the preceding conclusions concerning potential bollard...

Port of Majuro Pre-Final Master Plan February 2014 3- 31

The preceding conclusions concerning potential bollard loads are associated with larger cargo vessels and oil tankers that are presently calling upon the Port of Majuro. Chapter Four concerning marine transport trends identifies the potential size of cargo vessels and oil tankers that may call upon the Port of Majuro by the end of the coming decade. Vessels having a greater fully loaded displacement will generate increased load requirements for bollards along the main dock.

3.5.2.3 Dock Apron The dock apron extends about 15 meters south of the north-facing main dock. A chain-link fence and two related gates are located along the south end of the dock apron to provide security to the adjacent cargo handling area, as well as vehicular access for cargo handling equipment used by local stevedores. The width of dock aprons in most ports typically range between 15 and 50 meters depending upon the type of equipment used for cargo loading and unloading (Thoresen, 2010). A 20-meter width is considered to be a minimum acceptable apron width (Agerschou et al, 2004). In January 2013, Lyon Associates observed the nighttime unloading of containers from a container cargo vessel berthed along the main Delap Dock, as well as the related movement of unloaded containers to the adjoining container storage yard via toplift equipment. Toplift operations by a capable, experienced operator required the full width of the dock apron that allowed for little or no margin of error. This reality suggests that the width of the dock apron needs to be expanded even if future cargo handling continues to be made only through the use of toplifts and forklifts (Table 3-9). The dock apron, which is constructed of concrete, is in fair to good condition and varies over the course of the entire dock length. Areas exhibiting greater wear and deterioration appear to have been influenced by cargo handling operations, e.g., movement of containerized cargo by forklifts and toplift equipment. Forklifts and toplifts move containerized and general cargo from the dock apron to an unpaved container storage yard. Smaller gravel on the surface of unpaved container storage yard is carried to the concrete dock apron on the tires of forklifts and toplifts. Smaller pieces of gravel have, over time, been gradually ground into selected areas of the concrete dock apron. Ultimately, selected areas of the concrete dock surface have been impacted and damaged to varying degrees by the higher wheel loads of forklifts and toplifts.

Delap Dock Apron


The patching of damaged concrete areas, as well as the paving of the entire cargo handling and storage area, would significantly help reduce future damages to the decking of the Delap Dock apron (Table 3-9). A paved concrete surface would concurrently help increase the efficiency of cargo handling operations. 3.5.3 Delap East Dock A second dock, referred in the master plan as Delap East Dock, is situated on the east side of Delap Dock (Figure 3-9). This dock is primarily used by interisland cargo vessels for the offloading of copra to the Tobolar Coconut Processing Authority.

3.5.3.1 Vessel Berth Delap East Dock extends approximately 82 meters in length. Water depths along the quay wall, which were measured by Lyon Associates in December 2013, ranged between four and twelve meters. Use of the entire dock length is sometimes constrained by the moorage of government patrol vessels on the south end of this dock. Otherwise, the length, depth, and width of this berth appear to be adequate to support the unloading of copra from interisland cargo vessels. The largest interisland vessel used by Marshall Islands Shipping Corporation is the vessel Aemman. This vessel has a vessel length of 48.55 meters, a breadth of 8.5 meters, and a 3.2 meter draught.


3.5.3.2 Bollards, Cleats and Fenders Four bollards and five cleats are located along Delap East Dock. The bollards and cleats are both spaced approximately 15 meters apart. Fenders are installed below most of the bollards along the dock face, although some were missing in May 2013. Similar to the main dock, the bollards and cleats also exhibit considerable rust and corrosion and require replacement (Table 3-9). The size and spacing of the bollards suggest that existing bollards were originally rated to support a load of roughly 200 tons. To assess the adequacy of the bollards loads, Lyon Associates examined the characteristics of the interisland passenger and cargo vessel Aemann. This vessel is the newest and largest vessel owned and operated by Marshall Islands Shipping Company. This vessel is used for the inbound transport of copra, the outbound shipment of other domestic freight, and the transportation of passengers to and from the Outer Islands. The design of any new bollards on the Delap East Dock should assume, in part, the primary use of the dock by the largest interisland cargo/passenger vessel. The Aemman has a deadweight tonnage of 547.82 metric tons. Lyon Associates estimates that the fully loaded displacement of this vessel is approximately 175+ tons. Using available design criteria, bollards along the East Dock should be capable of supporting a 10 ton load and be spaced roughly 10 meters apart. 3.5.3.2 Concrete Decking The concrete decking of the Delap East Dock appears to be in relatively good condition. Selected areas of the decking may require some limited patching (Table 3-9). Cargo handling along the East Dock is primarily manual as copra deliveries to Tobolar are typically loaded in bags and carried by stevedores into one of the adjacent Tobolar warehouses. The infrequency of heavy equipment operations along this dock has helped sustain the condition of the concrete decking. 3.5.4 Delap West Dock A third dock is located on the west side of the main Delap Dock (Figure 3-9). For the purposes of this master plan, this dock is referred to as Delap West Dock. This dock extends about 64 meters in a north-south direction. Water depths along the quay wall range between 6.25 and 11.50 meters. A small boat was berthed at this dock in January 2013 that apparently supports activities of the RMI Ministry of Public Works. Otherwise, no other use of the dock appeared to have been made during Lyon Associates 11-day field visit in January 2013. 3.5.4.1 Dock Face, Bollards, Cleats and Fenders In January 2013, Lyon Associates observed considerable deterioration of the dock face. Some well-worn fenders were in place along the dock face. No bollards or cleats were installed along the West Dock.


Potential repairs to this dock should be considered in the context of future use since its existing use appears to be limited. Representatives of Majuro Stevedore and Terminal Company suggested to Lyon Associates in January 2013 that the Delap West Dock should be rehabilitated and used as a small fisheries dock. This potential use and fishery dock needs are discussed in Chapter Six concerning future port facility needs. 3.5.4.2 Concrete Decking Concrete decking and curbing along the Delap West Dock are in fair to poor condition. Some areas have been damaged or excessively worn by cargo handling equipment operations. The cause of these damages was previously described in the description of the dock apron (see section 3.5.2.3). The repair of concrete decking and curbing should be undertaken in the context of planned uses of this dock, which are recommended in Chapter Six. 3.5.5 Cargo Handling and Container Storage Area The cargo handling and container storage area behind the dock apron includes roughly 3.2 hectares of land area that is presently used for the movement and storage of dry and refrigerated containers, general palletized cargo, and empty containers (Figure 3-9). Within this area, there are several structures that directly support the maintenance and repair of cargo handling equipment, as well as provide enclosed areas for stevedore rest and recreation area. Existing structures are more specifically described in section 3.5.6. 3.5.5.1 Stored Solid Waste Material and Other Smaller Equipment The efficiency of the cargo handling area is hampered significantly by:

• the storage of various solid waste materials in selected areas of the overall cargo handling area. These materials are not related to stevedoring operations or the storage of cargo.

• encroachment of the western portion of the Delap container yard by the RMI Ministry of Public Works.

All discarded solid waste material and other equipment and supplies unrelated to port and stevedoring operations need to be removed from the cargo handling area as soon as possible. The presence of these materials significantly reduces the effective amount of area available for cargo handling. They also represent obstacles that hinder the efficient movement of cargo handling equipment in the container yard. 3.5.5.2 Lack of Paved Surface The second issue impacting the efficiency and cost of stevedoring operations is the lack of a continuous paved surface over the entire expanse of the cargo handling area.


"Very even pavements are required where forklifts and other small wheel equipment are used. Both the high front-wheel loads for forklifts, as well as the grinding effect of their turning rear wheels when the forklift is empty and the rear wheels carry the full load of the counterweight, are hard on pavements" (Agerschou, 2004).

There are, at least, three options to consider for the potential paving of the cargo handling area.

1. Bituminous pavements are easier and less costly to repair. But pavements in cargo handling areas are frequently exposed to petroleum products leaking from cargo handling equipment. These and other chemicals sometimes soften bituminous pavements. This characteristic can sometimes lead to their complete disintegration (Agerschou, 2004).

2. Concrete pavements in cargo handling areas are more resistant to most chemicals and can

be easily cleaned. At the same time, concrete pavements are more susceptible to cracking when differential settlements occur. This characteristic makes it more difficult to operate small-wheel equipment (Agerschou, 2004).

3. Most general cargo and container terminals use smaller concrete blocks, which have been

used for heavy duty pavements for over 25 years (Howe and MacLeod, 2008). The installation of concrete blocks requires an underlayment of stone, gravel, sand or other materials (Agerschou, 2004).

The use of concrete block pavements has been used based on the ability of concrete block pavements to withstand severe dynamic and static loadings, resistance to fuel and hydraulic oil damage, and settlement. This pavement option can also be attractive in terms of construction cost and is often more economical than asphalt or rigid concrete pavements. While concrete block pavements have performed well for many cargo-handling areas, there are instances where premature pavement failures have occurred. Pavement failures have occurred in container terminals using heavier container handling equipment, e.g., Rubber Tyred Gantry Cranes, Automatic Guided Vehicles and Straddle Carriers, that create channelized wheel paths (Howe and MacLeod, 2008). The preceding review of pavement options suggests that the use concrete block pavement in the cargo handling area is an attractive approach. The construction of a concrete block pavement may possibly generate some savings in construction costs. The availability of, at least, one local construction company in Majuro that makes construction blocks, which meet the quality and specifications of industry standards, might enable the use of locally manufactured concrete blocks for construction of a paved cargo handling area. Although, it is likely that any local company would need to have the design and manufacturing process approved and independently tested by a third party to insure that the blocks meet the rigid requirements and specifications for a heavy block pavement application. Each of these preceding options will require a more detailed review during any future design of a paved cargo handling area. This review will need to, at least, consider alternate costs and the risks associated with each option. An important consideration associated with the potential design of this improvement will also be the type of cargo handling equipment that will be used at Delap Dock in the future. This topic is addressed in Chapters Four and Six.


3.5.6 Buildings that Support Cargo Handling, Transit Storage, and Port Operations There are several buildings on Delap Dock that support stevedoring operations related to cargo handling and related cargo transit storage. In addition, there are other facilities owned and operated by the RMI Ports Authority that are used to support port administration. The function and condition of these facilities are described in the following paragraphs and summarized in Table 3-9. 3.5.6.1 RMI Ports Authority Office Building The RMI Ports Authority owns a two-story office building along the southern boundary of the overall Delap Dock area. The ground floor of this building provides floor space for some local shipping agents. Floor space on the second floor contains offices occupied by RMIPA management and other administrative staff, a conference room, and other administrative areas. The building structure is comprised of a concrete frame, floor and roof slabs with concrete masonry walls. Other building characteristics are summarized in Table 3-11. In January 2013, this building was found to be in good physical condition and receiving daily and periodic maintenance.

TABLE 3-11 RMIPA OFFICE BUILDING CHARACERISTICS

Item Description Structure Finish

FLOOR Concrete Tile ROOF Concrete Concrete WALL CMU Plaster/Paint DOORS Wood Paint WINDOWS Aluminum Factory UTILITY Elec./Tel./Plumbing FUNCTION Office


3.5.6.2 MSTCO Office and CFS Warehouse The Delap stevedore building is situated immediately east of the RMIPA office building along the main shoreline road. This building is occupied by Majuro Stevedore and Terminal Company (MSTCO) that presently provides all stevedoring services at Delap Dock for the RMI Ports Authority. An upper floor and part of the ground floor of this structure houses the management and administrative offices of MSTCO. The ground floor also includes an enclosed cargo transit storage area where local consignees receive and retrieve a portion of incoming container freight station (CFS) cargo that is shipped to the Port of Majuro within one container. This building is a pre-engineered metal building consisting of a tall warehouse portion and a two-story office within the building envelope. The office portion consists of a concrete floor supported on a concrete and steel frame. Other building characteristics are summarized in Table 3-12. This building was observed to be in fair to good condition in January 2013; the building interior exhibited signs of limited maintenance. However, this building can continue to serve its required functions.

TABLE 3-12 MSTCO OFFICE AND CFS WAREHOUSE

BUILDING CHARACTERISTICS


FLOOR Concrete Concrete ROOF Steel Galv. Metal WALL CMU/Steel Paint DOORS Hollow Metal Paint WINDOWS Aluminum Factory UTILITY Elec./Tel./Plumbing FUNCTION Office/Storage


.3.5.6.3 Delap Guard House Delap Guard House is located along the main shoreline road and represents the initial check-point where incoming visitors must pass and gain clearance before entering Delap Dock's cargo handling area. This facility is manned by security personnel from the RMI Ports Authority. The building consists of a concrete masonry bearing wall, exterior columns with sloped wood truss roof, as well as a shingle roof covering. Other building characteristics are summarized in Table 3-13. This building is a relatively new structure that appeared to be in good condition in January 2013.

This facility requires daily maintenance of the building exterior and concrete sidewalk that provides visitor access to a front service window. Vehicular traffic entering and departing from the cargo handling area, as well as traffic passing along the main shoreline road, transport dust and debris onto the building exterior and concrete sidewalk area. The presence of two security checkpoint facilities at the cargo handling area entrance appears to be a duplication of security facilities. Although, the container yard entry office building (on the west side of the Delap entrance), which is also located at cargo handling entrance, may have represented the only security facility prior to the construction of the new guard house. Given the condition of the container yard entry office building, the newer guard house should continue to be used as the sole checkpoint facility.


3.5.6.4 Container Yard Entry Office The container yard entry office is situated at the vehicular entrance to the container storage yard, immediately west of the guard house. This structure is apparently used as a checkpoint for cargo consignees, other visitors and vehicles leaving the container storage yard. The one-story building consists of a concrete masonry bearing wall with a concrete roof that has been overtopped with a wood frame and corrugated metal roof. Other building characteristics are summarized in Table 3-14. The building is in poor condition, is substandard in serving its functional need, and has exceeded its useful life. Further, it duplicates the purpose of the new adjacent guardhouse. It is recommended that this building be demolished and that the newer guardhouse be used as the sole security facility at the entrance to the cargo handling area (Table 3-9).

TABLE 3-13 DELAP GUARD HOUSE BUILDING CHARACTERISTICS

Item Description

Structure Finish FLOOR Concrete Concrete ROOF Wood Galv. Metal WALL CMU Plaster/Paint DOORS Wood Paint WINDOWS Aluminum. Factory UTILITY Elec./Tel/Plumbing. FUNCTIION Office


3.5.6.5 Abandoned Restroom/Shower Building An abandoned restroom building is situated in southwest corner of the Delap Dock area along the north side of the main shoreline road. This facility contains a concrete foundation with concrete masonry walls and a corrugated metal roof. Other building characteristics are summarized in Table 3-15. This facility should be demolished and removed from the Delap Dock area as it serves no function to RMIPA, Majuro Stevedore and Terminal Company, or other port users (Table 3-9).

TABLE 3-15 ABANDONED RESTROOM/SHOWER


Item Description

Structure Finish

FLOOR Concrete Concrete

ROOF Wood Galv. Metal

WALL CMU Plaster/Paint

DOORS Wood Paint

LOUVERS Wood Stain

UTILITY None

FUNCTION Restroom/Shower

TABLE 3-14 CONTAINER YARD ENTRY OFFICE



FLOOR Concrete Concrete ROOF Concrete/Wood Galv. Metal WALL CMU Plaster/Paint DOORS Wood Paint WINDOWS Wood/Aluminum. Paint/Factory UTILITY Elec./Tel. FUNCTION Office


3.5.6.6 Electrical Generator Buildings An electrical generator building is situated on the north side of the RMIPA office building. This facility houses a 50 kilowatt generator which provides an electrical back-up supply to the RMIPA office building. The electrical generator building is a recently built concrete masonry structure that contains a concrete floor, no windows, and a concrete roof. Other building characteristics are summarized in Table 3-16. In January 2013, this structure appeared to be in relatively good condition and should continue to serve its intended function.

TABLE 3-16 ELECTRICAL GENERATOR BUILDINGS CHARACTERISTICS


FLOOR Concrete Concrete ROOF Concrete Concrete WALL CMU Plaster/Paint DOORS Hollow Metal Paint WINDOWS UTILITY Electrical. FUNCTION Utility


There is also an abandoned electrical generator/storage building that is situated between the MSTCO building (as described in 3.5.6.2) and the container yard entry office (as described in 3.5.6.4). This building consists of a concrete masonry bearing wall and a concrete roof and can be seen in the photo to the right. The original purpose of this structure has been replaced by the newer electrical generator building and is now under utilized for storage. Its useful life has been exceeded, and its function can be more effectively addressed through its demolition and the construction of a new storage building, or the storage of supplies in another existing building on Delap Dock (Table 3-9).

3.5.6.7 Delap Stevedore Recreational Building A recreational building for local stevedores is located along the west boundary of the Delap Dock area. This facility provides a rest and relaxation area for stevedores working at Delap Dock, mainly in overnight operations. This is a relatively new structure consisting of a concrete masonry wall and a sloped wood-framed roof with corrugated metal roofing. Other building characteristics are summarized in Table 3-17. The storage of some supplies is located in an adjacent cargo container.

TABLE 3-17 STEVEDORE RECREATIONAL BUILDING CHARACTERISTICS


FLOOR Concrete Tile

ROOF Wood Galv. Metal

WALL CMU Plaster/Paint

DOORS Hollow Metal Paint

WINDOWS Aluminum Factory

UTILITY Elec./Tel./Plumbing

FUNCTION Social/Entertainment


The stevedore recreational building is in good condition and should continue to serve its function over a normal useful life of many more years. However, the adjacent container storage is a makeshift answer to a storage need. This need should be addressed through the construction of a new supporting structure that could be connected to the recreational building (Table 3-9).

3.5.6.8 Boat House A small boathouse is situated along the west boundary of the Delap Dock area, immediately north of the recreational building. The structure is used to house a small boat owned by MSTCO. This structure is a wood-framed structure built upon a concrete foundation. The front wall of this building is open, but enclosed by a chain-link fence. Other building characteristics are summarized in Table 3-18. In January 2013, this structure was in fair to poor condition.


TABLE 3-18 BOAT HOUSE CHARACTERISTICS


FLOOR Concrete Concrete ROOF Wood Galv. Metal WALL Wood Paint DOORS Metal Fence Galv. WINDOWS Fence Galv. UTILITY FUNCTION Storage

The location of this building within the cargo handling area is questionable since its function does not directly support stevedoring or general port operations. Its presence within the cargo handling area reduces the effective land area that is available for cargo handling. For this reason, it is recommended that the building and small boat be removed from the cargo handling area (Table 3-9).


3.5.6.9 Delap Yard-Shop Office The Yard-Shop Office is situated along the south side of the dock apron between two of three gate openings that provide access from the dock apron to the cargo handling area. The building appears to be primarily used as a place for stevedores to wait for incoming cargo vessels to berth along the main dock until cargo unloading begins. This building is a wood framed structure that is supported by two attached containers. Other building characteristics are summarized in Table 3-19. This building appeared to be in fair to poor condition in January 2013. This building should be demolished and replaced with a new facility that combines the need for stevedore waiting areas with other stevedoring functions (Table 3-9).

TABLE 3-19 YARD-SHOP BUILDING CHARACTERISTICS


FLOOR Concrete Concrete ROOF Concrete/Wood Galv. Metal WALL CMU Plaster/Paint DOORS Wood Paint WINDOWS Wood/Aluminum. Paint/Factory UTILITY Elec./Tel. FUNCTION Office


3.5.6.10 Delap Dock Office A small dock office is located along the easternmost gate opening between the dock apron and the cargo handling area. It is unclear whether this facility serves any administrative purpose, with the exception of it being a storage location for the control center of the Delap security camera equipment. It is believed that it also provides another covered waiting/rest area for stevedores. This building is a repurposed shipping container set on concrete foundation blocks. The walls of the container shell have been covered with corrugated metal siding. Other characteristics of this structure are summarized in Table 3-20. In January 2013, this building was observed to be in fair to poor condition.

TABLE 3-20 DELAP DOCK OFFICE BUILDING CHARACTERISTICS


FLOOR Metal Wood ROOF Metal Galv, Metal WALL Metal Paint DOORS Hollow Metal Paint WINDOWS UTILITY Elec./Security FUNCTION Office


Similar to the yard office building, this structure should be replaced by a new building that addresses stevedore employee and supply storage needs (Table 3-9) as well as a secure area for the security system control center. Smaller structures scattered at various points throughout the cargo handling area contribute to a reduction of the land area that is available for cargo handling and container storage. 3.5.6.11 Fuel Building This fuel building provides shelter to the fuel manifold, valves, as well as supply and distribution lines located on the south side of the dock apron. Oil tankers deliver fuels to the main dock, which are transported via a 16-inch line to the Marshall Energy Company tank farm. MEC storage tanks are located on the south side of the main shoreline road across from Delap Dock. The fuel building is a concrete masonry structure that includes a wood framed roof with corrugated roofing. Other characteristics associated with this structure are summarized in Table 3-21.


This structure is in poor condition. A new facility should be constructed to semi-enclose fuel supply and distribution system connections and provide a safer operational location for the resupply of MEC fuel storage tanks and the occasional distribution of diesel fuels to vessels requesting the purchase of fuel (Table 3-9). 3.5.6.12 Delap Dock Maintenance Building The Delap Dock Maintenance Building is situated along the east side of the cargo handling area. This facility is used by local stevedores for the maintenance, repair and storage of cargo handling equipment. This structure, which appears to have been constructed in at least three phases over time, contains steel frame columns and beams along with wood roof trusses that are covered with corrugated metal roofing. The front wall of the structure is open to enable convenient vehicular access. Other characteristics of this structure are summarized in Table 3-22. This building is considered to be in fair condition based upon observations in January 2013.

TABLE 3-21 FUEL BUILDING CHARACTERISTICS


FLOOR Concrete Concrete ROOF Wood Galv. Metal WALL CMU Paint DOORS Metal Fence Galv. WINDOWS Wood Paint UTILITY Elec. FUNCTION Utility


TABLE 3-22 DELAP DOCK MAINTENANCE BUILDING CHARACTERISTICS


FLOOR Concrete Concrete

ROOF Steel/Wood Galv. Metal

WALL CMU/Wood Galv. Metal

DOORS Wood/Metal Paint

WINDOWS

UTILITY Elec/Tel/Plumbing

FUNCTION Maintenance/Storage While the basic structure could be utilized in a renovated structure, the exterior wall enclosure and interior partitions will require replacement (Table 3-9). In addition, the north end of this may need to be demolished to enable a potential widening of the dock apron. However, prior to completing any specific improvements to the building, a more detailed study of this structure should be made in the context of equipment maintenance and repair needs, as well as planned improvements to the overall container yard area.


3.5.7 Supporting Utilities Delap Dock includes water, electrical, and fuel systems that are installed to support general port operations, cargo handling and container storage, fuel deliveries by oil tankers, and the distribution of diesel fuels to incoming fishing and other vessels. The type and condition of these facilities are described in the following paragraphs. 3.5.7.1 Electrical Distribution and Overhead Lighting Systems

Energy Supply and General Distribution An overhead 15-kilovolt electrical distribution line and an underground 15-kilovolt electrical distribution line deliver power generated at the Marshall Energy Corporation power plant to the Djarrit-Uliga-Delap/Rita area, as well as the residential and commercial areas west of the power plant. The overhead distribution line is used to provide primary electrical service to homes, businesses, and restaurants while the underground distribution line delivers service to the Capitol building, the Hospital, Uliga Dock, and other essential facilities. Delap Dock Entrance, Offices and CFS Warehouse A utility pole is located in front of the RMIPA office building and Majuro Stevedore and Terminal Company (MSTCO) office/warehouse building (Figure 3-10). Three distribution transformers on the utility pole reduce the voltage from the main distribution line. From these transformers, there is a 240-volt electrical service to both the RMIPA office and the MSTCO office/warehouse. The feed to the RMIPA office building powers the RMIPA administrative offices on the first floor of the building, as well as offices for various shipping agents and other RMIPA offices on the ground floor. The other power feed delivers electrical power directly to the MSTCO offices and warehouse (Figure 3-10). MSTCO operates and maintains an administrative office and a container freight station (CFS) warehouse on the ground floor. Other administrative offices are located on the first floor of the building. The same electrical service feeds a smaller building at the Delap Dock entrance and an overhead floodlight east of the MSTCO office. There is a smaller single-phase 240V electrical feed that powers the RMIPA security guard shack. This shack is located at the entrance gate to the Delap container yard located off of the main roadway. The security shack contains lighting, computers, and an air conditioning unit. Refrigerated Container Storage Area The other main feed to the Delap dock comes from a utility pole that is located in front of the RMIPA security building at the main entrance to the Delap container yard. This feed extends underground from the utility pole to a series of transformers that are situated directly east of the RMIPA security building. From the transformers, there is a 480V feed to a refrigerated container storage area.


Majuro Stevedore and Terminal Company (MSTCO) installed eighteen 480V electrical hookups in the refrigerated container storage area in 2012 (Figure 3-10). East of the security buildings at the Delap Dock entrance, six of the eighteen 480V electrical hookups are located approximately seven meters from the security fence that runs parallel to the main shoreline roadway in front of the transformers. This same fence continues toward the Marshall Energy Company complex and then turns north towards the Majuro Lagoon for approximately 64 meters. An additional twelve 480V electrical connections are installed along this section of fencing. The security fence then turns east towards the Delap Dock Maintenance Building where MSTCO repairs and stores their cargo handling equipment.

MSTCO plans to install an additional 12 electrical hookups along this section of fencing. However, this improvement requires review and approval by RMIPA which is pending at the time of this report.

Cargo Handling and Dry Container Storage Yard Additional electrical feeds come off of the ground-based transformers to the cargo handling and dry container storage area. Another underground single-phase 240V electrical feed traverses the Delap container yard (Figure 3-10). The underground electrical feed transverses the perimeter of the Delap container yard providing power to the Delap Dock Maintenance Building that borders the adjacent Tobolar coconut-processing complex. This underground line feeds overhead lighting and various electrical outlets and hookups that are contained in the Delap Dock Maintenance Building.

The underground electrical line continues along the security fence that is located behind the dock apron. Four flood light poles are installed along this fence, which extends from the fuel pump manifold to the western face of the dock. Each flood light pole consists of two overhead metal-halide lamps. The flood light installations have one lamp facing towards the Delap dock apron and the other facing towards the container yard.

During the master plan process, various port stakeholders and MSTCO representatives indicated that lighting along the dock and container storage area was inadequate to

Reefer container electgrical hookups


support cargo handling and general security purposes. MSTCO representatives suggested that any supplemental lighting should be installed along the perimeter areas of the container yard so that lighting standards do not hamper the efficiency or safety of stevedoring operations. High-pressure sodium vapor lamps would be preferred due to better illumination than a metal-halide while using less energy. The underground electrical distribution line along the security fence also delivers electrical power to the Delap Dock Office and the Delap Yard-Shop Office. Both of these facilities are located along the security fence behind the dock apron, and support stevedoring operations. The Delap Dock Office contains interior lighting and a wall mounted air conditioning unit, as well as security cameras that are mounted on this structure (see section 3.5.6.10). The Delap Yard-Shop Office (see section 3.5.6.9) has interior lighting, wall-mounted air conditioning, and security cameras. The electrical feed then continues along a security fence line that extends along the western limits of the container yard. In this area, there is the Delap Stevedore Recreational Building that is used by stevedores during the offloading of cargo from international cargo vessels. Electrical service to this recreational lounge provides electrical energy to a kitchen area, interior lighting, and air conditioning units. Continuing along the western limits of the container yard, the electrical feed powers an abandoned restroom facility and overhead floodlight at the southwest corner of the Delap Dock property. The abandoned restroom facility is situated adjacent to the RMIPA office building. Power Outages and Back-Up Power Supply Marshall Energy Company typically carries out one planned power outage for the main electrical feed for Majuro. This intentional power outage is made for maintenance purposes. In addition to the one monthly planned outage, there are normally two to three unplanned outages that are caused by issues associated with the distribution system (Wakefield, 2013). To sustain electrical service to RMIPA and the shipping agent offices, RMIPA has installed a backup generator behind its office building. A 50-kilowatt (kW) Kohler generator is housed in a concrete masonry unit building, which is used to supply backup power when there is a power outage. The generator was installed to require a manual start in the event of a power outage.

RMIPA Backup Generator Housing

RMIPA Backup Generator


Electrical System Needs Both short and long term solutions are required to sustain the delivery of electrical power to Delap Dock on a continuous basis. In the short term, the existing backup power supply system needs to be modified to enable an automatic start-up and transfer of power from the backup generator when a power outage occurs that interrupts power distribution to the RMIPA office (Table 3-9). Electrical service to buildings in the cargo handling and container storage yard, which are recommended for demolition or replacement, should be disconnected prior to demolition. Future international cargo shipments to Delap Dock will include the delivery of a greater number of refrigerated containers. More refrigerated containers will require the installation of additional refrigerated container electrical outlets which, in turn, will increase the connected electrical load generated by port related activities at Delap Dock. The potential demand for additional electrical outlets that are needed to support the storage of refrigerated containers is evaluated in Chapter Six (Table 3-9). On a longer-term basis, the sustained delivery of electrical power to Delap Dock will require the development of an independent power supply and distribution system at Delap Dock (Table 3-9). The options associated with this longer-term need are also discussed more fully in Chapter Six concerning future port needs.

3.5.7.2 Fuel Supply and Distribution The Marshalls Energy Company (MEC) operates a fuel tank farm south of Delap Dock on the ocean side of the main shoreline roadway. The tank farm includes eight larger tanks for the storage of diesel fuel. An intake and distribution manifold is located on the Delap Dock apron adjacent to the Tobolar Coconut Processing Authority complex. A 16-inch line is used to transfer diesel fuel from arriving oil tankers to the storage tanks (Figure 3-11). Two parallel 6-inch lines, which deliver fuel from the storage tanks to the fuel manifold on the dock apron, are located along the same alignment. MEC typically receives fuel deliveries about once every two months, but sells fuel almost every day to purse seine and other fishing vessels. The sale of fuel to these vessels provides a critical component of MEC’s operating budget (Wakefield, 2013).


The alignment of the fuel lines is a straight north-south route from the fuel farm to the fuel manifold at the dock apron. Unfortunately, fuel lines along this route are situated directly under the rear wall of the Delap Dock Maintenance Building which is used by MSTCO for the maintenance, repair and storage of cargo handling equipment. Tobolar warehouses are also located immediately east of fuel supply and distribution lines. In the event of a fuel leak or structural fire, access to the fuel lines would be extremely difficult. MEC currently has plans to rearrange and expand its fuel tank farm on the ocean side of the main shoreline roadway (Table 3-9). The expansion of fuel storage capacity at the tank farm would provide an emergency gasoline supply for the South Pacific and Micronesia region. MEC is also interested in replacing any outdated fuel lines, which may be recommended for the port. The scheduling of these improvements will require close coordination with RMIPA, as well as the establishment of access easements so that no future structures are not built on top or immediately adjacent to fuel lines. When the lines are replaced, it is very important that they be designed and constructed according to current international petroleum engineering codes and standards.

Fuel Line Route

Fuel Line Route


3.5.7.3 Water Systems The Majuro Water and Sewer Company (MWSC) provide potable water and fire flow to the Delap Dock area via two separate water distribution systems (Figure 3-12).

Potable Water Distribution Two parallel 12-inch water mains extend along the main shoreline roadway from catchment tanks and the treatment plant at Amata Kabua International Airport to a lateral near the entrance to Delap Dock. The 12-inch main along the main shoreline roadway connects to a 4-inch lateral that originally enabled distribution of potable water to the dock apron at Delap Dock. It is uncertain whether or not existing offices of RMIPA and Majuro Terminal and Shipping Company, or other facilities in the cargo handling and storage area, are connected to the potable water system via the same 4-inch lateral. There are three supply valves located along the dock apron. However, Lyon Associates observed that no water could be released from the distribution lines serving the dock apron in May 2013. The potable water valves were filled with cobwebs and appeared as if they had not been opened in many years. Currently, any vessels requiring potable water are serviced by water trucks from MWSC.

Fire Flow Distribution An 8-inch saltwater distribution line is located along the main shoreline roadway. This distribution system extends to the Delap Dock apron, where there are three in-ground hydrant connections, via an 8-inch lateral. In May 2013, the saltwater distribution lines did not release water when their related valves were turned on. The saltwater distribution system and in-ground fire suppression hydrants appear to have not been used or maintained for many years. The in-ground hydrant covers were concaved in due to heavy loading likely from vehicles and stevedoring equipment. The hydrants were also completely filled with silt and sand. Water System Needs As previously mentioned in section 3.4.4.3, the overall potable and fire suppression system for Majuro is in need of significant repairs and sustained maintenance (Table 3-9). Leaky distribution mains and a system of pumps at the main reservoir area need replacement to help rectify low and varied system pressures. Due to the high cost of electricity, the three main conveyance pumps at the treatment area are kept operating for only a few hours a day. Consequently, system pressures occasionally drop considerably during periods of high demand. In order for the potable and saltwater distribution system at Delap Dock to be operable, the potable distribution valves and fire suppression hydrants will, at a minimum, need to be replaced. The lateral lines will also likely need to be replaced due to their age. Further volumetric and pressure testing should be done to determine if the lines could still be used. But, for increased performance and pressures, replacement of the entire system is recommended (Table 3-9).


If the water systems are to be upgraded, such improvements would require close coordination between RMIPA and MWSC. MWSC would have to be consulted regarding the capacity of the municipal water system to supply potable water to incoming vessels via shore side lateral connections. If the pressure is not reliable or the supply volumes are not adequate, it would not be feasible to replace or upgrade the infrastructure. An alternative to connecting to the municipal system is the installation of a water storage tank somewhere on or near Delap Dock (Table 3-9). This option would provide a reliable pressure and supply if the tank was kept filled during time periods when there was lower domestic water consumption. The availability of salt water is necessary for the protection of structures located at Delap Dock. The availability of potable water at Delap Dock for dock maintenance and occasional vessel maintenance is also desirable. However, the demand of potable water from vessels at the Delap dock is not significant. A majority of the cargo vessels and purse seine fishing vessels contain their own reverse osmosis seawater desalination systems that enable them to be self-sufficient. At the same time, there are some fishing companies, e.g., Koo's Fishing Company, that periodically request the delivery of fresh water to one or more of its purse seine vessels. Informal discussions with representatives of locally based fish companies suggest that long line fishing vessels and the interisland passenger/cargo vessels probably represent the largest market for freshwater. Long line vessels associated with Luen Thai Fishing Venture, Ltd. can presently obtain water storage tanks located at Marshall Islands Fishing Venture.

the preceding conclusions concerning potential bollard...

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