Port Extranjero

Patrol Station St. Emiline
Patrol Station St. Emiline
Near Extranjero in Burgundie; however, it is an uninhabited extra-territorial exclave in Canespa
Site information
Owner	Port Extranjero Authority
Operator	Navy of Burgundie
Controlled by	Levantine Ocean Command, Far-East Sector
Condition	Operational
Site history
Built	2024
Built by	O'Shea Infrastructure and Design
Garrison information
Occupants	Navy Independent Avisos Rafale and Colere;

Port Extranjero
Port Extranjero
	Port Extranjero from the air
Location
Country	Burgundie; however, it is an uninhabited extra-territorial exclave in Canespa
Location	Extranjero
UN/LOCODE	CN ETJ
Details
Opened	December 9, 1926
Size of harbor	3,200 acres (13 km2)
Land area	4,300 acres (17 km2)
Size	7,500 acres (30 km2)
Draft depth	−53 ft (−16 m)
Statistics
Vessel arrivals	1,867
Annual cargo tonnage	178 million metric revenue tons
Annual container volume	Template:TEU
Value of cargo	$276 billion
Passenger traffic	650,010 passengers
Annual revenue	$506 million

Port Extranjero is a seaport managed by the Port Extranjero Authority, a Burgoignesc public-private partnership. It occupies 7,500 acres (3,000 ha) of land and water with 43 miles (69 km) of waterfront. The port's channel depth is 16 m (53 feet). The port has 25 cargo terminals, 82 container cranes, 8 container terminals, and 182 km (113 miles) of on-dock rail. Promoted as the "Gateway to the Cusinaut", the port is located in Verduras Bay, approximately 22.5 km (14 miles) west of downtown Extranjero. The port was initially opened on December 9, 1926, after 3 years of construction. The land the port is built on was given to Burgundie under the provisions of the Treaty of Foxhey, in 1923 which exchanged the land to Burgundie in exchange for security guarantees and protection for Canespa. Since that time the port has expanded and reconfigured numerous times to make the maximum advantage of the land grant and has been used as the primary point of departure for most of the exports leaving Canespa. The port's top imports were X, Y, Z. In 2032, the port's top exports were potatoes, grain, flour, cereals, pet and animal feed, and soybeans. In 2030 the port's top three trading partners were Burgundie, X, and Y.

In 2002, the port authority, together with O'Shea Infrastructure and Design, Estia-Odoneru Gypsum, Salt, and Aggregate, Lansing Lines, Canespan infrstructure company(ies), embarked on a massive automation project that was completed in 2027. The port was optimized for automated gantry cranes, larger deeper draft ships, and a small naval base and naval air station was added to the footprint for a limited Burgoignesc taskforce presence. Now the port operates with high levels of efficiency and is directly linked the just-in-time logistics networks in both Burgundie and Canespa.

Ownership

Per the 1923 Treaty of Foxhey, the land that Port Extranjero was built on was given to the nation of Burgundie, for the construction and maintenance of a port capable of bringing the goods of Canespa to the world. Per the Burgoignesc Code of Laws, Temporal Sins, and Their Punishments it is ruled as an "uninhabited extra-territorial exclave", thus it therefore defaults its civil laws and statues to that of the country it is within, in this case Canespa, despite remaining a sovereign entity of The Burgundies.

The port facilities are operated by the Port Extranjero Authority, a Burgoignesc public-private partnership. The Port Extranjero Authority leases the land from the government at no cost, but pays the full corporate tax rate with no exemptions.

History

Port Extranjero's formative years, from its inauguration in 1926 to the mid-20th century, were marked by incremental developments. Established on December 9, 1926, under the provisions of the Treaty of Foxhey, the port rapidly asserted its role as a vital link in the burgeoning trade relations between Burgundie and Canespa. The initial decades saw the port becoming a linchpin for Canespa's export marketing efforts, now that it finally had access to the modern infrastructure to export its goods to a global market that was exploding as the recovery from the devastation of the First Great War was finalized. It was also a period that saw a large global trend away from rural farming life towards urban life as the mechanization of industries and injection of government funding during the First Great War spurred a marked uptick in manufacturing worldwide. This left a general deficit in food production to consumption that Canespa was uniquely positioned to take advantage of. As the 1920s turned into the 1930s Port Extranjero set about its first port expansion building large warehouses that took advantage of burgeoning air conditioning technologies that, when paired with a growing fleet of Merchant Marine of Burgundie reefer ships meant that Burgundie was able to move Canespan goods across the entire globe and to store produce and wait for better offers as opposed to taking offers as they came to reduce spoilage. In 1929 a rail link from the regular freight rail network of Canespa was made to the port facility, increasing output exponentially. During this time Canespa and Burgundie were making money faster then they could spend it. 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 the western shore with docks for seagoing ships and smaller docks for local commerce. In 1934, Port Extranjero was regarded by many as one of the top 5 most advanced ports in the world.

As part of the initial port build there were two 110 kV-overhead power lines estblished from Canespa to the port, one in the north and one in the east, with separate substations. A complex of small coal power plants were the backbone of internal power generation for the port from its opening until 1984. Despite contributing to the port's growth and operations, the coal plant operated in an era when environmental considerations were not as central to decision-making. As societal awareness of environmental impact grew, there emerged a compelling need for cleaner alternatives, leading to the eventual decommissioning of the coal plant in favor of the natural gas facility.

Mid-century

During the Second Great War the Port emerged as a pivotal logistical hub that played a paramount role in the execution of maritime operations during this global conflict. The port served as a linchpin for the deployment of military personnel, equipment, and supplies to the Audonian and Cronan Theaters. Port Extranjero's network of docks and warehouses underwent substantial expansion to accommodate the burgeoning wartime exigencies for Burgundie. The infrastructure enhancements were undertaken with meticulous planning, incorporating state-of-the-art facilities for loading and unloading cargo, as well as refining the efficiency of embarkation and disembarkation procedures. The port's efficiency in cargo handling proved pivotal in sustaining the formidable logistical demands of the conflict, ensuring a seamless flow of materiel to the front lines. In the late 1940s there were investments made to deepen the channel to allow for the Burgoignesc Liberty Ships which had been transformed into cargo ships for the Merchant Marine of Burgundie. In the 1950s and 60s the facilities were updated again to allow for newer, larger ships to berth. In the 1950s, as the port expanded, three 220 kV-overhead power lines were run into the port and the old 110 kV lines were taken down. The smaller coal plants were demolished and consolidated into a larger output north plant and south plant.

By 1964 there were 15 ship berths, 47 cranes, and 104 km of on-dock rail. In 1968 the Merchant Marine of Burgundie delivered 20 containers to the port, beginning the port's shift to containerization.

Operation Kipling and Containerization

In the mid 20th century, containerization emerged as a game-changer in the shipping industry, offering standardized containers that could seamlessly transition between ships, trucks, and trains. Initially developed by Lansing Lines in the 1950s, containerization did not see wide adoption until Operation Kipling when the need to transport cargoes from the Burgoignesc Metropole and Equatorial Ostiecia to far flung battlefields in Audonia. The Burgoignesc Security Forces and the Armed Forces of the Apostolic Kingdom of Urcea invested heavily in the concept itself as well as in the infrastructure to embark and disembark containers. Port Extranjero, recognizing the potential of this innovation, embarked on a comprehensive update of its infrastructure to accommodate and maximize the benefits of containerized shipping in the 1970s. Infrastructure upgrades became a priority, with the port investing in state-of-the-art container terminals, stacking cranes, and container yards. The aim was to streamline the movement of containers, optimize storage capacity, and enhance overall efficiency. As part of the containerization initiative, Port Extranjero expanded its on-dock rail facilities, to support larger gantry cranes. This extension of rail infrastructure not only connected the port to inland destinations but also integrated Port Extranjero even more into the broader network of Canespan railways.

The impact of containerization on Port Extranjero's economy has been profound. The efficient handling of containers translated into quicker turnaround times for ships, reducing congestion and enhancing the overall productivity of the port. The standardized nature of containers streamlined the logistics process, leading to cost savings for businesses and fostering a more competitive trading environment. Port Extranjero's strategic location as the "Gateway to the Cusinaut" became even more critical with the adoption of containerization. The port's geographical position allowed it to serve as a key node in global trade routes, facilitating the movement of goods between Burgundie, Canespa, and beyond. In 1983, the port handled one million containers in a year for the first time.

During this era, most of the goods being exported from the port were going directly towards the military campaigns and humanitarian efforts associated with Operation Kipling. This secured massive shipping contracts for Canespa and the port which saw ever increasing profitability. However, this was not to last forever. In the late 80s after the war had ended and the direct aid by Burgundie to the affected companies started to wind down the demand for Canespan good waned. Burgundie was caught between trying to support the countries of Audonia becoming agriculturally independent and the desire to continue to prioritize Canespan food stuffs. The relationship between Burgundie and Canespa was tense during this period as they tried to establish a new balance.

In the 1970s the three 220 kV lines were replaced with 765 kV lines and the two coal powerplants were consolidated once more into a single powerplant. In 1984 the coal plants were decommissioned and a natural gas plant opened in its place.

Contemporary Port Operations and Automation

A natural gas power plant was built in 1984 to replace the aging coal plant that had been built when the port first opened and operated until the commissioning of the Remulon Modular Nuclear Reactor (RMNR) in 2027.

In 2002, the port authority, together with O'Shea Infrastructure and Design, Estia-Odoneru Gypsum, Salt, and Aggregate, Lansing Lines, Canespan infrstructure company(ies), embarked on a massive automation project that was completed in 2027. The port was optimized for automated gantry cranes, larger deeper draft ships, and a small naval base and naval air station was added to the footprint for a limited Burgoignesc taskforce presence. Now the port operates with high levels of efficiency and is directly linked the just-in-time logistics networks in both Burgundie and Canespa.

Hamuq City Reservoir Crisis

Port closed for a few days by Canespa formally ending 300 years of amicable relations between Burgundie and Canespa. The Navy of Burgundie sent a fleet, ensuring the sovereignty of the island and formal talks started anew to reset relations.

Other uses

Remulon Modular Nuclear Reactor

The Remulon Modular Nuclear Reactor (RMNR) was completed in Port Extranjero in 2027 to make the entire port energy self-sufficient. The Remulon is a Gen IV Sodium-cooled fast reactor (SFR) that produces up to 125MW. The Port consumes, approximately 1,500,000 MWh annually, the delta of 495,000MWh is supplied via transmission lines from Canespa. During the construction phase of the Remulon reactor, la Titanique, a Burgoignesc naval powership was brought in to serve as a temporary powerplant to both test the concept of a nuclear powerplant on the premise of the port grounds and to also develop and test grid load capacity and to develop new grid requirements. La Titanique provided a constant 65MW from 2018-2027 when it was slowly turned off as the new Remulon reactor was warmed up, so as not to overload the grid and to also maintain port operations, unimpeded.

In the 2030s the Remulon is expected to get an additional module that will increase its output to 156MW, far exceeding the needs of the port. It is planned to sell the excess energy to the Canespan electrical grid. The powerplant has a direct transmission line to two tug stations, where its power is used to power the fleet of 12 RApide 2000-e battery electric pushboats and eWolf battery operated tugboats, operated by the port since 2023.

Prior to the Remulon Reactor project the port was mostly powered through power from Canespa as well as a small natural gas plant that was opened in 1984. Prior to that a coal plant powered critical facilities on the port from its opening until the natural gas plant opened in the 80s.

deValliuer Maritime Institute and Research Center

Built in 1993, the deValliuer Maritime Institute and Research Center, commonly referred to as the deValliuer Institute, is a Burgoignesc-Canespan dual-accredited 4-year academic institution and think-tank, that was a response to the downturn in global trade requirements for Canespan agricultural goods after Operation Kipling. The deValliuer Institute sought to bring together the great minds of Burgundie and Canespa to address maritime and economic issues associated with the late 80s and early 90s. Since that time, the deValliuer Institute has become a standard maritime institute to train prospective Canespan merchant mariners.

The Maritime Institute holds a "pleb summer" prior to the start of the academic year with rigorous physical fitness and team building exercises, akin to military boot camp. In August, up to 100 candidates are chosen from the "pool of plebs" to be invited to join the Institute for the academic year. The school has a nearly 96% graduation rate, with all graduates receiving a commission in the Merchant Marine of Burgundie. Since the first graduating class in 1998, the number of Canespan officers on ships sailing from Port Extranjero has risen from 3 total officers to 8% of the total officer pool. The Institute owns scale replicas of many ships that they use to navigate scale replicas of the port as well as a number of other port facilities and canals around the world in a retaining pond behind the port facilities. Because of its status as a "uninhabited extra-territorial exclave", all dormitory buildings are in Canespa-proper.

The think-tank, the deValliuer Research Center is still reviewing and making proposals on how to improve not only the port, but the ability of the port to support and expand the Canespan economy. It hires experts from both Burgundie and Canespa and hosts many lectures, brainstorms, whiteboarding sessions, and town halls with key Canespan partners to ensure that they remain on top of the economic and political landscape. One benefit of the Research Center's independent status is that it can meet with both Canespan establishment figures as well as those on the fringe. If an idea from the fringe makes economic and political sense, the Research Center provides a face-saving recommendation to the Canasta Company, without the Company having to recognize that the idea was not from within the company. To maintain this face-saving atmosphere, the Research Center seals all of its communications to respect the power and influence of the Canasta Company. While it is rare that the company takes these recommendations, it is recognized as a vital opportunity for future reform that maintains the supremacy of the Company.

deValliuer School at Sea

The deValliuer School at Sea is an independent boys Burgoignesc preparatory school, commonly, referred to as deVallieur Prep. deVallieur Prep is known for its marine science courses. The school uses 1 lecture hall, and one science lab on the first floor of the deValliuer Maritime Institute and Research Center and operates a 115-foot sail training vessel, the SSV Garsson deValliuer as a hallmark program of the school. The school takes on 10-15 boys each year. All graduates are guaranteed an invitation to join the academic year at the deValliuer Maritime Institute, but it is expected that they will pass "pleb summer" as a formality, as a result, there are "pleb summer" prep exercises throughout the final year of the curriculum. The flagship program is the "summer cruise" that the boys take between their 3rd and 4th years, sailing from Port Extranjero in early May, the boys put their skills to the test in a rigorous 4-month voyage to the Burgoignesc Metropole and back. The trip east is arduous as they learn to sail against the prevailing winds often taking 6 to 8 weeks. Two weeks is spent in Vilauristre where the boys are "on leave" with only moderate supervision, then they reembark for the leisurely return trip, in early August. The return trip often takes two weeks as they are sailing with the westerlies.

Outside of the school, deValliuer operates a VoileSuperieure (Eng: TopSail) sailing school and program operated year-round to teach sailing skills to youth, a sea scout troop (Ship 839, Beyond the Waves Council), a youth sail racing program, and a SailBlind program. The program operates two 110ft brigantines, a 92-foot wooden topsail schooner, and a two-masted eastern rigged trawler, all are part of the Strategic Auxiliary Fleet of the Continuation.

Patrol Station St. Emiline

Patrol Station St. Emiline is a naval station with three medium-sized berths (designed to accommodate ships up to the size of a FREMM) and a single airstrip for medium transport aircraft (designed to safely land and take off with a Dassault Falcon 10) with hanger facilities for three aircraft of the same size. It is owned by the Port Extranjero Authority and leased and operated by the Navy of Burgundie. The lease is an evolution in the long-standing fleet basing agreement that Burgundie and Canespa have. The lease stipulates that the base is not Burgoignesc Security Forces sovereign territory as is observed in many over-seas military base leases but is a dedicated berthing and air transit hub for the Navy of Burgundie in its execution of the maritime protection commitments it has made to Canespa and to maintain the Freedom of the seas especially as it pertains to the maintenance of commerce between Burgundie and Canespa. It also does not preclude the Navy of Burgundie from exercising the existing fleet basing agreement that exists between the two nations. Patrol Station St. Emiline is operated by Canespan civilians who pass a rigorous selection process to become Burgoignesc naval civilian employees and are subject to constant security checks as part of their jobs. The station employs 216 Canespans in this manner. St. Emiline is also a coordination point between the Burgoignesc Security Forces and the armed forces of Canespa as well as an advanced radar array and weather tracking point used by the Burgoignesc Burgoignesc Ministry of Emergency Management and its Canespan counterpart.

Politics

Because the port is an "uninhabited extra-territorial exclave" of Burgundie, everyone entering the port must pass through Customs and Border Patrol each time they enter and leave the port, for individuals who work in the Port or who go to school there, a special visa program was established in the late 1980s to allow "rapid clearance of trusted personnel" when going into and out of the Port. This "Trusted Traveler" program requires deep background checks through Burgoignesc, Canespan, and InterPol databases, separate interviews with Burgoignesc and Canespan border protection agencies which are then corroborated before a trusted traveler visa is issued. In 2014, the visa stamp on the passport was determined to be an archaic system, requiring everyone to have their passport on them at all times. A new system was introduced in 2015 that allowed Trusted Travellers to present a Trusted Traveller ID card, or in 2019 a QR code to be scanned by border security. Anyone can still clear Customs and Border Protection but their checks follow the standard procedures and take much longer.

To expedite clearance times, sailors who will be on leave are typically met by Customs and Border Protection while the ship is being towed in and docked to process them and give them "temporary shore leave visas".

Gallery

Port Extranjero in 2023
Another view of Port Extranjero in 2023
The largest ship to dock at the port
Port Extranjero in 1926
One of the 8 terminals in the port
Port Extranjero container terminal