The increased scale of some operations, in certain industries, necessitates the input of very large quantities of raw materials. These are frequently far removed from the centres of processing—resulting in high transportation costs. It has been found that this increase in trade and in the scale of commodity movement has, during the past decade, lead to the introduction of the super bulk carrier. The study shows that the use of very large ships reduces transport costs significantly and at the same time provides industry with the size of shipment required for large scale operation. These dry bulk vessels involve a huge capital outlay and must move large quantities each year in order to turn a profit—the profitable use of these large vessels depends on a reduction in port time. Ship's time in port can be reduced by increasing the rate of loading. To increase the rate of materials handled it is necessary either to have a sufficient stockpile on hand or to supply the terminal at a rate which would allow continuous loading from the train to the ship. A transportation system utilizing large ships is examined; the components or sub-systems are identified and their individual requirements determined. It is shown that the introduction of super bulk carriers has necessitated changes in the design of terminal as well as in the inland transportation system. The cost of these changes, however, is more than offset by the savings resulting from the use of the super carriers and improvements in inland transportation. The study investigates world commodity trade, identifies those raw materials which are transported in bulk carriers, and isolates the commodities which move in sufficient quantities to allow the employment of super bulk carriers. Exports and imports through West Coast Canadian ports are examined to determine if the same or additional products could utilize these large vessels in the Canadian context. The study concludes that coal is the only commodity which will move through a British Columbia port consistently in super bulk carriers and that the destination will be Japan. It is also shown that after 1975 there will be a requirement for an additional bulk terminal berth and that a second berth will be required before 1985. Utilization of the new technology for the land and sea components has necessitated that new criteria be developed for the selection of marine terminal sites. The scale of new facilities in turn, has made the non-technical considerations of greater importance than in the past. The requirements for super bulk carriers are more stringent than for conventional ships. The study points out that, in the provision and operation of suitable facilities, conflicts can arise due to (a) the requirement for large amounts, up to 100 acres per berth, of level land, (b) maintenance of water depth in channel and at the berth may require dredging, (c) unit train operation causing noise disturbance and conflicts with surface transportation, and (d) the dust pollution problem. It is recommended that when new marine terminals are being considered that the non-technical effects be given consideration along with the economic and physical requirements. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

This study is concerned with developing an approach by which the impact of changing technology and land use can be viewed as an opportunity to increase public access to the port-oriented urban waterfront. Like most, this study represents the fruition of an idea developed over many months. In part, the idea was spawned during the summer of 1970 when both authors, under the direction of Dr. V.S. Pendakur, were engaged in a series of studies concerned with developmental activities which directly and indirectly involved the Port of Vancouver. Through what was initially a personal but rather casual concern for recreational use of the downtown water-front emerged the larger issue of the port's changing profile and the opportunities which it provided. In the early conceptualization and development of a study, one is host to numerous ideas, approaches, and perspectives. When two people collaborate to write a study -- as in this case -- the number of ideas and their subsequent interactions can prove sufficiently formidable as to make a task unworkable. Happily, this rather unproductive situation did not emerge in the instance of this paper because of the many similar views shared by the authors and because of early agreement on several basic issues. Initially, a decision was made that the study must be both exploratory and explanatory. The research experience gained during the summer of 1970 indicated that great quantities of information regarding the topic to be considered were already available, albeit in many scattered and sometimes obscure places. While acknowledging the academic significance of generating original data, it was felt that an appropriate aggregation of existing data coupled with a presentation and analysis of current trends was both sorely needed and of infinitely greater practical value. For it was in the proper combination of the available data that trends could be perceived and planning opportunities appreciated. It was then decided that a general explication of the issue was insufficient; rather, that the study must specifically examine a single area in order to provide an opportunity for the nuances of the problem to emerge. Thus the form and approach were, set: a broadly based but detailed consideration of the changing port-oriented urban water-front, followed by an in-depth study of a single such water-front — Vancouver, British Columbia. In an undertaking such as this one -- concerned as it is with many cities and many waterfront developments -- generalizations are sometimes inescapable. However, in that part of the study dealing specifically with Vancouver, it must be assumed that the conclusions drawn in that section relate only to that city. The parallels from the study of Vancouver that are of general application are discussed in the concluding chapter. As in any instance of joint development and authorship, it can become extraordinarily difficult to identify chapters or divisions of the total piece as the work of one or the other author. Such is the case with this study. Nonetheless, as it is necessary to individually ascribe authorship, it can be said that both authors shared fully in the development of Chapters IV and V, that D. Leslie Burke was primarily responsible for Chapter II and the Appendix, and that Stephen H. Silverman was primarily responsible for Chapters I and III. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The purpose of this thesis is twofold: first, to review the literature on economic impact analysis in general, and port-economic impact literature in particular; and second, to use this background to undertake an economic impact assessment. The case study for this thesis is Fraser Port, which is located along the lower reaches of the Fraser River in British Columbia's Lower Mainland metropolitan region. The port is administered by the Fraser River Harbour Commission. This thesis is about production, people, and the economic significance of Fraser Port. This thesis is not an analysis of economic impact theory, but a review and application of port impact identification techniques. All data and impacts presented relate to 1992. Ports perform a necessary function in a nation's trading system by providing a transshipment connection between land and water modes of transport. As such, the port is strategically connected to the production of the many goods passing through its facilities. For this thesis, the impact of the various commodities passing through the port is termed port-associated. The port also manifests its presence through its daily operations and generates numerous employment opportunities both within and beyond the confines of the waterfront. The economic impact driven by this activity is termed port-industry and most closely reflects the impact of the working waterfront. To complete the impact assessment of the port-industry category, a survey was undertaken to collect sales revenue and employment information. This data was then aggregated into specific industry sectors and a total economic impact was estimated using appropriate economic multipliers. The result was a picture of direct, indirect, and induced activity resulting from the daily operations of the port. The port-associated category was assessed in a slightly different manner. The value of each cargo was determined and, where appropriate, was assessed for the economic activity related to its production. This activity is not generated by the port, but is associated with Fraser Port through the use of its transshipment services. The results of the assessment reveal that the port-industry category generates approximately one quarter of a billion dollars of provincial gross domestic product (GDP). This led to a total GDP impact across Canada of close to $275 million. Employment amounted to about 2,113 full-time equivalent positions in B.C. and nearly 3,400 across Canada. In 1992, the total value of import and export cargo passing through Fraser Port was approximately $6.1 billion, $3.8 billion of which was international imports. The remainder, $2.3 billion, was made up of domestic outbound and inbound cargoes, and international exports. It is important to recognize that these two categories of port activity are measures of different effects. The results of the port-industry and port-associated categories should not be added to produce a total Fraser Port impact. Adhering to this recommendation will ensure that the figures, and thus Fraser Port, will not be misrepresented to the public.

The purpose of this thesis is twofold: first, to review the literature on economic impact analysis in general, and port-economic impact literature in particular; and second, to use this background to undertake an economic impact assessment. The case study for this thesis is Fraser Port, which is located along the lower reaches of the Fraser River in British Columbia's Lower Mainland metropolitan region. The port is administered by the Fraser River Harbour Commission. This thesis is about production, people, and the economic significance of Fraser Port. This thesis is not an analysis of economic impact theory, but a review and application of port impact identification techniques. All data and impacts presented relate to 1992. Ports perform a necessary function in a nation's trading system by providing a transshipment connection between land and water modes of transport. As such, the port is strategically connected to the production of the many goods passing through its facilities. For this thesis, the impact of the various commodities passing through the port is termed port-associated. The port also manifests its presence through its daily operations and generates numerous employment opportunities both within and beyond the confines of the waterfront. The economic impact driven by this activity is termed port-industry and most closely reflects the impact of the working waterfront. To complete the impact assessment of the port-industry category, a survey was undertaken to collect sales revenue and employment information. This data was then aggregated into specific industry sectors and a total economic impact was estimated using appropriate economic multipliers. The result was a picture of direct, indirect, and induced activity resulting from the daily operations of the port. The port-associated category was assessed in a slightly different manner. The value of each cargo was determined and, where appropriate, was assessed for the economic activity related to its production. This activity is not generated by the port, but is associated with Fraser Port through the use of its transshipment services. The results of the assessment reveal that the port-industry category generates approximately one quarter of a billion dollars of provincial gross domestic product (GDP). This led to a total GDP impact across Canada of close to $275 million. Employment amounted to about 2,113 full-time equivalent positions in B.C. and nearly 3,400 across Canada. In 1992, the total value of import and export cargo passing through Fraser Port was approximately $6.1 billion, $3.8 billion of which was international imports. The remainder, $2.3 billion, was made up of domestic outbound and inbound cargoes, and international exports. It is important to recognize that these two categories of port activity are measures of different effects. The results of the port-industry and port-associated categories should not be added to produce a total Fraser Port impact. Adhering to this recommendation will ensure that the figures, and thus Fraser Port, will not be misrepresented to the public. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The once close physical, functional, economic and cultural solidarity between ports and cities has diminished as a result of changes within both ports and their surrounding urban areas. Spatially, ports and cities have become separated as port structures have grown and evolved to meet the demands of trade and shipping technology over the past few decades. This separation is exacerbated by changing social priorities in the use of urban waterfront space and heightened interest in quality of life issues. As the pressures affecting the urban waterfront continue to grow, the port-city relationship has become strained. This paper is concerned with how the relationship between ports and cities can be improved to support the complementary development of the port with its urban region and, at the same time, maintain the quality of life city residents have come to expect. More specifically, this study seeks out the appropriate planning principles, strategies and approaches that can effectively address the problems and land use conflicts at the port-city interface. The study begins by exploring the literature of structural and societal changes that are affecting port city waterfronts and the conflicts that result between ports and cities in their planning for the waterfront. In a number of cases, these challenges are being met by the separate actions of ports and cities; however, given port-city linkages in many issues it is revealed that there is much to be gained through the effective coordination of efforts based on shared planning principles. A review of the Vancouver cityport confirms the port-city challenges suggested by the literature and interviews with municipal and port representatives lend support to the concept of port-city planning principles. The major conclusions of this study are that ports and cities can benefit from increased collaboration on the basis of agreed planning principles and a shared approach to waterfront planning that recognizes each party's needs. The challenge to be borne by city and port planners is one that seeks reconciliation, balance and the re-building of a synergistic relationship.

The nature of British Columbia coastal and inland waterways affords many locations where floating breakwaters are or could be used to protect small-craft harbours from wave action. A field survey of many of the current breakwater sites is undertaken in order to establish qualitative performance criteria of various designs. A two-dimensional numerical model is developed to predict the oscillatory response and wave transmission characteristics for a number of common breakwater designs. Finally, experiments with two configurations of breakwater models were carried out in the Hydraulics Laboratory at the University of British Columbia. The experiments were designed to validate the numerical model and to estimate viscous damping coefficients required in the numerical solution. / Applied Science, Faculty of / Civil Engineering, Department of / Graduate

The once close physical, functional, economic and cultural solidarity between ports and cities has diminished as a result of changes within both ports and their surrounding urban areas. Spatially, ports and cities have become separated as port structures have grown and evolved to meet the demands of trade and shipping technology over the past few decades. This separation is exacerbated by changing social priorities in the use of urban waterfront space and heightened interest in quality of life issues. As the pressures affecting the urban waterfront continue to grow, the port-city relationship has become strained. This paper is concerned with how the relationship between ports and cities can be improved to support the complementary development of the port with its urban region and, at the same time, maintain the quality of life city residents have come to expect. More specifically, this study seeks out the appropriate planning principles, strategies and approaches that can effectively address the problems and land use conflicts at the port-city interface. The study begins by exploring the literature of structural and societal changes that are affecting port city waterfronts and the conflicts that result between ports and cities in their planning for the waterfront. In a number of cases, these challenges are being met by the separate actions of ports and cities; however, given port-city linkages in many issues it is revealed that there is much to be gained through the effective coordination of efforts based on shared planning principles. A review of the Vancouver cityport confirms the port-city challenges suggested by the literature and interviews with municipal and port representatives lend support to the concept of port-city planning principles. The major conclusions of this study are that ports and cities can benefit from increased collaboration on the basis of agreed planning principles and a shared approach to waterfront planning that recognizes each party's needs. The challenge to be borne by city and port planners is one that seeks reconciliation, balance and the re-building of a synergistic relationship. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate