1) Location of the port: on the shelf on the open sea.
2) The original depth of the sea in the port: 20—30 meters and more.
3) The remoteness of the port from the shore: 1—10 km and more, within the territorial waters as well as beyond them.
4) Volume of freight transference: up to 250 million tons per year.
5) Quantity of transit passengers: from 1 million people per year.
6) Estimated port value, without the cost of STY access track, rolling stock, loading-unloading terminals and infrastructure: from $10 million.
1) The possibility to create docking stations with depths of 20 meters and more.
2) Generally, an absence of the necessity of large, empty and expensive terminal space on the shore with a fragile ecosystem.
3) Decrease in capital construction costs through:
- absence of bottom dredging, necessary for the approach of loaded vessels to quays;
- absence of quaysides, necessary for docking and protection of the shore from tidal scour;
- absence of artificial sea approach channels in the port and surrounding sea area.
4) Decrease in operating costs through:
- facilitation of large draft vessels in traditional ports;
- decrease of vessel demurrage during freight transference and passenger transfer;
- costs minimization for pilot service support;
- improvement of bulk goods logistics during the work according to the scheme: “deposit — STY rolling stock – bulk carrier”, instead of traditional scheme: “deposit — rolling stock — unloading to the storehouse on the shore — loading from the storehouse to other rolling stock — transportation to the quay — loading into bulk carrier”; reduction of energy and fuel consumption for transfer;
- fewer operational staff;
- automation of loading-unloading operations;
- volume reduction of repair and recovery activities in the port;
5) Improvement in particular of freight-quality, bulk goods in particular (ore, coal, etc.), and an increase in transfer price thanks to the decrease in numbers of loading/unloading transfers.
6) Increase in reliability and security of all-weather and year-round operations of the sea-port off-shore compared to the traditional port on the shore.
1) Low roll out costs, usage of resources and energy consumption during all phases (engineering, construction, exploitation and disassembly).
2) The sea port does not violate the landscape, ecosystem and biodiversity of surrounding area.
3) The off-shore sea port does not contaminate the bountiful soil and the vegetation growing in it.
4) Absence of large-volume open warehouses and storage blocks of bulk goods on the shore (ore, coal, etc.).
5) The sea port does not violate:
- natural motion of current and tidal waters;
- movement and migration of sea fish and animals;
- ecosystem and biodiversity of the sea bottom in the port and its aquatic area.
RELIABILITY AND SECURITY
1) Tsunami and tide rises on the high seas are not dangerous, as wave height rarely exceeds one meter.
2) Waves on the high seas have less height and are less dangerous for vessels than when nearer the shore.
3) An off-shore seaport is not subject to the same tidal and wave erosion as a shore-based one.
4) High resistance to vandalism and terrorist attacks.
TRANSLOADING FROM STY ROLLING STOCK — INTO BULK CARRIERS – FOR BULK GOODS (COAL, ORE, ETC.); INTO TANKERS – FOR OIL AND OIL PRODUCT; INTO CONTAINER CARRIERS – FOR CONTAINERS.
TRANSFER OF PASSENGERS FROM STY ROLLING STOCK TO PASSENGER SHIPS.
Quantity of transit passengers: from 1 million people per year.
The remoteness of the port from the shore: 1—10 km and more.
Location of the port: on the shelf on the open sea.
Volume of freight transference: up to 250 million tons per year.
Port cost of $ 10 million.
The original depth of the sea in the port: 20—30 meters and more.