Seaport , IN, 1638

1. Seaport, IN, 1638

2. PORT MANAGEMENT and DEELOPMENT MST 354 FIRST SEMESTER Dr. Akram Elentably

3. An old manual crane with a pivoted boom. The incline of the boom is controlled by means of chains, sprockets and gears

4. Infrastructure typically refers to the technical structures that support a society, such as roads, water supply, wastewater, power grids, flood management systems, communications (internet, phone lines, broadcasting), and so forth. In the past, these systems have typically been owned and managed by local or central governments

8. SCOPE OF CONTENTES • Chapter 1:The Management of Port Development • 1-1 The Need For National Ports Plan • 1-2 The National Ports Authority • 1-3 Port Development • 1-4 Long Term Planning • 1-5 The Sequence Of Investment • 1-6 The Analyses Needed • 1-7 Development Of The Port Organization • 1- 8 Port Development Finance • 1-9 Contents Of an Investment Proposal • 1-10 Procedure For Implementation Of Port Project

9. 1-1 The Need For National Ports Plan • A- Technological Improvements in Recent Years Have Made it Essential To plan The Transportation System Of A developing Country as a whole, In Order to Achieve A balance between the Capacities of the various Parts Such As Maritime Transport. • B- Within the ports sector, a balanced plan is needed for each class of maritime traffic. The number of ports, their specialization and their location have to be considered. • C- Although some countries still permit free competition between their ports, this is no longer seen as acceptable where national resources are limited. • D- For all classes of freight, there is a growing need to avoid the over- investment which can result from competition in a context of increasingly expensive cargo- handling technology , this technology changes in transportation methods require such specilalized cargo- handling facilities.

10. Trade Based Product Monthly Production Import and Export Cargo Data From Census Manifest and In-transit Information Vessel Movement Pre-Processing Pre-Processing Pre-Processing Data Sets Matched, Merged, and Further Processed Final Vessel Movement Products Available for Corps and Public Final Detail Products for Federal Use Final Summary Products for External Corps Use

11. (EXAMPL)Trade Based Cargo Data • Main Import Data Sources • Electronic system • Paper . • Foreign Trade Zones • Louisiana Offshore Oil Platform (LOOP) • Main Export Data Sources • Electronic – AES • Paper - Form (Phased out with New Census • regulations) • Available to Corps from Census 60 Days after the End of the • Data Month • Processing Programs and Procedures Redeveloped in 2004 • Public Products Distributed .

12. E- The factors which should be taken into consideration in the preparation of a national ports plan are illustrated in figure (1). It would be advisable to use this figure as a check- list to determine which aspects require further study before any major port investment decision is taken. • F- The Maine activities indicated in figure (1) are the forecasting of the national demand for maritime traffic transport. • G- A number of related plans will result from this examination; a maritime traffic assignment plan; a national port investment plan; an inland routing plan and a coastal shipping plan. All of these will be conceived at a broad strategic level only. • H- Port master planning; this gives the long- term pattern of development for a port.

13. Task One Task Two Task Three Task Four Task five Procedure for National Ports Master Planning Define national Economic in so far as they affect ports Define The Financial Responsibilities of the port Define The Planning Responsibilities of the port Prepare a broad national Traffic survey Assign Traffic toindiviual ports

14. Task six Task seven Task eight Procedure for National Ports Master Planning Prepare a preliminary investment plan Co- Ordinate and obtain approval of individual port master plan Prepare and publish the national ports master plan

15. Task One Task Two Task Three Task Four Task five Procedure for individual Ports Master Planning Set up an ongoing traffic analysis per port Prepare a broad long- term traffic forecast per port Initiate any abroad engineering surveys needed of the port Analysis the port's role as laid down by the national authority Determine the long- term phased area requirements

16. Task six Task seven Task eight Task nine Task ten Procedure for individual Ports Master Planning Determine the long- term water – channel requirements Assign traffic to major port zones of port Calculate the rough cost of each terminal/berth group in each phase Prepare the draft master plan and submit for national approval to authority Revise and publish the port master plan and obtain local approval

17. Task eleven Install a control system for Initiating a project at the right time

22. Planning Principles A- Port Planning Objectives: 1- Many changes have occurred in the technology of ships and cargo handling. 2- The facilities which a port provides should be designed jointly with the ships which will use them. 3- In such cases, the planner should consider the port problem entirely in context of the larger transport system of which the port is a part. 4- More often, such all- embracing plans will be very difficult to draw up and implement since they involve many different interests. 5- To plan for such an objective demands a good knowledge of the future customers and their probable cargoes, and is the traditional form of port planning. It aims to produce the best plan for whatever traffic demand is placed on it without trying directly to influence the form of that demand.

23. Chapter two: 2-1 Port Planning Objectives 2-2 The Investment Plan 2-3 Terminal Design principles 2-4 The Problem of planning Berthing capacity 2-5 Cost Considerations 2-6 Berth Occupancy 2-6 Waiting – time/ service-time ratio 2-7 Planning for variations in traffic 2-8 Co-Ordinated contingency planning 2-9 The Economic optimum 2-10 Scheduled traffic 2-11 Seasonal Variations 2-12 Capacity traffic specialization

24. 2-1 Port Planning Objectives Should including The Following: • Development plans should be as flexible as possible to allow a prompt response to changing demand. • The facilities which a port provides should be designed jointly with the ships which will use them. • This Plans always has several units to contain the products which resulted from the present technology and its results in the future. • The Planner should consider that the port consider one of several units from same system. • This plans should be integrated with the general transport plans. • To plan for such an objective demands a good knowledge of the future customers and their probable cargoes.

25. 2- 2 The Investment Plan: • There will be technological and social developments that necessitate the use of new types of facilities or different locations. • In many cases the build-up of demand will be continuous, and the adoption of the new technology will be gradual during a sequence of investment. • The master plan for each port should set the long-term development strategy, and this in itself should indicate likely investment sequences. • The investing authority should call for comparative economic analyses of several variations in the sequence of which it forms part, the major variations which should be studied should include The following Parts: • Delaying capital investments by investing instead in improved productivity(equipment, special installations and associated training programmes). • Improving existing facilities instead of building new one.

26. Combining the first and second stages of a development programme into a single large project in order to economize in construction costs and to avoid the interference in port operations which would result from a second period of construction activity. • The simple economic policy of investing in facilities one by one as the demand for them builds up. • The most appropriate plan will usually comprise a mixtiure of all four of these possibilities, and therefore mathematical methods of optimizing the development policy are not often likely to be of assistance. • A major advantage of having studies an alternative investment sequence is that at any time during the period after the initial investment has been committed, it will be relatively easy to change the plan as circumstances change. • To re- assess the development programme. Steps which could be considered are: • The setting up of small permanent planning and market research sections.

27. Example of A bad Planning

28. The organization of publication planning meetings at which any new development are reported and possible action is discussed. The integration in each development project whetether supported by national resources or by external funds, of the possibility of modifying it, if necessary, at any suitable stage of its progress.

29. C- Terminal designed principles: -For conventional break- bulk cargo, it is necessary first to determine the number of berthing- points needed in order to keep ship waiting time down to an economic level.- For container cargo, it is necessary first to determine the area needed to handle the annual through put without delay the operation. Ensuring that the economic, operational and financial calculations of each of the alternative proposals are properly documented and stored for easy reference.

30. National Port Planning Figure 1 • Industrial sector plans: • Refineries • -Other processing plants • -Mines • - Agriculture • - Major stockholding points Survey of special traffic Estimated General Cargo Demand • National Pattern Of: • Consumption • - General Manufactures • - International Transit Traffic • - National coastal geology survey • - National hydrographical survey • - Regional development policy Estimated General Cargo Demand Estimated basic Demand

31. Procedure for national ports planning • The Development of a port consists of a combination of medium- term and long- term planning of a new facilities plus- in case of an existing port- a programme of short- term action to improve the management, the present facilities and their use. • 1- For Each investment there must be, first, a planning phase, which ends in a recommendation , such as: Vessel Type of Service (Liner, Tanker, Tramp), and Foreign Port of load/unload • Country of Origin and Destination • Commodity Descriptions • Value in U.S. Dollars and Weight in Kilograms • Insurance and Freight Costs – (Imports Only) • Containerized Value and Weight • 2- this recommendation due to the treatment of each technical aspect. • 3- Decision phase which including securing of funds

32. Preliminary Monthly Products and Examples of Special Reports

35. - For specialized bulk cargo, it is necessary first to find the place rate of discharge or loading that is needed in order to handle the ships in an acceptable period of time.- Although the first point for each control is unusual, the full method requires the joint study of productivity, the number and size of facilities needed and the level of service to be provided.

36. D- The problem of planning berthing capacity: - If ships arrived in port with complete regularity, and if the time taken to discharge and load ships were constant, it would be a simple matter to determine the berthing capacity that would warranty both the full utilization of berths and the avoidance of get in line by ships. Unfortunately, such as an ideal situation can never exist. Liners, and more particularly tramp vessels, arrive in port as if at random.

37. In addition, the time taken to discharge and load ships vary noticeably owing to difference in the quantities and types of cargo handled, the way cargo is stowed and the cargo handling rate.- This combination of a changeable ship arrival rate and a changeable ship working time means that a 100 percent berth occupancy could be guaranteed only at the expense of a nonstop queue of ships.

38. E- Cost considerations:- Port costs are made up of tow parts:1- A fixed component which is independent of the tonnage throughput( including the capital costs of docks, sheds, cranes.2-A variable component which depends on tonnage throughput( including labour and staff costs, fuel, maintenance costs.

39. 3- In addition there is the cost of ship's time in port. This time is also made up of tow parts:- The time the ship spends at the berth.- The time the ship spends waiting for a berth to become empty.( looking page no., 29)

40. Types of ports costs

41. F- Berth occupancy:- care is needed in deducting records on berth occupancy, if this is to be used as a measure for future plans, or for comparing the relationship between berth occupancy and throughput at different terminals. Berth occupancy is a measure of facility utilization and should not be used as a measure of traffic demand unless the other main factors- resources used, productivity, berthing policy- remain constant, which is rarely the case.- For Example, a certain container terminal was keeping monthly statistics both of berth occupancy and of the quantity of cargo handled

42. 4- Design phase, which turns the chosen plan into detailed engineering designs and the construction or implementation and final cost estimates are predominantly dependent on the engineering difficulty and magnitude of the project. 5- The Long- term plan: The master plan as it often called- consists of a view of the future situation. 6- the programme of immediate practical improvements for use of existing facilities . 7- The considerations of long term planning:(important): 7-1 The role of the port, which may include some or all of the following tasks: A- To serve the international trading needs of its hinterland as reflected by traffic forecasts . B- To assist in generating trade and regional industrial development.

43. Berth occupancy and Waiting- time service/ time ratio This Ratio is widely used as a measure of the level of service provided by a terminal, as would seem logical. For ships that have less cargo to discharge can afford to wait as long as ships that have more. Care is needed in interpreting records on berth occupancy, if this to be used as a measure for future plans, or for comparing the relationship between berth occupancy and throughput at different terminals. Berth occupancy is a measure of facility utilization and should not be used as a measure of traffic demand unless the other main factors- resources used.

46. C- To capture an increased share of international traffic either by trans- shipment or by inland routing. D- To provide transit facilities for distant hinterlands not traditionally served or for neighboring land- locked countries. E- the extent of the port's responsibility for infrastructure needs as following: F- Marine responsibility , which may be total from landfall to berthing, or may exclude estuarial river or canal approaches or the financing of major marine works G- Landward responsibility which may be total including road/ rail links between port and inland depots. H- The land use policy for the port, which may have freedom within fixed boundaries or freedom to acquire or dispose of adjoining land either on the open market or with compulsory purchase. I - The financial policy as regards the port which may be either fully commercial, self supporting and with freedom to set traffic as necessary.

47. Co- ordinated contingency planning • It is strongly recommended that each port should have at its disposal a contingency plan for bringing additional reserve capacity of various kinds into use in a systematic, co-ordinated fashion. • The Major facility needed to provide additional berthing space. Investing in excess modern berths and then delaying their commissioning is one option. • The characteristics of such overflow arrangements- low capital cost and high operating cost-

48. The Factors that are involved in the measurement of Ports capacity : The Factors that are involved in the measurement of Ports capacity:- • A- The productivity in tons gang- hour. • B- The number of gangs allocated per ship. • C- The number of days the berth is in commission. • D- The number of hours worked per day.

49. The main actions of preparation of the co- ordinated port contingency plan: • A-Providing equal reserve capacity in all parts of the port system. • B- obtain previous approval for the use of these capacities when certain situations that happen or are about to happen • C- Setting up an information system to report automatically when such situations arise or are about to arise.

50. In Addition to the use of additional mooring berths should include the following:1- Increasing handling facilities by hiring movable cranes from outside the port. Estmante2- Increasing the average number of gangs per ship by hiring additional contract labour.3- Speeding up the fix of equipment by buying spare parts manufactured locally.5- Opening up additional storage areas under customs bond either within or outside the port.6- Hiring additional trucks and trailers for transport to storage areas.