SEA PORT

INDIAN SCENARIO
Indian ports play a significant role in transforming Indian economy to
a new level at par with the developed economy. The majority of
industries in India & around the world are located in the coastal belts,
in the vicinity of major ports.

As seaports handle the majority of international merchandise trade,

ports act as a hub for the shipping of goods between the nations and
existence of developed ports help in the movement of inbound and
outbound cargo between trading nations.

An efficient seaport infrastructure provides comparative advantages

to the nation in the global market. Therefore, the systematic appraisal
of seaport efficiency can reveal their relative positions in the
competitive environment. The paper has been organized into five
sections. The first section gives an introduction and provides some
necessary information about the background of the study. The second
section assesses the literature.
SAGAR MALA
The main idea of The Sagar Mala project is to transform the existing ports into modern world
class ports and to develop 6+ new top notch ports. It also aspires to develop coastal economic
zones and economic units.

It plans to integrate the ports with the industrial clusters, the hinterland and evacuation system,
through road, rail, inland and coastal waterways.

WHAT IS THE NEED OF SAGAR

Indian ports lags behind the Global average in Turn around time. Turn around time at major
ports in India are approximately 4 to 5 days wheareas the Global average is 1 day

To optimize the logistics costs for existing and future capacities. 94% of Indian freight
uses either road or rail for transportation of goods. It creates an idle time in transit.
Increasing the internal water transport system will reduce the idle time.
Increasing the ports and connecting it with the industrial cluster will increase the nation
productivity, creates new jobs and lowers the exporting cost.
SAGAR MALA
WHAT TAMILNADU GETS?

We get two top notch mega ports (colachel and sirkazhi) and proposed modernization of
three existing ports (chennai, ennore and tuticorin).

TANGEDCO only consumes nearly 16 million tonnes of coal per year. out of which
nearly 3 million tonnes are imported from indonesia. Tamilnadu has three coal handling
ports, Ennore , Karaikal and Tuticorin.

In terms of container handling , India handles nearly 600 million tonnes every year. In
this, Ennore and Tutucorin contributes only 8% and Chennai port (Non-dirty port. It
doesn’t handle coal or ores.) only accounts for 50 million tonnes of container tonnage.

Tamilnadu ports also handle metals, liquid cargo, machineries, automobiles, petroleum
and refineries. Despite having a very strategic location near international maritime trade
route, TN ports experience a drag when compared with other ports of India. So there is
necessary requirement of modernization of ports and improvements in infrastructures and
trasportation facilities.
SAGAR MALA
● India is need of transshipment port to compete with other international ports
like colombo, singapore and port klang. Colachel port at southern tip of india
can serve this purpose and industrialisation around the port creates new jobs
● With upcoming Chennai - Bangalore Industrial Corridor mega infrastructure
project, movements of good will be easier with modernisation of Ennore and
Chennai ports.
● A new port in Sirkazhi would be a catalyst for fast development of the region
by providing employment oppurtunities, industrialization and cheaper end
product use. The main commodity the Sirkazhi port is going to handle is coal.

Tuticorin port handles coal, containers, fertilizers and copper. There is a proposed extension
of highways and port handling capacity options.

So,the Sagar Mala project, brings only growth to whole coastal regions of Tamilnadu . The
coastal areas will become coastal economic zones. However there will be delays in
project due to the government’s PPP policy. Certain minimal environmental issues
may happen and few people may get affected but it is for greater good of the future.
 SEA PORT
CASE STUDY - NATIONAL( COCHIN)

INTERNATIONAL( YOKOHAMA)
COCHIN
Cochin Port or Kochi Port is a major port on the Arabian Sea –
Laccadive Sea – Indian Ocean sea-route in the city of Kochi and is
one of the largest ports in India. It is also the first transshipment port
in India. The port lies on two islands in the Lake of Kochi:
Willingdon Island and Vallarpadam, towards the Fort Kochi river
mouth opening onto the Laccadive Sea. The International Container
Transshipment Terminal (ICTT), part of the Cochin Port, is the
largest container transshipment facility in India.
The port is governed by the Cochin Port Trust (CoPT), a government
of India establishment. It was established in 1928 and has completed
over 90 years of active service.
The Kochi Port is one of a line of maritime-related facilities based in
the port-city of Kochi. The others are the Cochin Shipyard, the largest
shipbuilding as well as maintenance facility in India; the SPM (single
point mooring) facility of the Kochi Refineries, an offshore crude
carrier mooring facility; and the Kochi Marina.
COCHIN
The port handles the largest number of cruise liners in India.
Initially the vessels were berthed at the existing cargo berths
according to availability which was later recognized that the nature
of the port infrastructure plays a major role in selection and
determination of cruise determination. The provision of adequate
service facilitations and tourist attractions further helped in value
addition.
LAYOUT OF COCHIN PORT
ABOUT THE SITE
GEO-STRATEGIC LOCATION
● Cochin port one of the 12 major ports in India is located on
the south west coast of the Indian sub continent, in the The port is located very close to the trunk sea routes from the Gulf to
beautiful state of Kerala. Singapore as well as Suez to the far east/ Australia routes.
● The port is located on the artificially created Willington Cochin is well connected with the rest of the country by a network of
island in the vast expense of Vembanad backwaters, which highways as well as railways. It has a modern International airport
discharges into the Arabian sea through an opening in the with convenient connections to the rest of the country and a number
shore known as the ‘Cochin gut’ of international destinations.
COCHIN
Modern port built by Sir Robert Bristow between 1920- 1940.
Declared as major port on 29th February 1964 under the MPT
Act 1963.

EXISTING PORT FACILITIES SOURCE: GOOGLE

EXISTING PORT FACILITIES
The marine facilities of the port are located in the Willington
island, which divides the Ports inner navigational channels
into two namely the Mattancherry and Ernakulam channels.
The onshore facilities are mainly located on the Willington
island. The existing facilities include

● 16 berths including 3 oil jetties

● Modern container terminal
ACCESS ROAD TO SITE NEW ADMIN BLOCK - COCHIN
● Maximum draft upto 12.5 meters
PORT TRUST
● Dedicated facilities to handle bulk as well as variety of
liquid cargo HINTERLAND CONNECTION
● Adequate storage spaces
Cochin is strategically located on the East-West trade route, only 76
miles away from the direct sea route to the Australia and the far east
ADJACENT STRUCTURES
from Europe and 11 miles from Singapore- gulf sea route.
● NH 17- Cochin to Panvel takes off from NH 47 from Edapally
Towards the north is the Taj Malabar hotel and the Cochin port
at Cochin.
trust administrative building . Towards the other side is the old
● NH 47-Salem to Kanyakumari passes through Cochin.
harbour terminus godowns and other office buildings.
● NH 49-Cochin to Madurai takes off from NH 47 Kundanoor at
Cochin.
EXISTING PORT FACILITIES
● NH 47A-National highway link connecting W/ island
and NH 47 at Kundanoor.
● NH 47C-National highway connecting Vallarpadam
with NH 47 at Kalamassery and NH 17 at
Cheranallore.

The port is also well connected with the railway network of

southern railways and it is connected to the Konkan railways
through southern railway.
The national waterway no III from Kollam to Kottappuram
passes through the port, which connects various towns and
minor ports and places of commercial and industrial
SHIP CHANNEL
importance like Kollam and Alappuzha.
ERNAKULAM CHANNEL with a length of about 2800m widths
varying between 300 to 500m and depths from 9.75 to 13.5m
PORT CHANNELS
MATTANCHERRY CHANNEL with a length of about 2200m,
The entrance to harbour is by a 10000m long and 200m wide widths varying between 180 and 250m and a depth of 9.75m.
13.8m deep outer approach channel divided into two Mattancherry channel has the berths Q1 to Q4.
navigational channels.
COCHIN
PORT CHANNELS PORT CHANNELS
● Ernakulam channel ● Mattancherry channel
Total berth length: 917m Total berth length: 670m
COCHIN CRUISE TERMINAL
Cochin Port has a dedicated cruise terminal at BTP
which has a modern world class fully air-conditioned
CRUISE PASSENGER FACILITATION CENTRE
–“SAMUDRIKA”, where all statutory clearances like
Customs and Immigration for cruise passengers are
given under single roof.

Currently 50 odd foreign cruise vessels call every year.

A cruise facilitation centre is in the works.

This facility (75x 25mtrs AC hall) as well as the

adjacent non AC hall( 225x 20mtrs) are available for
organizing conferences, exhibitions and marriage
reception and other events.
PASSENGER MOVEMENT
1.PASSENGER MOVEMENT

● Passenger movement between the Cochin port and the

vessel is accomplished at upper level via elevated
passenger gallery.
● The gallery is located at the elevation of 12m above
normal low water or 9 metres above the wharf.
● The gallery is extended by 200m along the length of
the wharf and has doors positioned at every 10metres.
● Between the gallery and the ship , a MOVEABLE
GANGWAY is provided to adjust for door position and 2.PASSENGER LOUNGE
height.
● For the vessels door elevations range from 3m to 15m ● A passenger waiting area is provided at the Cruise terminal
upper level that includes provision for security check,
above the water line.
circulation and service counter.
● In order to accommodate a normal door height range ● This lounge doesn’t require to hold entire passenger load such
of 7.5m to 15m, a modern passenger bridge is as is encountered at an airport, but it has comfortable waiting
provided. capacity for about 20% of the largest design home port vessel.
PASSENGER MOVEMENT
● Passenger seating, standing and circulation areas are
approximately 4.5sq.m per passenger creating
sufficient surge capacity. The passenger waiting area is
2000sq.m
● For arriving port of call of vessels, it is attended by an
information agent for directing passengers.
● Counter space and storage is given of 25sq.m in
addition, a VIP lounge and miscellaneous storage and
security offices are given about 452.3sq.m of space.
● The security check is capable of passing an entire UPPER LEVEL PASSENGER LOUNGE PLAN
home ported vessel in 3 hours or approximately 700
passengers per hour.
● A single port can check about 250 passengers per hour.
3 security portals are sufficient but Cochin terminal
provides 6 portals to accommodate peaking and
periods of high security enforcements.
PASSENGER MOVEMENT
3.PASSENGER ARRIVAL BAGGAGE
CHECK AND DOCUMENTATION
.
● Embarking passengers arrive, curb-side, at the terminal
by bus or licensed taxi service.
● Four covered bus lanes 3.5m wide with a total of 12
bus parking spaces are provided for airport and rail
LOWER LEVEL CHECK-IN & BAGGAGE CLAIM PLAN
station shuttle service.
● After check-in passengers proceed to the departure
lounge for security check and immigration exit stamp.
● The lounge is designed to comfortably accommodate
400 - 500 people or about 20% of the passenger
capacity of the design vessel.
● At maximum occupancy it has a capacity of 1000
people, or approximately 50% of the design wheel.
PASSENGER MOVEMENT
4.PASSENGER DISEMBARKATION, 5.PASSENGER ARRIVAL AND DEPARTURE-
BAGGAGE CLAIM AND EXIT TRANSFORMATION
● After the vessel arrives, the baggage is collected from
● For security reasons only licensed vehicles are allowed in the
the passengers and transferred to the wharf level, passenger loading area.
customs bonded baggage claim area. ● Private vehicles with ticketed passengers are allowed to the
● Approximately 1.5-2sq.m per cabin is necessary for entrance for dropping off the baggage.
baggage inspection and claim. It has 1820sq.m of ● For home port transfer to the airport, the loading area is
claim area which is sufficient for the home port vessel designed to accommodate at least 12 buses in 4 lanes.
of 1000 cabins.
PASSENGER MOVEMENT
6.ARRIVAL AND DEPARTURE MOVEMENTS AT COCHIN CRUISE TERMINAL
COCHIN

FRONT OF THE TERMINAL FRONT FACADE OF THE TERMINAL

SEA SIDE OF THE TERMINAL SHOWING PARKING VIEW SHOWING PARKING OF VESSEL
COCHIN PORT
CONCLUSION

Cochin Port has been a pioneer in promoting cruise tourism

and has witnessed an encouraging growth in the arrival of
luxury cruise liners to its shore.

The slew of cruise tourism friendly business initiatives of

Cochin Port has led to Cochin emerging as the most preferred
cruise destination in India. Samudrika is a user friendly
terminal as its facilities are easily dismantled and is used for
convention etc during off season.

All the basic and necessary facilities are provided thus making
it an efficient terminal.
REFERENCE:
https://cochinport.gov.in/samudrika_360/index.html

https://cochinport.gov.in/cruise-terminal

https://issuu.com/jasminesidhu6/docs/thesis_-_research_writing

https://www.slideshare.net/mcci175/ppt-by-mr-paul-antony-cochin-port

https://en.wikipedia.org/wiki/Cochin_Port
YOKOHAMA PORT TERMINAL
SITE AND SURROUNDINGS
● Yokohama is a port city in Kanagawa Prefecture which is
next to Tokyo, the capital of Japan.
● The word “Osanbashi” means a big pier in Japanese. Since its
opening, the Osanbashi Pier has served as the Pacific Ocean
gateway for Japan.
● The Osanbashi Yokohama International Passenger Terminal is
a major port where foreign cruise ships dock during
international cruises. EXISTING PORT SOURCE: GOOGLE
● Architects: designed by Alejandro Zaera Polo and Farshid
Moussavi (a UK- based architect).
● With a maximum height of 70m and width of 15m,
Surrounded by the sea, it features Yokohama’s best views of
the Minato Mirai skyline, and the pier is one of the most
creative architectural achievements.
● The construction work was carried out, using various
detailed engineering studies based on their prize-winning
design.
YOKOHAMA PORT TERMINAL
CONCEPT
The project starts with what the architects have named as the “No
Return Pier”, with the ambition to structure the precinct of the pier as
a fluid, uninterrupted and multi-directional space, rather than a
gateway to flows of fixed orientation.
A series of programmatically specific interlocking circulation loops
allow the architects to subvert the traditional linear and branching FEATURES OF THE TERMINAL
structure characteristic of the building.
Rather than developing the building as an object or figure on the pier, ● The Terminal can accommodate up to four LOA 200-
the project is produced as an extension of the urban ground, meter class vessels or two 300-meter class vessels at the
constructed as a systematic transformation of the lines of the same time.
circulation diagram into folded and bifurcated surface.The folds ● The height of the building is designed to allow passengers
produce covered surfaces where the different parts of the program to comfortably get on and off vessels, but at the same time
can be hosted. it hovers on the horizon so as not to interrupt the view of
the Port. The rooftop is gently curved as if it was
symbolizing rolling waves.
● Terminal has diverse passages for better navigability based
on the concept of serving as a citizens’ park.
OVERVIEW OF THE TERMINAL
YOKOHAMA PORT
ZONING AND AREA STATEMENT CRUISE TERMINAL AND SUPPORT
1.The first and second levels are the terminal itself, the third level is
FACILITIES
designed for the use by the citizens. 1) Departure and Arrival hall- 2000 sq.m
2.The entire ground floor is taken by the luggage handling facilities
2) CIQ- 2500sq.m
which are organized as follows:
3) Departure and Arrival lobby- 800 sq.m
a) Consignment of domestic luggage
b) Collection of domestic luggage 4) Cruise deck-3000 sq.m

c) Area for moving luggage around 5) Visitor deck-4000 sq.m

d) Lifts, escalators, double conveyor belt 6) Administration-500sq.m
e) Collection of international luggage
7) Yokohama PR centre-500sq.m
f) Consignment of international luggage.
3. At the 2 extremities are areas for: 8) Information centre-500sq.m

a) Machine rooms 9) Visitor hall & restaurant-1200sq.m

b) Storage areas 10) Machine room- 2500sq.m

11) Storehouses- 500sq.m

12) Baggage’s- 2600 sq.m

YOKOHAMA PORT
The idea was that a visitor could travel the pier in any
CITIZEN FACILITIES direction and would experience a continuous forward
1. Foyer- 1200 sq.m
motion.
2. Salon- 800 sq.m 2. There is a combination of textures in the terminal, with
3. Garden plaza- 4000 sq.m rough woods on the exterior and smoother, more polished
4. Exhibition gallery- 500 sq.m
woods on the interior. The project blurs the distinction
5. Shopping space- 500 sq.m
between architecture and landscape.
6. Restaurants, cafeteria- 3000 sq.m
7. Machine room- 3000 sq.m 3. On either side of the long ‘topographical’ roof, there
coexists a transportation hub and more public spaces.
TRAFFIC FACILITIES 4. From the idea of constant forward momentum came
the architect’s “NO RETURN” diagram interpretation.
1. Traffic plaza for cruise terminal- 6000 sq.m
2. Traffic plaza for citizen use- 2500 sq.m A. MOVEMENT FLOW OF PASSENGERS
3. Parking- 18000 sq.m
1. The circulation sequence shows the nodes of interest as
one would approach and enter the port from the city.
CIRCULATION 2. The approach shows pedestrian and vehicular
CONCEPT sequence. One can perceive how the programmatic
1. The ambition of the architects was to create a pier “WHERE YOU elements are merely zones and there is no concrete
NEVER RETRACE YOUR STEPS”. separation between zones of program and circulation.
YOKOHAMA PORT
3. The overlapping zones provide for the diagram at right where
only the beginning and end of the sequence are non overlapping
nodes.

4. The utilization and perception of the space is constantly

modified by the size and arrangement of the ships.

5. The major circulation paths become evident during high traffic

times but the gentle curves of the structure allow people to flow
almost completely unrestricted.

6. The two distinct flows are that of embarking and disembarking,

the two overlap constantly, and adding minor circulatory flows
such as visitor and passenger pick up, completely bring the
architecture to life.
YOKOHAMA PORT
YOKOHAMA PORT
ARCHITECTURAL DESIGN OF ● With the hydraulic system, they are operated through
expansion and contraction of a supporting shaft at the
YOKOHAMA TERMINAL bottom. (This mechanical operation can be viewed in the
Parking on the 1st floor.)
GROUND FLOOR CIRCULATION ● The special film applied on the glass gives the frost glass
effect when viewed from a particular angle.
RAMPS
● There are no stairs inside the building (except for audience
seat steps at the Outdoor Event Plaza).
● In this barrier-free environment, the ramps are used to
move between all levels or the elevators to travel between
the GF and 1st floor.
● Ramps built along the girders serve both as the structural
frame and passageways.

ELEVATORS

● There are 3 elevators inside the Lobby and 2 in the

Osanbashi Hall.
● The elevators in the Lobby are glass boxes with no elevator
shafts.
YOKOHAMA PORT
PARKING SPACES
● The ground floor is dedicated for parking approximately
400 standard-sized passenger cars, including 28 spaces that
can accommodate coaches.
YOKOHAMA PORT
FIRST FLOOR
● Light within the Lobby comes from the indirect light of the
LOBBY mercury lamps on the girders reflected from the ceiling.
● The information desk and check-in counters are located in ● Most of the air conditioning in the terminal comes from the
the 4,400 ㎡ lobby along with a café and 7 shops. floor, not the ceiling.
● The 35m long check-in counters on either side of the Lobby
handle the boarding procedures and luggage delivery
services.
● There are conveyor belts behind the counters to send
passengers’ baggage down to the delivery trucks on the
ground floor.
● The slightly tilted rectangular steel tubes on the two sides
are called “girders.” They are the main supporting structures
of this building. Inside these tubes are the slopes connecting
to other floors. Triangular pyramids made of folded steel
plates are placed over the girders. The plates act as the
support for the ceiling and the floor.
YOKOHAMA PORT
CRUISE DECKS CIQ FACILITIES - 3000 SQ.M
● The fences are folded inwards all along the deck to provide
● CIQ (Customs, Immigration and Quarantine) facilities are
room for the connecting boarding bridges.
for those passengers arriving on foreign cruise ships who
● These boarding bridges are required to allow the passengers to
are required to go through the customs, immigration and
safely board & disembark from the docked ships.
quarantine procedures. The total area is approximately
3,000 ㎡ .
● The conveyor belts provided on both sides of the Plaza can
send the passengers’ baggage, which has been unloaded
from ships onto the apron on the ground floor, up to the
CIQ facilities for inspection.
● The inspection desks, stations, partitions and all other
inspection equipments in the CIQ Plaza are designed to
install wheels so that they can be easily rolled into another
area. This allows the Plaza to be turned into a large event
hall when not in use as an inspection area.
YOKOHAMA PORT
OSANBASHI HALL- 2000SQ.M GLASS CURTAIN WALLS
● The multi-purpose Osanbashi Hall is located at the end of the
first floor. ● The interior space is separated from the cruise decks with
● Through the huge glass wall, you can see vessels coming to glass curtain walls made of 19mm-thick tempered glass.
and leaving the Port and enjoy the scenery of the bay. ● The glass curtain walls are firmly fixed at the bottom but
● With a ceiling height of 6 to 8m and an area of 2,000 ㎡ , the not at the top to avoid impacts against the steel frame
Osanbashi Hall can be the venue for a variety of events, such during an earthquake. They tilt slightly outward at 9 degree
as lecture meetings, exhibitions, parties and weddings. on the Yamashita Side and 1 degree on the Shinko Side.
● There is also a restaurant on the Shinko Side (facing the Red
Brick Warehouse).
YOKOHAMA PORT
LOUNGE
● Visitors to the Terminal largely include locals, who might
choose to relax in the Lobby after enjoying the spectacular
view over the Port, or watch cruise ships coming and going
through the glass walls.

SHOPS AND RESTAURANTS

There are seven shops offering a variety of souvenirs and goods

featuring Yokohama and Japan, a relaxing café/restaurant with an
ocean view, and a full- fledged restaurant with a panoramic night
view of the port at the end of the Terminal.

ADMINISTRATION AREA- for port, PR centre and

information.
YOKOHAMA PORT
TERRACE FLOOR
ROOFTOP PLAZA
● The rooftop level is open 24 hours, an open- air plaza
furnished with wooden decks and natural grass lawns.
● The building's height was kept at the lowest possible level
(15m max.) to enhance the spectacular appearance of ships.
● Cruise ships calling at the Terminal can be seen from the
mainland, and passengers on-board can enjoy the
OUTDOOR EVENT PLAZA
unobstructed views of the Port and the city.
● The Rooftop Plaza is one of the best locations to enjoy the The space near the entrance to the Osanbashi Hall can be used as a stage
scenery of the Yokohama waterfront district. On a clear for events like mini-concerts and dance performances, with the
day, you can also see Mt. Fuji in the distance. surrounding steps functioning as audience seats.

VISITORS DECKS

On the rooftop, Visitors Decks are provided on both sides for visitors to
welcome arriving cruise ships or see the passengers off.
YOKOHAMA PORT
SUNSHADES AND BUFFER STOPS RESTAURANTS AND SHOPS

● Wooden board sunshades are provided on the rooftop to help ● The 2 floor restaurant for Yokohama citizens use is at the
keep you cool on summer days. extreme end of the structure.
● Small cylindrical buffer stops are provided on the deck floor ● Vertical access is by means of rod ramp, which ascend from
to mark the areas with the highest strength which will allow ground floor level to 2 plaza’s, and by escalators, lifts and
direct access for emergency vehicles. service stairs.
● The lighting provided on the rooftop is designed to be ● Utilities, toilets, kitchen, etc., are in mobile capsules or in area
intentionally out of alignment with the building, representing where they can be easily dismantled and moved elsewhere.
the architects’ intention to create asymmetrical forms.
ABOUT THE CONSTRUCTION MATERIALS

● The non-decorative appearance of the structural frame is one

of the special features of this building.
● A special metal spray technology is applied to the steel to
achieve fire resistance without the need to apply an additional
fireproofing coating.
YOKOHAMA PORT
● The floors of the second floor and rooftop are finished with
wood to give a feeling of a ship’s deck. The wood used here is
a Brazilian wood called Ipe, which has excellent strength and
durability as well as a specific gravity greater than that of
water. (Wooden panel thickness: 20mm for the interior; 30mm
for the general exterior areas; 45mm for the vehicle passages)
● The rooftop also has natural grass lawns. This way, the
Terminal is designed to serve as a working pier as well as an
enjoyable and relaxing park-like public facility for Yokohama
residents. ● The working sections and earlier conceptual sections indicate
● Made of strips of wood, this long, winding pier also has large the innovative geometry. These geometries expose the abstract
sections of grass, making it an ideal place to have a picnic. bands of space that are used by the architects, along with folds
in the ground that are translated into enveloping structures, in
SECTIONAL EVALUATION one big operating platform working in an active and efficient
system.
● As the structure takes shape, its extraordinary form becomes ● For example, the piazza situated at the center of the project
apparent both externally and internally. has not only the function of channelling the flow of travellers
but also of producing a field of stresses likely to incite them to
explore various directions.
YOKOHAMA PORT
SECTIONAL THROUGH CUSTOM
IMMIGRATION AND QUARANTINE

WHY COLUMN FREE SPACE

● A column-free structure was appropriate because it would

provide fewer interruptions to the flow of passengers
constantly moving through the space.
● It was also the most efficient way to organize the large parking
floor on the pier level for cars and buses. Moreover, since
cruise ships would only moor at the terminal daily, it was
important that the terminal offer citizens reasons to visit, apart
from just travel, during the low season.
● Designing the departure and arrivals halls without columns
makes the space more flexible because the large, uninterrupted
halls can double up as a multi-purpose event space.
● This gives the terminal ongoing life and activity and ensures
that it is connected with the lives of citizens in many different
ways.
YOKOHAMA PORT
LIGHTING

● The immense upper deck is a rolling landscape of timber and

grass designed as a new public space for Tokyo. This roof then
folds back into itself. The principal of the folded plate has an
amazing coherence, with the public realm twisting from
outside to inside to form ramps in the internal areas.
● This puts the arrival and departure hall in darkness at much of
the day. This fundamentally humanizes the architecture. The ● The second diagram
origami ceiling skin coupled with strategic lighting is able to shows the hall during the
bring the space to life especially during times of darkness. The noon hour when the sun
dark curves of the arrival and departure hall present a dramatic is at its peak in the sky
contrast to the sunlit curves of the roofscape above. and the hall becomes a
● The diagrams at right show the arrival and departure hall at 'bat cave.'
three different stages of the day. The first stage is ap-
proximately 6 am when the hall actually experiences the most
natural illumination.
● The final stage represents a time following sunset where the
hall is, of course, dark and one can begin to see the effects of
the lights on the origami ceiling structure.
YOKOHAMA PORT
STRUCTURE These undulations, or curves, carry many functions.

● Structurally, they provide curved arches which enable the steel

● The building is steel framed, consisting of main beams
structure to span long distances both along the width and
(girders) on the two sides and a triangular pyramid (folded along the length of the terminal. They also provide continuity
plates) system to support the roof and floors. between the various levels of the terminal because, rather than
● These results in a massive column-less interior space, with being divided by flights of stairs, the levels slope into one
external walls all made with tempered glass. In short, wood, another in a way which makes all levels of the terminal
steel and glass are what constitute the Terminal. equally accessible to everyone and comfortable for passengers
● The strength of the materials minimizes the need for vertical with luggage, wheelchairs or prams.
supports and allows for a mostly open floor plan, while the
height of the structure allows for a spectacular variety of
ceiling conditions in the interior spaces.

PURPOSE OF CREATING UNDULATIONS

● One of the most distinctive characteristics of the Yokohama

Terminal is that continuous curved surfaces connect and
divide levels and spaces instead of traditional walls, floor and
ceilings.
YOKOHAMA PORT
AXON

● The design sought to encompass the general functional

imperatives of the cruise terminal (as a smoothly functioning
link between land and water transport)
● The terminal is a shed building measuring 412 meters in
length and composed of 27 steel trusses averaging 42.5 meters
in span and placed at 16 meter intervals.
● The trusses are joined longitudinally by trussed members of
conventional configuration, and purlins carrying, either metal
cladding or glazing.
● The trusses are carried on concrete piers extending from the
basement parking level through the apron to the surface of the
main level.
● The large shed employs unified form through repetitive
structural units to enclose a single homogeneous space.
YOKOHAMA PORT
STRUCTURE DISTRICT HEATING AND COOLING
SYSTEM
● At the observation deck, the material fabric of the floor rises
and falls in wave-like oscillations to create pathways and
This is an energy efficient method and minimizes pollution and the
apertures into the vast, enclosed spaces below. These changes
possibility of accidents. The central plant features a heat exchange
in elevation—sometimes subtle, sometimes sharp—were the
and storage system that draws its power at night when electricity is
essence of the novel architectural language invented for the
cheap. A second plant uses a large-scale, high efficiency turbo
project.
refrigeration unit to save energy and reduce co2 emissions. As the
● Throughout the project, a deliberate dynamism pervades the
area served expands, more eco-friendly, higher efficiency heating
tectonic and material languages of the building. The
equipment is installed.
abundance of non- orthogonal walls, floors, and ceilings
creates a controlled sense of vertigo that is accentuated by
similarly off-kilter fixtures and details.
● The effect is magnified by material cues, such as the shifting
grains of the wooden planks on the observation deck that
indicate the locations of creases, and the minimalist grey
metal panelling that is revealingly worn by the structures
under it.
YOKOHAMA PORT
PROS 5) ZONING- the building has 4 levels- ground, first, second & terrace
level. All the areas are zoned as per passenger movement flow.
1) CONCEPT- Based on the concept of ‘No Return Pier’ where you
can never retrace your steps is what makes this terminal unique in 6) MONUMENTAL SCALE- the building has a monumental scale to
itself. create a grandeur effect on the visitor’s mind. Also the interiors of the
terminal reflect advanced design methods and technologies-- folded
2) FOCUS-The terminal has focussed more on structuring and plates & girders are used to achieve the output
circulation & created spaces that are architecturally & aesthetically
pleasing. 7) The cruise terminal is provided with halls for holding various
function ( private & public). – Osanbashi hall – 2000 sq.m
3) PARKING- The project allows the public to park their cars and
visit the terminal plaza and rooftop plaza. Parking for approx. 400
cars is provided. The public transportation are allowed to reach the
terrace floor level and park the vehicle.

4) CIRCULATION- no staircase is provided. It is made sure that the

building should promote barrier free movement.
YOKOHAMA PORT
CONS

1) MATERIAL- extensive use of wood is seen in the terminal. Almost

75% of the interiors & exteriors are catered with wood which adds to
the monotony of the design.

2) LANDSCAPING- the terminal lacks landscaped pockets when

compared with the number of visitors.

3) The terrace floor of the terminal has more of the hard areas &
lesser soft areas.
REFERENCE:
https://osanbashi.jp/english/floor/arrival.php

https://www.archdaily.com/554132/ad-classics-yokohama-international-passenger-terminal-foreign-office-architects-foa

http://www.epab.bme.hu/oktatas/2009-2010-2/v-CA-B-Ms/FreeForm/Examples/Yokohama.pdf

https://www.slideshare.net/sanahpatel1/thesis-international-cruise-terminal-in-goa
PORT OF KAOHSIUNG
The Port of Kaohsiung is Taiwan’s largest international commercial
port, with more than 10 million TEU per year . It is also located in the
most populous city in southern Taiwan . In addition to Taiwan’s 2013
Green Port policy, the Port of Kaohsiung is the first port in Asia to
receive the EcoPorts Certificate . Since heavy industry and urban
development increase conflicts between the port and city, the vision
of this 2017 -2021 comprehensive master -plan is to install resilient
infrastructure and implement environmentally friendly technologies
on one hand, and increase the community outreach and port -city
dialogue on the other . This master -plan demonstrates how to achieve
the goal of economic development with the climate and
environmental issues concerned through 2 major projects : the second
phase of the Intercontinental Container Terminal Project and the Port
Reinvention Project . These projects’ synergy creates a new way to
think about the port city’s development as a whole, and enhances the
UN’s SDGs .
PORT OF KAOHSIUNG
The Port of Kaohsiung, Taiwan’s largest international commercial harbor, is
located on the southwest coast of Taiwan (22°27’ north latitude and 120°10’ East
longitude). In addition to serving as a container transshipment hub port, it is also
the major port in Taiwan for bulk cargo import and export. To cooperate with the
government’s strong efforts to further economic growth, the Port of Kaohsiung
must play a more aggressive role in the global economic and shipping market. The
objective of this comprehensive plan is to strengthen the hub port’s competitive
position in the Asia-Pacific region and as the best service port in Asia. Targets
include increasing container, bulk cargo, and passenger transportation; improving
port operations and management; and implementing sustainable and green port
management. After the completion of this plan, it will be possible to solve the
problem of relocating the CNPC No. 5 Light Industry Company, assist
petrochemical companies in leaving the old port area, and build port facilities that
are more suitable for modern container shipping. It will also provide the most
critical land in conjunction with the city. Identifying how to use the opportunity to
reshape the old port and reopen the dialogue between the city and the port is the
focus of the project.
PORT OF KAOHSIUNG
CHALLENGES
NO AVAILABLE SHORELINE IN THE PORT FOR FUTURE DEVELOPMENT

After years of construction in the Port of Kaohsiung, the local coastline has been almost exhausted, and it is no longer possible to build
other terminals in the port area. It is necessary to open a new port area to the outer port and redevelop the shoreline.

INSUFFICIENT HINTERLAND AND LIMITED DEVELOPMENT IN THE PORT AREA

In the recent years, the connection between the port and related industries has increased. Some industries have integrated distribution,
sub-assembly, and processing operations in the port or neighboring areas, which has increased the demand for hinterland and integrated
spatial planning. In addition to the redevelopment and utilization of the land in the old port area, determining how to actively expand the
port area to the sea, create new land to meet the needs of the port development, and maintain sustainable development is indeed an
urgent need for the next generation of the Port of Kaohsiung.

HIGH-RISK PETROCHEMICAL OIL STORAGE AND RELATED FACILITIES IN THE OLD PORT
AREA

Part of the petrochemical terminal is located at the fourth canal. Given the limited space, not only is it incapable of meeting the original
berthing design for the 15,000 DWT ship type, but it also restricts the expansion of the ship type and capacity. Moreover, there are
currently more than 300 petrochemical oil storage tanks and operating facilities scattered throughout Zhongdao District, which is close
to the core of Kaohsiung City, increasing the risk of disaster.
CHALLENGES
LACK OF INTEGRITY IN THE PORT-CITY FUTURE
DEVELOPMENT

The Port’s existing petrochemical area, fishing ports, and container

terminals have been in line with the needs of industrial development for
many years. However, the configuration and use of the terminals lack
integrity. The terminal areas are separated from each other, and shorelines
with identical functions cannot be configured coherently. The ineffective
use of land allocation not only affects the efficiency of operations, but also
causes many inconveniences in management. Because almost all the
hinterland has been developed and occupied, there is no buffer space
between the port and the city. The comprehensive port master plan can
therefore be a chance to reintegrate the port city area and make port
operations more efficient and sustainable.
IMPACT
The comprehensive plan has profound impacts on the Port of Kaohsiung, including industry, economy, urban development, and
sustainability. It is likely to bring a brand new look to Kaohsiung Port City and lay the foundation for industrial development in the
southern Taiwan. Below are some of the impacts: • Enhance the competitiveness of the Port of Kaohsiung • Drive the fundamental
changes of the Port of Kaohsiung.

ENHANCE THE COMPETITIVENESS OF THE PORT OF KAOHSIUNG

This plan entails building a new modern container base to enable future huge container ships to enter the port, increase the energy
supply for the container terminal, and promote the convenience and competitiveness of the Port of Kaohsiung. To face the fierce
competition among Asia countries, the Port will continue to consolidate its position as a container shipping hub in the Asia-Pacific
region with environmental friendly facilities.

DRIVE THE FUNDAMENTAL CHANGES OF THE PORT OF KAOHSIUNG

After the development of this project is completed, petrochemical oil storage and related facilities will be able to relocate smoothly,
existing pier functions will be re-adjusted, and homogeneous terminals will be integrated to improve management and infrastructure
efficiency. The project is expected to drive strong manufacturing value-added capabilities such as export processing zones, industrial
zones, and petrochemical parks around the port area and to further utilize the convenience of port transportation to drive the
development of industries in southern Taiwan. In addition, this plan will have a series of related effects on the related logistic chains and
drive the fundamental changes at the Port of Kaohsiung. The reinvention of the old port area can reconnect the port and the city and
bring the city back to the waterfront.
PORT OF KAOHSIUNG
INNOVATION AND SUSTAINABLE ENGINEERING
The second phase of the Intercontinental Container Terminal Project includes three major main works: the outer embankment, the
shoreline, and new land reclamation. Among them, the new land reclamation project has a total backfill area of 232 ha and a total filling
volume of 40.52 million m³. It is a large-scale dredging, sand pumping, sea reclamation, and land reclamation project in recent years in
Taiwan. It includes va

1.REUSE OF DREDGED EARTHWORKS

Based on the environmental assessment, the source of the sand for this project was originally the offshore sand extraction area. The
design reused the dredged material from inner port, reducing the amount of sand pumped from the sea (16.82 million m3 ) and the
number of voyages between offshore locations and the construction site, effectively reducing carbon dioxide emissions.

2.WORKING SHIP AND MACHINE SELECTION

The reclamation construction project had its own power ship to accelerate the construction rate. Use of closed pipelines can not only
reduce pollution from engineering waste, but can also reduce the carbon dioxide emitted during the construction process, which has a
considerable impact on construction quality, energy savings, and carbon reduction.
INNOVATION AND SUSTAINABLE ENGINEERING
3.CARBON REDUCTION EFFECT
Based on calculations for using the largest self-propelled and self-carrying trailing suction dredger (7,000m³) to fetch sand from the
offshore sand collection area, it is estimated the total carbon reduction of this project is about 73,287 tons of CO2 .

ENVIRONMENTAL FRIENDLY CONSTRUCTION

1.ADOPTION OF ADVANCED LARGE SELF-PROPELLED SELF CARRYING TRAIL SUCTION

DREDGER

Utilizing the dynamic characteristics of dredgers, the trailing suction method uniformly collects sand from specific zones to avoid short-
term major changes in coastal terrain. Dredge Self-Carrying Sand Reclaimed Area Pumping

● Protect shoreline
● Reduce drifting sand caused by dredging
● Control water and air quality

2. APPLICATION OF SOLAR POWER TO CONSTRUCTION EQUIPMENT

● Measuring Equipment
● Hydraulic Equipment of Sand Discharge Pipe
● Current Meter
INNOVATION AND SUSTAINABLE ENGINEERING
3.ENVIRONMENTAL AND ECOLOGICAL CONSERVATION

● Control water quality and drifting sand caused by offshore dredging The trailing
suction dredger is equipped with a “green valve” to ease turbulence and reduce
the turbidity of the discharged water.
● Protect marine ecology
● Control facility on the discharge outlet (Water Box)
● After the reclaimed area is in a closed state, the Water Box drainage system is used
instead of pump drainage so that trapped fish, crabs, and other marine creatures can
● Install wave chamber to dissipate wave energy and increases biodiversity in its
vicinity
● the wave chamber can dissipate wave energy, and increase the loading efficiency of
the port
● provide the habitat of fish, shrimp etc.

PORT REINVENTION PROJECT

The port development policies are aimed at creating a sustainable green port. Therefore,
the compatibility with the environment and the urban area of Kaohsiung City is considered
during various phases of port development and construction. The Port of Kaohsiung aims
to cultivate a public friendly waterfront, and bring good living quality to citizen.
INNOVATION AND SUSTAINABLE ENGINEERING
STRATEGY ACTIVE

The Pier 2 warehouse is a city-designated historical building. It was officially opened on

March, 2018, and the old warehouse was retained and restored on site. Historical
architectural elements have successfully created a port-front living space dedicated to
local culture, art, catering, and exhibitions. Since it began operations, it has created an
annual turnover of more than 9 million USD and about 4 million visits.

STRATEGY RESTORE

To cooperate with the urban and port area drainage projects and carry out plant
transplantation in the port area, the TIPC built a 14,215 m2 water garden. More than
50,000 landscaping plants were planted in the water garden to create a secret tropical
garden. Traditionally, port is a forbidden area that is difficult for the public to access. The
opening of the warehouses and water garden means that, for the first time in a hundred
years, the public can come to the port for leisure activities. The multi-level recreational
space creates romance and surprises. In conjunction with the overall regeneration for of
the warehouse complex, citizens and tourists will experience the most beautiful landscapes
in Kaohsiung Port City.
INNOVATION AND SUSTAINABLE ENGINEERING
STRATEGY CONNECT- THE PORT AND THE CITY

The newly constructed bridge located in the Port of Kaohsiung’s third ship channel is the
longest cross-port revolving bridge in Asia. There have been 1.5 million visits. The Great
Harbor Bridge is adjacent to the Kaohsiung Light Rail and is one of the key features in
the waterfront corridor of Kaohsiung’s Asia New Bay Area.

STRATEGY COOPERATE- THROUGH PORT AND CITY

PLATFORM

The old area of the Port of Kaohsiung includes critical historical features and cultural
connotations. To revive, transform and activate the old port area to create an accessible
waterfront, the port authority, TIPC, and the Kaohsiung City Government coordinated to
establish the Port of Kaohsiung Land Development Co., Ltd. This communication
platform will accelerate the development and reinvention of the old port area, maximize
the benefits and value, and create a win-win situation for the port and the city.
REFERENCE
Masterplan detailed project presentation- Port of Kaohsiung