published_or_final_version / Mechanical Engineering / Master / Master of Philosophy

Horseshoe Bay, British Columbia is: 1) a geographically constricted waterfront neighbourhood of the Municipality of West Vancouver, 2) a north facing deep water ocean bay with a history of marine access and activities, 3) the site of one of the busiest terminals on the British Columbia Ferry Corporation system with 2.6 million vehicles and 7 million passengers per year. The ferry corporation is planning to expand the vehicle holding lots and administration facilities in 2001 and there are public concerns about possible degradation of the character and environment of the community. The Municipality of West Vancouver has expressed a desire to rebuild the foreshore embankment of the waterfront in Horseshoe Bay Park and upgrade the various amenities. Merchants of Horseshoe Bay are concerned that changes to the pedestrian access from the ferry terminal lots may negatively affect their business. The federal government is in the midst of divesting itself of ownership and responsibility for the public wharf. These are the issues and factors that were considered in a project where several different landscape locations with different functions within the Horseshoe Bay community were the subject of a redesign program. The proposed interventions range from environmental graphics to intertidal infill and wetland construction. Each of the various proposals has a different focus, use or function but all share the common theme of landscape connectivity, linking the community to the environment in a mutually beneficial way.

No abstract available. / Thesis (M.T.R.P.)-University of Natal, Durban, 1997.

This research examines the complex factors that influence the design of a new cruise liner terminal for Durban. Secondary and primary data collection methods will be used in the research. Secondary data collection forms the majority of the information gathered. This method will focus on precedent and case studies from which conclusions will be drawn and a design brief for the cruise terminal derived. Cruise liners typically spend periods of less than a week in port, during which time passengers will visit local tourist attractions. Durban's cruise season lasts from mid-November till mid-April. The local cruise industry has seen a steady increase in passenger numbers over the years. This has seen the MSC Melody cruise ship being procured to meet the demands of the industry. As a consequence of this increase the current cruise liner terminal, the N-Shed, has been placed under increasing pressure to provide a world class facility and service experience, expectations which it is ill equipped to deliver. Through this study key aspects, specific to the cruise liner terminal design, are investigated. These include passenger movement optimisation, response to local conditions, form development, waterfront regeneration and the concept of the terminal as a gateway to the city of Durban. In developing the architecture of the cruise terminal, the understanding of these factors is vital if the designer is to make a meaningful contribution to society though his building . With the cruise liner terminal being a unique building typology, in the context of Durban, an opportunity arises to reconnect the city with its harbour edge. / Thesis (M.A.)-University of KwaZulu-Natal, 2008.

The port of Durban is currently suffering under severe capacity constraints. This has negatively affected efficiency resulting in queuing and berthing delays. If Durban wishes to remain the premier hub status port of the region and Southern hemisphere, then it needs to adequately address the current supply constraints. Shipping vessel operators and owners will not tolerate these inefficiencies indefinitely and if the port does not seek to address the situation, it runs the very real risk of losing patronage in the medium to long term. The obvious response to the supply side constraint is to increase container handling capacity. This dissertation will analyse the expansion options available to the port in this regard. Beside simply increasing capacity, the port needs to increase draught depth at the berths since container vessels are continually migrating to larger sizes to benefit from economies of scale. A key challenge is the fact that the port serves other purposes beyond that of being a gateway for traded goods such as ecological functions and subsistence fishing. This is compounded by the significant environment degradation which the bay has suffered over the last century or so. The port, however, generates significant economic benefits for the city in terms of economic linkages and employment, and for its wider national and regional hinterland, by holding down the generalised cost of the transport of goods. By not expanding capacity, there are significant opportunity costs for Durban and for the port’s wider hinterland. The best way of analysing the benefits and costs of the various options is to conduct a public CBA analysis which monetises and discounts streams of benefits and costs to arrive at a NPV. Several expansion options are examined and include Bayhead, the old DIA site and Richards Bay. An NPV was calculated for each option where environmental externalities were included. The CBA yielded three options with positive NPV’s out of the seven examined. The Southern Access routes, 3CA and 3DA, were both rejected since the effective removal of port sites used presently for the handling and storage of petrochemicals was considered infeasible. One of the Northern Access routes, 1AB, was also rejected since the option yielded a negative NPV. Even though DIA1 had a positive NPV; it was rejected based on mutual exclusivity with option DIA2. Richards Bay was rejected since it had a penalty cost of R89 billion over Durban, due primarily to higher logistical costs. On balance the Bayhead option 1AA and airport option DIA2 were chosen as the projects of choice primarily on the basis of the CBA results. Both these options yielded significantly positive NPV’s and the port should seriously look into their construction as they would provide several years of spare capacity as well as being able to accommodate Post Panamax vessels. / Thesis (M.Com.)-University of KwaZulu-Natal, Westville, 2010.

What is the role of a port? It is a place that handles ships and cargo with operational efficiency. For this reason, ports must be seen as elements in value-driven chain systems or in value chain constellations. They deliver value to shippers and to third party service providers; customer segmentation and targeting is on the basis of a clearly specified value for itself and for the chain in which it is embedded. Ports no longer operate in an insulated environment. They face the same competitive forces that companies in other industries experience. There is rivalry among existing competitors, continuing threat of new entrants, potential for global substitutes, presence of powerful customers and powerful supplies. Since the early 1980s, moves to rapidly liberalise trade and foreign direct investment (FDI) have strongly influenced policy makers in many developing countries in their thinking about this challenge. Openness to international market forces and competition was expected to allow those countries to alter both the pace and the pattern of their participation in international trade, thereby overcoming balance-ofpayments problems and accelerating growth, to catch up with industrial countries. Today, the Port of Durban is the clear African leader in total container throughput. In the world port league for 2000 established by Containerisation International Yearbook 2001, Durban was in 44th position. The Port of Durban is an important gateway with regards to general cargo flows especially since the port's goal is to become a hub port in the Southern Africa. It has great economic value for the city and the country at large. It can be seen that the poor economic and operational efficiency of the port leads to poor overall economic growth for the nation. It is therefore desirable to ensure that the terminal is always operating at optimum operating efficiency with the required infrastructure and capacity in place. / Thesis (MBA)-University of Natal, 2003.

Thesis (M.B.A.)--University of Hong Kong, 1995. / Includes bibliographical references (leaves 78-81).

Thesis (M. Sc.)--University of Hong Kong, 1995. / Includes bibliographical references.

Thesis (Ph. D.)--Rutgers University, 2007. / "Graduate Program in Civil and Environmental Engineering." Includes bibliographical references (p. 194-200).

Este estudo tem por objetivo analisar a influência da política pública portuária brasileira, aplicada entre 1993 e 2012, nos terminais privados de contêineres do Porto de Santos na percepção dos atores patronais e dos representantes sindicais. A pesquisa pode ser classificada como aplicada, em termos de natureza qualitativa na abordagem do problema, e em relação às técnicas metodológicas, a pesquisa utiliza preponderantemente as técnicas de pesquisa bibliográfica, documental e levantamento. Na pesquisa de campo, utilizada para verificar o processo evolutivo dos terminais privados de contêineres nas relações de trabalho e na produtividade, na movimentação de contêineres, foi utilizado o instrumento da entrevista semiestruturada, realizada com líderes sindicais patronais e de trabalhadores, representantes executivos dos terminais portuários privados no referido porto. A análise do objetivo da pesquisa foi feita a partir da literatura, envolvendo principalmente os temas de política pública, portos, relações de trabalho e produtividade, e da percepção de atores privados vinculados ao Porto de Santos. Em relação aos resultados, verifica-se uma divergência de percepções entre os atores envolvidos. Na percepção dos representantes da classe laboral, a política vigente provocou diminuição de postos de trabalho e redução da renda média. Já do lado patronal, a política é percebida como positiva uma vez que, entre outros benefícios, ela trouxe uma gestão da mão de obra avulsa para dentro dos terminais, e alicerçou o significativo aumento de produtividade na movimentação de contêineres, que atinja índices de produtividade próximos aos dos portos internacionais. / This study intends to analyze the influence of the Brazilian public port policy, applied between 1993 and 2012, in the Port of Santos’ private containers terminals in the perception of the employers and trade union representatives. The research can be classified as applied, in terms of qualitative nature in approach to the problem, and in relation to the methodological techniques, the research uses prevalently the techniques of bibliographic, documentary and survey researches.In the field research, used to verify the evolutionary process of containers’ private terminals in labor relations and in productivity, handling of containers, was used the instrument of semi-structured interviews, conducted with trade union leaders, both, workers' and employers' representatives, and executive officers of private port terminals of the mentioned port. The analysis of the objective of the research was made from the literature, mainly involving the public policy issues, ports, labor relations and productivity, and the perception of private actors related to the Port of Santos. In relation to the results, there is a divergence of perceptions among the actors involved. In the perception of the representatives of employees, the existing policy caused a reduction of jobs and reduction in the average income. However, from the employers' perspective, the policy is perceived as positive once that, among many benefits, it brought the management of labor force for inside of the terminals, and consolidated the significant increase of productivity in the containers handling, which achieves productivity indexes close to those of foreign ports.