1,720,954 research outputs found
Rotterdam Port expansion: Maasvlakte
No full textVellinga Tiedo. Rotterdam Port expansion: Maasvlakte. In: 33èmes Journées de l’Hydraulique Grands Aménagements Hydrauliques Enjeux Sociétaux, Bénéfices Economiques et Innovations Techniques 14 - 16 novembre 2012. 2012
Container terminal development for the Port of Bahía Blanca: A research on the future container throughput in the Port of Bahía Blanca and the adaptation to the container terminal to these developments
No full textBahía Blanca in Buenos Aires province is located 600 kilometres south of Buenos Aires city. The port complex of Bahía Blanca has the second largest throughput in Argentina considering tons, mainly attributed to the agro – and petrochemical industry. The port handles containers as well, however with an average of 30 thousand TEU/year this throughput is rather small. The authority of the Port of Bahía Blanca sees opportunities to increase container throughput in the port due to recent developments in the region. The container throughput is estimated for 2040, considering the petrochemical cluster and fruits. Four different trends show a container throughput of respectively 30, 155, 250 and 360 thousand TEU/year. The capacity of the container terminal is estimated at 50 thousand TEU/year, based on the equipment, the dwell time and the terminal area. The terminal should improve when throughput will increase. To start, number of calls and call size are assumed based on future throughput, decreasing the average dwell time for export containers. Additionally, a larger quantity and more advanced equipment is required to handle the increase in throughput. Lastly, the terminal area itself can be increased significantly from 8ha to 22ha in its maximum configuration. The increase in storage area allows the capacity to grow from 50 thousand TEU/year to 215 thousand TEU/year. It is important to realize that further expansion of the terminal is not possible and a new location has to be considered. A multi criteria analysis in combination with a financial analysis on the possible location showed that two out of four possible new locations are suitable for the development of a new container terminal. The new container terminal should have the capacity to handle the expected container throughput generated locally. The possibility to attract additional cargo to the port was researched as well, since the Port of Bahía Blanca has an advantageous depth compared to the Port of Buenos Aires. However, on the short term it is not expected that Bahía Blanca can profit from the draught limitations in Buenos Aires since port calling cost are almost the same, Buenos Aires is located conveniently and not operating at capacity and current shipping routes are not expected to change their routes majorly.MP22
Optimum enlargement of the Eefde lock using a simulation model
No full textWith the development of the inland waterway transport, ship locks become more and more important as infrastructure in waterway network. Currently, there are a lot of studies about the capacity of locks, but the impact of the chamber’s horizontal dimension on the passing time and the costs-benefits should be studied more. In order to study the method of selecting optimum scenarios of enlarging locks, Eefde lock is taken as a case. The thesis is aimed to determine the optimum enlargement scenario for the Eefde lock. Furthermore, the relationship between the horizontal dimension of chambers and costs-benefits is also found and suggestions are given to other locks with insufficient capacity. In the thesis, different scenarios are made at first, and then SIVAK (Simulation model for Waterways and Infrastructure) is used for simulations. The study finds that the enlargement of width is more effective to reduce waiting time than the enlargement of the chamber’s length. After the study of the Eefde lock, approach to the optimum enlargement scenarios is generalized for other locks
Ports in Transition
No full textPorts worldwide are confronted with a changing environment in terms of global economy and a rising awareness of the necessity of balancing economic, social and environmental interests. Therefore, in recent years, a lot of research has been directed towards studying sustainable port development. However, the focus has been on greenfield ports, while little has been said about ports in transition. This paper presents a framework for sustainable development of ports in transition and applies it to the re-development of bay of Havana in Cuba
PoDeA, Port development Argentina
No full textThis report contains the conceptual lay-out for two possible expansions of the port of Bahía Blanca. To determine the best conceptual lay-outs, emphasis is drawn to understand the physical system to determine the effect of the expansion of the port on the natural system. The port of Bahía Blanca is situated at the end of a ria, or tidal basin. For the designs, different conceptual lay-outs are developed and simulated in a hydrodynamic model called MOHID. This is a 2D depth-averaged model (2DH), which uses a rough bathymetry grid of the ria to determine the effect of the port development. There are three mutations of the different port expansions on the environment, which are investigated using the MOHID-model: (1) the East expansion, containing reclamation of tidal flats and closure of a side channel; (2) the South expansion, containing a widening and elongation of the channel and reclamation of tidal flats; and (3) the deepening of the entire navigation channel to various minimum depths. From the results of the MOHID-model on the East expansion conclusions on the mutations of the different port expansions are drawn. For the East expansion, only small changes are predicted; only local erosion in the navigation channel near the expansion may occur. For the South expansion, the flow velocities reduce in the entire stretch and there seems to be sedimentation at the eastern part of the expansion.As a conclusion the best and most feasible designs are chosen. The best design is the lay-out that obtained the highest score in the MultiCriteria- Analysis (MCA). The most feasible design is the design having the highest cost/benefit ratio determined by a Cost-Benefit Analysis (CBA). The east bank is located close to the current port, Ingeniero White, on tidal flats which are inundated at high-water and dry at low-water. For the East expansion, different port lay-outs are developed mainly differing in amount of reclaimed land, length of viaducts and the presence of a mooring basin. The best design on the east is characterised as being very compact and having small viaducts between the dry bulk and agribulk terminals and jetties. The main advantage of this design is the small expected increase of siltation, good safety and sufficient future expansion possibilities. The most feasible design, however, is characterised by long viaducts reducing the costs of the design. The other appointed location for the port expansion is the south bank, opposite of the current port development. This location, however, is characterised by one main disadvantage; It is far from any form of connection with the hinterland. Nevertheless, in 2013, the port authority (CGPBB) initiated the start of small reclamation works. The best and most feasible design fully utilises this reclaimed portion of land. Moreover, the best design has a small expected increase of siltation in the port area. For a final designs, all previous designs are combined to create a design in which all the advantages of each of the designs are fully incorporated. Therefore, this design has little reclamation as well as viaducts with only intermediate lengths.MP27
An Offshore Port concept to reduce the Construction costs in offshore wind farm projects: By an analyses on the Market developments, Workability and Financial performances
No full textIn the 25 years of existence, the offshore wind market has developed on many aspects. Among others, the dimension of the turbines increased by a factor 15 and the distance to shore increased by a factor of 50. The developments of the offshore wind farms increase the requirements for the installation vessels and as a consequence the present day rates can be up to $300.000. The global potential of the offshore wind market by the year 2030 is forecasted to be 60 GW for Europe and 22GW for the US Atlantic coast. The developments in the market, lead to demands during the construction of offshore wind turbines. The construction phase became more demanding over the years, while the logistical strategy of sailing back and forth to the offshore wind farm with a jack-up vessel, is similar as applied in 1991. The six demands can be fulfilled by performing four required activities at the offshore port. The potential of seven support structures that fulfil the boundary conditions for the offshore port are determined. Important boundary conditions are a maximum vertical load of 12.600 ton, suitability in a water depth range between 30 and 50 meter and a minimum surface area of 17.500 m2. Besides boundary conditions that have to be fulfilled, there are also maximum allowed conditions that determine the workability of a port concept. For a floating port concept the motion response is the leading workability condition. Based on the mobility, motion response and a cost indication, three port concepts are selected. These port concepts are a single barge, a single jack-up barge and a combination of a small jack-up barge and a single barge. The current logistical strategy for construction of an offshore wind farm is compared to various logistical concepts that include an offshore port. The logistical concept with a feeder vessel that sails from the onshore to the offshore port and an installation vessel that sails between the offshore port and the wind farm has the highest potential saving. Taking into account the assumptions made throughout this research, for each executed project by the offshore port the savings are expected to be €23.000.000. These savings consist of a sooner generation of energy and by savings on the construction of an offshore wind farm. The discounted cash flows for the three port concepts shows a potential for the offshore port concept. The net present value of the three offshore port concepts deviates between 52 and 216 million euro. The financial results are most sensitive to the ratio between wind farm capacity and the turbine capacity, also the market share that is interest in applying the offshore port and the day rate of the vessels. When the offshore wind market follows the tendency of developments of the last years, there is a market potential for an offshore port concept to reduce the construction costs. The main recommendations are to analyse the interest of potential port owners, perform a motion response into more detail and validate the financial assumptions.<br/
Climate change and Waal canalization: Study on the extent and effects of river canalization
No full textThis research is about the effects by climate change on the inland shipping sector of low discharges in the River Waal. Two different situations are investigated, one without any measure and one with canalization of the river. These two situations are compared with a zero variant where no navigation restrictions occur and therefore a so- called reference situation is also investigated. The focus is on the direct costs for the inland shipping sector due to navigation restrictions caused by insufficient water depth and canalization. Besides, the more integral picture is taken into account by the total costs due to canalization, which consist of the shipping costs due to canalization and the weir- and lock complex costs. For studying the effects of the different developments on the inland shipping sector an effect model is developed, validated and used. The consequences in case of several scenarios for this canalization option are investigated to get insight in the range of possible outcomes. The scenario analysis shows that the shipping costs for all scenario combinations are lower in case of canalization than in case without any measure. Looking to the more integral picture, the total costs due to canalization are only in case of the most extreme climate scenario lower than the shipping costs in case without any measure. For all other scenarios, the total costs due to canalization are much higher. During the sensitivity analysis, the total costs due to canalization for various weir- and lock complex costs are investigated. The result is shown in the figure alongside to here. For total weir- and lock complex costs below 400 million Euro the feasibility of Waal canalization is quite high, which means that for many scenario combinations the costs due to canalization are lower than the costs in case without measure. However, for WLC costs between 400 million Euro and 900 million Euro the feasibility decreases to 20%. It is expected that 1000 million Euro is quite large for one complex and therefore it is assumed that a feasibility of at least 20% is reached
Going Beyond Counting First Authors in Author Co-citation Analysis
Get PDFThe present study examines one of the fundamental aspects of author co-citation analysis (ACA) - the way co-citation
counts are defined. Co-citation counting provides the data on which all subsequent statistical analyses and mappings
are based, and we compare ACA results based on two different types of co-citation counting - the traditional type that
only counts the first one among a cited work's authors on the one hand and a non-traditional type that takes into
account the first 5 authors of a cited work on the other hand. Results indicate that the picture produced through this non-traditional author co-citation counting contains more coherent author groups and is therefore considerably clearer. However, this picture represents fewer specialties in the research field being studied than that produced through the traditional first-author co-citation counting when the same number of top-ranked authors is selected and analyzed. Reasons for these effects are discussed
Connecting Myanmar - Towards a Framework for a Sustainable and Stakeholder-inclusive Deep Sea Port Development Strategy: A case study of ports in Myanmar
No full textMyanmar, formerly known as Burma, is a country in Southeast Asia with a population close to 60 million people, which suffers from underdeveloped infrastructure. With the change of government and restoration of democracy starting from 2011, policy reforms are anticipated leading to large-scale economic development and growth. This growth is expected to result in rapidly increasing trade volumes. Myanmar’s maritime infrastructure needs upgrades: existing ports are mainly up-river, have limited draught and need continuous dredging. Currently, six deep sea port projects are being planned, but it is not known whether these sites have been selected based on rational, commercial and technical considerations or on (geo)political interests from the past. If these sites have been selected based on outdated political considerations, rather than commercial, well-grounded and sustainable development, they may struggle to obtain finances and support. Especially in the past, port sites were often allocated based on (geo)political considerations. However, because site selection is critical to port development and the long-term success and growth of a port, research into optimum and sustainable site selection is of significant value. The research objective is development of a strategy for deep sea port site selection and port development in Myanmar, by developing, validating and applying a framework for sustainable site selection, integrating a stakeholder-inclusive approach and ecosystem services. This framework is developed based on literature and desk study, and a comprehensive case study conducted in Myanmar. The strategy elaborates upon the optimum site selection (process), conceptual lay-outs and biggest challenges. Following the developed two-step site selection process, a short list with the sites Pathein, Yangon, Mawlamyine and Dawei was obtained. By means of a Multi-Actor Multi-Criteria Analysis and a cluster-based ranking, Mawlamyine and Yangon ended first. Yangon seems like a logical choice for deep sea port development, as it is the economic center of the country with the best hinterland connectivity. Despite pressure from stakeholders, it is concluded that Yangon is not a suitable location for deep sea port development because of physical restraints. However, it is a crucial port and must be part of the strategy. Yangon and Thilawa port should maintain and strengthen their current activities, and this appears best in combination with a deep sea port near Kalegauk Island (near Mawlamyine), which is connected with a high-quality road connection to Thailand and the Greater Mekong Subregion. Besides, this site offers many opportunities with respect to Ecosystem Services, by using Ecosystem-Based design principles. This port will accommodate the large Post-Panamax vessels and Yangon and its hinterland will be connected to it by sea, road and rail. Yangon port functions as a feeder port or extended gateway in this combination. This combination of ports can for instance be found in Thailand, Cambodia and Vietnam. Besides the combination Kalegauk Island and Yangon, a combination of Pathein (Near Nga Yoke Kaung) and Yangon may be a possible port combination. However, this needs additional research
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