Technical Report

West Hayden Island Marine Terminal Site and Operation

Requirements

The report describes and evaluates the criteria, constraints and operating
requirements for four types of hypothetical marine facilities that could potentially
be located on West Hayden Island. This report is not a development plan. The
report will assist the Port, consultants and external stakeholders in understanding
marine operational opportunities and constraints and in developing long-term
planning concepts for the site. This paper supplements a separate paper
prepared for the Port on the road and rail industry criteria, constraints and
operating requirements.

HDR WHI Report

Marine Terminals

2009

Determination of Terminal Setback from Shallow Water Habitat Zone

Subject:
From:
To:
Date:

Working site boundaries

W. Bohlen, HDR - Ports & Harbors Section Manager
Tim Van Wormer, Port of Portland Project Manager
February 23, 2010

Background Information:
At the West Hayden Island Community Working Group meeting on the morning
of Tuesday, February 16, 2010, we provided some setback information for the
project.
Upon review of the report and addendum that HDR prepared titled West Hayden
Island Marine Terminal Site and Operation Requirements, it has been
determined that the prepared Concept Plans have shown the northern limit of the
necessary land-based development approximately 100 feet from the +4 contour
according to the Columbia River Datum. The +4 CRD contour line denotes the
upper limit boundary for the shallow water habitat zone.
The text for Section 3.1.1 in the report incorrectly listed this offset to be 300 feet.
Conclusion:
The correct nominal dimension listed in Section 3.1.1 of the report should be 100
feet, which conforms to the Concept Plans that have been prepared.

HDR Engineering, Inc.

www.hdrinc.com

4635 SW Freeway, Suite 1000

Houston, TX 77027
Phone: (713) 622-9264
Fax: (713) 622-9265

1001 SW 5th Avenue, Suite 1800

Portland, OR 97204-1134
Phone: (503) 423-3700
Fax: (503) 423-3737

Page 1 of 1

West Hayden Island

Marine Terminal Site and Operation Requirements
October 2009

Port Contract No. 403

Task Order No. 77638
Prepared for:

Port of Portland
Tim Van Wormer,
Marine Development Project Manager
121 NW Everett, Portland, Oregon 97209

Prepared by:

HDR Engineering, Inc.

1001 SW Fifth Ave., Suite 1800, Portland, Oregon 97204
4635 Southwest Freeway, Suite 1000, Houston, Texas 77027

List of Tables
Table 1: Primary Navigational Requirements for Berth Design, Existing Conditions ............. 7
Table 2: Primary Navigational Requirements for Berth Design, 30-Year Forecast .................. 7
Table 3: Vessel Characteristics for Auto Import Terminal, Existing Conditions and
30-Year Forecast .................................................................................................................................. 8
Table 4: Vessel Characteristics for Dry Bulk Cargo, Existing Conditions and 30-Year
Forecast ............................................................................................................................................... 10
Table 5: Liquid Bulk Vessel Parameters, Existing Conditions and 30-Year Forecast ............ 11
Table 6: Container Cargo Vessel Parameters, Existing Conditions and 30-Year
Forecast ............................................................................................................................................... 12
Table 7: Crane Design Parameters, Existing Conditions and 30-Year Forecast ..................... 13

List of Figures/Exhibits
Figure 1. Aerial View of West Hayden Island....4
Figure 2. Typical Berth Configuration.......6
Figure 3. Split-Level Fixed Berth.......9
Figure 4. Floating Platform...9
Figure 5. Travelling Loader.10
Figure 6. Offshore Berth and Marginal Berth..12
Figure 7. Load Lines and Open Layouts.15

Concept Plans

Concept Plan 1: Auto Import Terminal General Arrangements

Concept Plan 2: Dry Bulk Terminal General Arrangements

Concept Plan 3: Liquid Bulk Terminal General Arrangements

Concept Plan 4: Container Terminal General Arrangements

Concept Plan 5: Auto Import Facility Cross Sections

Concept Plan 6: Dry Bulk Terminal Cross Sections

Concept Plan 7: Liquid Bulk Terminal Cross Sections

Concept Plan 8: Container Terminal Cross Sections

Acronyms and Abbreviations

ASTM

American Society of Testing and Materials

BNSF

Burlington Northern Santa Fe Railroad

CRD

Columbia River Datum

FEMA

Federal Emergency Management Agency

FHWA

Federal Highway Administration

I-5

Interstate 5

IBC

International Building Code

ISO

International Standard Organization

LOA

Length overall of a ship

Metro

Metropolitan Services District

MTMP 2020

Marine Terminal Master Plan 2020

NGVD

Natural Geodetic Vertical Datum

RMG

Rail-Mounted Gantry Crane

RO/RO

roll on/roll off

RTG

Rubber-Tired Gantry Crane

UFC

Unified Facilities Criteria

UPRR

Union Pacific Railroad

USACE

U.S. Army Corps of Engineers

1.0 West Hayden Island Marine Terminal

1.1 Purpose of White Paper
This marine study describes the marine industry criteria, constraints, and operating
requirements for four types of marine facilities that could potentially be used on West
Hayden Island. The study uses the Marine Terminal Master Plan (MTMP) 2020 criteria and
2040 criteria developed for this report. The four types of facilities are:

Auto import terminals

Dry bulk terminal (mineral or grain)

Liquid bulk terminal

Intermodal container terminals

Auto import, or roll on/roll off terminals are designed for transferring tracked or wheeled
vehicles such as automobiles onto or off of ships without crane assistance. Cargo is stored
in the yard area and transferred to and from ships by driving on or off the dock using a
ramp.
Bulk cargo terminals provide means for the import or export of commodity-type goods such
wheat, corn, gypsum, fertilizer, petroleum or similar products. Products are handled and
stored in large quantities or volumes in tanks, sheds or in open outdoor storage piles.
Container terminals serve as rapid transit facilities at the interface between land and sea
transportation for the door-to-door shipment of goods. Imported containerized cargo is
brought to the terminal via ship, offloaded by rail-mounted ship-to-shore gantry cranes,
handled at the facility using trucks and a variety of specialized equipment such as bomb
carts, top picks, or side picks. Containers are placed into storage stacks using specialized
stacking equipment such as reach stackers, rubber-tire mounted gantry cranes, or railmounted gantry cranes. Cargo is transported from the site by truck, freight rail, or by
transfer to another ship. For outgoing cargo, the process works in the opposite direction.
This paper will be used by the Port and external stakeholders to better understand the
opportunities and constraints of marine development on the Ports property on Hayden
Island, and to develop long-term planning concepts for this and other sites. This paper
supplements separate papers prepared for the Port for the road and rail industry criteria,
constraints, and operating requirements, as well as previous documents generated for the
development of West Hayden Island.

1.2 Site description

Hayden Island is located in the Columbia River at approximately river mile 102 as measured
from the mouth of the river at the Pacific Ocean. The main channel of the Columbia River
passes to the north of the island and provides deep water access to the Ports of Portland and
Vancouver. To the south is the North Portland Harbor.
3

Existing roadway access to the island is via the northernmost Oregon exit on Interstate 5 (I5). The western side of the island is currently undeveloped and located in unincorporated
Multnomah County. It was added to the regions urban growth boundary in 1983 for the
purpose of marine industrial development. The Port of Portland acquired the tract of land
herein referred to as West Hayden Island in 1993. The site was designated in 1995 as both
regionally significant industrial land and as regionally significant natural habitat.
In order to accommodate the contemplated development, it is expected that an additional
vehicular bridge will be constructed to the south of the property limits in the future and that
the road traffic accessing the future development will be accommodated by this proposed
bridge and roadway. Rail access is currently anticipated by integrated and expanded service
on the islands existing BNSF north-south mainline.

Figure 2. Aerial View of West Hayden Island

Figure 1. Aerial View of West Hayden Island

2.0 Description of Marine Industry Criteria,

Constraints, and Operating Requirements
Marine Terminal development at West Hayden Island will conform to current standard
procedures practiced by Port of Portland as well as the regional and global maritime
industry. These trends are provided here to further develop criteria, constraints, and
operating requirements for the site development. Operating criteria information is based on
the MTMP 2020 as well as on a 30-year forecast.

Marine terminals at West Hayden Island will utilize three primary modes of transportation:
ships and barge access via the Columbia River navigational channel, freight trains via the
interconnecting railroads, and cars and trucks via roads and highways.
Marine terminals are typically multi-berthed to provide flexibility to customers; however,
terminal planning and development studies are often formed on the basis of multiple single
berth facilities to assess overall suitability and flexibility of the site.
Additional information and requirements are shown in the various terminal development
sections and by a variety of documents including the MTMP 2020 and the Development
Standards for Containers provided by the Port of Portland, as well as previous documents
related to the planned development of West Hayden Island.
The following aspects will affect the development characteristics of a marine terminal on
West Hayden Island:

The ability of vessels to navigate the Columbia River Channel

Proximity to and disruption of adjacent marine operations and anchorages

Flexibility of operations during periods of extreme water level conditions

Cargo accessibility (by land, rail, and/or water)

Stability under heavy loads (e.g., cranes) and capability to perform special operations

Impact on ecosystems and habitats

Proximity to utility services

Emissions and pollution direct and indirect

2.1 Navigation Channel and Basin Requirements

Future marine terminals will be designed based on the depth of the Columbia River channel
of 43 feet CRD with 5-foot overdredge allowance due to match ongoing maintenance of the
channel by the USACE. The maximum berth design dredge depth for the 30-year forecast is
50 feet. For vessel classes such as auto carriers that typically do not exceed this standard
draft limit, berths will be configured for the maximum vessel sizes in the industry. For vessel
classes such as bulk cargo tankers or container ships, the design vessel will be based on the
estimated maximum vessel sizes capable of sailing the Columbia River channel. Figure 2 is a
sketch of a typical berth configuration.
A number of design standards exist and are applicable and useful for the determination of
the access channel and basin lengths, widths, and depths directly in the vicinity of a marine
terminal. The vessels length overall (LOA), width or beam, draft, and air draft are typically
the critical standards for determining navigational compatibility of a vessel and a waterway,
although many additional factors must be considered. Many of these standards must be
considered simultaneously for the final design of a safe navigational approach to a marine
facility:

Vessel dimensions (length, width, and draft)

Vessel squat tendency for increased water velocities flowing under and around a
moving ship to lower the draft of the ship

Wave and current-induced motions on the vessel

Safety clearances vertical clear distance to the bottom of the basin

Dredging tolerance and advanced maintenance dredging requirements

Channel configuration width, bends, bank clearance, maneuvering lanes, ship clearance
lanes, etc.

Stopping distances, turning basins, berth lengths, and side slopes

Use of tugs (or lack thereof) in the navigation and berthing of a ship

Table 1 and Table 2 shows the suggested minimum basin requirements for the current array
of vessels considered for the study both the MTMP 2020 and 30-year forecasts. Figure
shows a depiction of general basin configurations as recommended by the American Society
of Civil Engineers, Ship Channel Design & Operation, Manuals and Reports on Engineering No. 107.
Existing conditions on the site do not provide the required depth or maneuvering areas for
vessels to berth at the dock; therefore future terminal developments will require coordinated
design of a turning basin in order to accommodate the forecast vessels or coordinated
handling by tugs for use of the existing turning basin downstream of the potential terminal
site on WHI.

Figure 2. Typical Berth Configuration

Figure 2 Source: ASCE Ship Channel Design & Operation, Manuals and Reports on Engineering No. 107, p.108
6

In normal operations, turning basins or circles are used by pilots in conjunction with two or
more tugs to bring a ship about and maneuver to and from the berths. A variety of
operational and environmental factors affect this layout including vessel configuration, wind,
currents, adjacent shoals, rocks, banks, and structures. Pilot strategy is often dependent
upon all of these factors. In locations with prevailing currents of greater than approximately
1.5 knots, the shape of the turning circle is enlarged or the basin is elongated (i.e. ovalshaped rather than circular) by a length determined by the strength of the current and its
effect on turning vessels. Computer-generated interactive berthing simulations are
performed during the preliminary and final design phase to assess the suitability of the basin
configuration, attempting to reproduce the behavior of a ship based on mathematical
considerations of external influences.
The concept layouts described further in Section 3.0 (refer to Concept Plans 1 to 8 provided
in the form of 11x17 plans and sections) show the turning circles adjacent to the existing
channel; in many ports it is common practice to allow the turning circle to extend across the
main channel. Additional coordination and verification is expected to occur between the
Ports of Portland and Vancouver in conjunction with the Columbia River Pilots, the US
Coast Guard, and/or other entities that work on behalf of the safe operation of the
navigational channel.
Table 1: Primary Navigational Requirements for Berth Design, Existing Conditions
Existing Conditions
Auto
Container
Dry Bulk
Liquid Bulk
Overall Ship Length

LOA

640

965

738

804

Berth Length

1.25 * LOA

800

1,250

950

1,050

Turning Basin

1.75 * LOA

1,150

1,700

1,300

1,450

Berth Length

1.50 * LOA

1,000

1,450

1,150

1,250

Turning Basin

4.0 * LOA

2,600

3,900

3,000

3,250

Stopping Distance

5.0 * LOA

3,200

4,850

3,700

4,050

Tug-assisted

Berthing Without Tugs

Table 2: Primary Navigational Requirements for Berth Design, 30-Year Forecast

30-Year Forecast
Auto
Container
Dry Bulk
Liquid Bulk
Overall Ship Length

LOA

760

1,200

805

935

Berth Length

1.25 * LOA

950

1,500

1,050

1,200

Turning Basin

1.75 * LOA

1,350

2,100

1,450

1,650

Berth Length

1.50 * LOA

1,150

1,800

1,250

1,450

Turning Basin

4.0 * LOA

3,050

4,800

3,250

3,750

Stopping Distance

5.0 * LOA

3,800

6,000

4,050

4,700

Tug-assisted

Berthing Without Tugs

Information in Table 1, Table 2, and existing bathymetry drawings for the site show that
dredging will be required for the development of marine terminals at the site; therefore the
7

development of a dredge maintenance and disposal program must be anticipated. Normally

the depth of the turning basin is equal to or exceeds the channel depth leading to the site.
Turning basins also tend to increase shoaling rates above normal rates due to the increase to
the channel cross sectional area and corresponding modification to river current patterns.
Increased shoaling patterns may occur farther downstream or upstream of the actual berth
location. Coordination and relocation with the existing anchorage area to the west of the
terminal site is expected and an enlargement of this region or utilization of additional
anchorage capacity in other nearby areas could be required.
Existing vertical or air draft limitations do not limit the availability of the site with the
forecast vessels: for example, critical locations between the Columbia River Bar and West
Hayden Island include the Megler Bridge near Astoria, the Lewis & Clark Bridge near
Longview, and the West Port and Long Island Power Lines maintained by BPA. These
locations provide between approximately 198 to 221 feet of air draft. Air draft of the 30year design vessel is 190 feet.

2.2 Marine Terminal and Berth Requirements

Berthing requirements are primarily governed by vessel characteristics and ship loading/
unloading equipment and operations.
2.2.1

Auto Import Terminals

RO/RO vessels are predominantly employed for the transport of automobiles and other
wheeled or tracked cargo. Typically 600 to 700 feet long, 105 feet wide (Panamax), they carry
up to approximately 6,200 vehicles per trip, although they typically unload a smaller number
of vehicles with multiple port calls.
Table 3: Vessel Characteristics for Auto Import Terminal, Existing Conditions and 30-Year Forecast
Outlook
Existing
Conditions
30-year Forecast

Length (feet)

Beam (feet)

Loaded Draft (feet)

Number of Cars

640

105

32.2

5,600

689

105

34.1

6,000

656

105

39.0

6,200

760

106

37.1

8,000

Most ro/ro vessels employ quarter ramps that require no special berthing facility, except the
required landing space for the ramp. Fixed ramps are normally considered feasible for water
level variations of less than about 5 feet, and the expected tidal and seasonal variation at
West Hayden Island is on the magnitude of 20 feet or more. However, a split-level fixed
dock can be constructed that provides a working deck surface designed to accommodate
service through the range of changing water levels. This configuration provides added
operational advantages but requires an additional length of dock be constructed for the
second working level.

Figure 3. Split-level Fixed Berth

Berths are typically sized to accommodate the largest ships, with ramps employed
simultaneously at each quarter point. Additional mooring and/or breasting dolphins are
situated as necessary to provide docking capabilities for the expected range and distribution
of the service fleet. A berth length of 400 feet is used for the conceptual layout for the
present-day fleet (based on local availability of barges for conversion to floating dock
platforms); however, future vessel characteristics require a berth of up to 480 to 500 feet in
overall length. The minimum approach trestle or bridge width to the landside terminal is 33
feet.
Floating platform docks, such as those currently used by the Port at Terminal 6, can be
configured to provide the required flexibility in relationship with berth allocation and tidal
and seasonal water level fluctuations; however, their ability to be extended for longer vessel
lengths is relatively difficult. In addition, their ability to withstand larger loads from wheeled
container traffic, construction, farming equipment, etc., and their maintenance and upkeep
requirements limit but do not exclude floating platforms as a design option.

Figure 4. Floating Platform

Ships with straight stern or bow ramps usually require careful consideration for the berthing
layout. In 1983, the International Standard Organization (ISO) adopted and issued ISO
6812:1983, Roll on/Roll off ship-to-shore connection Interface Between Terminals and Ships with
Straight Stern/Bow Ramps, with the intent of providing standard details and information for
the development of these special conditions.
9

2.2.2

Dry Bulk Terminals

A bulk carrier, freighter, or bulker is a ship designed to transport unpackaged bulk cargo
such as grains, ore, or other materials such as steel coils or plates. Todays bulkers are
specifically designed to maximize capacity, efficiency and safety while withstanding the rigors
of use. They range in size from small single-hold mini-tankers or barges (DWT less than
10,000) to very large ships of more than 350,000 DWT. Table 4 shows appropriate vessel
parameters for current terminal planning at West Hayden Island.
Table 4: Vessel Characteristics for Dry Bulk Cargo, Existing Conditions and 30-Year Forecast
Length
(feet)

Beam
(feet)

Loaded Draft
(feet)

Dead-Weight
Tonnage

Dry Bulk Cargo Vessels Mineral or Grain

Existing Conditions

738

105

42.0

60,000 to 75,000

30-year Forecast

805

115

44.9

80,000 to 100,000

Figure 5. Travelling Loader

A berth length of 650 feet is used for the conceptual layout. This considers a travelling
loader configuration and the initial and 30-year forecast design vessels shown in Table 4. The
minimum berth length is equal to about 80 percent of the longest ships anticipated, allowing
the longest ships to be directly unloaded with minimal ship maneuvering or relocation
during the process, with considerations of either forward or rear house configurations and
corresponding cargo hold positions. Additional mooring and/or breasting structures are
situated as necessary to provide docking capabilities for the expected design vessel(s)
distribution.
Dry bulk terminals require ship loading and unloading to occur at a specific number of
hatches along the length of the ship. The most basic form is for a linear dock structure with
one or more travelling shiploaders capable of loading or unloading the entire length of the
design vessel. Other loading arrangements are used depending on the dry bulk commodity in
question, as well as other structural and operational factors. These primary configurations
include linear shiploaders, quadrant shiploaders, and twin orbiting-slewing shiploaders. The
10

concept plan focuses on the traveling shiploader configuration because of its relative
simplicity and adaptability.
Alternate berth and operational configurations provide for a varying degree of structural and
operational requirements, at the benefit of increased performance for a specific dry bulk
loading or unloading process and at the expense of reduced versatility and adaptability of the
terminal for alternate uses such as general bulk cargo. This versatility is desired when
forecast models predict an expected lower average utilization of the dock, compared to a
higher average utilization of the rail or truck loading yards. The dock is then able to service
alternate ship cargos without disrupting either the call cycle of the dry bulk cargo vessels or
the efficiency of the dry bulk cargo loading yards. Alternatively, highly utilized docks with
large throughput and long tenant-owner relationships may be better suited toward a
specialized facility aimed at maximizing throughput, although at potentially higher initial cost
and lower overall terminal versatility.
2.2.3

Liquid Bulk Terminals

A tank ship, or tanker, is a ship designed to transport liquids in bulk. Major classes include
chemical or oil tankers. Vessels range in size from small vessels with capacity of several
hundred tons, up to several hundred thousand tons for long range cargo transfer. Tankers
are typically specialized for the type of liquid being transferred. There are specialized oceangoing vessels as well as inland waterway tankers which operate on rivers and canals.
Typical products carried by tankers include hydrocarbons, chemicals (ammonia, chlorine,
styrene monomer, etc), fresh water and agricultural products.
Vessel sizes of up to 1,000 ft LOA might be expected in support of raw, unprocessed liquid
bulk commodity at or adjacent to the terminal. On the other hand, maximum vessel sizes of
about 750 feet LOA could be expected if supporting the intermodal handling or transfer of
previously processed products; this length is likely even shorter if supporting refined
agricultural products. Table 5 shows appropriate vessel parameters for current terminal
planning at West Hayden Island.
Table 5: Liquid Bulk Vessel Parameters, Existing Conditions and 30-Year Forecast
Length
(feet)

Beam
(feet)

Loaded Draft
(feet)

Dead-Weight
Tonnage

Existing Conditions

804

105

42.98

60,000

30-Year Forecast

935

135

47.90

100,000

Liquid Bulk Vessels

Cargo handling for a liquid bulk terminal usually occurs through a single manifold located at
mid-ship. A loading platform is typically provided at midship to provide space for the
required loading arms and hose-handling equipment. Separate berthing and mooring
platforms are provided as necessary for safe mooring of the design vessels. The various
structures are interconnected by catwalks, gangways, or other light structures.

11

2.2.4

Container Terminals

The primary factor affecting the requirements for the berth is the anticipated vessel sizes.
Most container ships today are of the Panamax Class, based on historical length (965 feet),
width or beam (106 feet), and draft (39.5 feet) limitations imposed by passage through the
Panama Canal. Upon completion of the Panama Canal widening project, the new limitations
will be a length of 1200 feet, a beam of 160 feet, and a draft of 50 feet. The berth is greatly
affected by the berthing loads associated with the design vessels, as well as operational and
machinery loads necessary to load and unload the vessel therefore a detailed list of loading
parameters is included in this report.

Figure 6. Offshore berth and Marginal Berth

Table 6: Container Cargo Vessel Parameters, Existing Conditions and 30-Year Forecast
Length
(feet)

Beam
(feet)

Loaded Draft
(feet)

Dead-Weight
Tonnage

TEU

106

39.5

65,000

5,000

50.0

150,000

12,000

Existing Panamax Criteria

965

Future Panamax Criteria (New Panamax)

1,200

160

Post-Panamax Vessel at West Hayden Island

Existing
Conditions
30-Year
Forecast

985

132

42.65

80,270

6,500

1,100 to 1,200

151 to 160

45.93 up to 50.0

105,000 to
150,000

10,000 to
12,000

38.5

42,429

3,000

12.5

6,300

Minimum Commercial Container Vessel at West Hayden Island

Existing
Conditions

791

106

Deck (Container) Barge at West Hayden Island

Existing
Conditions

250

72

The design berths are configured to provide a suitable distance from the face of the wharf to
the centerline of the waterside crane rail and also from the face of uncompressed fender to
12

the centerline of the waterside crane rail. Berthing structures are very long and configured to
support the variety of potential vessels that are within the terminal forecast.
The Port of Portlands current operations usually place vessel hatch covers between the legs
of the crane. Other operators prefer to place the covers in the backreach area, behind the
clear area of the crane. For planning purposes it is prudent to provide a backreach area that
is 55 feet wide. The crane rail gauge will be 100 feet to meet international standards for
container ship loading and unloading. This interface affects the required width of dock
structure for an offshore container terminal configuration.
Table 7: Crane Design Parameters, Existing Conditions and 30-Year Forecast
Total Outreach
Total Outreach (from CL of waterside crane rail)

13 to 20 containers
118 to 172 ft 11 inches

Outboard Service Lane

9 feet

Crane Gauge

100 feet

Lift Height Above Deck

5-high on wharf deck

Design lift above traveling rail

8 high on vessel deck (125 feet)

Design lift below traveling rail

69 feet

Wharf structures, fenders, and bollards will be designed to accommodate the current design
vessels at any location along the structure, with the ability to convert or upgrade the berth to
accept future design vessels. Additionally, the berth must be adequate to support the
imposed operating and stowed crane wheel loads and all other appropriate design loads that
will occur, including standard accepted environmental loads such as wind or seismic. The
entire berth must support the operating loads; it is common to identify specific locations for
crane stowage pins and/or tie-down locations.

2.3 Landside Terminal Requirements

Landside yards provide storage capacity for goods and cargo, and ultimately an organized
facility for the transfer of ownership and transportation mode for cargo. The selected
operational requirements (sometimes referred to as design wheel loads) greatly affect the unit
cost for the pavement of the upland development and required maintenance expense and
effort.
2.3.1

Gate Complex

For cargo not serviced by rail, it will enter or leave the terminal via the gate complex. This
provides a control point for all traffic entering or exiting the terminal. This is typically the
control point where a change of custody occurs for cargo shipments.
Employees and visitors will also utilize the gate complex for access to the terminal. A
carefully planned gate complex can provide operational efficiencies to the terminal by
quickly moving cargo into or out of the terminal. Gate location and accessibility are also
important as they factor into the overall calculation of cargo movement distances and time.
Typical gates provide for both inbound and outbound queues and processing areas. Traffic
volumes and equipment sophistication will be important factors in the final arrangement for
13

the gate areas. The area must be sized to accommodate truck queues of sufficient length and
number, especially for trucks entering the facility, and sometimes include special gates for
excepted vehicles.
Additional roadway will be required to integrate the terminal with surrounding
transportation infrastructure. Requirements for these access corridors are as indicated based
on the type of cargo terminal considered. Separate studies have been generated indicating the
possible traffic volumes associated with the development.
2.3.2

Auto Import Terminal

Current planning parameters indicate that a total area of approximately 75 to 110 acres is
needed for an auto import facility with an annual throughput ranging from 100,000 to
200,000 vehicles per year. Multiple customers can be accommodated with a single-berth
facility if the ship schedules are synchronized. Terminals handling two or more accounts will
need additional berths to provide flexibility, and a single-berth facility has limitations for
marketing and operations.
Possible designated areas for an auto import terminal include the following sub-areas:
General storage area
Marshalling yards
Truck and rail loading areas
Processing center
2.3.2.1

General Storage Area

Currently there are three auto import terminals at the Port of Portland, which comprise
approximately 260 acres. Recent historical statistics generated by the Port of Portland show
an average of 1,500 vehicles per acre per year for the overall terminal footprint, with a peak
of 1,800 vehicles per acre per year in 2006. For the purpose of determining the size of the
general storage area, the estimated throughput per acre will be about 2,000 vehicles per acre
per year. The required storage area relates to the annual throughput and expected average
dwell time.
For estimated maximum terminal throughputs of 100,000 to 200,000 vehicles per year, the
anticipated general storage area will be between 50 and 100 acres, with an overall terminal
footprint of approximately 75 to 125 acres.
Approximately 200 vehicles can be stored per acre at any given time for a load line
arrangement storage yard, while for an open-parking arrangement the storage density is more
likely to be about 140 vehicles per acre. Load lines provide limited selectivity and require
very accurate logistical planning and inventory management to realize the full operating
efficiency. Open layouts provide total selectivity but increase the overall footprint and
associated development, operating, and maintenance impact of the facility.

14

Figure 7. Load Lines and Open Layouts

2.3.2.2

Marshalling Yards

Operating efficiencies at auto terminals can be increased by providing cargo marshalling

areas in the yard. The main function of this type of area is to provide additional queue,
buffer or surge space in the yard for managing cargo flow. This increases the footprint size
of the yard and increases the ease of operations by creating a larger area in which to work.
This reduces aisle congestion, increases utilization of the general storage area, improves
safety, and improves the organizational strategies available to the terminal operator.
Marshalling areas are useful for terminals with irregular footprints or those with
configurations that require longer travel distances in relationship to loading/unloading times
or other cargo transfer requirements, such as could be expected in an offshore berth
configuration.
The area can be established and subsequently sub-divided as determined by daily terminal
operation requirements, with zones designated for vessel, truck or train loading operations,
transfer of ownership/gating procedures, and inspections or maintenance. Detailed review
during the planning and design stages of development should evaluate the potential benefits
of establishing specific marshalling areas compared to providing this capability within the
general cargo storage area footprint.
2.3.2.3

Truck and Rail Loading Areas

The truck loading areas for moving autos off-site will be fed by approximately 12 load lines
of 180 feet in length, and with approximately 10 to 30 spots occupied by trucks, totaling
approximately 5 acres.
A rail loading area is generally designed for transferring tracked or wheeled vehicles onto or
off of flat railcars (flatcars). In the case of smaller wheeled vehicles such as automobiles, auto
racks (trilevel cars) are used. A typical loading area will contain:

Loading tracks to position the flatcars

Staging area to efficiently supply vehicles to the loading area

End ramps or multilevel ramps for transferring the vehicles to and from the railcars
15

A crew and communication facility

A storage shed for blocking and bracing material

For direct loading, the optimum loading configuration will be of 10 to 20 rail cars per string;
the lower number to minimize switching requirements while the upper limit of 20
correspond to efficient loading capacity. Each loading track has a tangent length extending
10 to 20 railcars from the loading ramp. Loading tracks are aligned parallel to each other,
with sufficient space provided in between for one-way vehicle traffic.
The staging area is located as close to the loading area as possible to facilitate command and
control, and provide adequate storage capacity to stage one full cycle of vehicular cargo.
An access ramp is included in the staging area and will be straight and in line with the ramp
for at least the full length of the longest vehicle to be loaded. For practical purposes, it is
ideal to provide an in-line approach that is twice the length of the longest vehicle to ensure
all vehicles can be properly positioned and secured. The approach should be positioned
with maximum possible operator visibility.
Multi-level ramps are recommended for the loading of doublestacked or triplestacked
railcars. These ramps are typically portable pieces of equipment that can be purchased and
maintained by the commercial railroad. Geotechnical and structural aspects of ramp
placement must be considered; concrete pads are recommended to ensure adequate ramp
stability.
2.3.2.4

Processing Center

A processing center for autos is necessary for each general terminal. Typical components of
a processing center are the marine office, employee parking, drive-through car wash, vehicle
repair garage, and a truck gate area. In general, the support buildings can be modular,
portable, or lightweight metal fabrications that can be easily installed, relocated, or removed.
2.3.3

Dry Bulk Terminal

Estimated throughput requirements for dry bulk terminals are as described in the MTMP
2020 document maintained by the Port of Portland, and assumed to be 5 to 8 million metric
tons per year. The terminal footprint that will be needed to support the required railroad
capacities for loading, unloading, and storage will have the following dimensions:
Assuming a terminal length of 2,500 to 3,000 feet parallel to the shore and an overall track
length from a minimum of approximately 7,000 feet to perhaps 10,000 feet, an expected
terminal property depth perpendicular to shore is approximately 2,000 feet to more than
3,000 feet. Terminal acreage requirements are likely to range from a minimum of 110 acres
upwards to approximately 175 acres. The terminal rail loop can be multi-tracked in order to
provide the adequate track length while also conforming to the available footprint for the
site.
Fixed belt conveyor systems usually transfer the material to and from the loading or
discharge device and storage area. Storage areas are usually open storage yards, sheds, silos,
or slurry ponds, depending on the type of commodity, required throughput, storage area
16

available, and other economic and environmental factors. Storage areas are typically located
close to the ship location, but can be further away at only a modest operational penalty. With
careful coordination and management, ships can be loaded directly from railcars, although
this usually results in reduced efficiencies for large shipments.
Successful dry bulk terminals normally depend on rail for the inland movement of goods;
most dry bulk terminals situated on the Columbia River are export terminals, with most of
the cargo arriving by rail. The terminal area requirements are dependent on the length of the
train or trains required for the efficient loading and unloading operations. Facilities can be
configured to focus on single or multiple commodities, with appropriate storage and
operational conditions to include cleaning between uses.
2.3.4

Liquid Bulk Terminals

Berth and land use allocations are typically based upon the supported business. The terminal
layout will be defined by a combination of the receiving, holding, blending, and shipping of
client-owned products. All terminals will require large tank storage areas behind the docks; it
is expected that the tanks will be located within the terminal boundaries established by the
rail storage loading loop (see discussion for dry bulk terminals) but it is conceivable that
storage and/or loading could occur at satellite terminal locations. Most terminaling
companies will have rail and/or truck loading facilities on site for the local distribution or rail
shipment of products.
Refining/feed stock type terminals usually includes larger storage and take-away pipelines
and smaller send-out pipelines at the marine terminal. Refining/product export
configurations typically require smaller on-site storage facilities and receiving pipelines but
with larger send-out pipelines. A terminal providing both processes might require the largest
and most complex terminal arrangement.
2.3.5

Container Terminals

Existing planning parameters indicate the provision for a minimum of two berths and
corresponding throughput of approximately 750,000 to 1,000,000 TEU resulting in a
terminal size ranging from 95 to upwards of 125 acres or more from this minimum service
requirement. Throughputs listed are not verified by this report but based on typical design
and planning parameters for other terminals of similar configurations currently in use or
planned for future use.
It is estimated that the minimum terminal length will be approximately 2,500 feet parallel to
the shore. Suitable working property depths for initial condition and the 30-year forecast
typically range from approximately 2,500 feet perpendicular to shore (for regular shaped
facilities such as Bayport Container Terminal Port of Houston Authority) to approximately
3,500 feet (for unusually constrained facilities such as Alabama State Port
Authority/Mobile). A variety of terminal layouts can be described and developed with
consideration of several factors, some of which are described below.
The overall land area requirement is calculated by using an iterative process based on
matching the required area for storage and handling operations to the throughput for the
wharf. Many of these aspects lend themselves very well to mathematical analysis and
17

simulation models to verify the analysis based on the large number of variables that effect
the overall layout requirements.
Large land areas are required for container terminal storage areas to efficiently manage the
variety of inbound and outbound containers. The amount of time that any individual
container spends is minimized.
Customs processing of the sealed containers occurs on the premises or at inland freight
stations situated nearby.
2.3.5.1

Lift Area

The lift area includes the rail loading tracks and adjacent space where the physical modal
transfer occurs. Transfers are typically provided by rubber tire or rail-mounted gantry cranes
or by side loaders. Lift machines operate at the practical rate of 20 lifts per hour.
2.3.5.2

Reefer Wash Facility

Provides the ability to manually or automatically wash interiors of refrigerated containers and
include a steam-cleaning pad. Wastewater must be treated prior to offsite discharge, and
recycling of this type of water is typically encouraged.
2.3.5.3

Container Storage Area and Other Terminal Requirements

Eastbound containers typically have a dwell time of 24 hours or less. Westbound containers
have average dwell time of several days. Empty containers dwell at the yard for several days
to several weeks on average. The terminal footprint will be primarily sized to accommodate
the proportionate storage of outbound containers, inbound containers, wheeled container
storage, grounded empty container storage, and wheeled reefer storage. The relation between
the various laydown areas as well as the wharf structure, gate vicinity, and related dwell times
and throughputs ultimately dictates the size and arrangement of the container storage yard.
A typical distribution may dictate that 50% of the terminal space be used for wheel activity,
including the gate, and 20% each for storage of grounded containers and another 20% for
empties.
Many of these internal terminal functions are predictable and repeatable over time, while
other functions such as vessel call schedule and the arrival or departure of containers by
truck or train are random yet still based on statistical distribution. For this reason, a
container terminal is well suited for mathematical modeling and simulation during the
detailed developmental phase.

2.4 Common terminal components

Through the interrelation of these activities, arrangements, and regular and varied activities,
an overall prediction of terminal size and efficiency can be estimated. Some of the
requirements are detailed below. Percentages shown are rough estimates and will be
dependent on and proportional to terminal size.

18

2.4.1

Terminal Equipment Storage Area

Sufficient area for parking or lifting equipment, yard tractors, and other terminal vehicles will
be included. This area comprises approximately 2% to 3% of the proposed terminal area.
Some terminal handling equipment, such as RMGs or RTGs, can be stored in conjunction
with the general storage areas and are not included in the requirements for this storage area.
2.4.2

Administrative Areas

Offices utilized by managers working in some aspect of the terminals daily operation such as
maintenance, security, safety, administrative, or commercial activity. Whenever possible,
consolidate the administrative buildings and locate them in transitional areas or along subdivisions of the terminal. Approximately 3% of the terminal is usually used for these
facilities.
2.4.3

Maintenance Area Garages and Workshops

Typically, space is provided for the maintenance and repair of terminal equipment, trailers,
containers, and chassis. A special facility is sometimes required for the maintenance and
repair of spreaders and storage of quay crane parts. The facility includes full-service office
capabilities and might occupy about 2% of the terminal area.
2.4.4

Roadability Area

These areas consist of special parking spaces located near the gate for the purpose of
performing minor repairs on chassis so that they meet legal vehicle and safety requirements
for transport on surface streets and roadways. Federal Highway Administration (FHWA) and
other mandatory inspections are performed in these areas.
2.4.5

Public Access Area

Provided so that employees, visitors, and outside service vendors will park at these locations
and walk to and from the various on-site locations; and typically requires a guard hut with
constant supervision.
2.4.6

Perimeter Area

Drainage, security fencing, landscaping, and lighting are typically accommodated around the
perimeter of the terminal. Potential future terminal expansion is considered when
establishing a layout for the terminal perimeter.
2.4.7

Transload Areas

These areas provide the transloading of cargo in damaged containers or rail cars to suitable
units. Similar inspection areas are necessary for governmental and customs officials to
perform required cargo inspections.

19

2.4.8

Fuel Storage Requirements

Typically provide one weeks worth of diesel and gasoline fuel to container/trailer handling,
transport equipment, shuttle buses, utility trucks, and other equipment. Special protection is
required to protect the tanks from equipment that is taking on or delivering fuel.
2.4.9

Hazardous Storage Area

Required to collect and capture hazardous material without entry into storm drain systems.

2.5 Railroad Components and Configurations

The two track bulk facilities at each West Hayden Island terminal each have the capacity to
hold a minimum 8,500 foot unit train. The site configuration and orientation to the mainline
does not allow for a dual connection back to the mainline. A dual connection loop would
allow a train to pull off the mainline directly onto the loop, be unloaded or loaded, and then
pull directly back onto the mainline. The WHI loop tracks would allow a train to pull off the
mainline directly onto either the inside or outside loop track, be unloaded or loaded, the
train locomotives would need to detached from the head end of the train, reattached to the
rear end of the train and then pulled onto the mainline. With this arrangement the dumper
facility can be placed anywhere on the loop. The WHI loop track configuration is very
common for a single directional loop facility such as at the end of a branch line.
In order to realize the minimum loop track capacity of 8,500 feet (or greater) the foot print
of the West Terminal loop track extends to within 200 feet of the existing inlet pond. The
East Terminal loop track extends eastwards to the north-south utility corridor at the east end
of the site. Also, provided for the site are two - 8,500 foot long arrival/departure tracks and
one 8,500 foot runaround track. Inbound trains can arrive directly onto an arrival/departure
track, locomotives can detach from the west end of the train, pull onto the 300 foot tail
track, and escape back east to either reattach to the east end of the train or return to the
BNSF or UP for fuel and service. The two arrival/departure tracks have direct access to the
East Terminal bulk facility loop. Moving a unit train between the arrival/departure tracks
and the West Terminal would require pull and shoving on one of the East Terminal loop
tracks or BNSF mainline. This is due to the short distance between the bulk facilities and
BNSF mainline; additional loop tracks could be added to address this.
Storage loop capacities can be increased by further extending the rail layout to the west
and/or south.
Intermodal access is provided in a corridor located to the south of the development,
between the landside storage yards and the existing power line corridor. Additional
coordination is required to properly establish the inter-relationship between the intermodal
corridor, existing power line corridor, and proposed roadway.
The rail connections to the mainline north-south corridor are shown in a manner which
attempts to minimize cost and optimize the overall operational efficiency of transferring
trains to and from the site. Additional coordination is required to establish the final design
requirements, to identify and resolve impacts to the existing rail corridors and to existing
20

utility infrastructure, such as the electrical substation located adjacent to the southern
mainline junction.

3.0 Conceptual Marine Layouts

The berths shown in the conceptual layouts can be divided into two groups offshore
berths with access ramps or trestles, and marginal berths along the shoreline. The offshore
berths are situated to minimize berth dredge requirements and maximize protection of the
shallow water habitat zone. The marginal berths are situated to minimize overall structure
footprint.
Concept-level arrangements and typical cross-sections are provided in the form of 11x17
plans and sections attached to this report:

Concept Plan 1: Auto Import Terminal General Arrangements

Concept Plan 2: Dry Bulk Terminal General Arrangements

Concept Plan 3: Liquid Bulk Terminal General Arrangements

Concept Plan 4: Container Terminal General Arrangements

Concept Plan 5: Auto Import Facility Cross Sections

Concept Plan 6: Dry Bulk Terminal Cross Sections

Concept Plan 7: Liquid Bulk Terminal Cross Sections

Concept Plan 8: Container Terminal Cross Sections

3.1 Project constraints

The conceptual layouts shown in this document are based on the following assumptions:
3.1.1

Assumed Terminal Boundaries

The Harbor Line is located parallel to the existing Columbia River Channel.
The northern limit of the necessary land-based development is a nominal horizontal offset
of 300 feet from the +4 CRD contour, which forms the upper limit of the shallow water
habitat zone. The shallow water habitat zone extends from +4 to -20 CRD and has been
indicated as an environmentally-sensitive location; any impact to these regions must be
indicated as such. Vertical Datum will be based on benchmarks located on the Natural
Geodetic Vertical Datum (NGVD) or similarly referenced Columbia River Datum (CRD).
The ideal southern limit of the necessary land-based development (access road, storage yard,
intermodal yard, etc.) is the northern limits of the existing power line corridor easement.
Operating requirements take precedence over this limit and the corridor will be evaluated for
relocation on a case-by-case basis.

21

The eastern limit of the necessary land-based development is defined by the limits of the
existing 36-inch-diameter concrete outfall pipe. It is necessary for accessibility components
of land-based development to occur beyond this assumed limit.
The western limit of the necessary yard development is defined by the existing BPA power
line corridor, which crosses the Columbia River and forms a parallel dissect of this area of
West Hayden Island. It is necessary for accessibility components of land-based development
to occur beyond this assumed limit. Rail will possibly extend beyond the existing power line
corridor, depending on the final development configuration, but will maintain 200 feet clear
distance to the +4 CRD contour of the existing pond.
3.1.2

Connection to Land-Based Transportation Modes

Terminal intermodal services are to be integrated with the existing rail bridge located on the
eastern limits of the terminal boundaries.
Vehicular access to the terminal is to be achieved by connecting to a proposed bridge and
roadway located to the south of the terminal boundaries across the Oregon Slough to North
Marine Drive. Vehicle access is likely to be provided on the eastern limits of the property.
3.1.3

Vertical Elevation of Landside Terminal

The existing ground elevations for West Hayden Island west of the Burlington Northern
Santa Fe (BNSF) Railroad tracks and east of the existing power line crossings of the
Columbia River range from +4 to approximately +38 feet NGVD, with most of the
proposed development site between +10 and +25 feet. The previously established terminal
elevation of +30.5 feet was used for the concept layouts. Climate change effects could
impact the final design elevations.
Further development is coordinated with appropriate stakeholders to best evaluate the final
storage yard elevations. Different zones are indicated for development as agreed to by
project stakeholders; e.g., establish all storage facilities above the 100-year flood elevation as
determined by FEMA, as well as critical operational aspects such as the storage track and
loading platforms. Undeveloped regions and storage for empty containers or chassis do not
necessarily require the same final fill elevation, as their sensitivity to high water levels is of
reduced consequence.

4.0 Comparison of Terminal Operations and

Maintenance
The combined operating, environmental, and other effects of berth location with respect to
the shoreline and channel locations are varied and are based on many factors. Additional
description is provided for the following general categories:

Terminal operations and maintenance

Natural Resource protection

22

4.1 Nearshore vs Offshore Terminal

Marginal berths provide shorter travel distances from the berth to the storage area but with
greater dredging requirements and impact to critical habitat zones. Offshore berths lend
themselves to reduced dredge requirements and probable reduced impact to habitat zones,
but provide increased emissions and operational costs due to increased cargo movement on
land or supported structures.
Also, the offshore configuration creates direct congestion of the navigational channel,
affecting vessel arrival and departure patterns and general channel navigation. Some types of
vessel operations can be affected by channel proximity. For example, the response of a
moored ship due to the wake of a passing vessel can affect the efficiency and/or safety of
vessel loading and unloading; some commodities of liquid bulk cargo are particularly
susceptible to ship motions.
Bulk grain export facilities can be gravity fed, meaning that grain flows from the storage
facility directly to the loader under its own weight; a nearshore configuration can efficiently
provide this form of loading operation. For an offshore configuration, additional lift towers
or different mechanisms might be needed with larger energy utilization and/or maintenance
of mechanical systems.
Offshore configurations require increased capital costs for cargo conveyors as well as future
maintenance costs.

4.2 Terminal Capability (Bulk vs Ro/Ro vs Container)

With thought to terminal efficiency, offshore terminal configurations are most efficient for
liquids, moderate for dry bulk and ro/ro, and more difficult for containers and break bulk.
This is primarily due to the ability to transport liquid and bulk goods through the use of
automated pipelines or conveyors, and that ro/ro cargo is directly moved rather than
through the use of terminal machinery. The efficient movement of containerized cargo
requires significant coordination and handling procedures to properly load or unload a ship
and is at a comparative disadvantage for terminals with long travel distances. The logistical
difficulties of longer travel distances can be offset by the inclusion of additional marshalling
yards situated adjacent to the access ramps, requiring larger terminal footprints for effective
operations.
The highest value item in the loading/unloading process is typically the overall ship
turnaround time. Additional factors in container terminal site layout are the provisions of
buffer storage of cargo for horizontal transport of cargo to and from open storage areas, and
access for trucks for direct loading and unloading.
In many general aspects, a liquid bulk terminal is configured and operated similar as that of a
dry bulk terminal. A major advantage of any liquid bulk operation is through the relative
ease of the conveyance of product over larger distances, including overwater. This includes
both an offshore berth location as well as potential flexibility of terminal arrangement for
storage and loading/unloading. Some or all landside terminal components can be located at

23

a satellite terminal location (on West Hayden Island and/or other locations as appropriate)
and connected to the marine terminal via a pipeline corridor.
Ultimately a terminal is gauged by its annual throughput and to a lesser degree its overall
efficiency. It is typically desirable to balance a facility so that it operates on a consistent basis
over a unit period of time, with consideration given to expected maximum or peak
conditions. The annual throughput capacity can be associated with a variety of factors, each
of which factors into the overall planning and development of a container terminal. The
optimum terminal design incorporates a productive balance of pertinent factors. Some of
these variables are:

Property configuration

Ship schedule

Amount of cargo storage on a ship (ship size)

Dockside crane capacities (number of cranes, speed of each crane, etc.)

Traffic patterns (circulation, orientation of storage, proximity of storage)

Yard storage and handling capacities

Storage yard dwell time

Gate complex efficiency and capacity

Intermodal rail yard capacity

External market factors shipping, rail, trucks, consumer demand, global supply
demand, etc.

Labor availability and/or relationships (regional or global)

4.3 Limitations on Vessel Sizes

The forecast vessel sizes to the terminal impact overall terminal efficiency. The largest auto
or ro/ro vessels appear to correspond well with traditional and anticipated navigation of the
Columbia River Channel. The maximum container vessels in the 30-year forecast include
vessels of up to 1,200 feet. The Columbia River Channel transit to island is 600 in width, is
over 100 miles in length, requires numerous course corrections and will have an authorized
draft of 43 in 2010. These parameters limit the suitability of certain ship sizes and tonnages
and therefore will affect the ability of future terminals to receive the largest of forecast
vessels fully laden. Most forecasted container vessels are capable of service to the site.
Limitations also exist for the largest forecast bulk cargo vessels based on draft limitations of
the main channel and navigational constraints. Air draft limitations do not appear to restrict
the forecast vessels.

4.4 Seismic and Geotechnical Conditions

The Pacific Northwest region is seismically active and anticipated peak ground accelerations
are expected to affect the design of the facility.

24

The final design evaluates the relative probabilistic chances of occurrence during the
expected lifespan of the terminal, and provides for acceptable levels of damage and repair in
accordance with forward-looking seismic design codes.
A two-level design approach, as currently contemplated in forward-looking structural codes,
is recommended:

to better develop and mitigate the overall seismic hazard risk

to provide a more carefully designed and detailed facility

to provide more realistic expectations in terms of structural performance and

economic considerations for both construction and maintenance as well as affects on
revenue-generating capabilities.

Several methods and devices exist for stabilizing slopes and earth, including mechanical
reinforcement or densification of the ground. Additional coordination is required between
the geotechnical and structural engineer to evaluate the potential occurrence and reasonable
mitigation approaches best suited for site development.

4.5 Interrelationship between Railroad Layout and

Terminal Efficiency
It is anticipated that 50 percent or more of the overall terminal volume will be handled by
rail. On-site intermodal storage, loading, and unloading areas will be provided on West
Hayden Island, either in each terminal or a shared intermodal yard adjacent to the terminal
or terminals. The track configuration will be balanced with the marine terminal development.
Working tracks must accommodate the longest design train likely to operate on the adjacent
subdivisions. Additionally, the allowed curvature, type of turnout, and gradient of tracks in
the yard affect the landside marine terminal configuration.
The type of facility and special railcars associated with each type affects the overall rail
infrastructure requirements. The intermodal yard envisioned for each potential marine
terminal site is arranged to efficiently service two working trains. Working track lengths
(typically 2,500 to 3,500 feet long) are shown to provide efficient train sections and minimize
train breakup or assembly. Appropriate storage tracks are also provided. Railcar storage area
is provided adjacent to the loading area and sized to hold surplus rail cars. Typically there is a
weekly cycle of train circulation requiring that the terminal hold up to 150 percent of the
average daily volume at any time.
The indicated rail parameters and those indicated in the rail facility study accommodate a
large volume of traffic at optimum service levels. The concept layouts reduce switching and
assembly/breakdown of long trains, and imposes requirements having all tracks with a
minimum of 8,500 feet in length and potentially 10,000 feet in length. Regional market
advantage can be achieved by providing this level of service; other criteria must be carefully
evaluated during the alternative development as opportunity costs must be based on
compatibility and optimization of competing uses for the available land.
25

Site accessibility constrains rail service and capacity. If alternatives leave the final rail
elevation at less than the 100-year flood elevation, track grades will be inadequate to
maintain the desired speeds and grades for the optimum level of service, thus downgrading
the yard for rail performance characteristics as shown in the rail study.
Final design conditions should be coordinated with anticipated arrival and departure
intervals and with other requirements of the site and stakeholders.
Refer to Comparative Analysis of a Multi-Use Rail Served Port Facility and Applications to
West Hayden Island Working Tracks for descriptive information relating the overall rail
requirements at the site.

4.6 Natural Resource Impacts

Balancing dredge cut volumes in the channel approach to the site with fill volumes will help
to minimize impacts of transporting large amounts of fill to the site. Both dredging and
filling will affect the existing habitat areas. Filling will impact existing habitat areas but fill
could also be used to create new habitat areas.
Offshore configurations produce lesser volumes of dredge material and therefore increase
the material requirements for construction. This creates a less compact development
footprint and increases emissions from longer travel distances of vehicles or additional
development and maintenance requirements for conveyors or pipelines. Yard areas will be
required to be increased to offset the longer travel distances with buffer areas in the yard.
Larger yard areas will impact additional upland habitat areas. Offshore configurations
daylight more shallow water habitat areas and riparian habitat areas. However this requires
additional setbacks for the upland yard area from the wharf area which increases the amount
of upland habitat impacts.
Marginal wharfs create additional dredge volumes by being closer to shore and create a more
compact development footprint. This compact footprint reduces emissions by providing
shorter travel distances and reduces the operating and capital development costs for
conveyors and pipelines. However marginal wharfs cover more shallow water and riparian
habitat area.
A determination of a given terminals type, size, and location effect on channel maintenance
cannot be derived without additional further study.
The Port typically requires use of asphalt for general storage areas and concrete paving for
transfer zones, gate areas, and other highly utilized areas. The use of concrete paving blocks
has the potential to provide acceptable flexibility, engineering properties, and durability,
while also providing enhanced permeability and is worth further evaluation at the site.
Mixed-pavement types are common, with paving type selected as determined by the
supported operations, e.g., provide paver blocks beneath general storage areas and concrete
runways beneath a heavy load bearing equipment runway.
Storm water capture and treatment methods include but are not limited to the use of grassy
swales, ponds, and landscaped embankments and revetments.

26

5.0 References
Agerschou, Hans et al.
2004
Planning and Design of Ports and Marine Terminals, 2nd edition, 2004,
Thomas Telford Publishing,
American Society of Civil Engineers
2005
Ship Channel Design & Operation, Manuals and Reports on Engineering No.
107, American Society of Civil Engineers, 2005
HDR Engineering Inc.
2008
Comparative Analysis of a Multi-Use Rail Served Port Facility and Applications
to West Hayden Island, Port of Portland/ Nov 2008
International Standard Organization (ISO)
1983
ISO 6812:1983, Roll on/Roll off ship-to-shore connection Interface Between
Terminals and Ships with Straight Stern/Bow Ramps
National Center for Engineering Education Research (NCEER)
1997
Bulletin, July 1997, Vol 11, No 3)
Port of Portland
[ ]
Development Standards for Containers, Port of Portland, date unknown
Port of Portland/Parsons Brinckerhoff
2003
Port of Portland Marine Terminal Master Plan 2020, Volume 3 Planning and
Inputs, January 2003
Tsinker, Gregory P.
2004
Port engineering: planning, construction, maintenance, and security, 2004, John
Wiley & Sons, Inc.
United Facilities Criteria (UFC)
2005
4-159-03 Design Moorings, October 3, 2005
http://www.wbdg.org/ccb/dod/ufc/ufc_4_159_03.pdf
West Hayden Island Development Program
1994
Development Parameters Working Paper, Port of Portland/centurywest
Engineering Corporation

6.0 Glossary of Marine Terminology

For a thorough glossary of terminology, refer to the Glossary of Marine Terminology, U.S.
Department of Transportation, Maritime Division, 2008.
Air draft

The extreme height of a vessel above the water surface

27

Basin

The region where a vessel will expect to travel safely between the
main channel and a berth

Berth

The structure where a vessel is secured for the loading and

unloading of cargo

Berth Design Dredge

Depth

The maximum depth to which a berth will be dredged for the 30year forecast vessel

Berth Dredge Depth

The existing conditions to which a berth is dredged

Bow

The front end of a vessel

Breakbulk cargo

Loose, non-containerized cargo such as steel coils or slabs

Bulk cargo

Loose cargo shipped via a cargo hold of a vessel and generally

stored without specific quantity or identification such as grain or
solid minerals.

Bulk carrier

A vessel designed to carry bulk cargo such as grain, fertilizer, ore

and oil

Cargo

Transported goods or freight

Cargo tonnage

A quantity of cargo measured on the basis of weight or

measurement tons usually expressed in short tons, long tons, or
metric tons.

Channel

A corridor for vessels, ships, barges, and boats on water

Chassis

A frame with wheels and container-locking devices in order to

secure the container for movement

Container terminal

An area designated for the stowage of cargo placed in containers

accessible by truck, railroad, and marine transportation

Dock

A cargo-handling area where a vessel normally ties up or a

loading or unloading platform at an industrial location or
terminal

Doublestack train

A train using special railcars that enable two marine cargo

containers to be stacked one above the other

Draft

The extreme depth of water that the hull of a ship extends

beneath the water surface

Dredging

The procedure in which earth or soil is removed from the

bottom of a waterway and relocated to a different location,
usually to provide the depth required for a terminal to operate or
to maintain a previously dredged basin

Dredge maintenance
and disposal program

Longterm planning associated with the continued maintenance

of an existing navigational segment such as a channel or basin
28

Eastbound
containers

Indicates container cargo intended for inland distribution; see

also inbound or import

Export

Shipment of goods to a foreign country

FEU

Forty-foot equivalent unit and equal to two TEUs

Gauge

Lateral spacing between parallel rails supporting a crane

Harbor line

An imaginary line or plane depicting the interface between the

berth and the dock

Hatch

The opening in a deck of a vessel which provides access to the

cargo hold

Import

Shipment of goods from a foreign country

Inbound

Goods received into a terminal

Intermodal

A shipping term denoting the transfer of cargo containers

between different modes of transportation, primarily ship, truck
and train, where the equipment is compatible with multiple
transportation modes

Knot

A nautical term describing speed in terms of nautical mile per

hour

Liquid bulk

Cargo that is fluid in nature and typically transported in tankers

Load line

An open space for parking or storage in which permanent

markings are indicated to assist in cargo organization (see also
open layouts) and is typically used to describe marshalling yards
or storage for vehicles

Longshoreman

An individual employed in a port to load or unload cargo vessels

Manifold

A specially designed system of pipes designed to provide multiple

access points connecting to a primary pipeline

Marshalling yard

Areas that provide an efficient and organized approach to vessel,

truck, or train loading as they relate to the general storage area
(see load lines or open layouts)

Metric ton

One metric ton is equal to 2,204.62 pounds or 1,000 kilograms

Moorage

A location in which ships are stored, usually at anchor and away

from docks or other vessels

Mooring

Usually refers to a vessel tied up to a dock

Multimodal

See intermodal

Nautical mile

6,076 feet or 1,851.56 meters

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Nearshore

For this report, refers to the location of a dock that is directly

connected to the landside terminal, and provides continuous
marginal access for the entire length of the dock

New Panamax

Terminology which refers to the largest vessel that will be able to

navigate through the widened Panama canal

Offshore

For this report, refers to the location of a dock that is connected

to the landside terminal via an access ramp or trestle

Open layout

An open space for parking or storage in which no permanent

markings are indicated to assist in cargo organization (see also
load lines) and is typically used to describe marshalling yards or
storage for vehicles in which terminal operators can establish
storage arrangements based on short-term aspects of storage
requirements

Outbound

Goods distributed from a terminal

Panamax

Terminology which refers to the largest vessel that can navigate

through the existing Panama canal

Pilot

The operator of a vessel often times local pilots control a ship

during vessel berthing or departure from a dock

Port

A variety of definitions exist:

1. A harbor with piers or docks
2. The left side of a vessel when facing the bow
3. An opening in a vessels side used to handle freight

Post Panamax

Terminology which refers to a vessel that is too large to navigate

through the Panama Canal

Quay

See harborline

Ramp

A railroad terminal where containers are received or delivered

and trains are loaded or discharged
An access structure between the land terminal or vessel and a
dock

Reefer

A refrigerated or temperature-controlled container

Roll-on roll-off

A method of ocean cargo service using a vessel with ramps to

enable wheeled containers, trailers, or vehicles to be loaded and
unloaded without the use of cranes

ro/ro

See roll-on roll-off

30

Shallow water habitat

zone

and is evaluated as environmentally sensitive location which

extends from +6 to -18 NVGD / +4 to -20 CRD

Shoaling

The tendency of sediment to accumulate at specific locations

within a waterway over time

Short ton

One short ton is equal to 2,000 pounds or 0.91 metric tons

Spreader

Equipment designed to lift containers by their corner casters

Stack train

A rail service in which railcars carry doubletacked containers on

specially operated unit trains

Stakeholders

Parties with vested interest in the specific details of development

Starboard

The right side of a ship when facing the bow

Stern

The rear end of a vessel

Straddle carrier

Mobile truck equipment that is capable of lifting containers

within its own framework

Terminal

An assigned area where containers are prepared for loading or

unloading into a vessel, train, or truck, or are stored immediately
after discharge from a vessel, train, or truck

TEU

Maritime abbreviation for Twenty-foot Equivalent Unit refers

to a standard 20-foot container. Two TEUs is equal to one
FEU.

Transloading

To transfer goods from one storage unit to another, such as from

a damaged cargo container to one that is in good working
condition

Tug-assistance

A practice in which tugboats are employed to assist a vessel

during berthing operations or other maneuvering procedures

Turnaround

Refers to the amount of time measured from the arrival of and

departure of a ship in port

Turning circle or
basin

Areas used in normal operations to bring a ship about and to

maneuver to and from a berth

Unit train

A train comprising a specified number of railcars that remain

together as a unit from the point of loading to the point of
discharge

Westbound
containers

Indicates container cargo intended for outgoing distribution; see

also outbound or export

Yard

An area for assembling or storing cargo

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