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{{Orphan|date=December 2016}}
'''Container Terminal Design Process''' is a set of correlated practices considered during container terminal 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}}</ref>▼
▲'''Container Terminal Design Process''' is a set of correlated practices considered during container terminal design, aiming to transfer general business mission into detailed design documents for future construction and operation
The design process involves both conceptual design and detailed design.
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The process starts with its source of funding, which determines the mission and scope of the whole project. Considerable choices are:
* Federal Funding (Subsidies)<ref>Myers, N.; Kent, J. (2001).
* State/Local Funding
* Private Funding
==== Federal Funding ====
American ports require subsidies from the federal government in order to keep up with advances in maritime transportation as well as the capabilities of the inland freight movement. Often, roughly 50% of the costs every year come from federal sources. The [[American Association of Port Authorities]] (AAPA) is an association which aims at ensuring and increasing federal funds to American ports.
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==== Private Funding ====
Investment from private entities is critical to the creation and execution of port activities. American ports are often run by private entities in the sense that day to day functions are financed and managed with the primary goal of creating revenue. The municipalities of the terminals are kept up by the Port Authority but the equipment and infrastructure required for operations are under the private entities' power.
With the creation of new ports, often [[Public-Private Partnerships]], otherwise known as 3P, are formed to bring in the upfront capital necessary for someone to take on the financial risk of operating a terminal. Container terminals are no different in this sense from other types of terminals.
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** [[Breadth (nautical)|breadth]] and [[air draft]], which influences cargo-handing equipment selection, and the width of channels;
** [[Hull (watercraft)|draft]], which determines the depth along berths.
* Cargo Capacity, which control over the cargo ship requirements (minimum) of storage, and can affect the loading and unloading processing, usually cranes/ship.
* Designed vessel Function. whether vessel has cargo handling equipment/ how it load cargo. Usually container vessel require external handling equipment.
* Vessel routine shall also get considered as the inter-modal capability requirement for import, export and trans-ship service will be different.
The selection of designed vessel shall also consider the development of the container ship. Underestimating the trend of size development of container ship will result in incapability and low sustainability.
▲* Vessel routine shall also get considered as the inter-modal capability requirement for import, export and trans-ship service will be different.
▲The selection of designed vessel shall also consider the development of the container ship. Underestimating the trend of size development of container ship will result in incapability and low sustainability.
=== Choose Location ===
[[File:Triple Bottom Line graphic.jpg|thumb|3BL principle for container terminal design]]
It should start with data collection and get finished by receiving government permits. The choice of ___location is considered with philosophy of [[Triple bottom line|triple-bottom line]] and with considerations of waterside access, natural conditions, inter-modal connections and stakeholders.
For ports<ref name=":1" />
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* The availability of land;
* Good inland transport link or intermodal connections;
* The [[Soil conditioner|soil conditions]]
==== Waterside Access ====
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# The cargo hazard level;
# The traffic density;
# The physical environmental conditions consisting of wind, waves, currents, tidal range, as well as the hardness of the bottom surface.
==== Natural Conditions ====
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==== Wharf ====
The [[Wharf]] at a terminal is the structure which 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.
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==== Maintenance ====
[[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 requirements listed in ISM ([[International Safety Management Code]]).The maintenance facilities required will include a workshop with sufficient space to work on approximately 10
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.
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==== Container Lay Down Area ====
A lay down area is the vast amount of space where container handling equipment place 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.
The second layer is the asphalt paving. This pavement differs from 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>
The lay down area surface is also designed for multiple functions. The pavement must drain towards a drainage system as well as have a sufficient grip to prevent skidding . Finally, the pavement is painted to show lanes for travel as well as rows to place [[Intermodal container]] containers when not in transit.
==== Intermodal Yard ====
Intermodal yard are mainly consisted of two parts, rail yards and container storage yards. Rail yards should have access to rails and container storage yards should have access to trucks. Container storage yards include yards for inbound containers with cargo and internal movements, yards for outbound containers with cargo, yards for trans-shipment containers and yards for empties. The area requirements are measured in TEU ground slots (the area required for one 20-ft container) plus operating space for equipment that transfers containers to and from the yards and that stack and deliver containers.
==== Port Security ====
Port security should consist of cargo security, port facility security,staff security and maritime ___domain security. Port security should be worked jointly by the coast guards and custom and border protection together. Internationally, port security is governed by rules issued by the
During design process, ports need to come up with a port security plan and implement it. The port security plan should include: security survey and risk assessment, physical security and access control, information security, personnel security, maritime terrorism, drug smuggling, stowaways and alien smuggling, roles/ responsibilities/ legal authorities of port agencies, sea robbery, cargo security and hazardous materials and intelligence.
==== Customs facility ====
Customs should have both base offices at the warehouse and around the gates. The office at the warehouse is mainly for detecting harmful agriculture and smuggling (drugs, dirty money). Office at gates are mainly for the reason of detecting mis-picked cargo or radiation containers. At gates there should be radiation-detection equipments aim at detecting dangerous weapons and radiation stuff that can be used to make dirty bombs. Radiation Portal Monitors
==== Mooring ====
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==== Communication ====
Communication is very important in ports because ports are areas with high risks, by good communication people can avoid risks. In the design process, people should consider adding more base stations to ensure good quality of radio contact and video contact. The customs officers should have both radio contact and video contact with truck drivers driving through the gate to make sure they have picked up the right container. Pilots in the port should have good radio communications to guide them sailing. Port labors should have good communication through radio with each other to avoid conflicts and risks.
=== Equipment ===
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equipment involved in detailed design are
* [[
* [[Intermodal container|inter-modal container]] [[Material-handling equipment|transport facilities]] used for storage areas such as [[Reach stacker|Reach Stackers]], Tractor-Trailer Units (TTUs) and Vehicles.<ref name=":0" />
Parameters for cranes and inter-modal cargo transport facilities considered in detailed design are: quantities, size limit, power requirement, handling capacity, handling speed, cost, load to land limit, and other working environment constraints.
The deployment of equipment shall be designed with a key mission to create enough cargo transportation to balance the cargo flow. [[Queueing theory]] shall be introduced to the quantity and quality of equipment required.
=== Staff ===
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''Safety is the condition of a “steady state” of an organization or place . ''Security is the process or means, physical or human, of delaying, preventing, and otherwise protecting against external or internal, defects, dangers, loss, criminals, and other individuals or actions. The main documents related to terminal operations are the [[International Labour Organization|ILO convention]] 152 (1979) and the ILO code of practice (2003) which cope with health and safety of port labor.
====
[[File:Schematic container-transport chain.png|thumb|Schematic container-transport chain.png]]
Logistics is the general [[supply chain]] of how resources are acquired, stored and transported to their final destination. It involves identifying prospective distributors and [[suppliers]], and determining their effectiveness and accessibility.
==== Customs ====
Customs and Border Protection exists to safeguard country's borders thereby protecting the public from dangerous people and materials while enhancing the nation's global economic competitiveness by enabling legitimate trade and travel.<ref>{{Cite web|url=https://www.cbp.gov/about|title=About CBP {{!}} U.S. Customs and Border Protection|website=www.cbp.gov|access-date=2016-12-05}}</ref> Customs at ports of entry has two main tasks: cargo security and protecting agriculture.<ref>{{Cite web|url=https://www.cbp.gov/border-security/ports-entry|title=At Ports of Entry {{!}} U.S. Customs and Border Protection|website=www.cbp.gov|access-date=2016-12-05}}</ref> Every port should have their own nation's customs. They should have base offices both at the administration building and the warehouse (check agriculture) and outside offices at both the entry gates leaving gates. Groups of customs at port should be consisted of Marine Interdiction Agents, Border Patrol Agents, Agriculture Specialists, Custom and Border Protection Officers and Import Specialists.<ref>{{Cite web|url=https://www.cbp.gov/careers/join-cbp|title=Join CBP {{!}} U.S. Customs and Border Protection|website=www.cbp.gov|access-date=2016-12-05}}</ref>
== See also ==
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* [[Funding]]
}}
== References ==
<references />
{{Uncategorized|date=December 2016}}
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