Academic literature on the topic 'Laem Chabang Port'

An environmental study was conducted as a part of coastal water quality management for Laem Chabang Deep-Sea Port. It was revealed that the existing seawater quality at Laem Chabang area is generally well within standards for unpolluted seawater, making it suitable for fishing and recreation. Environmental impact assessment of the different activities to be carried out in relation to the Laem Chabang port development indicated that the following significant impacts on the marine environment can be anticipated: (1) direct damage to biological organisms by resuspension of organics due to disturbance of marine habitat during dredging/reclamation and breakwater/pier construction; (2) creation of high turbidity by disposal of dredge spoil which disturbs and/or smothers marine flora and fauna and, more importantly, poses the greatest threat to the tourism industry in Pattaya located about 12 km from the project site; (3) modification of the tidal current direction and velocity in the Laem Chabang bay as a result of dredging in the entrance channel, fairway and basin; (4) deterioration of seawater quality due to discharge of tapioca powder losses, domestic wastewater from port area and sewage from ships (5) destruction of the aesthetic aspects of the port waters and surrounding areas as a consequence of solid waste generation from cargo handling from ships. A number of strategies/measures for coastal water quality management to prevent or minimize the adverse impacts have been recommended. The proposed environmental protection program is necessarily justified considering the economic benefits to be gained by the country from port operations.

Marine phytoplankton was investigated in ballast water of ships from 2010 to 2012 with a collection of 30 marine vessels that docked at Laem Chabang International Port in Chonburi Province, Thailand. The results showed that the dominant group of phytoplankton was diatoms. The amount of phytoplankton in the ballast tanks averaged less than 10 cells/ mL, which is less than Regulation D-2 of the Ballast Water Management Convention which requires that marine organisms between the sizes of 10 ? X <50 µm should be less than 10 cells/mL and size ? 50 µm should be less than 10 cell/m3 in ballast water. Alien species of phytoplankton was not recorded in this survey.

A major goal for port authorities, operators, and investors is to achieve efficient operations and effective environmental protection. This is because the environmental performance of a container port is important for its competitiveness and sustainable development. However, the container ports along the Maritime Silk Road (MSR) have caused numerous problems with the rapid development, among which the most significant problem is environmental pollution. In this paper, we aim to measure and compare the environmental performance and operational efficiency of ten major container ports along the MSR, including the ports of Shanghai, Hong Kong, Singapore, Kelang, Laem Chabang, Colombo, Dubai, Barcelona, Antwerp, and Hamburg. We develop an improved, inseparable data envelopment analysis (DEA) model with slack-based measures (SBMs) to evaluate and compare the environmental performance and operational efficiency, and we incorporate the desirable output of container throughput as well as the undesirable output of CO2 emission. Our results show that. Overall. these container ports perform better in terms of operational efficiency than environmental performance. We also provide insights for management and policy makers for container ports with different levels of operational efficiency and environmental performance.

Laem Chabang port, located in Chonburi province in the upper Gulf of Thailand, is similar to many of the ports around the world. Some areas of Leam Cha bang port were layered by backfill materials which are highly suspected to soil liquefaction phenomena from the moderate to strong earthquakes. After one of the world’s largest earthquakes of December 26th, 2004 (Magnitude 9.1) occurred in the region off the west coast of northern Sumatra, various existing active faults have been reported to have more potential to generate future earthquakes. Among those active faults, Ranong and Khlong Marui fault zone, distributed around the south and the upper Gulf of Thailand, have been evidenced to have more seismic activities than December 2004. The closet distance between Leam Chabang port and the extension of Ranong fault zone to the upper Gulf of Thailand is approximately 180-200 km. Though not too close, it is still probable to generate strong earthquakes. This study, for that reason, aims to investigate the local site responses of the filled area at Laem Chabang port due to afresh seismic Ranong active fault by employing the equivalent linear ground response analysis. The complete strong earthquake motion time history from the Ranong fault would be synthetically generated and inputted as a bedrock motion underneath the site of interest. The simplified analysis of liquefaction potential assessment based on the results from local site response would be additionally adopted to evaluate the liquefaction susceptibility around this site. The simulation results indicated that some backfill soil layers which have the very low SPT N-value were significantly suspected to liquefy under strong earthquake motions. Keywords: Local site response, synthetic accelerogram, liquefaction potential, backfill, Laem Chabang port

Marine pollution prevention through adequate provision of garbage reception facility (GRF) is a legal obligation of every port. According to MARPOL 73/78, each port authority should explore ways to increase its ability to prevent marine pollution from ship-generated waste. The paper supports this legal requirement by developing an econometric model for estimating the amount of operational waste delivered at GRF. The multiple regression with ordinary least squares technique was used to analyze the relationship between the amount of operational waste per month and two explanatory variables – size of ship and travelling distance from the last port of discharge. Data from 2008 to 2014 were obtained from the Port Authority of Thailand. Over-all, the adjusted model fits reasonably well with the dataset and all assumptions are satisfied, implying that the estimated coefficients are more practicable to be used by port authority. It is found that, over the past decades, GRF has been provided sufficiently in comparison with the demand. However, the physical adequacy of GRF should be paid special attention during the consideration of phase-3 construction of Laem Chabang Port due to the dramatic growth of the amount of operational waste resulting from an expected rapid increase in maritime traffic.

Portugal é um país rico em potencial económico marítimo, para o desenvolvimento de quaisquer atividades que tenham no mar a sua base. Atualmente, o transporte marítimo está a deslocar-se para outras regiões do mundo, nomeadamente a bacia do pacífico, sendo estas consideradas atualmente como as mais competitivas. Assim, o estudo dos modelos e práticas destas regiões poderão gerar um contributo para a inovação dos portos portugueses, tratando-se de um desafio para o setor portuário tornar-se mais competitivo. A investigação incluirá um enquadramento teórico sobre a temática, por forma a ampliar o conhecimento, estudo dos modelos de governance e práticas dos portos Portugueses e dos portos considerados como referência. A metodologia adotada consistirá no estudo e análise, focado na investigação do ambiente competitivo, fatores de competitividade portuária, e um estudo comparativo dos modelos e práticas de portos Portugueses e de portos internacionais considerados com crescimentos acentuados - o porto de Laem Chabang e Pireus. Pretende-se posteriormente, através de “medidas” consideradas inovadoras, dos portos estudados, contribuir para a competitividade dos portos portugueses, isto é, sugerir práticas para colmatar os pontos “fracos” e melhorar a competitividade dos portos portugueses.
Portugal is a rich country in a maritime economic potential, for the development of any activities which have the sea as their base. Nowadays, the maritime transport is moving to other regions of the world, particularly the Pacific basin, regarded as the most competitive. Therefore, the study of models and practices in these regions can create a contribution to the innovation of the Portuguese ports being, this is a challenge to the port sector become more competitive. The investigation will include a theoretical framework on the subject, in order to extend the knowledge, a study of models of governance and practices of Portuguese ports and the ports considered as reference. The methodology adopted consists in the study and analysis, focused on the research of competitive environment, port competitiveness factors, and a comparative study of models and practices of Portuguese ports and international ports regarded with accented growths - the port of Laem Chabang and Piraeus. It is intended to subsequently, produce "innovative measures" retrieved from the best practices of the ports analysed, and contribute to the competitiveness of Portuguese ports, i.e., suggesting measures practices to eliminate the weaknesses and improve the competitiveness of Portuguese ports.

Maritime transportation has traditionally been a crucial part of world economy. Countries which are connected to a seaboard or major river will have the opportunity to develop a port which can provide access to water transportation. When there are two or more ports in the nearby area, customers tend to prefer to use the facilities available at the main ports since goods handling and transfer are more efficient and economical. Nearby ports which receive little or no special support from the government, and are thus overshadowed by the larger ports which inevitably leads to the loss of their market share (Tongzon 2002; Magala 2008). These shadow ports must find ways to survive and prosper in a competitive environment. Indeed, both main and regional ports could become shadow ports of another nearby port. Generally, ports will grow if they succeed in providing profits to the sellers and the related third-party service providers and delivering value to the buyers (Robinson 2002b; 2003). There are few studies regarding the port competition for growth and survival between two nearby main ports. Difficulties begin to arise if a new main port is established because of limitations or inefficiencies of an existing port which could not provide satisfactory services to customers or contribute to the economic activity of the nation (Limskul 1998). Therefore, with the loss of their market and lack of support from their governments, the existing ports need to find a way to survive. These ports are metaphorically under the shadow of the nearby superior port. Most of these shadow ports are regional ports which are situated near main ports. On the other hand, and of interest to this study, there is a situation where there are two main ports (where one port was built after the other) situated near each other. Thailand, is one of the countries that have a significant part of its economy reliant on water transportation. Here, the situation of having two main ports close to each other has arisen. These two ports are Bangkok Port (the older main port which is in Bangkok), and Laem Chabang Port (the more recently established main port which is in Chonburi province). This study focuses on using the Opportunity Capture framework to understand and explain how a main port can manage to grow in the proximity of a nearby predominant main port. The original framework was suggested by Magala (2004). Ansoff’s Matrix (Ansoff 1957) and the Noticing, Collecting and Thinking (NCT) model (Seidel 1998) were used with this framework in an attempt to capture the opportunity for shadow ports. Port experts in Thailand were interviewed regarding their opinion on potential policies that the shadow ports should pursue in order to be viable and competitive. Five categories of experts include personnel from the Thai government, the shipping- related council/federation, logistics providers, relevant business sectors and respected academics who are researching in this area. Semi-structured interviews as a qualitative approach toward the development and understanding were based on the Opportunity Capture framework. The data from the interviews were analyzed qualitatively using the NCT framework in order to highlight important criteria and underlying factors required to create policies for the shadow port. Six findings were extracted from the analysis, and the strategic solution for Bangkok Port was derived from the use of the Opportunity Capture framework and evaluated with Ansoff’s Matrix. The findings and the strategy suggested here could be implemented to increase the competitiveness of Bangkok Port and, finally, to allow the port to grow if that is the direction that Thai government wishes for the port. Finally, this study found that Bangkok Port could gain more profit by adapting itself into a coastal port since there is a plan to establish a coastal port at Laem Chabang Port. Hence, Bangkok Port could use this opportunity to increase its competitiveness by becoming a domestic hub for distributing imported goods inside the country, and by collecting export goods before shipping them to Laem Chabang Port via coastal ships. With this solution, Bangkok Port could gain profit from such strategic directions by: (i) providing the services of domestic port, (ii) offering rental office for third-party logistics providers to use inside the port, and (iii) offering a container freight stations (CFS) service to open and close containers using existing equipment and skills.