Conventional Rubber Tyred Gantry cranes (RTGs) consume 2 to 2.5 liter diesel per container move. Consequently a container terminal with a throughput of 1 million TEU consumes 2 million to 2.5 million liters of diesel per year. This drives many operators to look for suitable power supply alternatives for this type of crane, in order to reduce diesel consumption and thus emissions. Conductix-Wampfler has been converting RTGs into electrified RTGs (E-RTGs) since 2006. The converting process involves shutting down the diesel genset and powering the RTG with electric power directly from the power grid. E-RTGs typically use 2.5 to 3.5 kWh electrical power per container move.
IADC is the forum for all oil and gas drilling industry stakeholders to connect, in this paper René Kolman discusses the New Suez Canal Project, it was aimed at improving the country’s economy. The second lane would reduce waiting times for transiting ships, facilitate traffic in two directions and increase the number of ships allowed in the waterway. SCA expects revenues to increase from US$5.3 billion at present to US$13.2 billion by 2023 due to the additional lane.
The owner and operator of the Port of Liverpool, Peel Ports, is investing £300 million for the development of Liverpool2. Peel Ports appointed dredging company Van Oord to carry out dredging work at the Liverpool2 site, which involves the construction and dredging of the quay wall, reclaiming land behind the wall and dredging areas of the approach channel at Liverpool2. An Environmental Impact Assessment (EIA) was required with consultation with the Marine Management Organisation (MMO)
Jeffrey R. Hill, PE, senior engineer, Hayward Baker Inc, discusses a variety of ground improvement and specialty foundation solutions that can support bulkheads, heavy storage warehouses, grain silos, large-diameter tanks or any other port structure. These solutions are designed to efficiently provide a foundation-related maintenance-free operation for the design life of the structure, and are well-suited to the poor ground conditions often associated with port and shipping facilities.
UK Dredging (UKD), Associated British Ports’ (ABP) dredging arm, has moved from strength to strength since its establishment in 1996. Established to meet ABP’s maintenance-dredging requirements and undertake third-party works, UKD, based at ABP’s Port of Cardiff, is supported by a flotilla of six dedicated vessels.
The International Hydrographic Organization (IHO) has developed a series of standards, one of which is ‘Standards for Hydrographic Surveys’ (S-44). The primary concern of the IHO and its member hydrographic offices is safety of navigation.
For decades, removing contaminated sediments through dredging has been restricted or prohibited in North America. The major concern has always been that dredging would resuspend the contaminated sediment in the water, spreading contamination and causing environmental impacts across even larger areas.
On June 19, the cruise liner Queen Mary II visited the Scottish Highlands, berthing at Invergordon on the Cromarty Firth. The week running up to the arrival of the QM2 was a time of excited anticipation by the townsfolk and fevered activity by the port authority. At 345m long, towering 60m above the waves and drawing 10m of water, the QM2 is the largest liner ever to sail the seas.
A wide range of digital geospatial technologies have long been used in the planning and management of ports, terminals and coastal zones. These technologies are becoming increasingly important as their capabilities increase, as their cost goes down, and as they become integrated via the World Wide Web. Their importance also increases with demands for safer, more efficient ports and terminals and for sustainable development along the world’s coasts. Interoperability among geospatial technologies and among different technology providers’ products has become a key requirement. In almost any geographic region, and especially in heavily populated regions, people working in different sectors, disciplines, agencies, jurisdictions, and professions have a need for efficient sharing and integration of diverse kinds of information about their region.
The race to the top to be the biggest, best, most efficient, high tech world port is on. From Rotterdam to Los Angeles/Long Beach to the Far East, world class ports are adding container terminals and berths, lengthening their quays, and deepening their access channels. This year, for instance, Shanghai will overtake Singapore as the largest port in the world, at least based on freight volume. In 2005 Shanghai’s freight volume will most likely surpass 450 million tonnes – just another confirmation of the growin importance of China as a manufacturing and trading nation. Shanghai, however, has a problem, not unlike the problem that threatened to limit the competitiveness of New York harbour: It has a shallow entrance. Currently the approach channel at the mouth of the Yangtze River is only 8.5 metres. The larger container ships need a channel of at least 12.5 metre deep.
CNOOC and Shell Petrochemicals Company Limited (CSPCL) is set to make petrochemicals history in China by building and operating a US$4.3 billion petrochemical complex. The construction of the petrochemicals complex in Daya Bay at the southern coast of China’s Guangdong Province started in 2002. The complex called for the construction of two marine facilities which involved a significant dredging scope of approximately 8 million m3 of clay.