The Port of Nagoya is the capital of Aichi Prefecture in east central Japan. It is also one of the country's busiest industrial centers. Located at the head of Ise Bay off the Pacific Ocean, the Port of Nagoya is about 20 kilometers northwest of the Port of Kinuura and almost 140 kilometers east-northeast of the Port of Osaka. The Port of Nagoya is Japan's third biggest incorporated city and its fourth most populous metropolitan area. In 2005, the Port of Nagoya was home to over 2.2 million people, and more than 8.7 million people live in the metropolitan area.
The Port of Nagoya is one of the country's busiest and most important ports. The city's central location and its abundant hydroelectric power have stimulated heavy industry in the region. The Port of Nagoya's traditional industries produced timepieces, sewing machines, and bicycles. Modern industries produce chemicals, special steels, oil, and petrochemicals. Shipbuilding, aviation, and automotive industries have also flourished in the Port of Nagoya.
The Nagoya Port Authority was established by Aichi Prefecture and Nagoya City in 1951. Regulated by the Port and Harbor Law, the Nagoya Port Authority is the port administrator responsible for planning, constructing, and improving port infrastructure and facilities; maintaining and managing the port area to assure efficient operations; and conducting public works required for use of the port. Private interests provide stevedoring services, preserve the water surface, and manage intra-harbor traffic in the Port of Nagoya.
The modern Port of Nagoya opened for international trade in late 1907, and today, it has trade partnerships with about 150 countries. The biggest port in Japan for cargo throughput, the Port of Nagoya handles all types of cargo. It is one of Japan's five major ports (with Tokyo, Yokohama, Osaka, and Kobe), handling about 11% of the country's total trade value and accounting for some 62% of Japan's trade surplus. The Port of Nagoya is the first automobile exporting port in the country, exporting almost two million finished automobiles each year.
In 2008, the Port of Nagoya handled a record 218 million tons of cargo, including 138 million tons of international trade, with growing exports in automobile parts, industrial machinery, and rubber products and increasing imports of liquefied natural gas and ore. The Port of Nagoya handled over 46.5 million tons of containerized cargo in 2.6 million TEUs, almost equally divided between exports and imports.
The Port of Nagoya served a total of over 38.7 thousand vessels in 2008, including almost 4.4 thousand container ships, 8.9 thousand ocean-going vessels, and 29.8 coastal vessels. Of the total 218.1 million tons of cargo, 138.2 million tons was international cargo, and 79.9 million tons was domestic cargo. International cargoes handled by the Port of Nagoya included 81.4 million tons of imports and 56.8 million tons of exports. Handling a total of more than 2.8 million TEUs of containerized cargo in 2008, the Port of Nagoya handled over 2.6 million TEUs of international containers and 186.3 thousand TEUs of domestic containers.
The Port of Nagoya is approached through three major channels. The East Channel is 10 kilometers long, 500-610 meters wide, and 15 meters deep. The West Channel is 8.4 kilometers long, 350-400 meters wide, and from 12-15 meters deep. The Port of Nagoya's North Channel is five kilometers long, 200-400 meters wide, and from 10-12 meters deep. The Port of Nagoya plans to further dredge and expand the East and West Channels to accommodate the increasing size of container ships.
In the Port of Nagoya's Inner Port are four mooring buoys. Three buoys can accommodate two 27 thousand DWT vessels, and one buoy can accommodate one 20 thousand DWT vessel. The West Seafront Area contains eight buoys. Two sets of four buoys can each accommodate three 15 thousand DWT vessels.
The Port of Nagoya is also served by three major canals. The Nakagawa Canal is 8.4 kilometers long, from 35-63 meters wide, and 2.6 meters deep. The Hori-kawa Canal is 10.1 kilometers long, 17 meters wide, and 1.8 meters deep. The Shin Hori-kawa Canal is almost 5.7 kilometers long, 17 meters wide, and 2.2 meters deep.
The Port of Nagoya contains a total of 287 berths (with a depth of 4.5 meters and over) with a total length of more than 34.7 kilometers. Of those 287 berths, 127 are public berths, 151 are private berths, and nine are owned and operated by Public Corporation, NCB, Tobishima Pier South Side.
The Port of Nagoya also contains over 275.6 hectares of warehouses, 53.2 hectares of sheds, 73.3 hectares of cargo-handling yards, 22.5 hectares of coal yards, 234.7 hectares of timber yards, and 341.1 hectares of open storage yards. The Nagoya Port Authority operates 154.8 thousand square meters of sheds and 733.2 thousand square meters of cargo-handling yards, while the remaining storage areas in the Port of Nagoya are operated by private interests. The Port Authority also operates 212.5 hectares of timber yards and 97.3 thousand square meters of open storage.
The Port of Nagoya's six container terminals cover a total area of 151 hectares and contain 14 berths with a total length of 4105 meters with depths from 10 to 15 meters. They have combined box capacity for 72.9 thousand TEUs and throughput capacity for a total of almost 2.9 million TEUs. They also contain a total 1007 reefer plugs. Four of the container terminals operate at the Tobishima Pier, forming the Port of Nagoya's biggest container center.
There are two public container terminals at the Port of Nagoya's Tobishima Pier. With throughput capacity for over 493 thousand TEUs, the South Terminal covers an area of 22.5 hectares. It has two berths of 700 meters with alongside depth of 15 meters. The South Terminal has box capacity for over 15.9 thousand TEUs and includes 140 reefer plugs. The Port of Nagoya's North Terminal contains three berths with a total length of 620 meters and depths from 10 to 12 meters. Covering 17 hectares, the North Terminal has box capacity for 6.2 thousand TEUs, 110 reefer plugs, and throughput capacity for over 349.2 thousand TEUs.
Port of Vancouver is located in western Canada's largest urban center in southwestern British Columbia between Burrard Inlet and the Fraser River and across the Strait of Georgia from Vancouver Island. Port Metro Vancouver is about 100 nautical miles north-northeast of the Port of Victoria, located on southern Vancouver Island, and about 71 nautical miles north-northwest of the Port of Bellingham in Washington State in the United States. In 2006, over 578 thousand people lived in the City of Vancouver, and more than two million people lived in the metropolitan area.
Port Metro Vancouver is a major seaport and a culturally diverse city. Over 40% of its residents speak a language other than English as their native tongue. Aside from the port, Port Metro Vancouver's economy is based on tourism, forestry, mining, and manufacturing. Oil refining and processing fish and forest and agricultural products are also important. Major manufacturers produce metals, boats, chemicals, trucks, and machinery to support forestry and mining activities in the area. More recently, the city has grown as a center for high-tech industries as well as productions for television and film.
The Vancouver Fraser Port Authority (VFPA) was created in 2007 when the earlier Fraser River Port Authority, the North Fraser Port Authority, and the Vancouver Port Authority were combined. Created by the Canadian government, the VFPA is a financially self-sufficient, non-shareholder corporation that reports to the federal Minister of Transport. A board of directors representing government and industry governs the VFPA, focusing on port users' needs and promoting long-term growth and competitiveness. The VFPA markets itself as Port Metro Vancouver.
In 2008, Port Metro Vancouver served over 3000 vessels carrying 114.6 million tons of cargo, including 73 million tons of bulk cargoes, 20.6 million tons of breakbulk, 20.5 million tons of containerized cargo in 2.5 million TEUs, and 460 thousand tons of automobiles (456.4 thousand units). Port Metro Vancouver also welcomed 854.5 thousand cruise passengers. Foreign cargoes of 82.2 million tons included 13.9 million tons of imports and 68.4 million tons of exports. Port Metro Vancouver also handled 32.3 million tons of domestic cargo.
Bulk cargoes through Port Metro Vancouver in 2008 included coal (25.9 million tons); chemicals, metals, and minerals (11.7 million tons); fertilizers (11.2 million tons); grain, specialty crops, and feed (11.1 million tons); petroleum products (7.3 million tons); forest products (4.4 million tons); machinery, vehicles, construction, and materials (825 thousand tons); and processed food products (754 thousand tons).
In 2008, Port Metro Vancouver breakbulk cargoes of 20.6 million tons included logs (10.7 million tons), miscellaneous goods (4.6 million tons), paper and paperboard (1.7 million tons), and woodpulp (1.3 million tons).
Among containerized imports of 8.7 million tons entering Port Metro Vancouver were household goods (3.2 million tons), parts and components (1.2 million tons), and smaller volumes of construction and materials, machinery, produce, metals, beverages, chemical industry products, wood products, and paper and paperboard. Containerized exports of 11.7 million tons leaving Port Metro Vancouver included woodpulp (2.6 million tons); lumber (2.2 million tons); specialty crops (1.7 million tons); and smaller amounts of metals; meat, fish, and poultry; chemical industry products; waste paper, paper and paperboard; animal feed; and logs.
The Port of Bandar Abbas is a medium port in Iran. It is a port city and capital of Hormozgān Province on the southern coast of Iran, on the Persian Gulf. The city occupies a strategic position on the narrow Straits of Hormuz, and it is the location of the main base of the Iranian Navy.
Bandar Abbas has always been a port, and as such its various names have all addressed this function. The most common name over time (Gameroon) has traditionally been said to derive from Persian gümrük, customhouse (from Late Greek kommerkion, from Latin commercium, "commerce"), but is now speculated to be from Persian kamrūn, shrimp (which in Portuguese is camarão, similar to the former Portuguese name).
Bandar Abbas is situated on flat ground with an average altitude of 9 m (30 ft) above sea level. The nearest elevated areas are Mt. Geno, 17 km (11 mi) to the north, and Mt. Pooladi, 16 km (10 mi) to the northwest of the city. The closest river to Bandar Abbas is the River Shoor, which is rooted from Mt. Geno and pours into the Persian Gulf, 10 km (6 mi) east of the city.
The Port of Mangalore is the main seaport for the state of Karnataka on the southwestern shores of India. Located about 352 kilometers northwest of the Port of Cochin and 315 kilometers southeast of the Port of Mormugao on the Arabian Sea, the Port of Mangalore is an all-weather port and the ninth biggest port in India. Mangalore is the site for several information technology and outsourcing companies including Infosys, BPO, MPhasis, First American Corporation, and Wipro. Three business parks dedicated to IT are under construction.
The economy of the Port of Mangalore is based on activities supporting the port and processing of agricultural products. The Port of Mangalore handles three-quarters of India’s coffee exports and most of its cashew exports. The largest industries in the Port of Mangalore include BASF, ELF Gas, Mangalore Chemicals and Fertilizers Ltd., Kudremukh Iron Ore Company Ltd., and Mangalore Refinery and Petrochemicals Ltd.
The Port of Mangalore has been the focus of power struggles for centuries. Until the Portuguese arrived in the 1500s, it was ruled by regional dynasties. Muslim merchants traded there in the 14th and 15th Centuries. In 1498, Portugal’s Vasco Da Gama landed on a nearby island. Twenty years later, the Portuguese seized rule and held it until the late 18th Century. When Lopo Vaz de Sampayo defeated the Bangara king in 1526, Muslim dominance of trade with the Port of Mangalore ended.
The Portuguese-Maratha Wars and the Goa Inquisition led Brahmins and Catholics to settle in the Port of Mangalore during the 16th Century. At the end of the 17th Century, Arabs set the town afire in retaliation for Portugal’s restrictions on Arab trade. The Keladi Nayaka kingdom took control from Portugal, ruling the Port of Mangalore until 1762. In 1763, Mysore’s ruler, Hyder Ali, took Mangalore and held it until 1767.
The British East India Company ruled the Port of Mangalore from 1767 until 1783 when Hyder Ali’s son, Tippu Sultan, retook the city. The Treaty of Mangalore ended the Second Anglo-Mysore War in 1784.
When the British defeated Sultan in the Fourth Anglo-Mysore War, they controlled the Port of Mangalore for a long, peaceful period. They also developed urban infrastructure. Under British rule, the Port of Mangalore prospered, particularly in education and industry, and it became an important trade center.
The Roman Catholic missions in the Port of Mangalore were instrumental in improvements in education, social welfare, and health during the late 19th Century. In 1866, the municipal council was created with responsibility for urban planning and civic services. As the city grew, tile manufacturers and cotton weavers moved into the city, and the railway arrived in 1907.
The States Reorganisation Act of 1956 incorporated the Port of Mangalore into the new Mysore state (now Karnataka). Today, Mangalore is an important urban center for Karnataka, providing access to the sea. In 1974, the new Port of Mangalore was opened, stimulating a period of growth through the 1980s. In the late 20th Century, the Port of Mangalore developed further as a center for commerce, business, and information technology.
Boat-building and fishing have been traditional economic sectors in the Port of Mangalore for generations. Today, the Old Mangalore Port at Bunder is a fishing port with many mechanized boats. In 2003-2004, fishermen landed 122 thousand tons of fish to the Port of Mangalore. The fishing industry is a major employer in Mangalore, and their products supply the entire region. Today, modern industries include tile, coffee, cashew nuts, and cotton.
Known as Karnataka’s Cradle of Education, the city is home to 58 colleges including many schools devoted to specific disciplines: engineering (15), dental (14), MBA (12), physiotherapy (11), and hotel management (8). With a growing IT sector, the Port of Mangalore attracts many students each year.
The new Port of Mangalore was formally inaugurated by Indira Gandhi in 1975, when India declared it the country’s ninth Major Port. Until 1980, India’s central government administered the Port of Mangalore. In 1980, the Port Trust Board was established, and the Port of Mangalore slipped to the 10th Major Port Trust in India. Since 1980, the Port of Mangalore has been a catalyst for Karnataka’s economic development.
V.O.Chidambaram Port Trust, formerly Tuticorin Port Port Trust is one of the 12 major ports in India. It was declared to be a major port on 11 July 1974. It is second-largest port in Tamil Nadu and fourth-largest container terminal in India after Kochi International Container Transshipment Terminal, Jawaharlal Nehru Port (Mumbai) and Chennai Port. V.O.Chidambaram Port is an artificial port. This is the third international port in Tamil Nadu and its second all-weather port. All V.O.Chidambaram Port’s traffic handling has crossed 10 million tons from April 1 to September 13, 2008, registering a growth rate of 12.08 per cent, surpassing the corresponding previous year handling of 8.96 million tons. It has services to USA, China, Europe, Sri Lanka and Mediterranean countries.
The Port of Tuticorin, also known as “Pearl City,” is one of India’s officially-recognized Major Ports. Traditional ship-building and pearl fishery activities have supported the city’s prosperity for centuries. Dating to the 6th Century AD, Tuticorin lies on the shores of the Gulf of Manner at the southeastern tip of India. The Port of Tuticorin is connected to Tirunelveli by both rail and road. In 1991, almost 200 thousand people lived in the Port of Tuticorin and 280 thousand lived in the metropolitan area.
The Port of Tuticorin’s economy depends on shipping, agricultural activities, salt pans, and fishing. It also has a wide range of industries, including information technology, chemicals, and power generation. With a thriving port, plentiful skilled labor, and a power generating plant, the Port of Tuticorin has also become an important business and industry center.
The Port of Tuticorin is perhaps one of the world’s oldest seaports, but it began as a small fishing village. India’s Pandyan kingdom profited from its use until the Portuguese took it over in 1548. In 1658, the Dutch captured the city, and they surrendered it to the British in 1825. The Port of Tuticorin flourished under Dutch and British rule; however, it declined when the Port of Madras emerged.
The Port of Tuticorin’s development history as a modern artificial deep-sea harbor began in 1842 when the lighthouse was built. In the 1960s, the harbor eight kilometers southeast of the original fishing village was deepened, fishing and warehousing facilities were improved, and industries grew in the Port of Tuticorin. The city was recognized as a municipality in 1866, and it received the status of corporation in 2008.
After India won independence, the Port of Tuticorin’s trade volume increased significantly. It also became well known for the high quality of its sailors and marine officers. As international and national trade increased, the Indian government approved the development of an all-weather port. In 1974, the new Port of Tuticorin was named the 10th Major Port in India and the second biggest after the Port of Mumbai. It also contains the third biggest container terminal in India (after the Jawaharlal Nehru Port in Mumbai and the Port of Chennai).
