Professional Documents
Culture Documents
Index
Section 1. Introduction to Port Design and Construction Technique and
Perspectives
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Developed economies 2/
Commonwealth of
Independent States
Asia-Pacific
Exports from
World
Europe
North America
Year
2000
World
6337849
Total
4374903
Total
413661
Japan
337372
Total
Germany
Total
2549479 474942 1411764
U.S.A.
1176012
Total
77403
Europe
65291
2008
15945179
9579855
811829
607480
6348816
1117793
2419210 1966121
516893
426699
2009
12396195
7208259
607995
441563
4794318
860956
1805946 1449941
313402
243914
2010
15031655
8401878
754568
551775
399754
324616
2011
464 548
383359
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Ports developments are motivated by economic and technology evolution from global
industrial and technology revolution.
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Megaports able to receive largest vessels will be serviced by traffic from small ports.
Worldwide demand for energy and raw materials create strong need for specialized liquid and dry bulk material ports.
Deepwater facilities able to handle supertanquers or superbulkers constructed. Key factor: High capacity loading and
unloading technology.
4. Presently tankers 500 000 ton ply the oceans. Shipyards capacity: 1,000,000-dwt tankers.
5. Production, transport, and consumption of LNG steady increase. New Terminals: Vessels 65,000-70,000 dwt, 300 m
lenght, draft ~12 to 13 m.
6. Bulk carriers with terminals of 20 000 tonnes/hour of dry bulk and 220 000 m3 of crude oil per day.
7. Avoiding dredging go construction of offshore fixed or floating marine facilities. Moved 2 km and more offshore and
linked to the shore by submarine piplelines or bridgelike trestle.
8. New generation of cruise vessels with more than 350 m for 6400 passengers.
9. The challenge: Environment protection programms. Features:
Public participation
Effective communication,
Noise, vehicles and transport, visual intrusion, atmosferic pollution, water quality reduction by dredging,
effects of coastal morfology and fauna and global war on terrorism.
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Ship
Year
Gross
Tonnage
Length
Beam
Staterooms
Max
Capacity
Allure of
The Seas
2011
225,282 GT
361.8 m
65 m
2,706
6,400
Oasis of
The Seas
2010
225,282 GT
362 m
65 m
2,706
6,296
Norwegian Epic
2010
155,873 GT
329.5 m
41 m
2,114
5,183
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Port, Country
Shanghai, China
Singapore, Singapore
28.43
29.94
3
4
5
6
23.70
22.51
14.18
13.14
24.38
22.57
16.17
14.72
12.55
14.26
12.01
13.02
11.60
13.01
10
11
12
Qingdao, China
Jebel Ali, Dubai, United Arab
Emirates
Rotterdam, Netherlands
Tianjin, China
Kaohsiung, Taiwan, China
11.14
10.08
9.18
11.88
11.59
9.64
13
14
15
16
8.87
7.91
8.47
7.83
9.60
9.04
8.66
7.94
17
7.48
7.64
18
19
20
6.47
5.82
5.24
7.50
6.47
6.40
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km
2
1
~
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33
km
~50
34
35
36
37
38
39
40
41
42
43
44
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Step1. Description of the proposed port projects. Potential benefits and beneficiaries and
alternatives of port configurations
Step 2. Forecast of traffic flow
Step 3. Assessmnet of costs and benefits:
Port facility costs
Material-handling equipment cost.
Inland transportation costs
Benefits. Savings in shipping costs, reduction of waiting time, saving in investment costs,
other.
Step 4. Alternatives for timing of investments: Possibility of later expansion to demand
growth. Determine a port expansion strategy with minimum cost and desired level of service.
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Step 5. Economic feasibility analysis. Present value and internal rate of return calculation.
Choose the combination of a port site and inland transportation alternative with largest net
present value of total costs and benefits.
Step 6. Sensitivity analysis. Determine how the selected site and the inland transport mode
will be affected as traffic volume or capital investment costs change. (Example: If investment
costs for road facilities increase proporcionally with traffic volume, the preferred inland
transportation mode may be rail, instead of road)
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Inland transportation network distances from each terminal to each demand center
New investment costs for each alternate inland transportation mode and actual operating cost
Financial resources available
Revenue schedule
Appropiate rate of return
Foreign exchange earnings
Construction period and economic life of the project equipment
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Availability of labor
Skill level of labor
Available financial resources
Port expandability
Exisitng infrastructure around prospective port site
Regional development considerations
Atractiveness of location to ship operators (depths, accesibility)
Economic analysis (NPV calculation)
Sensitivity analysis result
Next step is to assign weights to each factor, by relative importance. In scale from 1-5, 1 representing poor and
5 representing excellent, for each site. Total weighted score for each alternate is calculated by summing up the
product of the assigned weightof each factor and the given rank.
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Economic Base Survey: Detailed commodity flow, type, and form forecast: Economical
transport base of ports. Growth of economic activity. Trade development
analysis.Commodity flow analysis.
Transport System. Water transportation, Rail transportation, Higwayroad transport
Change in Shipping Pattern. Commodity flow and physical form.
Study of Shipping and Land Transportation Technology Changes
Cargo Handling, Transfer and Storage
Inventory of Port Facilities and Analysis of Operations
Analysis of present facilities and future needs
Engineering Study
Identification of Port Development Alternatives
Financial Study
Environmental Analysis
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Problem Definition. Capacity, Service level, Navigational features, Inland transportation networks,
Technological changes
Institutional Improvement. Complete reorganization, custom procedures, documentation, labor relations,
training programs for dock laborers
Operational Improvements. Working procedures. Mechanization, Improvement of equipment and
maintenance
Modification and Expansion of Existing Facilities
Development of New Port
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We attemp to evaluate statistically the probability, frecuency and severity of events causing damages of certain levels
to port structures or equipment being port protective, coastal protective, offshore exploitation, cargo handling,
storages or other.
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Ad
m
in
is
73
Ro
tr
at
io
R
o
Zo
er
al
go
ne
Pier III
Zo
Ca
r
To
ur
is
m
ne
G
en
Zo
ne
ta
in
er
Zo
ne
Z one
Pier II
Future development
C
on
Bulk
Pier V
To
Zo u r
ne ism
en
er
al
C
Pier III
n
tr
at
io
Ad
m
in
is
R
oR
Zo
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Co
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ta
i
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Zo
ne
Pier V
Future development
74
N1
Pier II
on
Future development
n
tr
at
io
is
Ad
m
in
R
oR
Zo
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C
on
ta
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er
Zo
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Pier III
ne
ta
i
N2
ne
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Pier V
ne
To
Zo u r
n e i sm
Pier II
Pier V
Pier III
Ad
m
in
is
tr
at
io
Zo
o
en
t
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Fu
Ro ture
-R de
o
ve
lop
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Ro
-R
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on
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ta
in
er
Zo
Future development
Future d
evelopm
ent Ro-R
o
76
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$407,915,185 $590,533,140
14%
-7%
-33%
17%
45%
COVERAGE EXPORT/IMPORT
31,6%
22,3%
16,1%
17,5%
22,0%
27,5%
EXPORTS ($)
494479704
561674731
523133694
350017237
407915185
590533140
IMPORTS ($)
1566635401
2513736389
3241753715
2003420319
1850049084
2145869958
IMPORTS+EXPORTS ($)
2061115105
3075411120
3764887409
2353437556
2257964269
2736403098
-1072155697
-1952061658
-2718620021
-1653403082
-1442133899
-1555336818
Years
2006
2007
2008
2009
2010
2011
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Section 2 .
Port Development. Prefeasibility Case Study. Metal shares
A key to Country/Region is increasing export/import coverage lower than XX %-; diversifying and
improving the GDP structures.
In case, metal industry has represented up to XX % in 200X-0X of total export cash flows and must
continue through Case Study port.
METAL EXPORTS AS SHARE OF TOTAL
Metal 1 exports ($)
19252447
39118115
56187550
22044119
30927751
56604641
321074758
351303588
267596093
159390767
176651148
257821232
340327205
390421703
323783643
181434886
207578899
314425873
0,69
0,70
0,62
0,52
0,51
0,53
2006
2007
2008
2009
2010
2011
Metal 1 industry has been recovered from private hands and is planned to re-privatize under better
conditions. Prices up in 20XX.
Metal 2 production center has been sold to a foreign firm and has resumed activity with investment plan
to produce XXX Ton/year.
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2005
2006
2007
2008
2009
2010
Mean
values
Mean
values
Products
Shares in total (%)
Cement
5,5
12,3
13,3
11,8
13
17,9
7,3
11,6
bananas
11,3
11,2
7,9
8,7
6,1
10,7
4,7
8,7
containers full
containers
empty
Metal 2 products
Metal 1 products
14,6
11,4
12,8
20,2
34,4
46,7
30,6
24,4
2
23,1
4,2
1,5
18,2
19,9
1,5
14,8
31,3
2
12,3
24,1
3,8
13,7
15,1
5
13,4
20,9
3,1
12,1
32,9
2,7
15,4
21,2
sugar
11,8
4,7
9,2
17,1
1,8
3,5
6,9
timber
2,5
1,6
0,8
0,9
0,8
1,2
0,3
1,2
ro-ro
14,1
8,3
6,4
5,8
6,7
7,7
7,9
7,9
other
10,9
10,9
2,1
4,8
4,7
2,3
3,2
5,6
5,6
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27,1
36,6
80
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Inbound
Increment %
2002
136000
2003
142000
4,2%
2004
188000
24,5%
2005
272000
30,9%
2006
378000
28,0%
2007
984000
61,6%
2008
1031000
4,6%
2009
1044000
1,2%
2010
1088000
4,0%
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Future
develo
pm ent
83
ar ea
Admin
istratio
n
Multi s
to
Parkin re
g
Area:
75000
15000
to
0 m2
en
er
al
C
ar
go
Ro-ro 1
-ro
o
R
Ro Ro Zone
2 Pier III
Pier V
Tourism
Pier II
ne
Zo
ne
Ke
D r pt i n
Ca opp Mi
rgo ed x
ta
i
Future development
nt
Bananas
me
Co
n
Ce
Bulk
Zone
Proposed GenPlan1 represents a continuity strategy. It seeks for maximum use of berthing
capacities and KEEPS existing technologies. Same import/export structures with minimal
investments.
The container berth to be mainteined and portainer crane replaced. This increases XX % the
terminal capacity. Additional areas for future storage available, but restricted and difficult to
arrange apron, marshalling and freight station areas.
Dropped General Cargos keeps operating metal and other with existing mix structures, but
moving bananas to containers, and cement/or to closed bulk lines.
Using existing Ro Ro berth (XXX m.), for demand xxx vehicles/day will require storage areas of
xxxx-xxxxx m2 that can be solved with multi- story parking . Difficult allocating new berthing lines
for future development.
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Parkin
g
develo
p
85
Ro R
o
m e nt
Ro-r
o
Bananas
a r ea
Admin
istratio
n
PH
Multi s ASE I
to
75000 re Parking
- 15 00
00 m2
PHA
Multi s SE II
to
Parkin re
g
150 0
00 - 2
5 0 00
m2
0
Ro
-
Ro
-ro
Pier III
2
Zone
r1
ig
ht
St
at
io
ns
M
ar
sh
al
lin
g
ar
e
D
Dr ismis
Ge oppe ses
Ca ner d
rgo al
!!
Fr
e
ine
Ap Co
r o nt
a
n
ar iner
ea
2
Co
nt
a
Future development
Pier II
Pier V
Tourism Zone
ro
Fu
de ture
ve
lop Ro
m -Ro
en
t
Co
nt
ai
ne
r
nt
rs
me
C
Zo o nt
n e ai n
e
Ce
Bulk
Zone
Parkin
g
develo
p
86
Ro-r
o
Ro R
o
Bananas
m e nt
a r ea
Admin
istratio
n
PH
Multi s ASE I
to
75000 re Parking
- 15 00
00 m2
PHA
Multi s SE II
to
Parkin re
g
150 0
00 - 2
5 0 00
m2
0
Ro
-
Ro
-ro
Pier III
2
Zone
ine
r1
ta
tio
ns
ar
e
D
Dr ismis
Ge oppe ses
Ca ner d
rgo al
!!
re
ig
ht
S
M
ar
sh
al
lin
g
Ap Co
r o nt a
n
ar iner
ea
2
Co
nt
a
Future development
Pier II
Pier V
Tourism Zone
ro
ine
Fu
r3
Co ture
lop nta
m i ne
en rd
t
ev
e
Co
nt
a
Co
nt
ai
ne
rF
nt
rs
me
C
Zo o nt
n e ai n
e
Ce
Bulk
Zone
GenPlan 2 is a big bet strategy. It seeks for high specialization, answering to future
import/export demand, lowering labour costs, improving vessels turnaround, and increasing
port competitivenes.
Dropped General Cargos from marketing mix excluded. Container and Ro Ro areas are
balanced.
Depending on RoRo berthing lines to use, the needed storage areas (X00 000 m2) up to
(Y00 000 m2) guaranted.
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Existing GenPlan
Berth subto
tal
(m)
%*
Area
(m2)
Target GenPlan2.1
subtot
al
%*
Area (m2)
%**
Area/Berth
Bulk
560
560
19% 144000
18%
257
560
560
22%
144000
13%
257
Containers
350
350
12% 162000
20%
463
500
500
20%
461250
43%
923
350
300
300
0%
0%
Ro-ro 1
230
590
24%
400000
37%
678
950
32% 420750
52%
443
230
130
Ro-ro 2
Ro-ro 3
230
8%
15000
2%
65
230
Passengers 1
140
140
Passengers 2
200
200
Passengers 3
200
200
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The value proposition from Genplan-2 reduces vessels turnaround time and labor costs based
on high specialized services improving port efficiency and competitiveness including:
I.
General Cargo in Containers
II.
Ro-Ro
III.
Cruise Tourism
Port areas to be exploited with a relation Area/berths coefficient of YYY m2/m.
Existing Container Terminal to be enlarged increasing more than X times its capacity.
Port of Prefeasibility Case Study to become an important regional competitor with xxx
vehicles/day.
Possible rising tourism berthing rates to xx % in 20xx without high investments. Cruise global
demand doubled over ten years.
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Port identification, appraisal initiation and approval is a process that in many cases takes 2-3
years.
A total cycle tme of 5-8 years may result. Actual construction may occur only 1-2 years later.
The delay in the approval affects the accuracy of the information and analysis on wich the
approval is based and is therefore a somewhat self-defeating process.
In a world of inflation, resources missallocation, changing political and fiscal alignments and
major economic fluctuations, timeliness of project appraisal may be much more important
than accuracy of the appraisal efforts.
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Containers
General cargo
Ro Ro
Liquid bulk cargo
Dry bulk cargo
Types of structures
Wharves (closed and open)
Piers
Dolphins
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Piles
Sheet piles bulkheads
Pile caps
Decks
Fenders
Mooring fittings
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Dead loads
Vertical live loads
Mooring loads
Berthing loads
Earthquake loads
Earth pressure
Ice forces
Loading combinations. (Fukushima Daiichi Nuclear Plant mistakes dismissing possibilities of
earthquake near shore and tsunami simultaneosly.)
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Gravity-stabilized bulkheads
Tied-Back bulkheads
Pile-supported wharves
Pile supported piers
Dolphins
Fender Systems
Mooring fittings
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Breakwater Layout
Stopping Area
Maneuvering Area
Anchorage Area
Harbor entrance
Modeling and testing Breakwater layout and Harbor Entrances. Numerically and Labs.
Economy of breakwater construction. A compromise between waves action and level of
services
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Section 7
Repair, Rehabilitation,Maintenance and Upgrading of Waterfront Structures
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Section 7
Repair, Rehabilitation,Maintenance and Upgrading of Waterfront Structures
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Section 7
Repair, Rehabilitation,Maintenance and Upgrading of Waterfront Structures
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Section 7
Repair, Rehabilitation,Maintenance and Upgrading of Waterfront Structures
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Section 7
Repair, Rehabilitation,Maintenance and Upgrading of Waterfront Structures
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Section 7
Repair, Rehabilitation,Maintenance and Upgrading of Waterfront Structures
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Section 7
Repair, Rehabilitation,Maintenance and Upgrading of Waterfront Structures
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Section 7
Repair, Rehabilitation,Maintenance and Upgrading of Waterfront Structures
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Section 7
Repair, Rehabilitation,Maintenance and Upgrading of Waterfront Structures
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Section 7
Repair, Rehabilitation,Maintenance and Upgrading of Waterfront Structures
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8.3 Regional Environmental Impacts. Infrastructure impacts, Biological and wetlands impacts, Water quality
impacts, Erosion and sedimetation impacts, Flood impacts and control, Shipping and navigation issues impacts, Vehicular
and rail traffic impacts, Air quality impacts, Noise and vibration impacts, Socioeconomic and Environmental Justice,Cultural
Impacts, Visual Impacts.
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http://www.portengineering.com/courses/master/wg15a/morevideos10.html
Additional Information:
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End of Presentation
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