CHAPTER SIX PORT FACILITY NEEDS

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1 CHAPTER SIX PORT FACILITY NEEDS 6.1 INTRODUCTION Chapter Three earlier identified the type, location and condition of various facilities in the Port of Majuro. The improvements recommended in Chapter Three identify port facilities needs that are necessary to sustain existing port operations, the level of vessel traffic in 2012, recent volumes of inbound and outbound cargo, as well as the number of residents and cargo being transported to and from the Outer Islands. In contrast, Chapter Six outlines port facility needs that are necessary to meet the demands anticipated during the coming decade between 2013 and Future port needs are based, in part, upon anticipated vessel traffic and cargo demands, vessel particulars, and other related factors influencing future port development. These planning issues are discussed in Chapter Four concerning marine transport trends. The recommendations outlined in Chapter Six are more long-term in nature. They address both marine transport trends anticipated for the coming decade, as well as potential economic development opportunities that can be generated through the construction, operation and maintenance of various port improvements. Similar to Chapter Three, recommended port improvements are presented for each component of the existing port. These recommended improvements are supplemented with recommendations for other facilities that presently do not exist within the Port of Majuro. 6.2 CALALIN CHANNEL During the coming decade, the Port of Majuro will continue to serve a combination of international cargo vessels, fishing vessels, and interisland passenger/cargo vessels. International cargo vessels will represent the larger vessels that call upon the Port of Majuro. As discussed in Chapter Four, Mariana Express Lines has expressed interest in using somewhat larger feeder container vessels for its delivery of inbound cargo and transport of outbound cargo. The size of these vessels will require the Calalin Channel to accommodate a container vessel that has an overall length of about 175 to 180 meters, a breadth of 27 to 28 meters, and a draft of roughly 8.3 to 9.8 meters. When fully loaded, some of these TEU vessels could have a draft up to 11.3 meters. The west channel of the Calalin Channel is roughly 3.4 kilometers long, between 350 and 450 meters wide, and has a depth that ranges between 34 to 45 meters. Consequently, the present dimensions of the channel appear adequate to serve the largest vessels that are expected to call upon the Port of Majuro during the coming decade. The periodic inspection of channel markers and related lighting systems is essential to maintain safe vessel navigation within the Calalin Channel. RMIPA should use pilots from the Republic of the Marshall Islands Pilot Association, who navigate vessels through the Calalin Channel, and/or RMIPA port staff, to observe and report the condition of channel markers and lighting systems. Their observations can be used to help identify needs for future facility repairs and Port of Majuro Pre-Final Master Plan February

2 equipment replacements. Scheduled periodic inspections will help prolong the service life of these important aids to navigation. 6.3 PORT FAIRWAY From the Lagoon side of the Calalin Channel, the port fairway extends roughly 21.2 kilometers to Uliga Dock and 21.4 kilometers to Delap Dock. Despite the presence of shoals near the center of the port fairway, the effective width of the fairway ranges between 2,400 and 7,500 meters (see section 3.3). Available design criteria for navigable outer channels are correlated with the breadth of incoming cargo and container vessels in section 3.3. This correlation indicates that the existing port fairway is more than adequate to serve the largest feeder container vessel and oil tanker vessel that called upon the Port of Majuro between 2010 and The same conclusion can be reached for the 1,700+ TEU feeder container vessels that Mariana Express Lines desires to use for future cargo transshipment at Delap Dock. The width and depth of the port fairway is also more than adequate to support two-way vessel traffic. However, two-way vessel traffic through the port fairway is infrequent. Annual vessel traffic in 2012 included roughly 463 calls by international fishing vessels, 56 vessel calls by international cargo vessels, and another 19 calls by oil tankers. The size, configuration and depth of the fairway can accommodate a significantly larger volume of vessel traffic, as well as considerably larger vessels. Future vessel traffic volume at the Port of Majuro is not expected to increase significantly in the coming decade. It is anticipated that international vessel calls will rise to roughly 61 vessel calls in 2023 unless one or more authorized vessel operating carriers chooses to use the Port of Majuro as a transshipment point to other Pacific Islands. Annual oil tanker traffic is expected to include not more than 21 vessel calls by Annual fishing vessel traffic in the coming decade will be variable and probably range between 509 and 532 vessels per year in 2023(see Chapter Four). Consequently, no dredging activity in the port fairway is envisioned to accommodate future vessel traffic at the Port of Majuro. However, in view of the presence of shallow shoals and islets within the fairway, it is essential that existing aids to navigation are periodically inspected to confirm their condition and adequacy to support safe vessel navigation. As stated earlier, pilots from Republic of the Marshall Islands Pilot Association and RMIPA port staff can be used to observe and document these conditions. The periodic re-painting of channel markers, as well as the repair or replacement of light fixtures, is necessary to sustain the service life of these aids to navigation. 6.4 ULIGA DOCK Future Use The outer docks at Uliga Dock, referred to in this master plan as Docks A and B, should continue to be used to primarily support the moorage of interisland passenger/cargo vessels. Secondarily, Dock A should also be used for periodic fuel resupplies of the Mobil Oil Micronesia tank farm (see section ). Port of Majuro Pre-Final Master Plan February

3 6.4.2 Dock Issues Dock Lengths The overall length of the five interisland passenger/cargo vessels is meters. Assuming a minimum separation of 7.5 meters between each vessel for bow and stern lines, the concurrent moorage of all five vessels would require roughly 263 meters of dock space along Docks A and B. This exceeds the amount of dock space currently provided by Dock A (120 meters) and Dock B (40 meters). The occasional use of Dock A for fuel resupplies by Mobil Micronesia is an inconvenience to the operations of Marshall Island Shipping Corporation since all passenger/cargo vessels have to be relocated away from the dock during fuel resupply operations. Since oil tankers carry and discharge highly flammable material, this cautionary procedure provides an important safety measure for Marshall Island Shipping Corporation personnel who are working the dock, residents delivering or retrieving cargo from the dock, residents working at other offices at Uliga Dock, as well as passengers who are embarking or arriving on interisland vessels. Docks A and B are occasionally used by Marshall Island Shipping Corporation for the unloading of copra that it delivers from various Outer Islands. This situation occurs when MISC needs to unload one of the interisland vessels and the main dock at Delap Dock is occupied by a larger international cargo vessel or oil tanker (Milne, 2013). In order to maintain its scheduled voyages to various Outer Islands, Marshall Island Shipping Corporation typically has a short turn-around time for the unloading and loading of cargo on to interisland passenger/cargo vessels. At the same time, RMIPA gives priority to the berthing of international cargo vessels at the main dock at Delap Dock Competing Dock Uses In 2012, there were, at least, 29 vessel calls on Docks A and B that were made by vessels unrelated to the interisland passenger/cargo fleet. About twelve of these vessels were smaller fishing vessels that typically had a gross tonnage of roughly 3,000+/- metric tons. Nine of the calls were made by oil tankers. The remaining vessels included smaller cargo vessels, other general ships, a tugboat, one military vessel, and one sailboat. The moorage time of these vessels varied from three to four hours to just over four days. The average moorage time was approximately 36 hours. The number of vessels unrelated to interisland passenger and cargo does not represent a significant amount of traffic along Dock A. But, their use of Dock A or B occasionally impacts the loading and unloading of interisland vessels which typically are loaded or unloaded by Marshall Islands Shipping Corporation personnel in one week. When a non-interisland vessel occupies a moorage space along Docks A or B, the temporary unavailability of moorage space for interisland passenger and cargo vessels delays the loading and unloading of inbound and outbound interisland cargo, as well as scheduled Outer Island voyages. Port of Majuro Pre-Final Master Plan February

4 6.4.3 Future Improvements Several improvements are envisioned for the Uliga Dock area in order to address existing and future port facility needs that are primarily associated with the transport of interisland passengers and cargo. Each of these improvements is discussed more fully in the following paragraphs Expand Available Moorage Space for Interisland Passenger/Cargo Vessels Docks A and B at Uliga Dock should be extended to accommodate the concurrent moorage of the five vessels that will soon comprise the entire interisland vessel fleet. During the coming decade, it is possible that one or more of the existing vessels will be replaced with new passenger/cargo vessels that would have an overall length of up to 50 meters. Using this assumption, the overall length of the interisland passenger/cargo fleet, as well as reasonable space allowances between each vessel, suggest the docks need roughly 300 meters of moorage space along these docks. Dock A presently extends 120 meters and Dock B includes only 40 meters of dock space. Consequently, there is a need for an additional 140 meters of moorage space along these docks. The need for additional moorage space along these docks could be achieved through a southeast extension of Dock A. A southeast extension would extend Dock A for an additional 120 meters. This extension would essentially create a T-pier configuration, but eliminate the functionality of the existing Dock B (Figure 6-1). With this improvement, four interisland vessels could be accommodated along the west side of Dock A. An additional vessel could be moored on the northeast side of the dock. The width of the dock extension would match the 15 meter width that characterizes the present Dock A. It would also be logical to fill a 40 x 35 meter water area that is situated immediately southeast of Dock B via land reclamation or an expansion of the concrete pier structure. This improvement would provide greater cargo handling area for Marshall Islands Shipping Corporation. Some dredging would be required to enable vessel moorage and maneuvering on the northeast side of the dock Provide Moorage Space for Non-Interisland Passenger/Cargo Vessels While Docks A and B primarily support interisland passenger and cargo transport, these docks are secondarily used for the delivery of fuels by oil tankers, the temporary moorage of smaller fishing and cargo vessels, as well as the temporary moorage of occasional military vessels, private yachts and sailing vessels. In order to provide moorage space for these non-interisland vessels and avoid impacts upon interisland passenger and cargo operations, the preceding recommendation for a southeast extension of Dock A should be further extended. An additional 60 meter extension would enable the use of the concurrent moorage of five interisland passenger/cargo vessels (with a length of 48.5 meters) along both sides of a 180 meter extension. The existing 120 meter Dock A could be used for the moorage of one or more noninterisland vessels when all interisland vessels are in port at Uliga Dock (Figure 6-2). If the recommended extension to Dock A were expanded to 180 meters, RMIPA could consider marketing fuel sales to smaller fishing and cargo vessels and other itinerant vessels calling on Uliga Dock. However, this potential opportunity would require the establishment of a fuel purchase and sales agreement between RMIPA and Mobil Oil Micronesia. A longer term opportunity for RMIPA could be the sale of potable water to smaller fishing vessels. However, this would require substantive improvements to the potable water distribution system and the installation of a new water distribution system within the Uliga Dock area (see section ). Port of Majuro Pre-Final Master Plan February

5 120.00m m DOCK A FILL AREA FILL AREA DOCK B DOCK B PORT OF MAJURO MASTER PLAN POTENTIAL SOUTHWEST EXPANSION OF ULIGA DOCK A

6 180.00m m DOCK A FILL AREA FILL AREA DOCK B DOCK B PORT OF MAJURO MASTER PLAN POTENTIAL 180 METER EXTENSION OF ULIGA DOCK A

7 Construct an Interisland Passenger Terminal Building A new passenger terminal is needed to provide a secure waiting and arrival area for interisland passengers. The proposed terminal should accommodate, at least, the number of passengers that can be carried by the interisland vessel having the greatest passenger carrying capacity. The recently purchased Kwajalein has the capacity to transport 150 passengers. The passenger terminal building would generally need to include: seating area for outbound and inbound passengers; a small office for Marshall Islands Shipping Corporation personnel with a counter for passenger check-in; an office for RMIPA employees; a beverage and snack area; maintenance closet for storage of maintenance tools and supplies; utility room that would contain electrical panels, pressure tank for potable water distribution, etc.; and, two restrooms. Other potential building requirements and uses will require further coordination with the Marshall Islands Shipping Corporation. It is recommended that the passenger terminal building be supported by the installation of a prefabricated water storage tank that would be used to store potable water gained via a roof catchment system. The building's electrical system, which would have a limited connected load, should be connected to the Marshall Energy Company's electrical distribution system. However, one or more solar panels should be used to supplement and provide a back-up source of electrical energy. Restroom facilities should be connected to the Majuro Water and Sewer Company's wastewater collection system. This will require that the terminal building have a sewer lateral that connects from the location of the warehouse to the existing 6 sewer lateral that traverses the Uliga Dock to around the location of the USAID warehouse. This feed gravity flows out to the main 18 sewer line along the main road. As discussed in section 3.4.3, the existing Uliga Dock warehouse could possibly be re-designed and renovated for use as a passenger terminal building. A second option is to construct a new passenger terminal building and demolish the existing dock warehouse building Establish a Back-Up Power Supply As is discussed in Chapter Three, electrical energy supplied by Marshall Energy Company is distributed to Uliga Dock area where it connects to the USAID Disaster Mitigation Relief Building, Uliga Dock warehouse, the overhead lighting system along Docks A and B and the inner basin, and various offices operated by Marshall Island Shipping Corporation, Marshall Islands Marine Resource Authority, the Ministry of Transportation and Communications (MTC), and other agencies. The distribution of energy to the Uliga Dock area is generally reliable but is characterized by, at least, one planned system outage per month. An additional two or three unplanned outages occur each month due to the lack of system capacity and/or errors by operating personnel (Wakefield, 2013). Port of Majuro Pre-Final Master Plan February

8 Marine transportation associated with interisland passenger and cargo transport, as well operation of the Outer Island Fish Market Center, are two primary functions of Uliga Dock. These activities represent important private enterprise and government functions which require the availability of reliable continuous electrical energy to the Uliga Dock area. In order to meet this objective, a back-up power supply should be established within the Uliga Dock area. The main items recommended for connection to a backup power supply would be the dock lighting, the jockey pumps for the fire suppression system (which keep the system pressurized), the dock warehouse/passenger terminal, and USAID warehouse building. It is estimated that a 75 kilovolt amp (KVA) generator would be required to supply back-up power for these facilities. The generator should have an automatic transfer switch so the generator will start up when the power from the MEC distribution system is temporarily lost. The generator would ideally be installed within a concrete masonry building in the Uliga Dock area. If the section of dock southeast of the existing dock warehouse is filled in, this would be an ideal location for the generator enclosure. In addition to the development of a back-up power supply, the incorporation of solar panels and other approaches of reducing power consumption should be included in all planning and design efforts. With the dock extension, the incorporation of either solar powered flood lights and/or the replacement/installation of LED overhead lighting will assist in reducing power consumption. At a cost of $0.50 per kilowatt hour for electricity (MEC government electricity rate as of April 2012), this will have a positive impact on reducing operating costs related to power consumption. The power consumption of LED lighting is typically about 15% of the consumption of a metal halide bulb. With the 180 meter dock extension, including a total of 11 overhead flood lights, a change from 500 watt metal halide to LED lighting would result in a yearly savings of approximately $11,000. For other areas, such as a new passenger terminal, the incorporation of solar panels and energy efficient fixtures could add further savings in ongoing electricity costs Establish Reliable Water Distribution Systems for Potable Water and Fire Suppression Larger systemic issues associated with the Majuro Water and Sewer Company potable and salt water (fire suppression) distribution systems will continue to influence the reliability of water distribution to Uliga Dock until they are addressed. While these issues are beyond the scope of this port master plan, it is recommended that the following improvements should eventually be made at Uliga Dock. Potable Water System An independent potable water distribution system should be established for Uliga Dock. The system would serve the Ministry of Transportation and Communications, Marshall Islands Shipping Corporation, and RMIPA. It would also serve an interisland passenger terminal if/when one is constructed, as well as for fresh water delivery to interisland passenger and cargo vessels. The Outer Island Fish Market Center is believed to have their own water distribution system. A water storage tank, having a storage capacity of roughly 75 kiloliters, should be constructed adjacent to the USAID Disaster Mitigation Relief Building between the warehouse and the MISC offices. In this location, the building would be able to utilize the warehouse roof to aid in water catchment for the tank, which at an average monthly rainfall of cm would result in approximately 190 kiloliters a month, or 2,280 kiloliters per year. Additionally, water catchment Port of Majuro Pre-Final Master Plan February

9 from the roofs of the MISC building and even the Ministry of Transportation and Communications office building could also be piped to the tank. An alternate location for a water storage tank could be adjacent to the abandoned Majuro Stevedore and Terminal Company building which is located along the primary vehicular access to Uliga Dock. However, this option would have to be coordinated with the landowner and included in the RMIPA land lease. The potable water distribution system serving Uliga Dock should either be abandoned or replaced with a similar sized distribution line to enable potable water delivery to offices along the primary vehicular access road and the adjoining inner basin, Docks A and B, and the dock areas of the inner basin. Distribution valves should be installed at selected locations. Hose bibs should be located along Docks A and B to facilitate the maintenance of interisland passenger and cargo vessels. Meters should be installed to ensure that water consumption is appropriately billed and paid for by each water consuming customer. Depending on who the user is, there could be a system implemented where the primary user would have a key to access a valve to turn the water on and off. This would further aid in regulating the water usage of that particular hose bib. This water distribution system would be connected to the water tank. Fire Flow Distribution As described in Chapter 3 section , the existing fire distribution line and fire hydrant at the Uliga Dock is unreliable. The fire hydrant at the Uliga Dock is severely corroded and in need of replacement. In addition, the existing fire hydrant system is not periodically tested or flushed and does not produce adequate pressure. It is recommended that a standalone fire suppression system be installed at the Uliga Dock. This could be achieved thru a series of pumps and an intake in the lagoon water. An approximately 100 Hp fire pump could be placed in a metal or CMU building along a possible southeastern expansion of dock B across from the Uliga warehouse. The pump Peerless Fire Pump Enclosure house would hold a small water tight system with two fire pumps in parallel, a jockey pump to maintain pressure at all times, and the main fire pump for actual fire flow conditions. The existing fire hydrant at the entrance to the Uliga Dock should be replaced and there should be hydrants embedded into the pier along the Northwestern and Southeastern sections of an expanded dock A. RMIPA would then have a hose available at the Uliga Dock to hook up to the hydrants if a fire were to occur. The pump and fire hydrants would be connected with a 200-millimeter line. There are various standalone fire pump enclosures and systems on the market that are designed for this type of installation. Peerless pump is one American company that provides these systems. Long-Term Operation and Maintenance of Water Distribution Systems As these improvements take place, it is essential that they are periodically maintained and tested on a scheduled basis. If Majuro Water and Sewer Company has experienced difficulty maintaining its distribution systems, an alternative for long-term maintenance should be established. One possible option is for RMIPA to purchase bulk potable water from MWSC to fill a water tank installed adjacent to the USAID warehouse. The tank would also utilize freshwater Port of Majuro Pre-Final Master Plan February

10 catchment from the USAID building as well as the MISC and Ministry of Transportation and Communications office buildings as described earlier. A water meter and valve could be installed along the water main adjacent to the primary vehicular access to Uliga Dock. The water meter valve would be located prior to the connections to any of the offices or other facilities at Uliga Dock. Using this approach, RMIPA could turn off access to MWSC water to the Uliga Dock and operate their own self-contained water system. Water meters could be installed at any of the office buildings in the Uliga area that use water, as well as a passenger terminal. Any water consumers within the Uliga Dock area would then be required to pay RMIPA a reasonable fee for the delivery of potable water and seawater fire flow. The water consumption fees would be based upon bulk water rates, the cost of operation and maintenance, anticipated repairs, and long-term capital reserve for the eventual replacement of the distribution system. The water tank could be filled by rainwater catchment and/or by the delivery of bulk water supplies by MWSC. In addition, a water lateral can be installed to the tank which would allow the tank to be filled by the MWSC system in off hours. The tank levels would be monitored by RMIPA which would also dictate the need for water truck deliveries or delivery through the water lateral. The supply of water from rainfall catchment and MWSC deliveries to the tank should be sufficient for standard water needs for the office buildings and passenger terminal, as well as typical usage at the hose bibs on the docks. If any larger vessels such as the interisland cargo and passenger vessels, or possibly fishing vessels desire freshwater to fill their tanks, they would need to secure prior authorization from RMIPA. Using this approach, RMIPA can monitor the levels in the tanks and defer water delivery to MWSC if the water levels are too low. The distribution of water through the independent water distribution system would require the monitoring of water tank levels by RMIPA personnel and their coordination with water consumers. During periods of little or no rainfall, and/or MWSC is rationing delivery to the tank, the valve could be opened to allow access to the MWSC municipal lines (if available). In addition, the fire pump system will require periodic maintenance and servicing that would be achieved thru the scheduling of regular fire drills. The preceding process would serve to maintain adequate system function. In addition, it would provide a valuable training tool for RMIPA personnel, the local fire department, and any other agencies within the Uliga Dock area Uliga Dock Improvement Plan If all recommended improvements for Uliga Dock were pursued and completed, the long-term site plan for Uliga Dock would include an extension of Dock A, the construction of a new passenger terminal building, as well as improvements to supporting electrical and water systems (Figure 6-3). Such a plan would help increase the efficiency of interisland passenger and cargo operations, enhance the reliability of interisland voyage schedules, as well as generate increased sales of fuel and water to smaller commercial fishing and cargo vessels. Port of Majuro Pre-Final Master Plan February

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12 6.5 DELAP DOCK Options for Future Port Development and Operations Future improvements at the Delap Dock complex need to be viewed in the context of, at least, four port operational and facility improvement options for the coming decade. Reorganization of the existing 2.7 hectare site and continued use of the current cargo handling system (Option A). Reorganization of the existing 2.7 hectare site, expansion of dock apron, and a modified cargo handling system to achieve greater efficiency in cargo handling (Option B). Extension of the berth and main dock, expansion of dock apron, and expansion of existing 2.7 hectare site to encourage potential transshipment operations at Delap Dock (Option C). Reorganization of the existing 2.7 hectare site, expansion of dock apron, and a modified cargo handlings system similar to Option B, but with the addition of one mooring dolphin west of the West Dock and an additional morring dolphin east of the East Dock, to encourage potential transshipment operations at Delap Dock (Option D). While the implementation of each of these options can be achieved independently, it is also feasible for all three options to be implemented in order to achieve a gradual transition toward an expanded Delap Dock complex. The following description of future port needs for Delap Dock identifies variable approaches to improving facilities in the context of these four options. The implementation of longer term improvements at Delap Dock for all four options are predicated, in part, upon the initial disposal or relocation of buildings, materials and equipment that have reached their useful service life and/or are not associated with stevedoring activities or other port operations. The buildings recommended for removal are identified in Chapter Three. The clearance of these buildings, equipment and materials from the Delap Dock property are needed to improve the safety and efficiency of port operations, increase the width of the dock apron, as well as facilitate the design and construction of longer term improvements to Delap Dock Delap Main Dock Adequacy of the Dock and Berth to Support Future Vessel Traffic The main dock, which extends approximately 312 meters in length, is more than adequate to support the berthing of the largest incoming feeder container vessel that presently calls upon the Port of Majuro. The present length of dock is also more than adequate to support the size of any feeder cargo vessels that are anticipated to call upon the Port of Majuro during the coming decade. Port of Majuro Pre-Final Master Plan February

13 Adequacy of the Dock and Berth to Support Potential Transshipment During preparation of the master plan, a number of shipping agents in Majuro indicated that the Port of Majuro has an opportunity to become a small transshipment hub for cargo that is destined for other central and western Pacific ports. Transshipment is a cargo transfer operation carried out by two marine vessels. As discussed in Chapter Four, Marianas Express Lines, Ltd. (MELL) has specifically expressed interest in using Delap Dock for the transshipment of containerized cargo to other Pacific Islands (Cruz, 2013). This is an economic development opportunity that would, at a minimum, benefit local stevedoring and shipping agencies on Majuro, as well as generate increased revenues to the Port of Majuro. MELL representatives have suggested that the shipping company would need to concurrently berth two 1,700+ TEU container vessels at Delap Dock. Container vessels in the MELL fleet, which have a 1,700+ TEU capacity, have an overall length ranging between 170 and 180 meters. In order to accommodate the concurrent berthing of two 1,700+TEU container vessels by MELL, or other authorized vessel operating carriers serving Micronesia, Delap Dock would likely require a 110 to 130-meter dock extension. The length of vessels envisioned for transshipment should be more specifically identified through discussions with Mariana Express Lines, or other shipping companies, that may consider the Port of Majuro for future transshipment. A 110 to 130-meter berth extension could be achieved by a westerly extension of the present dock for about 60 to 70 meters combined with the construction of a 50 to 60 meter mooring dolphin and related bridge access, or access via a dingy. Expansion of the present dock and adjacent vessel berth would require the lease of additional land area that is immediately north of the lease area and presently occupied by the Dolphin at Port of Oakalnd, CA RMI Ministry of Public Works. Another option (Option D), would involve the installation of a mooring dolphin west of the West Dock and another mooring dolphin east of the East Dock. This option is envisioned to allow incremental expansion of the Delap Dock complex by allowing the concurrent moorage of two 1,700+TEU container vessels while utilizing the existing land in a reorganized container yard. Option D is envisioned as an expansion of, or variation of Option B Bollards, Front Curbs, Cleats and Fenders Whether RMIPA continues to use the existing berth, or extends the present berth to accommodate potential transshipment, all bollards, front curbs, cleats and fenders along the main Delap Dock need to be replaced because of missing fenders and the condition of remaining fenders, past damage to front curbs, as well as the condition and load capacity of existing bollards. Bollards having load capacity of roughly 600 metric tons, at intervals of about 25 meters, will be needed to support the international cargo vessels calling upon the Port of Majuro. Port of Majuro Pre-Final Master Plan February

14 The replacement of fenders along the dock face is recommended as a short-term improvement. The replacement of bollards should also be viewed as a short-term improvement unless the repaving of the entire dock apron is undertaken (see section ) and new bollards are installed as part of that improvement project. Front curbs, which prevent vehicles, e.g., cargo handling equipment, from rolling over the berth line into the water, should be about 0.20 meters. In addition, they should be designed to support a horizontal point load of 15 to 25 kilonewtons (kn) (Thoresen, 2010) Dock Apron The present dock apron is approximately 15 meters wide. The width of the dock is adequate to support the continued use of forklifts and top picks for the handling of containers that are lowered on to the dock apron by onboard ship cranes. The present dock apron width is not adequate to incorporate the use of other cargo handling equipment options such as the use of terminal tractor-trailer units and reach stackers. Consequently, the width of the dock apron should be expanded to 20 to 25 meters even if RMIPA elects to make continued use of the existing Delap Dock site and make some modifications to existing cargo handling systems. However, in order to accommodate potential transshipment operations, the width of dock apron would need to extend to about 30 meters. A wider dock apron would be required to provide adequate area for the operation of a mobile harbor crane. Use of a mobile harbor crane would be necessary to achieve greater cargo handling efficiency at Delap Dock. Mobile harbor cranes typically can make up to 20 container moves in one hour. It is envisioned that the mobile harbor crane would lower containers on to terminal tractor-trailer units which would transport the containers to the adjacent container stacking area. Mobile Harbor Crane in Kenya Reach Stacker At the container stacking area, there are, at least, three options for the transport and stacking of containers. The primary use of reach stackers and secondary use of forklifts and top picks. While forklifts are very economical and appropriate for smaller container terminals such as Delap Dock, greater productivity and higher stacking density can be achieved through the use of reach stackers (Thoresen, 2010). A rubber-tire gantry (RTG) or a rail-mounted gantry (RMG) system. A rubber-tire gantry crane, can typically handle about 15 to 25 containers per hour (Thoresen, 2010). Straddle Carrier Port of Majuro Pre-Final Master Plan February

15 A third option is use of a straddle carrier system where the ship-to-shore crane places the containers on the dock apron. Subsequently, the straddle carrier moves the container to the stacking area and stacks containers two to three high. Rubber-Tired Gantry Crane In view of anticipated cargo volumes in the coming decade, Rubber Tire Gantry Crane, Oakland, CA as well as the cost associated with the three cargo handling options, the primary use of terminal-tractor units and reach stackers appears to be the most practical option for transporting and stacking containers from the dock apron to the container stacking/storage area more efficiently. In order to increase the width of the dock apron, the security fence that presently separates the dock apron and primary container stacking area will need to be removed to provide direct access to the container stacking/storage area. Aside from the need for additional width of the dock apron, the existing fence also slows the time expended to transport containers from the dock apron to the container stacking/storage area. The existing fuel building, Delap Yard-Shop Office, and some warehouse facilities within the Tobolar complex, are also located within the recommended expansion area. In Chapter Three, the replacement of both the Delap Yard Office and the fuel building is recommended. The functions of the Delap Yard Office could be incorporated into a new container freight station warehouse. The fuel building could also be relocated along the western boundary of the dock apron. In contrast, the demolition of some existing Tobolar warehouse facilities, which are located within the proposed dock apron expansion, is not feasible due to disruptions to copra processing and storage operations. However, potential options for some facility consolidation should be explored with representatives of Tobolar to see if any facility consolidation could occur Paving of the Dock Apron While the condition of the main dock apron ranges from fair to good condition, sections of the dock apron need patching to repair damage caused by the operation of forklifts transporting heavier container loads from the dock apron to the container yard. The patching of deteriorated concrete sections is recommended as another short-term improvement (see Chapter Three). One of the long-term recommendations presented later in this chapter is the paving of the primary container stacking/storage area. This improvement will require that the paving of the container stacking/storage area is consistent with the elevation of the dock apron. However, if it is necessary and/or more cost effective, to raise the elevation of the dock apron, a re-paving of the entire dock apron may be necessary to make a continuous paved surface that matches the elevation of the adjoining container yard area. Depending on the elevation difference, an alternative to a complete repaving may be to pave a portion of the dock apron in order to provide a transition slope from the yard area to the apron. If a mobile harbor crane is envisioned to operate behind the berth line, the design of pavements for the dock apron should consider the bearing pressures that may be imposed by the maximum Port of Majuro Pre-Final Master Plan February

16 size of crane anticipated for potential use. In the absence of any more detailed information from mobile harbor crane manufacturers, the dock apron should be designed for a concentrated point load of, at least, 700 kn on an area 1.0 x 1.0 meter in the least favorable position (Thorsen, 2010). Port of Majuro Pre-Final Master Plan February

17 DEMOLISH & RELOCATE EXIST. FUEL PUMPING STATION Gas Manifold SECONDARY YARD AREA SECONDARY YARD AREA CONTAINER STACKING/STORAGE AREA METAL HALIDE FLOOD LIGHTING (4 FIXTURES), TYPICAL (4 FIXTURES), TYPICAL SECONDARY YARD AREA Culvert PORT OF MAJURO MASTER PLAN PROPOSED DELAP DOCK LAYOUT (OPTION A)

18 DEMOLISH & RELOCATE EXIST. FUEL PUMPING STATION SECONDARY YARD AREA SECONDARY YARD AREA TYP. CONTAINER STACKING/STORAGE AREA METAL HALIDE FLOOD LIGHTING (4 FIXTURES), TYPICAL (4 FIXTURES), TYPICAL SECONDARY YARD AREA Culvert PORT OF MAJURO MASTER PLAN PROPOSED DELAP DOCK LAYOUT (OPTION B)

19 30m 30m DOLPHIN PYLON DEMOLISH & RELOCATE EXIST. FUEL PUMPING STATION 1m WIDE ACCESS WALKWAY APPROXIMATE LOCATION OF EXIST. SHORELINE RECLAIMED LAND FOR DOCK AND YARD EXTENSION TYP. SECONDARY YARD AREA SECONDARY YARD AREA CONTAINER STACKING/STORAGE AREA METAL HALIDE FLOOD LIGHTING FLOOD LIGHTING (4 FIXTURES), TYPICAL (4 FIXTURES), TYPICAL SECONDARY YARD AREA Culvert PORT OF MAJURO MASTER PLAN PROPOSED DELAP DOCK LAYOUT (OPTION C)

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