By Karen E. ThuermerSince F. Brooks Royster III is the new kid on the block as the Maryland Port Administration’s (MPA) executive director, Royster does not profess to have formulated a “vision” for the port just yet. “But my objective is to grow the port’s niche business, specifically its forest products, automotive and container business,” he says. Royster came onboard at the MPA in May after a messy, public battle for power at the port of Baltimore ended with the resignation of its chief executive this year. After heated debate on how to separate politics and waterfront business, a state-commissioned report conducted by New York-based Mercer Management Consulting suggests giving port executives more power over day-to-day operations and easing state rules on hiring and spending. Port and government officials will mull the report’s recommendations over this summer. Royster has the needed background. A 33-yer veteran of the maritime industry, he hails from the Port of Miami where we serves for three years as executive officer of the Port of Miami Terminal Operating Company, LLC (POMTOC). During his tenure, he managed the company to record levels in throughput and profitability. Now he is ready to take on what he refers to as “a mature port.” One home run Royster would like to accomplish during his tenure is inducing a steamship line to make a direct call to the Port from Asia. “We presently have not direct service to the Far East,” he says. With trade booming, and no abatement on the horizon for goods coming to the United States from China, Royster believes it is important for the port to offer this service. To help market the port, the MPA maintains marketing representatives in London, Tokyo, Shanghai, and Seoul. GOOD GROWTHMeanwhile, he reports that the port is experiencing double digit growth overall with some area growing faster than others. “The automotive industry is not doing well, but forest products—items such imported newsprint, magazine paper, wood pulp, craft liner board, are in the double digits,” he says. “We are also seeing double digit growth in our container business, despite the fact we have not seen a new carrier call on the port.” But Royster anticipates making an announcement this fall. The port is one of the nation’s largest handlers of paper imports. Last year, it took in almost 705,000 tons, over 30,000 tons more than the year before. The Port of Baltimore enjoys its position as No. 1 in the nation for roll-on/roll-off traffic and No. 2 for automotive business. “We see a lot of farm equipment coming through our port going to the hinterland,” Royster says. As for automotive, the port competes head on with the No. 1 contender, the Port of New York and New Jersey, and No. 3, the Port of Jacksonville. Among the cars handled at the Port of Baltimore are those manufactured by Ford, Honda, Mercedes, Jaguar, Porsche, Land Rover, General Motors (Chrysler), and KIA. “Most are imports,” Royster reveals. “It is not a balanced trade. But the cars come in from all over. We are successful with this business, especially in handling cars such as Jaguars and Porches, because of our good labor.” Not only is labor well trained and stable, port officials enjoy good relations with the International Longshoreman’s Association (ILA). “We view them as a partner, and meet with them regularly,” he says. As for the containerized business, Royster sees the Port of Norfolk in Virginia as it steepest competition, although neighboring Philadelphia also competes despite the fact it too operates as a niche port. “In regards to the Port of Norfolk, we are 180 miles closer to the marketplace and to cities such as Detroit, Cleveland, St. Louis, and Chicago,” he adds. “This is significant since the inland portion of moving freight is the most expensive part of the transportation cost.” Plus, he adds, Baltimore does not have the traffic congestion as does the Norfolk/Hampton Roads area. “We are about one mile from Interstate 95, so