Port Construction

Port is an important component of the transportation system, faulty port planning will lead to giant resource waste and irretrievable economic loss. Before port's construction, it should define the port market scale which is the foundation for a port in its development and survival from drastic competition. The analysis of port market scale is essential prerequisite and special requirement to a port planning. It is directly related to the success of a port plan on how to make quantitative analysis on port market with scientific theory, model and method and how to determine the reasonable scale of port market in the process of port planning and construction. This paper is an attempt to study these issues, in order to improve the scientific and rationality of the present port market segmentation. The definition of port market is described and main influencing factors of port market segmentation include market factor, port factor and the connection fact are listed at first in this paper. The authors make comparison among the common methods of present port market segmentation such as administrative division method, pivot and ligament method, membership degree method, location quotient method, Wilson Model and so on. On this basis, Wilson Model is mainly applied. Then the authors empirically make analysis on market segmentation methods according to actual situation of the adjacent Tianjin port and Qingdao port. Based on the analysis and study, the Wilson Model can reflect more approximate to the practical market segmentation, which makes the planning of port development more objective and more scientific.

With the reform and opening more than three decades , ports construction in China have developed quickly and have been playing a very important role in the development of domestic economy. However, with China's sustained rapid economic growth, globalization of the world economy, the deepening integration of the regional economy, the development of ports construction in China is still a long way to go. One of the major problems in the port construction and development is the problem of funds. China has made a lot of investment and financing policies in port construction, and the innovation of the port management system is gradually deepening, but the laggard port management system is ingrained for a long time. Narrow investment and financing channels, the single mode and little financing dynamics have affected the port development. How to finance and establish efficient port investment and financing system is the important problem which needs to be considered in the current port construction. According to the technology economy feature of port facilities, this paper mainly analyzes the behaviors of local government and foreign agencies, and the correlation analysis for investment effect of BOT financing model is processed from four aspects including capital, technique, management and regional development.

Port construction in Turkey is sponsored by the Railways- Ports and Airports Construction Directorate under The Ministry of Transportation. All port construction projects whether governmental or private should get the approval of this Directorate. In this short article, the fender types used in Turkish Ports and the calculation procedure of Fender Forces as used by the Directorate shall be summarized.

The increasing international maritime transportation of freight has caused a huge operation in important ports, which are often established near cities and therefore do not have enough room for expanding the operations. This causes long delays and poor productivity in ports. The construction of dry ports has been proposed as a suitable solution to mitigate the problems. A dry port is an inland intermodal terminal directly connected to a seaport by road or rail, where importers and exporters can clear their cargo through customs and handle other shipping formalities. Selecting the right place for the establishment of dry ports has a significant impact on the time and costs of transportation in the network, as well as environmental consequences. In this research, to determine the optimal location of dry ports among the potential locations, three mathematical models as deterministic, stochastic, and robust with three objectives of minimizing the maximum transportation time in the entire network, environmental pollutants, and transportation costs are presented, which simultaneously specify the required number of dry ports in the network and the optimal place to build them. The presented models have been implemented for data related to 30 million bills of lading in a 10-year period in Iran with four major ports and 400 cities. Both deterministic and non-deterministic approaches reveal a preference not to build a dry port in the first optimal solution. However, in the following desirable answers, different answers have been suggested. According to the sensitivity analysis performed by making changes in the fuel price situation or the existing rail network, the model introduces several potential points for the construction of dry ports. The results of this model show that, with the construction of dry ports, despite the increase in overall costs of the network because of the construction of dry ports, operation, and storage in them, the amount of greenhouse gas emissions will decrease significantly.

In recent years, China has actively participated in port construction and development in the Gulf and East Africa. China’s investment and construction of ports in this region demonstrates the mutually beneficial cooperation between China and the host countries, serves the regional development and the overall interests of China-Arab and China-Africa cooperation, and reflects the characteristics of letting one case guide a whole area. China’s investment in port construction is faced with the risks of port politicisation and security problems brought about by the geopolitical game of world major powers. It is necessary for China to take the Western Indian Ocean region as a whole, to attach importance to the coordination and cooperation between the Gulf and East Africa in terms of geo-economy, channel route security and port construction layout, and pay attention to reducing the risks of port politicisation and security.

The construction of New Oil Port in Dalian, C.P.R., was started from the end 1974 and completed in autumn 1976. In this paper a summary of the essential considerations in design and construction of this oil port, such as the planning of the pier, the determination of exciting forces (namely wave forces, forces due to earthguake, mooring line forces and berthing forces due to the impact of tanker on the fenders)on structures, the design of the large cylindrical cassion with a diameter of 9m and a height up to 19.7m and the construction of connecting bridges by two types, is presented.

World Economy has been globalizing faster then ever as a result of the technological evolution. Increase of global trade brings the need of higher transportation capacity as bigger ships and port facilities. Port construction and expansion investments can be said to be supply to meet demand. Maritime safety is one of the factors affecting the zoning plan approval process in the port construction and extension investments. These factors mostly caused by the ship maneuver. One of the most widely used models is the Environmental Stress (ES) Model in risk assessment of navigation and ship maneuver. ES Model measures the risk occurring around the ship during the berthing / unberthing maneuvers performed in the simulation environment with the ports and ships that are modeled similar to the port project. But, it is not certain which parameter of the port project will be revised such as ship tonnageand length of the ship, port form and size etc. The main benefit of this study is taking precaution with measuring risk by specifying the risk factors and their weights using both ES Model and fuzzy logic method. Thus, the development plan and project evaluation process, which is under the duty and responsibility of the Turkish Ministry of Transport, will be carried out in terms of safety with the method proposed in this study. Another important contribution of this study is its originalty in terms of clarification of raw outputs of ES model reports by using fuzzy logic method in scientific literature. So, the revised port project will be realized by providing maritime safety. While port projects are approved by the Ministry of Transport within the scope of the legislation that determines the port planning process in question, the evaluation of Modeling Reports with fuzzy logic method will contribute to both fast and safe project design process.

To solve wetlands degradation is the key issues in the protective process. Coastal wetlands in Tangshan are facing the rapid decline and the deterioration of ecological function. The situation is controlled by two main factors: natural factors and human factors. The former includes the climate drought, rising sea levels and other reasons. The latter includes urbanization and port construction, water and environmental pollution, coastal industrial and agricultural production and other factors. Wetlands degradation in the study area is controlled by rapid industrialization, massive urbanization and port construction. Wetlands protection hinges on the correct understanding of their social, economic and ecological value, and its protection bringing into the overall urban development planning.

Gravity caissons are widely used in the construction of coastal ports owing to their simplicity, high capacity, and easy construction. The verification of resistance to seismic liquefaction and earthquakes is necessary and important in the design and construction of coastal ports. In this study, a numerical program was developed based on elasto-plastic theory and a coupled finite element–finite difference method. The seismic resistance of a caisson wharf was assessed using the proposed program. Furthermore, gravel piles were designed to resist liquefaction-induced disaster. It was found that the lateral spreading of liquefied soil would cause large sliding and rotational deformation in the gravity caisson. Adding gravel piles, it can decrease the deformation of the caisson foundation, and improve the stability of the caisson wharf.

Introduction of wave model, considered the effect of shoaling, refraction, diffraction, partial reflection, bottom friction, breaking at the coastal waters of complex bathymetry, is a very important factor for most coastal engineering design and disaster prevention problems. As waves move from deeper waters to shallow coastal waters, the fundamental wave parameters will change and the wave energy is redistributed along wave crests due to the depth variation, the presence of islands, coastal protection structures, irregularities of the enclosing shore boundaries, and other geological features. Moreover, waves undergo severe change inside the surf zone where wave breaking occurs and in the regions where reflected waves from coastline and structural boundaries interact with the incident waves. Therefore, the application of mild-slope equation model in this field would help for understanding of wave transformation mechanism where many other models could not deal with up to now. The purpose of this study is to form a extended mild-slope equation wave model and make comparison and analysis on variation of harbor responses in the vicinities of Ulsan Harbor and Ulsan New Port, etc. due to construction of New Port in Ulsan Bay. We also considered the increase of water depth at the entrance channel by dredging work up to 15 meters depth in order to see the dredging effect. Among several model analyses, the nonlinear and breaking wave conditions are showed the most applicable results. This type of trial might be a milestone for port development in macro scale, where the induced impact analysis in the existing port due to the development could be easily neglected.

In the grand strategic layout of the construction of Hainan Free Trade Port, the demand for diversified and high-quality talents is becoming increasingly urgent, which makes the strengthening of ideological and political awareness and educational ability of university teachers the core task in the field of education. This study closely focuses on the needs of free trade port construction, and deeply explores the internal logic and practical path of cultivating ideological and political awareness and enhancing educational ability of university teachers. In the early stage of the research, a survey was conducted on teachers from multiple universities in Hainan through methods such as questionnaire surveys and interviews. The results show that although most teachers have the willingness to engage in ideological and political education, their forward-looking ideological and political awareness and adaptability to educational abilities are significantly insufficient in the context of free trade ports. It is manifested as insufficient exploration of the ideological and political elements contained in the policy of free trade ports, making it difficult to integrate the open spirit, innovative ideas, and global perspective required for the construction of free trade ports into daily teaching. Based on this, this study proposes a solution strategy from the perspective of multi-party collaboration. In terms of policy support, it is recommended that the government establish a special fund to support universities in carrying out ideological and political education reform projects. Universities should improve their internal assessment and incentive mechanisms, linking the performance of teachers in ideological and political education with professional title evaluation, excellence evaluation, and building a platform for free trade port characteristic ideological and political teaching resources. From a personal perspective, teachers need to actively participate in practical research on the construction of free trade ports, update their knowledge system, and enhance their cross-cultural communication skills. The aim of this study is to provide practical and feasible solutions for improving the ideological and political education abilities of teachers in Hainan universities, and to assist universities in delivering outstanding talents with firm political stance, innovative thinking, and international competitiveness for the construction of the free trade port, promoting the steady development of Hainan Free Trade Port.

Port promotes economy to grow rapidly, but causes certain damage to ecological environment. For the sustainable development of the port, the construction of green port is a very wise choice. Taking Shanghai Port as an example, this paper discusses the development of Shanghai Port based on the green port evaluation index system of Analytic Hierarchy Process and fuzzy comprehensive evaluation method, and puts forward corresponding suggestions, in order to provide certain reference value for the better and faster construction of a green port in Shanghai. Firstly, this paper introduces the background of the topic and the significance of the research, including the background of green port and the differences between the evaluation methods of indicators. Secondly, the green evaluation index system of Shanghai Port was constructed, and the green index of Shanghai Port in 2019 was evaluated fuzely by expert scoring method and membership function. Through the analysis of the fuzzy evaluation results, it is concluded that the green development level of Shanghai Port in 2019 belongs to the "average" level, which indicates that Shanghai Port is in urgent need of improving the green port construction. Finally, the paper puts forward some suggestions on the green development of Shanghai port from the involved responsible subject industry, government and society.

During the construction of a deep-water port (JadeWeserPort), bathymetry, sediment distribution, and macrofauna community structure were studied in the Inner Jade, a highly anthropogenically impacted tidal channel located in the southern North Sea. In order to assess the effects of additional disturbance by dredging activities, macrofaunal community compositions between 2002 (before the construction work had begun) and 2010 (during the final construction phase) were compared. The sand extraction for land reclamation and the redirection of the fairway changed the bathymetry markedly. While the old fairway in the centre of the study area remained mud dominated, a general increase in coarser sediments was detected in 2010. The dynamic nature of the study area in combination with the direct and indirect effects of dredging increased bathymetric heterogeneity [measured by singlebeam (2002) and multibeam (2010) echo-sounder]. In 2010, the macrofauna community structure roughly resembled the different categories of dredging activities. The most recently dredged northwestern area was inhabited by a community, which was different from the community in the regularly dredged old fairway. Both were different from the community in the northeastern, non-dredged area. In the southern area, and in the transition areas between the other three communities, a fourth community was found. A general increase of macrofaunal abundance and taxa number was observed in 2010, with the exception of the recently dredged area. The structure of the macrofauna community during the port construction phase seemed to be determined by secondary dispersal of the dominant taxa and recolonisation by highly mobile and opportunistic species.

Hydrochemical characteristics, primary production of plankton, taxonomic composition, species richness, species diversity and quantitative characteristics of the benthic fauna of the Neva Bay had been collected and analyzed at the end of July and the very beginning of August 2003–2012 by the method stepwise regression, calculated equations with a free constant. Effects of biotic and abiotic factors on the structural and functional characteristics of benthic communities in the Neva Bay were evaluated using multiregression analysis. Research period had been accompanied by revival of industry of Saint-Petersburg, construction of ports, active navigation, development of Sea facade and completion of the construction of the St. Petersburg Flood Prevention Facility Complex and a large-scale hydrotechnical works: building of a Marine Multifunctional Reloading Complex (MMRC) “Bronka” and approach fairway to it. Results of statistical analysis showed that the number of species and species diversity of bottom animals in the Neva Bay declined with increased primary production and chlorophyll a concentration. Analysis of the factors influencing the values of biomass of benthic animal communities shows that these characteristics increased with growing chlorophyll concentration. During the anthropogenic stress of 2006–2007, the existing links between the structural characteristics of the zoobenthos and the functional biotic characteristics of the Neva Bay were completely destroyed. Restoration period 2008–2012 was accompanied by an increase in the species richness and species diversity of zoobenthos to the level observed before anthropogenic stress.

Water quality in harbour basins is an important constraint that should be considered in the design and construction of ports and harbours. Adequate flushing improves water quality and helps maintain biological productivity. Flushing culverts in breakwaters are a simple way to induce water exchange and consequently improve the water quality in harbours and ports located in areas with a small tidal range. It has been assumed that the transmission of wave energy implies water flow through a flushing culvert. Recent studies have pointed to a possible independent relationship between wave energy transmission and water flow. A series of tests on a physical model of a breakwater in a wave flume were conducted with the goal of investigating the effect of irregular wave fields as well as the geometrical characteristics of flushing culverts on velocities inside them. Water velocities were measured using an acoustic Doppler velocimeter. It is demonstrated, multiple times, that faster water flows are observed when the axis of the flushing culvert is placed at mean sea level in comparison with a fully submerged culvert. An empirical model that relates velocities with wave parameters and culvert geometrical characteristics was derived using experimental data.