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Oort and Harbor Development System 2 Coastal Zone @nforrnation Center 0 0 0 0 00 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 000 00 '0 0 0 0 0 0 % 0 0% 0 0 0 0 00 0 1 00 00 0 0 0 0 00 0 0 0 00 00 0 00 0 00 0000 0 0 00 0% 0% % 00 000 0 00 0 0 000 0 0 0 0: 00 0 00 0 00 0000 0900 %00 00 000 0 0 0 0 0 0 0 % 4- b 0 00 0 0 0 0 % 10 i 0 TC 209 -T48 P67 0: 1971 phase2 00 0 00 00 0 0 0 Port arW Harbor Development System Architecture Research Center Phase 2 - Planning Summary College of Architecture & Environmental Design T-exas A& M jh@ October 1972 TAMIJ - SG - 72 - 209 College Station, Texas 77843 COASTAL ZONE INF0jjjjyj0N CENTER U S CiF C L PTMENT OF COMMERCE NOAA CO E N T E R 2234 ,) i i " 1- ;. ,'- -K @ VENUE CHARLESTON A- J@ PrOVertY Of CBC Library Acknow"ments This project was partially funded by Texas A&M University's Sea Grant College Program, through an institutional grant from the National Oceanic and Atmospheric Administration, U.S. Depart- ment of Commerce. The work on the Port and Harbor Development System project is the results of the efforts of several groups. Architecture Research Center, Research Team: Russell L. Stogsdill, Research Architect, Principal Investigator Mike Willingham, Graduate Research Assistant Linda Escamilla, Secretary Linda Jamison, Secretary Nalani Layhee, Secretary Administrative Support Center for Marine Resources: John C. Calhoun Jr., (Post Director) Robert C. Stephenson, Director Willis H. Clark, Associate Director Roger D. Anderson, Marine Education and Training Coordinator Allen Martin, Administrative Assistant Leatha Miloy, Head and Editor, Department of Marine Resources Information Special thanks to the following persons for their time and efforts in reviewing and editing the project: Kathi Jensen, Center for Marine Resources John 0. Greer, College of Architecture and Environmental Design John Miloy, Industrial Economics Research Division Donald Sweeney, Architecture Research Center Apprecialion is extended to the following indi- viduals for continued support and encouragement: Edward J. Romieniec, Dean, College of Architecture and Environmental Design W. Cecil Steward, Associate Dean, College of Architecture and Environmental Design 1 Table of Contents I T" of Contents 1 2 Inboduction 2 3 Offshore Construction 4 4 Ske Information 8 5 Concept 12 6 Bibliography 36 Photo: Leatho Miloy T 3. i n,@: !z T, "2, A if j 7 th @,T Ty. J] 44 @w FIM 434, .......... IntroduCtiOn consara wagon If CF. D.-V tj 0 00 'we off 0 a 00 3 The coastal zone has been defined "as that part This report represents the efforts of the research of the land which is affected by its proximity to team to present a future development concept for the sea and that part of the ocean which is af- a total off shore port. fected by its proximity to the land." It includes the inshore part of the continental shelf, ocean The solution presented is not meant to portray a shore line, and estuaries with their marginal panacea but rather to indicate a basic philosophy shores. Tides, waves and coastal currents mark of planning representing an appropriate environ- this zone of frequently varying environment, mental character and general direction for which supports a multitude of plant and animal growth with sufficient built-in flexibility to life."i accommodate changing concepts as they occur. Ports have traditionally developed within coastal Periodic review and evaluation of actual needs zones. Port activity generated industrial and trends are necessary, in order to render any development, which depended on imports to pro- long range planning proposals valid. Only duce exports. Industrial development created through a systematic analytical and evaluative the need for laborers, who in turn established process of each implemented phase of construc- communities. These communities constitute tion can the repercussions of such implementation some of the largest urban areas. be anticipated with respect to achieving establish- ed long range goals. Such a program will assume People continue to migrate to these urban areas. the evaluation of a well-ordered, truly functional It is estimated that 73.5% 2 'of the U.S. popula- land use plan that will efficiently and effectively tion now resides in urban areas. The nation's support the region it must serve. ten most populous states adjoin coasts of the oceans and Great Lakes. The trend toward con- centration of people in coastal urban areas creates many problems -- increased demands for housing and industrial development, electric power, potable water, improved waste disposal systems, to name a few. Technological advancements in the transportation industry, particularly in shipping, affect both equipment and cargo handling methods used by ports, creating additional problems that demand immediate attention. Mammoth carriers, for instance, capable of single-trip deliveries of over a million barrels of liquid cargo, are now in service. Even larger vessels are under construc- tion. Great cost savings are realized through use of these giant vessels, but they require sub- stantially greater channel and harbor depths than are now available in U.S. ports. To provide the,necessary depths in existing ports involves "unprecedented physical, ecological, safety ,3 1 Koisch, Francis P., "Supercarriers Versus U.S. Harbor Dimensions", Journal of the and financial difficulties or constraints. Wate-ays, Harbors and Coastal Engineering DWision, ASCE, Vol. 51, No. WWI, Fei;rucry 1971 2. Long, Luman H., 1972 Edition The World Almanac and Book of Facts, Ne@spoper Enterprise Association, Inc., 1971 3. "The Corp's Perception, Conclusions of 1968", Water Spectrum, Vol. 3, No. 1, Spring 1971 Offshore Construction 4 T N f,0 EV A K y -U `-F A, 0.. y'R. z T t V, 11@5@ liV z j N, Reprinted by permission of Raymond International This rare copperplate engraving shows a pile driver at work in a river in France between the years 1770 - 1780. Entitled "Charpente, Nouvelle maniere de fonder les piles" the en- graving lists the artist's name as Lucotte on the bottom left and the engraver's name on the right as Benard. The original engraving and several others are in the collection of Raymond Interna- tional in New York. 5 History The petroleum industry appears to be the pioneer Up Down in offshore construction. Oil was first produced about 1894 in California from wells drilled from wooden wharves. In 1936, operations began in the Gulf of Mexico. These wells were all visible from land. In 1948, off the coast of Louisiana in the Gulf of Mexico, the first offshore platform beyond the sight of land was completed in con- .... .. .. .... junction with the first offshore pipeline. This early platform was designed to house a crew of Source: Le Tourneau 50 people. Water depth is 50 feet. The platform Offshore, Inc. Locked is still in operation today. As drilling continued seaward with rapidly in- creasing costs of construction and greater incidence of dry holes, the fixed platform ap- proach become economically unfeasible. To meet the need of deeper water exploration at economical cost levels, mobile platforms were ....... developed. Mobile drilling platform in various stages Mobile platforms first appeared %in the form of of erection barges with the platform constructed above. They were floated to the site and submerged for operation. Their operating depths were generally S-ur..: Unkno@n in 20 to 40 feet of water. 41 Mobile Platforms 1g;gy-mg- Self-elevating (jack-up) mobile platforms were "w" developed for use in greater water depths. These platforms are constructed with a buoyant hull and leg assemblies that can be raised or lowered. They are towed to the site with legs raised by tugs; on site, the legs are lowered and the platform is raised above the waves. Designs have been proposed for jack-up platforms in water up to 600 feet deep. Submersible platforms and self-elevating plot- forms have the advantage of being able to rest J" on the bottom while standing clear of the highest waves, enabling operation to continue during rough seas. 6 Floating Plaftms Floating platforms do not have the stability of bottom-supported types. They are not, however, restricted by water depth and are competitive in operating costs for water depths of 200 feet or more. Semi -submersib I es; are floating platforms supported on columns which are attached to buoyant, barge-like hulls or cylindrical tubes. When the structure is on-site the hull is ballasted until approximately one-half of the unit is below water. Semi -submersibles are raised by pumping the ballast water from the hull. Most semi-submer- sibles are towed to their site by tugs. Many newer models, however, contain their own pro- pulsion systems. Artificial Islands Artificial islands are created where large areas of surface area are required. Many bulk loading terminals and oil production facilities have been constructed on man-made islands. These islands require large volumes of fill material, which may inflate construction costs, depending upon avail- ability of fill and ease of transportation. The need for large ocean platforms is increasing for industrial as well as scienfific, municipal and military uses. Multi-use platforms offer many advantages such as: In situ scientific research being conducted simultaneously with industrial activities. A good example would be studies of the effects of oil spill on marine life in conjunc- tion with the testing of oil spi I I "containment devices at a liquid terminal. In this example the scientist, engineer and private industry would jointly be working for a commongoal.' Undesir- able facilities currently located along the water- front, could be relocated offshore, to provide more area on the waterfront for people-oriented activities. 4 Site Information 8 After establishing the need for a port, it is necessary to make a preliminary site study. The preliminary study should define an area of consideration that will possess several actual site alternatives. Each alternative must be investigated and compared with the other alternatives to determine an optimum location. The several alternatives will be derived on the basis of the following types of information: �Oceanographic data - depth of water, gen- eral character of bottom, range of tides and currents �Meteorologic data - wind, temperature, rainfall �Topographic data - shoals, reefs, mouth of rivers, shoreline �Geographic data - depth and presence of rock, depth of overburden, soils. Factors that will determine the final selection of an individual site include: �amount of dredging required �most favorable bottom conditions �most suitable area for terminal installation or development �transportation accessibility �area for future development or expansion �water depth �exposure/orientation �economic considerations. % Additional factors that must be considered include: .3 �population concentrations - traditionally, coastal urban concentrations center around existing port locations. As ports and associated industrial development grow, so does urban density. Urban growth creates larger demands for fresh water, electric power, leisure and recreation opportunities 1 20 f.R.- as well as more sewage treatment facilities. � Environmental factors - more and more C.Nd consideration must be given to the effects on the environment resulting from con- struction and operation. Such considerations include the need for advanced precautionary measures to prevent 50-1: A(- 1 -19W73 accidental spills. Containment systems must be perfected to 'control spit Is as soon as they occur to prevent damage to the environment. iA el 60 qy f Of, A,A 10 all,I ......... . .... .......< wd@ Wd@ QA. Sab* "bM a@ I" When a particular site has been selected detailed site information must be obtained prior to the final design phase . This informa- tion will include: hydrographic surveys: elevation of water, high and low tide information, locate and identify any submerged obstacles soil survey and analysis - penetration below water level to an area of rock or suitable bearing strata that will support pile or cai- sson foundations, soil classification , water content determination, specific gravity determination, void ratio, unconfined com- pression test, and triosial shear test . tide and current observation - general direc- tion, velocity and average intervals between successive high tides wind earthquakes effect on the immediate and surrounding en- vironment. effect on the surrounding economy, Brownsville Harlingen Son Benito risti Corpus Ch 4 '-ADMI AM` All Houston US'4' 'Ig M6 %@-Alu' Galveston @4@ ffl"R Texas City Of MQ W" Beaumont g -tP'-O" AR" I Orange HM Port Arthur 5' rn W -TI Lake Charles "A@ "a '0 VW 'g@' ew Orleans 0i V ulfport 4ng" iloxi X, lie Mobile 14, lie 0 V zg Pensacola X- Tampa St. Petersburg 5 Concept 12 Marina 'A Rocreidlonal and C@rwciml Harbor tow Floating Breakwater 13 Technological advancement is, and always has been, a major part of the maritime scene. Changes occurring now, however, are much greater and faster than ever before. There is a revolution in ocean shipping operations which affects equipment as well as cargo handling methods. Supersized vessels, capable of single-trip deliveries of over a million barrels of liquid cargo are now in service with vessels on the drawing boards that dwarf these. Tremendous economic benefits are made possible by large scale vessels. However, these vessels require deepwater mooring facilities or harbor and channel depths substantially greater than now available. To provide such depths creates a myriad of problems, both natural and marimadell including: .physical .ecological so fe ty legal economic/financial. Containerization of non-bulk commodities is accelerating at an unprecedented rate. The benefits include: . lower freight costs - faster deliveries . less shipping damage to cargo * more economical handling costs. To realize these benefits, it will be necessary to expend a large amount of funds, either in renovating existing port facilities or building new ports. 14 Construction The best structural system for this proposed complex appears to be a combination of land Concreting fill,and pile-svpported structures. Barge An entirely pile-supported structure would be prohibitive in cost because of unstable sea floor cond-itions. Such a structure would require a tremendous amount of extremely expensive equipment and manpower. Dis1riloition An artificial island constructed of land fill pi S will provide the most stable structure. This type of construction, however, requires time for the fill material to settle before it can support major construction. One means to reduce the settling process is to construct a barrier much I ike a reta'ining wall, which prevents the fill material from moving horizontally or sloping. These barriers have the added feature of pro- Completed viding deep water adjacent to the land fil I area. I Concrete IStructure A System to construct bulkheads has been developed in England. It consists of slip forming concrete underwater. 'The process involves the use of bouyant tanks to continuously Elevation pour cylindrical concrete structures in water depths that exceed 100 feet. By building these silos adjacent to one another, retaining walls Structural Steel are formed to contain fill material. Voids Framework created by the silos can be used as storage space for bulk cargoes. Initially, a construction platform will be 0 required at the site. On this platform will be located a concrete manufacturing plant and housing facilities for construction personnel. Plan Source: Dock and Harbour Authority, April 1972 15 The pile-supported section of the complex will Concrete is an excellent material for use in the utilize a pile system composed of two basic marine environment. It does not corrode; it elements, a buoyant pile and a sleeve pile. can be formed or moulded and can be treated so that it is completely waterproof. Concrete The principle is to reduce the lateral or horizontal units, constructed of light weight oir-entrained movement to practically zero while permitting con- concrete sandwiched between two layers of trolled gradual vertical movement during times of more dense concrete, form lightweight units extremely high sea states. The movement with extremely long-wearing surfaces. vertically con be computed since the pile system operates basically like a simple piston. B_YM PFSCM unft Assembly pattern for precast concrete deck units S1_ pim The following sections of this report reflect five phases of construction over an extended length of time. Each phase provides a brief description Deck Ca@on of facilities applicable in the growth sequence, The end product is a port that meets the needs of One system for deck construction is to manu- the region it serves. The facilities indicated focture repetitive modular units that con be are not the only ones applicable to offshore assembled in many configurations. By using location; they ore, however, activities that modular units, connection details and components logically fit together to form a multi-use complex can be standardized and minimized. At-site capable of meeting a wide range of future demands. construction time con be reduced by producing modular units on land and floating them to the site for erection. Grouping of facilities cannot be considered as fixed absolutes. During construction phases different uses with greater impact to the region concerned may evolve. Plans should be flexible enough to provide for additions to the complex I. ....... ._J L or replacing existing obsolete facilities. 16 Plan-phasel LOWNHod ArM Ad rattft waromud" owfibuom 010 8?0* 0.0 T*nrdnat Flo L.,. LNG Twmlnat ArtifiCial HWbor 'Noft Am 17 Phase 1 Liquid E3ulk Terminal The first phase focuses on existing needs as Liquid terminals generally are located on the generated primarily by deep-draft vessels. seaward side of a port, near- the deepest Possible future demands are also included available water. Loading facilities are light, Liquid Natural Gas (LNG), liquid bulk, ore, open structures capable of carrying pipes and grain and break bulk facilities. Support valves. Major elements of liquid bulk terminals facilities constructed at this phase include include pumping equipment, pipelines, tank administrative functions, security and safety storage facilities and emergency equipment for control centers, power generating facilities, the prevention and control of fire and explosion. desalination facilities, fire, emergency and A major design consideration in new liquid spill containment facilities as well as housing bulk terminals designs is oil spill prevention and commercial facilities for construction and containment devices. personnel and port operations personnel . As these facilities are being constructed, long- Liquified Natural Gas (LNG) facilities will term land fill operations are underway to create be provided initially at the liquid bulk terminal. an artificial island for future construction. Many similarities exist in the handling techniques of the two cargoes. An artificial harbor will be provided by con- struction ofa floating breakwater. Entrance and exit permits will be controlled to direct ship traffic, thereby reducing the chance of naviga- tional mishaps. The floating breakwater will be designed in such a manner that it can double as a spill containment device. By utilizing the harbor as a holding basin for possible spills, delicate estuaries, bays and beachfront should be free from dangers created by spills. is, 0 Mannesmann Marine Loadingarms with loading copoci ties up to 100,000barrels perhour per 24 arm 18 Outflow dpen Storage Travelling Booms 16-11 Inflow C 0 005 o Rail Car --so Loader L Ship Loaders Unloaders Product flow pattern of a typical ore terminal Source: Port of Le Ha-e Ore Terminal Grain Terminal Required facilities for an efficient ore terminal The requirements for grain terminals are very include: similar to the requirements for ore terminals. - Large stockpile area for open storage In Phase 111 the designed capacity for grain -bins and elevators for special storage storage is 24,000,000 bushels (890,000 tons) *a delivery system such as conveyors to carry with expansion capabilities to 50,000,000 the cargo to and from the ship loaders and un- bushels during Phase 3. loaders. Type of equipment used for loading and unloading includes grabbing equipment, tower unloaders and floating cranes. -discharging stations for cargo to other trans- portation modes ..el r f"Int, - -circulation area for transportation modes. In Phase 1, the designed capacity for open storage is 1,000,000 tons of 140 lb/cu. ft. material with expansion capabilities to 2,000, 000 tons during Phase 3. Some ores are slurried (mixed with a liquid) then pumped into the vessel . After the slurry @0 is aboard, the ore settles out and the liquid U is pumped into a holding tank for future use For a slurry ore terminal pumping equipment with necessary pipelines and a liquid storage Product flow pattern of a typical grain terminal area must be provided. Source: Master pion for Long-Range Development of the Port of New Orleans 19 Transport System All-weather cargo movement can be achieved by the construction of a tube connection from the deepwater facility to the mainland. Inside the tube, conveyor systems, roil systems, personnel conveyors and pipelines can operate simultaneously year round. The tube can also be designed to double as a horizontal storage system, which would reduce the amount of storage required at the offshore site. Tube systems currently are being fabricated out of steel and concrete. Constructed into repeti- tive units, they are floated from the point of fabrication to the point of erection, then sub- merged, connected, and anchored in place. Plan of Transit Tube - Phase 1 4 MEMEr, aZ Assembly process for an underwater tunnel to connect Kowloon with Hong Kong Island Source! 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Liquid Na- tural Gas facilities are permanently located and a container terminal is provided. Harbor maintenance facilities are also permanently located in the harbor area. Container Terminal By the completion of Phase 3, over 100 acres of storage area will be available for contain- er handling facilities, this does not include the storage capabilities of the submerged tube. The initial container facility will be able to handle an excess of 8,000 containers. The container terminal will have provisions to handle the LASH and SEABEE vessels as well T.k op-'@. as standard container vessels. Container facilities require: c-7 � Container marshalling areas for storage � Container freight station to handle less-than- container load shipments -Considerable vehicle circulation area -Covered loading area for LASH and U SEABEE barges. Flow diagram of a typical container facility Source: Container Services of the Atlantic 13 E 24 CPS C@ L"d" I Liquid Natural Gas Terminal Equipment and areas required for the handling Tl@ of LNG are basically the same as those re quired for a standard liquid bulk terminal, a- F,: with the exception that all material coming ;LJ in contact with LNG must stay serviceable at minus 260 0 F. This condition requires insul- ation of piping to reduce heat leakage. It also requires the use oCaluminum or stainless Functional Layout for a LASH or SEABEE barge terminal steel connections and valves. Source: Mosterplon for Long-Range Developrnent of the Port of New Orleans Down time for LNG tankers is extremely ex- pensive therefore they have been designed to load and unload in a minimum amount of time (15 hours). Ample facilities should be pro- vided to expedite the turnaround. time. The design storage capability at the completion of Phase 3 will be approximately 20,000,000 bar- rels. z Liquid Natural Gas facility presently in operation in the United States a 25 During construction of Phase 3 the transit tube must be extended to provide access to the container, LNG and dry bulk facilities. 7-@ Retreatforiel &W Commmelal AJrpwt Terminst Opwatlons I= Soo 0 Section Through Port Showing Completed Transit Tube rLru'L-@, 26 Plan -phase 4 lea] Exon an "E&Otion-fi, Rftroollbaft w@WI Momfowurtnq "d %mm"Ov 27 Phase 4 Educational Phase 4 wil I initiate construction on the solid Educational facilities must be provided for the landfill . Support facilities programmed for this familities of personnel inhabiting the offshore phase include the addition of new industrial port. The location of such facilities is near the facilities, expansion of warehousing capabilities housing complex . Space is provided classrooms, and expansion of people-oriented facilities. auditorium, gymnasium as well as other required spaces. These facilities can double for adult facilities during the periods that school is out . Athletic facilities requir;ng large open areas such as football fields can be provided on the upper deck. Within the educational complex, university re- search and training facilities for in-situ studies can be provided. The offshore complex will serve as an excellent monitoring station for oceanographic and meteorological data . L_z .2 z Interior @iew of a portion of the commercial complex 28 Recreation Theaters Auditoriums Li bra ry Swimming Facilities Restaurants Night Clubs Pedestrian Shopping Areas Housing Total employment for the complete port/airport complex is estimated at 10, 000 people . Using the average number of people per household times the number of jobs indicates a resident population of approximately 25,000 people. Medical As a result of the hazardous type work associated with port and industrial complexes, a complete emergency facility must be provided. Associated with the emergency facility should also be an out-patient facility to meet the general needs of the people living at the offshore complex. A minimal in-patient facility would be justified offshore with the majority of the in-patient load utilizing the facilities of an adjoining major metropolitan area a@ _@A J@ -1 0--5 Section through o;rcrcft terminal and support areas 29 Marina Other Facilities Marina facilities provide a recreation opportunity The island facility will have the capability of for inhabitants of the island facility as well as providing accommodations for: pleasure sailors from the mainland . This facility U.S. Coast Guard, responsible for the will also serve as a refuge for crafts during periods fo I lowing: of bad weather. - search and rescue activities - safety and marine information Functional items required for a marina include: - enforcing dangerous cargo and tanker � protected waters regulations � navigation aids, buoys, markers inspecting and certifying vessels under � basin flushing system U.S. law and SOLAS requirements � anchorage area investigating marine casualities in U.S. � open and covered moorages waters � marine service stations licensing mates, engineers � boat handling equipment, elevators, derrick U.S. Army Corps of Engineers, responsible lift , crone lift, dry docks for the following: � administrative and supervisory facility - administration of Federal law relating to � restaurant facilities the protection and preservation of navigable � public toilet facilities waters � boat sales - regulation of construction in navigable � boat building/repair wa te rs � dry boat storage - enforcement of assigneci Federal law to � miscellaneous - detect and prevent pollution of navigable wa te rs Industrial - removal of floating debris A wide variety of industries possess potential offshore applications. This list represents only The National Weather Service provides informa- a few: tion as follows: Manganese processing . marine forecasts and warnings Engineering, research and survey . advisories and warnings of any hurricanes or Submersibles and related industries . tropical storms Underwater construction and dredging . continuous broadcasts on marine radio stations Salvage, diving and workboat Gypsum processing Watercraft manufacturing and service Marine instruments and devices Specialized equipment fabrication Winches, hoists and positioning equipment Communications, navigation and computing equipment Manipulators Acoustical equipment Distribution warehousing 30 :,---Plan--ph@i@5 Marina P@rvvtlonal and C=m,dal Harbor F-1 Floating Breakwater 31 Phase 5 The upper level of the artificial island is utilized for an intercontinental airport capable of servicing the aircraft of the future. The configuration of the island was established to meet runway criteria based on wind conditions. The connecting area between the runways is large enough to meet all airport facility require- ments. An offshore airport in conjunction with the port facility provides the opportunity for an intermodal terminal capable of surface, sub-surface and above surface distribution. Cargo can be distributed in the offshore terminal facility to meet the needs of air or surface transportation modes. Handling techniques and equipment can be standardized and used to meet the needs of a I I modes, thereby reducing the capitalization required to equip the same facilities if they were separated. Greater employment opportunities would exist for dock labor if they could double as a labor force for air cargo labor. Air transportation of cargo is increasing with the development of aircraft capable of handling large volumes. Predictions have been made that by the year 2000, air cargo could absorb 25 percent to 35 percent of oceanborne general cargo. By utilizing VTOL and STOL aircraft in con- junction with rapid surface effect vehicles, such as hydrafoils and air cushion vehicles, overland distribution of air passengers from the island facility could be simplified with a net result being shorter travel time for passengers than presently exists. Goo Existing ports and airports would act as feeder terminals in'the overall distribution network from the island terminal. S The offshore terminal will assist in reducing the problem of large supersonic aircraft by removing a r it from densely populated metropolitan areas. 2 Damage resulting from air collision in densely Existing aircmft @ntainer IcxsdIng p-mcess 'populated areas will also be reduced. 32 Apr T, 11:1 1A I UP Section of lowe r level container mrsholling area with facilities to direct load containers into aircraft 33 A Source: Dollos/Fort Worth Regioml Airport - 2001 _JI B C E Design Considerations Major factors in the design of an airport are prevailing weather conditions and flow of cargo through the area under consideration . Wind speed and direction have the greatest effect upon the layout and orientation of the facility . Runway layouts are designed to minimize crosswind effects. Of the five typical airport configurations pictured, configuration E was selected because it provides more flexibility for wind direction. It also pro- vides the greatest possibilities for creating a pro- tected harbor. D 34 The physical facilities required would be the some a s any ma jor a i rport: custom inspection areas security offices baggage inspection areas flight and schedule information areas passenger en plan ing/deplan ing passenger waiting areas � air passenger ground transportation � baggage loading � flight meal loading � employee dining facilities � vending services � fire protection � service vehicles � air traffic control � ground traffic control � ma intenance � refuse collection � petroleum, oil and lubricant facilities � aircraft storage � aircraft servicing (fueling, cleaning, food ser- vices, washing, etc .) � air carrier operations (flight operations dispatch, ground crew, communications center) � general aviation operations (flight filing, wea- ther forecasting) � air cargo processing (boarded storage, hazard- ous storage) C30Q) Q 35 7:77 70i Ms .. ....... . s..s -A@ MR., W: -s ssi-, L .61, Z4, "UM "I "a@n n, za W. ss%-,r,@-,: ......... ... -wMIR 1-40 .... .... ... ..... @@z W, 1, w X% ss,' . ..... ..... IS ok?l . ....... mv. a., link Asia I PUP m Rc "W.PNON., Q.@ "NA', ONO, gw. le, 6 Bibliography 36 dda Coastal nuclear power pianj@@@ 37- Berg, Ernest Koenigs, et al , Transocean Fair, Marvin L., Port Administration in the Tug-Barge Systems, A Conceptual United States, Cornell Maritime Press: Study, Vol . I, Vol . 2, Vol . 3, Cambridge, Maryland, 1954. Matson Research Corporation, San Francisco, California, July 1970. Feasibility Study for an Oceanographic In- dustrial Park and Seaport, Bechtel Cor- Boating Statistics 1969, Department of poration, September 1968. Transportation, United States Coast Guard, Washington, D.C., 1970. Glickman, David L., Port Problems and Trends, paper, Woods Hole Conference on Mari- Bown, A.H.J., and Dove, C.A., Port time Research and Development, xerox. Operation and Administration, Cornell Maritime Press: Cambridge, Maryland, Gul I ion, Edmund A Uses of the Seas", 1960. American Assembly Publication, 1968. 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