This presentation was given at the 2011 Ohio Conference on Freight and discusses innovation at the Port of Toledo and in the Great Lakes- St. Lawrence Seaway System.
The document discusses the proposed North Doncaster Chord rail project. It describes the need for the project to increase network capacity and accommodate future freight and passenger growth. A variety of solutions were considered and the proposed solution is presented, which involves building a new chord line to allow freight trains to bypass Doncaster station. Next steps discussed include getting input from the local council on aspects of the design and conducting further environmental consultations.
The document discusses climate change issues and the role of ports in decarbonizing maritime transport in the Mediterranean region. It notes that international maritime transport accounts for 800-1000 MtCO2e annually but these emissions could be reduced by 75% using existing technologies. Ports play an important role through reducing emissions from port operations and ships visiting ports by using cleaner fuels, shore power connections, and optimizing port stays. There are opportunities for Mediterranean ports to take a leading role in developing standards and sharing knowledge due to the region's scale and global impact, and the Union for the Mediterranean could support these efforts.
This summary provides the key details from the document in 3 sentences:
The document discusses a proposed integrated dry port and seaport system for the port of Genoa in Italy to address space constraints. The proposal involves relocating container handling operations inland to a dry port located north of the mountains, and connecting the dry port and seaport via an automated electric rail shuttle system running through a new tunnel. The study examines the concept and feasibility of this integrated seaport/dry port system as a way to expand the port's capacity and efficiently connect it to its hinterland networks.
The document provides summaries of multiple news stories related to shipping and logistics from July 2013. Key points include: the sinking of the MOL Comfort ship and loss of cargo; the formation of a mega-alliance between Maersk, MSC and CMA CGM; China's crackdown on adulterated imports affecting scrap exports; and changes to US trucking hours of service rules taking effect.
2014 Miami-Dade County Freight Plan Update presentation to the Freight Transportation Advisory Committee (FTAC) by Cambridge Systematics on August 27, 2014.
The document evaluates potential site locations for two additional Fresh Air Square parklets in the London Bridge area. It discusses the successful first parklet on Tooley Street and considers four priority project locations: 1) Tooley Street near London Bridge Street, 2) Snowsfields, 3) Crucifix Lane, and 4) Tooley Street by the Unicorn Theatre. For each location, it outlines the strengths, issues, and conclusion regarding its suitability. The preferred next locations are Tooley Street by London Bridge Street and Snowsfields due to their high footfall, supportive local stakeholders, and potential for community benefit.
Ce delft -_historical_trends_in_ship_design_efficiency[1]John Kokarakis
- The document analyzes historical trends in ship design efficiency from the 1960s to 2012 to inform a review of efficiency targets.
- It finds that design efficiency improved significantly in the 1980s and was best in the 1990s, up to 10% better than the 1999-2008 baseline period. Efficiency then deteriorated after the 1990s.
- Drivers for improved efficiency included reduced design speed, larger size, and advances in hull design and propulsion systems. Deterioration after the 1990s partly resulted from poorer designs.
The document discusses the proposed North Doncaster Chord rail project. It describes the need for the project to increase network capacity and accommodate future freight and passenger growth. A variety of solutions were considered and the proposed solution is presented, which involves building a new chord line to allow freight trains to bypass Doncaster station. Next steps discussed include getting input from the local council on aspects of the design and conducting further environmental consultations.
The document discusses climate change issues and the role of ports in decarbonizing maritime transport in the Mediterranean region. It notes that international maritime transport accounts for 800-1000 MtCO2e annually but these emissions could be reduced by 75% using existing technologies. Ports play an important role through reducing emissions from port operations and ships visiting ports by using cleaner fuels, shore power connections, and optimizing port stays. There are opportunities for Mediterranean ports to take a leading role in developing standards and sharing knowledge due to the region's scale and global impact, and the Union for the Mediterranean could support these efforts.
This summary provides the key details from the document in 3 sentences:
The document discusses a proposed integrated dry port and seaport system for the port of Genoa in Italy to address space constraints. The proposal involves relocating container handling operations inland to a dry port located north of the mountains, and connecting the dry port and seaport via an automated electric rail shuttle system running through a new tunnel. The study examines the concept and feasibility of this integrated seaport/dry port system as a way to expand the port's capacity and efficiently connect it to its hinterland networks.
The document provides summaries of multiple news stories related to shipping and logistics from July 2013. Key points include: the sinking of the MOL Comfort ship and loss of cargo; the formation of a mega-alliance between Maersk, MSC and CMA CGM; China's crackdown on adulterated imports affecting scrap exports; and changes to US trucking hours of service rules taking effect.
2014 Miami-Dade County Freight Plan Update presentation to the Freight Transportation Advisory Committee (FTAC) by Cambridge Systematics on August 27, 2014.
The document evaluates potential site locations for two additional Fresh Air Square parklets in the London Bridge area. It discusses the successful first parklet on Tooley Street and considers four priority project locations: 1) Tooley Street near London Bridge Street, 2) Snowsfields, 3) Crucifix Lane, and 4) Tooley Street by the Unicorn Theatre. For each location, it outlines the strengths, issues, and conclusion regarding its suitability. The preferred next locations are Tooley Street by London Bridge Street and Snowsfields due to their high footfall, supportive local stakeholders, and potential for community benefit.
Ce delft -_historical_trends_in_ship_design_efficiency[1]John Kokarakis
- The document analyzes historical trends in ship design efficiency from the 1960s to 2012 to inform a review of efficiency targets.
- It finds that design efficiency improved significantly in the 1980s and was best in the 1990s, up to 10% better than the 1999-2008 baseline period. Efficiency then deteriorated after the 1990s.
- Drivers for improved efficiency included reduced design speed, larger size, and advances in hull design and propulsion systems. Deterioration after the 1990s partly resulted from poorer designs.
This document discusses proposed improvements to Liverpool Lime Street station to address current capacity issues. It proposes remodeling the platforms and tracks to allow longer trains and increase capacity by 3 additional services per hour. This would support growth in passenger numbers, currently around 55,000 per day. The remodel would extend some platforms and realign others to create more space and wider platforms for safer access. Challenges around disruption during construction are also addressed.
The document summarizes Morocco's PortNet system, a national single window for foreign trade. PortNet aims to facilitate international trade processes and improve competitiveness for importers and exporters. It integrates stakeholders across physical, data, and payment flows. PortNet has over 22,000 users, processes over 635,000 electronic messages monthly, and reduced trade times. It is recognized as improving Morocco's trade environment and competitiveness. Lessons learned include aligning governance to customer interests, achieving quick wins, trusting collaboration between stakeholders, monitoring performance metrics, and pursuing regional integration.
Port arrastre, logistics and traffic managementGene Almelia
The document provides information on the origin and development of ports including:
1) Ports originated as natural shelters for ships and have since developed facilities for cargo transfer between ship and shore.
2) Ship sizes increased rapidly from the 1950s onward, requiring ports to adapt through deeper waters and larger berths.
3) The rise of containerization and larger ships led to hub-and-spoke systems where large "center ports" connect to smaller feeder ports.
4) Port development is ongoing to meet changing ship and cargo transport needs through new facilities, equipment, locations, and operational changes.
Port Development, Review of Maritime Transport 2014Manas Tripathy
Container ports saw growth of 5.6% in 2013 with developing countries increasing their share. The top 20 ports accounted for 46% of throughput and all top 10 ports are in Asia. Terminal operations are still fragmented but the top 10 control 37% of throughput. Port development is important for developing countries' revenue but less so for developed countries. The Panama Canal expansion was completed in 2016 to accommodate larger ships. Future vessels will be bigger, requiring ports to deepen channels and strengthen infrastructure to handle increased cargo volumes while minimizing environmental impacts.
The document discusses port operations and the container supply chain in Western Australia. It describes the key role of the WA Port Operations Task Force (POTF) in facilitating communication across different stakeholders involved in port operations. POTF addresses both day-to-day issues and strategic matters through regular meetings. The document also provides a simple overview of the container supply chain, including the movement of empty containers to and from empty container parks and the role of intermodal terminals and transport hubs in supporting efficient port operations. It stresses the importance of understanding operational constraints and facilitating solutions through coordinated land use planning and transport modeling.
The document discusses a concept proposed by Float Inc. for a system of offshore security ports adopted by the Lawrence Livermore National Laboratory (LLNL) as a way to increase homeland security. It describes Float Inc.'s design of large floating platforms up to 400 acres that would be located 20-40 miles offshore to facilitate automated inspection of cargo containers before being transferred to domestic shipping. Economic analyses presented by three top business schools found the concept to be economically feasible, with an estimated $60 billion cost to build six ports but an annual $5.3 billion economic benefit and payback period of 23 years. The panel of government experts recommended further technical feasibility studies of the port design.
The document discusses ocean freight mega alliances and their implications for the future. It summarizes that the major alliances have established operational agreements controlling over 97% of east-west container capacity. These alliances drive vessel and terminal consolidation to achieve scale economies, though freight rates remain low due to excess capacity. Continued growth of mega ships is stressing marine terminal operations, requiring terminal investment and consolidation. The alliances are expected to remain stable in the future with potential membership changes, driving ship sizes larger and placing more demands on port and terminal infrastructure to adapt.
Liverpool Local Enterprise Partnership head of key sector growth explored the meaning of the SuperPort brand in Liverpool City Region and issued a passionate call to businesses to make the most of the opportunity it presents.
This document summarizes information about Namibian Ports Authority (Namport) and the ports of Walvis Bay and Luderitz that it manages. It discusses Namport's role and certifications, the changing market environment in the maritime industry, Namport's strategy to achieve goals of doubling cargo volumes by 2017 as outlined in Namibia's national development plan, cargo throughput growth at Walvis Bay port reaching 3 million TEUs by 2045, expansion and improvement projects recently completed or underway at Walvis Bay port, and long term plans to develop Walvis Bay into a larger regional shipping hub under the SADC Gateway project.
The document provides an overview of plans to improve transportation along US 290 in Houston, Texas. It discusses the mission to provide safe and reliable transportation solutions. It also summarizes the interim solution which includes rehabilitating Hempstead Road and adding reversible managed lanes on US 290 from I-610 to SH 99 at a cost of $1.8 billion through partnerships with local and state agencies. Several construction projects have already been awarded to accelerate improvements and provide congestion relief.
A presentation done by Mr Tino Hanabeb (Senior Manager Commercial: Namibian Ports Authority), at the Transport Forum SIG: "Visiting the port of Walvis Bay and the Launch of the Namibian Logistics Hub Forum" on 4 December 2014 in Walvis Bay, hosted by WBCG. The topic of the presentation was: "An Introduction to the Port of Walvis Bay".
This document discusses Float Inc.'s Pneumatically Stabilized Platform (PSP) technology for use as a deep ocean offshore floating platform. The PSP technology was validated through testing by the Defense Advanced Research Projects Agency and Office of Naval Research in the 1990s and 1990s. The PSP uses air buoyancy within cylinders to stabilize the platform and reduce wave motion by 50-94%, even with 20 meter incident waves. The modular PSP design allows for extension and reconfiguration. Float Inc. proposes an Offshore Ocean Energy System placed on a PSP that would incorporate offshore wind, wave, and current energy generation as well as potential energy storage and other applications like aquaculture. Preliminary estimates for a site off
This presentation was performed by Lawrence Livermore National Laboratory under contract with the U.S. Department of Energy. It proposes a concept called Portunus, which would cut freight offload times at US ports by 60% and improve intermodal connectivity by developing offshore port infrastructure. This would allow the largest ships to access all US ports, reduce the need for constant infrastructure upgrades at ports, and improve supply chain resiliency while also enhancing logistics, the economy, the environment, and security.
The Port of Prince Rupert in British Columbia, Canada is strategically located on the north coast as the closest North American port to Asia. It has seen rapid growth in container traffic in recent years, with volume increasing 13.8% in 2014. In 2015, container traffic through July had increased 30.73% compared to the same period in 2014. This significant growth is attributed to congestion at ports on the US west coast during labor disputes, with some shippers choosing to permanently route cargo through Prince Rupert due to reduced travel time from Asia and ease of operations. The port handles various bulk commodities important to Western Canada in addition to containers.
Port of Maputo Infrastructure and Operations updateTristan Wiggill
Presented by the Maputo Port Development Company (MPDC) at the MCLI Stakeholder Meeting in Nelspruit on 22 July 2015.
The presentation provides concession information, details the port's shareholder structure, gives information pertaining to the MPDC's main responsibilities, looks at the port's jurisdiction area for future developments, exposes the historical volumes handled, uncovers the main pillars of the Port of Maputo's Master plan, highlights projects in progress, gives an update on the expansion of the Chrome slab, provides an overview of the port expansion plan and construction of new access roads, showcases the dredging project and lists the critical success factors impacting the port.
This document provides a summary of a report analyzing chassis management at the San Pedro Bay Port Complex. It finds that the recently formed "Pool of Pools" approach, consisting of multiple interoperable chassis pools, should continue as the current operating model. This allows for flexibility to evolve the system over time without disrupting existing agreements or requiring a new third party operator. The report assesses challenges like chassis availability, storage, and maintenance to determine the best path forward for optimizing the regional chassis supply.
We've been working on tunnelling projects since 1961. In total, we’ve been involved in over 780km of tunnelling projects worldwide.
This slideshow provides just a small selection of our tunnelling projects from around the world.
To find out more about how we create our compelling portfolio of tunnelling projects, go to http://www.atkinsglobal.com/en-GB/group/sectors-and-services/services/tunnelling-and-underground-space
The document summarizes information about Port San Antonio and its East Kelly Railport facility. Port San Antonio is a 1,900 acre port established in 2001 with 12.9 million square feet of buildings that is 97% occupied. The East Kelly Railport is a 350 acre rail facility within the port that handles transloading, distribution, manufacturing, and has 151 acres available for development. Rail volume at the facility has been increasing, with the top commodities being industrial sand, pipe, paper, rebar, lumber, steel, food products, and aluminum. The facility aims to support growth industries in the region like aerospace, energy, manufacturing, and distribution.
This document provides an overview of infrastructure development at small and niche ports in the United States. It discusses how niche ports specialize in specific cargo like automobiles, agricultural products, or other bulk goods rather than containerization. The Port of San Diego is used as a case study of a niche port. It generates most of its revenue from real estate rather than maritime activities. The document examines challenges for the Port of San Diego to expand its maritime operations and compete with larger ports due to space constraints and lack of ability to accommodate larger ships. It discusses the port's maritime business plan to project operations over the next 30 years and determine realistic growth opportunities.
This document discusses proposed improvements to Liverpool Lime Street station to address current capacity issues. It proposes remodeling the platforms and tracks to allow longer trains and increase capacity by 3 additional services per hour. This would support growth in passenger numbers, currently around 55,000 per day. The remodel would extend some platforms and realign others to create more space and wider platforms for safer access. Challenges around disruption during construction are also addressed.
The document summarizes Morocco's PortNet system, a national single window for foreign trade. PortNet aims to facilitate international trade processes and improve competitiveness for importers and exporters. It integrates stakeholders across physical, data, and payment flows. PortNet has over 22,000 users, processes over 635,000 electronic messages monthly, and reduced trade times. It is recognized as improving Morocco's trade environment and competitiveness. Lessons learned include aligning governance to customer interests, achieving quick wins, trusting collaboration between stakeholders, monitoring performance metrics, and pursuing regional integration.
Port arrastre, logistics and traffic managementGene Almelia
The document provides information on the origin and development of ports including:
1) Ports originated as natural shelters for ships and have since developed facilities for cargo transfer between ship and shore.
2) Ship sizes increased rapidly from the 1950s onward, requiring ports to adapt through deeper waters and larger berths.
3) The rise of containerization and larger ships led to hub-and-spoke systems where large "center ports" connect to smaller feeder ports.
4) Port development is ongoing to meet changing ship and cargo transport needs through new facilities, equipment, locations, and operational changes.
Port Development, Review of Maritime Transport 2014Manas Tripathy
Container ports saw growth of 5.6% in 2013 with developing countries increasing their share. The top 20 ports accounted for 46% of throughput and all top 10 ports are in Asia. Terminal operations are still fragmented but the top 10 control 37% of throughput. Port development is important for developing countries' revenue but less so for developed countries. The Panama Canal expansion was completed in 2016 to accommodate larger ships. Future vessels will be bigger, requiring ports to deepen channels and strengthen infrastructure to handle increased cargo volumes while minimizing environmental impacts.
The document discusses port operations and the container supply chain in Western Australia. It describes the key role of the WA Port Operations Task Force (POTF) in facilitating communication across different stakeholders involved in port operations. POTF addresses both day-to-day issues and strategic matters through regular meetings. The document also provides a simple overview of the container supply chain, including the movement of empty containers to and from empty container parks and the role of intermodal terminals and transport hubs in supporting efficient port operations. It stresses the importance of understanding operational constraints and facilitating solutions through coordinated land use planning and transport modeling.
The document discusses a concept proposed by Float Inc. for a system of offshore security ports adopted by the Lawrence Livermore National Laboratory (LLNL) as a way to increase homeland security. It describes Float Inc.'s design of large floating platforms up to 400 acres that would be located 20-40 miles offshore to facilitate automated inspection of cargo containers before being transferred to domestic shipping. Economic analyses presented by three top business schools found the concept to be economically feasible, with an estimated $60 billion cost to build six ports but an annual $5.3 billion economic benefit and payback period of 23 years. The panel of government experts recommended further technical feasibility studies of the port design.
The document discusses ocean freight mega alliances and their implications for the future. It summarizes that the major alliances have established operational agreements controlling over 97% of east-west container capacity. These alliances drive vessel and terminal consolidation to achieve scale economies, though freight rates remain low due to excess capacity. Continued growth of mega ships is stressing marine terminal operations, requiring terminal investment and consolidation. The alliances are expected to remain stable in the future with potential membership changes, driving ship sizes larger and placing more demands on port and terminal infrastructure to adapt.
Liverpool Local Enterprise Partnership head of key sector growth explored the meaning of the SuperPort brand in Liverpool City Region and issued a passionate call to businesses to make the most of the opportunity it presents.
This document summarizes information about Namibian Ports Authority (Namport) and the ports of Walvis Bay and Luderitz that it manages. It discusses Namport's role and certifications, the changing market environment in the maritime industry, Namport's strategy to achieve goals of doubling cargo volumes by 2017 as outlined in Namibia's national development plan, cargo throughput growth at Walvis Bay port reaching 3 million TEUs by 2045, expansion and improvement projects recently completed or underway at Walvis Bay port, and long term plans to develop Walvis Bay into a larger regional shipping hub under the SADC Gateway project.
The document provides an overview of plans to improve transportation along US 290 in Houston, Texas. It discusses the mission to provide safe and reliable transportation solutions. It also summarizes the interim solution which includes rehabilitating Hempstead Road and adding reversible managed lanes on US 290 from I-610 to SH 99 at a cost of $1.8 billion through partnerships with local and state agencies. Several construction projects have already been awarded to accelerate improvements and provide congestion relief.
A presentation done by Mr Tino Hanabeb (Senior Manager Commercial: Namibian Ports Authority), at the Transport Forum SIG: "Visiting the port of Walvis Bay and the Launch of the Namibian Logistics Hub Forum" on 4 December 2014 in Walvis Bay, hosted by WBCG. The topic of the presentation was: "An Introduction to the Port of Walvis Bay".
This document discusses Float Inc.'s Pneumatically Stabilized Platform (PSP) technology for use as a deep ocean offshore floating platform. The PSP technology was validated through testing by the Defense Advanced Research Projects Agency and Office of Naval Research in the 1990s and 1990s. The PSP uses air buoyancy within cylinders to stabilize the platform and reduce wave motion by 50-94%, even with 20 meter incident waves. The modular PSP design allows for extension and reconfiguration. Float Inc. proposes an Offshore Ocean Energy System placed on a PSP that would incorporate offshore wind, wave, and current energy generation as well as potential energy storage and other applications like aquaculture. Preliminary estimates for a site off
This presentation was performed by Lawrence Livermore National Laboratory under contract with the U.S. Department of Energy. It proposes a concept called Portunus, which would cut freight offload times at US ports by 60% and improve intermodal connectivity by developing offshore port infrastructure. This would allow the largest ships to access all US ports, reduce the need for constant infrastructure upgrades at ports, and improve supply chain resiliency while also enhancing logistics, the economy, the environment, and security.
The Port of Prince Rupert in British Columbia, Canada is strategically located on the north coast as the closest North American port to Asia. It has seen rapid growth in container traffic in recent years, with volume increasing 13.8% in 2014. In 2015, container traffic through July had increased 30.73% compared to the same period in 2014. This significant growth is attributed to congestion at ports on the US west coast during labor disputes, with some shippers choosing to permanently route cargo through Prince Rupert due to reduced travel time from Asia and ease of operations. The port handles various bulk commodities important to Western Canada in addition to containers.
Port of Maputo Infrastructure and Operations updateTristan Wiggill
Presented by the Maputo Port Development Company (MPDC) at the MCLI Stakeholder Meeting in Nelspruit on 22 July 2015.
The presentation provides concession information, details the port's shareholder structure, gives information pertaining to the MPDC's main responsibilities, looks at the port's jurisdiction area for future developments, exposes the historical volumes handled, uncovers the main pillars of the Port of Maputo's Master plan, highlights projects in progress, gives an update on the expansion of the Chrome slab, provides an overview of the port expansion plan and construction of new access roads, showcases the dredging project and lists the critical success factors impacting the port.
This document provides a summary of a report analyzing chassis management at the San Pedro Bay Port Complex. It finds that the recently formed "Pool of Pools" approach, consisting of multiple interoperable chassis pools, should continue as the current operating model. This allows for flexibility to evolve the system over time without disrupting existing agreements or requiring a new third party operator. The report assesses challenges like chassis availability, storage, and maintenance to determine the best path forward for optimizing the regional chassis supply.
We've been working on tunnelling projects since 1961. In total, we’ve been involved in over 780km of tunnelling projects worldwide.
This slideshow provides just a small selection of our tunnelling projects from around the world.
To find out more about how we create our compelling portfolio of tunnelling projects, go to http://www.atkinsglobal.com/en-GB/group/sectors-and-services/services/tunnelling-and-underground-space
The document summarizes information about Port San Antonio and its East Kelly Railport facility. Port San Antonio is a 1,900 acre port established in 2001 with 12.9 million square feet of buildings that is 97% occupied. The East Kelly Railport is a 350 acre rail facility within the port that handles transloading, distribution, manufacturing, and has 151 acres available for development. Rail volume at the facility has been increasing, with the top commodities being industrial sand, pipe, paper, rebar, lumber, steel, food products, and aluminum. The facility aims to support growth industries in the region like aerospace, energy, manufacturing, and distribution.
This document provides an overview of infrastructure development at small and niche ports in the United States. It discusses how niche ports specialize in specific cargo like automobiles, agricultural products, or other bulk goods rather than containerization. The Port of San Diego is used as a case study of a niche port. It generates most of its revenue from real estate rather than maritime activities. The document examines challenges for the Port of San Diego to expand its maritime operations and compete with larger ports due to space constraints and lack of ability to accommodate larger ships. It discusses the port's maritime business plan to project operations over the next 30 years and determine realistic growth opportunities.
The Port Of Toledo The Vital Center 2.2010guest1a7a07
The document discusses the Port of Toledo and its role in the regional and state economy. It summarizes that the Port has an annual economic impact of over $1 billion and has helped create or retain more than 10,000 jobs in Northwest Ohio. It also outlines the Port's role in transportation and logistics, current terminal operators, expansion projects including a new dock, and environmental management of dredging materials.
The Port Of Toledo The Vital Center 2 2010guest1a7a07
The document discusses the Port of Toledo and its role in the regional and state economy. It summarizes that the Port has an annual economic impact of over $1 billion and has helped create or retain more than 10,000 jobs in Northwest Ohio. It also outlines the Port's role in transportation and logistics, current terminal operators, expansion projects including a new dock, and environmental management of dredging materials.
The document provides details on available properties in Toledo, Ohio owned by the Toledo-Lucas County Port Authority. It describes three key available properties - the Toledo Express Airport with 350 acres for development, the Ironville Docks site at the Port of Toledo with 181 acres and rail access, and the former Jeep manufacturing site known as Jeep Parkway which has over 100 acres and rail access. The properties benefit from Foreign Trade Zone status, access to major highways and rail lines, and the Port Authority offers flexible terms for projects that create jobs and investment.
The document summarizes the Oakland Global project which aims to transform the former Oakland Army Base into an intermodal trade and logistics center. It will create an intermodal railyard and grade separation, improve marine terminal connections, and develop warehousing and logistics facilities. The project will generate over 40,000 jobs, reduce truck traffic and emissions, leverage over $550 million in investments, and protect past investments in infrastructure to support trade. Federal funding is sought through TIGER and TIFIA programs to help realize national benefits and partner with local efforts.
This document discusses the potential economic impact of redeveloping Southport terminal in Philadelphia. It analyzes three proposed uses for the 239-acre site: a modern container terminal, an automobile or logistics facility, and an energy port. The analysis found that a container terminal would create the most jobs (8,100 direct, 12,150 indirect) and generate the highest tax revenues. An energy port could also make long-term economic sense by creating opportunities in the energy sector, as long as it does not significantly reduce the size of a container terminal. Redeveloping Southport is important as shipping patterns change with the expansion of the Panama Canal.
Great Lakes Carriers A SequelDuring the summer of 2014, Ben H.docxwhittemorelucilla
Great Lakes Carriers: A Sequel
During the summer of 2014, Ben Heuer, president and chief operating officer of Great Lakes Carriers (GLC), and E. Kate Weber, vice president of business development, revisited the port directors of every major port on the Great Lakes. Their objective was to seek additional business for GLC’s bulk cargo division with a related objective of exploring potential demand for increased container ship operations on the Great Lakes. GLC was founded in 1940 by Ben’s grandfather with one ship hauling coal and iron ore from the mines along the Great Lakes to the steel mills in Indiana, Ohio, and surrounding areas. Today the company has a fleet of 12 bulk vessels that move grain from the upper Great Lakes area to Chicago, Buffalo, and Erie. There is also some continued demand for bulk coal and iron ore movements. The demand for the movement of such commodities has decreased in the 21st century because of increased foreign steel production, and the railroads have increased their share of the grain movement with new larger hopper cars, which provide more dependable movement. GLC has developed some container ship service on the Great Lakes, but the volume has been disappointing. Container traffic between the United States and the European Union can move via railroad to the port of Montreal, where it is transloaded to an oceangoing container ship. Substantial NAFTA container traffic (USA–Canada) moves via either railroad or truck to major cities adjacent to the Great Lakes. Lastly, the area surrounding the Great Lakes is a major manufacturing region with large volumes of traffic moving among the major port cities and to inland locations. Radio Frequency Identification (RFID) technology is providing GLC with some competitive advantage for higher-value container traffic where visibility could help improve supply chain efficiency and effectiveness. Kate also believed that they could charge higher rates with RFID tags and explore the possibility of diversifying even further into logistics-related services.
Ben and Kate discussed the type of vessel that would be needed to move containers and concluded that current GLC vessels could not be retrofitted for container operations. Furthermore, the new ship would have a maximum carrying capacity of about 1,000 containers because of the size limitations imposed by the locks on the Saint Lawrence Seaway. The typical oceangoing container ship has a minimum carrying capacity of 2,500 containers. The proposed operation would consist of weekly sailing schedules beginning in Duluth and stopping at Chicago, Detroit, Toledo, Cleveland, Buffalo, and Montreal. Containers would be picked up and delivered at each port along the route. The transit time from Duluth to Montreal was estimated to be five to seven days, compared to four to five days by rail and two days by truck. For intermediate origin-destination pairs, such as Chicago to Cleveland, the transit time was estimated to be three days, which ...
ATS-16: The Myth of a Freight-Dependent Economy, Joe CortrightBTAOregon
- The document discusses the myth that economies are freight-dependent and argues that most freight is actually local, heavy, and low-value, while growing industries ship minimal freight. It also notes that as Oregon's economy has shifted to higher value industries, overall freight tonnage has declined sharply.
- A case study of the Port of Portland shows that its container traffic and overall cargo volumes have been declining for years, even as the regional and state economies have grown. Losing container shipping lines in 2015 did not negatively impact the state's economy.
- High-tech industries in Oregon primarily ship high-value, time-sensitive goods via air freight to airports rather than by ocean container through ports. Short feeder
An Analysis Of Turnaround Time In Ref. To Chennai Port TrustKarla Adamson
This document provides an introduction and overview of container vessel turnaround times at Chennai Port in India. It discusses the shipping industry and role of ports globally and in India. It then profiles Chennai Port specifically, noting that it is the third oldest major port in India, located on the east coast, and has been in operation for over 130 years. The document examines key performance indicators for ports, focusing on turnaround time as the primary measure of service quality. It provides turnaround time data for major ports in India, with Chennai Port having the second fastest time of 2.54 days on average.
China cutting CO2 emissions related to shipbuilding and usage of vessels, Tea...Team Finland Future Watch
China is implementing policies to reduce CO2 emissions from shipbuilding and vessel usage. New emissions standards for coastal and inland vessels will be introduced in 2018 and 2021 respectively, focusing on particulate matter and other pollutants. China is also promoting technologies like LNG fuel and shore power to cut emissions. The government's 5-year plans establish targets for reducing emissions from shipping activities. Finnish companies should consider local partnerships and production to successfully supply the Chinese market as it transitions to lower-emissions shipping.
Investors, come invest in Toledo with us. We have many profitable projects and development opportunities. Here are few more by Lucas County Port Authority. Contact me at Koray@ergur.com
Thank You
U.S. Marine Emissions Regulations and Compliance Initiatives & Assessments, T...Team Finland Future Watch
The document summarizes U.S. marine emissions regulations and compliance initiatives. It finds that the U.S. has significant maritime emissions and the EPA's 2012 rule enforces IMO standards in U.S. coastal waters. Key compliance strategies are exhaust scrubbers, Tier 3 engine standards, and distillate fuel. States like California have additional rules, and initiatives encourage technologies like LNG, shore power, hybrids, and fuel cells to reduce emissions.
The Port of Baltimore generates over 40,000 jobs and $3 billion in salaries annually for Maryland. It handles a variety of cargo, including being the top US port for vehicles and coal. The Port has over 45 miles of marine terminals and facilities. Major expansion projects are underway at the Panama and Suez Canals that will allow much larger ships to pass through. The Port of Baltimore is well-positioned to handle these larger vessels with its 50 foot shipping channels and cranes able to service ships carrying up to 14,000 containers. It aims to promote sustainability and recently partnered with retailer REI based on its green initiatives.
Colliers North American Port Analysis 2H 2013Coy Davidson
This document provides a summary and analysis of the North American port industry in December 2013. It discusses key factors influencing ports, including the Panama Canal expansion, demand for dual fuel ships, and labor issues. The report also highlights several port projects and awards winners and struggling ports. Overall, it finds anemic GDP growth, concerns over the 2014 West Coast labor contract expiration, and emerging strategies by ports to attract business in the post-Panamax era.
Reflections on Kororoit Institute’s and friends’ planning interventions in light of Supervenience project and where to from here, presented at Melbourne Emergence Meetup 14 November 2019.
Contains main text and images of a submission to the Australian Infrastructure Audit 2019, save for the Supervenience Project principles which are developed in other presentations and with the introductory background of that submission expanded into a longer account of the history of Kororoit Institute's interest in infrastructure. That history also draws on text of submission to VEAC re Coastal Reserves to provide a shortish explanation of the Nepean Bay Bar proposal.
Team-ropin’ partners
Ports-to-Plains Southern Task Force Committee
Elizabeth Grindstaff, Asst. City Manager, City of San Angelo
Robert Eads, City Manager, City of Del Rio, TX
Lic. Jorge Ramon Montemayer, Director, Fomento Económico Municipal de Cd. Acuña
Ing. Hilario Gabilondo Picolo, Director General, Intermodal Mexico, Mexico City
Germán Rivera, Operation Director, Center for Investment and Trade, Sinaloa
The document discusses the Ports-to-Plains Trade Corridor Coalition and their efforts to strengthen economic connections between West Texas and Northern Mexico. It outlines various trade missions and summits held in San Angelo, Texas between 2009-2011 that brought together officials from Texas and the Mexican states of Chihuahua, Coahuila, Durango, and Sinaloa. The goal was to promote infrastructure development, trade, and collaboration across the border region.
Global Partners LTD is proposing the development of a logistics hub in Toledo, Ohio to capitalize on its strategic location near major highways and rail lines. The hub would consolidate shipping containers arriving by ship and rail for more efficient distribution throughout the Midwest region by truck and potential short sea shipping on the Great Lakes. Developing an inland port and intermodal facilities in Toledo could streamline supply chains for manufacturers and reduce transportation costs by shortening travel distances from ports. The logistics hub aims to strengthen Toledo and Northwest Ohio's position in global trade and attract more industrial and logistics businesses to the region.
Similar to TMACOG Ohio Freight Conference 2011 (20)
11. Expansion: Col. James M. Schoonmaker Restoration & National Great Lakes Maritime Museum
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Editor's Notes
On behalf of the Toledo Lucas County Port Authority I would like to welcome you to Toledo and to the Ohio Freight Conference! There is a lot happening in NW Ohio related to transportation and logistics. This conference is a testament to that. The Port Authority is proud to play a major role in these initiatives as we continue to work in our communities to support development through the formulation of modern facilities and supply chains that can efficiently move people and cargo throughout the region.
My career at the Port Authority began in 2004 as a major modernization initiative for the Seaport was launched. Midwest Terminals had just taken over the general cargo facility from Toledo World Industries and Ironhead was about to take over the operation of the Toledo Shipyard from Manitowoc Marine. It was very exciting to work with the new operators as they began to aggressively grow their Toledo based businesses. Many site improvements were made immediately to the general cargo facility and shipyard. In 2009 I wrote a paper for the American Association of Port Authorities that summarized the developments titled “The Modernization of a Great Lakes Seaport” which was a case study on the past, present and future of the Port.
The Port of Toledo is continuing to grow! Toledo ranked second in the U.S. in 2010 in tonnage shipped and received on the Great Lakes. The Toledo-Lucas County Port Authority registered strong increases in international cargo shipments during the 2010 navigation season, earning it the prestigious Robert J. Lewis Pacesetter Award from the Saint Lawrence Seaway Development Corporation (SLSDC), an agency of the U.S. Department of Transportation. The Port of Toledo registered nearly 4.8 million metric tons of overseas cargo through the St. Lawrence Seaway during the 2010 navigation season, over 16 percent more than in the 2009 season, earning the Toledo-Lucas County Port Authority its 11th Pacesetter award. In total, the Port of Toledo registered more than 9.8 million metric tons for the entire season via 576 vessel calls.
Today I would like to focus on looking ahead as we consider innovation within the Port of Toledo which in turn brings innovation to HWY H2O. I’ll discuss the outlook for the Great Lakes shipping industry as it relates to the Port, recent terminal enhancement and expansion projects and some key studies that are underway that could provide direction for future investments and business opportunities. After all, innovation requires constant research and development. I’ll also discuss some new communications tools that we are using in Toledo to share information and promote HWY H2O.
No matter how what type of equipment and facilities a Port might have, it can not be successful unless the industries that it supports are in operation. As the economy begins to recover steel mills, utilities and manufacturing facilities are resuming production driving increased demand on our system. In Toledo, as in other ports along HWY H2o we are tracking 14% ahead of the same period in 2010. Equipment acquisitions and new rail and roadway configurations along with the expansion of our port’s footprint have positioned us well to increase our capacity for handling traditional cargos and also enable us to handle project cargo for the wind industry and the missing component from our cargo mix, containerized products.
Now, I’d like to tell you about some recent innovations taking place at the Port’s general cargo facility operated by Midwest Terminals of Toledo International. In 2010, the terminal received two new Liebherr LHM 280 cranes. Each crane has a lift capacity of 84 metric tons, and can handle all types of commodities including bulk, break bulk, project cargo and containers. These cranes complement two existing cranes capable of 99 metric ton and 65 metric ton lifts. These cranes were delivered with two 17 cubic meter grabs and two Bromma spreaders capable of lifting both 20ft and 40ft containers. In order to be able to handle pig iron and similar cargoes, Midwest Terminal received two Peiner HMRG grabs for use with the Liebherr 280 cranes; it already has two similar grabs that are being used with the older cranes. Other acquisitions include a new Mantsinen RB 200 material handler with multiple attachments including grabs, magnet, pallet spreader etc, as well as a new 42” ship-loading conveyor capable of loading at speeds up to 1,000tph (tons per hour). This is in addition to an existing ship-loading conveyor with similar capacity. The addition of this new equipment allows Midwest Terminals to work vessels faster, more efficiently and more safely than ever before. Here are some pictures of the new equipment in action- on the left both Liebherr cranes and the material handler are discharging a vessel of pig iron- What used to take a period of 5 to 6 days with the older equipment now takes 36 hours or less. On the right is a Liebherr crane loading a hub for a wind turbine onto a truck. The Port is perfectly positioned to handle wind related cargo and has been working with ODOT and others in the transportation industry to establish routing to and from the port facilities for oversize cargo. The Gamesa products are shipped to Toledo for a NW Ohio wind project directly from Spain.
The Toledo Shipyard was established in 1888 and has constructed hundreds of vessels throughout its history, most notably the USCG Icebreaker Mackinaw in 1944. The Port Authority took over operations of the yard in the mid 1980s and has partnered with multiple ship repair firms to ensure the sustainability of the yard. Since 2006 Ironhead has been the operator of the yard and is working with the Port Authority to modernize the yard. Ironhead has constructed a 20,000 s.f. high bay facility and the entrance, fencing, and lighting will be reconstructed this fall with the assistance from port security grant funding. Unfortunately, the yard is in need of millions of dollars of additional improvements including dock wall repair, pump house reconstruction, and dry dock work and there is very little assistance available for shipyards in the United States. The Port is committed to continue to seek new opportunities to modernize the yard and at the same time assist Ironhead in marketing the shipyard and growing the annual book of business. In 2010/2011 Ironhead performed three major dry dockings for the CSL Niagara, CSL Tadoussac and the Arthur Anderson.
Since 2008, the Port Authority has sought funding for the redevelopment of Ironville, a former Chevron oil refinery site. In addition to the $5 million Jobs Ready Sites Grant (JRS) Funding, the Ironville Terminal also benefits from $7.4 million in grant funding via a State of Ohio Logistics and Distribution Stimulus (LDS) grant and a $3.1 million award from the U.S. Department of Commerce Economic Development Administration (EDA) is currently pending. The awards are unique as several local entities partnered on each application to ensure our region had the best chance in receiving each award. Phase One of the development utilizes the JRS funding for the rail installation. Phase Two will involve improvements to the dock face, dredging and associated site work and is funded through both the EDA and LDS sources. The final phase, Phase Three, is focused on the installation of bulk material handling and conveyor infrastructure and will utilize the remaining LDS funds. It is anticipated that the implementation of all three grants will be complete by 2014. Ironville Terminal is currently in Phase One – Rail Installation. The JRS grant funding reduced the planned development window by seven years and this was the first time that Lucas County received a JRS award. Approximately 7,200 linear feet of rail and eight switches are being installed and will connect the facility to Norfolk Southern.
Ironville is not the only Port owned waterfront property being prepared for expansion. The Front Street properties known as Beazer and Heidtman Steel have superior highway and water access and are zoned as M-2 Industrial. These sites are located adjacent to the Norfolk Southern Class 1 railroad and Heidtman has a marine dock that will accommodate large ships. There is sufficient room for manufacturing facilities, outdoor storage of bulk material, and space for constructing warehouses and other facilities and infrastructure for indoor storage and processing. The sites are on a designated heavy haul truck route allowing for loads up to 154,000 lbs. gross into Michigan and Canada with nearby interstate access to I-75, I- 280 and I-80/90. The Beazer site is undergoing a remediation with assistance from the Clean Ohio Revitialization Fund and is a prime example of the Port’s leadership brown-field reclamation. (Click Picture to Play Movie). We are even incorporating dredged material in the redevelopment of Beazer as a prime example of beneficial reuse.
While not located directly on the waterfront, the Jeep parkway site is a key strategic acquisition of the Port Authority that may one day be home to hundreds of advanced manufacturing jobs in production facilities served by multiple modes of transportation. The Port Authority officially acquired the historic 111 acre Jeep Parkway property on Oct. 3, 2010 for a purchase price of $95,000. Consistent with its mission in the economic development delivery system, the Port Authority had been attempting to acquire the property for several years based on its proximity to I-75 and the vast amount of land available for development. The property is served by Class I rail, offers easy access to the interstate system, and is seen by as many as 125,000 passing motorists each day, providing it to be attractive to many potential end users. The Jeep Parkway property is one of the oldest manufacturing sites in the nation and has been home to a host of manufacturing entities. This site was home to manufacturing that produced much of the equipment that helped the U.S. win World War II including the famous Jeep. The Jeep Parkway property has benefited from state and local remediation funds, most recently receiving two Clean Ohio Revitalization Fund (CORF) Grants totaling $4,499,859 million. The Clean Ohio Council awarded the funds to the Port Authority on June 29, 2011 as two of 17 brownfield clean-up project awards throughout the state to benefit from the $27 million in CORF funding. CORF funding allows for the reuse of commercial and industrial properties that are currently idle. The Port Authority received two grants – one for $2,999,869 and a second for $1,499,990 to remediate impacted soils and demolish existing building foundations. The Port Authority’s grant submittal to CORF included plans to develop a portion of the property along the Ottawa River into an urban waterfront park as well as State Paper and Metal Co. Inc., plans to expand and build a 45,000-square-foot building on the property, creating 22 jobs. The Port Authority also received a $1.3 million Housing and Urban Development - Economic Development Initiative grant to cover some of the expenses associated with the purchase and remediation of the site. The City of Toledo also provided a $340,000 revolving loan fund grant which was utilized for the removal of a hazardous substance, trichloroethylene, (TCE) from the site.
Here’s another example of how we are making even the very old new again - the On July 1 at 11:30 a.m., at the exact moment that his mother broke a bottle of champagne across the bow of the same vessel 100 years prior, James M. Schoonmaker II and his wife Treecie rechristening Toledo’s museum ship under its original name. (Click Picture to play movie). The rechristening of the Schoonmaker brought the community together to celebrate Toledo’s maritime history. Now the community is looking forward to the development of a modern National Great Lakes Maritime Musuem which will be relocated to Toledo’s waterfront from Vermillion Ohio.
Whether you are enhancing an existing facility by adding road, rail or new equipment or building a new facility with warehousing, vessel berths and material handling equipment, you can count on one thing- it’s going to be expensive. With funding for transportation infrastructure in scarce supply, port communities must look to innovative funding streams to remain innovative. One potential source of funding in Ohio would come through revenue generated by Turnpike tolls. Other states have pursued this strategy with mixed results. An advantage of state funding for port infrastructure is that is could be leveraged with federal money through the US Army Corps of Engineers of other federal agencies.
The results of this study will have multiple uses. I believe that most people that believe the Great Lakes St. Lawrence Seaway System is obsolete will be surprised by the economic impact HWY H2O has, and will also note the system’s growth potential. Port Communities will be able to show the measured return on investment in dredging and facilities. States in the Midwest will be able to prove that they are in fact, Maritime states and should be funded like coastal neighbors and other inland waterway systems. The message is simple, HWY H2O provides a great economic and environmental value to industries that depend on it.
The Ohio Department of Transportation has played a major role in the development of the Port of Toledo in recent years. The state recognizes that transportation is the backbone of economic development and a multi modal approach is needed. Ohio’s Lake Erie ports on HWY H2O are home to many of the state’s most important transportation assets and this study will identify how those assets can work together. The data collected will lead to new cargo handling opportunities and will also guide transportation investment choices to support Ohio’s key industries.
New communications tools are collecting and providing data that can drive continued innovation in HWY H2o. Online calculators can provide cost estimates for bringing vessels into the system. AIS tools allow anyone to see vessel positions on the Great Lakes and potentially match empty vessels to cargo loads in the future. Marine Delivers serves as a great tool for reaching out through traditional media and social networks to share success stories and the advantages of utilizing HWY H2O. Finally, better mapping technology and interactive applications and interfaces allow customers to take virtual tours of facilities and see pictures and videos of equipment and facilities. We believe the tour the port website is the first of its kind and has already come in handy when discussing new opportunities.
I would like to thank you for the opportunity to speak to you about our Port’s innovations. We have always been an innovative system- after all, we invented the first self unloading vessels on the Great Lakes, engineered a lock system that elevates huge vessels hundreds of feet above sea level and are now on the leading edge of developing new ballast water treatment systems. I believe the future of HWY H2O can be very positive and robust so long as we continue to invest in our infrastructure and are willing to take on new cargo and opportunities.