Container port design process: Difference between revisions

Revision as of 11:36, 9 March 2021

Latest revision as of 00:40, 6 July 2025

(6 intermediate revisions by 4 users not shown)

Line 1:

{{cleanup rewrite|date=March 2017}}

{{multiple image

| align = right

| total_width = 480

| image1 = Container on barge port.webp

| caption1 = [[Container on barge]] port

| image2 = Intermodal terminal design.webp

| caption2 = [[Intermodal freight transport#Railways and intermodal terminals|Intermodal terminal]]

| footer = 3D conceptual designs using [[SketchUp]] and [[List of 3D rendering software|rendered]] with [[V-Ray]]

}}

'''Container port design process''' is a set of correlated practices considered during [[container port]] design, aiming to transfer general business mission into detailed design documents for future construction and operation.<ref name=":0">{{Cite web|url=http://www.pianc.org/edits/articleshop.php?id=2014135|title=PIANC - Technical Report article|last=bvba|first=Consonant|website=www.pianc.org|access-date=2016-11-30|archive-url=https://web.archive.org/web/20180109181945/http://www.pianc.org/edits/articleshop.php?id=2014135|archive-date=2018-01-09|url-status=dead}}</ref>

Line 130 ⟶ 138:

=== Intermodal connections ===

An intermodal connection is a place where [[Rail transport|rail]], [[truck]], [[Container on barge|barge]], and other transport methods converge. Intermodal connection for container terminal mainly consists of road and rail. The capacity of [[Intermodal freight transport|intermodal connection]]---docking and the handling, storage, and transfer of cargo---determines the capability of terminal cargo transportation to/from the land.

== Stakeholders ==

Stakeholders as any group or individual who can affect or is affected by the achievement of the organization's objectives. (R. Edward Freeman 1984.)<ref>{{Cite book|title=Strategic Management|last=Freeman|first=R. Edward|publisher=Cambridge University Press|year=2010|isbn=978-0-521-15174-0|___location=UK|pages=292|url=https://archive.org/details/strategicmanagem0000free|url-access=registration}}</ref> Stakeholder analysis is a process of systematically gathering and analyzing qualitative information to determine whose interests should be taken into account when developing and or implementing a policy or program. The purpose of a stakeholder analysis is to assess the attitudes of the stakeholders regarding the realization of a new container terminal.{{citation needed|date=June 2022}}

Stakeholders in ___location selection mainly consist of trade organizations, maritime groups, regional government, neighborhood societies, environment groups, and other people with direct/indirect interest related to the terminal. Selection shall involve their participation so as to avoid strong conflicts in future development and to keep terminal development adapt to the changing demand from these stakeholders.{{citation needed|date=June 2022}}

Agencies and societies involved in this process are:

Line 147 ⟶ 155:

== Permits ==

Permits are crucial in the designing process. Large scale development projects that have the potential for causing significant adverse environmental impacts need permits to start operation.<ref>{{Cite web|url=http://www.polb.com/economics/contractors/forms_permits/development.asp|title=Port of Long Beach - Harbor Development Permit Applications|website=www.polb.com|access-date=2016-12-05}}</ref> Projects without permits will be identified as an offense. Port needs port permits to open. Environmental permits will be issued by Local Environmental Protection Agencies. Usually include three-part: water side, land side, and air emissions. Permits for ports should include a clean air permit, construction permit, discharge permit, dredge permits, and water discharge permit.<ref>{{Cite web|url=https://www3www.epa.gov/|title=US Environmental Protection Agency|last=EPA|first=US|website=www3.epa.gov|language=en|access-date=2016-12-05}}</ref>

==Detailed design==

The consideration of infrastructure includes plans for deployment and construction of infrastructures to implement the functions of the terminal. The [[wharf]] at a terminal is the structure that forms the edge of the landside facility. It is made up of both the topside and the face. The face of the wharf is where equipment is mounted to allow vessels to berth. It is also designed to be within the high water levels, thus making its structures susceptible to corrosion. Water-tightness and corrosion protection are a must for any structural elements that make up the face. The topside of the wharf is what is broken down into berths. Pre-designated lengths of the wharf are separated into identified berths based on the design vessels characteristics. [[Container crane]]s operate along the wharf when vessels have berthed.{{citation needed|date=June 2022}}

[[Warehouse]]s are created at container terminals to hold specific goods that are transported to the port but are not being shipped out in the same container. This style of transport is not common. However, this can be a service supplied by the terminal owners to increase imports. Those goods, when warehoused, incur additional handling and storage costs, increasing revenue as well.

Line 157 ⟶ 165:

[[Maintenance management professional|Maintenance]] is the conception that uses engineering theories and practices, risk management, and maintenance strategy to plan and implement routine maintenance of facilities and operation systems. The overall maintenance policy for port or terminal should be to maintain all of the facility assets to the extent that the level of expenditure is justified in order that the assets remain serviceable during their design life or longer and for reasons of safety and security.<ref name=":0" /> A typical maintenance team involves experienced personnel under the control of a qualified engineering maintenance manager and supervisory staff, and engineering inspection staff. It should meet the requirements listed in ISM ([[International Safety Management Code]]). The maintenance facilities required will include a workshop with sufficient space to work on approximately 10% of the mobile equipment and spreaders at any one time. The maintenance facilities should be located outside but close to the container yard. It is necessary to provide a Stores section within the maintenance facility that will hold necessary spare components and materials. Following are the specific requirements for maintenance.<ref name=":1" />

Planned preventive maintenance and statutory inspections of equipment are normally carried out during the day shift when all specialist trades are available. Outside of the day shift, minimal manning levels are normally retained to cover breakdowns and emergency repairs only. For other specialist areas such as IT and electronics, it is usual to retain specialized personnel due to the specific needs of such systems and equipment. Mechanical and electrical engineering and IT personnel will be responsible for the daily maintenance of cargo handling equipment and other aspects of the facility that require these skills and for specific IT operating systems such as the TOS. High voltage electrical cables and switchgear should be maintained by specialist contractors whilst maintenance of low and medium cables and domestic electrics can be undertaken by electrical tradesmen.{{citation needed|date=June 2022}}

A lay-down area is the space where container handling equipment places full or empty containers prior to loading onto the containers' next step in its journey to its destination. The lay-down area is composed of multiple structural layers to support the loads brought on by the equipment and cargo. The first layer, the foundation, consists of either the existing or improved [[subgrade]] of the ___location. To add extra strength to the foundation, the existing soils are compacted; further, Soil Improvements such as stone columns are installed, or the unsatisfactory soils are removed and a new fill soil is brought in, graded, and compacted to meet requirements.{{citation needed|date=June 2022}}

The second layer is asphalt paving. This pavement differs from the typical highway and road pavement as the loads are generally more stationary as well as much smaller in magnitude. This type of pavement contains Hydraulically Bound Materials (HBM), an ingredient used to provide higher compressive strength to the asphalt. The mixture is the first part of designing the asphalt, with the second being the thickness. Both the materials and the thickness can be calculated by following existing design guides published by engineering societies. The [[World Association for Waterborne Transport Infrastructure]]'s (PIANC) Report 165-2015 can provide further guidance on container terminal pavements.<ref name="PIANC Pavements">{{cite journal|title=Design and Maintenance of Container Terminal Pavements|journal=PIANC|date=2015|volume= Report 165|ref=135-2015}}</ref>

Line 176 ⟶ 184:

== Mooring ==

[[Mooring (watercraft)]] infrastructure at a port describes those structures that mooring lines from vessels can tie off to in order to prevent drifting along or away from the wharf face. The mooring structures are called [[cleat (nautical)]] or [[Bollard (mooring)|bollards]], depending on their size and shape. Bollards are designed to handle much larger loads, and in turn, much larger vessels. Manufacturers of these items typically design the items and supply the finished design to the consultant to include in the bid documents.

Cleats and bollards can be found on all different forms of structures. The common one is the wharf face of a terminal. Other locations can include dolphins, which are stand-alone structures that are off the face of the landside infrastructure. Another source can be other barges or sea vessels allowing vessels to tie off to each other.