Port Development PDF

1 PORT DEVELOPMENT AND TYPES OF TERMINALS UNIT 2 2 PORT DEVELOPMENT AND EVOLUTION Objectives: Historical Development of Ports Factors affecting the design of modern ports Evolution of Ports Anyport Model Generation of ports Port classificatio...

1 PORT DEVELOPMENT AND TYPES OF TERMINALS UNIT 2 2 PORT DEVELOPMENT AND EVOLUTION Objectives: Historical Development of Ports Factors affecting the design of modern ports Evolution of Ports Anyport Model Generation of ports Port classification/ ownership  3 HISTORICAL DEVELOPMENT OF PORTS Many early ports were located on river estuaries. Some such ports are still in use, but others have gradually silted up and are now miles inland. Ports were sometimes a considerable distance upstream, which was possible on rivers deep and wide enough to be navigated by ocean-going vessels. Other ports started as fishing ports or small coastal ports located on a sheltered bay in a natural harbour. These early ports encouraged the development of towns and cities around them. 4 PORT REQUIREMENT The prerequisites for a good harbour and port are: a sheltered anchorage and safe berthing for vessels sufficient water depth to accommodate vessels at low tide easy access to consumer market, transportation (road, rail, and barges), and transshipment facilities. 5 TYPES OF PORTS In terms of the freight they handle, ports can be classified in two categories; Monofunctionnal ports Polyfunctionnal ports. 6 MONOFUNCTIONAL PORTS Monofunctionnal ports transit a limited array of commodities, most often dry or liquid bulks (raw materials). The oil ports of the Persian Gulf or the mineral ports of Australia, Africa and in some measure of Canada are monofunctional ports. They have specialized piers designed to handle specific commodities and where the flows a commonly outbound. 7 POLYFUNCTIONAL PORTS Polyfunctional ports are vast harbors where several transshipment and industrial activities are present. They have a variety of specialized and general cargo piers linked to a wide variety of modes that can include containers, bulk cargo or raw materials. 8 FACTORS AFFECTING THE DESIGN OF MODERN PORTS 9 VESSEL SIZE Many older docks cannot accommodate large modern vessels which require much deeper water alongside the berth. This is a major reason for ports to move away from the older terminals. An example of this is the old docks in the centre of London, England, which are no longer active. 10 SIZE OF VESSELS Handling increased cargoes The advent of containers and the subsequent increase in vessels’ sizes made it necessary for many ports to find larger open areas to handle the cargoes. Also, because of increased population and consumption, there is increased traffic in bulk commodities—ores, grains, lumber, machinery, vehicles, and petroleum products, all of which require considerable large open spaces. 11 VESSEL SIZE Restricted access With increased vehicular traffic, many port cities built bridges to carry traffic over certain waterways. These bridges have created an obstacle to the larger vessels. 12 13 AVAILABILITY OF LAND Land available at a port tends to be limited and the best use should be made of it. Land reclamation is a current practice around the world and enables port structures to be constructed in a manner that favors the specific operations it is designed for. Land reclamation also allows expansion of current land to accommodate increase available space. 14 VOLUME OF CARGO The volume of cargo to be handled at the berth will determine its layout. There is the need for space to accommodate high volume, high capacity equipment and cargo volumes. 15 OVERLAND TRANSPORT SYSTEM This include the volume of cargo to be handled through the overland transport system, the distance from or to the inland source to the port location, availability of land transport systems, the geographical port location. 16 MANEUVERABILITY Another factor is the manoeuvring room inside the harbour, allowing vessels to turn. This is becoming an increasingly bigger problem with ever‑larger vessels being employed in the trans-ocean trades. The manoeuvrability of many larger modern vessels has been greatly enhanced by the installation of bow thrusters and sometimes even stern thrusters.  17 CLIMATIC CONDITIONS Beside the physical aspects of a port, there are also climatic and other natural conditions to consider, whether regular or seasonal. Regularly recurring conditions are currents, trade winds, and tides —these are usually predictable. Seasonal conditions such as ice, fog, hurricanes, and monsoons may vary from year-to-year. These can cause extensive delays and thereby increase the costs of shipping. 18 CARGO HANDLING EQUIPMENT The method used in the loading and discharging of cargo has implications on the port design. If the method involves hoppers and conveyor systems then the layout would be different from operations involving road haulers and wheeled machinery. 19 ROLE OF THE PORT IN THE COUNTRY The role of the port in the national and international economy Port efficiency is essential; it aids development of a country’s economy and fosters trade expansion. Thus governments are taking greater interest in their ports to help develop their economy and provide adequate funds for their continued modernization and expansion. 20 COMPETITION WITH OTHER PORTS When a port authority is keen on remaining competitive with other ports in an area or region it will endeavor to have the facilities and berth layout which will be competitive and acceptable to the market. 21 Factors influencing the growth and viability of marine ports 22 THE EVOLUTION OF A PORT (THE ANYPORT MODEL) Anyport is a model developed by Bird (1963) describing how port infrastructures evolve in time and space. Based on his research into the evolution of British ports, Bird proposed a five stage model to demonstrate how facilities in a typical port develop. Bird (1971) suggested that Anyport was not intended to display a pattern into which all ports must be forced, but to provide a base with which to compare the development of actual ports. 23 While local conditions at various ports creates differences the details, there are sufficient similarities to make the Anyport concept a useful description of port development.  THE EVOLUTION OF A PORT 24 (THE ANYPORT MODEL) Starting from the initial port site with small lateral quays adjacent to the town center, the elaboration of wharfs is the product of evolving maritime technologies and improvements in cargo handling. This is also marked by changing relationships between the port and the urban core, as docks are built further away from the central business district.  THE EVOLUTION OF A PORT 25 (THE ANYPORT MODEL In the final stages, increased specialization of cargo handling, growing sizes of ships, and ever increasing demands for space for cargo- handling and storage; results in port activity being concentrated at sites far removed from the oldest facilities.  THE EVOLUTION OF A PORT (THE ANYPORT MODEL 26  Port infrastructures are thus constructed over several decades and in some case over several centuries. Three major steps can be identified in the port development process identified by Anyport: 1.Setting 2.Expansion 3.Specialization.  THE EVOLUTION OF A PORT 27 (THE ANYPORT MODEL  Setting. The initial setting of a port is strongly dependent on geographical considerations. On the above example, the setting is related to the furthest point of inland navigated by sailships. A standard evolution of a port starts from the original port, most of the time a fishing port with trading and shipbuilding activities, which includes several quays. For many centuries until the industrial revolution, ports remained rather rudimentary (basic form) in terms of their terminal facilities. Port-related activities were mainly focused on warehousing and wholesaling, located on sites directly adjacent to the port.  THE EVOLUTION OF A PORT (THE ANYPORT MODEL 28  Expansion. The industrial revolution triggered several changes that impacted on port activities. Quays were expanded and jetties were constructed to handle the growing amounts of freight and passengers as well as larger ships. As the size of ships expanded, shipbuilding became an activity that required the construction of docks. Further, the integration of rail lines with port terminals enabled access to vast hinterlands with a proportional growth in maritime traffic. Port-related activities also expanded to include industrial activities. This expansion mainly occurred downstream.  THE EVOLUTION OF A PORT (THE ANYPORT MODEL 29  Specialization. The next phase involved the construction of specialized piers to handle freight such as containers, ores, grain, petroleum and coal, which expanded warehousing needs significantly. Larger high-capacity ships often required dredging or the construction of long jetties granting access to greater depths. This evolution implied for several ports a migration of their activities away from their original setting and an increase of their handling capacities. In turn, original port sites, commonly located adjacent to downtown areas, became obsolete and were abandoned.  Numerous reconversion opportunities of port facilities to other uses (waterfront parks, housing and commercial developments) were created.  THE EVOLUTION OF A PORT (THE ANYPORT MODEL 30  THE EVOLUTION OF A PORT (THE ANYPORT MODEL 31 The emergence of new container terminals continues the trend towards specialization and the search for sites adjacent to deeper water to construct port facilities. A recent amendment to the Anyport model, is one that focuses on the impact of container terminal development and five alternatives are presented:  THE EVOLUTION OF A PORT 32 (THE ANYPORT MODEL  Closure, where the facility is abandoned because of poor site /and or operating conditions;  Expansion, where operating conditions require the existing sites to be extended or modified;  Addition, where because of demands of deeper water or operating facilities, new berths are established;  Consolidation, where several existing berths are combined to provide new expanded facilities;  Redevelopment, seen as the outcome of functional assessment of existing facilities and the establishment of a super terminal. 33 WHAT MAJOR FEATURE A PORT SHOULD HAVE? 34 GEOGRAPHICAL LOCATION  THE PANAMA CANAL 35  Gateway of The Americas 36 5 37 GEOGRAPHICAL IMPACT OF THE PANAMA CANAL, 1914 NORTH AMERICA Atlantic Ocean 8,000 KM Panama Canal Pacific Ocean SOUTH AMERICA 21,000 KM 38 39 GEOGRAPHICAL IMPACT OF THE SUEZ CANAL, 1869 10,000 KM 16,000 KM  THE STRAIT OF MALACCA 40 G Pa ul c fo ifi cO fT Th ce ha ai l an In ila an di nd an d Strait of Malacca O ce an Ma South China Sea lay sia s lay ia Singapore Ma Indonesia Indian Ocean In do ne si a Strait of Sunda 0 100 200 400 600 800 Miles 41 FUNCTIONS OF A PORT 42 What are the major functions of a port? 43 PORT FUNCTIONS Stated simplistically the core functions of a port are Unloading cargo Loading cargo Storing cargo These functions however are by no means easy or simple to achieve. 44 PORT FUNCTIONS In essence the function of a port is to supply services to freight (warehousing, transshipment, etc.) and ships (piers, refueling, repairs, etc.). In truth it is strictly speaking misleading to consider a port strictly as a maritime terminal since it acts/ is associated as a land terminal where inland traffic originates or ends. 45 PORT FUNCTIONS  For instance, the port of Hong Kong owes its wealth to its natural site and its geographical position of a transit harbor for southern China.  A similar function is assumed by Shanghai for central China with the Yangtze river system  Singapore, for its part, has been favored by its location at the outlet of the strategic Strait of Malacca and is therefore a point of convergence of Southeast Asian transportation. More than 90% of the traffic it handles is strictly transshipments. 46 PORT FUNCTIONS New York has traditionally acted as the gateway of the North American Midwest through the Hudson / Erie canal system 47 PORT FUNCTIONS A similar function is performed by Western European ports such as Rotterdam or Antwerp with their access to the Rhine system 48 PORT FUNCTIONS About 4,600 commercial ports are in operation worldwide, but less than one hundred ports have any global importance. Maritime traffic is in effect concentrated in a limited number of large ports as a result of the constraints related to maritime access and infrastructure development.  PORT FUNCTIONS 49 Major ports have in fact established themselves as gateways of continental distribution systems and have access to high capacity inland freight distribution corridors, notably rail. Such a position is very difficult to challenge unless a port is facing acute congestion forcing maritime shipping companies to seek alternatives. 50 FIRST GENERATION PORTS (-1960’S) Loading And Discharging Ports Comprised of a basic cargo interface between land and sea transport Isolated from transport and trade activities Resembled an independent kingdom  Isolation between different port activities  Usually a bulk cargo port Comprise basic infrastructure to load and discharge cargo 51 52 53 SECOND GENERATION PORTS (1960S – Industrial Ports 1980) They were developed as transport, industrial and commercial service centres Offered various types of industrial and commercial activities They reflected sophisticated port policies and development strategies Provided industrial facilities within the port area Well developed network of transport infrastructure They integrated different activities and zonal relationships 54 THIRD GENERATION PORT (1980’S ONWARDS) Logistics Ports Arose from global containerization, inter- modalism, and booming trade requirements They are hubs of international production and distribution Combine traditional, specialized and integrated activities Well-planned infrastructure and information processing facilities Offer value-added services User friendly Offer simplified customs procedures More environmentally conscious  55 4TH GENERATION PORTS (NETWORK PORTS) Supply Chain Ports The 4th generation ports make a step further and are characterized by telematic networks (communication networks based on new technologies) that connect different port areas Collaboration with other ports, with the objective to internationalize and diversify their activity. These ports are integrated into the international transport logistics chains, door to door services with other logistics operators working in several geographically nearby ports. It has intermodal terminals or dry ports, connected to the seaport, and are situated in consumer goods environment with regular rail connection and competitive costs, allows the transportation of large volumes of goods to the distribution chain. 56 THE DEVELOPMENT OF SPECIALIZED PORTS WHY DID THE NEED ARISE FOR SPECIALIZED PORTS? 57 TYPES OF SPECIALIZED PORTS OIL/LIQUID BULK DRY BULK CONTAINERIZED PASSENGER TERMINAL 58 WHAT IS LNG ?? Liquefied natural gas, or LNG, is natural gas in a liquid form that is clear, colorless, odorless, non-corrosive, and non-toxic. 59 STORAGE OF LNG When LNG is received at most terminals, it is transferred to insulated storage tanks specifically built to hold LNG. These tanks can be found above or below ground and keep the liquid at low temperature to avoid evaporation 60 IS IT FLAMMABLE? When cold LNG comes in contact with warmer air, it creates a visible vapor cloud from condensed moisture in the air. As it continues to get warmer, the vapor cloud becomes lighter than air and rises. When the vapor mixes with air, it is only flammable when the mixture is between 5-15 percent natural gas. 61 62 63 WHAT IS LPG Liquefied petroleum gas or liquid petroleum gas (LPG or LP gas), also referred to as simply propane or butane, are flammable mixtures of hydrocarbon gases used as fuel in heating appliances, cooking equipment, and vehicles. 64 65 LNG CARRIER 66 DRY BULK Scope of study: Dry Bulk Commodity Group ◦ Minerals ◦ Farm Products Areas to look at: Terminal Layout and Design Handling equipment Planning and Operation 67 DRY BULK COMMODITIES What is Dry Bulk ? A commodity which is shipped in large, unpackaged amounts. There are many transport companies that specialize in dry bulk delivery. These dry bulk commodities are usually divided into two categories; major bulks and minor bulks. 68 The transport of dry bulk commodities is highly regulated, due to the effects that an in-transport accident can have on the environment. Since these commodities are unpackaged, a spill puts them right into the environment and renders them extremely difficult to clean up leading to destruction of the environment and possible endangerment of people and wildlife 69 DRY BULK PRODUCTS Dry Bulk commodities can be divided into: Major Bulk; iron ore, coal, grain, phosphate, bauxite Minor Bulk; sugar, rice, gypsum, wood shavings and chips, salt 70 COAL PORT IN COLOMBIA 71 72 IRON ORE Iron ore is used as a raw material for the production of steel along with limestone and coking coal. Steel is the most important construction and engineering material in the world. In 2012, approximately 1.1billion tons of iron ore was exported worldwide, with the main importers being China, the European Union, Japan and South Korea. The main producers and exporters of iron ore are Australia and Brazil. 73 IRON ORE PORT IN AUSTRALIA 74 GRAIN Grains include wheat, coarse grains (corn, barley, oats, rye and sorghum) and oil seeds extracted from different crops such as soybeans and cottonseeds. In general, wheat is used for human consumption, while coarse grains are used as feed for livestock. Oil seeds are used to manufacture vegetable oil for human consumption or for industrial use, while their protein-rich residue is used as a raw material in animal feed. 75 76 CARGO STORAGE FACILITIES AT A BAUXITE TERMINAL Alumina is stored in five (5) silos They are dry Well ventilated to prevent moisture  77 DOCKING ARRANGEMENT Only daytime docking is permitted A marine pilot is required to carry vessels into and out of port. Other than vessels above 18000 tons requires the service of tugs, provided by Jamaica Freight and Shipping. 78 DOCKING ARRANGEMENT There are two (2) sides to the Esquivel pier; they are referred to as the East and the West. Other types of cargo can be loaded or discharged from either sides. 79 DOCKING INFORMATION (CONT’D)  Its pier is approximately 98m in length  It has a draft of 11m which limits the loading of extra cargo.  No tidal variations thus making Esquivel an ideal location.  Berth utilization is of paramount importance and currently only 35% is being utilized as a result of only one plant being operational. 80 LOADING PROCEDURES  loading of alumina is done only from the west side of the pier  A conveyor takes the alumina from the silo to the ship-loader 81 CONTAINERIZATION  IMPACT OF CONTAINERIZATION 82 The gradual shift from conventional break-bulk terminals to container terminals since the early 1960s brought about a fundamental change in the function and layout of terminals.  IMPACT OF CONTAINERIZATION 83 Containerized transportation has substantially changed port dynamics to favor the emergence of specialized container ports. Containerization has consequently become a fundamental function of global port operations and has changed the structure and configuration of port terminals that tend to occupy more space. 84 CONTAINER PORT LAYOUT 85 PASSENGER SHIPPING 86 TYPES OF PASSENGER VESSEL Ferries Cruise vessels A passenger ship is a merchant ship whose primary function is to carry passengers. 87 88 MAJOR CRUISE SHIPPING LINES Royal Caribbean Carnival Princess Disney 89 LARGEST CRUISE VESSEL Harmony of the Seas 90 ALLURE OF THE SEAS