human rights in Malaysia but not in Israel or Bosnia - but his critics make the same accusation in r everse about Malaysia. It was noticeable that Malaysia took little interest in the persecution of the predominantly Buddhist Burmese people by the autho rities in Rangoon until Burmese Moslems started fleeing into Bangladesh. 'Ma hathir runs foreign policy, and some of what he does is aimed at protecting his Islamic flank,' says another diplomat. Perhaps the most commonly heard c riticism of Malaysian policy is that it is old-fashioned, rooted in the 1960 s and based on the questionable assumption that the world is divided into tw o rival factions - the rich industrialised north, and the poor exploited sou th. Such a world vision is difficult to reconcile with the reality of Asia: while Dr Mahathir was forging a third world consensus on the environment at a pre-Earth Summit meeting in Kuala Lumpur in April, companies and governmen ts from north and south were happily selling weapons to each other at a defe nce exhibition a couple of kilometres away across town; in the South China S ea, Beijing - a leader of the south - is flexing its muscles to the detrimen t of its fellow southerners; and Malaysia, a champion of the south, is devel oping so successfully along capitalist lines that it is well on the way to b ecoming a fully paid-up member of the north. The Financial Time s London Page IV ============= Transaction # 78 ============================================== Transaction #: 78 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:50:57 Selec. Rec. #: 10 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT944-8867 _AN-EKREFAHBFT 9411 17 FT 17 NOV 94 / US cruiser tracks Greek and Turkish co ntingents: Marine rights row leads to fear of war between Nato neighbours By KERIN HOPE and JOHN BARHAM ATHENS, ANKARA A US Navy cruiser was yesterday monitoring Greek and Turkish naval activities in the Aegean, where fears of war have b een triggered by the start of a new international law. The United Nations Co nvention on the Law of the Sea has been hailed in Athens as a vindication of its long-standing argument that it has the right to extend its territorial waters from 6 miles to 12. Turkey has said that any such move by Athens woul d turn the Aegean into a 'Greek lake' and would be resisted by force. Greece says it has no plans to extend its territorial waters, but it will not reno unce the right to do so. An opinion poll published this week showed that 79 per cent of Turks would support war if Greece declared a 12-mile limit. The quarrel dates from an offshore oil strike west of the Greek island of Thasos more than 20 years ago. The Athens government rejects Turkish proposals for joint oil exploration in the Aegean. The Cape St George, a US cruiser equip ped with the latest electronic surveillance devices, was yesterday tracking Turkish warships and Greek aircraft across the Aegean. President Bill Clinto n has written to the leaders of both countries urging them to show restraint and avoid the risk of clashes. Mr Mumtaz Soysal, the Turkish foreign minist er, said Ankara has assured Mr Clinton that it had taken all possible measur es to avoid a clash. Mr Soysal met Mr Karolos Papoulis, his Greek counterpar t, in The Hague this week, but there was little sign of a change in position s. Turkey wants across-the-board negotiations on all the issues which it say s are in dispute. Greece says the only issue that needs discussing is that o f seabed mineral rights, which it wants settled by international arbitration . Relations between Athens and Ankara have also been worsened by the war in former Yugoslavia, where Turkey supports the Bosnian Moslems while Greece ha s traditional links with the Serbs. Turkey was the only European member of N ato to support the US withdrawal from the arms embargo against Bosnia. Recen tly, Turkey gave a new thrust to the old antagonisms by accusing Greece of h arbouring guerrillas from the separatist Kurdistan Workers party (PKK) fight ing in eastern Turkey. The US Navy, in this year's annual intelligence repor t, described the Greek-Turkish standoff as one of the 'most worrisome situat ions developing in Europe and the most dangerous to Nato as an institution'. The report says tension in the Aegean has also been stoked by supplies to b oth countries of new and secondhand ships from other Nato countries. Diploma ts said they were alarmed that a hot-line between the two countries, set up after they came close to war in 1987, had ceased to function. Turkey is cond ucting its manoeuvres this week in international waters in the northern Aege an. About 100 miles to the south, the Greek navy is in charge of a Nato exer cise held every year involving ships and aircraft from the US, France, Italy , Spain and the UK. Countries:- GRZ Greece, EC. TRZ Turkey, Middle East. USZ United States of America. Indu stries:- P9721 International Affairs. Types:- NEWS General News. The Financial Times Internatio nal Page 22 ============= Transaction # 79 ============================================== Transaction #: 79 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:51:31 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 80 ============================================== Transaction #: 80 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:51:37 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 207222 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 81 ============================================== Transaction #: 81 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:51:53 Selec. Rec. #: 13 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT941-12959 _AN-EA0DIAGYFT 940 127 FT 27 JAN 94 / Commodities and Agriculture: Greece t o offer onshore and offshore concessions By KERIN HO PE ATHENS Greece's Public Petrole um Corporation (DEP) plans to offer concessions for onshore and offshore oil exploration in western Greece later this year. Blocks in Epirus and the Ion ian Sea would be made available to international bidders after parliament pa ssed a new law on oil exploration and exploitation, 'probably in late spring ', according to Mrs Teresa Fokianou-Malaveta, the corporation's chairman. DE P's research department said seismic studies in Epirus produced encouraging results, while test drilling in the Ionian Sea had established the existence of oil-bearing levels, she added. Under production-sharing arrangements inc luded in the new legislation DEP would have the right to participate with a minority stake in consortia exploiting oil deposits in Greece. Meanwhile, a new test drilling is being made by North Aegean Petroleum Corporation at the Prinos offshore field near Thassos island in the north-eastern Aegean. The drilling is the first by NAPC, a Canadian-led consortium, since Greece and T urkey came to the brink of war in 1987 over conflicting claims to offshore o il rights in the Aegean. The dispute has prevented NAPC from exploring for o il east of Thassos. Production at the Prinos field, situated west of Thassos in Greek coastal waters, has declined from 26,000 barrels a day in the earl y 1980s to about 8,000 b/d last year. However, the introduction of gas re-in jection techniques, using natural gas from the nearby South Kavalla offshore field, has lifted production to around 12,000 b/d. If successful, the Dolla rs 5.3m drilling project, reaching 2,000 metres below sea level, could yield up to 6,000 b/d, Mrs Fokianou-Malaveta said. The Greek government last year signed a new six-year production agreement with NAPC, giving the consortium a more favourable tax arrangement than previously. The consortium had consi dered shutting down its operations because of the political obstacles to exp loiting known oil and gas deposits east of Thassos. It has invested Dollars 700m in Greece since it won the Prinos concession 20 years ago. Denison Mine s of Canada controls 58 per cent of the consortium. DEP holds 15 per cent, w ith subsidiaries of three other international oil companies, Wintershall Gre ece, Hellenic Overseas Holdings and White Shields Greece, holding smaller st akes. Countries:- GRZ Greece, EC. Industr ies:- P1311 Crude Petroleum and Natural Gas. Types:- TECH Patents & Licences. RES Natural resources. The Financial Times London Page 36 ============= Transaction # 82 ============================================== Transaction #: 82 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:52:23 Selec. Rec. #: 14 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT944-11862 _AN-EKDDZAARFT 941 104 FT 04 NOV 94 / Cypriots join in the Aegean war of wo rds By BRUCE CLARK, Diplomatic Correspondent The gap between Greek-Cypriot and Turkish-Cypriot positions over t he island's future is widening ominously, at a time when Athens and Ankara a re already squaring off over territorial rights in the Aegean. Greek-Cypriot officials have in the last few days accused both the Turkish Cypriots and A nkara of renouncing the 1977 and 1979 agreements - calling for the island to be reunited as a bi-zonal federation - which have served as the basis for a ll subsequent negotiations. Leaders of the island's Greek Cypriot majority h ave always argued for as full-blooded a federation as possible, while the Tu rkish Cypriots want relatively loose ties between mainly Greek and mainly Tu rkish zones. Until recently, UN-sponsored negotiations have proceeded on the basis that a federal Cyprus would be a sovereign state, albeit loosely stru ctured. But Mr Mumtaz Soysal, the new Turkish foreign minister who has calle d for a tougher stance on Turkish-Greek disputes, caused a sensation in Athe ns this week by saying that both parts of Cyprus were and would remain sover eign entities. He said the Cyprus problem was 'half-solved already' and all that remained was for the two sides to agree on co-operation in such areas a s tourism and the environment. The Turkish minister's words were denounced b y the Cyprus government, although there was quiet satisfaction among hardlin e Greek politicians, who have all along doubted the value of reconciliation talks. 'We are at a worse impasse than before,' said Mr Alecos Michaelides, foreign minister in the Greek Cypriot government. 'They (the Turkish Cypriot s) are now abandoning the idea of a federation . . . and this makes it diffi cult even to start discussions.' The Greek Cypriots are now expected to inte nsify pressure on the UN for a statement that blames Turkish intransigence f or the lack of progress. They are also stepping up their campaign for access ion to the European Union, something the Turkish side opposes as long as the re is no settlement. In a separate Greek-Turkish dispute, Mr Soysal has agai n warned Athens that Turkey will go to war if Greece exercises the option of extending its territorial waters from six miles to 12 after November 16, wh en a new international law on the sea enters force. Countries:- CYZ Cyprus, Middle East. GRZ Greece, EC. TRZ Turkey, M iddle East. Industries:- P9721 International Affairs. < /IN> Types:- NEWS General News. The Financial Tim es London Page 2 ============= Transaction # 83 ============================================== Transaction #: 83 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:52:50 Selec. Rec. #: 15 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT943-339 _AN-EI2D5AF3FT 94092 9 FT 29 SEP 94 / Commodities and Agriculture: Taiwanese cast their nets wider -Pollution and overfishing has hit local catches By LAURA TYSON Fishmongers at Keelung p ort's bustling fish market hawk scaly wares ranging from imported Norwegian salmon to Pacific tuna and squid caught off the Falkland Islands. Pollution and overfishing of nearby waters has forced Taiwanese fishermen to scour eve r more distant shores. The catch of neighbouring China nearly tripled from 1 981 to 1990 to become the world's biggest fisheries producer. Taiwan will so on sign an accord with the 15-nation South Pacific Forum allowing its fisher men uniform access to waters controlled by those countries, according to the country's ministerial-level Council of Agriculture. The South Pacific is an important fishing ground for Taiwan, especially for tuna and skipjack. Foru m members are Australia, New Zealand, Papua New Guinea, Western Samoa, Fiji, Vanuatu, Kiribati, the Marshall Islands, the Cook Islands, Tonga, Tuvalu, N auru, Niue Island, the Solomon Islands and the Federated States of Micronesi a. Since the United Nations switched recognition from Taipei to Beijing in 1 971, Taiwan has encountered difficulties in securing fishing grounds, especi ally from countries with which it does not have diplomatic ties. In 1989 the quasi-governmental Overseas Fisheries Development Council was set up to neg otiate fishing rights and help settle an escalating number of fishing disput es. The government has already secured fishing rights within the 200-mile co astal zones of South Africa, Tuvalu, Tonga, Solomon Islands and Marshall Isl ands, all countries with which Taiwan maintains diplomatic relations. Commer cial fishing agreements have so far been reached with over 20 countries or t erritories, of which those with Indonesia, India and the Falkland Islands ar e the most important. Talks are under way with several other countries inclu ding Vietnam and Burma. Although Taiwan does not appear in statistics compil ed by the United Nations' Food and Agriculture Organisation, it ranked the 1 8th among fishing nations in 1990, and falls within the top five in producti on of both tuna and squid. Government efforts to curb growth in the domestic fishing industry cut the total catch to 1.317m tonnes in 1991 from a 1990 p eak of 1.455m. But production has risen since. Taiwan, a major fish exporter , sold just over a quarter of its catch overseas in 1993. Tuna dominated exp orts and the biggest markets were Japan, Thailand and the US. Fish imports h ave grown to meet increased domestic consumption resulting from economic gro wth. Official figures show that Taiwan's imports more than doubled over the past decade. Unofficial imports from China are also on the rise. Taiwanese f ishermen either pick up their illicit cargo from Chinese ports or buy the fi sh from Chinese boats at sea and smuggle it into ports such as Keelung. With nearby waters depleted, nearly 60 per cent of the 1993 catch came from dist ant seas. Tuna caught in distant seas through long-lining jumped 80 per cent in 1993 from 1992. Last year's catch of squid, caught by a type of hook-and -line method called zigging, climbed 22 per cent. The two species combined c omprised one-third of the total catch last year. Despite Taiwan's pariah dip lomatic status, which prevents it from joining international organisations, the government generally complies with international maritime and fishing co nventions. For instance, it banned whaling in 1983 and in 1993, it outlawed drift net fishing following a United Nations resolution against the practice . As competition grows fiercer for fewer fish, Taiwanese fishing boats have encountered numerous disputes over fishing grounds from the South China Sea to the South Atlantic. Recognising the problems of overfishing, the governme nt in 1989 instituted a policy of trying to contain growth of the fishing in dustry. Through restrictions on boat-building and a boat buyback programme T aiwan's fleet was cut to 28,880 vessels last year from peak of 32,340 in 199 0. But remaining boats and those which are being built are more sophisticate d and thus have a higher catching capacity. Countries:- < CN>TWZ Taiwan, Asia. Industries:- P091 Commercial Fis hing. Types:- RES Natural resources. CMMT Comment & Analysis. The Financial Times London Page 36

============= Transaction # 84 ============================================== Transaction #: 84 Transaction Code: 15 (Terms Cleared) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:55:14 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 85 ============================================== Transaction #: 85 Transaction Code: 6 (Direct Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:55:51 Rec. Format: Review Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 2 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {human smuggling})" ============= Transaction # 86 ============================================== Transaction #: 86 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:55:54 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 5986 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 87 ============================================== Transaction #: 87 Transaction Code: 6 (Direct Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:58:02 Rec. Format: Review Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 4 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {incidents of human smuggling})" ============= Transaction # 88 ============================================== Transaction #: 88 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:58:04 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 7827 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 89 ============================================== Transaction #: 89 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:58:29 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 7827 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 90 ============================================== Transaction #: 90 Transaction Code: 6 (Direct Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 17:59:02 Rec. Format: Review Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 3 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {illegal human smuggling})" ============= Transaction # 91 ============================================== Transaction #: 91 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 17:59:05 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 8385 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 92 ============================================== Transaction #: 92 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 17:59:24 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 93 ============================================== Transaction #: 93 Transaction Code: 6 (Direct Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 18:00:06 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 4 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {illegal human smuggling statistics})" ============= Transaction # 94 ============================================== Transaction #: 94 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:00:09 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 13991 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 95 ============================================== Transaction #: 95 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:00:44 Selec. Rec. #: 1 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT932-5376 _AN-DFDB5AAZFT 9306 04 FT 04 JUN 93 / China to act on illegal emigrants By AP THE US Coast Guard intercepted tw o boats trying to smuggle 270 Chinese into California yesterday, coinciding with a Chinese government statement that it had stepped up efforts to halt i llegal emigration, AP reports. 'The public security departments have stepped up efforts to track down the criminal groups organising human smuggling and patrols at sea,' a Chinese Foreign Ministry spokesman said. Since January a uthorities on both sides of the Pacific have intercepted boats carrying abou t 2,500 Chinese, each of whom had paid or promised smugglers Dollars 20,000- Dollars 30,000 (Pounds 13,000-Pounds 19,500) to get them into the US illegal ly. Many others are entering overland from Mexico or arriving at airports wi th false documents. Countries:- USZ United States of America. CNZ China, Asia. Industries:- P9721 Inte rnational Affairs. Types:- NEWS General News.

The Financial Times London Page 4 ============= Transaction # 96 ============================================== Transaction #: 96 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:03:44 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 97 ============================================== Transaction #: 97 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:04:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 13991 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 98 ============================================== Transaction #: 98 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:04:25 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 99 ============================================== Transaction #: 99 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:04:31 Selec. Rec. #: 15 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT943-3533 _AN-EINDHAAJFT 9409 14 FT 14 SEP 94 / 'Prostitute smugglers' arrested By ROBERT GRAHAM ROME Italian police yesterday said they had broken up a criminal organisat ion based in Bari capable of smuggling up to 5,000 illegal immigrants a mont h into the country via the coastline of the Puglia region, on the Adriatic c oast. This is the largest immigration ring uncovered and highlights the invo lvement of organised crime in this increasingly profitable business. More th an 20 people were arrested, including Italian nationals, Slavs and North Afr icans. In addition to being charged with bringing people illegally into Ital y, they were accused of organising prostitution and providing false document ation. The Italian authorities are showing increasing concern over the impor t of prostitutes. Prostitution has been one of the main activities unaffecte d by the two-year-long recession. But with the economy beginning to recover, the authorities are also anxious to cut-off a new flow of hopeful job seeke rs. The main problem is Albania. During the summer more than 200 Albanians a week are believed to have entered the country illegally via the Puglian coa st. Countries:- ITZ Italy, EC. Industries :- P9221 Police Protection. Types:- NEWS Gen eral News. The Financial Times London Page 2 ============= Transaction # 100 ============================================== Transaction #: 100 Transaction Code: 8 (Mixed Bool./Dir. Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 18:06:53 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 1 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: Yes Used?: No Used?: No # Keywords: 8 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {illegal human smuggling statistics}) and (title {human smug gling} or title {immigrant smuggling})" ============= Transaction # 101 ============================================== Transaction #: 101 Transaction Code: 37 (General (non-Tcl) Error) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:06:57 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: {ERR {Status 1} {Hits 0} {Received 0} {Set Default}} {No matching records fo und} ============= Transaction # 102 ============================================== Transaction #: 102 Transaction Code: 8 (Mixed Bool./Dir. Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 18:07:07 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 1 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: Yes Used?: No Used?: No # Keywords: 6 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {illegal human smuggling statistics}) and (title {human smug gling})" ============= Transaction # 103 ============================================== Transaction #: 103 Transaction Code: 37 (General (non-Tcl) Error) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:07:10 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: {ERR {Status 1} {Hits 0} {Received 0} {Set Default}} {No matching records fo und} ============= Transaction # 104 ============================================== Transaction #: 104 Transaction Code: 6 (Direct Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 18:07:23 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 4 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {illegal human smuggling statistics})" ============= Transaction # 105 ============================================== Transaction #: 105 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:07:27 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 13991 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 106 ============================================== Transaction #: 106 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:07:46 Selec. Rec. #: 1 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT932-5376 _AN-DFDB5AAZFT 9306 04 FT 04 JUN 93 / China to act on illegal emigrants By AP THE US Coast Guard intercepted tw o boats trying to smuggle 270 Chinese into California yesterday, coinciding with a Chinese government statement that it had stepped up efforts to halt i llegal emigration, AP reports. 'The public security departments have stepped up efforts to track down the criminal groups organising human smuggling and patrols at sea,' a Chinese Foreign Ministry spokesman said. Since January a uthorities on both sides of the Pacific have intercepted boats carrying abou t 2,500 Chinese, each of whom had paid or promised smugglers Dollars 20,000- Dollars 30,000 (Pounds 13,000-Pounds 19,500) to get them into the US illegal ly. Many others are entering overland from Mexico or arriving at airports wi th false documents. Countries:- USZ United States of America. CNZ China, Asia. Industries:- P9721 Inte rnational Affairs. Types:- NEWS General News.

The Financial Times London Page 4 ============= Transaction # 107 ============================================== Transaction #: 107 Transaction Code: 12 (Record Relevance Feedback) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 18:07:52 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind Default:1 ============= Transaction # 108 ============================================== Transaction #: 108 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:08:29 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 203723 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 109 ============================================== Transaction #: 109 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:08:57 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 110 ============================================== Transaction #: 110 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:09:36 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 111 ============================================== Transaction #: 111 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:10:02 Selec. Rec. #: 4 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT932-4966 _AN-DFGB7AA3FT 9306 07 FT 07 JUN 93 / Eight die as freighter runs aground By NIKKI TAIT NEW YORK AT LEAST eight people died early yesterday morning after a freig hter, believed to be carrying hundreds of illegal Chinese immigrants, ran ag round close to Rockaway beaches in the Queens borough of New York City. The grounding of the freighter, the Golden Venture, happened shortly after 2am y esterday. More than 100 Chinese passengers plunged into the chilly waters, a nd swam about half a mile to the shore. According to emergency rescue worker s, who reached the scene shortly afterwards, four passengers were known to h ave died on the beach, and another two in hospital later. Two bodies were al so washed ashore. By late afternoon officials said that they had accounted f or about 300 people. Many of those who swam ashore were said to be suffering from exposure or hypothermia, and about 20 had been taken to hospital. Ther e were also growing fears that tuberculosis may have been prevalent on the v essel. Initial pictures released by the US Coast Guard of the freighter's in terior suggested that conditions had been extremely cramped and squalid. How ever, officials still lacked a firm indication of the number of people who h ad been aboard the ship. Interpreters who were called to the scene said that some passengers claimed to have been aboard the freighter for more than 100 days. They also reported that it made a number of stops in China before cro ssing the ocean. This fuelled rumours that the ship was operated by an Asian 'human smuggling' ring, which had charged passengers Dollars 20,000-Dollars 30,000 for the journey. Mr William Slattery, New York district director for immigration and naturalisation, said the immigrants were mostly Chinese fro m Fukien province. The 11 crew members were still being questioned by the US authorities last night, while their passengers were placed in the custody o f the US Immigration and Naturalisation Service. All are understood to have asked for political asylum. The vessel itself remained stranded on a sand-ba nk. However, the local Coast Guard reported that it was up against a 'rock j etty', and expressed concern that an oil spill might develop. The ship was c arrying about five tons of diesel fuel. Illegal Chinese immigration has been on the rise in New York City, but this is believed to be the first time a v essel carrying such a large number of passengers has disgorged its load on t he city's shoreline. Countries:- USZ United States o f America. Industries:- P99 Nonclassifiable Establish ments. Types:- NEWS General News. The Finan cial Times London Page 5 ============= Transaction # 112 ============================================== Transaction #: 112 Transaction Code: 15 (Terms Cleared) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:11:49 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 113 ============================================== Transaction #: 113 Transaction Code: 6 (Direct Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 18:12:15 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 2 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {british chunnel})" ============= Transaction # 114 ============================================== Transaction #: 114 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:12:21 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 32253 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 115 ============================================== Transaction #: 115 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:14:17 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 116 ============================================== Transaction #: 116 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:14:28 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 117 ============================================== Transaction #: 117 Transaction Code: 8 (Mixed Bool./Dir. Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 18:16:45 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 1 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: Yes Used?: No Used?: No # Keywords: 3 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {british chunnel}) and (title {impact})" ============= Transaction # 118 ============================================== Transaction #: 118 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:16:51 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 53 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 119 ============================================== Transaction #: 119 Transaction Code: 6 (Direct Rank Search) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 18:17:30 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 3 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind "(topic @ {british chunnel impacts})" ============= Transaction # 120 ============================================== Transaction #: 120 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:17:37 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 40804 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 121 ============================================== Transaction #: 121 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:18:32 Selec. Rec. #: 2 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT942-8510 _AN-EETCSABYFT 9405 20 FT 20 MAY 94 / Go-ahead for Chunnel freight terminal By PAUL CHEESERIGHT The Department of the Environment has given planning permission for the development of a Ch annel tunnel freight terminal, manufacturing and distribution park at Hams H all, east of Birmingham, in the green belt of north Warwickshire, Paul Chees eright writes. The site is near Junction 9 of the M6 and the proposed juncti on of the planned toll motorway around north Birmingham with the M6. The gov ernment delayed approval until it was satisfied about the traffic impact on local roads. Trafalgar House, the shipping, property and construction group, is a partner in the development of both the freight terminal and the new mo torway. Companies:- Trafalgar House. Count ries:- GBZ United Kingdom, EC. Industries:- P1629 Heavy Construction, NEC. P1611 Highway and Street Construction. Types:- RES Facilities. The Financial Times < /PUB> London Page 8 ============= Transaction # 122 ============================================== Transaction #: 122 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:20:43 Selec. Rec. #: 6 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT934-11803 _AN-DJ2DCADUFT 931 029 FT 29 OCT 93 / Leading Article: Chunnel link THE PLANNED high-speed rail link between London and the Channel tunnel could be a showpiece for the UK government's initiative of attracting private capital to public infrastructure projects. It provides an opportuni ty both to harness the private sector's skills in project management and to remove at least part of a Pounds 2.6bn-Pounds 3bn project from the public se ctor's balance sheet. But to achieve these benefits, the Treasury will need to abandon its purist line that all the risk of such projects should be born e by private investors. Sticking to this line could delay or even kill off t he project, as Union Railways, the British Rail subsidiary set up to develop the link, will tell ministers later today. The essential point is that the private sector is not well suited to bear the political and regulatory risks associated with the early stages of large infrastructure projects. Before c onstruction on the Chunnel link can proceed, planning consents must be won, public inquiries conducted, legislation passed and safety standards determin ed. At each stage, there is a danger that the project will be delayed and ex tra costs imposed. This particular project does not start with a happy histo ry as far as private companies are concerned. Several construction groups ha ve already spent money making proposals, only to have them rejected largely for political reasons. There is also the overhang from the main Channel tunn el project, whose financial attraction has been reduced by a tightening of s afety regulations and the delay in building road and rail links. It is doubt ful whether private funds could be attracted at this stage and, even if they could, a high risk premium would be required. Far better, therefore, for th e public sector to put up the Pounds 200m needed for the project's next phas e, tiding it over until political and regulatory uncertainty is largely out of the way. After that, it should be easier to find a further Pounds 2.5bn-p lus from private investors. The remaining risks -concerning construction co sts, operating expenses and customer demand - are the type the private secto r is best at managing. Given the current budgetary pressures, it is reasonab le to ask why the Chunnel link should have priority over other worthwhile pr ojects that are now stalled. Part of the answer is that the link is already badly delayed. Constructing it is important not only to maximise the economi c benefits of the Channel tunnel but also to ease congestion for commuter tr affic in the south-east. But the most compelling reason for priming the pump is that a success with Union Railways would give a boost to the government' s private funding initiative. It could open the door for private capital to flow into roads, railways and prisons. That, more than almost anything else, would ease the pressure on government finances. Countries:- GBZ United Kingdom, EC. Industries:- P1629 Hea vy Construction, NEC. Types:- CMMT Comment & Analysis. The Financial Times London Page 17 ============= Transaction # 123 ============================================== Transaction #: 123 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:21:34 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 124 ============================================== Transaction #: 124 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:21:40 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 40804 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 125 ============================================== Transaction #: 125 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:22:11 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 126 ============================================== Transaction #: 126 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:23:10 Selec. Rec. #: 16 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT932-5866 _AN-DFBBWAARFT 9306 02 FT 02 JUN 93 / Chunnel contracts go-ahead near By ANDREW HILL BRUSSELS THE European Commission looks likely to approve the basic contracts to provide freight, passenger and sleeper rail services through the Channel tunnel before the August holidays, following a long competition inquiry. Bu t Mr Karel Van Miert, EC competition commissioner, wants to establish the pr inciple that private operators can compete with state railway companies, eve n if there is little pressure at the moment from potential rival services. I f the Commission decides to outlaw or substantially amend the contracts, tha t could further delay the opening of the tunnel, due in early 1994. Even so, Mr Van Miert, who used to oversee EC transport policy until he took over th e competition portfolio in January, is said to be keen to encourage the cros s-Channel link. His spokesman said yesterday that an announcement was expect ed 'pretty soon'. Eurotunnel, which will operate the tunnel, and British and continental European railways have sought clearance under EC competition ru les for a series of contracts. Most important is the deal between Eurotunnel , British Rail and SNCF, the French state railways, which gives the railways the right to take up 50 per cent of the tunnel's capacity for passenger thr ough-trains during Eurotunnel's 55-year operating concession. The other 50 p er cent will be used by Eurotunnel itself for shuttle services between the t wo ends of the tunnel. The Commission was originally examining the possibili ty of reducing the length of the contract, perhaps to as little as 30 years, to let private operators compete with BR and SNCF. The Brussels authorities are now considering how to leave the contract open to competition without j eopardising the financing of the link. The Commission is also completing its consultations on the exclusive contracts for freight and sleeper services. Yesterday, it published the official notice inviting comments on European Ni ght Services (ENS), the sleeper joint venture majority-owned by BR in partne rship with French, Dutch, German and Belgian railways. Parties have been giv en 30 days to submit views on the agreement, which the Commission believes c ould infringe competition rules. In practice, however, there are few potenti al competitors who could meet the high cost of entering the sleeper market. ENS has already placed an order, said to be worth Pounds 100m, for 139 sleep ers to be built by Metro-Cammell, a subsidiary of GEC Alsthom. The deadline for comments on freight services through the tunnel passed at the end of Mar ch. Companies:- British Rail. Societe Nationale d es Chemins de Fer Francais. European Night Services. Countrie s:- QRZ European Economic Community (EC). Industries:- P4011 Railroads, Line-Haul Operating. P4785 Inspection and Fi xed Facilities. Types:- MKTS Contracts. The Financial Times London Page 2 ============= Transaction # 127 ============================================== Transaction #: 127 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:23:14 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 128 ============================================== Transaction #: 128 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:23:26 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 40804 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 129 ============================================== Transaction #: 129 Transaction Code: 19 (Record Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:24:02 Selec. Rec. #: 33 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT942-11118 _AN-EEFEDAHHFT 940 506 FT 06 MAY 94 / Survey of The Channel Tunnel (12): On guard against accidents and terror - Security By JI MMY BURNS The financial pressures on the tunnel to open on schedule have taken second place to the key commercial imperative of ensurin g - to the maximum extent possible - that it cannot permanently be crippled by an accident or terrorist attack. Among the numerous security staff, intel ligence officers, police, fire brigade, ambulance, and army personnel on bot h sides of the Channel engaged in the project is Tony Blyth, a former Britis h Rail operations manager who is the tunnel's safety director. 'If we have a major accident, we are dead as a company,' he says. Two other key people ar e Detective Superintendent Cliff Grieve, the UK head of ports and tunnel pol icing, and Commissaire Principal Marc Haem of France's Police de l'Air et de s Frontieres. They share responsibility for security of the tunnel itself an d of the shuttle terminals at Folkestone and Coquelles. Together they claim to have developed a culture of transnational police cooperation to try and e nsure, says Grieve, 'that people on a daily basis do not escape justice thro ugh the Chunnel'. In aiming for maximum efficiency, Blyth, Grieve, and Haem have had to grapple with a complex mixture of private and government personn el, binational agreements and internal committees developed in the run-up to the opening of the tunnel. The structure includes an Anglo-French Safety Au thority set up for the tunnel project and the existing official safety watch dogs in both countries, the UK's Health and Safety Commission, and France's Inspecteur du Travail. The operation of safety and security comes under the political umbrella of a lengthy protocol agreement. This was initialled at S angatte by the UK and French governments in November 1991 and technically ca me into force in August last year. The Sangatte Protocol takes its cue from the Schengen trans-European policing agreement, of which France but not the UK is a signatory. It thus represents a totally new experience for the Briti sh police who have tended to resist encroachment on to their territory by an y of their European counterparts. The Protocol gives extraterritorial powers to British and French police officers in specially designated control zones at the international terminals in London and Paris, and in the shuttle term inals at Cheriton and Coquelles. The through trains are also control zones w here both police forces will have powers of arrest. Article 10 of the Protoc ol states: 'The officers of the adjoining State shall, in exercise of their national powers, be permitted in the control zone situated in the host State to detain or arrest persons in accordance with the laws and regulations rel ating to frontier controls of the adjoining state or persons sought by the a uthorities of the adjoining state.' In spirit the Protocol, as defined in Ar ticle 5, aims to simplify and speed up the formalities which normal law abid ing passengers either travelling by train or the Shuttle will have comply wi th when using the tunnel. At the same time, it aims to harmonise security an d safety arrangements so as to ensure that any emergency or threat is reacte d to speedily and effectively without getting bogged down in disputes over s overeignty. In the run-up to the opening of the tunnel, the application of t he Protocol has been put through a trial run in joint exercises and intermin able meetings. The exercises have shown up failures in a number of areas inc luding fire-fighting equipment and communications. The meetings have produce d some stormy sessions in which British and French officials have argued ove r issues ranging from whether some dangerous goods vehicles should be allowe d through the tunnel to the use by French police of small arms in and around Waterloo station. Eurotunnel says the set-backs form part of the inevitable teething problems of any engineering project of such a size and complexity. 'We want to get it right before letting the general public in,' insists Ton y Blyth. On the policing side, Kent officers and their counterparts in and a round Coquelles say they have developed a good working relationship over a n umber of years. But they are only cogs in the large security and judicial ma chinery which will be truly tested only when the tunnel is fully operational . A recent risk assessment commissioned by the London based Research Institu te for the Study of Conflict and Terrorism concluded that the Channel Tunnel was probably the least vulnerable to major damage of any under-sea tunnel i n the world. However, several experts believe that the biggest threat to the tunnel stems from its being a prestige target for terrorists. Much of the b urden of responsibility will lie with Eurotunnel, however, in ensuring that the commercial pressures do not lead to greater laxity over security and saf ety checks. Countries:- GBZ United Kingdom, EC. FRZ France, EC. Industries:- P4785 Inspection and Fixe d Facilities. P7381 Detective and Armored Car Services. P7382 Securi ty Systems Services. P9711 National Security. Types:- < TP>TECH Services & Services use. CMMT Comment & Analysis. T he Financial Times London Page V ============= Transaction # 130 ============================================== Transaction #: 130 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:24:10 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 131 ============================================== Transaction #: 131 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:25:09 Selec. Rec. #: 2 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT942-8510 _AN-EETCSABYFT 9405 20 FT 20 MAY 94 / Go-ahead for Chunnel freight terminal By PAUL CHEESERIGHT The Department of the Environment has given planning permission for the development of a Ch annel tunnel freight terminal, manufacturing and distribution park at Hams H all, east of Birmingham, in the green belt of north Warwickshire, Paul Chees eright writes. The site is near Junction 9 of the M6 and the proposed juncti on of the planned toll motorway around north Birmingham with the M6. The gov ernment delayed approval until it was satisfied about the traffic impact on local roads. Trafalgar House, the shipping, property and construction group, is a partner in the development of both the freight terminal and the new mo torway. Companies:- Trafalgar House. Count ries:- GBZ United Kingdom, EC. Industries:- P1629 Heavy Construction, NEC. P1611 Highway and Street Construction. Types:- RES Facilities. The Financial Times < /PUB> London Page 8 ============= Transaction # 132 ============================================== Transaction #: 132 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:25:09 Selec. Rec. #: 6 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT934-11803 _AN-DJ2DCADUFT 931 029 FT 29 OCT 93 / Leading Article: Chunnel link THE PLANNED high-speed rail link between London and the Channel tunnel could be a showpiece for the UK government's initiative of attracting private capital to public infrastructure projects. It provides an opportuni ty both to harness the private sector's skills in project management and to remove at least part of a Pounds 2.6bn-Pounds 3bn project from the public se ctor's balance sheet. But to achieve these benefits, the Treasury will need to abandon its purist line that all the risk of such projects should be born e by private investors. Sticking to this line could delay or even kill off t he project, as Union Railways, the British Rail subsidiary set up to develop the link, will tell ministers later today. The essential point is that the private sector is not well suited to bear the political and regulatory risks associated with the early stages of large infrastructure projects. Before c onstruction on the Chunnel link can proceed, planning consents must be won, public inquiries conducted, legislation passed and safety standards determin ed. At each stage, there is a danger that the project will be delayed and ex tra costs imposed. This particular project does not start with a happy histo ry as far as private companies are concerned. Several construction groups ha ve already spent money making proposals, only to have them rejected largely for political reasons. There is also the overhang from the main Channel tunn el project, whose financial attraction has been reduced by a tightening of s afety regulations and the delay in building road and rail links. It is doubt ful whether private funds could be attracted at this stage and, even if they could, a high risk premium would be required. Far better, therefore, for th e public sector to put up the Pounds 200m needed for the project's next phas e, tiding it over until political and regulatory uncertainty is largely out of the way. After that, it should be easier to find a further Pounds 2.5bn-p lus from private investors. The remaining risks -concerning construction co sts, operating expenses and customer demand - are the type the private secto r is best at managing. Given the current budgetary pressures, it is reasonab le to ask why the Chunnel link should have priority over other worthwhile pr ojects that are now stalled. Part of the answer is that the link is already badly delayed. Constructing it is important not only to maximise the economi c benefits of the Channel tunnel but also to ease congestion for commuter tr affic in the south-east. But the most compelling reason for priming the pump is that a success with Union Railways would give a boost to the government' s private funding initiative. It could open the door for private capital to flow into roads, railways and prisons. That, more than almost anything else, would ease the pressure on government finances. Countries:- GBZ United Kingdom, EC. Industries:- P1629 Hea vy Construction, NEC. Types:- CMMT Comment & Analysis. The Financial Times London Page 17 ============= Transaction # 133 ============================================== Transaction #: 133 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:25:09 Selec. Rec. #: 16 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT932-5866 _AN-DFBBWAARFT 9306 02 FT 02 JUN 93 / Chunnel contracts go-ahead near By ANDREW HILL BRUSSELS THE European Commission looks likely to approve the basic contracts to provide freight, passenger and sleeper rail services through the Channel tunnel before the August holidays, following a long competition inquiry. Bu t Mr Karel Van Miert, EC competition commissioner, wants to establish the pr inciple that private operators can compete with state railway companies, eve n if there is little pressure at the moment from potential rival services. I f the Commission decides to outlaw or substantially amend the contracts, tha t could further delay the opening of the tunnel, due in early 1994. Even so, Mr Van Miert, who used to oversee EC transport policy until he took over th e competition portfolio in January, is said to be keen to encourage the cros s-Channel link. His spokesman said yesterday that an announcement was expect ed 'pretty soon'. Eurotunnel, which will operate the tunnel, and British and continental European railways have sought clearance under EC competition ru les for a series of contracts. Most important is the deal between Eurotunnel , British Rail and SNCF, the French state railways, which gives the railways the right to take up 50 per cent of the tunnel's capacity for passenger thr ough-trains during Eurotunnel's 55-year operating concession. The other 50 p er cent will be used by Eurotunnel itself for shuttle services between the t wo ends of the tunnel. The Commission was originally examining the possibili ty of reducing the length of the contract, perhaps to as little as 30 years, to let private operators compete with BR and SNCF. The Brussels authorities are now considering how to leave the contract open to competition without j eopardising the financing of the link. The Commission is also completing its consultations on the exclusive contracts for freight and sleeper services. Yesterday, it published the official notice inviting comments on European Ni ght Services (ENS), the sleeper joint venture majority-owned by BR in partne rship with French, Dutch, German and Belgian railways. Parties have been giv en 30 days to submit views on the agreement, which the Commission believes c ould infringe competition rules. In practice, however, there are few potenti al competitors who could meet the high cost of entering the sleeper market. ENS has already placed an order, said to be worth Pounds 100m, for 139 sleep ers to be built by Metro-Cammell, a subsidiary of GEC Alsthom. The deadline for comments on freight services through the tunnel passed at the end of Mar ch. Companies:- British Rail. Societe Nationale d es Chemins de Fer Francais. European Night Services. Countrie s:- QRZ European Economic Community (EC). Industries:- P4011 Railroads, Line-Haul Operating. P4785 Inspection and Fi xed Facilities. Types:- MKTS Contracts. The Financial Times London Page 2 ============= Transaction # 134 ============================================== Transaction #: 134 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:25:09 Selec. Rec. #: 33 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT942-11118 _AN-EEFEDAHHFT 940 506 FT 06 MAY 94 / Survey of The Channel Tunnel (12): On guard against accidents and terror - Security By JI MMY BURNS The financial pressures on the tunnel to open on schedule have taken second place to the key commercial imperative of ensurin g - to the maximum extent possible - that it cannot permanently be crippled by an accident or terrorist attack. Among the numerous security staff, intel ligence officers, police, fire brigade, ambulance, and army personnel on bot h sides of the Channel engaged in the project is Tony Blyth, a former Britis h Rail operations manager who is the tunnel's safety director. 'If we have a major accident, we are dead as a company,' he says. Two other key people ar e Detective Superintendent Cliff Grieve, the UK head of ports and tunnel pol icing, and Commissaire Principal Marc Haem of France's Police de l'Air et de s Frontieres. They share responsibility for security of the tunnel itself an d of the shuttle terminals at Folkestone and Coquelles. Together they claim to have developed a culture of transnational police cooperation to try and e nsure, says Grieve, 'that people on a daily basis do not escape justice thro ugh the Chunnel'. In aiming for maximum efficiency, Blyth, Grieve, and Haem have had to grapple with a complex mixture of private and government personn el, binational agreements and internal committees developed in the run-up to the opening of the tunnel. The structure includes an Anglo-French Safety Au thority set up for the tunnel project and the existing official safety watch dogs in both countries, the UK's Health and Safety Commission, and France's Inspecteur du Travail. The operation of safety and security comes under the political umbrella of a lengthy protocol agreement. This was initialled at S angatte by the UK and French governments in November 1991 and technically ca me into force in August last year. The Sangatte Protocol takes its cue from the Schengen trans-European policing agreement, of which France but not the UK is a signatory. It thus represents a totally new experience for the Briti sh police who have tended to resist encroachment on to their territory by an y of their European counterparts. The Protocol gives extraterritorial powers to British and French police officers in specially designated control zones at the international terminals in London and Paris, and in the shuttle term inals at Cheriton and Coquelles. The through trains are also control zones w here both police forces will have powers of arrest. Article 10 of the Protoc ol states: 'The officers of the adjoining State shall, in exercise of their national powers, be permitted in the control zone situated in the host State to detain or arrest persons in accordance with the laws and regulations rel ating to frontier controls of the adjoining state or persons sought by the a uthorities of the adjoining state.' In spirit the Protocol, as defined in Ar ticle 5, aims to simplify and speed up the formalities which normal law abid ing passengers either travelling by train or the Shuttle will have comply wi th when using the tunnel. At the same time, it aims to harmonise security an d safety arrangements so as to ensure that any emergency or threat is reacte d to speedily and effectively without getting bogged down in disputes over s overeignty. In the run-up to the opening of the tunnel, the application of t he Protocol has been put through a trial run in joint exercises and intermin able meetings. The exercises have shown up failures in a number of areas inc luding fire-fighting equipment and communications. The meetings have produce d some stormy sessions in which British and French officials have argued ove r issues ranging from whether some dangerous goods vehicles should be allowe d through the tunnel to the use by French police of small arms in and around Waterloo station. Eurotunnel says the set-backs form part of the inevitable teething problems of any engineering project of such a size and complexity. 'We want to get it right before letting the general public in,' insists Ton y Blyth. On the policing side, Kent officers and their counterparts in and a round Coquelles say they have developed a good working relationship over a n umber of years. But they are only cogs in the large security and judicial ma chinery which will be truly tested only when the tunnel is fully operational . A recent risk assessment commissioned by the London based Research Institu te for the Study of Conflict and Terrorism concluded that the Channel Tunnel was probably the least vulnerable to major damage of any under-sea tunnel i n the world. However, several experts believe that the biggest threat to the tunnel stems from its being a prestige target for terrorists. Much of the b urden of responsibility will lie with Eurotunnel, however, in ensuring that the commercial pressures do not lead to greater laxity over security and saf ety checks. Countries:- GBZ United Kingdom, EC. FRZ France, EC. Industries:- P4785 Inspection and Fixe d Facilities. P7381 Detective and Armored Car Services. P7382 Securi ty Systems Services. P9711 National Security. Types:- < TP>TECH Services & Services use. CMMT Comment & Analysis. T he Financial Times London Page V ============= Transaction # 135 ============================================== Transaction #: 135 Transaction Code: 12 (Record Relevance Feedback) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 18:25:13 Rec. Format: Long Time Cmd Complete: 16:00:00 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: zfind Default:2,6,16,33 ============= Transaction # 136 ============================================== Transaction #: 136 Transaction Code: 14 (Search Results Displayed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Long Time Cmd Complete: 18:26:44 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 210146 Help Code: 0 # Displayed: 12 Help ID: 0 Associated Variable Length Text: ============= Transaction # 137 ============================================== Transaction #: 137 Transaction Code: 2 (New Disp. Format Selected) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:26:53 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: ============= Transaction # 138 ============================================== Transaction #: 138 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:27:19 Selec. Rec. #: 1 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT942-11118 _AN-EEFEDAHHFT 940 506 FT 06 MAY 94 / Survey of The Channel Tunnel (12): On guard against accidents and terror - Security By JI MMY BURNS The financial pressures on the tunnel to open on schedule have taken second place to the key commercial imperative of ensurin g - to the maximum extent possible - that it cannot permanently be crippled by an accident or terrorist attack. Among the numerous security staff, intel ligence officers, police, fire brigade, ambulance, and army personnel on bot h sides of the Channel engaged in the project is Tony Blyth, a former Britis h Rail operations manager who is the tunnel's safety director. 'If we have a major accident, we are dead as a company,' he says. Two other key people ar e Detective Superintendent Cliff Grieve, the UK head of ports and tunnel pol icing, and Commissaire Principal Marc Haem of France's Police de l'Air et de s Frontieres. They share responsibility for security of the tunnel itself an d of the shuttle terminals at Folkestone and Coquelles. Together they claim to have developed a culture of transnational police cooperation to try and e nsure, says Grieve, 'that people on a daily basis do not escape justice thro ugh the Chunnel'. In aiming for maximum efficiency, Blyth, Grieve, and Haem have had to grapple with a complex mixture of private and government personn el, binational agreements and internal committees developed in the run-up to the opening of the tunnel. The structure includes an Anglo-French Safety Au thority set up for the tunnel project and the existing official safety watch dogs in both countries, the UK's Health and Safety Commission, and France's Inspecteur du Travail. The operation of safety and security comes under the political umbrella of a lengthy protocol agreement. This was initialled at S angatte by the UK and French governments in November 1991 and technically ca me into force in August last year. The Sangatte Protocol takes its cue from the Schengen trans-European policing agreement, of which France but not the UK is a signatory. It thus represents a totally new experience for the Briti sh police who have tended to resist encroachment on to their territory by an y of their European counterparts. The Protocol gives extraterritorial powers to British and French police officers in specially designated control zones at the international terminals in London and Paris, and in the shuttle term inals at Cheriton and Coquelles. The through trains are also control zones w here both police forces will have powers of arrest. Article 10 of the Protoc ol states: 'The officers of the adjoining State shall, in exercise of their national powers, be permitted in the control zone situated in the host State to detain or arrest persons in accordance with the laws and regulations rel ating to frontier controls of the adjoining state or persons sought by the a uthorities of the adjoining state.' In spirit the Protocol, as defined in Ar ticle 5, aims to simplify and speed up the formalities which normal law abid ing passengers either travelling by train or the Shuttle will have comply wi th when using the tunnel. At the same time, it aims to harmonise security an d safety arrangements so as to ensure that any emergency or threat is reacte d to speedily and effectively without getting bogged down in disputes over s overeignty. In the run-up to the opening of the tunnel, the application of t he Protocol has been put through a trial run in joint exercises and intermin able meetings. The exercises have shown up failures in a number of areas inc luding fire-fighting equipment and communications. The meetings have produce d some stormy sessions in which British and French officials have argued ove r issues ranging from whether some dangerous goods vehicles should be allowe d through the tunnel to the use by French police of small arms in and around Waterloo station. Eurotunnel says the set-backs form part of the inevitable teething problems of any engineering project of such a size and complexity. 'We want to get it right before letting the general public in,' insists Ton y Blyth. On the policing side, Kent officers and their counterparts in and a round Coquelles say they have developed a good working relationship over a n umber of years. But they are only cogs in the large security and judicial ma chinery which will be truly tested only when the tunnel is fully operational . A recent risk assessment commissioned by the London based Research Institu te for the Study of Conflict and Terrorism concluded that the Channel Tunnel was probably the least vulnerable to major damage of any under-sea tunnel i n the world. However, several experts believe that the biggest threat to the tunnel stems from its being a prestige target for terrorists. Much of the b urden of responsibility will lie with Eurotunnel, however, in ensuring that the commercial pressures do not lead to greater laxity over security and saf ety checks. Countries:- GBZ United Kingdom, EC. FRZ France, EC. Industries:- P4785 Inspection and Fixe d Facilities. P7381 Detective and Armored Car Services. P7382 Securi ty Systems Services. P9711 National Security. Types:- < TP>TECH Services & Services use. CMMT Comment & Analysis. T he Financial Times London Page V ============= Transaction # 139 ============================================== Transaction #: 139 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:27:19 Selec. Rec. #: 2 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT934-11803 _AN-DJ2DCADUFT 931 029 FT 29 OCT 93 / Leading Article: Chunnel link THE PLANNED high-speed rail link between London and the Channel tunnel could be a showpiece for the UK government's initiative of attracting private capital to public infrastructure projects. It provides an opportuni ty both to harness the private sector's skills in project management and to remove at least part of a Pounds 2.6bn-Pounds 3bn project from the public se ctor's balance sheet. But to achieve these benefits, the Treasury will need to abandon its purist line that all the risk of such projects should be born e by private investors. Sticking to this line could delay or even kill off t he project, as Union Railways, the British Rail subsidiary set up to develop the link, will tell ministers later today. The essential point is that the private sector is not well suited to bear the political and regulatory risks associated with the early stages of large infrastructure projects. Before c onstruction on the Chunnel link can proceed, planning consents must be won, public inquiries conducted, legislation passed and safety standards determin ed. At each stage, there is a danger that the project will be delayed and ex tra costs imposed. This particular project does not start with a happy histo ry as far as private companies are concerned. Several construction groups ha ve already spent money making proposals, only to have them rejected largely for political reasons. There is also the overhang from the main Channel tunn el project, whose financial attraction has been reduced by a tightening of s afety regulations and the delay in building road and rail links. It is doubt ful whether private funds could be attracted at this stage and, even if they could, a high risk premium would be required. Far better, therefore, for th e public sector to put up the Pounds 200m needed for the project's next phas e, tiding it over until political and regulatory uncertainty is largely out of the way. After that, it should be easier to find a further Pounds 2.5bn-p lus from private investors. The remaining risks -concerning construction co sts, operating expenses and customer demand - are the type the private secto r is best at managing. Given the current budgetary pressures, it is reasonab le to ask why the Chunnel link should have priority over other worthwhile pr ojects that are now stalled. Part of the answer is that the link is already badly delayed. Constructing it is important not only to maximise the economi c benefits of the Channel tunnel but also to ease congestion for commuter tr affic in the south-east. But the most compelling reason for priming the pump is that a success with Union Railways would give a boost to the government' s private funding initiative. It could open the door for private capital to flow into roads, railways and prisons. That, more than almost anything else, would ease the pressure on government finances. Countries:- GBZ United Kingdom, EC. Industries:- P1629 Hea vy Construction, NEC. Types:- CMMT Comment & Analysis. The Financial Times London Page 17 ============= Transaction # 140 ============================================== Transaction #: 140 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:27:19 Selec. Rec. #: 3 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT932-5866 _AN-DFBBWAARFT 9306 02 FT 02 JUN 93 / Chunnel contracts go-ahead near By ANDREW HILL BRUSSELS THE European Commission looks likely to approve the basic contracts to provide freight, passenger and sleeper rail services through the Channel tunnel before the August holidays, following a long competition inquiry. Bu t Mr Karel Van Miert, EC competition commissioner, wants to establish the pr inciple that private operators can compete with state railway companies, eve n if there is little pressure at the moment from potential rival services. I f the Commission decides to outlaw or substantially amend the contracts, tha t could further delay the opening of the tunnel, due in early 1994. Even so, Mr Van Miert, who used to oversee EC transport policy until he took over th e competition portfolio in January, is said to be keen to encourage the cros s-Channel link. His spokesman said yesterday that an announcement was expect ed 'pretty soon'. Eurotunnel, which will operate the tunnel, and British and continental European railways have sought clearance under EC competition ru les for a series of contracts. Most important is the deal between Eurotunnel , British Rail and SNCF, the French state railways, which gives the railways the right to take up 50 per cent of the tunnel's capacity for passenger thr ough-trains during Eurotunnel's 55-year operating concession. The other 50 p er cent will be used by Eurotunnel itself for shuttle services between the t wo ends of the tunnel. The Commission was originally examining the possibili ty of reducing the length of the contract, perhaps to as little as 30 years, to let private operators compete with BR and SNCF. The Brussels authorities are now considering how to leave the contract open to competition without j eopardising the financing of the link. The Commission is also completing its consultations on the exclusive contracts for freight and sleeper services. Yesterday, it published the official notice inviting comments on European Ni ght Services (ENS), the sleeper joint venture majority-owned by BR in partne rship with French, Dutch, German and Belgian railways. Parties have been giv en 30 days to submit views on the agreement, which the Commission believes c ould infringe competition rules. In practice, however, there are few potenti al competitors who could meet the high cost of entering the sleeper market. ENS has already placed an order, said to be worth Pounds 100m, for 139 sleep ers to be built by Metro-Cammell, a subsidiary of GEC Alsthom. The deadline for comments on freight services through the tunnel passed at the end of Mar ch. Companies:- British Rail. Societe Nationale d es Chemins de Fer Francais. European Night Services. Countrie s:- QRZ European Economic Community (EC). Industries:- P4011 Railroads, Line-Haul Operating. P4785 Inspection and Fi xed Facilities. Types:- MKTS Contracts. The Financial Times London Page 2 ============= Transaction # 141 ============================================== Transaction #: 141 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:27:19 Selec. Rec. #: 4 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT942-11119 _AN-EEFEDAHGFT 940 506 FT 06 MAY 94 / Survey of The Channel Tunnel (11): Eu rope wheels out its best - Andrew Baxter studies the special rolling stock a nd who has built it By ANDREW BAXTER The supply of trains for the Channel Tunnel - locomotives, rolling stock, wagons for cars, coaches and freight - has been a remarkable pan-European ef fort, even if there have been plenty of delays and arguments along the track . Technical challenges and the sheer scale of the project - and hence the si ze of the contracts - are partly to blame for timetables slipping. On top of that, however, the contracts were awarded, and are on their way to completi on, during a period of intense upheaval in the railway equipment industry, w hose overcapacity problems are forcing it to consolidate across Europe. In s ummary, the main contracts are as follows: Eurostar trains. Transmanche Supe r Train Group, led by GEC Alsthom, is building the 31 Eurostar trains for th e inter-capitals day service - London to Brussels and Paris - at approximate ly Pounds 24m apiece. Eurostar trains beyond London. The same consortium is building seven slightly shorter Eurostar trains for the daytime services fro m Scotland and from Manchester to Paris and Brussels. European night service s. Metro-Cammell in Birmingham, which is part of GEC Alsthom, is building th e 139 units of rolling stock for these services, which will go from Glasgow, Plymouth and Swansea to Paris or Brussels, and from London to Amsterdam, Do rtmund or Frankfurt. Nine of the 46 Class 92 locomotives being built by Brus h Traction, part of BTR, for British Rail and SNCF, the French railways, wil l be used to haul these services, at least as far as Calais. Freight service s. The remaining 37 Class 92s will be used by BR's Rail Freight Distribution , and SNCF's freight service, to carry freight through the tunnel and beyond . Arbel Fauvet Rail, based at Douai in northern France, is building low-plat form intermodal wagons - which can carry freight in containers and 'swapbodi es' - and fully-enclosed wagons for shipping new cars. Le Shuttle. Thirty-ei ght locomotives for the cross-Channel car, coach and truck service are being built by Brush Traction in Loughborough and Asea Brown Boveri, the Swiss-Sw edish engineering group. ESC Wagons, a consortium created by Bombardier of C anada and its subsidiary Bombardier Eurorail, is responsible for building 25 4 double- and single-deck wagons for Le Shuttle. The single-deck vehicle car riers were assembled at BN in Bruges and the double-deckers at ANF-Industrie at Valenciennes, France. The manufacture of 19 single-deck loaders, include d in the total of 254 wagons, was subcontracted to Fiat Ferroviaria in Turin . The Italian company, in consortium with Breda Construzioni Ferroviare, als o won the contract for the design and construction of 270 wagons to carry he avy goods vehicles and their crews. The delays and controversy have centred on Le Shuttle railcars and Eurostar trains. In December, Bombardier said it expected to make a loss on its CDollars 820m contract to supply railcars, si gned in 1989, and said a CDollars 450m cost overrun was almost entirely due to design changes imposed by French and British government safety inspectors . ESC is to receive FFr700m in phased payments while Bombardier will receive up to 25m Eurotunnel shares in settlement of its claim against Transmanche Link, the main contractor for the tunnel, for costs arising from changes in the rolling stock design. So far, at least 202 wagons have been delivered an d the order is expected to be completed this year. The Bombardier order had been awarded in July 1989 by TML after an international call for tenders, bu t the genesis of the Eurostar trains was rather different. Because of the te chnical challenges - the need for the train to run on all three networks and cope with different power and signalling systems - and the many special sa fety features, 'we did not want everything new - we were looking for proven high-speed train technology,' says Mr Malcolm Southgate, deputy managing dir ector of European Passenger Services. In the mid to late 1980s, the only Eur opean contender was therefore Alsthom -later to become GEC Alsthom - which has built the French TGV trains. The German ICE trains had yet to start oper ating, and as the UK, French and Belgian governments all wanted some manufac turing in their countries, the Japanese Shinkansen trains did not appear to get a look in. The original date for delivery of at least the first Eurostar trains was May 1993, in line with the tunnel's scheduled opening. Safety re quirements, in particular the need for fire protection including a 30-minute inbuilt resistance to fire to protect passengers - generated a lot of detai led design work, but did not hold work up, says Mr Southgate. Instead, he li sts a number of reasons why the initial Eurostar 'Discovery Programme' servi ce is due to start only in July, building up to hourly services in the autum n. The first was the choice of power drives. The French TGV trains had used so-called synchronous power drives, but GEC had developed asynchronous drive s which were seen as a better bet for the Eurostar trains because they are l ighter. The maximum load on each axle allowed by SNCF is 17.5 tonnes, and th e Eurostar trains have to carry power equipment for three networks too. But developing the asynchronous power drives for the trains took longer than was originally foreseen, says Mr Southgate. There were also arguments for two y ears on what sort of signalling system to use. A cab-based, rather than line -side signalling was necessary for safety reasons - drivers would not have e nough time to react to lineside signals. Eventually a French system was chos en from a number available on the continent, and adapted to deal with the va riety of trains using the tunnel. A more sensitive reason for the delays rev olves around the method of manufacture. Mr Southgate says the decision to bu ild different parts of the trains at plants in the UK, France and Belgium ca used big logistical problems, which took some time to be recognised. It may also be relevant that the early stages of the contract came very soon after the creation of GEC Alsthom from the merger of GEC and Alsthom's power engin eering and transportation equipment interests. The difficulties in merging a UK and a French company loomed large in the early days of GEC Alsthom. In t he past few months, what is hoped will be the final problem has emerged. A c omplex monitoring unit designed to prevent the electrical currents generated by the train itself from interfering with the signalling was activated by t he frequent gaps in the third, conducting rail on the UK leg of the Eurostar train's journey. The solution, replacing about 3,000 track circuits between London and the Channel Tunnel, is now underway. The good news, however, is that deliveries of trains have kept pace with the revised deadlines, and del ivery of the final capital cities trains is now scheduled for early 1995. Mr Southgate believes the capital cities service will be up to full steam, at least for a winter service, by January or February next year. C ountries:- GBZ United Kingdom, EC. FRZ France, EC. Industries:- P3743 Railroad Equipment. Types:- CMMT Comment & Analysis. The Financial Times L ondon Page V ============= Transaction # 142 ============================================== Transaction #: 142 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:27:19 Selec. Rec. #: 5 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT942-2873 _AN-EFQDGAC1FT 9406 17 FT 17 JUN 94 / Eurotunnel takes slow train to derail terrorists: The operator's security efforts By JIMMY BURNS A terrorist bomb attack on the Channel tunnel has so far occurred only in fiction - in a Graham Greene essay five years ago. But the threat is taken very seriously by Eurotunnel, the operator. The company faces financial and competitive pressures to run a full service as speedily as possible - but it is a commercial imperative to be seen to have insured against accident or terrorist attack. Mr Richard Morris, safety director, sa id: 'Safety is uppermost in our minds. If we have a major accident we are de ad as a company.' At the weekend, hundreds of volunteer passengers took part in a successful evacuation rehearsal, only to be delayed below ground by a power failure affecting the test of a Eurostar train. The sensitivity surrou nding the Channel tunnel's record was brought into focus by the two recent t emporary suspensions of Eurotunnel's freight service, when drivers halted tr ains after warning lights signalled non-existent faults. Eurotunnel argues t hat overzealous, as opposed to lax, safety requirements were to blame, but t he incident worried some potential customers. Had Eurotunnel been running a full freight and passenger service, and hundreds of civilians been trapped, there could have been panic, said Mr Sydney Balgarnie of the Road Haulage As sociation. At best, some would have decided to switch back to the ferries. O ver the past year, Eurotunnel has set a strict regime of tests for equipment and operations, which have to be approved by a Franco-British safety commis sion before the company can run a full service. Mr John Henes, Department of Transport official on the commission, insists that there is no question of safety certificates being steamrollered to save Eurotunnel in the short term . 'It doesn't matter to us how soon the tunnel opens. Our obligation is to e nsure that it is safe,' he said. Tests are continuing on signalling equipmen t and fire alarms. The commission is also supervising a series of mock evacu ations of tourist passengers. Security officials have concentrated on ensuri ng that adequate equipment, staff and operational back-up is in place to cou nter the threat of explosives being smuggled into the tunnel. Detective Supe rintendent Cliff Grieve, UK head of ports and tunnelling policy, said: 'We a re clearly aware that the tunnel could be an IRA target and we are using the latest technology and the best advice to reduce that threat. But there is n o 100 per cent secure transport system.' Security is having teething problem s, in spite of countless meetings involving police and intelligence official s on both sides of the Channel. Senior officials from the Home Office and th e French ministry of the interior have failed to agree on powers of armed Fr ench police stationed at Cherrington, where the tunnel emerges in Britain. T he issue may delay the start of a full passenger service. One senior French police officer said this week: 'The gun is part of our uniform. It is a symb ol of the authority of the state.' The ministry of agriculture has invoked r abies to resolve another issue of sovereignty - French customs officials hav e agreed not to bring sniffer dogs on trains bound for London. British Custo ms officials responsible for building up intelligence on potential smugglers have privately complained that they have yet to get as much information abo ut passengers from Eurotunnel as they are offered by ferry companies. Noneth eless, the overall sense from security chiefs on both sides of the Channel i s of considerable co-ordination, cultural differences notwithstanding. No on e is underestimating the challenges that lie ahead. As one senior security a dviser put it: 'British Airways lost Pounds 10m because of some IRA mortars that caused no physical damage.' If a similar incident threatened the tunnel , the dislocation to operations could be massive. In an FT survey on the Cha nnel tunnel published on May 6, the name of Eurotunnel's safety director was incorrectly given. Companies:- Eurotunnel. Countries:- GBZ United Kingdom, EC. FRZ France, EC. Industries:- P4785 Inspection and Fixed Facilities. Types:- CMMT Comment & Analysis. TECH Safety & Standards. PEOP People. The Financial Times London Page 1 0 ============= Transaction # 143 ============================================== Transaction #: 143 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:27:19 Selec. Rec. #: 6 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT942-11141 _AN-EEFEDAGUFT 940 506 FT 06 MAY 94 / Survey of The Channel Tunnel (1): Ste p that meets the spirit of the age - The opening of the Channel Tunnel stren gthens the argument that the destiny of Great Britain lies in and with Europ e By DAVID MARSH One more barrier i n Europe has fallen, of supreme importance, though neither the largest nor t he last. In 1987, when Britain and France ratified the Channel Tunnel accord , few would have predicted that it would come to fruition seven years later with east and west Europe reunited by the end of the cold war. The tunnel to be opened today by Queen Elizabeth II and President Francois Mitterrand for ges a further link in the chain of contact and cooperation across a continen t that again is whole and free. 'It was the best of times, it was the worst of times.' After months in which elation over the tunnel's prospective openi ng has been tempered by frustration at delays and financial overruns, Charle s Dickens' classic line aptly describes the mood at Eurotunnel, the operator of the 32 mile (50km) link. Dickens' introduction to A Tale of Two Cities - now separated by a mere three hours' rail journey between London's Waterloo and the Gare du Nord in Paris - also sums up the state of Europe. The walls and the watchtowers of east-west division have disappeared. Yet the contine nt is beset by strains engendered by recession, deep-seated changes in econo mic structure, the break-up of the Soviet empire and German reunification. T he continent must now manage an arduous transition. The momentous task of tu nnelling beneath the Straits of Dover symbolises the challenges Europe faces and the trials it has yet to overcome. The stretch of water between Britain and France has a central place in the history and folklore of the two natio ns, both in peace and at war. During the past 200 years, the idea of joining Britain and France has sporadically occupied the minds of engineers and adm irals, financiers and functionaries, schoolboys, prime ministers and madmen. The problems of constructing the world's longest undersea tunnel cannot be gainsaid. Accomplishing this ambitious infrastructure project without recour se to government funds has been more exacting than the optimists forecast. T he tunnel's overall cost has grown to Pounds 10bn. This is more than double Eurotunnel's estimate when construction started six years ago, a time when b uoyant economic conditions spurred wishful thinking. As a result of tortuous teething troubles, a full freight and passenger service will not start unti l October, causing a large financial loss in the first year of operation and exacerbating pressure on banks and shareholders. Yet when the overall asses sment of the enterprise is drawn up, these burdens should not be allowed to weigh too heavily in the balance. If the skill, ingenuity and perserverance deployed in building the tunnel can be turned towards fashioning the new Eur ope, then the continent's salvation is assured. The historic rapprochement b etween the UK and the rest of Europe advances one more pace. Britain remains tied by formidable bonds of blood, heritage and shared experience to Americ a and the Commonwealth. Yet the tunnel makes more evident and more acceptabl e the reality that Britain's destiny lies with and in Europe. The French Pre sident and the British Queen will today turn a new page in relations between two countries joined and separated by a rich vein of turbulent history. In 20 years, the chroniclers of the century's final decade may speak of a new h eading. In 50 years, with luck, they may be able to point to a new chapter. In psychological and geographical terms, today's event is unquestionably of greater magnitude for the UK than for the French. Britain's land connection to the rest of the European Union has hitherto been limited to the troubled border between the Irish Republic and Northern Ireland. France is already jo ined physically to Spain, Belgium, Germany, Switzerland,Luxembourg and Italy . From now on, all these countries will appear, to British hearts, a small b ut perceptible degree closer than before. Construction has marked an effort of colossal technical, financial and political complexity. Environmentalists ' objections have had to be acted upon, politicians' egos massaged, bankers' nerves calmed, terrorists' ambitions (with luck) thwarted. The tunnel sets a milestone for many reasons. Achieving such a project without public sector funding has necessitated imaginative and controversial financing techniques . The venture has literally unearthed new ground in construction and civil e ngineering technology. It has spurred salutary competition on a much-travell ed route on which sea operators up to now have enjoyed natural dominance, an d has opened new perspectives for rail transport and freight haulage across Europe. The tunnel has intensified Anglo-French cooperation in areas ranging from handling equity flotations and harmonising railway signal equipment to commissioning boring machines and providing fences against rabies-carrying foxes. More than anything, it is a project both in line with and in advance of the spirit of the times. The two governments were able to reach agreement on a project embodying many of the concepts of economic policy that have co me to dominate the agenda of the 1990s: competition, the primacy of private sector finance, the drive to complete the barrier-free single market. For al l the commonly-held belief in the constancy of national characteristics, the tunnel illustrates what has changed in Europe. The British were once renown ed as a race of railway-builders, the French - at least in the popular imagi nation of the English - as a people incorrigibly wedded to time-honoured pre servation of their forefathers' paysage. In the latter part of the 20th cent ury, these roles seem to have been reversed. Ludicrously yet endearingly, Br itain has failed to construct a high-speed train link to join the tunnel to London. By contrast, the French engineers of the Polytechnique and the Ecole des Mines have unswervingly pressed new lines into service to ensure Eurost ar trains race across the Nord-Pas-de-Calais plain before ambling through th e hop groves of Kent. The tunnel, by itself, will make neither France less F rench, nor Britain less British. It represents a step towards European conve rgence, but also illustrates the continent's abiding diversity. ----------- ------------------------------------------------------------ TUNNEL'S TIMETA BLE ----------------------------------------------------------------------- Sept 11 1981: UK, France announce studies of a fixed link across Channel. Jan 20 1986: Twin-bore rail tunnels chosen. July 29 1 987: The fixed link treaty ratified. Nov 4 1987: Pounds 5bn credit a greement signed. Dec 1 1987: Excavating starts. July 26 1989: Shuttl e rolling stock ordered. April 21 1990: Half combined length excavated. Oc t 25 1990: Eurotunnel gains additional Pounds 1.8bn credit. Oct 30 1990: UK-French contact in service tunnel. Dec 1 1990: First people cros s to England by foot. June 28 1991: Main tunneling completed. Jan 29 1993 : New UK envoy to France crosses through tunnel. Oct 11 1993: Eurotu nnel says Pounds 1bn more needed. Dec 10, 1993: Contractors hand over tun nel. April 21, 1994: Delay in first rail services announced. May 6 1994: The official opening ceremony. ----------------------------------------- ------------------------------ Countries:- GBZ Unite d Kingdom, EC. FRZ France, EC. Industries:- P1622 Bridge, Tunnel and Elevated Highway. P4785 Inspection and Fixed Faciliti es. Types:- CMMT Comment & Analysis. STATS Statis tics. The Financial Times London Page I ============= Transaction # 144 ============================================== Transaction #: 144 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:27:19 Selec. Rec. #: 7 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT923-4956 _AN-CIEAPAEZFT 9209 03 FT 03 SEP 92 / Survey of Distribution Services (2): O n track to speed up network - Action to save EC's combined transport plans f rom stagnating By MICHAEL TERRY EUR OPEAN transport ministers will next month be urged to agree urgent financial backing for a proposed new Ecu2bn (Dollars 2.7bn) strategy to save the Comm unity's combined transport plans from stagnating. The proposals will for the first time also seek to include intra-Community maritime container movement s for special treatment under combined transport regulations. The 10-year su pport plan for dedicated track, terminals, rolling stock and unit load devic es is being put forward at a time when combined transport activity is slowin g down and road congestion escalating. But in spite of the urgency of the si tuation, some countries, notably the UK, are doing little to encourage the d evelopment of combined transport systems. Combined transport traffic growth in Europe in 1991 has slipped from 20 per cent annually to 5 per cent. A T K earney, the management consultants whose report for the European Commission in 1987 predicted combined transport traffic would triple by 2005, has now e xtended the time scale by five years. Rudy Colle, director-general of the In ternational Union of Combined Road-Rail Transport Companies (UIRR), explaine d that the decline in 1991 volumes resulted from a drop in national traffic caused by increased competition from road hauliers. The UIRR's 12 member com panies were set up by the railways with hauliers as shareholders so as to di spel hauliers' fears over the railways' conflicts of interest. But many othe r hauliers and distribution contractors are not committing themselves fully to the system. They fear the railway companies cannot provide a reliable ser vice. Transport Commissioner Karel van Miert will tell the Transport Council ministers that the economic and social gains of the Commission's plan far o utweigh the costs. Commission officials calculate that a Community-wide comb ined transport rail network will cost Ecu1.4bn over 10 years. Terminals and equipment will cost Ecu600m. It is hoped that up to two-thirds of the cost w ill be funded by the operators and the remainder by national governments and the Commission. Ministers will be told combined transport operators cannot themselves finance the investment required for the rail and terminal network . The margins that they are forced to operate on to remain competitive with hauliers are too slender to afford the heavy investment. This is due to deep price-cutting in the liberalised road transport market and the difference i n hidden costs between road and rail, where road hauliers get their infrastr ucture free and escape the costs of the environmental damage they cause. Mr Van Miert will argue that for combined transport to be effective, it is esse ntial to develop a community-wide network and not rely, as at present, on is olated lines. The plan will concentrate on the most productive lines first. These are in Germany, Italy and France. Eventually the network will stretch from Scotland and Ireland, to the Iberian Peninsula and across to Greece and the borders of eastern Europe. To encourage new private operators, the mini sters will be asked to agree to pilot projects aimed at establishing ground rules on how small road hauliers get access to terminals and the conditions for market entry. The projects will involve inland waterway and short-sea co ntainer operations. The Competition Directorate, DG IV, will also be involve d because of a possible need to draft a derogation from competition rules. T he special nature of combined transport entails operators of different modes to enter agreements with each other that could be interpreted as being agai nst the Treaty of Rome's competition rules. But there is still widespread sc epticism over the railway's commercial role in combined transport. A new int ermodal company, Allied-Continental Intermodal (ACI) is being launched in th e UK today by Intercontainer, the European Railways' intermodal company, SNC F and Railfreight Distribution (RfD) to compete directly with the newly-form ed UIRR associate, Combined Transport Ltd (CTL). This is causing concern in the UK industry. ACI is owned by the railways whereas CTL is 36 per cent own ed by private hauliers and forwarders. But a spokesman at RfD insisted that CTL has nothing to fear and will receive service quality equal to that given to the new company. To encourage combined transport the Commission has agre ed derogations which allow governments to give discounts on vehicle excise d uties and permit gross lorry weights of 44 tonnes for vehicles in combined t ransport. The Belgian, German, French and Italian governments allow one or b oth of the derogations. The UK government allows neither, preferring to stic k with its 38-tonne gross lorry weight limit until 1999. The 32.52 tonnes re striction on drawbar sets will be raised to 35 tonnes next year. Because thi s makes British operations less competitive than those on the European mainl and, UK firms are reluctant to invest in combined transport equipment. The U K has fewer than 2,000 swap bodies, the most popular intermodal system, comp ared to more than 100,000 on the mainland. The Rail Users Group, the Freight Transport Association and the Road Haulage Association continue to urge the government to adopt a more helpful attitude. UK-based Grand Transport Syste ms, a leading European supplier of intermodal equipment for combined transpo rt, makes little effort to market its products in the UK because of delays a nd uncertainty over the provision of combined transport infrastructures on t he British side of the Tunnel. RfD managing director Ian Brown says he now h as government approval to spend Pounds 50m to increase the clearance height to European loading gauge standards of tunnels and bridges on the Channel Tu nnel routes. It will allow his new fleet of medium deck height wagons to car ry 9ft high containers. The Financial Times Londo n Page II ============= Transaction # 145 ============================================== Transaction #: 145 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:27:19 Selec. Rec. #: 8 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT932-16862 _AN-DDDAIABTFT 930 403 FT 03 APR 93 / Tunnelling into history: Finance migh t still be in question, but under the ground and above it the Channel tunnel project is nearly ready By ANDREW TAYLOR, Construct ion Correspondent THE TRACK is laid, the platforms are in p lace, overhead power lines have been erected and the first trains have been run between Britain and France. The Channel tunnel has arrived. Most of the construction and electrical installation has been completed apart from the o dd bit of concreting, painting, landscaping and, most important, the fitting -out of the control towers. Commercial services are due to start next year. The terminals - at Coquelles in northern France and Folkestone in Kent - lo ok much as they will when public services are running, down to the foundatio ns and overhead gantries for the toll booths. The main structures, including control towers and amenity and rest areas, have been completed. Facilities for customs and immigration have been provided, even though it is not clear what border controls will be required following the removal of trade barrier s between European Community countries. The electricity sub-station at the F olkestone terminal which will provide power - using French electricity - is partially operating. Hiring and training of train crews and traffic controll ers started last year. They will be expected to speak fluent English and Fre nch. Even toll-booth operators will attend a two-week language course. Eurot unnel, the Channel tunnel operator, has hired 1,100 of the 2,650 full-time s taff it will need. There will be about the same numbers of British and Frenc h workers, with 5 per cent drawn from other nationalities. Some big problems remain. The system has to be tested thoroughly before Eurotunnel can receiv e an operating licence from a specially established Franco-British inter-gov ernmental commission. Full-scale fire and evacuation tests will have to be c onducted underground. Managers will have to be satisfied that control and si gnalling systems will work properly when connected up and that procedures fo r loading and unloading vehicles on shuttle waggons will not delay services. Passenger shuttles, each carrying up to 120 cars and 800 passengers, are ex pected to run every 15 minutes at peak times. The 50km journey will take abo ut 35 minutes, at a maximum speed of 130kph. There will also be mainline pas senger and freight trains run by BR and SNCF, the British and French rail ne tworks, which could mean trains entering and leaving the tunnels every three minutes. Delivery of locomotives and wagons has already been delayed. A dis pute over costs between Eurotunnel and Transmanche Link, the consortium of f ive British and five French construction companies building the Pounds 8bn-p lus project, could delay further commissioning and testing. The opening date , originally planned for May, has been put back to December and Eurotunnel s ays it could open either side of Christmas. Some construction companies say it may not open until March or even later next year. No matter who wins in t he row over costs, the system is built. Even in the unlikely event that Euro tunnel failed, somebody would take over the project. All that is needed is t he passengers and the cars and history will have been made. Cou ntries:- GBZ United Kingdom, EC. FRZ France, EC. Industries:- P4011 Railroads, Line-Haul Operating. Type s:- NEWS General News. The Financial Times London Page 8 ============= Transaction # 146 ============================================== Transaction #: 146 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:27:19 Selec. Rec. #: 9 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT942-7975 _AN-EEWDFADKFT 9405 23 FT 23 MAY 94 / Every which way but the right way: The UK government has yet to deliver a coherent transport policy By CHARLES BATCHELOR An ambitious Pounds 2bn prop osal to build the first east-west rail link across London comes to grief in a parliamentary committee of just four MPs. Despite the backing of not merel y the government, but also the opposition Labour party and the capital's bus iness interests, CrossRail is rejected because traffic projections have chan ged since it was planned in the late 1980s. CrossRail has, regardless of its merits, come to reflect a wider malaise in Britain's transport policy. Many experts, planners and transport operators, as well as the travelling public , agree that transport planning in the UK is failing to deliver the goods. C riticism has come from organisations as diverse as the Confederation of Brit ish Industry, the Royal Institution of Chartered Surveyors and the Council f or the Preservation of Rural England. Many of the objections centre on the p erception that the government favours the private car over public transport. High-profile public protests against a number of road schemes have spilled over into violence in some instances. More attention-grabbing demonstrations are expected against a bypass to the east of the picturesque Georgian city of Bath and against a motorway extension through an area of great natural be auty south of Blackburn. Meanwhile, congestion is stifling towns and cities while delaying commuters on their journey to work; cross-country motorways a re clogged by traffic jams with increasing frequency, while rail services ar e in the throes of privatisation with a still uncertain outcome; London Unde rground suffers frequent breakdowns because of ageing equipment; the governm ent has cut back on its Pounds 23bn 10-year roads programme and set more rea listic priorities; and delays on a high-speed rail link between London and t he Channel tunnel mean it will not be completed until at least eight years a fter the tunnel itself has opened for business. Yet across the Channel, Fren ch passengers enjoy inter-city trains travelling at speeds of nearly 190mph; German commuters travel on spanking new underground systems; and the Dutch get to work on a road network which provides extensively for the cyclist. Mo unting public dissatisfaction over transport provision in the UK has pushed the issue to the top of the political agenda. Tory backbenchers have joined a revolt against a programme for building trunk roads and motorways. The mai n criticisms of the government's present transport policy are that: There is no long-term approach to planning transport infrastructure projects. As it takes several years to plan, prepare and construct a large transport link, a short-term outlook can make a nonsense of such a project. The reason is tha t traffic or passenger flows are subject to change during the planning and c onstruction period. CrossRail provides a striking example of this. If traffi c demand increases during the economic recovery there may once again be a ne ed for a cross-London link and the whole planning process will have to start again. 'The British government machine, with its . . . year-by-year battles , is fundamentally ill-suited to dealing with the timescales intrinsic to tr ansport decisions,' concluded the authors of Transport Policy-Making in Brit ain, a recent study by the London School of Economics. Parliament votes fund s for one year; government departments are encouraged to think three years a head; while the election timetable imposes a four- or five-year time frame o n thinking. Contrast this with the long-term strategic planning, often backe d by a guarantee of government funds, in many other European countries. Swit zerland has embarked on a 12-year programme, Bahn 2000, to upgrade its rail network, while the Netherlands has a 15- to 20-year perspective for its Rail 21 project. There is little co-ordination of road building with public sect or spending on rail or urban light railway systems in the UK. Transport proj ects are judged individually, largely by their contribution to reducing cong estion in a specific area, says Steer Davies Gleave, transport consultants. Moreover, says Steer Davies Gleave, the way in which the UK assesses the mer its of different forms of transport tends to favour the private car. The gov ernment offsets against the cost of a road construction project the money va lue of the time saved by users. But, in the case of public transport project s, it does not. German and French assessments do not reflect this bias. Tigh t control by the Treasury adds to the tendency to adopt short-term financial goals on transport projects. Each rail project requires separate Treasury a pproval, while schemes in the 10-year roads programme do not. The injection of more private sector finance was seen as a way round tough controls on pub lic spending. But this, too, has run into the buffers of Treasury control. P rivate sector bids to modernise London Underground's Northern Line are due s hortly, but problems have arisen over the degree of risk to be carried by th e private sector. 'Government is discovering, says the LSE study, that 'you can either have control or majority private finance, but you cannot have bot h.' The government does not spend enough on the transport infrastructure. La st November of all transport expenditures the roads budget was most severely cut. Over the long term, however, it is public transport which has suffered most, critics say. John MacGregor, the transport secretary, points out that 40 per cent of his department's budget is spent on public transport althoug h nearly 90 per cent of journeys are made by motor car. But overall spending on schemes involving all forms of transport is set to fall 13 per cent over the next three years to Pounds 5.4bn, according to transport department for ecasts. The UK spends less on rail infrastructure than any other European co untry except Finland. Germany's superior commitment to rail, by contrast, is evidence in its plans to invest more in its rail network than in roads in t he period up to 2010. What does the government say to such criticisms? It be lieves attempts to establish an integrated plan for transport would not succ eed, 'We don't believe in a centralised system which tells people how to tra vel,' Mr MacGregor said recently. The government is, however, trying to crea te an overall framework which meets the needs of the economy. While it does so, it can draw to its critics' attention a shift in its own approach. This change is driven, in part, by a growing realisation of the environmental imp act of an unrestrained increase in road traffic. Yet any shift is constraine d by its calculation that even a 50 per cent increase in rail traffic would reduce the number of road journeys by only 5 per cent. The government is inc reasing fuel duties by at least 5 per cent a year to meet the Rio targets fo r CO emissions, implicated in global warming. There have also been potential ly far-reaching changes in government planning guidelines, among them one in March calling on local authorities to limit the scale of out-of-town commer cial developments and reduce reliance on the private car. Even more far-reac hing are plans to introduce tolls on Britain's motorways. Indications are th at, in the early stages, these will be set low, but they may still prompt a shift towards public transport. Government rhetoric on public transport is a lso changing. As yet, however, there is no commitment to extra funding. With out such a commitment, the travelling public and much of industry are unlike ly to be satisfied. They await hard evidence of government determination to solve chronic transport problems and give coherence to planning, whose dislo cation was so evident in the CrossRail debacle. Countries:- GBZ United Kingdom, EC. Industries:- P9621 Regu lation, Administration of Transportation. Types:- CMMT Comment & Analysis. The Financial Times London Pag e 19 ============= Transaction # 147 ============================================== Transaction #: 147 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:27:19 Selec. Rec. #: 10 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT924-9717 _AN-CKEBPACWFT 9211 04 FT 04 NOV 92 / Private way for public roads: Budget c onstraints are forcing the UK government to seek new ways of financing trans port By RICHARD TOMKINS Britain bad ly needs more roads and railways. People are tired of traffic jams and slow, overcrowded trains; recession has left the construction industry desperate for work; and after a sudden policy turnabout at the end of last month, the government has become a convert to the need for big capital projects to stim ulate economic growth. But who is going to pick up the bill? At a time when ministers are agonising over ways of meeting next year's Pounds 244.5bn plan ning total, there is little enough money in the public purse to maintain exi sting spending programmes, still less increase them. The government, however , believes it has a solution. Mr Norman Lamont, the chancellor, has promised that next week's Autumn Statement will come up with ways of involving the p rivate sector in the funding of capital projects. The idea is not a new one. In 1981, during Britain's last deep recession, there were similar pressures for capital investment to get the economy moving, and similar calls for pri vate sector involvement to help it along. The Treasury responded by drawing up the so-called Ryrie rules to define the conditions in which private secto r funding could be allowed. As befitted a government for which the control o f public spending had become an icon, the rules were a model of fiscal recti tude. One rule, known as the non-additionality principle, decreed that priva te money invested in public sector projects could only be used in place of p ublic spending, not in addition to it. Another, known as the value-for-money principle, decreed that private funding would only be allowed if it deliver ed a project more cheaply than public sector funding - a most unlikely event uality since the government can borrow from the financial markets at much lo wer rates of interest than the private sector. Not surprisingly, the effect of the rules was to stifle private sector participation rather than to encou rage it. But in a sense, it did not matter much. By that time, the governmen t's privatisation programme had started to solve the problem in a different way - by transferring state-owned utilities and their accompanying capital r equirements to the private sector. Transport was a prime target for privatis ation. The national airline, airports, ferries, ports, road freight, buses a nd coaches were all sold. But roads and railways remained stubbornly in the public sector, and by the late 1980s were coming under unprecedented strains as a result of strong economic growth. The result was a renewal of calls fo r private sector involvement in funding transport infrastructure. In May 198 9 Mr John Major, then chief secretary to the Treasury, announced that the Ry rie rules would be scrapped. Days later, the Department of Transport publish ed a document called New Roads By New Means, heralding the dawn of an era in which the private sector would be allowed to build toll roads. Three years on, these moves have almost wholly failed to achieve their objectives. True, the privately-funded Dartford Crossing now carries London's M25 orbital mot orway across the Thames, but that was an exceptional project approved before the abolition of the Ryrie rules. Since 1989, the construction of the priva tely-funded Second Severn Crossing has begun, but the only road or motorway project to have been given the go-ahead is the Birmingham Northern Relief Ro ad - and that is not expected to open until the end of the decade. One reaso n why the private sector has proved so reluctant to finance as well as build the nation's transport infrastructure is that the abolition of the Ryrie ru les was largely a sham; the Treasury simply re-created the rules in its so-c alled Green Book in April 1991. Its only significant concession was a soften ing of the non-additionality principle, allowing for consideration to be giv en to the use of private funding to supplement public spending. In reality, however, there is a much more obvious explanation for the private sector's l ack of interest in road and railway investment than Treasury rules. It is th e fact that companies cannot see an opportunity for making money out of it. The risks and costs, for example, can be immense. Lead times for transport i nfrastructure projects typically span a decade or more because of the interm inable, and usually controversial, planning processes. Companies are relucta nt to risk millions of pounds working up projects only to see them collapse or rendered unviable during the planning phase. And when projects do go ahea d, companies may face colossal bills for land acquisition and environmental protection. The risks would matter less if companies could be sure of earnin g appropriate returns. But in Britain, where existing roads and motorways ar e free at the point of use, it is difficult for companies to charge tolls hi gh enough to cover their costs without losing their customers to free altern ative routes. Put simply, toll roads only work where users have no cheap or easy option. In other countries which operate them, such as France, they ten d to work either because alternative routes are also tolled, or because free alternatives are unsuitable for drivers travelling long distances. In Brita in, it has so far only been possible to introduce tolls on river crossings, where the alternative is another tolled crossing or a long detour. If the Bi rmingham Northern Relief Road works, it will only be because the motorway ro ute for which it provides an alternative is full. It follows that another at tempt to encourage the private sector to build toll roads through a softenin g of Treasury rules will be futile unless it is accompanied by measures to m ake such projects viable. The single most obvious solution would be to sweep away road tax and fuel excise duties and replace them with a system of elec tronic road pricing - in other words, charging people for use of public road s on a pay-as-you-go basis. This would not only put private roads on a more competitive footing with public ones, but would have the beneficial side eff ect of increasing the viability of rail. Transport and environment ministers are increasingly suggesting that road pricing is inevitable, if only as a m eans of tackling traffic congestion and pollution. Even so, they have made i t clear that they are not quite ready for it yet. In the interim, therefore, the next best solution might be to introduce charges only for those public roads or motorways competing directly with privately-operated routes. One wa y of doing this would be to award concessions for route 'corridors' rather t han specific roads, and allow companies to toll existing roads lying in the corridor to help pay for new ones. For example, if the government wanted the private sector to build new motorway capacity between Birmingham and Manche ster, it could grant a company the Birmingham-Manchester concession and allo w it to impose tolls on the existing M6 motorway to help meet its costs duri ng the planning and construction of a new road. Similarly, a company could b e granted a concession for the heavily-congested M25 London orbital motorway , imposing tolls on the existing road to pay for a widening programme. Prece dents for this kind of arrangement already exist. The consortium that built the Dartford Crossing, led by Trafalgar House, the construction group, was g iven a concession to take over the existing Dartford Tunnel. Income from the tunnel and bridge tolls is being used to service the loans, and once these are paid off, the tunnel and bridge will revert to the government. In this c ase, the consortium's profit comes not from the toll revenue, but from the c onstruction contract and the fees for arranging the loans. A similar agreeme nt has been drawn up for the Second Severn Crossing, so it is clearly deemed as workable. But it has its drawbacks. One is that it confers undesirable m onopoly powers on the concessionaire, implying a need for close government c ontrol over charges. Worse, where roads are involved, it means the impositio n of tolls where none previously existed, so risking a public outcry and the possible diversion of traffic onto unsuitable secondary roads. In the face of these obstacles, perhaps the most attractive proposal comes from Sir Davi d Hancock, a former Treasury official who is now a director of Hambros Bank. He suggests that, if a toll road proposal arouses no private sector interes t because companies believe it would fail to deliver an adequate return, the government should make it more attractive by offering a grant towards the p roject's costs. Companies would then bid to see which required the smallest subsidy to proceed. One attraction of the idea is that the Treasury has alre ady accepted the principle in other areas of transport. In some ways it rese mbles the scheme under which the government is prepared to consider grants t owards the construction of jointly-funded light rail systems, such as the Ma nchester Metro, to reflect the benefits they can bring to local communities. A still closer parallel lies in the government's plans for railway privatis ation, where the operation of loss-making passenger services will be franchi sed out to the private sector on the basis of which company requires the sma llest subsidy to run them. The implications of adopting such a scheme for ca pital works could spread beyond roads. For example, the government continues to insist that it wants the private sector to provide the planned Channel T unnel Rail Link between London and the Channel tunnel. In reality, there is no possibility that the link will deliver a return big enough to persuade th e private sector to fund it on its own. But an auction to determine which co mpany or consortium required the smallest government grant to undertake the project could get the line built at least cost to the exchequer. The idea is not a panacea. The Treasury, always highly suspicious of schemes which mix public and private sector finance, will see it as a way of using taxpayers' money to subsidise private profit. Mr John Fletcher, a director of Trafalgar House, says no scheme is likely to take off unless the government draws up a programme of works large enough for the private sector to consider it wort hwhile getting involved. And even if the government does succeed in getting private funding off the ground, years will pass before any projects reach th e construction stage - by which time, Britain can only hope, the country wil l long since have emerged from recession. The Financial Times < /PUB> London Page 22 ============= Transaction # 148 ============================================== Transaction #: 148 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:27:19 Selec. Rec. #: 11 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT944-11236 _AN-EKGC8AFLFT 941 107 FT 07 NOV 94 / Survey of Birmingham and the West Mid lands (7): Unease at the nation's crossroads - The extensive transport syste m is still inadequate, say businesssmen By TOM LYNCH The West Midlands region has an extensive road system, the UK's main north-south rail link, and an international airport within easy r each of Birmingham city centre. However, businessmen argue that the principa l roads are congested, and they point to the increasing need for supplier co mpanies to meet the faster and more accurate delivery times required by big manufacturers. They complain about a lack of investment in the main west coa st railway line, just as it is becoming a vital access route to the Channel tunnel. The airport is gearing up for expansion and is hoping to attract tra vellers who currently prefer to use Heathrow or Manchester. Mr Tony Bradley, home policy manager of Birmingham chamber of commerce, argues that transpor t is the key to everyone else's industry. The transport network that grew up to serve West Midlands manufacturing became one of its strengths as its dep endency on exports increased. Birmingham found itself at a transport crossro ads, and pressure on links intensified as more motorists used roads built to serve industry, and as those roads became through-routes on the south-east to north-west axis linking the country's three main conurbations. The stretc h of the M6 across the north-west of Birmingham is a prime example. Built to a capacity of 80,000-90,000 vehicles a day, it is now carrying 115,000. A s econd public inquiry is under way into a proposed new motorway - the Birming ham northern relief road - to take through-traffic away from the conurbation . After the first public inquiry the road was approved, but then the governm ent decided it wanted it to be the UK's first private-sector tolled motorway . This time there are more objectors, as some believe a toll motorway would put the area at a disadvantage. Further north, there are plans to widen the M6 between Stafford and Manchester. Much local lobbying has tried to persuad e the government to allow the upgrading of the 500-mile west coast main line , the railway linking London, the Midlands, north-west England and west-cent ral Scotland. Inter City, the train operator, is doing its best, running a s ervice on 30-year-old equipment. Railtrack and WCML Development, a private s ector consortium, are carrying out a feasibility study for the upgrading. Pl anning permission has been given for two regional freight terminals - at Dav entry and Hams Hall - to serve Channel tunnel services. The West Midlands is one of the few conurbations of any size without an underground or light rai l rapid transit system. This is a deficiency the region is anxious to put ri ght. It regards the plan for a three-stage development, starting with a line from Birmingham to Wolverhampton, as a main contender for government help. There are also hopes that this metro would have a link with the airport, who se finance director, Mr Stephen Greenwood, argues that expansion could be an important jobs generator. The airport will handle about 5m passengers this year - a further 1m, he said, could add 1,000 jobs to the local economy. Bir mingham airport's expansion plans are based on getting a bigger share of the market in its own back yard. The airport meets about half the region's leis ure demand (compared with Manchester's 95 per cent) and 41 per cent of sched uled demand (65 per cent). Thirty-eight per cent of West Midlands passengers for Paris use Heathrow in spite of Birmingham's offering nine flights a day . To rectify the situation, the airport this month opens a marketing campaig n based on the slogan: 'The world on your doorstep.' It will emphasise the s ervices, as well as the airport's relatively easy access and parking and its claimed advantage over Heathrow in speed of baggage and passenger handling. The airport's expansion plans involve more than doubling the main terminal area, and expanding the Eurohub terminal used by British Airways to create c apacity to handle at least 11m passengers a year by 2005. Planning permissio n will be applied for early next year. In the longer term, the airport wants to extend its runway from the present 2,600 metres to 3,100m, to enable it to serve the most distant long-haul destinations. Mr Greenwood emphasises th at the airport can expand regardless of that extra capability. It is current ly in public consultation, especially with affected communities, and will no t seek planning permission for two to three years. Crucial to any large expa nsion is the airport's plan to end its public-sector status, so that it can fund its Pounds 150m-Pounds 200m development without an impact on the public sector borrowing requirement. It is owned by seven local authorities - Birm ingham, with 38 per cent, and Solihull, Coventry, Dudley, Walsall, Sandwell and Wolverhampton in 8-12 per cent parcels. The councils have agreed to beco me a minority shareholder, and control collectively no more than 49 per cent . The rest will be disposed of by attracting strategic partners to invest in the airport, placing shares with institutions or a combination of the two. The government has approved the move in principle, and the airport is aiming for partial privatisation by next spring. Countries:- GBZ United Kingdom, EC. Industries:- P9621 Regulatio n, Administration of Transportation. P4011 Railroads, Line-Haul Operatin g. P4111 Local and Suburban Transit. P4581 Airports, Flying Fields, and Services. Types:- CMMT Comment & Analysis. < PUB>The Financial Times London Page IV ============= Transaction # 149 ============================================== Transaction #: 149 Transaction Code: 22 (Record(s) Saved) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:27:19 Selec. Rec. #: 12 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: FT942-12765 _AN-ED1EOAB9FT 940 428 FT 28 APR 94 / Guns dispute may delay tunnel further By JIMMY BURNS and DAVID BUCHAN PARIS Full passenger services on the Channel tunnel could face further delays because of a continuing dispute between Britain an d France over armed police. Home Office and French Ministry of the Interior officials have failed to reach agreement over whether French police will be allowed to carry their guns without restrictions throughout the tunnel link. The cross-border powers of British and French police are part of a long pro tocol agreement initialled by the governments at Sangatte in November 1991. Technically, it became legal last year. The protocol gives extra-territorial powers of investigation, search and arrest to police officers of both sides in 'control' zones at the international terminals in London and Paris and i n the shuttle terminals at Cheriton and Coquelles. The British agreed that F rench police may carry weapons when stationed at the fixed control zones at Cheriton. But they are resisting demands that these powers be extended to of ficers moving between tourist and freight terminals at Cheriton, as well as on the passenger through-trains arriving and departing at Waterloo. Under a draft operational plan drawn up by Home Office officials, French police offi cers would deposit their guns in containers and travel unarmed with their UK counterparts. British officials fear the unrestricted movement of armed Fre nch police could lead to situations in which weapons are used, with potentia l for complex legal wrangles. British police sources say there is also conce rn that to give way would fuel demands by some members of the British police that they too be permanently armed. The French argue that because of tradit ion and training their police should be allowed to be armed. The British pla n is seen as against the spirit of the protocol. An aide to Mr Charles Pasqu a, the French interior minister, yesterday played down British reservations about accepting armed French police controlling trains on UK soil as 'essent ially a cultural problem', David Buchan in Paris writes. But he was sure the police forces of both countries would find 'a practical solution'. He noted that Mr Michael Howard, home secretary, had not raised the issue when he me t Mr Pasqua in Paris last month. Countries:- GBZ Uni ted Kingdom, EC. FRZ France, EC. Industries:- P971 1 National Security. Types:- NEWS General News. The Financial Times London Page 13 ============= Transaction # 150 ============================================== Transaction #: 150 Transaction Code: 25 (Saved Recs. E-Mailed) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:28:07 Selec. Rec. #: 0 Boolean Indexes Used: 0 Author 0 Date 0 Rectype 0 X_Corp Author 0 Call # 0 Title 0 Language 0 X_Author 0 Uniform Title 0 Subject 0 ISBN 0 X_Title 0 X_Subject 0 Organization 0 LCCN 0 Topic 0 Host Item 0 Series 0 ISSN 0 Keyword 0 Conf Boolean Conjunctions: Button 1: or Button 2: OR Button 3: or Used?: No Used?: No Used?: No # Keywords: 0 Error Code: 0 # Hits: 0 Help Code: 0 # Displayed: 0 Help ID: 0 Associated Variable Length Text: Subject: s6-all ---------- 1. DOCUMENT NO.: FT941-1070 9. HEADLINE: FT 08 FEB 94 / UK Company News: Glaxo asthma drug wins US approval . BYLINE: By DANIEL GREEN . PUBLICATION: The Financial Times . PAGE: London Page 24 . TEXT: Glaxo has belatedly w on US approval for one of its most important products of the 1990s, the inha led asthma treatment Serevent. The US Food and Drug Administration had been expected to approve the drug in December and Glaxo shares fell when this did not happen. After Serevent's approval yesterday, the shares rose 15p to end the day with a net fall of 2p at 664p. The drug is important to Glaxo becau se it is a successor to Ventolin, the long standing big seller in asthma tre atment. Such respiratory treatments are second in importance only to ulcer d rugs in Glaxo's therapeutic portfolio, accounting for almost one quarter of total sales. The older drug has now lost much of its patent protection and t he company is relying on Serevent to underpin its position in the market. Th e drug was approved in Europe in 1991 and should eventually reach sales of P ounds 350m a year, according to James Capel, the broker. In the last full ye ar, Serevent sold Pounds 73m while Ventolin sales were worth Pounds 484m. Th e drug had a setback last month, however, when Italian government healthcare reforms favoured Ventolin by excluding Serevent from a list of drugs the go vernment would pay for. Glaxo lodged an appeal against the ruling. . 2. D OCUMENT NO.: FT932-14766. HEADLINE: FT 16 APR 93 / Commodities and Agr iculture: Peru's fishmeal industry set for bumper profits - Production survi ved last year's El Nino visitation to reach a fresh record . BYLINE: By SALLY BOWEN . PUBLICATION: The Financial Times . PAGE: Londo n Page 26 . TEXT: THE PERUVIAN fishmeal industry is gearing up for a bonanza predicted to last for the next two to three years. By late 1992, t he sardine and anchovy that form the staple raw material for the industry we re back in abundance after being temporarily affected by the appearance of t he dreaded warm current known as 'El Nino', which last ravaged fishmeal outp ut in 1983. Contrary to predictions, however, Peruvian production survived l ast year's milder visitation and a late boost in fish stocks turned 1992 int o yet another record year. Peru topped the world exporters' league with 1.37 m tonnes, narrowly outstripping Chile's 1.21m tonnes. 'Statistically, the ye ars after a Nino are excellent,' says Mr Espino of Imarpe, Peru's maritime i nstitute, which is charged with husbanding the resource and recommending per iodic fishing bans. Mr Espino estimates that the Peruvian catch could be rai sed by a quarter or a third from the present 6m tonnes a year without detrim ent to the species. 'And if the fishmeal producers started going for jack ma ckerel - at present only about 80,000 tonnes a year are landed, perhaps 5 pe r cent of total stocks - then the sky's the limit,' he says. The main limita tion on such expansion is fleet capacity. Most Peruvian fishing boats are sm all, with no refrigeration and hug the coast. When El Nino hits, the fish mo ve into deeper waters farther out to sea where these boats cannot follow. Pe ruvian producers say they have invested more than Dollars 200m in the past t wo years in fleet renovation and plant and equipment modernisation ashore. T he industry is moving towards production of higher-quality, low temperature, steam-dried meal with 'stickwater' plants to maximise protein recovery. New boats with refrigerated holds are under construction in local yards. But th ere's still plenty of room, and a warm welcome waiting, for new investment f rom abroad. Representatives from Chile's huge Angelini group have been in Pe ru recently on 'feeling-out' visits. And Venezuelan capital has already ente red in the form of a new fishmeal joint venture under the name of Palangrera Peruana. But the big surprise of 1993 could be the arrival of the Chinese. Pesca Peru, the state-owned fishmeal and fishoil giant that produces around 40 per cent of all national output, is high on this year's privatisation lis t. Coopers and Lybrand, with financing from the Canadian development agency and the World Bank, is currently completing a valuation and will recommend o n sale procedures. Essentially, the choice is between splitting the company into its 20 plants and four refineries to sell off individually; or selling the whole company as one unit. The only likely buyers on the latter basis wo uld be the Chinese - 'and it's a possibility that has the private producers in a state of panic', says Mr Eric Topf, head of the Pesca Peru privatisatio n committee. Unofficially, senior Pesca Peru officials say the company shoul d fetch 'at least Dollars 200m', a ball-park figure considered over-optimist ic by private producers. The state-owned plants are, by and large, elderly a nd outdated - though several are excellently located on the now-desirable ex treme southern coast and have their own quays. Drastic personnel reductions during 1992 put Pesca Peru back into profit after years in the red, underlin ing just how profitable producing fishmeal can be, even from scrap-yard plan ts. China has established itself as far and away Peru's largest customer, bu ying last year almost 60 per cent of all output. Peruvian fishmeal goes to f eed the Pacific prawn, turbot and eel which China is successfully exporting in quantity to the US and Japan. The Chinese are said to be producing at pre sent some 32m tonnes of animal foodstuffs a year, in which they use 2 per ce nt fishmeal - a very low percentage compared with most competitors. A high-l evel Peruvian delegation is now in China 'to try to convince them of the bou nties of boosting that fishmeal component,' says Mr Salomon Manzur, Peruvian president of the Fishmeal Exporters' Association. If the Chinese do increas e the percentage of fishmeal in their current animal feedstuff production, P eruvian producers will be assured of sales for their expanded fishmeal outpu t for several years to come. ---------------------------------------------- ------- FISHMEAL PRODUCTION ('000 TONNES) --------------------------------- -------------------- 1990 1991 1992 ------------ ----------------------------------------- Peruvian Pesca Peru 379 498 513 Private sector 755 782 853 Total 1,134 1,280 1,366 -------------------------------------------------- --- Chilean 1,550 1,210 ----------------------------- ------------------------ Source: Peruvian National Fishing Society (SNP). - ---------------------------------------------------- . 3. DOCUMENT NO.: F T922-643. HEADLINE: FT 26 JUN 92 / Commodities and Agriculture: Floode d Bolivian farmers on hunger strike . BYLINE: By FRANCIS FREISINGE R . DATELINE: SANTA CRUZ . PUBLICATION: The Financial Times . PAGE: London Page 30 . TEXT: THE BOLIVIAN Eastern Farmers Chamb er (CAO) has declared an indefinite hunger strike in protest at the lack of government aid in the wake of the agricultural disaster that has struck the Santa Cruz department as a result of months of flooding. Peasant groups have announced other measures in support of the CAO - including road blocks - an d a regional general strike may follow. Santa Cruz in the east of the countr y, which produces 90 per cent of Bolivia's agricultural exports, principally soyabeans and sugar, has been devastated since January by the worst floods in living memory. At least a third and possibly as much as half the crop has been lost already and the sowing of the next crop has been seriously disrup ted, the losses will continue for another harvest. At least Dollars l00m has been lost to date, a vast sum for Bolivia. As a result there will be a mark ed reduction in GNP growth this year according to economists. Nearly a hundr ed farmers from the CAO have joined the hunger strike, including some of the wealthiest men in the country, and as many as 500 more are poised to follow . In a remarkable development, the hardline right-wing farmers have literall y become bedfellows with their traditional enemy, the Bolivian Workers' Cent ral (COB), the national union confederation which still adheres, at least in theory, to a revolutionary Marxist ideology. Some of COB leaders have joine d the hunger strike and are now sleeping in the same room as the farmers. Th e farmers are calling for much more direct government and international assi stance as well as rescheduling of loans from both private banks and multinat ional institutions, principally the Inter-American Development Bank. They ar e demanding special help for the smaller farmers, worst hit financially beca use of their lack of access to credit, as a result of which thousands face b ankruptcy. The CAO President, Mr Sergio Justiniano said: 'We will remain on hunger strike until a global solution is found'. The flooding is partly the result of exceptionally heavy rains that have accompanied the El Nino cyclic al Pacific weather phenomenon, which has also brought flooding this year to Peru and Ecuador. However, according to ecologists, the effect has been exac erbated in Bolivia by the extensive deforestation that has accompanied the a gricultural boom of the past few years Despite officially declaring the regi on a disaster zone, the government claims that it is unable to help. Mr Hugo Lozino, minister of peasant development said: 'We have done what we can. Bo livia is a poor country and can't afford to do more'. It seems unlikely, how ever, that the government will be able to resist the powerful alliance confr onting it, especially as it faces unrest in other key sectors, including min ing. . 4. DOCUMENT NO.: FT923-14358. HEADLINE: FT 08 JUL 92 / Commo dities and Agriculture: El Nino drought 'appears to be over' . BYLINE: By REUTER . DATELINE: SYDNEY . PUBLICATION: The Financial Time s . PAGE: London Page 32 . TEXT: THE DROUGHT that has rava ged crops and cost hundreds of millions of dollars in countries across Asia and the South Pacific appears to be over, meteorologists say, reports Reuter from Sydney. Its cause, the climatic phenomenon known as El Nino, is dissip ating with some areas returning to normal weather conditions more quickly th an others, they said. Australia is among the first of the major agricultural producers to emerge from drought in most areas, while in India a return to normal rainfall is expected in the late monsoon. China's northern provinces are still in the grip of drought, however, though it is unlikely to have muc h impact on the country's international trading position. 'We're now in the declining phase of El Nino, it's global and it has had an effect since early last year all round the planet, particularly in the tropical regions,' an o fficial at Australia's National Climate Centre said. Ocean waters in the cen tral and eastern equatorial Pacific, which had warmed under El Nino were con tinuing to cool quite rapidly, the climate centre reported. Australia, whose farm sector was ravaged by drought and economic recession, has already felt the effect of the changing conditions. 'Australia tends to climb out of it earlier than others,' the official said. Drought conditions still persist in some areas of New South Wales and southern Queensland but local output of g rain and sugar is forecast to recover significantly after last year's drough t across eastern Australia. The total value of wheat, coarse grains and suga r is forecast to rise by nearly 30 per cent to ADollars 3.14bn (Pounds 1.2bn ) in the year to the end of June, 1993, compared with the previous drought-h it year. In India however, the change is taking longer to come through. 'It is expected to come back to average in the late monsoon season,' Australia's climate centre official said. Erratic rains in India last year caused food grain output to fall to about 171m tonnes in the year to June 30, 1992 from the previous year's record 176m tonnes. . 5. DOCUMENT NO.: FT921-5191. HE ADLINE: FT 05 MAR 92 / Commodities and Agriculture: Ecuador shells out on shrimp farming - The consequences of declining fish stocks and over-inve stment . BYLINE: By SARITA KENDALL . PUBLICATION: The Financial T imes . PAGE: London Page 30 . TEXT: Ecuador's shrimp farmi ng business had another record year in 1991 as the gap with other fishing ex ports widened. Groups within the industry, unwilling to acknowledge over-fis hing, accuse each other of irrational practices or blame dwindling catches o n climate and ocean currents. 'We've seen this happen in other countries - w ith herring in the North Sea, and anchovy in Peru,' said Mr Ian Scott, the e conomist in charge of Britain's technical assistance programme for the fishi ng sector. 'There's been over-investment. If the Ecuadorian fleet fishes for 150 days a year at 50 per cent efficiency, it can catch 3m tonnes - but the sustainable stock of pelagic fish is only 500,000 to 1m tonnes.' In the las t few years fishermen supplying the fishmeal and canning industries have see n a drastic drop in the harvest of sardines, mackerel, thread herring and an chovies: the catch fell from 1,970,000 tonnes in 1985 to 233,000 tonnes in 1 990, leaving many processing plants working at less than 20 per cent of capa city. Mr Scott said that although the warm southward-flowing El Nino current was responsible for two bad years, the general decline was due to over-fish ing and licences and quota systems were needed to help stocks recover. The t una industry, centred in Manta, is also overblown, but the catch has remaine d stable at 50,000 to 55,000 tonnes a year. Both Ecuadorian and foreign boat s fish for tuna. Local fishermen criticise the fact that boats registered in the US, Japan and other countries are contracted by Manta processing compan ies. However, it is argued that only some of the vessels in the national fle et can freeze tuna to -40C, the temperature necessary for good quality expor ts. The under-secretary for fishing, Mr Max Aguirre, is proud of Ecuador's r ecord on the dolphin-tuna issue. 'The Ecuadorian law is strict. Ecuadorian a nd foreign boats have their licences taken away if they fish on dolphins. I report with satisfaction that in 43 trips with observers on board there were zero dolphin deaths.' Mr Aguirre admits that research studies warned of sar dine fishing problems, and says regional controls, including Peru and Chile, should be enforced. 'Licences should regulate the catch with reference to t he resource.' However, the private sector has been too powerful and the gove rnment too timid to allow any quota-based management of stocks. The fish sec tor earned about USDollars 570m in 1991, with shrimps contributing more than 85 per cent. There are more than 125,000 hectares of shrimp ponds along the tidal flats of the Ecuadorian coastline, mainly in the southern provinces. Most shrimp farms are less than 50 hectares, though the largest - up to as m uch as 2,000 hectares - tend to be the most sophisticated. Some use small a ircraft to drop feed over the surface of the ponds. Shrimp farms produce all year round so close to the equator and two to three harvests can be taken. With an ideal climate, plentiful larvae and low-labour costs, Ecuador is the leading Latin American shrimp exporter. 'Our problem at the moment is the b ig jump in the cost of inputs. The dollar price of shrimps has dropped and s o has profitability,' said Mr Renato del Campo of the Chamber of Shrimp Prod ucers in Guayaquil. 'But there are markets - the US is still attractive and we are diversifying into Europe, especially Spain.' Exports have risen from 10,000 tonnes in 1980 to more than 78,000 tonnes in 1991, and the need for m ore space and more larvae has led to conflict with environmental groups, par ticularly over the clearing of mangroves. Most shrimps are bred from wild la rvae caught by thousands of seasonal fishermen, but more than 100 laboratori es have been started up in recent years, with some exporting larvae to Colom bia. Although the shrimp fishing industry is small, accounting for less than 10 per cent of production, wild shrimp provide important breeding stocks fo r the laboratories. The sector expanded dangerously fast - from about 2,000 to 9,000 boats - in the 1980s and over-fishing is becoming a serious proble m within a few miles of the coast. Many of the boats are dug-out canoes base d in small communities. 'We need to teach people to take better care of the fish, then they'll also improve their income. There should be ice available, and we need to encourage marketing co-operatives,' said Mr Aguirre. The Bri tish aid project, which is now ending after 12 years, has helped the Nationa l Fisheries Institute to build up data on biology, product development, mark eting and management. Ecuador has a stronger basis for planning resource use than many other countries. 'There isn't any room for growth in the existing industry - it needs reducing and consolidating,' said Mr. Scott. . 6. DO CUMENT NO.: FT922-14235. HEADLINE: FT 07 APR 92 / Drought pulls the pl ug on much of Colombia . BYLINE: By SARITA KENDALL . DATELINE: BOGOTA . PUBLICATION: The Financial Times . PAGE: Internation al Page 6 . TEXT: POWER cuts of at least eight hours a day have bee n imposed all over Colombia in an effort to cope with a drought that has red uced the water for hydro electric plants. There is little prospect of rain, and reservoirs are drying into baked mud. If this continues the country coul d face a complete black-out by the end of April. The winter rains are late a nd the El Nino current off the Pacific coast appears to be upsetting normal weather patterns. But bad planning, heavy debts, corruption, budget deficits , deforestation and poor management are behind the electricity problems. Col ombia's generating capacity is 8,200MW, more than adequate for normal demand levels. Despite the country's ample coal and oil reserves, 78 per cent of p ower comes from large, expensive hydro-electric schemes which have pushed th e sector's foreign debt up to more than Dollars 5bn. To try to save on costs , electricity companies have been running down the reservoirs rather than us e thermal plants at full capacity. Labour and financial problems have also d elayed the maintenance of thermal power stations, while guerrilla attacks ha ve put distribution lines out of action. The rationing aims to cut overall c onsumption by about a third. The government has asked industry to shut down for 10 days over Easter and to send workers on holiday. . 7. DOCUMENT NO. : FT922-12623. HEADLINE: FT 16 APR 92 / Commodities and Agriculture: S upply fears buoy sugar prices . BYLINE: By DAVID BLACKWELL . PUBLI CATION: The Financial Times . PAGE: London Page 38 . TEXT: FEARS OF a tighter sugar supply/demand balance in 1992-93 are supporting t he world market, according to reports from two London trade houses. Raw suga r prices have recently touched eight-month highs, nudging 10 cents a lb in t he New York market, on fears of tight nearby supplies following damage to th e South African crop because of drought. The trade houses, ED & F. Man and C zarnikow, both point out in reports published today that in the short term t he changing export potential in several countries will keep the lid on price s. The increasing likelihood of a 1m-tonne increase in Thailand's crop, comp ared with the previous season, together with the availability of exportable surpluses from India and Cuba, should 'keep significant advances at bay', Ma n's latest sugar report says. Man believes that reports of a catastrophic Cu ban crop this season at 5m to 5.5m tonnes are unsupported by the evidence an d estimates that the crop will come in at about 6.5m tonnes. It is forecasti ng a crop of more than 5m tonnes in Thailand and 12.6m tonnes in India. The overall balance for the 1991-92 season remains marginally in surplus, Man sa ys, but it suggests that the situation is likely to be even more tightly bal anced in 1992-93. Czarnikow's sugar review points out that the extent of the South African drought has raised questions about the timing and coverage of the El Nino weather phenomenon. 'Already a major drought is developing in T hailand which, if relief does not arrive this month, could have serious impl ications for the next crop,' the Czarnikow review says. 'If this is part of a regional phenomenon there might be problems later in the year with the mon soon in India and this will need to be monitored carefully.' . 8. DOCUMEN T NO.: FT921-10204. HEADLINE: FT 07 FEB 92 / Commodities and Agricultu re: Keeping a weather-eye on a troublesome 'child' / A look at the crop prob lems posed by the unpredictable El Nino climate phenomenon . BYLINE: By BARBARA DURR . PUBLICATION: The Financial Times . PAGE: Lond on Page 22 . TEXT: TO CALM anxious grain traders the Chicago Board of Trade will offer a seminar later this month on El Nino, the weather pheno menon that develops in the equatorial Pacific every three to five years and can cause global climate upsets. Grain traders are keen to know if they can expect this year's El Nino to disturb the US weather pattern sufficiently to make a dent in crop output. Although signs of El Nino had been accumulating during 1991, only last month did the the US National Weather Service finall y conclude publicly that the phenomenon was a fact. The symptoms had been sh owing themselves overseas since last spring - rising surface temperatures in the eastern and central Pacific, drought in the western Pacific rim from Au stralia through Indonesia, a weaker Indian monsoon, dryness in north-eastern Brazil, drought in South Africa and wetness last summer in the Great Basin of the US, which runs from Arizona north to Idaho. While many of these condi tions indicate that El Nino is occurring, they do not reveal its severity. T he phenomenon generally peaks in the northern hemisphere's winter. This help s explain why Peruvian fishermen dubbed the phenomenon El Nino, which means Christ child in Spanish. It arrived about Christmas time. Mr Vernon Kousky, a research meteorologist with the US weather service, now assesses the curre nt El Nino as 'moderate to strong'. While individual weather events cannot a lways be directly attributed to El Nino, some signals are indicative of its strength. Warm water in the Pacific is pushing moisture into the south-weste rn US, causing, for example, this winter's floods in Texas, according to Mr Art Douglas, chairman of the Creighton University's Atmospheric Sciences Dep artment. Along the Gulf of Mexico, from Texas to Florida, some areas have al ready had 200 per cent to 1,000 per cent of their normal rainfall. Temperatu res in that region are also beginning to dip below normal. At the same time the phenomenon is upsetting the Jet Stream, keeping extremely cold air far t o the north and moderating temperatures in the Midwest. The Midwest, America 's most important grain area, is seeing temperatures four or five degrees Fa hrenheit above normal, said Mr Jon Davis, the in-house meteorologist for She arson Lehman's commodities trading arm. The weather service predicts that mo re of the same will occur in those regions until spring and that the usually wet north-west is likely to be dryer, as is the Ohio valley. But what conce rns the grain trade more is what, if anything, will happen during the critic al planting and growing season for American crops from June to August. Unfor tunately, weather forecasting is not a precise science. Mr Kousky says that El Nino, usually a 12 to 18 month event, has another six to 12 months to run . But he points out that there is no consistent relationship between El Nino and the weather pattern beyond the winter-to-spring months. 'Anything can h appen,' he admits. Crop Cast, a Maryland-based weather forecasting service t hat is used by many US commodity trading houses, says that while El Nino has already affected South American soyabeans, South African maize and Australi an wheat, it is hoping to be able to predict potentially damaging crop effec ts in the US by looking at the coincidence of the El Nino with two other cli matological events, last year's eruption of Mount Pinatubo in the Phillippin es and the combination of lunar and solar cycles. These additional factors a long with El Nino probably mean that a more extreme weather pattern bleeds o ver into summer, according to Mr Kevin Marcus, director of Crop Cast service s. He says the likelihood of extreme, hot and dry weather is 100 per cent, b ut gives only a one in three chance that this will have a significant impact on crops. The hot, dry weather would have to occur in July or early August to reduce the maize and soyabean crops significantly, that is by more than 1 0 per cent. But Mr Marcus is uncertain about how the three phenomena will in teract since there no established pattern. He is still waiting for more data on the severity of this year's El Nino. The phenomenon has prompted commodi ties markets to gyrate in the past. In 1972-73 the El Nino destroyed the Per uvian fishmeal catch, which then accounted for some 45 per cent of the world trade in protein feed. In 1982-83 it caused a drought in Africa, which help ed to send cocoa prices up by nearly 70 per cent over a period of about a ye ar. . 9. DOCUMENT NO.: FT944-9398. HEADLINE: FT 16 NOV 94 / Law of the Sea promises many disputes . BYLINE: By BRUCE CLARK, Diplomati c Correspondent . PUBLICATION: The Financial Times . PAGE: London Page 6 . TEXT: The United Nations Convention on the Law of the Sea, which enters full force today, seems likely to be treated by coastal states as a rich source of legal and rhetorical arguments to be used against rival s. This is in spite of the fact that the last thing the law's drafters wante d was to provide disputatious countries with extra torpedoes. One of the law 's ostensible purposes is to encourage compromises over the exploitation of maritime resources, even among countries with unresolved disputes. Apart fro m a standoff in the Aegean - where Turkey has threatened war if Greece exten ds its territorial waters to 12 miles - one of the most grave maritime dispu tes involves China and Vietnam, locked in a war of words over oil rights in the South China Sea. Both China and Vietnam claim to be acting in accordance with the Law of the Sea but their interpretations of the document are miles apart. Over the last month, China has accused Vietnam of infringing its int erests in international waters by inviting US and European companies to expl ore for oil in the Tonkin Gulf. Vietnam has retorted that it is exercising i ts legitimate rights in the economic zone to which it is entitled by the UN convention. It said that under the terms of that treaty, there were no inter national waters in the Gulf. This dialogue of the deaf reflects confusion ov er the difference between territorial waters - which may be extended, under the UN Law, up to 12 miles -and the 'economic zone' which coastal states ar e entitled to claim, amounting to either 200 miles or the full extent of the ir continental shelf, whichever is larger. China and Vietnam are also arguin g over resources around the Spratly Islands, a group of reefs and atolls who se other would-be owners are Taiwan, Brunei, Malaysia and the Philippines. C hina has awarded an exploration contract to the US company Crestone for an a rea south-west of the Spratlys, while Vietnam has awarded a consortium led b y Mobil a bloc slightly further to the west. Each state has denounced the ot her's contract. Sovereignty over the Spratlys - and hence control of the sur rounding economic zone - is crucial to each side's claim to energy rights, a nd the salience of this issue is expected to grow as the UN convention enter s force. However a study by a London-based law firm, maintains that the law favours pragmatic joint exploitation accords, even among countries with unre solved disputes.* Laying out the common-sense arguments for such accords, it notes that oil deposits which straddle two states' economic zones cannot be exploited by one without damaging the other's interests. When one state dri lls, oil from the rival state's zone is liable to flow across the boundary l ine as a result. Article 83 of the UN convention says that pending final agr eement on zones, countries should 'make every effort to enter into provision al arrangements of a practical nature'. As an example of such a deal, the st udy cites the 1989 accord between Australia and Indonesia over waters south of Timor. However, such accords are not a panacea. Portugal - still seen by the UN as legal administrator of East Timor - has challenged Australia's rig ht to enter the accord, before the International Court of Justice. The entry into force of the UN Law comes a year after its ratification by the minimum of 60 states. Another breakthrough came this summer when provisions on deep -sea mining - outside the zones of any country - were amended so as to convi nce the US, the UK and Germany to sign. *Paper by Charles Robson of Lovell W hite Durrant, 65 Holborn Viaduct, London EC1A 2DY . 10. DOCUMENT NO.: FT9 44-11244. HEADLINE: FT 07 NOV 94 / Survey of China (4): Spratly Island s row heats up - Dispute over offshore oil and gas resources . BYLINE: By SIMON HOLBERTON . PUBLICATION: The Financial Times . PAGE: London Page II . TEXT: It is possible that a group a submerged ree fs in the South China Sea could be the site of the world's next big conflict involving the ownership of oil resources. At issue is the ownership of the Spratly Islands and their surrounding seas which are claimed, in whole or pa rt, by China, Vietnam, the Philippines, Malaysia, Brunei and Taiwan. The mai n protagonists in the dispute are, however, China and Vietnam. They have com e to blows once - in 1988 when China sank two Vietnamese vessels with the lo ss of more than 70 lives - and continue to frustrate each other's attempts t o mine the oil and gas believed to be in liberal supply below the sea. The S outh China Sea is one of the world's most important shipping lanes. The poss ibility of a naval conflict over sovereignty would engage the vital interest s of Japan - 70 per cent of its oil imports pass through the sea - and surro unding claimants. The US, which is not taking sides, would inevitably become involved if hostilities broke out - 'the Chinese government's position is clear,' says Chen Bingqin, vice-president, China National Offshore Oil Corp. 'We want to put the dispute on the shelf and explore (for oil and gas) join tly. It is the only way peacefully to explore the area.' On the question of sovereignty, a senior Chinese government official was adamant: 'Sovereignty belongs to China and that's a matter that brooks no discussion.' China claim s that there was never any dispute about its sovereignty in the South China Sea until oil and gas were discovered in the 1970s. The Spratly Islands are too far south to show on the above map of China. The size of Beijing's terri torial claim - 80 per cent of the South China Sea - is breathtakingly audaci ous, even by China's standards. The U-shaped claim runs the length of Vietna m's coast and along the western coast of the Philippine islands, meeting off the coast of Brunei and Malaysia to the south. In 1990, Beijing offered to put the issue of sovereignty to one side and embark upon joint development o f the South China Sea. But in May 1992, China awarded Crestone, a relatively small US oil explorer, the right to drill for hydrocarbons in a bloc situat ed at the extreme south-west of its claimed territory. In retaliation, Vietn am awarded a consortium of oil companies, led by Mobil of the US, a bloc adj acent to Crestone's and within China's territorial claim. This group began p rospecting in June. Both countries have offered naval support to their respe ctive prospectors. In June the Vietnamese navy interfered with a Chinese ves sel conducting a seismic survey of Crestone's bloc. The Vietnamese claim sim ilar interference by the Chinese navy. For China, which is likely to remain a net oil importer for many years to come, the promise of abundant oil reser ves in the South China Sea would be a boon to its offshore oil industry. Sin ce 1982, offshore oil finds in the Yellow and East China seas have failed to live up to early expectations. This year the China National Offshore Oil Co rporation expects to produce 44m barrels of oil from 12 fields. It hopes to double production by 1997 when other areas come on stream. Vietnam, by contr ast, is extracting 33m barrels a year from one field in the South China Sea, with production set to rise sharply with the addition of two more oil field s in production by the end of this year. . 11. DOCUMENT NO.: FT942-8510. HEADLINE: FT 20 MAY 94 / Go-ahead for Chunnel freight terminal . BYLIN E: By PAUL CHEESERIGHT . PUBLICATION: The Financial Times . PAGE: London Page 8 . TEXT: The Department of the Environment h as given planning permission for the development of a Channel tunnel freight terminal, manufacturing and distribution park at Hams Hall, east of Birming ham, in the green belt of north Warwickshire, Paul Cheeseright writes. The s ite is near Junction 9 of the M6 and the proposed junction of the planned to ll motorway around north Birmingham with the M6. The government delayed appr oval until it was satisfied about the traffic impact on local roads. Trafalg ar House, the shipping, property and construction group, is a partner in the development of both the freight terminal and the new motorway. . 12. DOC UMENT NO.: FT934-11803. HEADLINE: FT 29 OCT 93 / Leading Article: Chun nel link . PUBLICATION: The Financial Times . PAGE: London Page 17 . TEXT: THE PLANNED high-speed rail link between London and the Ch annel tunnel could be a showpiece for the UK government's initiative of attr acting private capital to public infrastructure projects. It provides an opp ortunity both to harness the private sector's skills in project management a nd to remove at least part of a Pounds 2.6bn-Pounds 3bn project from the pub lic sector's balance sheet. But to achieve these benefits, the Treasury will need to abandon its purist line that all the risk of such projects should b e borne by private investors. Sticking to this line could delay or even kill off the project, as Union Railways, the British Rail subsidiary set up to d evelop the link, will tell ministers later today. The essential point is tha t the private sector is not well suited to bear the political and regulatory risks associated with the early stages of large infrastructure projects. Be fore construction on the Chunnel link can proceed, planning consents must be won, public inquiries conducted, legislation passed and safety standards de termined. At each stage, there is a danger that the project will be delayed and extra costs imposed. This particular project does not start with a happy history as far as private companies are concerned. Several construction gro ups have already spent money making proposals, only to have them rejected la rgely for political reasons. There is also the overhang from the main Channe l tunnel project, whose financial attraction has been reduced by a tightenin g of safety regulations and the delay in building road and rail links. It is doubtful whether private funds could be attracted at this stage and, even i f they could, a high risk premium would be required. Far better, therefore, for the public sector to put up the Pounds 200m needed for the project's nex t phase, tiding it over until political and regulatory uncertainty is largel y out of the way. After that, it should be easier to find a further Pounds 2 .5bn-plus from private investors. The remaining risks -concerning construct ion costs, operating expenses and customer demand - are the type the private sector is best at managing. Given the current budgetary pressures, it is re asonable to ask why the Chunnel link should have priority over other worthwh ile projects that are now stalled. Part of the answer is that the link is al ready badly delayed. Constructing it is important not only to maximise the e conomic benefits of the Channel tunnel but also to ease congestion for commu ter traffic in the south-east. But the most compelling reason for priming th e pump is that a success with Union Railways would give a boost to the gover nment's private funding initiative. It could open the door for private capit al to flow into roads, railways and prisons. That, more than almost anything else, would ease the pressure on government finances. . 13. DOCUMENT NO. : FT932-5866. HEADLINE: FT 02 JUN 93 / Chunnel contracts go-ahead near . BYLINE: By ANDREW HILL . DATELINE: BRUSSELS . PUBLICATI ON: The Financial Times . PAGE: London Page 2 . TEXT: THE European Commission looks likely to approve the basic contracts to provide freight, passenger and sleeper rail services through the Channel tunnel befo re the August holidays, following a long competition inquiry. But Mr Karel V an Miert, EC competition commissioner, wants to establish the principle that private operators can compete with state railway companies, even if there i s little pressure at the moment from potential rival services. If the Commis sion decides to outlaw or substantially amend the contracts, that could furt her delay the opening of the tunnel, due in early 1994. Even so, Mr Van Mier t, who used to oversee EC transport policy until he took over the competitio n portfolio in January, is said to be keen to encourage the cross-Channel li nk. His spokesman said yesterday that an announcement was expected 'pretty s oon'. Eurotunnel, which will operate the tunnel, and British and continental European railways have sought clearance under EC competition rules for a se ries of contracts. Most important is the deal between Eurotunnel, British Ra il and SNCF, the French state railways, which gives the railways the right t o take up 50 per cent of the tunnel's capacity for passenger through-trains during Eurotunnel's 55-year operating concession. The other 50 per cent will be used by Eurotunnel itself for shuttle services between the two ends of t he tunnel. The Commission was originally examining the possibility of reduci ng the length of the contract, perhaps to as little as 30 years, to let priv ate operators compete with BR and SNCF. The Brussels authorities are now con sidering how to leave the contract open to competition without jeopardising the financing of the link. The Commission is also completing its consultatio ns on the exclusive contracts for freight and sleeper services. Yesterday, i t published the official notice inviting comments on European Night Services (ENS), the sleeper joint venture majority-owned by BR in partnership with F rench, Dutch, German and Belgian railways. Parties have been given 30 days t o submit views on the agreement, which the Commission believes could infring e competition rules. In practice, however, there are few potential competito rs who could meet the high cost of entering the sleeper market. ENS has alre ady placed an order, said to be worth Pounds 100m, for 139 sleepers to be bu ilt by Metro-Cammell, a subsidiary of GEC Alsthom. The deadline for comments on freight services through the tunnel passed at the end of March. . 14. DOCUMENT NO.: FT942-11118. HEADLINE: FT 06 MAY 94 / Survey of The Cha nnel Tunnel (12): On guard against accidents and terror - Security . BYLINE: By JIMMY BURNS . PUBLICATION: The Financial Times . PAGE: London Page V . TEXT: The financial pressures on the tunnel to o pen on schedule have taken second place to the key commercial imperative of ensuring - to the maximum extent possible - that it cannot permanently be cr ippled by an accident or terrorist attack. Among the numerous security staff , intelligence officers, police, fire brigade, ambulance, and army personnel on both sides of the Channel engaged in the project is Tony Blyth, a former British Rail operations manager who is the tunnel's safety director. 'If we have a major accident, we are dead as a company,' he says. Two other key pe ople are Detective Superintendent Cliff Grieve, the UK head of ports and tun nel policing, and Commissaire Principal Marc Haem of France's Police de l'Ai r et des Frontieres. They share responsibility for security of the tunnel it self and of the shuttle terminals at Folkestone and Coquelles. Together they claim to have developed a culture of transnational police cooperation to tr y and ensure, says Grieve, 'that people on a daily basis do not escape justi ce through the Chunnel'. In aiming for maximum efficiency, Blyth, Grieve, an d Haem have had to grapple with a complex mixture of private and government personnel, binational agreements and internal committees developed in the ru n-up to the opening of the tunnel. The structure includes an Anglo-French Sa fety Authority set up for the tunnel project and the existing official safet y watchdogs in both countries, the UK's Health and Safety Commission, and Fr ance's Inspecteur du Travail. The operation of safety and security comes und er the political umbrella of a lengthy protocol agreement. This was initiall ed at Sangatte by the UK and French governments in November 1991 and technic ally came into force in August last year. The Sangatte Protocol takes its cu e from the Schengen trans-European policing agreement, of which France but n ot the UK is a signatory. It thus represents a totally new experience for th e British police who have tended to resist encroachment on to their territor y by any of their European counterparts. The Protocol gives extraterritorial powers to British and French police officers in specially designated contro l zones at the international terminals in London and Paris, and in the shutt le terminals at Cheriton and Coquelles. The through trains are also control zones where both police forces will have powers of arrest. Article 10 of the Protocol states: 'The officers of the adjoining State shall, in exercise of their national powers, be permitted in the control zone situated in the hos t State to detain or arrest persons in accordance with the laws and regulati ons relating to frontier controls of the adjoining state or persons sought b y the authorities of the adjoining state.' In spirit the Protocol, as define d in Article 5, aims to simplify and speed up the formalities which normal l aw abiding passengers either travelling by train or the Shuttle will have co mply with when using the tunnel. At the same time, it aims to harmonise secu rity and safety arrangements so as to ensure that any emergency or threat is reacted to speedily and effectively without getting bogged down in disputes over sovereignty. In the run-up to the opening of the tunnel, the applicati on of the Protocol has been put through a trial run in joint exercises and i nterminable meetings. The exercises have shown up failures in a number of ar eas including fire-fighting equipment and communications. The meetings have produced some stormy sessions in which British and French officials have arg ued over issues ranging from whether some dangerous goods vehicles should be allowed through the tunnel to the use by French police of small arms in and around Waterloo station. Eurotunnel says the set-backs form part of the ine vitable teething problems of any engineering project of such a size and comp lexity. 'We want to get it right before letting the general public in,' insi sts Tony Blyth. On the policing side, Kent officers and their counterparts i n and around Coquelles say they have developed a good working relationship o ver a number of years. But they are only cogs in the large security and judi cial machinery which will be truly tested only when the tunnel is fully oper ational. A recent risk assessment commissioned by the London based Research Institute for the Study of Conflict and Terrorism concluded that the Channel Tunnel was probably the least vulnerable to major damage of any under-sea t unnel in the world. However, several experts believe that the biggest threat to the tunnel stems from its being a prestige target for terrorists. Much o f the burden of responsibility will lie with Eurotunnel, however, in ensurin g that the commercial pressures do not lead to greater laxity over security and safety checks. . 15. DOCUMENT NO.: FT942-11118. HEADLINE: FT 06 MAY 94 / Survey of The Channel Tunnel (12): On guard against accidents and terror - Security . BYLINE: By JIMMY BURNS . PUBLICATION: The Fin ancial Times . PAGE: London Page V . TEXT: The financial p ressures on the tunnel to open on schedule have taken second place to the ke y commercial imperative of ensuring - to the maximum extent possible - that it cannot permanently be crippled by an accident or terrorist attack. Among the numerous security staff, intelligence officers, police, fire brigade, am bulance, and army personnel on both sides of the Channel engaged in the proj ect is Tony Blyth, a former British Rail operations manager who is the tunne l's safety director. 'If we have a major accident, we are dead as a company, ' he says. Two other key people are Detective Superintendent Cliff Grieve, t he UK head of ports and tunnel policing, and Commissaire Principal Marc Haem of France's Police de l'Air et des Frontieres. They share responsibility fo r security of the tunnel itself and of the shuttle terminals at Folkestone a nd Coquelles. Together they claim to have developed a culture of transnation al police cooperation to try and ensure, says Grieve, 'that people on a dail y basis do not escape justice through the Chunnel'. In aiming for maximum ef ficiency, Blyth, Grieve, and Haem have had to grapple with a complex mixture of private and government personnel, binational agreements and internal com mittees developed in the run-up to the opening of the tunnel. The structure includes an Anglo-French Safety Authority set up for the tunnel project and the existing official safety watchdogs in both countries, the UK's Health an d Safety Commission, and France's Inspecteur du Travail. The operation of sa fety and security comes under the political umbrella of a lengthy protocol a greement. This was initialled at Sangatte by the UK and French governments i n November 1991 and technically came into force in August last year. The San gatte Protocol takes its cue from the Schengen trans-European policing agree ment, of which France but not the UK is a signatory. It thus represents a to tally new experience for the British police who have tended to resist encroa chment on to their territory by any of their European counterparts. The Prot ocol gives extraterritorial powers to British and French police officers in specially designated control zones at the international terminals in London and Paris, and in the shuttle terminals at Cheriton and Coquelles. The throu gh trains are also control zones where both police forces will have powers o f arrest. Article 10 of the Protocol states: 'The officers of the adjoining State shall, in exercise of their national powers, be permitted in the contr ol zone situated in the host State to detain or arrest persons in accordance with the laws and regulations relating to frontier controls of the adjoinin g state or persons sought by the authorities of the adjoining state.' In spi rit the Protocol, as defined in Article 5, aims to simplify and speed up the formalities which normal law abiding passengers either travelling by train or the Shuttle will have comply with when using the tunnel. At the same time , it aims to harmonise security and safety arrangements so as to ensure that any emergency or threat is reacted to speedily and effectively without gett ing bogged down in disputes over sovereignty. In the run-up to the opening o f the tunnel, the application of the Protocol has been put through a trial r un in joint exercises and interminable meetings. The exercises have shown up failures in a number of areas including fire-fighting equipment and communi cations. The meetings have produced some stormy sessions in which British an d French officials have argued over issues ranging from whether some dangero us goods vehicles should be allowed through the tunnel to the use by French police of small arms in and around Waterloo station. Eurotunnel says the set -backs form part of the inevitable teething problems of any engineering proj ect of such a size and complexity. 'We want to get it right before letting t he general public in,' insists Tony Blyth. On the policing side, Kent office rs and their counterparts in and around Coquelles say they have developed a good working relationship over a number of years. But they are only cogs in the large security and judicial machinery which will be truly tested only wh en the tunnel is fully operational. A recent risk assessment commissioned by the London based Research Institute for the Study of Conflict and Terrorism concluded that the Channel Tunnel was probably the least vulnerable to majo r damage of any under-sea tunnel in the world. However, several experts beli eve that the biggest threat to the tunnel stems from its being a prestige ta rget for terrorists. Much of the burden of responsibility will lie with Euro tunnel, however, in ensuring that the commercial pressures do not lead to gr eater laxity over security and safety checks. . 16. DOCUMENT NO.: FT934-1 1803. HEADLINE: FT 29 OCT 93 / Leading Article: Chunnel link . PUBLICA TION: The Financial Times . PAGE: London Page 17 . TEXT: THE PLANNED high-speed rail link between London and the Channel tunnel could be a showpiece for the UK government's initiative of attracting private cap ital to public infrastructure projects. It provides an opportunity both to h arness the private sector's skills in project management and to remove at le ast part of a Pounds 2.6bn-Pounds 3bn project from the public sector's balan ce sheet. But to achieve these benefits, the Treasury will need to abandon i ts purist line that all the risk of such projects should be borne by private investors. Sticking to this line could delay or even kill off the project, as Union Railways, the British Rail subsidiary set up to develop the link, w ill tell ministers later today. The essential point is that the private sect or is not well suited to bear the political and regulatory risks associated with the early stages of large infrastructure projects. Before construction on the Chunnel link can proceed, planning consents must be won, public inqui ries conducted, legislation passed and safety standards determined. At each stage, there is a danger that the project will be delayed and extra costs im posed. This particular project does not start with a happy history as far as private companies are concerned. Several construction groups have already s pent money making proposals, only to have them rejected largely for politica l reasons. There is also the overhang from the main Channel tunnel project, whose financial attraction has been reduced by a tightening of safety regula tions and the delay in building road and rail links. It is doubtful whether private funds could be attracted at this stage and, even if they could, a hi gh risk premium would be required. Far better, therefore, for the public sec tor to put up the Pounds 200m needed for the project's next phase, tiding it over until political and regulatory uncertainty is largely out of the way. After that, it should be easier to find a further Pounds 2.5bn-plus from pri vate investors. The remaining risks -concerning construction costs, operati ng expenses and customer demand - are the type the private sector is best at managing. Given the current budgetary pressures, it is reasonable to ask wh y the Chunnel link should have priority over other worthwhile projects that are now stalled. Part of the answer is that the link is already badly delaye d. Constructing it is important not only to maximise the economic benefits o f the Channel tunnel but also to ease congestion for commuter traffic in the south-east. But the most compelling reason for priming the pump is that a s uccess with Union Railways would give a boost to the government's private fu nding initiative. It could open the door for private capital to flow into ro ads, railways and prisons. That, more than almost anything else, would ease the pressure on government finances. . 17. DOCUMENT NO.: FT932-5866. HEAD LINE: FT 02 JUN 93 / Chunnel contracts go-ahead near . BYLINE: By ANDREW HILL . DATELINE: BRUSSELS . PUBLICATION: The Financial Times . PAGE: London Page 2 . TEXT: THE European Commissi on looks likely to approve the basic contracts to provide freight, passenger and sleeper rail services through the Channel tunnel before the August holi days, following a long competition inquiry. But Mr Karel Van Miert, EC compe tition commissioner, wants to establish the principle that private operators can compete with state railway companies, even if there is little pressure at the moment from potential rival services. If the Commission decides to ou tlaw or substantially amend the contracts, that could further delay the open ing of the tunnel, due in early 1994. Even so, Mr Van Miert, who used to ove rsee EC transport policy until he took over the competition portfolio in Jan uary, is said to be keen to encourage the cross-Channel link. His spokesman said yesterday that an announcement was expected 'pretty soon'. Eurotunnel, which will operate the tunnel, and British and continental European railways have sought clearance under EC competition rules for a series of contracts. Most important is the deal between Eurotunnel, British Rail and SNCF, the F rench state railways, which gives the railways the right to take up 50 per c ent of the tunnel's capacity for passenger through-trains during Eurotunnel' s 55-year operating concession. The other 50 per cent will be used by Eurotu nnel itself for shuttle services between the two ends of the tunnel. The Com mission was originally examining the possibility of reducing the length of t he contract, perhaps to as little as 30 years, to let private operators comp ete with BR and SNCF. The Brussels authorities are now considering how to le ave the contract open to competition without jeopardising the financing of t he link. The Commission is also completing its consultations on the exclusiv e contracts for freight and sleeper services. Yesterday, it published the of ficial notice inviting comments on European Night Services (ENS), the sleepe r joint venture majority-owned by BR in partnership with French, Dutch, Germ an and Belgian railways. Parties have been given 30 days to submit views on the agreement, which the Commission believes could infringe competition rule s. In practice, however, there are few potential competitors who could meet the high cost of entering the sleeper market. ENS has already placed an orde r, said to be worth Pounds 100m, for 139 sleepers to be built by Metro-Camme ll, a subsidiary of GEC Alsthom. The deadline for comments on freight servic es through the tunnel passed at the end of March. . 18. DOCUMENT NO.: FT9 42-11119. HEADLINE: FT 06 MAY 94 / Survey of The Channel Tunnel (11): Europe wheels out its best - Andrew Baxter studies the special rolling stock and who has built it . BYLINE: By ANDREW BAXTER . PUBLICATION: T he Financial Times . PAGE: London Page V . TEXT: The suppl y of trains for the Channel Tunnel - locomotives, rolling stock, wagons for cars, coaches and freight - has been a remarkable pan-European effort, even if there have been plenty of delays and arguments along the track. Technical challenges and the sheer scale of the project - and hence the size of the c ontracts - are partly to blame for timetables slipping. On top of that, howe ver, the contracts were awarded, and are on their way to completion, during a period of intense upheaval in the railway equipment industry, whose overca pacity problems are forcing it to consolidate across Europe. In summary, the main contracts are as follows: Eurostar trains. Transmanche Super Train Gro up, led by GEC Alsthom, is building the 31 Eurostar trains for the inter-cap itals day service - London to Brussels and Paris - at approximately Pounds 2 4m apiece. Eurostar trains beyond London. The same consortium is building se ven slightly shorter Eurostar trains for the daytime services from Scotland and from Manchester to Paris and Brussels. European night services. Metro-Ca mmell in Birmingham, which is part of GEC Alsthom, is building the 139 units of rolling stock for these services, which will go from Glasgow, Plymouth a nd Swansea to Paris or Brussels, and from London to Amsterdam, Dortmund or F rankfurt. Nine of the 46 Class 92 locomotives being built by Brush Traction, part of BTR, for British Rail and SNCF, the French railways, will be used t o haul these services, at least as far as Calais. Freight services. The rema ining 37 Class 92s will be used by BR's Rail Freight Distribution, and SNCF' s freight service, to carry freight through the tunnel and beyond. Arbel Fau vet Rail, based at Douai in northern France, is building low-platform interm odal wagons - which can carry freight in containers and 'swapbodies' - and f ully-enclosed wagons for shipping new cars. Le Shuttle. Thirty-eight locomot ives for the cross-Channel car, coach and truck service are being built by B rush Traction in Loughborough and Asea Brown Boveri, the Swiss-Swedish engin eering group. ESC Wagons, a consortium created by Bombardier of Canada and i ts subsidiary Bombardier Eurorail, is responsible for building 254 double- a nd single-deck wagons for Le Shuttle. The single-deck vehicle carriers were assembled at BN in Bruges and the double-deckers at ANF-Industrie at Valenci ennes, France. The manufacture of 19 single-deck loaders, included in the to tal of 254 wagons, was subcontracted to Fiat Ferroviaria in Turin. The Itali an company, in consortium with Breda Construzioni Ferroviare, also won the c ontract for the design and construction of 270 wagons to carry heavy goods v ehicles and their crews. The delays and controversy have centred on Le Shutt le railcars and Eurostar trains. In December, Bombardier said it expected to make a loss on its CDollars 820m contract to supply railcars, signed in 198 9, and said a CDollars 450m cost overrun was almost entirely due to design c hanges imposed by French and British government safety inspectors. ESC is to receive FFr700m in phased payments while Bombardier will receive up to 25m Eurotunnel shares in settlement of its claim against Transmanche Link, the m ain contractor for the tunnel, for costs arising from changes in the rolling stock design. So far, at least 202 wagons have been delivered and the order is expected to be completed this year. The Bombardier order had been awarde d in July 1989 by TML after an international call for tenders, but the genes is of the Eurostar trains was rather different. Because of the technical cha llenges - the need for the train to run on all three networks and cope with different power and signalling systems - and the many special safety featur es, 'we did not want everything new - we were looking for proven high-speed train technology,' says Mr Malcolm Southgate, deputy managing director of Eu ropean Passenger Services. In the mid to late 1980s, the only European conte nder was therefore Alsthom -later to become GEC Alsthom - which has built t he French TGV trains. The German ICE trains had yet to start operating, and as the UK, French and Belgian governments all wanted some manufacturing in t heir countries, the Japanese Shinkansen trains did not appear to get a look in. The original date for delivery of at least the first Eurostar trains was May 1993, in line with the tunnel's scheduled opening. Safety requirements, in particular the need for fire protection including a 30-minute inbuilt re sistance to fire to protect passengers - generated a lot of detailed design work, but did not hold work up, says Mr Southgate. Instead, he lists a numbe r of reasons why the initial Eurostar 'Discovery Programme' service is due t o start only in July, building up to hourly services in the autumn. The firs t was the choice of power drives. The French TGV trains had used so-called s ynchronous power drives, but GEC had developed asynchronous drives which wer e seen as a better bet for the Eurostar trains because they are lighter. The maximum load on each axle allowed by SNCF is 17.5 tonnes, and the Eurostar trains have to carry power equipment for three networks too. But developing the asynchronous power drives for the trains took longer than was originally foreseen, says Mr Southgate. There were also arguments for two years on wha t sort of signalling system to use. A cab-based, rather than line-side signa lling was necessary for safety reasons - drivers would not have enough time to react to lineside signals. Eventually a French system was chosen from a n umber available on the continent, and adapted to deal with the variety of tr ains using the tunnel. A more sensitive reason for the delays revolves aroun d the method of manufacture. Mr Southgate says the decision to build differe nt parts of the trains at plants in the UK, France and Belgium caused big lo gistical problems, which took some time to be recognised. It may also be rel evant that the early stages of the contract came very soon after the creatio n of GEC Alsthom from the merger of GEC and Alsthom's power engineering and transportation equipment interests. The difficulties in merging a UK and a F rench company loomed large in the early days of GEC Alsthom. In the past few months, what is hoped will be the final problem has emerged. A complex moni toring unit designed to prevent the electrical currents generated by the tra in itself from interfering with the signalling was activated by the frequent gaps in the third, conducting rail on the UK leg of the Eurostar train's jo urney. The solution, replacing about 3,000 track circuits between London and the Channel Tunnel, is now underway. The good news, however, is that delive ries of trains have kept pace with the revised deadlines, and delivery of th e final capital cities trains is now scheduled for early 1995. Mr Southgate believes the capital cities service will be up to full steam, at least for a winter service, by January or February next year. . 19. DOCUMENT NO.: FT 942-2873. HEADLINE: FT 17 JUN 94 / Eurotunnel takes slow train to dera il terrorists: The operator's security efforts . BYLINE: By JIMMY BURNS . PUBLICATION: The Financial Times . PAGE: London Page 10 . TEXT: A terrorist bomb attack on the Channel tunnel has so far occu rred only in fiction - in a Graham Greene essay five years ago. But the thre at is taken very seriously by Eurotunnel, the operator. The company faces fi nancial and competitive pressures to run a full service as speedily as possi ble - but it is a commercial imperative to be seen to have insured against a ccident or terrorist attack. Mr Richard Morris, safety director, said: 'Safe ty is uppermost in our minds. If we have a major accident we are dead as a c ompany.' At the weekend, hundreds of volunteer passengers took part in a suc cessful evacuation rehearsal, only to be delayed below ground by a power fai lure affecting the test of a Eurostar train. The sensitivity surrounding the Channel tunnel's record was brought into focus by the two recent temporary suspensions of Eurotunnel's freight service, when drivers halted trains afte r warning lights signalled non-existent faults. Eurotunnel argues that overz ealous, as opposed to lax, safety requirements were to blame, but the incide nt worried some potential customers. Had Eurotunnel been running a full frei ght and passenger service, and hundreds of civilians been trapped, there cou ld have been panic, said Mr Sydney Balgarnie of the Road Haulage Association . At best, some would have decided to switch back to the ferries. Over the p ast year, Eurotunnel has set a strict regime of tests for equipment and oper ations, which have to be approved by a Franco-British safety commission befo re the company can run a full service. Mr John Henes, Department of Transpor t official on the commission, insists that there is no question of safety ce rtificates being steamrollered to save Eurotunnel in the short term. 'It doe sn't matter to us how soon the tunnel opens. Our obligation is to ensure tha t it is safe,' he said. Tests are continuing on signalling equipment and fir e alarms. The commission is also supervising a series of mock evacuations of tourist passengers. Security officials have concentrated on ensuring that a dequate equipment, staff and operational back-up is in place to counter the threat of explosives being smuggled into the tunnel. Detective Superintenden t Cliff Grieve, UK head of ports and tunnelling policy, said: 'We are clearl y aware that the tunnel could be an IRA target and we are using the latest t echnology and the best advice to reduce that threat. But there is no 100 per cent secure transport system.' Security is having teething problems, in spi te of countless meetings involving police and intelligence officials on both sides of the Channel. Senior officials from the Home Office and the French ministry of the interior have failed to agree on powers of armed French poli ce stationed at Cherrington, where the tunnel emerges in Britain. The issue may delay the start of a full passenger service. One senior French police of ficer said this week: 'The gun is part of our uniform. It is a symbol of the authority of the state.' The ministry of agriculture has invoked rabies to resolve another issue of sovereignty - French customs officials have agreed not to bring sniffer dogs on trains bound for London. British Customs offici als responsible for building up intelligence on potential smugglers have pri vately complained that they have yet to get as much information about passen gers from Eurotunnel as they are offered by ferry companies. Nonetheless, th e overall sense from security chiefs on both sides of the Channel is of cons iderable co-ordination, cultural differences notwithstanding. No one is unde restimating the challenges that lie ahead. As one senior security adviser pu t it: 'British Airways lost Pounds 10m because of some IRA mortars that caus ed no physical damage.' If a similar incident threatened the tunnel, the dis location to operations could be massive. In an FT survey on the Channel tunn el published on May 6, the name of Eurotunnel's safety director was incorrec tly given. . 20. DOCUMENT NO.: FT942-11141. HEADLINE: FT 06 MAY 94 / Survey of The Channel Tunnel (1): Step that meets the spirit of the age - The opening of the Channel Tunnel strengthens the argument that the destiny of Great Britain lies in and with Europe . BYLINE: By DAVID MARSH . PUBLICATION: The Financial Times . PAGE: London Page I . TEXT: One more barrier in Europe has fallen, of supreme importance, though neither the largest nor the last. In 1987, when Britain and France ratified the Channel Tunnel accord, few would have predicted that it would come to f ruition seven years later with east and west Europe reunited by the end of t he cold war. The tunnel to be opened today by Queen Elizabeth II and Preside nt Francois Mitterrand forges a further link in the chain of contact and coo peration across a continent that again is whole and free. 'It was the best o f times, it was the worst of times.' After months in which elation over the tunnel's prospective opening has been tempered by frustration at delays and financial overruns, Charles Dickens' classic line aptly describes the mood a t Eurotunnel, the operator of the 32 mile (50km) link. Dickens' introduction to A Tale of Two Cities - now separated by a mere three hours' rail journey between London's Waterloo and the Gare du Nord in Paris - also sums up the state of Europe. The walls and the watchtowers of east-west division have di sappeared. Yet the continent is beset by strains engendered by recession, de ep-seated changes in economic structure, the break-up of the Soviet empire a nd German reunification. The continent must now manage an arduous transition . The momentous task of tunnelling beneath the Straits of Dover symbolises t he challenges Europe faces and the trials it has yet to overcome. The stretc h of water between Britain and France has a central place in the history and folklore of the two nations, both in peace and at war. During the past 200 years, the idea of joining Britain and France has sporadically occupied the minds of engineers and admirals, financiers and functionaries, schoolboys, p rime ministers and madmen. The problems of constructing the world's longest undersea tunnel cannot be gainsaid. Accomplishing this ambitious infrastruct ure project without recourse to government funds has been more exacting than the optimists forecast. The tunnel's overall cost has grown to Pounds 10bn. This is more than double Eurotunnel's estimate when construction started si x years ago, a time when buoyant economic conditions spurred wishful thinkin g. As a result of tortuous teething troubles, a full freight and passenger s ervice will not start until October, causing a large financial loss in the f irst year of operation and exacerbating pressure on banks and shareholders. Yet when the overall assessment of the enterprise is drawn up, these burdens should not be allowed to weigh too heavily in the balance. If the skill, in genuity and perserverance deployed in building the tunnel can be turned towa rds fashioning the new Europe, then the continent's salvation is assured. Th e historic rapprochement between the UK and the rest of Europe advances one more pace. Britain remains tied by formidable bonds of blood, heritage and s hared experience to America and the Commonwealth. Yet the tunnel makes more evident and more acceptable the reality that Britain's destiny lies with and in Europe. The French President and the British Queen will today turn a new page in relations between two countries joined and separated by a rich vein of turbulent history. In 20 years, the chroniclers of the century's final d ecade may speak of a new heading. In 50 years, with luck, they may be able t o point to a new chapter. In psychological and geographical terms, today's e vent is unquestionably of greater magnitude for the UK than for the French. Britain's land connection to the rest of the European Union has hitherto bee n limited to the troubled border between the Irish Republic and Northern Ire land. France is already joined physically to Spain, Belgium, Germany, Switze rland,Luxembourg and Italy. From now on, all these countries will appear, to British hearts, a small but perceptible degree closer than before. Construc tion has marked an effort of colossal technical, financial and political com plexity. Environmentalists' objections have had to be acted upon, politician s' egos massaged, bankers' nerves calmed, terrorists' ambitions (with luck) thwarted. The tunnel sets a milestone for many reasons. Achieving such a pro ject without public sector funding has necessitated imaginative and controve rsial financing techniques. The venture has literally unearthed new ground i n construction and civil engineering technology. It has spurred salutary com petition on a much-travelled route on which sea operators up to now have enj oyed natural dominance, and has opened new perspectives for rail transport a nd freight haulage across Europe. The tunnel has intensified Anglo-French co operation in areas ranging from handling equity flotations and harmonising r ailway signal equipment to commissioning boring machines and providing fence s against rabies-carrying foxes. More than anything, it is a project both in line with and in advance of the spirit of the times. The two governments we re able to reach agreement on a project embodying many of the concepts of ec onomic policy that have come to dominate the agenda of the 1990s: competitio n, the primacy of private sector finance, the drive to complete the barrier- free single market. For all the commonly-held belief in the constancy of nat ional characteristics, the tunnel illustrates what has changed in Europe. Th e British were once renowned as a race of railway-builders, the French - at least in the popular imagination of the English - as a people incorrigibly w edded to time-honoured preservation of their forefathers' paysage. In the la tter part of the 20th century, these roles seem to have been reversed. Ludic rously yet endearingly, Britain has failed to construct a high-speed train l ink to join the tunnel to London. By contrast, the French engineers of the P olytechnique and the Ecole des Mines have unswervingly pressed new lines int o service to ensure Eurostar trains race across the Nord-Pas-de-Calais plain before ambling through the hop groves of Kent. The tunnel, by itself, will make neither France less French, nor Britain less British. It represents a s tep towards European convergence, but also illustrates the continent's abidi ng diversity. ------------------------------------------------------------- ---------- TUNNEL'S TIMETABLE --------------------------------------------- -------------------------- Sept 11 1981: UK, France announce studies of a fixed link across Channel. Jan 20 1986: Twin-bore rail tunnels chosen. July 29 1987: The fixed link treaty ratified. Nov 4 1987 : Pounds 5bn credit agreement signed. Dec 1 1987: Excavating start s. July 26 1989: Shuttle rolling stock ordered. April 21 1990: Half com bined length excavated. Oct 25 1990: Eurotunnel gains additional Pounds 1.8bn credit. Oct 30 1990: UK-French contact in service tunnel. Dec 1 19 90: First people cross to England by foot. June 28 1991: Main tunnel ing completed. Jan 29 1993: New UK envoy to France crosses through tunne l. Oct 11 1993: Eurotunnel says Pounds 1bn more needed. Dec 10, 1993: Contractors hand over tunnel. April 21, 1994: Delay in first rail services announced. May 6 1994: The official opening ceremony. --------------- -------------------------------------------------------- . 21. DOCUMENT N O.: FT923-4956. HEADLINE: FT 03 SEP 92 / Survey of Distribution Servic es (2): On track to speed up network - Action to save EC's combined transpor t plans from stagnating . BYLINE: By MICHAEL TERRY . PUBLICATION: The Financial Times . PAGE: London Page II . TEXT: EUROPE AN transport ministers will next month be urged to agree urgent financial ba cking for a proposed new Ecu2bn (Dollars 2.7bn) strategy to save the Communi ty's combined transport plans from stagnating. The proposals will for the fi rst time also seek to include intra-Community maritime container movements f or special treatment under combined transport regulations. The 10-year suppo rt plan for dedicated track, terminals, rolling stock and unit load devices is being put forward at a time when combined transport activity is slowing d own and road congestion escalating. But in spite of the urgency of the situa tion, some countries, notably the UK, are doing little to encourage the deve lopment of combined transport systems. Combined transport traffic growth in Europe in 1991 has slipped from 20 per cent annually to 5 per cent. A T Kear ney, the management consultants whose report for the European Commission in 1987 predicted combined transport traffic would triple by 2005, has now exte nded the time scale by five years. Rudy Colle, director-general of the Inter national Union of Combined Road-Rail Transport Companies (UIRR), explained t hat the decline in 1991 volumes resulted from a drop in national traffic cau sed by increased competition from road hauliers. The UIRR's 12 member compan ies were set up by the railways with hauliers as shareholders so as to dispe l hauliers' fears over the railways' conflicts of interest. But many other h auliers and distribution contractors are not committing themselves fully to the system. They fear the railway companies cannot provide a reliable servic e. Transport Commissioner Karel van Miert will tell the Transport Council mi nisters that the economic and social gains of the Commission's plan far outw eigh the costs. Commission officials calculate that a Community-wide combine d transport rail network will cost Ecu1.4bn over 10 years. Terminals and equ ipment will cost Ecu600m. It is hoped that up to two-thirds of the cost will be funded by the operators and the remainder by national governments and th e Commission. Ministers will be told combined transport operators cannot the mselves finance the investment required for the rail and terminal network. T he margins that they are forced to operate on to remain competitive with hau liers are too slender to afford the heavy investment. This is due to deep pr ice-cutting in the liberalised road transport market and the difference in h idden costs between road and rail, where road hauliers get their infrastruct ure free and escape the costs of the environmental damage they cause. Mr Van Miert will argue that for combined transport to be effective, it is essenti al to develop a community-wide network and not rely, as at present, on isola ted lines. The plan will concentrate on the most productive lines first. The se are in Germany, Italy and France. Eventually the network will stretch fro m Scotland and Ireland, to the Iberian Peninsula and across to Greece and th e borders of eastern Europe. To encourage new private operators, the ministe rs will be asked to agree to pilot projects aimed at establishing ground rul es on how small road hauliers get access to terminals and the conditions for market entry. The projects will involve inland waterway and short-sea conta iner operations. The Competition Directorate, DG IV, will also be involved b ecause of a possible need to draft a derogation from competition rules. The special nature of combined transport entails operators of different modes to enter agreements with each other that could be interpreted as being against the Treaty of Rome's competition rules. But there is still widespread scept icism over the railway's commercial role in combined transport. A new interm odal company, Allied-Continental Intermodal (ACI) is being launched in the U K today by Intercontainer, the European Railways' intermodal company, SNCF a nd Railfreight Distribution (RfD) to compete directly with the newly-formed UIRR associate, Combined Transport Ltd (CTL). This is causing concern in the UK industry. ACI is owned by the railways whereas CTL is 36 per cent owned by private hauliers and forwarders. But a spokesman at RfD insisted that CTL has nothing to fear and will receive service quality equal to that given to the new company. To encourage combined transport the Commission has agreed derogations which allow governments to give discounts on vehicle excise duti es and permit gross lorry weights of 44 tonnes for vehicles in combined tran sport. The Belgian, German, French and Italian governments allow one or both of the derogations. The UK government allows neither, preferring to stick w ith its 38-tonne gross lorry weight limit until 1999. The 32.52 tonnes restr iction on drawbar sets will be raised to 35 tonnes next year. Because this m akes British operations less competitive than those on the European mainland , UK firms are reluctant to invest in combined transport equipment. The UK h as fewer than 2,000 swap bodies, the most popular intermodal system, compare d to more than 100,000 on the mainland. The Rail Users Group, the Freight Tr ansport Association and the Road Haulage Association continue to urge the go vernment to adopt a more helpful attitude. UK-based Grand Transport Systems, a leading European supplier of intermodal equipment for combined transport, makes little effort to market its products in the UK because of delays and uncertainty over the provision of combined transport infrastructures on the British side of the Tunnel. RfD managing director Ian Brown says he now has government approval to spend Pounds 50m to increase the clearance height to European loading gauge standards of tunnels and bridges on the Channel Tunne l routes. It will allow his new fleet of medium deck height wagons to carry 9ft high containers. . 22. DOCUMENT NO.: FT932-16862. HEADLINE: FT 03 APR 93 / Tunnelling into history: Finance might still be in question, but under the ground and above it the Channel tunnel project is nearly ready . BYLINE: By ANDREW TAYLOR, Construction Correspondent . PUBLICATION : The Financial Times . PAGE: London Page 8 . TEXT: THE T RACK is laid, the platforms are in place, overhead power lines have been ere cted and the first trains have been run between Britain and France. The Chan nel tunnel has arrived. Most of the construction and electrical installation has been completed apart from the odd bit of concreting, painting, landscap ing and, most important, the fitting-out of the control towers. Commercial s ervices are due to start next year. The terminals - at Coquelles in northern France and Folkestone in Kent - look much as they will when public service s are running, down to the foundations and overhead gantries for the toll bo oths. The main structures, including control towers and amenity and rest are as, have been completed. Facilities for customs and immigration have been pr ovided, even though it is not clear what border controls will be required fo llowing the removal of trade barriers between European Community countries. The electricity sub-station at the Folkestone terminal which will provide po wer - using French electricity - is partially operating. Hiring and training of train crews and traffic controllers started last year. They will be expe cted to speak fluent English and French. Even toll-booth operators will atte nd a two-week language course. Eurotunnel, the Channel tunnel operator, has hired 1,100 of the 2,650 full-time staff it will need. There will be about t he same numbers of British and French workers, with 5 per cent drawn from ot her nationalities. Some big problems remain. The system has to be tested tho roughly before Eurotunnel can receive an operating licence from a specially established Franco-British inter-governmental commission. Full-scale fire an d evacuation tests will have to be conducted underground. Managers will have to be satisfied that control and signalling systems will work properly when connected up and that procedures for loading and unloading vehicles on shut tle waggons will not delay services. Passenger shuttles, each carrying up to 120 cars and 800 passengers, are expected to run every 15 minutes at peak t imes. The 50km journey will take about 35 minutes, at a maximum speed of 130 kph. There will also be mainline passenger and freight trains run by BR and SNCF, the British and French rail networks, which could mean trains entering and leaving the tunnels every three minutes. Delivery of locomotives and wa gons has already been delayed. A dispute over costs between Eurotunnel and T ransmanche Link, the consortium of five British and five French construction companies building the Pounds 8bn-plus project, could delay further commiss ioning and testing. The opening date, originally planned for May, has been p ut back to December and Eurotunnel says it could open either side of Christm as. Some construction companies say it may not open until March or even late r next year. No matter who wins in the row over costs, the system is built. Even in the unlikely event that Eurotunnel failed, somebody would take over the project. All that is needed is the passengers and the cars and history w ill have been made. . 23. DOCUMENT NO.: FT942-7975. HEADLINE: FT 23 MAY 94 / Every which way but the right way: The UK government has yet to de liver a coherent transport policy . BYLINE: By CHARLES BATCHELOR . PUBLICATION: The Financial Times . PAGE: London Page 19 . TEXT: An ambitious Pounds 2bn proposal to build the first east-west rail l ink across London comes to grief in a parliamentary committee of just four M Ps. Despite the backing of not merely the government, but also the oppositio n Labour party and the capital's business interests, CrossRail is rejected b ecause traffic projections have changed since it was planned in the late 198 0s. CrossRail has, regardless of its merits, come to reflect a wider malaise in Britain's transport policy. Many experts, planners and transport operato rs, as well as the travelling public, agree that transport planning in the U K is failing to deliver the goods. Criticism has come from organisations as diverse as the Confederation of British Industry, the Royal Institution of C hartered Surveyors and the Council for the Preservation of Rural England. Ma ny of the objections centre on the perception that the government favours th e private car over public transport. High-profile public protests against a number of road schemes have spilled over into violence in some instances. Mo re attention-grabbing demonstrations are expected against a bypass to the ea st of the picturesque Georgian city of Bath and against a motorway extension through an area of great natural beauty south of Blackburn. Meanwhile, cong estion is stifling towns and cities while delaying commuters on their journe y to work; cross-country motorways are clogged by traffic jams with increasi ng frequency, while rail services are in the throes of privatisation with a still uncertain outcome; London Underground suffers frequent breakdowns beca use of ageing equipment; the government has cut back on its Pounds 23bn 10-y ear roads programme and set more realistic priorities; and delays on a high- speed rail link between London and the Channel tunnel mean it will not be co mpleted until at least eight years after the tunnel itself has opened for bu siness. Yet across the Channel, French passengers enjoy inter-city trains tr avelling at speeds of nearly 190mph; German commuters travel on spanking new underground systems; and the Dutch get to work on a road network which prov ides extensively for the cyclist. Mounting public dissatisfaction over trans port provision in the UK has pushed the issue to the top of the political ag enda. Tory backbenchers have joined a revolt against a programme for buildin g trunk roads and motorways. The main criticisms of the government's present transport policy are that: There is no long-term approach to planning trans port infrastructure projects. As it takes several years to plan, prepare and construct a large transport link, a short-term outlook can make a nonsense of such a project. The reason is that traffic or passenger flows are subject to change during the planning and construction period. CrossRail provides a striking example of this. If traffic demand increases during the economic r ecovery there may once again be a need for a cross-London link and the whole planning process will have to start again. 'The British government machine, with its . . . year-by-year battles, is fundamentally ill-suited to dealing with the timescales intrinsic to transport decisions,' concluded the author s of Transport Policy-Making in Britain, a recent study by the London School of Economics. Parliament votes funds for one year; government departments a re encouraged to think three years ahead; while the election timetable impos es a four- or five-year time frame on thinking. Contrast this with the long- term strategic planning, often backed by a guarantee of government funds, in many other European countries. Switzerland has embarked on a 12-year progra mme, Bahn 2000, to upgrade its rail network, while the Netherlands has a 15- to 20-year perspective for its Rail 21 project. There is little co-ordinati on of road building with public sector spending on rail or urban light railw ay systems in the UK. Transport projects are judged individually, largely by their contribution to reducing congestion in a specific area, says Steer Da vies Gleave, transport consultants. Moreover, says Steer Davies Gleave, the way in which the UK assesses the merits of different forms of transport tend s to favour the private car. The government offsets against the cost of a ro ad construction project the money value of the time saved by users. But, in the case of public transport projects, it does not. German and French assess ments do not reflect this bias. Tight control by the Treasury adds to the te ndency to adopt short-term financial goals on transport projects. Each rail project requires separate Treasury approval, while schemes in the 10-year ro ads programme do not. The injection of more private sector finance was seen as a way round tough controls on public spending. But this, too, has run int o the buffers of Treasury control. Private sector bids to modernise London U nderground's Northern Line are due shortly, but problems have arisen over th e degree of risk to be carried by the private sector. 'Government is discove ring, says the LSE study, that 'you can either have control or majority priv ate finance, but you cannot have both.' The government does not spend enough on the transport infrastructure. Last November of all transport expenditure s the roads budget was most severely cut. Over the long term, however, it is public transport which has suffered most, critics say. John MacGregor, the transport secretary, points out that 40 per cent of his department's budget is spent on public transport although nearly 90 per cent of journeys are mad e by motor car. But overall spending on schemes involving all forms of trans port is set to fall 13 per cent over the next three years to Pounds 5.4bn, a ccording to transport department forecasts. The UK spends less on rail infra structure than any other European country except Finland. Germany's superior commitment to rail, by contrast, is evidence in its plans to invest more in its rail network than in roads in the period up to 2010. What does the gove rnment say to such criticisms? It believes attempts to establish an integrat ed plan for transport would not succeed, 'We don't believe in a centralised system which tells people how to travel,' Mr MacGregor said recently. The go vernment is, however, trying to create an overall framework which meets the needs of the economy. While it does so, it can draw to its critics' attentio n a shift in its own approach. This change is driven, in part, by a growing realisation of the environmental impact of an unrestrained increase in road traffic. Yet any shift is constrained by its calculation that even a 50 per cent increase in rail traffic would reduce the number of road journeys by on ly 5 per cent. The government is increasing fuel duties by at least 5 per ce nt a year to meet the Rio targets for CO emissions, implicated in global war ming. There have also been potentially far-reaching changes in government pl anning guidelines, among them one in March calling on local authorities to l imit the scale of out-of-town commercial developments and reduce reliance on the private car. Even more far-reaching are plans to introduce tolls on Bri tain's motorways. Indications are that, in the early stages, these will be s et low, but they may still prompt a shift towards public transport. Governme nt rhetoric on public transport is also changing. As yet, however, there is no commitment to extra funding. Without such a commitment, the travelling pu blic and much of industry are unlikely to be satisfied. They await hard evid ence of government determination to solve chronic transport problems and giv e coherence to planning, whose dislocation was so evident in the CrossRail d ebacle. . 24. DOCUMENT NO.: FT924-9717. HEADLINE: FT 04 NOV 92 / Pr ivate way for public roads: Budget constraints are forcing the UK government to seek new ways of financing transport . BYLINE: By RICHARD TOMK INS . PUBLICATION: The Financial Times . PAGE: London Page 22 . TE XT: Britain badly needs more roads and railways. People are tired o f traffic jams and slow, overcrowded trains; recession has left the construc tion industry desperate for work; and after a sudden policy turnabout at the end of last month, the government has become a convert to the need for big capital projects to stimulate economic growth. But who is going to pick up t he bill? At a time when ministers are agonising over ways of meeting next ye ar's Pounds 244.5bn planning total, there is little enough money in the publ ic purse to maintain existing spending programmes, still less increase them. The government, however, believes it has a solution. Mr Norman Lamont, the chancellor, has promised that next week's Autumn Statement will come up with ways of involving the private sector in the funding of capital projects. Th e idea is not a new one. In 1981, during Britain's last deep recession, ther e were similar pressures for capital investment to get the economy moving, a nd similar calls for private sector involvement to help it along. The Treasu ry responded by drawing up the so-called Ryrie rules to define the condition s in which private sector funding could be allowed. As befitted a government for which the control of public spending had become an icon, the rules were a model of fiscal rectitude. One rule, known as the non-additionality princ iple, decreed that private money invested in public sector projects could on ly be used in place of public spending, not in addition to it. Another, know n as the value-for-money principle, decreed that private funding would only be allowed if it delivered a project more cheaply than public sector funding - a most unlikely eventuality since the government can borrow from the fina ncial markets at much lower rates of interest than the private sector. Not s urprisingly, the effect of the rules was to stifle private sector participat ion rather than to encourage it. But in a sense, it did not matter much. By that time, the government's privatisation programme had started to solve the problem in a different way - by transferring state-owned utilities and thei r accompanying capital requirements to the private sector. Transport was a p rime target for privatisation. The national airline, airports, ferries, port s, road freight, buses and coaches were all sold. But roads and railways rem ained stubbornly in the public sector, and by the late 1980s were coming und er unprecedented strains as a result of strong economic growth. The result w as a renewal of calls for private sector involvement in funding transport in frastructure. In May 1989 Mr John Major, then chief secretary to the Treasur y, announced that the Ryrie rules would be scrapped. Days later, the Departm ent of Transport published a document called New Roads By New Means, heraldi ng the dawn of an era in which the private sector would be allowed to build toll roads. Three years on, these moves have almost wholly failed to achieve their objectives. True, the privately-funded Dartford Crossing now carries London's M25 orbital motorway across the Thames, but that was an exceptional project approved before the abolition of the Ryrie rules. Since 1989, the c onstruction of the privately-funded Second Severn Crossing has begun, but th e only road or motorway project to have been given the go-ahead is the Birmi ngham Northern Relief Road - and that is not expected to open until the end of the decade. One reason why the private sector has proved so reluctant to finance as well as build the nation's transport infrastructure is that the a bolition of the Ryrie rules was largely a sham; the Treasury simply re-creat ed the rules in its so-called Green Book in April 1991. Its only significant concession was a softening of the non-additionality principle, allowing for consideration to be given to the use of private funding to supplement publi c spending. In reality, however, there is a much more obvious explanation fo r the private sector's lack of interest in road and railway investment than Treasury rules. It is the fact that companies cannot see an opportunity for making money out of it. The risks and costs, for example, can be immense. Le ad times for transport infrastructure projects typically span a decade or mo re because of the interminable, and usually controversial, planning processe s. Companies are reluctant to risk millions of pounds working up projects on ly to see them collapse or rendered unviable during the planning phase. And when projects do go ahead, companies may face colossal bills for land acquis ition and environmental protection. The risks would matter less if companies could be sure of earning appropriate returns. But in Britain, where existin g roads and motorways are free at the point of use, it is difficult for comp anies to charge tolls high enough to cover their costs without losing their customers to free alternative routes. Put simply, toll roads only work where users have no cheap or easy option. In other countries which operate them, such as France, they tend to work either because alternative routes are also tolled, or because free alternatives are unsuitable for drivers travelling long distances. In Britain, it has so far only been possible to introduce to lls on river crossings, where the alternative is another tolled crossing or a long detour. If the Birmingham Northern Relief Road works, it will only be because the motorway route for which it provides an alternative is full. It follows that another attempt to encourage the private sector to build toll roads through a softening of Treasury rules will be futile unless it is acco mpanied by measures to make such projects viable. The single most obvious so lution would be to sweep away road tax and fuel excise duties and replace th em with a system of electronic road pricing - in other words, charging peopl e for use of public roads on a pay-as-you-go basis. This would not only put private roads on a more competitive footing with public ones, but would have the beneficial side effect of increasing the viability of rail. Transport a nd environment ministers are increasingly suggesting that road pricing is in evitable, if only as a means of tackling traffic congestion and pollution. E ven so, they have made it clear that they are not quite ready for it yet. In the interim, therefore, the next best solution might be to introduce charge s only for those public roads or motorways competing directly with privately -operated routes. One way of doing this would be to award concessions for ro ute 'corridors' rather than specific roads, and allow companies to toll exis ting roads lying in the corridor to help pay for new ones. For example, if t he government wanted the private sector to build new motorway capacity betwe en Birmingham and Manchester, it could grant a company the Birmingham-Manche ster concession and allow it to impose tolls on the existing M6 motorway to help meet its costs during the planning and construction of a new road. Simi larly, a company could be granted a concession for the heavily-congested M25 London orbital motorway, imposing tolls on the existing road to pay for a w idening programme. Precedents for this kind of arrangement already exist. Th e consortium that built the Dartford Crossing, led by Trafalgar House, the c onstruction group, was given a concession to take over the existing Dartford Tunnel. Income from the tunnel and bridge tolls is being used to service th e loans, and once these are paid off, the tunnel and bridge will revert to t he government. In this case, the consortium's profit comes not from the toll revenue, but from the construction contract and the fees for arranging the loans. A similar agreement has been drawn up for the Second Severn Crossing, so it is clearly deemed as workable. But it has its drawbacks. One is that it confers undesirable monopoly powers on the concessionaire, implying a nee d for close government control over charges. Worse, where roads are involved , it means the imposition of tolls where none previously existed, so risking a public outcry and the possible diversion of traffic onto unsuitable secon dary roads. In the face of these obstacles, perhaps the most attractive prop osal comes from Sir David Hancock, a former Treasury official who is now a d irector of Hambros Bank. He suggests that, if a toll road proposal arouses n o private sector interest because companies believe it would fail to deliver an adequate return, the government should make it more attractive by offeri ng a grant towards the project's costs. Companies would then bid to see whic h required the smallest subsidy to proceed. One attraction of the idea is th at the Treasury has already accepted the principle in other areas of transpo rt. In some ways it resembles the scheme under which the government is prepa red to consider grants towards the construction of jointly-funded light rail systems, such as the Manchester Metro, to reflect the benefits they can bri ng to local communities. A still closer parallel lies in the government's pl ans for railway privatisation, where the operation of loss-making passenger services will be franchised out to the private sector on the basis of which company requires the smallest subsidy to run them. The implications of adopt ing such a scheme for capital works could spread beyond roads. For example, the government continues to insist that it wants the private sector to provi de the planned Channel Tunnel Rail Link between London and the Channel tunne l. In reality, there is no possibility that the link will deliver a return b ig enough to persuade the private sector to fund it on its own. But an aucti on to determine which company or consortium required the smallest government grant to undertake the project could get the line built at least cost to th e exchequer. The idea is not a panacea. The Treasury, always highly suspicio us of schemes which mix public and private sector finance, will see it as a way of using taxpayers' money to subsidise private profit. Mr John Fletcher, a director of Trafalgar House, says no scheme is likely to take off unless the government draws up a programme of works large enough for the private se ctor to consider it worthwhile getting involved. And even if the government does succeed in getting private funding off the ground, years will pass befo re any projects reach the construction stage - by which time, Britain can on ly hope, the country will long since have emerged from recession. . 25. D OCUMENT NO.: FT944-11236. HEADLINE: FT 07 NOV 94 / Survey of Birmingha m and the West Midlands (7): Unease at the nation's crossroads - The extensi ve transport system is still inadequate, say businesssmen . BYLINE: By TOM LYNCH . PUBLICATION: The Financial Times . PAGE: London P age IV . TEXT: The West Midlands region has an extensive road syste m, the UK's main north-south rail link, and an international airport within easy reach of Birmingham city centre. However, businessmen argue that the pr incipal roads are congested, and they point to the increasing need for suppl ier companies to meet the faster and more accurate delivery times required b y big manufacturers. They complain about a lack of investment in the main we st coast railway line, just as it is becoming a vital access route to the Ch annel tunnel. The airport is gearing up for expansion and is hoping to attra ct travellers who currently prefer to use Heathrow or Manchester. Mr Tony Br adley, home policy manager of Birmingham chamber of commerce, argues that tr ansport is the key to everyone else's industry. The transport network that g rew up to serve West Midlands manufacturing became one of its strengths as i ts dependency on exports increased. Birmingham found itself at a transport c rossroads, and pressure on links intensified as more motorists used roads bu ilt to serve industry, and as those roads became through-routes on the south -east to north-west axis linking the country's three main conurbations. The stretch of the M6 across the north-west of Birmingham is a prime example. Bu ilt to a capacity of 80,000-90,000 vehicles a day, it is now carrying 115,00 0. A second public inquiry is under way into a proposed new motorway - the B irmingham northern relief road - to take through-traffic away from the conur bation. After the first public inquiry the road was approved, but then the g overnment decided it wanted it to be the UK's first private-sector tolled mo torway. This time there are more objectors, as some believe a toll motorway would put the area at a disadvantage. Further north, there are plans to wide n the M6 between Stafford and Manchester. Much local lobbying has tried to p ersuade the government to allow the upgrading of the 500-mile west coast mai n line, the railway linking London, the Midlands, north-west England and wes t-central Scotland. Inter City, the train operator, is doing its best, runni ng a service on 30-year-old equipment. Railtrack and WCML Development, a pri vate sector consortium, are carrying out a feasibility study for the upgradi ng. Planning permission has been given for two regional freight terminals - at Daventry and Hams Hall - to serve Channel tunnel services. The West Midla nds is one of the few conurbations of any size without an underground or lig ht rail rapid transit system. This is a deficiency the region is anxious to put right. It regards the plan for a three-stage development, starting with a line from Birmingham to Wolverhampton, as a main contender for government help. There are also hopes that this metro would have a link with the airpor t, whose finance director, Mr Stephen Greenwood, argues that expansion could be an important jobs generator. The airport will handle about 5m passengers this year - a further 1m, he said, could add 1,000 jobs to the local econom y. Birmingham airport's expansion plans are based on getting a bigger share of the market in its own back yard. The airport meets about half the region' s leisure demand (compared with Manchester's 95 per cent) and 41 per cent of scheduled demand (65 per cent). Thirty-eight per cent of West Midlands pass engers for Paris use Heathrow in spite of Birmingham's offering nine flights a day. To rectify the situation, the airport this month opens a marketing c ampaign based on the slogan: 'The world on your doorstep.' It will emphasise the services, as well as the airport's relatively easy access and parking a nd its claimed advantage over Heathrow in speed of baggage and passenger han dling. The airport's expansion plans involve more than doubling the main ter minal area, and expanding the Eurohub terminal used by British Airways to cr eate capacity to handle at least 11m passengers a year by 2005. Planning per mission will be applied for early next year. In the longer term, the airport wants to extend its runway from the present 2,600 metres to 3,100m, to enab le it to serve the most distant long-haul destinations. Mr Greenwood emphasi ses that the airport can expand regardless of that extra capability. It is c urrently in public consultation, especially with affected communities, and w ill not seek planning permission for two to three years. Crucial to any larg e expansion is the airport's plan to end its public-sector status, so that i t can fund its Pounds 150m-Pounds 200m development without an impact on the public sector borrowing requirement. It is owned by seven local authorities - Birmingham, with 38 per cent, and Solihull, Coventry, Dudley, Walsall, San dwell and Wolverhampton in 8-12 per cent parcels. The councils have agreed t o become a minority shareholder, and control collectively no more than 49 pe r cent. The rest will be disposed of by attracting strategic partners to inv est in the airport, placing shares with institutions or a combination of the two. The government has approved the move in principle, and the airport is aiming for partial privatisation by next spring. . 26. DOCUMENT NO.: FT94 2-12765. HEADLINE: FT 28 APR 94 / Guns dispute may delay tunnel furthe r . BYLINE: By JIMMY BURNS and DAVID BUCHAN . DATELINE: PA RIS . PUBLICATION: The Financial Times . PAGE: London Page 13 . TE XT: Full passenger services on the Channel tunnel could face furthe r delays because of a continuing dispute between Britain and France over arm ed police. Home Office and French Ministry of the Interior officials have fa iled to reach agreement over whether French police will be allowed to carry their guns without restrictions throughout the tunnel link. The cross-border powers of British and French police are part of a long protocol agreement i nitialled by the governments at Sangatte in November 1991. Technically, it b ecame legal last year. The protocol gives extra-territorial powers of invest igation, search and arrest to police officers of both sides in 'control' zon es at the international terminals in London and Paris and in the shuttle ter minals at Cheriton and Coquelles. The British agreed that French police may carry weapons when stationed at the fixed control zones at Cheriton. But the y are resisting demands that these powers be extended to officers moving bet ween tourist and freight terminals at Cheriton, as well as on the passenger through-trains arriving and departing at Waterloo. Under a draft operational plan drawn up by Home Office officials, French police officers would deposi t their guns in containers and travel unarmed with their UK counterparts. Br itish officials fear the unrestricted movement of armed French police could lead to situations in which weapons are used, with potential for complex leg al wrangles. British police sources say there is also concern that to give w ay would fuel demands by some members of the British police that they too be permanently armed. The French argue that because of tradition and training their police should be allowed to be armed. The British plan is seen as agai nst the spirit of the protocol. An aide to Mr Charles Pasqua, the French int erior minister, yesterday played down British reservations about accepting a rmed French police controlling trains on UK soil as 'essentially a cultural problem', David Buchan in Paris writes. But he was sure the police forces of both countries would find 'a practical solution'. He noted that Mr Michael Howard, home secretary, had not raised the issue when he met Mr Pasqua in Pa ris last month. . ============= Transaction # 151 ============================================== Transaction #: 151 Transaction Code: 27 (Saved Recs. Win. Exited) Terminal ID: 57900 Z39.50 Server ID: 19 (TREC) Session ID: 1 New Z39.50 Server ID: 0 (Astro/Math/Stat) Old Z39.50 Server ID: 0 (Astro/Math/Stat) Usr Interface: Prob Time Cmd Sent: 16:00:00 Rec. Format: Review Time Cmd Complete: 18:28:10 Selec. 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