Dry bulk Logistic Park

Dry bulk Logistic Park Safaga, Red Sea government, Egypt

Moemen Shaaban El-shazly 14

Dry bulk Logistic park

TABLE OF CONTENTS Table of figures .................................................................................................. 4 1. Introduction ................................................................................................. 8 1.1

Logistics ................................................................................................. 8

1.2

Logistic Park........................................................................................... 8

1.3

Bulk cargo .............................................................................................. 9

2. Key attributes of logistic parks ................................................................... 10 3. Aims and Objectives of the Project ............................................................ 12 4. Design Process and Goals .......................................................................... 12 4.1

Green Buildings ................................................................................... 12

4.2

Site Considirations ............................................................................... 12

4.3

Buildings usage .................................................................................... 12

5. Project Requiremnets ................................................................................ 13 6. Location of Logistics Parks ......................................................................... 17 6.1 Strategic Planning Considerations ........................................................... 18 6.2 Local planning considerations ................................................................. 19 6.3 Transport Links and Quality ..................................................................... 20 6.4 Multi and Inter Modality Potential .......................................................... 20 7. Site Location ............................................................................................ 20 7.1 Introduction ............................................................................................ 20 7.2 Methodology........................................................................................... 20 7.3 Site Selection ........................................................................................... 21

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7.3.1 Step one: Creating catchments............................................................. 23 7.3.2 Step two: Catchments and Development Exclusion Zones Overlain ..... 24 8. Site analysis ............................................................................................... 24 9. S.W.O.T Analysis ........................................................................................ 25 10.

Case studies ............................................................................................ 27

10.1 PRILESIE Logistic center, Minsk, Belarus .............................................. 27 10.2 East Ring Logistic Park, BulgariA .......................................................... 29 11.

Design Alternatives ................................................................................. 31

11.1 Main design concepts .......................................................................... 31 11.2 Zoning and circulation Diagrams.......................................................... 32 12.

Master Plan ............................................................................................ 34

12.1 Zoning diagram .................................................................................... 34 12.2 Visual Context map .............................................................................. 35 12.3 Open spaces diagram .......................................................................... 35 12.4 Circulation Diagram ............................................................................. 36 12.5 Building Morphology ........................................................................... 37 13.

Design Details ......................................................................................... 38

13.1 Truck Turns .......................................................................................... 38 13.2 Warehouses......................................................................................... 39 14.

Sustainble considerations and Recommendations.................................. 40

15.

AppEndix ................................................................................................ 41

15.1 SAfaga Port Charachterstics ................................................................. 41 15.2 Safa port Describtion ........................................................................... 43 Page 2

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15.3 Safaga Port Specifications .................................................................... 43 16.

Bibliography............................................................................................ 44

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TABLE OF FIGURES Figure 1 Key elements dictating the location of logistic parks Source: Land planning & design by Cunnane Renyolds ......................................................... 17 Figure 2 Safaga-Qina highways with associated catchment of 1.5 km ............ 23 Figure 3 Safaga -Al kossier highway with associated catchment of 750 m ...... 23 Figure 4 Public water supplies with associated catchment of 4 km ................. 23 Figure 5 Safaga – Qina Railway with associated catchment of 4 km................ 23 Figure 6 Broadband availability with associated catchment of 4.5 km ........... 23 Figure 7 Transport link catchment overlaid ..................................................... 24 Figure 8 overlapping transport & service catchment areas retained ............. 24 Figure 9 Site location maps and co-ordinates ................................................ 24 Figure 10 Site analysis map, Main paths and entrances, Solar path and Wind direction .......................................................................................................... 25 Figure 11 Prilesie Logistic center Master plan Source: http://www.prilesie.com/ ................................................................................ 28 Figure 12 Prilesie Logistic center road network map Source: http://www.prilesie.com/ ................................................................................ 28 Figure 13 Prilesie Logistic center Arial Perspective Source: http://www.prilesie.com/ ................................................................................ 28 Figure 14 Arial perspective for Sofia east ring logistic park Source: www.Sofiaring.com.......................................................................................... 29 Figure 15 Sofia East ring logistic park Master plan Source: www.sofiaring.com .......................................................................................... 30 Figure 16 Sofia east ring master plan analysis (Entrance, Main axis and builtup and open spaces) ........................................................................................ 30

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Figure 17 first design Alternative based on the concentric zone model theory ......................................................................................................................... 31 Figure 18

second design alternative based on the sector model theory ...... 31

Figure 19 third design alternative based on the multi-nuclei zone model theory .............................................................................................................. 32 Figure 20 Imported and exported Materials Organization chart ...................... 32 Figure 21 Imported raw material circulation diagram ..................................... 33 Figure 22 Exported Raw materials circulation Diagram .................................. 33 Figure 23 Proposed Land use map for the Logistic Park ................................ 34 Figure 24 Proposed Land use budget Pie chart Diagram ................................ 34 Figure 25

Proposed Visual context map ...................................................... 35

Figure 26

Proposed Open spaces Diagram ....................................... 35

Figure 27 Proposed Circulation Diagram for Bulk Trucks and Container Trucks entering and Exiting the Logistic Park .............................................................. 36 Figure 28 Proposed Building morphology pie chart diagram ........................... 37 Figure 29 Proposed building morphology for the Park .................................... 37 Figure 30 Turning Template for Semi-Trailer with 40 ft. [12.20 m] Wheelbase Source: http://onlinemanuals.txdot.gov .......................................................... 38 Figure 31 Turning Template for Single Unit Trucks or Buses Source: http://onlinemanuals.txdot.gov....................................................................... 38 Figure 32 Turning template for Semi-Trailer with 62 ft. [18.9 m] Wheelbase . 39 Figure 33 Turning template for Semi-Trailer with 50 ft. [15.24 m] Wheelbase ......................................................................................................................... 39 Figure 34 Proposed Docking bay design Source: Ernst and peter Neufert Architect's data Third Edition ........................................................................... 39

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Figure 35 Egyptian Railways Network Map Source: www.Wikipedea.com....................................................................................... 41 Figure 36

Egyptian highways Map

Source: www.wikipedea.com........ 42

Figure 37 Safaga Port Map Source: http://www.mts.gov.eg/ports/commercial/safaga/map.aspx ......................... 42

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1. INTRODUCTION The project lies in the state plane for developing the city of Safaga, Red sea government for the year of 2017 by creating a logistic free zone near the commercial port of Safaga which connects the major industrial cities of Upper Egypt (Qina- Sohaj – Asyut) to the world trade centers through this port(1). First we should know the definition of Logistics and logistic parks and the types of bulk cargo. 1.1

LOGISTICS

The management of the flow of resources between the point of origin and the point of destination in order to meet some requirements, for example, of customers or corporations. The resources managed in logistics can include physical items, such as food, materials, equipment, liquids, and staff, as well as abstract items, such as information, particles, and energy. The logistics of physical items usually involves the integration of information flow, material handling, production, packaging, inventory, transportation, warehousing, and often security (2). 1.2

LOGISTIC PARK

A hub of a specific area where all the activities relating to transport, logistics and goods distribution – both for national and international transit – are carried out, on a commercial basis, by various operators. The operators may be either owners or tenants of the buildings or facilities such as: warehouses, distribution centers, storage areas, offices and truck services (2).

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1.3

BULK CARGO

A commodity cargo that is transported unpackaged in large quantities. It refers to material in either liquid or granular, particulate form, as a mass of relatively small solids, such as petroleum, grain, coal, or gravel. This cargo is usually dropped or poured, with a spout or shovel bucket, into a bulk carrier ship's hold, railroad car, or tanker truck/trailer/semi-trailer body. Smaller quantities (still considered "bulk") can be boxed (or drummed) and palletized. Bulk cargos are classified as liquid or dry (3). 1) Dry bulk cargo such as:         

Bauxite Bulk minerals (sand & gravel, copper, limestone, salt, etc.) Cement Chemicals (fertilizer, plastic granules & pellets, resin powder, synthetic fiber, etc.) Coal Dry edibles (for animals or humans: alfalfa pellets, citrus pellets, livestock feed, flour, peanuts, raw or refined sugar, seeds, starches, etc.) Grain (wheat, maize, rice, barley, oats, rye, sorghum, soybeans, etc.) Iron (ferrous & non-ferrous ores, ferroalloys, pig iron, scrap metal, pelletized taconite), etc.) Wood chips

2) Liquid bulk cargo such as:  Dangerous chemicals  Petroleum  Gasoline  Liquefied natural gas (LNG)  Liquid Nitrogen  Fruit juices  Milk Page 9

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2. KEY ATTRIBUTES OF LOGISTIC PARKS A logistic park serves as the focus for the material flows is a transport centered logistic chain such as: Military logistics, Business logistics, Production logistics, Warehouse management systems and warehouse control systems (4). The key attributes of a logistic park are summarized in table (1) below:

Attribute

Description

Character

Logistics Parks are generally characterized by a number of grouped warehouse facilities and other similar services in an extensively hard surfaced area with excellent external transport links and an efficient internal vehicular circulation system. More modern logistics parks are well landscaped and have services catering for the non-work Requirements of their working population. However, such services are ancillary to the primary use of the site for logistically purposes and do not function as services independent of the logistics park.

Size

The size of a logistics park may vary from 50,000 hectares to 5,000,000 m2.

Operators

The operators of a logistics park may be either the owners or tenants of such buildings/facilities as warehouses, distribution centers, offices, storage areas as well as Haulage parking and

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service areas.

Services

A logistics park functions as a commercial land use planned and built to best manage activities centered on freight movement. However, a logistics park comprises not only infrastructure, but also the services necessary to satisfy and respond to the requirements emanating from its primary transport activity. Services commonly found within a logistics park include:  Areas for parking and loading/unloading operation  Filling station(s) for vehicle  Vehicle washing facilities  Staff restaurants and cafes (ancillary to the primary logistical purposes of the site)  A bus service for staff Some more modern logistics parks may also include the following:  A rest house  A staff recreation area (e.g. park or playing field) It is important to note that such services are wholly ancillary to the primary use of the site for logistically purposes and do not function as services independent of the logistics park.

Table 1 The key attributes of logistic parks Cunnane Renyolds

Source: Land planning & design by

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3. AIMS AND OBJECTIVES OF THE PROJECT 3.1

Creating a logistic park specified in distribution logistics which concerns with the delivery of the finished products to the customer. It consists of order processing, warehousing, and transportation. Distribution logistics is necessary because the time, place, and quantity of production differ with the time, place, and quantity of consumption (5).

3.2

The project plays an important role on 2 different scopes: (1) International scope in the linkage of Africa to South-East Asia and Europe through the marine of Safaga, Suez canal, and the international airport of Hurghada. (2) National Scope in the development of the Governments of Upper Egypt.

4. DESIGN PROCESS AND GOALS 4.1

GREEN BUILDINGS

1) Energy & Resource Efficiency. 2) Renewable Energy Generation. 4.2

SITE CONSIDIRATIONS

1) Reuse of existing buildings instead of new constructions. 2) Site should have the required infrastructure adjacent to it and have connectivity to the intermodal and multi-model transportation. 3) Separation of the Touristic path from the industrial path. 4.3

BUILDINGS USAGE

1) 2) 3) 4) 5)

Security of the site & buildings. Buildings flexibility (Expansion or Total Change) Public, private & mixed use spaces. People who work in and visit the park should feel it's user friendly Iconic Buildings for touristic Motto

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5. PROJECT REQUIREMNETS It should be remembered that the activities referred to in this point are exclusively specific to the company managing the Logistics Centre. So, based on analysis to examples worldwide as (Dubai logistic city, Dobl logistic center in Austria, PRILESIE logistic center in Belarus) the main components can be classified to the following: Component Area Description Warehouses

1) General cargo: Types of ware housing: a) 260,000 m2 of 1) Silos of Traditional built-up systems of minimum warehouses capacity of 10,000 tons 2 b) 78,000 m for 2) Silos of Buckland service roads systems of minimum 2) Grains cargo: capacity of 30,000 tons 2 a) 130,000 m of 3) Warehouses with pallet built-up systems of minimum warehouses. capacity of 50,000 tons 2 b) 39,000 m for service roads. c) 8,000 m2 for packing and labeling facilities d) 40,000 m2 of built up silos 3) Phosphate cargo: a) 140,000 m2 of built-up warehouses b) 87,000 m2 of service roads c) 10,000 m2 for packing and handling facilities

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Recycling area Repair shops for Trucks Surveillance & preview zone

d) 40,000 m2 of built-up silos 4) Aluminum powder: a) 52,000 m2 of built-up warehouses b) 15,600 m2 service roads c) 1600 m2 for packing facilities d) 4,000 m2 of builtup silos 5) Coal: a) 50,000 m2 of built-up warehouses b) 16,000 m2 of service roads c) 5000 m2 of packing, Labeling & handling facilities d) 5,000 m2 of built up silos 21,000 sq. meters

This area responsible for the recycling of waste materials and containers

16,000 sq. meters 800 sq. meters

Consists of : 1) Weighting area of 160 m2

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2) Customs document booth 36 m2 3) Security booth of 36 m2 Intermodal Terminal

Gas filling station Control Tower

230,000 sq. meters

Consists of: 1) Stock piles 2) Customs and quarantine facilities 3) Docking and shipping bays 4) Open yards for containers

2,000 sq. meters 500 sq. meters

The control tower consists of : 1) Logistics administrations 2) customs district 3) Security and surveillance A multi-story building of 40 floors with clear height 5m per story

Rest houses Business area

1,000 sq. meters 300,000 sq. meters

Built-up area 230,000 sq. meters The area consists of: 1) Banks & Money exchange companies 2) Logistics companies franchises 3) Shipping &Transportation companies franchises

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4) Navigation companies franchises 5) Conference Hall

Parking area of 1000 Trucks Training & educational center Total Area

16,000 sq. meters

For every 70 m2 built area there is 1 parking lot

100,000 sq. meters

1,370,000 sq. meters

Built-up area= 822,000 m2

According to the planning regulations and guidelines of the Egyptian planning authority for the industrial districts (6): 1) Industrial facilities (warehousing, Packing, Labeling, Handling) built-up area rages from 55-65 % with average 60% of the industrial area. 2) Service facilities ranges from 3-7 % with average 5% of the industrial area. 3) Road network ranges from 15-25 % with average 20% of the industrial area. 4) Parking spaces range from 2.5-7.5 % with average 5% of the industrial area. 5) Green buffers and open spaces ranges from 5-15 % with average 10% of the industrial area.

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6. LOCATION OF LOGISTICS PARKS The key elements dictating the locations of a logistics park are illustrated Figure 1 below and discussed in the text which follows (4):

Strategic Planning Considerations

Multi & Inter Modality Transport Potential

Logistics Park Location

Local Planning Considerations

Transport Links &Quality

Figure 1 Key elements dictating the location of logistic parks Source: Land planning & design by Cunnane Renyolds

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6.1 STRATEGIC PLANNING CONSIDERATIONS Strategic considerations form an important element in selecting the appropriate location of a logistics park. Such strategic considerations center on the following items: 1) 2) 3) 4)

International, national, regional and local location and links Proximity to an urban center Identification of current need and/or future benefit Land availability

6.1.1 INTERNATIONAL, NATIONAL, REGIONAL AND LOCAL LOCATION AND LINKS The availability of high quality transport linkages between local, regional, national and international freight destinations is essential to ensuring the viability of a logistics park. Safaga is well placed in this regard by possessing excellent local, inter and intraregional road links which more than adequately connect the area to all major domestic destinations, as well as to international markets via air and sea ports at Hurghada international airport, Safaga Commercial Marine port as well as the major upper Egypt industrial cites (Asyut, Sohaj, Qina) through the Qina-Safaga rail line and highway.

6.1.2 PROXIMITY TO AN URBAN CENTER A Logistics park requires a degree of proximity to an urban center in order to connect to the infrastructural services (electrical, water, waste etc.) present at that center. Proximity to an urban center also provides a potential pool of labor, existing allied services providers (Catering, building, mechanical parts etc.) and the residential, retail and civic amenities necessary to facilitate the employees of the logistics park.

6.1.3 IDENTIFICATION OF CURRENT NEED AND/OR FUTURE BENEFIT The establishment of a logistics park can be driven by an identified current need or via an assessment of the future benefit that might accrue from such a facility. At present there is a deficiency of logistic park facilities in Egypt. Given the strategic location of Safaga as the gate of the south-eastern of Red sea government and its port is the 2 nd exporting port for drybulk cargo in Egypt as it contributes by total of 13% of the total exported dry-bulk cargo per year and the state plan for Safaga for 2017 is to link the major industrial cities of upper Egypt to the international markets

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In line with the provisions of Safaga Development Plan, the Regional Planning Guidelines for the Red sea government, the National Spatial Strategy and the National Development Plan, the location of a logistics park within reasonable proximity to Safaga would help to boost the local and regional economy through: 1) Strengthening and consolidating economic activity in the area 2) Providing for employment generating land uses 3) Promoting the establishment of facilities that enable the potential for improved connectivity between industry and third-level educational institutions 4) Fortifying the indigenous industrial sector by promoting opportunities for increased levels of research and development.

6.1.4 LAND AVAILABILITY The availability of significantly sized parcels of land is an important pre-requisite for the location of a logistics park. As with the landscape of the majority of Red sea Government, such land should be of a relatively level topography, demonstrate soil stability and not be subject to flooding.

6.2 LOCAL PLANNING CONSIDERATIONS Dedicating a specific location to transport, logistics and goods distribution implies the application of best practice principles for the proper planning and sustainable use of an area which rationalizes infrastructures in order to optimize space utilization and safeguards the receiving environment. This may entail encouraging the removal of existing or predicted commercial traffic from residential and town center areas to the logistics park and facilitating the development of required infrastructures in line with operator necessities. One of the strategic aims of Safaga Development Plan is ‘To facilitate the creation of jobs in industrial development to meet the employment needs of the Red sea government. With specific regard to industrial development and employment generation, the Plan states: It is the policy of the Planning Authority to facilitate the creation of new employment opportunities in the county by:1) Ensuring that sufficient serviced lands and structures are allocated for industrial purposes. 2) Facilitate where possible, the expansion of existing industries and Businesses. 3) Co-operating with specialist agencies in attracting new industries to Safaga.

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6.3 TRANSPORT LINKS AND QUALITY Globalization, national economic trends, an increase in freight transport and growing competition between regional production areas have forced industries to seek more efficient transport and logistics solutions. Essentially, this means removing bottlenecks and associated diseconomies.

6.4 MULTI AND INTER MODALITY POTENTIAL As road transports is the primary mode for freight transport in Egypt, the potential for multiple and inter modality development is a factor influencing the location of logistic parks. This is due to the efficiency possibilities when transporting large volumes of heavy goods. Safaga possesses excellent rail and road links, therefore offering the potential for multi and inter modality transport development.

7. Site Location 7.1 INTRODUCTION As noted previously, proximity to an urban center is an important strategic planning consideration when identifying appropriate sites for the location of a logistics park. This study thus focuses upon the location of potential sites for a logistics park within the city of Safaga. The majority of the analysis required to identify the optimal location of a logistics park in the city of Safaga has been completed using a Geographic Information System (GIS). A GIS is a computer based system that allows users to collect, manage and analyses large volumes of spatially referenced information and associated attribute data.

7.2 METHODOLOGY A robust and transparent methodological approach was adopted in selecting sites suitable for the location of a logistics park. This approach centered on the identification of a number of key criteria required by such a facility. These criteria were then grouped into an order of importance and locations within the City of Safaga were eliminated as potential sites if they failed to meet these criteria.

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A series of future development constraints was then applied and those remaining areas least effected by such constraints, and which were deemed appropriate by the above analysis, were identified as the most suitable sites for the location of a logistics park.

Qina-Safaga Highway, Safaga-Al kossier Highway Order of Decreasing

Railway line

Importance

Primary Roads

Services Constrains Land Use Zoning Figure 2 Locational Requirements Renyolds

Source: Land planning & design by Cunnane

7.3 SITE SELECTION Following the identification of these selection criteria, the GIS was used to map and locate specific areas within the city of Safaga which best adhere to these preferences. In following the weighting of the locational requirements outlined above, the assumptions were made based on market research of maximum distance of each of these criteria to the logistics park. Once the requisite proximity to the criteria items was established, the GIS were then used to determine sites within the city of Safaga appropriate for the location of a logistics park.

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Criteria

Required

Constrains

Distance from the Site

Qina-Safaga highway, Safaga-Al-kossier highway

√

750 m

Primary Roads

√

1.5 km

Railway line

√

4 km

Public water supply

√

4.5 km

Broadband coverage

√

4.5 km

Recorded monuments

×

100 m

Protected Structures

×

100 m

Table 2 Criteria matrix for the required features and constrains and their distance from the proposed sites

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7.3.1 STEP ONE: CREATING CATCHMENTS

Figure 3 Safaga -Al kossier highway with associated catchment of 750 m

Figure 2 Safaga-Qina highways with associated catchment of 1.5 km

Figure 5 Safaga – Qina Railway with associated catchment of 4 km

Figure 4 Public water supplies with associated catchment of 4 km

Figure 6 Broadband availability with associated catchment of 4.5 km

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7.3.2 STEP TWO: CATCHMENTS AND DEVELOPMENT EXCLUSION ZONES OVERLAIN

Figure 7 Transport link catchment overlaid

Figure 8 overlapping transport & service catchment areas retained

8. SITE ANALYSIS

Figure 9 Site location maps and co-ordinates

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Figure 10 Site analysis map, Main paths and entrances, Solar path and Wind direction

9. S.W.O.T ANALYSIS

Strengths

Weaknesses

Opportunities

Threats

Accessibility:

Land use:

Accessibility:

Economy:

1) Site is accessible from highways.

1) Touristic & Residential activity surrounding the site which contradict with the industrial nature of the project.

1) Easy connectivity to Hurghada airport (40km) and the surrounding quarries with Safaga-Al kossier highway and the

1) High cost for developing and extending the rail road to include the major cities of the Red sea government

2) Site is surrounded by 2 highways and 2 minor arterials.

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Area: 1) Site can accommodate the project requirements with the ability of future expansion plans.

Economy:

1) The rail road has a poor condition.

rail road of Safaga – Qina. 2) Site connectivity to Qina, Sohaj, Asyut with the QinaSafaga highway (135km apart)

Land use:

Land use:

1) Site is next to the main commercial port of Safaga.

1) Site is surrounded by quarries which act as the main supplier for dry bulk commodities.

2) Site is near the city center (2km apart), the international airport of Hurghada (40km).

2) The easy connectivity to the consumers of the city center of Safaga and neighboring cities on the national level and the neighboring countries as SaudiArabia on the international level

Economy:

1) Basic infrastructure and Transportation system are provided.

2) On the international scope there is a strong competitor as in (Jazan economic city, king Abdullah economic city) in Saudi-Arabia.

Economy:

1) Basic infrastructure and Transportation system are provided.

Table 3 Strengths, Weaknesses, Opportunities and threats features of the site

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10.

CASE STUDIES

10.1 PRILESIE LOGISTIC CENTER, MINSK, BELARUS PRILESIE logistic center designed to the latest standards and capabilities in warehousing and logistics technology is planned to furnish the following services as a minimum:  Logistic Service  Warehousing Services  Packaging and Repacking Services  Multi-Modal Services  Custom Brokers  Road-side Services Four class types A/B/C and D warehouses have been anticipated in the logistic center including:  Bonded Warehouses  Dry Warehouses  Cold and microclimate warehouse  Hazardous cargo warehouses 200,000 m2 of warehouse area, 100 units of office building, 20,000 m2 Exhibition and Sale area, a 50 room hotel, 15000 m2 Road side service area such as gas station, Repair shops, Carwash and other supporting areas. Covering 200,000 square meters land, the First stage of the Project will be completed with construction of roughly 100,000 square meters of warehouses, offices, repacking area with large ratio of greenery land as well as parking area.

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Figure 11 Prilesie Logistic center Master plan Source: http://www.prilesie.com/

Figure 12

Prilesie Logistic center road network map

Source: http://www.prilesie.com/

Figure 13 Prilesie Logistic center Arial Perspective Source: http://www.prilesie.com/ Page 28

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10.2 EAST RING LOGISTIC PARK, BULGARIA East Ring Logistic Park is an 118,700 m2 high quality logistics and industrial park, forming part of one of the largest mixed use projects in Bulgaria. East Ring provides a headquarters quality business environment, with rapid access to the A1 (Trakia) and A2 (Hemus) highways. Sofia International Airport is 10 km away from the development. Sustainability is a key aspect of the development; each building incorporates leading architectural design. Sustainable construction and design features are integral. East Ring Logistic Park will be the first large-scale logistics and light industrial development in Sofia region, offering warehousing, office space and light industrial developed in accordance with international best-practice. The park's strategic location, flexible marketing, planned and routed internal infrastructure, multi-modal transport access, gas station, on-site TIR parking, advanced telecommunications and high capacity electrical, water and natural gas supply will place a firm competitive advantage in the supply chain of tenants occupying the facilities within it. The park will offer flexible, turnkey development, built-to-suit and lease schemes to its tenants.

Figure 14

Arial perspective for Sofia east ring logistic park

Source: www.Sofiaring.com

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Figure 15

Sofia East ring logistic park Master plan

Source: www.sofiaring.com

Figure 16 Sofia east ring master plan analysis (Entrance, Main axis and built-up and open spaces)

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11.

DESIGN ALTERNATIVES

11.1 MAIN DESIGN CONCEPTS 11.1.1 CONCENTERIC ZONE MODEL

Figure 17 first design Alternative based on the concentric zone model theory

11.1.2 SECTOR ZONE MODEL

Figure 18

second design alternative based on the sector model theory Page 31

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11.1.3 MULTI-NUCLIE ZONE MODEL

Figure 19 third design alternative based on the multi-nuclei zone model theory

11.2 ZONING AND CIRCULATION DIAGRAMS

Materials Dry bulk & General cargo

Raw Materials

Finished Products

General cargo & packed Dry bulk cargo

Dry bulk cargo

Imported Grains,Coal,Alumium powder

11.2.1

Exported Phosphate

Imported Grains, General cargo

Exported Phosphate,General cargo

IMPORT RAW MATERIAL CIRCULATION

Figure 20 Imported and exported Materials Organization chart

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Port

Intermodal terminal

Packing, Finished & RAW MATERIALSProduct 11.2.2 Handling EXPORTED CIRCULATION Labeling Warehouses

Silos Warehousing

Exit

Figure 21 Imported raw material circulation diagram

Mines

Entrance

Intermodal Terminal

Port

Warehouses

Figure 22 Exported Raw materials circulation Diagram

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12. 12.1

MASTER PLAN ZONING DIAGRAM

Figure 23 Proposed Land use map for the Logistic Park

Figure 24 Proposed Land use budget Pie chart Diagram

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12.2

VISUAL CONTEXT MAP

Figure 25

Proposed Visual context map

The main concept of the design is to make it user-friendly and easy accessible for the users of the park by creating land Marks for each Logistic center through the administration towers of the centers. 12.3

OPEN SPACES DIAGRAM

Figure 26

Proposed Open spaces Diagram

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12.4

CIRCULATION DIAGRAM

Figure 27 Proposed Circulation Diagram for Bulk Trucks and Container Trucks entering and Exiting the Logistic Park

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12.5

BUILDING MORPHOLOGY

Figure 29 Proposed building morphology for the Park

The Built-up ratio is subjected to the Laws and legislations of the General Authority of urban planning for the industrial areas.

Open spaces 35%

Built-up 65%

Figure 28 Proposed Building morphology pie chart diagram

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13. 13.1

DESIGN DETAILS TRUCK TURNS

There are no firm guidelines governing the selection of the type of large vehicle to be used as a design vehicle. Factors that influence design vehicle selection are as follows: 1) 2) 3) 4)

the type and frequency of use by large vehicles consequences of encroachment into other lanes or the roadside availability of right-of-way Functional class of intersecting routes and location (urban versus rural) affect this selection in a general sense. Project-specific traffic data, specifically the frequency of use by the various design vehicle classes, is often the most important consideration in the selection process. The Transportation Planning and Programming Division (TPP) may be contacted to obtain volume data for the various vehicle classes.

Minimum turning path templates for single unit trucks or buses, semi-trailer combinations with wheelbases of 40, 50 and 62 ft. [12.2, 15.24 and 18.9 m], and double-trailer combination with wheelbase of 67 ft. [20.43 m] are shown in Figures 30,31,32,33 below:

Figure 30 Turning Template for SemiTrailer with 40 ft. [12.20 m] Wheelbase Source: http://onlinemanuals.txdot.gov

Figure 31 Turning Template for Single Unit Trucks or Buses Source: http://onlinemanuals.txdot.gov

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Figure 33 Turning template for SemiTrailer with 50 ft. [15.24 m] Wheelbase

Figure 32 Turning template for SemiTrailer with 62 ft. [18.9 m] Wheelbase

Source: http://onlinemanuals.txdot.gov

Source: http://onlinemanuals.txdot.gov

13.2

WAREHOUSES

The main Regulations for warehouses design: 1) Minimum clear height is 8 meters including mezzanine 2) Toilets should be designed for warehouses with minimum of 1 Toilet for each 2000 sq. meters of the built-up warehouse area. 3) A parking lot for every 70 sq. meters of built-up area. 4) For docking bays a length of 35 meters clear for maneuvering, Shipping and docking.

Figure 34 Proposed Docking bay design Source: Ernst and peter Neufert Architect's data Third Edition Page 39

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14. SUSTAINBLE CONSIDERATIONS AND RECOMMENDATIONS According to the ASHREA Handbook fundamentals comfort model for the year of 2005 and using the climate consultant computer program according to the weather data sheets for Safaga, Red sea governorate, assuming only design strategies and design guidelines for the buildings to make it 100% comfortable during the whole day and these guidelines will be demonstrated as following:

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15. 15.1

APPENDIX SAFAGA PORT CHARACHTERSTICS

Figure 35 Egyptian Railways Network Map Source: www.Wikipedea.com

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Figure 36

Egyptian highways Map

Source: www.wikipedea.com

Safaga Port Map Source: http://www.mts.gov.eg/ports/commercial/safaga/map.aspx Figure 37

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15.2

SAFA PORT DESCRIBTION

The port is located in the Red Sea Governorate on the western coast of the Red Sea. It is a broad bay (natural gulf) on a distance of 60 km. South of Hurghada and on a distance of 225 nm. South of Suez port. This broad bay is naturally protected from the east and the north sides by Safaga Island, and protected from the prevailing western winds by mountains. Yet, for a brief interval, it is affected by south winds (El-Azeeb) which causes disturbances and waves inside the port. The port drafts are deep, thus enabling the accommodation of large vessels (7). 15.3

SAFAGA PORT SPECIFICATIONS

Total Port Area Water Area Land Area Total Warehouses Area

Total Yards Area

57 km2 (56968000 m2) 56.5 km2 (56490000 m2 ) 0.5 km2 (478000 m2) 15000 sq. m.

160000 sq. m.

Maximum Capacity 6.37 million tons/year as follows: 2.2 million tons (General Cargo) 4.17 .million tons (dry bulk) 750000 passengers Max Ship Depth that can be accommodated reaches 14m. Working Hours: Throughout 24 hours

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16.

BIBLIOGRAPHY

Christina Adidjaja, M. H. (March 1996). Truck Terminal and Warehouse Survey Results. COMPANY, B. R. (May 2011). DESIGN GUIDELINES for industrial track Projects. Kansas City. EEIG, E. (January,2004). Logistics centers; Direction for use. Engineers, U. A. (1 MARCH 2000). Technical Instructions; Railroad Design and Rehabilitation. Washington, DC. Farook R. Hamzeh, I. D. (July 2007). LOGISTICS CENTERS TO Support Project Based Production in the construction industry. Michigan,USA. G. Lodewijks, D. S. (December 4, 2012). Logistic Control of Modern Dry bulk terminals. Reynolds, c. S. (2008). Land planning & design; Identification of Suitable Sites for the location of logistic parks. dublin,Ireland. SautGurning, D. (31 May 2012). Containeriseddry bulk cargo and its impact to port operations. IndonesiaKempinski, Jakarta. TERA International Group, I. V. (31 December 2010). ADB Technical Assistance Consultant’s Report. Transportaion, C. (June,1,2007). STANDARD SPECIFICATIONS FOR THE DESIGN AND CONSTRUCTION OF PRIVATE SIDETRACKS. JACKSONVILLE, FLORIDA. UNCTAD. (1991). Dry bulk terminal. In Ocean shipping consultants,Self discharging bulk cariers (pp. 199-221). W. Bohlen, H. -P. (February 23, 2010). Determination of Terminal Setback from Shallow Water Habitat Zone.

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