Armadale Road Upgrade

 Armadale Road is a strategic freight route connecting the South West and the South East

corridors. It serves as one of the main east-west links within the Perth metropolitan transport
network connecting the Armadale Sub-regional centre and Albany Highway west to the
Kwinana Freeway, forming part of the route to the Fremantle Port. The link passes through
industrial areas, rural subdivisions and recently developed residential subdivisions, and
borders various environmentally sensitive reserves.
This business case recommends the State Government construct a two lane second
carriageway for 6.96 km between Anstey Road and Tapper Road and associated works at an
estimated project cost of $145.4 million at P50 level. Funding to the P50 outturn project cost
level ($145.4 million) has been considered adequate for the proposed project scope, given
the current competitive nature of the road construction market and the downturn in
construction activities in Western Australia.
This section of Armadale Road is experiencing increasing volumes of traffic and associated
congestion, delay and safety issues attributable to the increasing number of residential
developments in the area and industrial developments at Forrestdale.
The 6.96 kilometre section of Armadale Road between Anstey Road and Tapper Road is
deficient in catering for increasing volumes of traffic. The recommended capacity for single
lane roads is 8,000 vehicles per day. Traffic volumes on this section currently varies from
17,895 vehicles per day between Anstey Rd and Warton Rd to 27,500 vehicles per day
between Warton Rd and Tapper Rd. Traffic volumes are expected to grow to 29,000 vehicles
per day between Anstey Road and Warton Road 40,000 vehicles per day between Warton
Road and Tapper Road by 2021, an annual growth rate of 5 per cent. This will place
increasing pressure on the route, reducing service standards and compounding delays for
commercial vehicles and commuters.
Three options were evaluated to address the efficiency and safety issues on Armadale Road:
 Base Case – continue with the current ongoing maintenance schedule. This option
will cost the community through traffic delays, vehicle operating expenses and crash
related costs.
 Option 1 – address the congestion issues by diverting traffic to alternative routes,
providing road safety barriers, road treatments or grade separating intersections. This
option is a short-term solution to address safety issues with limited capacity benefits
and efficiency gains.
 Option 2 – construct a 6 lane dual carriageway from Anstey Road to Tapper Road.
This is the ultimate configuration for the Armadale Road, but is not recommended at
this time as it is anticipated a 4 lane dual carriageway for the project length will be fit
for purpose.
 Option 3 (Recommended) – construct a dual carriageway along the deficient section
of Armadale Road. The south metropolitan area will continue to be the focus of urban
developments to support increasing population and economic growth in Perth. The delivery of this road upgrade will supply additional traffic lanes and help to ease
congestion and safety issues along this section of road. This option is estimated to
cost $145.4 million with additional maintenance funding of $110,000 per annum

required from 2018-19 onwards and is expected to create economic benefits to the
order of $940 million for road users discounted over 30 years.
The recommended option involves construction of a second carriageway between Anstey
Road and Tapper Road; various upgrade works at 4 intersections; construction of Principal
Shared Path; street lighting and drainage; provision of two metre sealed shoulders; and
significant service relocations. The project is expected to yield private and commercial travel
time savings of $637 million, vehicle operating cost savings of $268 million and crash cost
savings of $35 million. A preliminary benefit cost ratio of 6.07 has been calculated based on
a 7% discount rate.
This project contributes to the State Government’s moving freight strategies by providing
infrastructure that supports economic development within the south west and south east
corridors of the Metropolitan area, especially industrial areas at Jandakot and Forrestdale by
improving a strategic link in the freight route.
Tenders for the project delivery could be awarded in 2018, with completion in 2019-20.
Main Roads Western Australia and the Transport Portfolio have prioritised this proposal for
investment and recommends that the Department of Treasury endorse this proposal for
funding in the 2016-17 State Budget

Melbourne Metro

 The core elements of the project are new twin 9km rail tunnels from South Kensington to South Yarra connecting the

Sunbury and Cranbourne/Pakenham lines, and five new underground stations at Arden, Parkville, CBD North, CBD
South, and Domain. Both CBD stations would interconnect with the rest of the Melbourne rail network. The project
also comprises a range of wider network enhancements, including infrastructure to increase the capacity of the
network. Overall, these developments are expected to provide rail capacity to accommodate an additional 39,000
passengers in the two-hour peak period.
The Victorian Government is currently procuring 65 high capacity metro trains, which will operate on the
Cranbourne/Pakenham lines, and through to the Sunbury line when the Melbourne Metro tunnel is operating. This will
deliver the metro style system at the commencement of operations in 2026.The cost of procuring 25 of these high capacity metro trains, and associated stabling works, platform extensions, maintenance and power upgrades, has
been included in the proponent’s economic analysis.

METRONET: Yanchep Rail Extension

 Perth’s north-west sub-region is experiencing rapid population growth. At present, the population is relatively

evenly distributed between the cities of Joondalup and Wanneroo. After 2021, the north-west sub-region planning
framework anticipates that the rate of population growth will be considerably stronger in the City of Wanneroo due
to its supply of undeveloped urban zoned land and continuing demand for coastal living. By 2050, the City of
Wanneroo is projected to accommodate nearly three quarters of the sub-region’s total population.
Without high-quality public transport services, Perth’s growing, but low-density, northern suburbs risk having high
levels of car ownership and travel. This is already placing pressure on the road network and causing congestion.
Recognising the nationally significant productivity losses from congestion in Perth, the Perth CBD – North Corridor
Capacity Initiative is currently included as a High Priority Initiative on the Infrastructure Priority List.
The Yanchep Rail Extension is a project within the Western Australian Government’s METRONET rail program. It
would extend the Joondalup Line from Butler Station to Yanchep, 14.5 kilometres to the north, with new stations at
Alkimos, Eglinton and Yanchep. Extending the rail line to this growth area would provide more transport choices for
residents and reduce demand on the roads, particularly in the peak periods.
Infrastructure Australia strongly recommends planning for increased density within cities, rather than encouraging
people to live in outer urban areas that are far from centres of employment and education. To achieve this, Perth’s
northern urban boundary should be maintained to encourage more sustainable development patterns and to avoid
the need for further extensions of the Joondalup Line.
The Western Australian Government’s stated benefit-cost ratio for the project is 2.6, with a net present value of
$1,571 million excluding wider economic benefits (using a 7% real discount rate and a P50 capital cost estimate).

The evaluation found limitations in the business case which overstate the benefits estimated by the proponent. However, Infrastructure Australia is confident that the benefits of the project will clearly exceed its costs, supporting economic growth and improving the quality of life for people in the north-west sub-region.

M1 Pacific Motorway — Mudgeeraba to Varsity Lakes

 The Mudgeeraba to Varsity Lakes section of the M1 Pacific Motorway carries up to 90,000 vehicles per day, a volume which exceeds the practical capacity of the current four lane motorway. Traffic demand for this section of the motorway is growing, and is expected to exceed 110,000 vehicles per day by 2036. The Australian Infrastructure Audit (the Audit) projected that, in the absence of intervention, the cost of congestion in the corridor would increase from $26 million in 2011 to $125 million in 2031. The freight task on this section, currently 7,000 heavy vehicles per day, is growing at 3–4% per year. The project proposes to widen a 5km section of the motorway from four to six lanes between Mudgeeraba Road/Robina Town Centre Drive (Mudgeeraba) and Reedy Creek Road (Varsity Lakes). This will involve widening the motorway into the central median area, providing a central concrete barrier, reconstructing the Mudgeeraba Creek bridges, and lengthening entry and exit ramps. The upgrade proposal includes installation of managed motorway enabling technologies which are proposed to become operational when the entire Nerang to Tugun section is upgraded. The project would provide an additional 50% in traffic capacity, which is expected to address congestion on the section for the next 15–20 years. It would complement recently completed upgrades between Nerang and Tugun. The benefit-cost ratio (BCR) stated by the proponent is 3.5, using a 7% discount rate and P90 capital cost estimate. Infrastructure Australia has identified a number of risks to achieving this BCR, primarily relating to the traffic modelling used in developing the business case, and the calculation of time savings. However, after allowing for adjustments to the BCR to account for these risks, Infrastructure Australia remains confident that the benefits of the project would exceed its costs. The P90 estimated capital cost for the project is $220 million. The proponent is seeking an Australian Government contribution of 80% 

Port of Shanghai, China

The Port of Shanghai has been the world’s busiest port since 2010 when it overtook Singapore to gain the title.

Since then, it’s been charting quite an impressive growth journey.

In 2016, the port handled 37 million TEUs — a then-world record and the most managed by any port in a year. It went on to break its own record the following year, adding 3 million more TEUs to 40 million TEUs. Its record-setting path continued into 2018 when it crossed the 42 million barrier.

This is impressive even by China’s standards, as the Port of Shanghai is now just 3 million TEUs shy of the 45 million TEUs the port had initially set as a target for 2040.

The Port of Shanghai is also where the world’s largest automated container terminal, the Shanghai Yangshan Deep Water Port, is located. The terminal began operations in late 2017.




In 1842, Shanghai became a treaty port, thus developing into an international commercial city. By the early 20th century, it was the largest city and the largest port in East Asia. In 1949, with the Communist takeover in Shanghai, overseas trade was cut dramatically. The economic policy of the People's Republic had a crippling effect on Shanghai's infrastructure and capital development.




In 1991, the central government allowed Shanghai to initiate economic reform. Since then, the port has developed at a rapid pace. By 2005, the Yangshan deep-water port had been built on the Yangshan islands, a group of islands in Hangzhou Bay linked to Shanghai by the Donghai Bridge. This development allowed the port to overcome shallow water conditions in its current location and to rival another deep-water port, the nearby Ningbo-Zhoushan port.




The port is part of the 21st Century Maritime Silk Road that runs from the Chinese coast to Singapore, towards the southern tip of India to Mombasa, from there through the Red Sea via the Suez Canal to the Mediterranean, there to the Upper Adriatic region to the northern Italian hub of Trieste with its connections to Central Europe and the North Sea.




The Port of Shanghai is a critically important transport hub for the Yangtze River region and the most important gateway for foreign trade. It serves the Yangtze economically developed hinterland of Anhui, Jiangsu, Zhejiang and Henan provinces with its dense population, strong industrial base and developed agricultural sector.

Port of Singapore, Singapore

Prior to being overtaken by the Port of Shanghai, Singapore was the world’s busiest port from 2005 to 2010.

The port’s history goes back to 1819 when it was constructed to allow the island to bring in resources and compensate for its lack of natural resources.

Today, the Port of Singapore offers connections to over 600 other ports in 123 countries on six continents, with 130,000 vessels calling at the port annually. It is also the world’s busiest transshipment port, transshipping around 20 percent of the world’s shipping containers.

Port authorities are working on developing the Tuas Port in Singapore — currently the world’s largest ongoing port project — with its first berths expected to be operational in 2021. Upon its full completion in 2040, the Tuas Port is expected to be the world’s largest fully automated container terminal with a capacity of 65 million TEUs.

The Tuas Mega Port is projected to be the only port in Singapore after the PSA city terminals and Pasir Panjang Terminal are closed in 2027 and 2040 respectively, ending an era of port operations in the city area which began in 1819. The Sea Transport Industry Transformation Map (ITM) launched by the Maritime and Port Authority of Singapore (MPA) aims to grow the industry's value-add by $4.5 billion and create more than 5,000 new jobs by 2025.




Automation will be a key part of the new port, with over 1,000 battery-powered driverless vehicles and a fleet of almost 1,000 automated yard cranes to be developed for the port. Nelson Quek, PSA Singapore's head of Tuas planning stated that "Tuas, when it's fully developed, is going to be the single largest fully-automated terminal in the world". It will also be able to cater to the demands of the world's largest container ships, with 26 km of deep-water berths. Besides just handling containers, the port will have space set aside for companies to be located, a move that aims to improve the links between port and businesses. It is projected to be twice the size of Ang Mo Kio new town.




Operations at Tuas Mega Port began in September 2021, and the port officially opened on September 1, 2022 with three berths in service

The port is the world's busiest port in terms of shipping tonnage handled, with 1.15 billion gross tons (GT) handled in 2005. In terms of cargo tonnage, Singapore is behind Shanghai with 423 million freight tons handled. The port retains its position as the world's busiest hub for transshipment traffic in 2005, and is also the world's biggest bunkering hub, with 25 million tonnes sold in the same year.




Singapore is ranked first globally in 2005 in terms of containerised traffic, with 23.2 million Twenty-foot equivalent units (TEUs) handled. High growth in containerised traffic has seen the port overtaking Hong Kong since the first quarter of 2005, and has led the race ever since, with an estimated 19,335 kTEUs handled in the year up to October, compared to 18,640 kTEUs handled in Hong Kong in the same period. A rise in regional traffic consolidating the port's position in Southeast Asia, and increases in transshipment traffic using the strategic East Asia-Europe route via Singapore helped the port to emerge tops at the end of the year, a title it had not held since overtaking Hong Kong once in 1998.

Port of Guangzhou, China

The 21.87 million TEUs it registered in 2018 marked a 7.4% increase from its 2017 performance and allowed itself to propel above the port of Busan and the neighboring port of Hong Kong.

Its deepwater port, Nansha, is responsible for over 70% of the total container volume at the Port of Guangzhou.

Port efforts are also ongoing to ensure growth. That includes development work on its on-dock rail access, a cold storage facility, and the completion of its automated unmanned parallel container quay in Nansha. The latter, a world’s first, will boost the Nansha area’s container handling capabilities to 20 million TEUs a year

The Port of Guangzhou leaped two spots to become the fifth busiest port in the world from its 2017 ranking of seventh-place after a record-breaking number of TEUs handled in 2018.




Port of Guangzhou is the main seaport of Guangzhou city, Guangdong province, China. The port is operated by Guangzhou Port Group Co. Ltd which is a state owned company. The company was established on February 26, 2004 from the former Guangzhou Harbor Bureau. It was approved by the Guangzhou Municipal Government. It is currently the largest comprehensive port in South China. Its international maritime trade reaches over 300 ports in more than 80 countries and districts worldwide. The port also incorporates the former Huangpu Port.




The port also serves as the important economic and transport center for the Pearl River Delta region and Guangdong province. It is also vital transport hub for industries located in neighboring provinces such as Guangxi, Yunnan, Guizhou, Sichuan, Hunan, Hubei and Jiangxi.




Guangzhou Port is situated at the intersection of the three most important rivers of Dongjiang, Xijiang and Beijiang in South China. All the three rivers have the waterway, railway, expressway and air lines intersecting here, thus forming a critical transportation hub. It is the main port of focus in the Pearl River Delta Region.




The port's harbor area extends along the Pearl River coast and water areas in the cities of Guangzhou, Dongguan, Zhongshan, Shenzhen and Zhuhai. The port being situated beyond the entrance of Pearl River opening serve as a gateway for shipping activity for other Harbor area such as Nansha Harbor Area, Xinsha Harbor Area, Huangpu Harbor Area and Inner Harbor Area, and Nansha Harbor Area near Hong Kong.




As the biggest comprehensive hub port in South China, Port of Guangzhou is experiencing an increase in cargo volume and ships calling in. This is due to the buoyant economic activity in Guangzhou and the surrounding hinterland.




In 1999, Port of Guangzhou surpassed its annual cargo throughput of 100 million tons. It is the second port in Mainland China to ranked with such record volume. As a result, the annual cargo volume continues to grow. In 2006, the whole Guangzhou Port surpassed 300 million tons (ranking the third in China's coastal ports and the fifth among the world top ten ports) and 665 million TEUs, and Guangzhou Port reached 201 million tons and 4.774 million TEUs.




The port is part of the Maritime Silk Road that runs from the Chinese coast to the southern tip of India, to Mombasa, from there through the Red Sea via the Suez Canal to the Mediterranean, to the Upper Adriatic region of the northern Italian hub Trieste with its rail connections to Central Europe and the North Sea.

Port of Busan, South Korea

Busan is also the world’s third-largest transshipment port. It handled 11.46 million TEUs in transshipments in 2018, an 11.5 percent increase from the previous year.



Stepping away from China for a little, we find South Korea’s Port of Busan — the sixth busiest port in the world.

The Port of Busan was established in 1876 as a small port with strict trading between Korea, China and Japan. It is situated at the mouth of the Nakdong River facing the Tsushima Island of Japan. During the Korean War (1950-1953), Busan was among the few places North Korea did not invade, causing war refugees to flee to the city of Busan. At that time Busan's port was crucial to receive war materials and aid, such as fabrics and processed foods to keep the economy stable. In the 1970s, a rise in the footwear and veneer industries caused factory workers to migrate to Busan, bringing Busan's population from 1.8 million to 3 million.




The Port of Busan continued to grow and by 2003 the port was the fourth largest container port in the world. South Korea accounted for 0.7% of global trade in 1970, but by 2003 it went up to 2.5%. 50% of the Busan's manufacturing jobs are related to exports, and 83% of the country's exports are containerized, making Busan the country's largest container and general cargo port. Compared to the Port of Busan, Inchon port handles only 7% of containers. Easy access to the Port of Busan between Japan, Singapore, and Hong Kong contribute to its vast growth.




Currently the Port of Busan is the fifth busiest container port in the world and the tenth busiest port in North-east Asia. It is developed, managed, and operated by the Busan Port Authority (BPA) established in 2004. Today the Port of Busan consists of four ports- North Port, South Port, Gamcheon Port, and Dadaepo Port, an International Passenger Terminal and the Gamman container terminal. The North Port provides passenger handling facilities and cargo, and with Gamcheon Port's help more cargo volumes can be handled (Ship Technology). The South Port is home to the Busan Cooperative Fish Market which is the largest fishing base in Korea, and it handles 30% of the total marine volume. The Dadaepo Port located west of the Busan Port, mainly handles coastal catches.




In 2007 the Busan Port handled cargo containing fertilizers, meat, scrap metal, petroleum and other gases, crude petroleum, coal, leather, fats and oils, iron ore, rough wood, natural sand, milling industry products, and sugar. In 2016, South Korea exported a total of $515B and imported $398B. Top exports of South Korea are integrated circuits, cars, refined petroleum, passenger and cargo ships, and vehicle parts. South Korea exports the most to China, the United States, Vietnam, Hong Kong, and Japan. Imports to South Korea mainly come from China, Japan, the United States, Germany, and other Asian countries. In 2017 Busan processed more than 20 million TEU, twenty-foot equivalents (a measure used to estimate the capacity of container ships).




The port is part of the Maritime Silk Road that runs from the Chinese coast towards the southern tip of India to Mombasa, from there through the Suez Canal to the Mediterranean and there to the Upper Adriatic region of Trieste with its rail connections to Central and Eastern Europe.




The current traffic volumes and urban population categorize Busan as a Large-Port Metropolis, using the Southampton system of port-city classification.

Port of Hong Kong, Hong Kong

In the 1990s, the Port of Hong Kong was the strongest and most effective in southern China. But given the rise of China and other surrounding ports in recent years, Hong Kong has since slipped. This is the first time the Port of Hong Kong has not made the top five.

The Port of Hong Kong had several reigns as the world’s busiest port: from 1987 to 1989, 1992 to 1997, and most recently from 1999 to 2004 before it was overtaken by the Port of Singapore. Like Singapore and Busan, the Port of Hong Kong is also an important transshipment port.




Responsibility for administering the port is vested in the Director of Marine. The Port Operations Committee advises him on all matters affecting the efficient operations of the port, except those matters that are the responsibility of the Pilotage Advisory Committee and the Provisional Local Vessels Advisory Committee. The Hong Kong Maritime and Port Board (HKMPB) advises the Government on matters related to port planning and development and promoting Hong Kong as a regional hub port and a leading container port in the world as well as on measures to further develop Hong Kong's maritime industry and to promote Hong Kong's position as an international maritime centre. The HKMPB replaced (in April 2016) the former Hong Kong Maritime Industry Council and Hong Kong Port Development Council and is chaired by the Secretary for Transport and Housing, as they both were.




The Marine Department is responsible for ensuring that conditions exist to enable ships to enter the port, work their cargoes and leave as quickly and as safely as possible. It is concerned with many aspects of safety standards for all classes and types of vessels, from the largest oil-carrying tankers to the smallest passenger-carrying sampans. It also maintains aids to navigation and mooring buoys for seagoing ships, manages three cross-boundary ferry terminals and administers eight public cargo working areas.




All fairway buoys are lit and fitted with radar reflectors. Traffic Separation Schemes operate in the East Lamma Channel and Tathong Channel. The Marine Department's VHF radio network provides comprehensive marine communication coverage throughout the harbour and its approaches. The department has direct communication links with other maritime authorities and users worldwide. Locally, the department's Maritime Rescue Co-ordination Centre (MRCC) maintains direct contact with emergency response services, which include the Government Flying Service, Marine Police and Fire Services. MRCC provides 24-hour maritime distress alert monitoring and co-ordinates all maritime search and rescue operations within the Hong Kong search and rescue region in the South China Sea.




A comprehensive vessel traffic service is provided by the department's Vessel Traffic Centre (VTC), with radar surveillance and tracking capabilities as well as a fully integrated data handling sub-system, covers 95% of Hong Kong waters used by seagoing vessels and ferries. The VTC offers advice on the activities of other vessels and gives navigational information to mariners through a sectorised VHF network. This ensures the safety standard and traffic efficiency of the port. An upgraded vessel tracking system, which can track 4,000 moving vessels plus 1,000 stationary targets in real time, has been in operation since early 2002. It provides the latest technology such as AIS, ECDIS, CCTV, new VHF-direction finders and modern communications systems to further improve navigation safety and operation efficiency. Marine Department patrol launches maintain a watch on shipping, traffic separation schemes, fairways, navigational channels, typhoon shelter and cargo-working areas. They provide on-scene support to the VTC, and are in continuous radio contact with the VTC and local marine traffic control stations located at Ma Wan and Kwai Chung Container Port. The VTC is thus able to promptly initiate and co-ordinate actions required to facilitate safe navigation in the port.




The Hydrographic Office of the Marine Department surveys Hong Kong waters and produces nautical charts to facilitate safe navigation within the port. It functions with reference to the standards laid down by the International Hydrographic Organisation (IHO). Notices to Mariners are promulgated fortnightly to update bilingual nautical charts. A Differential Global Positioning System correction signal is broadcast continuously on 289 kHz to assist mariners using GPS navigation to position-fix their vessels more accurately. Tidal height predictions and real-time tidal information are provided on the department's website. Pilotage is compulsory for ships of 3,000 gross tons and above and gas carriers of any tonnage. Quarantine and immigration facilities are available on a 24-hour basis. Advance immigration clearance and radio pratique may be obtained by certain vessels on application.

Port of Qingdao, China

China’s Port of Qingdao is considered to be one of the most important ports for the West Pacific trade. It is made up of four different port areas, namely Dagang, Qianwan, Guangdong, and Dongjiakou.

The 18.26 million TEUs it handled in 2018 marks a slight decrease from the 18.30 million it managed in 2017.




In 2011, the Qingdao Port, together with three other Chinese ports in East China's Shandong Province, signed a strategic alliance with the largest port of the Republic of Korea (ROK). The alliance included Shandong's Qingdao Port, Port of Yantai, Port of Rizhao, Port of Weihai, and the ROK's Port of Busan and aimed to build a shipping and logistics center in Northeast Asia.




In May, 2014, Qingdao Port International Co. Ltd. announced it was seeking to raise up to US$377 million in a Hong Kong initial public offering.




In August 2014, it was revealed that the firm was involved in two lawsuits with the global warehousing firm Pacorini Logistics, claiming a total of $58.4 million in damages. This followed a lawsuit the firm had already been subject to from CITIC Resources.




The port is part of the 21st Century Maritime Silk Road that runs from the Chinese coast to Singapore, towards the southern tip of India to Mombasa; from there through the Red Sea via the Suez Canal and to the Mediterranean; and from there to the Upper Adriatic region to the northern Italian hub of Trieste with connections to Central Europe and the North Sea.




A world's first suspended monorail capable of carrying fully loaded 20' and 40' containers has been under construction since 2020 at the Port of Qingdao, the first phase of which was put into operation in 2021.




The Port of Qingdao is a seaport on the Yellow Sea in the vicinity of Qingdao (Tsingtao), Shandong Province, People's Republic of China. It is one of the ten busiest ports in the world (7th in 2019, considering total cargo volume).




Qingdao Port consists of four areas, which are often themselves referred to as ports due to their size: Dagang port area, Qianwan port area, Huangdong oil port area (for oil tankers), and Dongjiakou port area, the latter being located 40 kilometres south of Qingdao city.




Including the Qingdao Qianwan Container Terminal and the Qingdao Cosport International Container Terminal, which are located in different areas, Qingdao also has a large terminal for handling iron ore.

Port of Tianjin, China

The transportation of hazardous goods to and from the port was halted for two years in 2015 following an explosion caused by hazardous material that killed over 150 people.

The Port of Tianjin is located just 150km from Beijing and is often considered to be the maritime gateway to the Chinese capital.




The Port of Tianjin (Tianjin Gang, Chinese: pinyin: tiānjīn gǎng), formerly known as the Port of Tanggu, is the largest port in Northern China and the main maritime gateway to Beijing. The name "Tianjin Xingang" , which strictly speaking refers only to the main seaport area, is sometimes used to refer to the whole port. The port is on the western shore of the Bohai Bay, centred on the estuary of the Haihe River, 170 km southeast of Beijing and 60 km east of Tianjin city. It is the largest man-made port in mainland China, and one of the largest in the world. It covers 121 square kilometers of land surface, with over 31.9 km of quay shoreline and 151 production berths at the end of 2010.




Tianjin Port handled 500 million tonnes of cargo and 13 million TEU of containers in 2013,[10] making it the world's fourth largest port by throughput tonnage and the ninth in container throughput.[11] The port trades with more than 600 ports in 180 countries and territories around the world. It is served by over 115 regular container lines. run by 60 liner companies, including all the top 20 liners. Expansion in the last two decades has been enormous, going from 30 million tonnes of cargo and 490,000 TEU in 1993 to well beyond 400 million tonnes and 10 million TEU in 2012. Capacity is still increasing at a high rate, with 550–600 Mt of throughput capacity expected by 2015. The large volume of port traffic and high urban population makes Tianjin a Large-Port Megacity, the largest type of port-city in the world.




The port is part of the Binhai New Area district of Tianjin Municipality, the main special economic zone of northern China, and it lies directly east of the TEDA. The Port of Tianjin is at the core of the ambitious development program of the BNA and, as part of that plan, the port aims to become the primary logistics and shipping hub of North China.




On 12 August 2015, at least two explosions within 30 seconds of each other occurred at a container storage station at the Port of Tianjin in the Binhai New Area of Tianjin, China. The cause of the explosions was not immediately known, but initial reports pointed to an industrial accident. Chinese state media said that at least the initial blast was from unknown hazardous materials in shipping containers at a plant warehouse owned by Ruihai Logistics, a firm specializing in handling hazardous materials.

Port of Jebel Ali, UAE

  Port of Jebel Ali, also known as Mina Jebel Ali, is a deep port located in Jebel Ali, Dubai, United Arab Emirates. Jebel Ali is the world's ninth busiest port. Port of Jebel Ali in Dubai, which opened only as recently as 1979.

Not only is it the busiest and largest port in the Middle East, but the Port of Jebel Ali is also the world’s biggest man-made harbor.




Jebel Ali Port, credited to the efforts of Rashid bin Saeed Al-Maktoum, was constructed in the late 1970s and opened in 1979 to supplement the facilities at Port Rashid. It was inaugurated by Queen Elizabeth II on 26 February 1979. The village of Jebel Ali was constructed for port workers, and it has a population of 300 people. Covering over 134 square kilometres (52 sq mi). It is home to over 5,000 companies from 120 countries of the world. With 67 berths and a size of 134.68 square kilometres (52.00 sq mi), Jebel Ali is the world's largest man-made harbour and the biggest port in the Middle-East.




The port of Jebel Ali has become the port most frequently visited by ships of the United States Navy outside the United States. Due to the depth of the harbour and size of the port facilities, a Nimitz-class aircraft carrier and several ships of the accompanying battle group can be accommodated pier-side. Due to the frequency of these port visits, semi-permanent liberty facilities (referred to by service personnel as "The Sandbox") have been erected adjacent to the carrier berth.




Port Jebel Ali encompass over one million square metres of container yard. It also contains space for medium- and long-term general cargo storage, including seven Dutch barns with a total of almost 19 thousand square metres and 12 covered sheds covering with 90.5 square metres. In addition, Port Jebel Ali also consist of 960 thousand square metres of open storage.




Port Jebel Ali is linked to Dubai's expressway system and to the Dubai International Airport Cargo Village. The Cargo Village facilities capable of handling cargoes, making four-hour transit from ship to aircraft possible. The DPA's commercial trucking service transport container and general cargo transport between Port Jebel Ali, Port Rashid, and the rest of UAE every day.




Jebel Ali port is one of DP World's flagship facilities and have been ranked as 9th in Top Container Port Worldwide having handled 7.62 million TEUs in 2005, which represents a 19% increase in throughput, over 2004. Jebel Ali Port was ranked 7th in the world's largest ports in 2007. Jebel Ali port is managed by state-owned Dubai Ports World.

The expansion of Jebel Ali port commenced in 2001, which is the master plan of the port. The project comprises 15 stages, which will be completed over the decade. Stage one was completed in 2007, which has increased the storage and handling capacity by 2.2 million TEUs and a Quay length of 1,200 m.[17]




The entire project includes 2.4 km of new berths, the container yard behind the berths and the supporting infrastructure and buildings necessary for a fully functioning terminal. The new port will be on reclaimed land extending seaward from the existing port and situated to the west of the Jumeirah Palm Island complex.




The current plan is expected to multiply the total capacity of Jebel Ali port by more than seven, making it the world's biggest container port, surpassing the ports of Shanghai and Singapore.

Port of Rotterdam, Netherlands

The 14.51 million TEUs it managed in 2018 is a 5.7 percent increase from 2017. The port also appears to be sustaining this growth, with a 3.4 percent year-on-year increase in container throughput in the first half of 2019. It leads the list of Europe’s top ports, even as its global ranking falls to 11th.

The Port of Rotterdam in the Netherlands dominated the world stage from the mid 20th century to the early 21st century, reigning as the world’s top port for over four decades from 1962 to 2004.




The Port of Rotterdam is the largest seaport in Europe, and the world's largest seaport outside of East Asia, located in and near the city of Rotterdam, in the province of South Holland in the Netherlands. From 1962 until 2004, it was the world's busiest port by annual cargo tonnage. It was overtaken first in 2004 by the port of Singapore, and since then by Shanghai and other very large Chinese seaports. In 2020, Rotterdam was the world's tenth-largest container port in terms of twenty-foot equivalent units (TEU) handled. In 2017, Rotterdam was also the world's tenth-largest cargo port in terms of annual cargo tonnage.




Covering 105 square kilometres (41 sq mi), the port of Rotterdam now stretches over a distance of 40 kilometres (25 mi). It consists of the city centre's historic harbour area, including Delfshaven; the Maashaven/Rijnhaven/Feijenoord complex; the harbours around Nieuw-Mathenesse; Waalhaven; Vondelingenplaat; Eemhaven; Botlek; Europoort, situated along the Calandkanaal, Nieuwe Waterweg and Scheur (the latter two being continuations of the Nieuwe Maas); and the reclaimed Maasvlakte area, which projects into the North Sea. The Port of Rotterdam is located in the middle of the Rhine-Meuse-Scheldt delta. Rotterdam has five port concessions (ports) within its boundaries - operated by separate companies under the overall authority of Rotterdam.




Rotterdam consists of five distinct port areas and three distribution parks that facilitate the needs of a hinterland with over 50,000,000 consumers throughout the continent of Europe.




As early as 1892, the Leuvehaven attracted the first museum visitors. Art lovers could view one of Van Gogh's first exhibitions in the art gallery at number 74 Leuvehaven. At the time, no one would have thought that the harbor itself would have become a museum a hundred years later. In 1979 the Maritime Museum opened the museum ship the Buffel in the Leuvehaven. That ship used to serve for the Dutch navy. On April 16, 1983, the Maritime Museum was built at the head of the Leuvehaven. It opened in 1986. The Maritime Museum (Havenmuseum, merged with the Maritime Museum since 2014) filled the rest of the harbor with ships. The Leuvehaven is still a home port for a small number of inland vessels.




The Oude Haven is one of the oldest ports of Rotterdam. It is located in the center of the city, south-east of Rotterdam Blaak station. Today the Oude Haven is a well-known and busy nightlife area with cafes and restaurants with terraces on the water, close to the famous Kubuswoningen, the Witte Huis and the adjacent Mariniersmuseum. Rotterdam University of Applied Sciences has a location nearby.




The most important project in this development is the Kop van Zuid - an area on the south bank of the Nieuwe Maas, directly opposite the city center. The area has not been used as a port since the German bombing in 1940 and fell into disrepair in the decades that followed. In 1993 the Hotel New York, former office building of the Holland America Lines (Nederlandsch Amerikaansche Stoomvaart Maatschappij), opened. With the construction of the Erasmusbrug in 1996, the city created a direct connection between the two banks of the Meuse. Since then, numerous public buildings such as the Luxor theater, several museums, but also office and residential high-rises have been built. In March 2020 it was announced that the Rijnhaven will be partially filled in after 2024 and used for residential construction and the construction of a city park. The Posthumalaan will then become a city boulevard with high residential towers and the Wilhelminaplein and Rijnhaven underground stations will be renovated. In the meantime, the Floating Office Rotterdam (FOR) opened in September 2021 on the Antoine Platekade and accommodates the Global Center on Adaptation. The FOR also includes a restaurant and an outdoor swimming pool. This is a project in the context of the Rotterdam Climate Initiative

Port Kelang, Malaysia

It was formally known as Port Swettenham while it was under British rule, and was renamed to Port Kelang in 1972.

Malaysia’s Port Kelang is the Southeast Asian nation’s largest port and located a short 38 kilometers away from its capital, Kuala Lumpur. As such, it is often considered the country’s main gateway by sea.

Klang was formerly the terminus of the government railway and the port of the State. In 1880, the state capital of Selangor was moved from Klang to the more strategically advantageous Kuala Lumpur. Rapid development at the new administrative centre in the late 1800s attracted businessmen and job seekers alike from Klang. At this time the only methods of transport between Klang and Kuala Lumpur were by horse or buffalo drawn wagons, or boat ride along the Klang River to Damansara. Due to this Frank Swettenham stated to Selangor's British Resident at the time, William Bloomfield Douglas, that the journey to Kuala Lumpur was "rather long and boring". He continued to suggest a train line be built as an alternative route.




In September 1882, Sir Frank Athelstane Swettenham was appointed Selangor's new Resident. Swettenham initiated a rail link between Klang and Kuala Lumpur to overcome the transport problems particularly of the tin mining interests, who needed to convey the ore to Klang's port, Pelabuhan Batu. Nineteen and a half miles of rail track from Kuala Lumpur to Bukit Kudu was opened in September 1886, and extended 3 miles to Klang in 1890.




The river navigation, however, was difficult as only ships drawing less than 3.9 metres (13 ft) of water could come up the jetty, and thus a new port was selected near the mouth of the river as the anchorage was good. Developed by the Malayan Railway and officially opened 15 years later on 15 September 1901 by Swettenham himself, the new port was named Port Swettenham.

Both Klang and Port Swettenham were already known as notoriously malaria prone localities with the port itself located on a mangrove swamp. Within two months of its opening, the port was closed due to an outbreak of malaria. Just a few years before, the British doctor Sir Ronald Ross proved in 1897 that malaria is transmitted by mosquitoes. Port Swettenham was the first colonial area to benefit from the discovery. Swamps were filled in, jungle cleared, and surface water diverted to destroy mosquito breeding grounds and combat further disruption to port operations. The threat of malaria was removed completely by the end of the exercise. Trade grew rapidly and two new berths were added by 1914 along with other port facilities. The Selangor Polo Club was founded in Port Swettenham in 1902 but it moved to Kuala Lumpur in 1911.




Between World Wars I and II the port experienced much growth and expansion, peaking in 1940 when tonnage rose to 550,000 tonnes. During the Second World War allied aircraft were serviced by RAF Servicing Commandos at airfields in Port Swettenham. Its location is marked on a 1954 map by the United States Army. Much of the port's facilities that were damaged during the war were reconstructed. The port expanded to the south with permanent installations to handle more palm oil and latex, two increasingly important exports. Imports also grew tremendously and tonnage of cargo handled at the port far exceeded what was thought possible before the war.

On 1 July 1963 the Malaysian government established the Port Swettenham Authority, which subsequently was changed to Port Klang Authority as a statutory corporation to take over the administration of Port Klang from the Malayan Railway Administration. In the late 1960s and 1970s new deepwater berths were constructed with wharves suitable for handling container as well as conventional cargoes. The Royal Selangor Yacht Club was first registered here as "Port Swettenham Yacht Club" in July 1969. In November 1972, Prime Minister Tun Abdul Razak declared the container terminal open and in May 1974, construction of seven more berths for bulk cargo began and was completed in 1983. In October 1982, construction of the liquid bulk terminal in North Port was completed.




On 17 March 1986 the container terminal facilities operated by Port Klang Authority was privatised to Klang Container Terminal Berhad as part of the privatisation exercise of the government. In January 1988, construction work began on a new 800 feet (240 m) berth, as an alternative to the immediate development of West Port. A government directive in 1993 has identified Port Klang to be developed into the National Load Centre. Port Klang has since grown and now establishes trade connections with over 120 countries and dealings with more than 500 ports around the world.




The port is part of the Maritime Silk Road that runs from the Chinese coast via the Suez Canal to the Mediterranean, there to the Upper Adriatic region of Trieste with its connections to Central and Eastern Europe.

Port of Antwerp, Belgium

Located in the north of the country near the Dutch border, the Port of Antwerp has been registering year-on-year growth over the past six years, with the 11.1 million TEUs handled in 2018 yet another record for the port.

Its international rankings vary from 11th to 20th (AAPA). The port is currently undergoing talks for a merger with the Port of Zeebrugge.

The Port of Antwerp-Bruges is the port of the City of Antwerp. It is located in Flanders (Belgium), mainly in the province of Antwerp but also partially in the province of East Flanders. It is a seaport in the heart of Europe accessible to capesize ships. It is Europe’s second-largest seaport, after Rotterdam. Antwerp stands at the upper end of the tidal estuary of the Scheldt. The estuary is navigable by ships of more than 100,000 Gross Tons as far as 80 km inland. Like the Port of Hamburg, the Port of Antwerp's inland location provides a more central location in Europe than the majority of North Sea ports. Antwerp's docks are connected to the hinterland by rail, road, and river and canal waterways. As a result, the port of Antwerp has become one of Europe's largest seaports, ranking second behind Rotterdam by total freight shipped. Its international rankings vary from 11th to 20th (AAPA). In 2012, the Port of Antwerp handled 14,220 sea trade ships (190.8 million tons of cargo, 53.6% in containers), 57,044 inland barges (123.2 million tons of cargo), and offered liner services to 800 different maritime destinations.

Antwerp's potential as a seaport was recognized by Napoleon Bonaparte and he ordered the construction of Antwerp's first lock and dock in 1811. Called the Bonaparte Dock, it was joined by a second dock - called the Willem Dock after the Dutch King - in 1813. When the Belgian Revolution broke out in 1830, there was a well-founded fear that the Dutch would blockade the Scheldt again but, in the event, they contented themselves with levying a stiff toll. Fortunately, the young Belgium had friends in Britain and particularly in the person of Lord Palmerston, who believed the existence of Belgium would be beneficial to Britain, and that, in consequence, it was important to make sure that the newly born state was economically viable.




With his support, the Belgian government was able to redeem the Dutch Toll in 1863. By that time, the Kattendijk Dock had been completed in 1860 and the all important Iron Rhine Railway to the Ruhr had been finished in 1879. Antwerp then experienced a second golden age and by 1908 eight docks had been constructed. The opening of the Royers Lock, commenced in 1905, meant that ships drawing up to 31 feet (9.4 m) of water were able to enter the existing docks and access the new Lefèbvre and America docks. Such was the situation at the outbreak of the First World War in 1914. The British, and Winston Churchill, then First Lord of the Admiralty, in particular were well aware of the Port of Antwerp's strategic importance, so much so that Churchill arrived in Antwerp on 4 October 1914 to take charge of the defence of the city and its port.




In 1944 during the Second World War Allied forces liberated Antwerp on 4 September. The port and facilities were relatively undamaged and no major reconstruction work was required. However the port could not be used until 28 November, after the estuary approaches were cleared by the Battle of the Scheldt. Walcheren was the key that allowed use of the port, located further upstream on the right bank of the southern estuary of the river. Walcheren was attacked by Canadian and British forces and on 8 November all German resistance on the island had been overrun. An agreement assigned a large portion of the northern section of the port to the Americans and the southern section and the city of Antwerp to the British forces. The first US cargo vessel James B. Weaver arrived on 28 November 1944 with men of the 268th Port Company and their equipment on board. By mid-December the port was operating in high gear and, on average, some 9,000 civilians were employed by the Americans. Despite enemy air attacks, rockets and buzz bombs, operations were never entirely halted, although they were interrupted. In the first half year of 1945, the average amount of cargo discharged was around 0.5 million tons per month. After the close of the hostilities in Europe, the port was used for shipments of ammunition, vehicles, tanks and personnel to the Pacific. After the capitulation of Japan, shipments were directed to the United States. As from November 1945 the activities declined and by October 1946 all US Army operations ceased.




When peace returned, work started on the Grote Doorsteek, an ambitious plan which ultimately resulted in the extension of the docklands on the right bank of the Scheldt to the Dutch border. The construction of the Berendrecht Lock was the crowning element of this plan. It was the world's largest shipping lock when inaugurated in 1989. Since 1989, development has been concentrated on the creation of fast turnround tidal berths, both on the Right Bank (Europa Terminal and the North Sea Terminal) and on the Left Bank (Deurganck Dock).

Port of Kaohsiung, Taiwan

 The port is currently undergoing expansions and works to its infrastructure, more specifically to its 7th container terminal, work for which is expected to be completed by 2023.

Previously a natural lagoon, the Port of Kaohsiung was developed into a harbor and became operational in 1858. Today, it is Taiwan’s biggest seaport.

The Port of Kaohsiung (POK; Chinese: pinyin: Gāoxióng Gǎng; Wade–Giles: Kao1-hsiung2 Kang3; Pe̍h-ōe-jī: Ko-hiông-káng) is the largest harbor in Taiwan, handling approximately 10.26 million twenty-foot equivalent units (TEU) worth of cargo in 2015.The port is located in southern Taiwan, adjacent to Kaohsiung City, and surrounded by the city districts of Gushan, Yancheng, Lingya, Cianjhen, Siaogang, as well as Cijin. It is operated by Taiwan International Ports Corporation, Taiwan's state-owned harbor management company.

After the war, restarted development of the port. The "second port" was built in 1975 by breaking the land bridge between Siaogang and Cijin.

At the southern side of the second port entrance, a museum and park currently stands nearby the recently established Intercontinental Terminal (No.6 Terminal) . This museum describes the history and clearance of a significantly sized residential community which was situated nearby to the expanded port.

The port is part of the Maritime Silk Road that runs from the Chinese coast towards the southern tip of India to Mombasa, from there through the Suez Canal to the Mediterranean and there to the Upper Adriatic region of Trieste with its rail connections to Central and Eastern Europe.

In 2017, Taiwan International Ports Corporation has completed the expensive expansion of Port of Kaohsiung and added new facilities to advance both container and passenger throughput.

Port of Kaohsiung expanded its passenger service facilities with the introduction of a new mobile and adjustable passenger bridge to facilitate passenger embarkation and disembarkation from large cruise ships – such as Star Cruises’ SuperStar Virgo. The new passenger three-level bridge can move up and down to match the different heights of cruise ship hatches to a maximum height of eight meters. It has also completed an air-conditioned, enclosed corridor linking the cruise-ship wharf to the International Travel Center.

Ongoing efforts by the Taiwan International Ports Corporation have resulted in growth for the port's cruise business. An estimated 127,000 cruise passengers are expected to visit the Port of Kaohsiung in 2017.

The port's ferry terminal is also being expanded. In 2017, over 530,000 passengers traveled on the Budai – Penghu route during the tourist season, a 5.4 percent increase over the same period in the previous year. In order to accommodate the increase in transit passengers, the port is renovating its existing passenger service center. The ferry pier is also being extended so that it will be able to berth two ferries of over 500mt simultaneously, giving Port of Budai sufficient wharf space to concurrently berth up to nine ferries.

The port was a natural lagoon before eventually developed through into a modern harbor over the period of several hundred years. At the time of 16th century, some villages had already established on the seashore of the present-day Kaohsiung, which was called as "Takau" by natives at that time. The colonists of Dutch East India Company (VOC) arrived at Takau in 1620s and then began to develop the lagoon. The port, historically referred to as the "Takau Port" (Chinese: Pe̍h-ōe-jī: Tá-káu-káng), developed gradually during the Dutch Era, Koxinga Era, and the early Qing Dynasty.

Port of Xiamen, China

 The Port of Xiamen is an important deep water port located on Xiamen Island, the adjacent mainland coast, and along the estuary of the Jiulongjiang River in southern Fujian, China. It is one of the trunk line ports in the Asia-Pacific region. It is ranked the 8th-largest container port in China and ranks 17th in the world. It is the 4th port in China with the capacity to handle 6th-generation large container vessels.

The port offers 74 berths. One can handle vessels of 100,000 or more tonnes, 23 berths are for 10,000 or more tonnes, and two handle vessels between berths for 5,000 and 10,000 tonnes. There are nine container terminals.

The Port of Xiamen is an important deep water port located on Xiamen Island, the adjacent mainland coast, and along the estuary of the Jiulongjiang River in southern Fujian, China. It is one of the trunk line ports in the Asia-Pacific region. It is ranked the 8th-largest container port in China and ranks 17th in the world. It is the 4th port in China with the capacity to handle 6th-generation large container vessels. In 2013, Xiamen handled 191 million tons of cargo, including 8.08 million TEUs of containers. On 31 August 2010, Xiamen Port incorporated the neighboring port of Zhangzhou to form the largest port of China's Southeast. This was a relatively uncommon case of ports merging across jurisdictions.

The port comprises twelve areas including Heping, Dongdu, Haitian, Shihushan, Gaoqi, and Liuwudian[better source needed] (in Tong'an District).

The world's top 20 shipping companies have all established major shipping routes and operations in Xiamen. A total of 68 shipping routes serve over 50 countries to almost all the major ports in the world, yielding an average 469 ship calls at the port each month. In addition, passenger services also operate from Xiamen to Hong Kong, Guangzhou, Shanghai and Wenzhou, as well as frequent ferry service to the Shuitou terminal in Kinmen Island (R.O.C.).

The port is owned and operated by Xiamen Port Authority which is a department of the Xiamen Municipal Government.

The port is part of the 21st Century Maritime Silk Road that runs from the Chinese coast to Singapore, towards the southern tip of India to Mombasa, from there through the Red Sea via the Suez Canal to the Mediterranean, there to the Upper Adriatic region to the northern Italian hub of Trieste with its connections to Central Europe and the North Sea.

Xiamen is a well-developed first-class port. Dongdu harbor is located on Haicang district which is on the mainland. The coast line in the harbor area stretches for 30 kilometres (19 mi), and the depth of water reaches up to 17 metres (56 ft).

The port offers 74 berths. One can handle vessels of 100,000 or more tonnes, 23 berths are for 10,000 or more tonnes, and two handle vessels between berths for 5,000 and 10,000 tonnes. There are nine container terminals.

Port of Dalian, China

The port offers connections to 116 different cities via over 300 routes.



The Port of Dalian founded in 1899 lies at the southern tip of Liaodong Peninsula in Liaoning province and is the most northern ice-free port in China. It is also the largest multi-purpose port in Northeast China serving the seaports North Asia, East Asia and the Pacific Rim. It is the trade gateway to the Pacific. It is the second largest container transshipment hub in mainland China.

In 1972, the first container ships entered the Port of Dalian, and inaugurated China’s first container routes. In 1973, the port handled 21.5 million tons.




The Port of Dalian consists of Daliangang, Dalianwan, Xianglujiao, Nianyuwan, Ganjinzi, Heizuizi, Si'ergou and Dayaowan port areas. Port of Dalian is owned and managed by the state-owned Dalian Port Corporation Limited. It has established trading and shipping links with more than 300 ports in 160 countries and regions of the world. There are 68 international and domestic container shipping routes. Port of Dalian handles at least 100 million in cargo throughput annually.




In May 2010, the port was visited by North Korean Supreme Leader Kim Jong-il, as part of a series of tours given to Kim by the Chinese government to promote an economic liberalization along the lines of the Chinese economic reform in North Korea.




In 2016, it was confirmed that the Port of Dalian would be part of the port sector consolidation undertaken by the Chinese government. Previously, the Dalian Container Terminal (DCT) controlled operations at seven container berths while the Dalian Port Container Terminal (DPCT) operated five container berths and the Dalian International Container Terminal operated two. In August 2017, all entities merged to form one operating entity under the DCT. All three of the previous entities had varying degrees of international investment including Nippon Yusen (Japan), Singapore Dalian Port Investment and PSA China.




In early 2017, it was reported that the Dalian Port and Yingkou Port Group would enter into a ‘corporation framework agreement’ to integrate port management in Liaoning province. The province would form a new company to run all ports with state-owned China Merchants Group to purchase a controlling stake.

The Port of Dalian (38° 55' N 121° 41' E) founded in 1899 lies at the southern tip of Liaodong Peninsula in Liaoning province and is the most northern ice-free port in China. It is also the largest multi-purpose port in Northeast China serving the seaports North Asia, East Asia and the Pacific Rim. It is the trade gateway to the Pacific. It is the second largest container transshipment hub in mainland China[1] and the city of Dalian is cateogorized as a Large-Port Metropolis using the Southampton system for port-city classification.

Port of Los Angeles, United States

Commonly known as America’s Port, the port of LA connects the two global economic powerhouses, China and the US, and plays a major role in the Transpacific trade.

The first US port to appear on the list of top ports in the world is none other than the Port of Los Angeles in California.

The Port of Los Angeles is a seaport managed by the Los Angeles Harbor Department, a unit of the City of Los Angeles. It occupies 7,500 acres (3,000 ha) of land and water with 43 miles (69 km) of waterfront and adjoins the separate Port of Long Beach. Promoted as "America's Port", the port is located in San Pedro Bay in the San Pedro and Wilmington neighborhoods of Los Angeles, approximately 20 miles (32 km) south of downtown.




The cargo coming into the port represents approximately 20% of all cargo coming into the United States.[clarification needed] The port's channel depth is 53 feet (16 m). The port has 25 cargo terminals, 82 container cranes, 8 container terminals, and 113 miles (182 km) of on-dock rail. The port's top imports were furniture, automobile parts, apparel, footwear, and electronics. In 2019, the port's top exports were wastepaper, pet and animal feed, scrap metal and soybeans. As of a report from the port released 2020, its top three trading partners were China (including Hong Kong), Japan, and Vietnam. As of 2022, the port, together with the adjoining Port of Long Beach, are considered the least efficient ports on the planet.

In 1542, Juan Rodriquez Cabrillo discovered the "Bay of Smokes." The south-facing San Pedro Bay was originally a shallow mudflat, too soft to support a wharf. Visiting ships had two choices: stay far out at anchor and have their goods and passengers ferried to shore, or beach themselves. That sticky process is described in Two Years Before the Mast by Richard Henry Dana Jr., who was a crew member on an 1834 voyage that visited San Pedro Bay. Phineas Banning greatly improved shipping when he dredged the channel to Wilmington in 1871 to a depth of 10 feet (3.0 m). The port handled 50,000 tons of shipping that year. Banning owned a stagecoach line with routes connecting San Pedro to Salt Lake City, Utah, and Yuma, Arizona, and in 1868 he built a railroad to connect San Pedro Bay to Los Angeles, the first in the area.




After Banning's death in 1885, his sons pursued their interests in promoting the port, which handled 500,000 tons of shipping in that year. The Southern Pacific Railroad and Collis P. Huntington wanted to create Port Los Angeles at Santa Monica and built the Long Wharf there in 1893. However, the Los Angeles Times publisher Harrison Gray Otis and U.S. Senator Stephen White pushed for federal support of the Port of Los Angeles at San Pedro Bay. The Free Harbor Fight was settled when San Pedro was endorsed in 1897 by a commission headed by Rear Admiral John C. Walker (who later went on to become the chair of the Isthmian Canal Commission in 1904). With U.S. government support, breakwater construction began in 1899, and the area was annexed to Los Angeles in 1909. The Los Angeles Board of Harbor Commissioners was founded in 1907.




In 1912 the Southern Pacific Railroad completed its first major wharf at the port. During the 1920s, the port surpassed San Francisco as the West Coast's busiest seaport. In the early 1930s, a massive expansion of the port was undertaken with the construction of a breakwater three miles out and over two miles in length. In addition to the construction of this outer breakwater, an inner breakwater was built off Terminal Island with docks for seagoing ships and smaller docks built at Long Beach. It was this improved harbor that hosted the sailing events for the 1932 Summer Olympics.




During World War II, the port was primarily used for shipbuilding, employing more than 90,000 people. In 1959, Matson Navigation Company's Hawaiian Merchant delivered 20 containers to the port, beginning the port's shift to containerization. The opening of the Vincent Thomas Bridge in 1963 greatly improved access to Terminal Island and allowed increased traffic and further expansion of the port. In 1985, the port handled one million containers in a year for the first time. During the 2002 West Coast port labor lockout, the port had a large backlog of ships waiting to be unloaded at any given time. Many analysts believe that the port's traffic may have exceeded its physical capacity as well as the capacity of local freeway and railroad systems. The chronic congestion at the port caused ripple effects throughout the American economy, such as disrupting just-in-time inventory practices at many companies. In 2000, the Pier 400 Dredging and Landfill Program, the largest such project in America, was completed. By 2013, more than half a million containers were moving through the Port every month.

The port district is an independent, self-supporting department of the government of the City of Los Angeles. The port is under the control of a five-member Board of Harbor Commissioners appointed by the mayor and approved by the city council, and is administered by an executive director. The port maintains an AA bond rating, the highest rating attainable for self-funded ports.




As of 2016, the port had about a dozen pilots, including two chiefs. Pilots have specialized knowledge of the harbor and San Pedro Bay. They meet the ships waiting to enter the harbor and provide advice as the vessel is steered through the congested waterway to the dock.




For public safety protection inside the port and of its businesses, the Port of Los Angeles utilizes the Los Angeles Port Police for police service, the Los Angeles Fire Department (LAFD) to provide fire and EMS services, the U.S. Coast Guard for waterway security, Homeland Security to protect federal land at the port, the Los Angeles County Lifeguards to provide lifeguard services for open waters outside of the harbor, while Los Angeles City Recreation & Parks Department lifeguards patrol the inner Cabrillo Beach.

Port of Tanjung Pelepas, Malaysia

Strategically situated near the Strait of Malacca and Straits of Johor, the port is seeking to expand to more than double its capacity from the current 12.5 million TEUs to 30 million TEUs by 2030.

Malaysia’s Tanjung Pelepas port is the third Southeast Asian port on the list of top ports in the world, after the Port of Singapore and Port Kelang.

The Port of Tanjung Pelepas (PTP, UN/Locode: MYTPP) is a container port located in Iskandar Puteri, Johor Bahru District, Johor, Malaysia, and is part of the APM Terminals Global Terminal Network, which holds a minority share in the joint venture.




The port is situated on the eastern mouth of the Pulai River in south-western Johor, Malaysia, in close proximity to the Straits of Johor, which separates the countries of Malaysia and Singapore and the Strait of Malacca. Transshipment accounts for over 90 per cent of the port's traffic and was constructed in an attempt to compete with Singaporean ports.

The current port offers 14 berths totaling 5 km of linear wharf length, and a 1.2 million square meters container yard which contains around 240,000 TEU in storage space, 48,374 ground slot and 5,080 reefer points.




The berths are serviced by 66 Super Post-Panamax quay cranes, 24 (EEE crane) with 24 rows outreach, 11 of which have a 22 rows outreach and dual hoist 40’ pick, 30 with 22 rows outreach and twin 20’ lift. The total capacity of the port today is over 10.5 million TEU per year with 174 rubber tyred gantry cranes and 498 prime movers operates around the container facility.




In addition to road connectivity, the port is also connected to the peninsular's freight railway system that extends from Johor to the south to southern Thailand to the north, via a 4-track rail terminal. The port development area covers 2,000 acres for the port terminal and 1,500 acres for the free trade zone. The port has a harbour with a draft of 15 – 19 metres, and a turning basin of 720 metres.




The 2007 master plan of the port envisages over 95 berths with 150 million TEU terminal handling capacity. The berths are expected to extend from the mouth of the Pulai River to Malaysia–Singapore Second Link.


The Malaysia–Singapore Second Link (Malay: Laluan Kedua Malaysia–Singapura, Chinese: is a bridge connecting Singapore and Johor, Malaysia. In Singapore, it is officially known as the Tuas Second Link. The bridge was built to reduce the traffic congestion at the Johor–Singapore Causeway and was opened to traffic on 2 January 1998. It was officially opened by Singapore's then Prime Minister Goh Chok Tong with his counterpart, Dr Mahathir Mohamed, who was then Prime Minister of Malaysia. The bridge supports a dual-three lane carriageway linking Kampong Ladang at Tanjung Kupang, Johor to Jalan Ahmad Ibrahim at Tuas, Singapore. The total length of the bridge over water is 1.92 kilometres (1.19 mi). The actual distance between both checkpoints is approximately 6 kilometres (3.7 mi).


At Malaysian side, the bridge is connected to the Second Link Expressway (Malay: Lebuhraya Laluan Kedua Malaysia–Singapura) E3 also known as Linkedua Expressway, which links from Senai North Interchange Exit 253 at North–South Expressway E2, Senai Airport and Taman Perling, Johor Bahru via its extension known as Johor Bahru Parkway E3. In Singapore, the bridge connects to the Ayer Rajah Expressway.


The checkpoint on Malaysia side is called the Sultan Abu Bakar CIQ Complex (Kompleks Sultan Abu Bakar). The checkpoint on Singapore side, the Tuas Checkpoint, was built on 19.6 hectares (48 acres) of reclaimed land at a cost of S$485 million. Designed by CPG Corporation, it involved the use of 54,000 cubic metres (1,900,000 cu ft) of concrete and 18,000 tonnes (20,000 short tons) of reinforcing steel, and won the Architectural Design Award and Best Buildable Design Award awarded by the Singapore Institute of Architects and the Building and Construction Authority respectively. Travelling along the Second Link usually takes less time than the Causeway due to smoother traffic in both directions; however, during festive periods (especially Chinese New Year, Hari Raya, Christmas and Deepavali) the dense traffic between Malaysia and Singapore still leads to massive jams on both bridges.

Port of Hamburg, Germany

Its 300 berths and 43km-long sea quay play host to 8,000 vessels per year and the port has four container terminals to accommodate the 8.73 million TEUs it handles.

The Port of Hamburg in Germany is Europe’s third-largest and busiest port and is located in the northern German city of Hamburg.

The Port of Hamburg (German: Hamburger Hafen, pronounced [ˈhamˌbʊʁɡɐ ˈhaːfn̩]] (listen)) is a seaport on the river Elbe in Hamburg, Germany, 110 kilometres (68 mi) from its mouth on the North Sea.




Known as Germany's "Gateway to the World" (Tor zur Welt), it is the country's largest seaport by volume. In terms of TEU throughput, Hamburg is the third-busiest port in Europe (after Rotterdam and Antwerp) and 15th-largest worldwide. In 2014, 9.73 million TEUs (20-foot standard container equivalents) were handled in Hamburg.




The port covers an area of 73.99 square kilometres (28.57 sq mi) (64.80 km2 usable), of which 43.31 km2 (34.12 km2) are land areas. The branching Elbe creates an ideal place for a port complex with warehousing and transshipment facilities. The extensive free port was established when Hamburg joined the German Customs Union. It enabled duty-free storing of imported goods and also importing of materials which were processed, re-packaged, used in manufacturing and then re-exported without incurring customs duties. The free port was abandoned in 2013.




The port is almost as old as the history of Hamburg itself. Founded on 7 May 1189 by Frederick I at a strategic location near the mouth of the Elbe, it has been Central Europe's main port for centuries and enabled Hamburg to develop early into a leading city of trade with a rich and proud bourgeoisie.




During the age of the Hanseatic League from the 13th to 16th century, Hamburg was considered second only to the port and city of Lübeck in terms of its position as a central trading node for sea-borne trade. With discovery of the Americas and the emerging transatlantic trade, Hamburg exceeded all other German ports. During the second half of the 19th century, Hamburg became Central Europe's main hub for transatlantic passenger and freight travel, and from 1871 onward it was Germany's principal port of trade. In her time the Hamburg America Line was the largest shipping company in the world. Since 1888, the HADAG runs a scheduled ferry service across various parts of the port and the Elbe. The Free Port, established on 15 October 1888, enabled traders to ship and store goods without going through customs and further enhanced Hamburg's position in sea trade with neighbouring countries. The Moldauhafen has a similar arrangement, though related to the Czech Republic exclusively.




The Speicherstadt, one of Hamburg's architectural icons today, is a large wharf area of 350,000 m2 floor area on the northern shore of the river, built in the 1880s as part of the free port and to cope with the growing quantity of goods stored in the port.




Hamburg shipyards lost fleets twice after World War I and World War II, and during the partition of Germany between 1945 and 1990, the Port of Hamburg lost much of its hinterland and consequently many of its trading connections. However, since German reunification, the fall of the Iron Curtain and European enlargement, Hamburg has made substantial ground as one of Europe's prime logistics centres and as one of the world's largest and busiest sea ports.

Port of Long Beach, United States

The Port of Long Beach is also located in the west coast state of California and just a stone’s throw away from the Port of Los Angeles, which is also in San Pedro’s Bay.The seaport generates approximately $100 billion per year in trade and employs more than 316,000 people in Southern California.

The San Pedro Breakwater was started in 1899 and over time was expanded to protect the current site of the Port of Long Beach. The Port of Long Beach was founded on 800 acres of mudflats on June 24, 1911, at the mouth of the Los Angeles River. In 1917, the first Board of Harbor Commissioners was formed to supervise harbor operations. Due to the booming economy, Long Beach voters approved a $5 million bond to improve the inner and outer harbor in 1924.

The San Pedro Breakwater was started in 1899 and over time was expanded to protect the current site of the Port of Long Beach. The Port of Long Beach was founded on 800 acres (3.2 km2) of mudflats on June 24, 1911, at the mouth of the Los Angeles River. In 1917, the first Board of Harbor Commissioners was formed to supervise harbor operations. Due to the booming economy, Long Beach voters approved a $5 million bond to improve the inner and outer harbor in 1924.




The old Municipal Pier was rebuilt into the Municipal Wharf in 1925. In 1925 construction started on Pier A and Pier B, with opening of Pier A in 1930.




By 1926 more than one million tons of cargo were handled, and additional piers were constructed to accommodate the growing business.




In 1921, oil was discovered at the Long Beach Oil Field on and around Signal Hill. In 1932, the fourth-largest oil field in the United States, Wilmington Oil Field, was discovered; much of this field was underneath Long Beach and the harbor area itself. The hundreds of oil wells from Wilmington Oil Field provided oil revenues to the City and Port of Long Beach. The first offshore oil well in the harbor was brought online in 1937, shortly after the discovery that the oil field far extended into the harbor. In the mid-1930s, the port was expanded, largely due to the need to transport oil to foreign markets, as the immense output of oil from the Los Angeles Basin caused a glut in US markets.




The extraction of hundreds of millions of barrels of oil caused concern for subsidence, as the overlying land collapsed into the empty space over time. Engineers and geologists were promptly assigned to the problem, building dikes for flood control at high tide.




On July 3, 1930 the Federal River and Harbor Act authorizes expanding the San Pedro Bay breakwater by 3.5-mile completed in 1949.




Long Beach became a home port for the United States Navy's Pacific Fleet in 1932. In 1940 the navy purchased 105 acres on Terminal Island built the Long Beach Naval Shipyard there.




The first bridge linking the eastern end of Terminal Island and Long Beach across the Back Channel was an unnamed "temporary" pontoon bridge constructed during World War II to accommodate traffic resulting from the expansion of the Long Beach Naval Shipyard. In 1968, it was replaced by the Gerald Desmond Bridge.




In 1946, after World War II, the Port of Long Beach was established as "America’s most modern port" with the completion of the first of nine clear-span transit sheds. Pier E was completed and Pier B was expanded to two times its size in 1949. Pierpoint Landing completed on Pier F in 1948, becoming a large sport fishing spot.




Concerns regarding subsidence increased until Operation "Big Squirt," a water injection program, halted any progression of sinking land in 1960.

In 1971 Pier J expansion is complete with a 55-acre container and car import terminal, becoming Toyota's Western distribution center. In 1972 International Transportation Service completes a 52-acre container terminal on Pier J with a 1,200-foot wharf and two gantry cranes. Maersk Line Pacific completes on Pier G a 29-acre container terminal. Port of Long Beach is the largest container terminal in America.




With the rapid expansion of the port, pollution also increased. The Port of Long Beach instituted programs to prevent and control oil spills, contain debris, and manage vessel traffic. Due to its efforts, the port was awarded the American Association of Port Authorities Environmental "E" Award. Long Beach is the first harbor in the Western Hemisphere to receive such an award.




In 1979, with improved relations between the United States and China, the port sent officials to the People’s Republic of China for the first time. Less than a year later, the China Ocean Shipping Co. (COSCO) inaugurated international shipping and designated Long Beach as its first US port of call. Relationships were forged with other international powers, and South Korea's Hanjin Shipping opened a 57-acre (230,000 m2) container terminal on Pier C of the port in 1991. Following this, COSCO, secured business with the Port of Long Beach in 1997.







Intermodal freight transport ship-to-rail transfer of containerized cargos at the Port of Long Beach

From the late 1990s through 2011, the Port of Long Beach saw increased traffic and growth with the leasing of terminals. In 1997, approximately one million containers were inbound to the port. By 2005, this number had tripled to nearly 3.3 million containers. If outbound containers are included, then the number increased from 3 million containers in 1997 to nearly 6.7 million containers in 2005.




In 2001 U.S. Navy closed its footprint at Port of Long Beach, the Navy transfers it last lot of land on Terminal Island to the Port of Long Beach. The shipyard was closed in 1997.




The surge in vessel traffic and cargo prompted increased environmental efforts by the port. In 2004, the Port of Long Beach reached compliance with an air pollution mandate by handling petroleum coke, one of the port's largest exports, in improved ways. By using enclosed conveyors and covered storage areas, the port reduced the amount of dust emitted by the petroleum coke by 5%, down 21% in 1997.




In 2007, the seaport launched banned older diesel trucks from serving the port. On October 1, 2011, the Clean Trucks Program was launched by the Ports of Long Beach and Los Angeles. The program set a goal to reduce air pollution from its truck fleet by 80% by 2012. Trucks built prior to 1987 that fail to meet the 2007 clean truck standards set forth by the United States Environmental Protection Agency are denied access to port terminals. In compliance with the clean truck initiative on October 1, all trucking companies conducting business with the port must have a port-approved concession outlining the regulations they must abide by. By September 23, 2011, nearly 500 trucking companies had applied for concessions, amounting to more than 6,000 trucks.







A south looking view of the Port of Long Beach with Santa Catalina Island in the background.

In 2012 International Longshore and Warehouse Union went on strike, that closed down the ports of and Long Beach and Los Angeles. The eight-day strike cost California about $8 billion. Ships were backed up into the pacific ocean. The Federal Mediation and Conciliation Service helped end the strike. The strike impacted retailers getting ready for the holiday sales.




In April 2019, COSCO Shipping-owned Orient Overseas (International) Limited announced that it would sell their Long Beach Container Terminal business to a consortium led by Macquarie Infrastructure Partners for $1.78 billion. The federal government demanded the sale of the terminal after a 2018 review by the Committee on Foreign Investment in the United States.




A decision in 2020 by the California Public Utilities Commission allowed building a fuel cell plant at the port to move ahead. The joint venture by Toyota and FuelCell Energy would produce power and hydrogen from natural gas.




In 2021, the port had issues processing container ships. 86 container ships had to wait outside the port.

Port of Ningbo-Zhoushan, China

The port is known for its infrastructural capabilities, which include a massive crude oil terminal that can hold 250,000 tons of crude oil, and a 200,000+ ton ore loading berth.



Formerly two separate entities, the ports of Ningbo and Zhoushan merged in 2006 to become the current fourth-largest port in the world — the Port of Ningbo-Zhoushan.

Despite moving fewer containers than its counterparts Shanghai and Shenzhen, the port of Ningbo actually has a far longer history. It was a flourishing city port when Shanghai was still a fishing village, thanks to its key location along China’s maritime Silk Road for 2,000 years.

The Port of Ningbo-Zhoushan is the busiest port in the world in terms of cargo tonnage. It handled 888.96 million tons of cargo in 2015. The port is located in Ningbo and Zhoushan, on the coast of the East China Sea, in Zhejiang province on the southeast end of Hangzhou Bay, across which it faces the municipality of Shanghai.




The port is at the crossroads of the north-south inland and coastal shipping route, including canals to the important inland waterway to interior China, the Yangtze River, to the north. The port consists of several ports which are Beilun (seaport), Zhenhai (estuary port), and old Ningbo harbor (inland river port).




The operator of the port, Ningbo Zhoushan Port Co., Ltd. (NZP), is a listed company, but it is 76.31% owned by state-owned Ningbo Zhoushan Port Group Co., Ltd., as of 30 June 2017.

Ningbo Port was established in 1738. During the Tang Dynasty (618-907), it was known as one of the three major seaports for foreign trade under the name "Mingzhou", along with Yangzhou and Guangzhou.




In the Song Dynasty, it became one of the three major port cities for foreign trade, together with Guangzhou and Quanzhou. It was designated as one of the "Five Treaty Ports" along with Guangzhou, Xiamen, Fuzhou and Shanghai after the 1842 Treaty of Nanking that ended the First Opium War.




In 2006, the Port of Ningbo was merged with the neighboring Port of Zhoushan to form a combined cargo handling center. The combined Ningbo-Zhoushan Port handled a total cargo volume of 744,000,000 metric tons of cargo in 2012, making it the largest port in the world in terms of cargo tonnage, surpassing the Port of Shanghai for the first time.




The port is part of the 21st Century Maritime Silk Road that runs from the Chinese coast to Singapore, towards the southern tip of India to Mombasa, from there through the Red Sea via the Suez Canal to the Mediterranean, there to the Upper Adriatic region to the northern Italian hub of Trieste with its connections to Central Europe and the North Sea.

The Port of Ningbo-Zhoushan complex is a modern multi-purpose deep water port, consisting of inland, estuary, and coastal harbors. There are a total of 191 berths including 39 deep water berths with 10,000 and more tonnage.




The larger ports include a 250,000 tonnage crude oil terminal and a 200,000+ tonnage ore loading berth. There is also a purpose-built terminal for 6th generation container vessels and a 50,000 tonnage berth dedicated for liquid chemical products.




In August 2020, the Ningbo-Zhoushan Port (NZP) Group, together with Brazilian iron ore miner Vale, inaugurated the Shulanghu grinding hub, after a collaboration that began in 2016. This was followed in November 2020 by an ¥4.3 billion RMB (US$650.6 million) investment deal. The Zhejiang Free Trade Zone was quoted as stating that an "iron ore storage yard, with a maximum capacity of 4.1 million tonnes, an ore blending and processing facility and two shipping berths" would be built.

The Port of Ningbo-Zhoushan is involved in economic trade with cargo shipment, raw materials and manufactured goods from as far as North and South America and Oceania. It has economic trade with over 560 ports from more than 90 countries and regions in the world. It is one of a growing number of ports in China with a cargo throughput volume exceeding 100 million tons annually.




The water quality within Ningbo-Zhoushan Port has become badly polluted over the past ten years, due to the massive scale of maritime traffic constantly in operation.

Port of Shenzhen, China

 Port of Shenzhen a collective term used to refer to a series of ports located in the region, including the ports of Yantian, Chiwan, Dachan Bay, and Shekou.

The Port of Shenzhen is the world’s third-largest port and China’s second-largest.

Thanks to technological developments in the area, many tech firms, including Huawei, Tencent, and SenseTime, have established their headquarters there. Shenzhen is now a leading global technology hub and is often referred to as China’s Silicon Valley.

The city’s industrial activities and investments have brought increased trade and container movement to the Port of Shenzhen, which, amid its steady rise, took the number three spot from neighboring Port of Hong Kong in 2013.

The Port of Shenzhen is a collective name of a number of ports along parts of the coastline of Shenzhen, Guangdong Province, China. These ports as a whole forms one of the busiest and fastest growing container ports in the world.

The port is home to 40 shipping companies who have launched around 130 international container routes. There are 560 ships on call at Shenzhen port on a monthly basis and also 21 feeder routes to other ports in the Pearl River Delta region. Shekou Passenger Terminal provides fast ferry services across the Pearl River Delta to Hong Kong, Macau and Zhuhai.

The Port of Shenzhen is spread along Shenzhen city’s 260 km coastline. It is separated by the New Territories and the Kowloon Peninsula of Hong Kong into two areas: the eastern port and the western port.

Shenzhen port's western port is located to the east of Lingdingyang in the Pearl River Estuary and consist of a deep water harbor with safe natural shelters. It is about 37.04 km from Hong Kong to the south and 111.12 km from Guangzhou to the north. As a result, the western port area is connected to the pearl river region which includes cities and counties along the river. The western port is also linked to On See dun waterway which allows trade to reach all the way to other ports.

The eastern port area is situated north of Dapeng Bay where the harbor is broad and calm and is claimed to be the best natural harbor in South China.

The second largest Chinese port is part of the 21st Century Maritime Silk Road that runs from the Chinese coast south to the tip of India via the Suez Canal to the Mediterranean, there to the Upper Adriatic region to the northern Italian hub of Trieste with its rail connections to Central Europe and the North Sea.

The Port of Shenzhen consists of facilities in the following areas: Da Chan Bay, Shekou, Chiwan, Mawan, Yantian, Dongjiaotou, Fuyong, Xiadong, Shayuchong and Neihe.

It has a total of 140 berths, including:

51 berths for vessels with 10,000 tonnes deadweight (DWT) and above.

90 operational berths, in which 43 are of 10,000 DWT or above, 18 container berths, 9 consignee berths, among which 3 are of 10,000 DWT or above, 18 passenger ferry berths, and 23 non-production berths.

Port of Zeebrugge

 The Port of Zeebrugge (also referred to as the Port of Bruges or Bruges Seaport) is a large container, bulk cargo, new vehicles and passenger ferry terminal port on the North Sea. The port is located in the municipality of Bruges, West Flanders in the Flemish Region of Belgium, handling over 50 million tonnes of cargo annually.

The port has become a major European port since major development works were carried in the 1972 to 1985 period. Since then total tonnage has doubled. As of 2008, Bruges-Zeebrugge is one of the fastest growing ports between Le Havre and Hamburg.

Zeebrugge is a multifaceted port that handles a wide range of trades: unit loads (trailers and containers), new cars, conventional general cargo, 'high & heavy' cargoes, dry and liquid bulk cargoes and natural gas. From a purely transit port Zeebrugge has gradually evolved into a centre for European distribution.

The port has become a major European port since major development works were carried in the 1972 to 1985 period. Since then total tonnage has doubled. As of 2008, Bruges-Zeebrugge is one of the fastest growing ports between Le Havre and Hamburg. It is Europe's leading RoRo port, handling 12.5 million mt in 2010, and the world's largest port for imports and exports of new vehicles, with over 1.6 million units handled in 2010 (24.5% less than in 2008 due to the economical crises). It is also Europe's largest terminal for liquefied natural gas (LNG), receiving natural gas from the Troll gas field via the 814 km long Zeepipe under the North Sea. LNG is also delivered in specialized gas tankers from various origins, like Africa, Australia or the Middle East. Zeebrugge counts as one of the most important ports in Europe for containerized cargo as well, handling over 2.5 million TEUs in 2010.

The port employs directly over 11,000 people and handles over 10,000 ship moorings annually. Together with the indirect employees, the port creates over 28,000 jobs.

The most important functions of the port are:

Intense RoRo traffic between the Continent, Great Britain, Scandinavia and Southern Europe;

European hub port for the automotive industry;

Container port with a good nautical accessibility for + 19,000 TEU ships;

Import of Liquefied Natural Gas and energy products;

Handling, storage and distribution of perishables and other agricultural products;

Handling of conventional general cargo and 'high & heavy' cargoes;

Passenger transport;

Organisation of the European distribution via an intricate network of hinterland connections.

The port complex of Bruges-Zeebrugge offers several main assets, which will allow volumes to develop even further in the years to come, namely,

The favourable geographical position:

On the coast of the North Sea, the busiest sea in the world;

Central in relation to other North Sea ports;

Within a short distance of Great Britain;

Close to many major, densely populated and industrialised cities;

Good nautical accessibility with a deep water draught in the approaches and at the berths;

Good road and rail connections to all countries of Continental Europe;

Several daily liner services to Great Britain and to other ports in northern and southern Europe, Zeebrugge being the cross-roads for traffic in all directions;

A network of intercontinental and intra-European container services;

Modern port equipment, recently established, which meets all the expectations of modern shipping and handling techniques;

A large potential of skilled labour achieving high productivity.

The Port of Zeebrugge (also referred to as the Port of Bruges or Bruges Seaport) is a large container, bulk cargo, new vehicles and passenger ferry terminal port on the North Sea. The port is located in the municipality of Bruges, West Flanders in the Flemish Region of Belgium, handling over 50 million tonnes of cargo annually.

The port of Zeebrugge is managed by the port authority MBZ (Maatschappij van de Brugse Zeehaven - translated: 'Company of the Bruges Seaport'), an autonomous company regulated by public law, the city of Bruges being the main shareholder.

Danyang-Kunshan Grand Bridge

The $8.5 billion structure was built by a team of 10,000 workers over only four years and can withstand a magnitude 8.0 earthquake, typhoons, and a direct hit from a 300,000-ton naval vessel.

The longest bridge in the world, in any category, is the mammoth 102.4-mile-long Danyang-Kunshan Grand Bridge in China. Opened in 2011, the bridge operates as part of the Beijing-Shanghai High-Speed Railway and connects several major cities within the Yangtze River Delta. The trip from Ningbo to Jiaxing that previously took 4.5 hours has been reduced to two, thanks to this bridge.

The bridge is located on the rail line between Shanghai and Nanjing in Jiangsu province. It is in the Yangtze River Delta where the geography is characterised by lowland rice paddies, canals, rivers, and lakes. The bridge runs roughly parallel to the Yangtze River, about 8 to 80 km (5 to 50 mi) south of the river. It passes through the northern edges of population centers (from west to east) beginning in Danyang, Changzhou, Wuxi, Suzhou, and ending in Kunshan. There is a 9-kilometre long (5.6 mi) section over open water across Yangcheng Lake in Suzhou.




Construction was completed in 2010 and the bridge opened in 2011. Employing 10,000 people, the project took four years and cost about $8.5 billion. The bridge currently holds the Guinness World Record for the longest bridge in the world in any category as of June 2011.

Since the fourth century, when the national capital was moved to Jiankang (present-day Nanjing) at the start of the Eastern Jin dynasty (AD 317–420), the Yangtze Delta has been a major cultural, economic, and political centre of China. Hangzhou served as the Chinese capital during the Southern Song dynasty (1127–1279), and Nanjing was the early capital of the Ming dynasty (1368–1644) before the Yongle Emperor moved the capital to Beijing in 1421.




Other key cities of the region in pre-modern times include Suzhou and Shaoxing. The ancient Suzhou was the capital of the Wu state (12th century BC–473 BC), and the ancient Shaoxing was the capital of the Yue state (20th century BC?–222 BC). Nanjing first served as a capital in the Three Kingdoms period as the capital of Eastern Wu (AD 229–280). In these periods, there were several concomitant states or empires in China and each one had its own capital.




Since the ninth century, the Yangtze Delta has been the most populous area in China, East Asia, and one of the most densely populated areas of the world. During the mid to late period of the Tang dynasty (618-907), the region emerged as an economic centre, and the Yangtze Delta became the most important agricultural, handicraft industrial and economic centre for the late Tang dynasty.




In the Song dynasty, especially during the Southern Song dynasty (1127–1279), with its capital situated in Lin'an (present-day Hangzhou), Lin'an became the biggest city in East Asia with a population more than 1.5 million, and the economic status of the Yangtze Delta became more enhanced. Ningbo became one of the two biggest seaports in East Asia along with Quanzhou (in Fujian province).




During the mid-late Ming dynasty (1368–1644), the first bud of capitalism[citation needed][clarification needed] of East Asia was born and developed in this area, although it was disrupted by the Manchu invasion and controlled strictly and carefully by the Confucian central government in Beijing, it continued its development slowly throughout the rest of the Qing dynasty (1644-1911). During the Ming and Qing dynasties, the delta became a large economic centre for the country, and also played the most important role in agriculture and handicraft industry.




During the Qianlong era (1735-1796) of the Qing dynasty, Shanghai began developing rapidly and became the largest port in the Far East. From late 19th century to early 20th century, Shanghai was the biggest commercial centre in the Far East. The Yangtze Delta became the first industrialized area in China. In the middle and late feudal society of China, the Yangtze River Delta region initially formed a considerable urban agglomeration.




After the Chinese economic reform program, which began in 1978, Shanghai again became the most important economic centre in mainland China, and is emerging to become one of Asia's centres for commerce. In modern times, the Yangtze Delta metropolitan region is centred at Shanghai, and also flanked by the major metropolitan areas of Hangzhou, Suzhou, Ningbo, and Nanjing, home to nearly 105 million people (of which an estimated 80 million are urban residents). It is the centre of Chinese economic development, and surpasses other concentrations of metropolitan areas (including the Pearl Delta) in China in terms of economic growth, productivity and per capita income.




In 1982, the Chinese government set up the Shanghai Economic Area. Besides Shanghai, four cities in Jiangsu (Suzhou, Wuxi, Changzhou, Nantong) and five cities in Zhejiang (Hangzhou, Jiaxing, Shaoxing, Huzhou, Ningbo) were included. In 1992, a 14-city cooperative joint meeting was launched. Besides the previous 10 cities, the members included Nanjing, Zhenjiang and Yangzhou in Jiangsu, and Zhoushan in Zhejiang. In 1997, the regular joint meeting resulted in the establishment of the Yangtze Delta Economic Coordination Association, which included a new member Taizhou in Jiangsu in that year. In 1997, Taizhou in Zhejiang also joined the association. In 2003, the association accepted six new members after a six-year observation and review, including Yancheng and Huai'an in Jiangsu, Jinhua and Quzhou in Zhejiang, and Ma'anshan and Hefei in Anhui. In 2019,the area is expand to full Anhui, Jiangsu, Zhejiang, and Shanghai.